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TRANSPORTPER UNIT OF GDPCars Per Thousand Parsons600soo -CARPERGDP°USA400 -PUERTO BIOO0 FRAHOB300 -!ennaiHgooY«eoia*iA ^FEHEZUSLA IRELANDg SAUDI ARABIA"**"» s c eitiEoe100MM./tT8IA8OMAH* INDONESIA m,£ tmAa » BTHA!tANP ,OUTH KOREA |6QDP Par10 16Ths W®rid Sank Ati@o t Etflti@nIn Fitttr©§, Th© E@@n@mitt,IrelandOmanIndonssisBangladeshAlgeriaThailand
1.1.8 it is not surprising that Hong Kong has a relatively low commercial vehicleownership; fleet size is determined by the quantity of transport, e.g. tonne-km, to beperformed and this is limited by the compact nature of Hong Kong. Car ownership,on the other hand, is generally less a function of transport need and has much to dowith status and expressions of wealth. The pressures for car ownership are strong inHong Kong but ownership levels have been suppressed by high taxes and annuallicence fees.1.1.9 The reasons for this are quite clear from the second of the smaller graphs. Despite therelatively low vehicle ownership, in relation to economic wealth, Hong Kong has thehighest density of vehicles per kilometre of road of any of the countries shown. Infact, Hong Kong has more commercial vehicles per kilometre of road than most othercountries have total vehicles per kilometre, including private cars. Until recently withthe gradual growth of the new towns, both residential and commercial developmentshave been concentrated round the Victoria Harbour. These have permitted thedevelopment of an efficient and profitable public transport system and muchreduced the need for a private mode of transport. Equally, a relatively small networkof roads could only be built in this confined area. This accounts for the low carownership and high density of vehicles per kilometre.1.1.10 The taxes on private motoring has been critically commented upon, but quite clearly,even with a massive road building programme, Hong Kong simply cannot permit carusage to rise to the levels enjoyed by other countries of similar wealth. It must bebluntly stated at the outset of this report that control of private cars by one means oranother must continue to be a central part of transport policy in Hong Kong.However, it is also necessary to consider controls on other vehicles, in particulargoods vehicles. The goods vehicle fleet has more than doubled in the last 1 0 yearsand the proportion of this traffic in the urban area has increased by about 72 percent,compared with 13 and 60 percents for private cars and taxis respectively over thesame period.1.1.11 Public Transport—Without the choice of private transport for the majority ofresidents of Hong Kong, it follows that public transport must be provided to thehighest standard possible. At a minimum, this emphasises the need for controls onvehicle growth, since over 50% of all public transport services are road-based andtherefore vulnerable to road congestion. It also means that Hong Kong must look toways of expanding the rail system to provide a standard of public transport servicescompatible with the growing expectations of the population. In this respect theconcentration of population, business and industry into restricted land areas andnarrow corridors has advantages by permitting financially self-supporting railoperations. This report examines the case for several new passenger rail lines.Recent Transport Developments in Hong Kong1.1.12 The last ten years have seen a huge expansion of the transport system of Hong Kong,as illustrated in Figure 1.2. The programme continues and projects currently inconstruction are discussed later in the report.1.1.13 Much of the effort has gone into trunk road construction to provide high capacity roadsthrough the existing urban areas and out to the new towns in the New Territories.Within the urban area, road widening schemes and flyovers have vastly improved thecapacity of the road system to accommodate the ever-growing volume of traffic.1.1.14 Of equal importance to the expansion of the Territory road network has been theconstruction of the Mass Transit Railway (MTR) and the modernisation of theKowioon-Canton Railway (KCR). The availability of high speed and frequent trainservices has transformed the travel patterns of the Territory. The first line of the MTRopened at the end of 1979; rail services now carry a quarter of all passenger journeysmade in Hong Kong. The most recent addition to the rail system was the Light RailTransit (LRT) railway opened in 1988 linking the new towns of Tuen Mun and YuenLong. The franchised buses have also expanded considerably in meeting thegrowing transport demand.13
Page 2 and 3: THE UNIVERSITY OF HONG KONGLIBRARIE
Page 4 and 5: EPPrinted and Published by the Gove
Page 6 and 7: CONTENTSPage6. OF 966.1 Introductio
Page 8 and 9: Page3.1 Licensed Vehicles 1976-1988
Page 10 and 11: FIGURES_Page1.1 Special Character o
Page 12 and 13: Page1.1 Second Comprehensive Transp
Page 16 and 17: KCR Double Tracking &\ Electrificat
Page 18 and 19: 1.2 The Second Comprehensive Transp
Page 20 and 21: 1.2.17 The way in which these recla
Page 22 and 23: ANNEX1.1Terms of Reference(1) To pr
Page 24 and 25: 2.2.1 introduction2.1.1 This chapte
Page 26 and 27: 2.2: OF THEPROJECTS AND POLICIESFOR
Page 28 and 29: Transport Networks2.5.2 Description
Page 30 and 31: 2.6.11 Operational Evaluation—The
Page 32 and 33: 3.1GO OLicensed Vehicle Fleets (a]P
Page 34 and 35: Table 3.3 VEHICLE(Dollars per year)
Page 36 and 37: 3.2.7 The car and motorcycle fleet
Page 38 and 39: 3.2.14 The non-van goods vehicle fl
Page 40 and 41: 3.2.23 Use of Light Vans as Private
Page 42 and 43: 3.3 Road Usage and Road Constructio
Page 44 and 45: FIGURE 3.11:TRAFFIC IN URBAN HONG K
Page 46 and 47: FIGURE 3.14:TRAFFIC IN THE NEW TERR
Page 48 and 49: Table 3.6 CROSS HARBOUR TUNNEL TOLL
Page 50 and 51: 3.5 Public Transport Patronage3.5.1
Page 52 and 53: 3.5.4 The growth in rail transport
Page 54 and 55: taxi productivity. The average paid
Page 56 and 57: 4.4.1 introduction4.1.1 Demand for
Page 58 and 59: Table 4.2DISTRIBUTION OF POPULATION
Page 60 and 61: AreaTable 4.4Hong Kong islandKowioo
Page 62 and 63: 4.2.14 An additional 425 000 jobs i
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4.3(1986-2001)Growth Over 1988Perio
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included in the financial costs. Pe
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4.5 International Traffic4.5.1 Proj
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Cross Border Rail Passenger Traffic
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Table 4.17IN(1971-1989)HighwayPrice
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contribution of Government equity t
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5. FORECASTS OF THE TRANSPORT SCENE
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FIGURE 5.2:PROJECTED DAILY TRIP MAK
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FIGURE 5.3: 1986 GENERATIONS AND AT
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FIGURE 5.5: PERSON TRAVEL DEMAND(CO
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Table 5.4PROJECTIONS OF DAILY TRIP
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Table 5.5 SCHEDULED PUBLIC BY(thous
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• FANLING/SHEUNG SHUIRMA ON SHANH
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Cars and taxis 1.00Minibus/Special
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LEGEND V/C Ratio Range• 1.1 - 1.2
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•Vf'rLEGEND V/C Ratio Range> 1.1
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FIGURE 5.13:TRAFFIC SPEEDS BY ROAD
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6. OF6.1 Introduction6.1.1 This cha
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LEGENDMajor Committed Road ProjectK
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LEGENDCandidate Road ProjectKowloon
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A V/C ratio of 1.0 or less indicate
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Table 6.3 SUMMARY OF HIGHWAY PORJEC
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6.5.1 2 The traffic implications of
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6.5.27 it is estimated that traffic
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6.7 and Airport Tunnel6.7.1 The Hun
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6.9.5 Conclusions— This is likely
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6.4(1988 Prices)ProjectLocFinancial
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sufficient detail to permit compute
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LEGENDMTR £_EHC LRT(under vL} cons
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7.1Peak TramHong KongTramwaysKowloo
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MTR/KCR Interchange7.2.14 A key tra
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day, particularly in the peak hour.
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Impacts on Urban Development7.3.28
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7.4.2 The East Kowloon Line would s
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7.4.1 2 Both the financial return a
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7.5.17 Patronage and economic resul
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Rail Operations7.6.15 Two proposals
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passenger services. Also, while lig
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.S.Bi ne economic evaluation or tne
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Conclusions7.9.15 At the projected
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7.11.4 With an extension to Star Fe
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7.13.7 It is estimated that the LRT
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Conclusions7.14.13 Both harbour cro
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7.15.14 Financial support for the n
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FIGURE 8.1: PASSENGER TRANSPORT BY
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Railways8.2.6 Rail services began t
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Table 8.2PROJECTED DEMAND FOR SCHED
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FANLING/SHEUNG SHUIYUENLONGMA ON SH
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severe on the MTR island Line where
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8.4.10 The KCR main Sine is expecte
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Cross Harbour Bus Operations8.5.9 T
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8.7.3 In the New Territories, the r
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ail corridor is now operating at fu
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urban area, the short term means of
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(2) More vehicles are required to d
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are classified under Vehicle Owners
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9.5.5 Supplementary Licences—Thes
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9.5.19 Controls are required on bot
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Park and Hide9.6.4 This policy prom
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Alternative Scenarios for the Evalu
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9.7.18 Thus although the Centra! ec
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9.3 INNumber of vehs (thous)CarsTax
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Table 9.4ON(Increases in goods vehi
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9.11.3 The specific scheme chosen w
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Table 9.5(Similar to Scheme B inves
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traffic assessments. If the increas
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10 ON10.1 Introduction10.1.1 This c
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10.2.9 There are clearly some possi
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Railway Funding10.3.11 An expenditu
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Private Car Controls10.5.9 It is re
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c:,LEGEND V/C Ratio Range1.1 - 1.2>
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10.6.4 Several roads are projected
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o1991 Committed1996 Recommended Str
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operation and operator. Much depend
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ANNEX 10.1PROJECTIONS OF THE VEHICL
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ANNEX 10.4BY(thousand vehicles per
Page 216 and 217:
TOC
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