Untitled - HKU Libraries - The University of Hong Kong

More documents

Recommendations

Info

9.3 INNumber of vehs (thous)CarsTaxisGoods1986144 1684Central Economic GrowthPetrol Tax DoubledCommitted 1/2 CTS Full CTSHyws only Highways Highways280 18154280 1815428018154High Economic Growth—1Petrol Tax DoubledCommitted 1/2 CTS Full CTSHyws only Highways Highways418 18216418 18216418 18216High Economic Growth—2Petrol Tax QuadrupledCommitted 1/2 CTS Full CTSHyws only Highways Highways418 18216418 18216418 18216PCU-kHometres (thous/hr)AM Peak HKKowloonNew TerTotalOff-Peak HKKowloonNew TerTotalAverage traffic speeds (km/h)OQ AM Peak HK•£*KowloonNew TerTotalOff-Peak HKKowloonNew TerTotalEconomic Benefits ($ mils/year)Operating cost savingsPassenger time savingsGenerated traffic benefitsPublic Transport savingsTotal economic benefits2344435861 2631774335441 15422.022.233.426.229.621.937.528.73976301 21322402985851 0051 88815.522.727.723.027.526.036.030.8162101(145)1372553976301 21322402985851 0051 88817.625.631.026.029.028.337.332.614389(145)1222103976301 21322402985851 0051 88819.728.534.428.930.530.638.534.412980(145)1091735338291 54829103827331 25823728.013.617.013.322.018.327.723.1566352(224)4811 1775338291 54829103827331 25823729.115.319.015.023.220.028.724.5502312(224)4271 0175338291 54829103827331 258237210.217.121.116.724.321.629.725.8451280(224)3838905208161 52428613737221 24523418.514.017.513.822.518.728.023.51,058658(492)89921235208161 52428613737221 24523419.715.719.615.623.620.429.024.9937583(492)7971 8255208161 52428613737221 245234110.817.521.717.424.822.130.026.2842524(492)7151 589Note: Central economic growth about 5.6% per yearHigh economic growth specified at 9% per year
9.9.4 As with car ownership taxes, the High economic growth scenario shows seriouscongestion even with much higher petroi taxation rates on private cars andmotorcycles. This again emphasises the need for goods vehicle controls under theseconditions.9.9.5 Petrol tax is a usage tax with the advantage that individuals can decide when, whereand how much to use their cars depending on personal circumstances; there is nooutright exclusion from car ownership. It is also simple to administer. However, likecar ownership taxes, it affects all travel whether made in congested areas oruncongested. It does have slightly more impact in congested areas in that slowertraffic speeds increase the rate of petrol consumption and hence the rate of tax paidbut this effect is marginal. It does not allow the flexibility to discourage particulargroups by charging higher rates.9.9.6 An increased petrol tax could cause a switch to diesel engined cars. To combat this,adjustments could be required to the current special tax rates on private diese!vehicles. Alternatively, an increase in diesel fuel taxation for other reasons such ascontrol of taxis and goods vehicles could also be considered. The latter measureswould help improve environmental conditions by reducing pollution caused bydiesel vehicles.9.10 Package 3: Goods Vehicle Controls9.10.1 The goods vehicle fleet has tripled in the last 12 years from about 33000 vehiclesto 99 000. While strong measures were being taken against private cars and taxisin the form of ownership taxes and quotas respectively, changes in taxation ongoods vehicles have done little more than keep pace with inflation, in other words,the entire thrust of traffic management policies has been directed at private carsand taxis.9.10.2 It is clear from the analyses of the Study that the growth in goods vehicle traffic willbe a great concern to the long term traffic conditions. It is noted from the above thatcar ownership taxation and petroi tax would be adequate only under conditions ofCentral economic growth and with the full CTS-2 recommended highway construction.Even under the Central economic growth assumptions, evidence fromother longer term studies indicate that controls on private cars alone will beinsufficient to manage traffic congestion beyond the year 2001. Therefore, the Studyhas examined the possibilities and consequences of controlling the growth of thegoods vehicle fleet In particular, the Study examined the impact on traffic operationsof reducing the estimated 1996 demand for goods vehicles by 15%; the results arereported in Table 9.4.9:10.3 The results of this policy option are similar to those of car ownership taxes in generaltraffic operations but with some significant differences. In particular, the impacts ofgoods vehicle controls are felt more in the New Territories and less on Hong KongIsland. Economic benefits from savings in vehicle operation costs, travel time andpublic transport operations are about 80% of those obtained from car ownershiptaxes in Package 1. This option also suffers from the same massive disbenefits tovehicle owners who are no longer able to afford to buy goods vehicles.9.10.4 At High economic growth, goods vehicle controls would not be sufficient on theirown and would need to be combined with other measures.9.10.5 Achieving Goods Vehicle Controls— It is assumed that the 15% reduction in goodsvehicle activity could be achieved by means of increases in vehicle taxation. Thiswould increase the costs of goods vehicle operations and this in turn wouldencourage operators and users of goods vehicles to seek improvements in operationalefficiency. However, a very real difficulty arises in assessing the size of taxationincrease to achieve a specified reduction. The 1984 Trucking Industry Study pointedout that taxation is only a comparatively small proportion of total operating costs ofgoods vehicles, and the cost of local transport which is linked to the cost of goods185
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 14 and 15:
TRANSPORTPER UNIT OF GDPCars Per Th
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
Page 64 and 65:
4.3(1986-2001)Growth Over 1988Perio
Page 66 and 67:
included in the financial costs. Pe
Page 68 and 69:
4.5 International Traffic4.5.1 Proj
Page 70 and 71:
Cross Border Rail Passenger Traffic
Page 72 and 73:
Table 4.17IN(1971-1989)HighwayPrice
Page 74 and 75:
contribution of Government equity t
Page 76 and 77:
5. FORECASTS OF THE TRANSPORT SCENE
Page 78 and 79:
FIGURE 5.2:PROJECTED DAILY TRIP MAK
Page 80 and 81:
FIGURE 5.3: 1986 GENERATIONS AND AT
Page 82 and 83:
FIGURE 5.5: PERSON TRAVEL DEMAND(CO
Page 84 and 85:
Table 5.4PROJECTIONS OF DAILY TRIP
Page 86 and 87:
Table 5.5 SCHEDULED PUBLIC BY(thous
Page 88 and 89:
• FANLING/SHEUNG SHUIRMA ON SHANH
Page 90 and 91:
Cars and taxis 1.00Minibus/Special
Page 92 and 93:
LEGEND V/C Ratio Range• 1.1 - 1.2
Page 94 and 95:
•Vf'rLEGEND V/C Ratio Range> 1.1
Page 96 and 97:
FIGURE 5.13:TRAFFIC SPEEDS BY ROAD
Page 98 and 99:
6. OF6.1 Introduction6.1.1 This cha
Page 100 and 101:
LEGENDMajor Committed Road ProjectK
Page 102 and 103:
LEGENDCandidate Road ProjectKowloon
Page 104 and 105:
A V/C ratio of 1.0 or less indicate
Page 106 and 107:
Table 6.3 SUMMARY OF HIGHWAY PORJEC
Page 108 and 109:
6.5.1 2 The traffic implications of
Page 110 and 111:
6.5.27 it is estimated that traffic
Page 112 and 113:
6.7 and Airport Tunnel6.7.1 The Hun
Page 114 and 115:
6.9.5 Conclusions— This is likely
Page 116 and 117:
6.4(1988 Prices)ProjectLocFinancial
Page 118 and 119:
sufficient detail to permit compute
Page 120 and 121:
LEGENDMTR £_EHC LRT(under vL} cons
Page 122 and 123:
7.1Peak TramHong KongTramwaysKowloo
Page 124 and 125:
MTR/KCR Interchange7.2.14 A key tra
Page 126 and 127:
day, particularly in the peak hour.
Page 128 and 129:
Impacts on Urban Development7.3.28
Page 130 and 131:
7.4.2 The East Kowloon Line would s
Page 132 and 133:
7.4.1 2 Both the financial return a
Page 134 and 135:
7.5.17 Patronage and economic resul
Page 136 and 137: Rail Operations7.6.15 Two proposals
Page 138 and 139: passenger services. Also, while lig
Page 140 and 141: .S.Bi ne economic evaluation or tne
Page 142 and 143: Conclusions7.9.15 At the projected
Page 144 and 145: 7.11.4 With an extension to Star Fe
Page 146 and 147: 7.13.7 It is estimated that the LRT
Page 148 and 149: Conclusions7.14.13 Both harbour cro
Page 150 and 151: 7.15.14 Financial support for the n
Page 152 and 153: FIGURE 8.1: PASSENGER TRANSPORT BY
Page 154 and 155: Railways8.2.6 Rail services began t
Page 156 and 157: Table 8.2PROJECTED DEMAND FOR SCHED
Page 158 and 159: FANLING/SHEUNG SHUIYUENLONGMA ON SH
Page 160 and 161: severe on the MTR island Line where
Page 162 and 163: 8.4.10 The KCR main Sine is expecte
Page 164 and 165: Cross Harbour Bus Operations8.5.9 T
Page 166 and 167: 8.7.3 In the New Territories, the r
Page 168 and 169: ail corridor is now operating at fu
Page 170 and 171: urban area, the short term means of
Page 172 and 173: (2) More vehicles are required to d
Page 174 and 175: are classified under Vehicle Owners
Page 176 and 177: 9.5.5 Supplementary Licences—Thes
Page 178 and 179: 9.5.19 Controls are required on bot
Page 180 and 181: Park and Hide9.6.4 This policy prom
Page 182 and 183: Alternative Scenarios for the Evalu
Page 184 and 185: 9.7.18 Thus although the Centra! ec
Page 188 and 189: Table 9.4ON(Increases in goods vehi
Page 190 and 191: 9.11.3 The specific scheme chosen w
Page 192 and 193: Table 9.5(Similar to Scheme B inves
Page 194 and 195: traffic assessments. If the increas
Page 196 and 197: 10 ON10.1 Introduction10.1.1 This c
Page 198 and 199: 10.2.9 There are clearly some possi
Page 200 and 201: Railway Funding10.3.11 An expenditu
Page 202 and 203: Private Car Controls10.5.9 It is re
Page 204 and 205: c:,LEGEND V/C Ratio Range1.1 - 1.2>
Page 206 and 207: 10.6.4 Several roads are projected
Page 208 and 209: o1991 Committed1996 Recommended Str
Page 210 and 211: operation and operator. Much depend
Page 212 and 213: ANNEX 10.1PROJECTIONS OF THE VEHICL
Page 214 and 215: ANNEX 10.4BY(thousand vehicles per
Page 216 and 217: TOC
show all

Untitled - HKU Libraries - The University of Hong Kong

Create successful ePaper yourself

Delete template?

Save as template?