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Table 9.4ON(Increases in goods vehicle taxation and diesel fuel duties)Number of vehs (thous)CarsTaxisGoodsPCU-kilometres (thous/hr)AM Peak HK KowloonNew TerTotalOff-PeakHKKowloonNew TerTotalAverage traffic speeds (kmjh)AM Peak HK KowloonNew TerTotalOff-Peak HKKowloonNew TerTotalEconomic Benefits ($ mils/year)Operating cost savingsPassenger time savingsGenerated traffic benefitsPublic Transport savingsTotal economic benefits1986144 16842344435861 2631774335441 15422.022.233.426.229.621.937.528.7Central Economic GrowthTaxation Up 200%Committed 1/2 CTS Full CTSHyws only Highways Highways280 181313946081 15921612965719661 83315.724.230.324.427.727.037.731.9337217(471)271280 181313946081 15921612965719661 83317.927.334.027.529.229.439.033.7299193(471)240280 181313946081 15921612965719661 83320.030.437.730.730.631.840.435.6268173(471)216High Economic Growth—/Taxation Up 200%Committed 1/2 CTS Full CTSHyws only Highways Highways418 181845297951 46527903797121 20222938.214.718.914.222.119.229.224.01 170754(455)941418 181845297951 46527903797121 20222939.316.521.216.023.320.930.325.51 037668(455)833418 181845297951 46527903797121 202229310.418.423.517.924.522.631.326.9930599(455)748High Economic Growth—2Taxation Up 300%Committed 1/2 CTS Full CTSHyws only Highways Highways418 181515107491 34826083676781 12421698.816.422.415.922.820.631.625.721461 382(1 094)1 724418 181515107491 34826083676781 124216910.118.525.118.024.022.532.727.21 9001 224(1 094)1 527418 181515107491 34826083676781 124216911.320.627.820.025.224.333.828.71 7051 098(1 094)1 370354 260 186 2410 2083 1 823 4158 3556 3078Note: Central economic growth about 5.6% per yearHiah finonomin nrnwth snftnififid at 9% nf*r \rna
vehicle operations is only a very small proportion of the total production costs ofindustry. The relevant figures are illustrated in Figure 9.2. The Trucking IndustryStudy therefore concluded that even quite large changes in taxation would beunlikely to have a very big impact on the volume of goods vehicle traffic. It was alsoconcluded that, for the same reasons, that increases in goods vehicle taxation wasunlikely to have a significant impact on industry production costs.FIGURE 9.2: TRUCKING COSTS IN HONG KONG INDUSTRYTaxes$0.4 billion10%$432b.mon ___ ^bffllon ' $a?b5on^1% 90%TOTALINDUSTRYTRUCKINGINDUSTRY1981 Dollars9.10.6 However, not all goods vehicles are used for the sole purpose of transporting goods.It has been noted that following the increases in private car taxation in the early1980s, there was a switch from registering light vans as private cars to registeringthem as goods vehicles. Vans currently make up about half the goods vehicle fleetand it is suspected that a significant proportion are used solely for private purposesor at least only incidentally as goods carriers. Increases in goods vehicle taxationshould have a large impact on these vehicles and should control their future growth.A further reason for higher taxes on medium and heavy goods vehicles is to obtain abigger contribution to the costs of road repair and provision. It is estimated that 80%of road maintenance costs and 15% of road construction costs can be attributable toheavy vehicles.9.11 Package 4: Area Pricing9.11.1 The disadvantage of all the traffic demand management options so far examined isthat they are non-selective, affecting the use of relatively uncongested roads as wellas the busiest roads. Area pricing offers a way of being far more selective in trafficcontrols permitting wider vehicle ownership and making better use of the Territory'sroad system.9.11.2 This policy option was evaluated by testing one of the road pricing schemesexamined in the 1985 Electronic Road Pricing (ERP) Study. This envisaged cordonsset up around and within the main urban area with charges levied on all vehiclescrossing the cordon. The scheme calls for automatic identification and charging ofvehicles by means of electronic detection. Monthly road charge bills would be sentto motorists in much the same way as utility bills. Charges could vary by time of day,ranging from peak charges at the busiest times to no charges at all during the nightand on Sundays.187
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THE UNIVERSITY OF HONG KONGLIBRARIE
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EPPrinted and Published by the Gove
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CONTENTSPage6. OF 966.1 Introductio
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Page3.1 Licensed Vehicles 1976-1988
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FIGURES_Page1.1 Special Character o
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Page1.1 Second Comprehensive Transp
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TRANSPORTPER UNIT OF GDPCars Per Th
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KCR Double Tracking &\ Electrificat
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1.2 The Second Comprehensive Transp
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1.2.17 The way in which these recla
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ANNEX1.1Terms of Reference(1) To pr
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2.2.1 introduction2.1.1 This chapte
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2.2: OF THEPROJECTS AND POLICIESFOR
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Transport Networks2.5.2 Description
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2.6.11 Operational Evaluation—The
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3.1GO OLicensed Vehicle Fleets (a]P
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Table 3.3 VEHICLE(Dollars per year)
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3.2.7 The car and motorcycle fleet
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3.2.14 The non-van goods vehicle fl
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3.2.23 Use of Light Vans as Private
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3.3 Road Usage and Road Constructio
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FIGURE 3.11:TRAFFIC IN URBAN HONG K
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FIGURE 3.14:TRAFFIC IN THE NEW TERR
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Table 3.6 CROSS HARBOUR TUNNEL TOLL
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3.5 Public Transport Patronage3.5.1
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3.5.4 The growth in rail transport
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taxi productivity. The average paid
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4.4.1 introduction4.1.1 Demand for
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Table 4.2DISTRIBUTION OF POPULATION
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AreaTable 4.4Hong Kong islandKowioo
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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
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 186 and 187: 9.3 INNumber of vehs (thous)CarsTax
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
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