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Table 9.5(Similar to Scheme B investigated by the 1985 ERP Study)Number of vehs (thous)CarsTaxisGoodsPCU -kilometres (thous/hr)AM Peak HK KowloonNew TerTotalOff- Peak HKKowloonNew TerTotalAverage traffic speeds (kmlh)AM Peak HK KowloonNew TerTotalOff -Peak HKKowloonNew TerTotalEconomic Benefits {$ mils /year)Operating cost savingsPassenger time savingsGenerated traffic benefitsPublic Transport savingsTotal economic benefits1986144 16842344435861 2631774335441 15422.022.233.426.229.621.937.528.7CommittedHyws onlyCentral Economic Growth@2/3* ERP Study Charges1/2 CTSHighways280 181543686011 20721762915781 0061 87518.324.727.924.828.126.535.931.2432286(317)388280 181543686011 20721762915781 0061 87520.827.931.328.029.628.837.233.0383254(317)344Full CTSHighways280 181543686011 20721762915781 0061 87523.331.334.731.131.131.238.534.7344228(317)310CommittedHyws onlyHigh Economic Growth—7@2/3* ERP Study Charges7/2 CTSHighways418 182164897841 53928113717221 25923539.715.017.214.722.618.721.123.41 484983(490)1 3335418 182164897841 53928113717221 259235311.117.019.316.523.820.428.724.81 316872(490)1 183Full CTSHighways418 182164897841 53928113717221 259235312.418.921.318.425.022.129.626.11 182783(490)1 063High Economic Growth—2@7.5* ERP Study ChargesCommitted 1/2 CTS Full CTSHyws only Highways Highways418 182163926791 47025413346791 234224715.919.718.818.524.820.628.325.032892179(2 093)2957418 182163926791 47025413346791 234224718.122.221.120.826.122.529.326.429201 935(2 093)2626418 182163926791 47025413346791 234224720.324.823.423.227.524.330.427.826261 740(2 093)2361790 665 565 3312 2881 2538 6332 5387 4633Note\ Central economic growth about 5.6% per yearHigh economic growth specified at 9% per year
9.11.8 It is concluded that area pricing has the greatest potential for controlling trafficgrowth successfully and to the greatest benefit of the community. Some problemsrequire resolving, but would be well worth re-investigating.9.12 Supplementary Transport Policies9.12.1 Based on the detailed assessments of policy options undertaken by the Study,selected options were defined as a set of supplementary policies common to ai! otherpackages. These concerned treatment of taxis, minibuses, parking controls andtunnel tolls.9.1 2.2 Taxi Quotas—There was a very rapid growth in the number of urban taxis in the firstpart of the 1 980s with the fleet increasing from about 9 000 in 1980 to 16 000 in1985. As a result of this rapid growth, quotas were imposed in 1984 on the numberof new taxi licences granted each year. Currently these are at the rate of 200 urbanlicences and 100 New Territories taxi licences, but they will be reviewed asnecessary.9.1 2.3 As discussed in Chapter 3 the recent growth in demand for taxis was undoubtedlyinfluenced by the growing affluence of people and by the decline in average urbantaxi fares measured in real terms relative to other public transport modes in the sameperiod. As a result of these relative fare changes, it is now of similar cost for somejourneys for a small group to travel by taxi as by bus but consuming on average atleast five times as much road space.9.12.4 A rational road space allocation policy requires that the differential between taxifares and bus fares be restored. To make an abrupt change in taxi fares would be verydisruptive and so a policy of gradual increases in taxi fares should be pursued. Overthe period of adjustment, it is sensible to maintain the current quotas on new taxilicences. Fare increases can then be judged to maintain a balance between thedemand for taxis and the limited supply imposed by quotas. The status of thisbalance can continue to be judged by monitoring surveys of taxi usage.9.12.5 If necessary, taxi fare rises can be induced by imposing taxation on taxis; this wouldavoid taxi owners and drivers profiting unduly from the fare increases of taxis. Themost suitable tax to adjust might be the tax on diesel duty since this would fit withrecommendations on other fuel taxes presented later and would also be likely toreduce unnecessary empty taxi trips.9.12.6 Minibus Quotas—The number of public minibuses has been kept constant for 13years at 4 350 but the carrying capacity has recently been increased from 14 to 16seats. Controls are judged to be necessary because of the preference of red PLBdrivers to operate on the main public transport corridors which can be moreefficiently operated by franchised buses. Much effort has gone into converting thered public light buses into green minibuses operating feeder services to areas of lowtraffic volume or difficult topography which are unsuited to larger vehicles. It isrecommended that this policy be continued and current limits on the number ofpublic minibuses be maintained.9.12.7 Parking Controls— Control of traffic levels by parking policy is difficult to achieve,partly because traffic volumes are not always related to the need to park in an area assome traffic is just passing through and also because much parking is private andtherefore uncharged. The most that can be hoped for is to restrict the supply of allparking places by planning controls and control the price of public parking places.Parking prices in public car parks are currently adjusted at regular intervals to obtainapproximately a 1 5% availability rate. If parking places are not under-supplied, thereis no point in charging either more or less than this rate.9.12.8 The main issue concerns the supply of new parking places. It is essential that this iscontrolled to the capacity of the road system so that use of private cars in congestedareas is not encouraged unduly. Estimates by CTS-2 indicate that an increase inparking places is required and could be tolerated by the expanded road system.However, it is strongly recommended that this is done only on the basis of area-wide191
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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
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passenger services. Also, while lig
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.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 188 and 189: Table 9.4ON(Increases in goods vehi
Page 190 and 191: 9.11.3 The specific scheme chosen w
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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