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operation and operator. Much depends on detailed engineering investigationsyet to be carried out, and on the final plans for the population development ofthe North-west New Territories. Similarly, the cross-harbour rail link requiresdetailed studies of engineering possibilities, giving due consideration to theneed for further expansion of the urban rail network at a later date, and tothe needs and opportunities of the new reclamations and other urbanredevelopments in Kowloon.(3) Reinvestigation of area pricing techniques for possible implementation in HongKong. Further work should examine extensions of the scheme to cover all ormost types of vehicle.Vehicle Pollution10.8.2 Serious concerns have been raised about air pollution from vehicles, in particularover the very high proportion of diesei engined vehicles in the Territory and theprojected growth in such traffic. This Study endorses the need for a detailed study ofair pollution from vehicles.Vehicle Surveillance10.8.3 With the growing number of high capacity and high speed trunk roads in thestrategic road network, traffic volumes will become more concentrated and theproblems and disruptions associated with traffic accidents more serious. The Studytherefore endorses the need for a vehicle surveillance system capable of detectingtraffic incidents early, enabling the emergency authorities to take appropriate action.Transport Surveys10.8.4 The planning of transport depends on detailed knowledge of travel patterns andcharacteristics, and these can only be obtained from periodic surveys. The last majorsurvey of travel characteristics was undertaken in 1981. Much has happened in thedevelopment of the Territory since then, in particular the rapid expansion of the NewTerritories and major developments of the Territory rail system. Pians for a newhousehold survey of travel characteristics are endorsed.Regional and District Studies10.8.5 The Second Comprehensive Transport Study was a strategic study, concerned withbroad issues of policy and the development of an overall transport infrastructurestrategy. The integration of strategic plans with local communities requires thecontinuation of individual regional and district studies, in order to plan local streetimprovements, traffic management schemes (including area traffic control), parkingfacilities, transport interchanges and pedestrian facilities.Updating the Transport Strategy10.8.6 There is considerable uncertainty attached to any long term forecast of developmentin a rapidly growing economy such as Hong Kong. The planning process inevitablystarts with sketch plans based on available information, and proceeds to detailedengineering and other investigations which can lead to substantial modifications ofthe original concept. For this reason, transport plans for more than 5-10 years aheadmust be heavily qualified by the uncertainties attached to the developments theyare to serve.10.8.7 Recognising this, Government is planning to set up a special division withinTransport Department with the objectives of monitoring the implementation of thetransport strategy, and updating the strategy at regular intervals to take account ofnew development plans.208
10.8.8 The immediate concern of the division will be the studies now in progress for newreclamations in the Harbour area (Central and Wan Chai, West Kowloon and GreenIsland), the study of airport relocation and port development by PADS and theMETRO PLAN urban redevelopment study. AH these studies are expected to becompleted progressively and will have substantial implications for the transportprojects included in the transport strategy.10.8.9 The division will also need to take account of reactions to the consultative GreenPaper on Transport Policy to be issued shortly; these will help shape the futuredirection of policies for managing the transport system.Integration of Land Use and Transport Planning10.8.10 As indicated in Chapter 4, a centra! land use strategy was adopted by this Study forthe main series of transport tests and evaluation of transport projects andmanagement policies, it was noted that the major recommendations of the Study arenot affected by minor variations in the land use assumptions. Nevertheless, it wasalso pointed out in Chapter 8 that the current land use assumptions are expected tolead to a large increase in cross-harbour travel, substantial out-bound commutingfrom the New Territories and a worsening of the peak problems of the rail modes. It isrecognised that opportunities should be identified for adjusting land use proposalsto optimise the utilisation and viability of the transport system. This callsfor a carefulintegration of land use and transport planning.209
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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
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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
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 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 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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