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3.5.4 The growth in rail transport occurs in the Spring of each year, as shown in Figure3.21, when passengers seek the air-conditioned comfort associated with rail. Littleof the new traffic is lost at the end of the hot season. (The particularly strong growthshown at the end of 1988 is associated with the opening of the Northwest LRTsystem.)3.21: INPer Oaf4*03.53,02.S2.0Jan Jan Jan1986 1988Jan1987 19883.5.53,5.63.5.73.5.8The growth of rail travel was so rapid that the limits of capacity were being reachedin 1988 in some locations; in particular, the Sha Tin to Kowloon section of the KCR,the Nathan Road Corridor on the MTR and the MTR/KCR interchange station atKowloon Tong,The main problem for the railways is the very high demand in the morning andevening peak periods. The distribution of passengers by hour of day entering andexiting the MTR Central station is shown in Figure 3.22. Some 22% of all passengerscoming to Central arrive in the hour between 8:00 and 9:00 in the morning, whilevolumes for most of the day barely reach one quarter of this level. It is estimated thatbetween 20% and 26% of one-way demand occurs in the morning peak hour on allthe main rail corridors, including the KCR line south of Sha Tin.The capacity of the rail system and policies for managing demand in the peak hourare important issues for transport planning.MinibusesMinibus services are restricted by the policy of maintaining the fleet of public lightbuses constant at 4350. Minibus patronage declined slightly after 1976, butregained their 1976 level of demand by 1988. The main change in the period hasbeen the conversion of the red minibus services operating in the main transportcorridors to green minibuses to serve defined feeder routes. By 1988, the greenminibus services were carrying nearly 40% of the total minibus demand.50
FIGURE 3.22:MTR PASSENGER MOVEMENTS AT CENTRAL STATIONProportion Of Dally One-Way Traffic25%20%ExitingEntering15%10%5%0%6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24Hour BeginningPassenger Ferries3.5.9 Cross-harbour ferry services declined between 1976 and 1988 with the opening ofthe MTR cross-harbour link and with increasing competition from cross-harbourbuses. However, traffic to and from the outlying islands increased by nearly 60%over the period.Taxis3.5.10 Table 3.7 indicates that demand for taxis (and hire cars in the earlier years) doubledin the period 1976 to 1988, while Table 3.1 previously showed that the taxi and hirecar fleet increased by 2.8 times. Not too much weight should be placed on theapparent discrepancy, since taxi passenger statistics are very approximate. Growthhas undoubtedly been strong in the period and there is no indication of diminishingproductivity as measured by the proportion of passenger-carrying to empty kilometrestravelled.3.5.11 Growth in demand for taxis was probably the result of a number of factors. Inparticular, taxi usage is strongly influenced by income levels, as illustrated in Figure3.23, hence increasing affluence with the growth of the economy played a role. Alsoimportant was the decline in taxi fares relative to bus fares, illustrated in Figure 3.24,which by 1988 resulted in it being cheaper, for some journeys in the urban area, for agroup to share a taxi than take a bus. Finally, the decline of the private car fleetfollowing the 1982 tax measures probably also influenced the demand for taxis.3.5.12 The taxi trade was able to survive the decline in real fares for several reasons. Inparticular, the structure of the industry changed. In 1981 (when the first detailedsurvey of taxi trade costs was undertaken), two thirds of all taxis were operatedusing hired drivers; this type of operation now represents only 1 % of taxi operations.In 1988, most taxis were owner-operated (14%), rented out by the shift toindependent drivers (53%), or operated by the owner for one shift and rented out toan independent driver for the other (29%). Thus the overhead costs of hiring driverswere eliminated and both owners and renters had personal incentives to improve
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 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
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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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