HONG KONG MASS TRANSPORT STUDY
Freeman,, Fox,Wilbur Smithand Associates
1969
HONG
KONG
MASS
TRANSPORT
STUDY
ENGINEERING
SEP 18 1969
UPRARY
JAM
REPORT PREPARED FOR THE HONG KONG GOVERNMENT
BY
Freeman,, Fox,, Wilbur Smith and Associates
PRINTED AND PUBLISHED BY THE GOVERNMENT PRINTER HONG KONG 1967
HE 5089
H64F7
f L
reeman, Fox, Wilbur Smith and Associates UTH
12 DARTMO STREET ,
N
LONDO , S.W.1 .
Free ,
RS
DIRECTO W. S. Smith (U.S.A. )
e ehall 505-9
Telephon : WHitch
Cables : Foxsmi , London ,
relb
Sir FGi
R. matn Roberts J. M. Smith (U.S.A.)
eer
O. A. Kerensky G. L. Drake (U.S.A. )
e
C. D. Crosthwait R. L. Cox (U.S.A. )
1st September, 1967
Director of Public Works ,
nt
Public Works Depanrttme ,
a l
Centr Gove r n m e Offices,
Hong Kong
We are pleased to submit out report, Hong Kong Mass Transport Study, prepared in accordance with our
!!!!!!
ations
This report contains recommend
Dear cShir , for a long range mass transport programme , the principal item of
whi is a 40 -mile rail “ rapied -transit ” system . Planning and bringing to reality such a system ab initio is a
highly complex and expensiv process - much more so than for the necessary new or extended system of bus
agsreerevmiceenst wohfi5cthh wFiellbrfuoarrmy , t1h9e66ot. her essential part of the programme as a whole . We have herefore evoted
t d a
als d ment plan aimed at opening the first
majorOuporrtpiroonpoosf the froerpotrhtis tosytshties muntdaekre gtrhoeunforamndofovaershiexa-sdtarageil dseyvsetleomp.
section of luicnteioinn 1974 and the last in 1984. To achieve this , detailed planning and design must startonin 1968
and constr in 1970. The scheme has been worked out so as to achieve the shortest completi period
We gretatly appreciatse the co -operation given by you and the staff of your department , and by the many
Governmen department and private aggeencies from whom we have received assistance during the course of
our Stutdy . We also gratefully acknowled the readiness with which a large number of Transport undertakings
conisnistthernee wCiotnhtiencenotnsomhyav. e given us much valuable information and assistance . We are particularly indebted to
the London Transport Board for their liberal help , and wish to record our thanks to Members of the Board
and many of their senior Officers who have taken great trouble to give us the benefit of their experience and
We are grateful for the oepdportunity of undertaking this important study and look forward to full imple
men ation of the recommend plan which we confidently believe will keep Hong Kong's transport running
t
advice .
smoothly and efficiently for the benefit of all .
N Ily
rsURfaitShfMul
FREEMA , FOX , WYIoLuB , AND ASSOCIATES
TH
Raise reeman Wally S. Amin
|
1
-
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ACKNOWLEDGEMENTS
All of the following public transport undertakings were visited during the study to obtain up -to -date
L
information on new developments and activities ; we gratefully acknowledge their help in providing much
valuable information and assistance :
L
A B Stockholms Spårvagär (Stockholm), Azienda Transporti Municipali (Milan), Bay Area Rapid Transit District
(San Francisco), Berliner Verkehrs-Betriebe (Berlin), British Railways Board, Central Illinois Railroad, Chicago
Transit Authority, Cleveland Transit System , Japanese National Railways, London Transport Board, Massachusetts
Bay Transportation Authority (Boston) , Montreal Transportation Commission , National Capital Transportation
L
Agency (Washington), New York City Transit Authority, Osaka Municipal Transportation Bureau , Pennsylvania
Railroad, Philadelphia Department of Public Property, Port Authority Trans-Hudson Corporation (New York),
Regie Autonome Des Transports Parisiens (Paris), Teito Rapid Transit Authority (Tokyo), Toronto Transit 1
Commission .
1
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SURVEY STAFF
Freeman,Fox, Wilbur Smith and Associates
RESPONSIBLE DIRECTORS
Ralph Freeman
Wilbur S. Smith
Gerard L. Drake
STUDY DIRECTOR
Leslie M. Frink
SPECIAL CONSULTANTS
Transport Policy Sir Alec Valentine,
formerly Chairman, London Transport Board.
Railway Operating H. T. Hutchings,
formerly assistant operating manager,
London Transport railways.
Tunnelling George C. Archer,
formerly joint managing director and chief engineer,
Kinnear Moodie & Co. Ltd.
PRINCIPAL STAFF
Transport Operations E. P. McCallum , Jr.
Civil Engineering & Route Location R. A. Chaning Pearce
Transportation Planning W. F. Hoey
Town Planning J. C. Shaw
Statistics D. A. Sharpe
Data Processing P. A. Ibold
Economics T. J. Powell
Architecture G. D. Milton
ASSOCIATED CONSULTANTS
Civil Engineering Scott Wilson Kirkpatrick & Partners, Hong Kong.
design and estimates : Principal Staff: K. C. W. James
M. S. Owen
J. N. Nilsson
Mechanical & Electrical Engineering
planning, design and estimates : Kennedy & Donkin , London
Consultant : J. A. Broughall ,
formerly asst. chief electrical engineer,
British Railways .
=
SUMMARY
The object of this study has been to develop the best solution The list of indicators that show physical and economic growth is
to Hong Kong's long-term mass transport problems consistent with endless. Hong Kong is truly becoming larger, more prosperous ,
planning goals, development plans and a level of mobility that will and therefore more reliant on adequate and dependable means
allow the Colony to continue to prosper. The long-term needs were of movement , every day.
established by an analysis and projection of information gathered
in various planning and travel surveys. The essentials of a complete FUTURE HONG KONG
mass transport system were then defined and a plan of implementa Much of the effort in this Study has been spent in projecting
tion was formulated .
various characteristics to the design year, 1986. It has been found
HONG KONG - PAST AND PRESENT -
in many similar studies, conducted in cities throughout the world ,
that the best method for projecting travel is to tie it to projections
Hong Kong can be described as a densely -populated, energetic, of other characteristics of urban life and activity such as population ,
rapidly - growing community. Through the hard work of its people households, employment, family income and car ownership. The
and imaginative planning by its Government a great city has been table below shows some of the growth predictions.
carved out of a topographically unpromising area. At its beginning
in the mid-nineteenth century it had but one asset—a good harbour. GROWTH PREDICTIONS
The land consisted largely of precipitous hillsides ; but by " moving
RATIO
the mountains" and filling the sea, usable land has been created . ITEM 1965 1986
1986/1965
Although Hong Kong has suffered many natural , economic and Colony Totals
civil setbacks it has always bounced back with renewed energy. Population 3,460,200 6,868,000 1.98
The average population growth rate since 1841 has been about Households 706,200 1,450,000 2.05
Employment 1,377,200 2,706,000 1.96
30,000 persons a year and most of the other measures of growth Total trips per day 4,280,300 11,066,000 2.59
and vitality have kept pace. During the past five years the following Public transport trips per day 3,320,500 7,404,000 2.23
average increases have taken place each day :(1) Urban Area Only (1)
Population 2,808,800 3,950,000 1.41
300 more people Households 546,300 828,000 1.52
130 more students enrolled in school Employment 1,095,500 1,505,000 1.37
Low income households ( less than $ 600 per
520 more public transport passengers month) 367,000 273,000 0.74
Medium income households ( $ 601 to $ 1,500
21 more registered vehicles per month) 139,300 315,000 2.26
High income households (over $ 1,500 per
Il more private cars month) 39,900 241,000 6.04
42 more licensed drivers Car -owning households 36,800 144,000 3.91
Non - car -owning households 509,500 685,000 1.34
452,000 more dollars in circulation Students 647,600 1,081,000 1.67
Public transport trips per day 2,721,700 4,467,000 1.64
12,400 more dollars in trade
(1) Hong Kong Island and Kowloon ,
It has been assumed that Hong Kong will continue to grow at
a strong and steady rate. But the spectacular gains that have been
)POPULATION
made in certain past years, or in certain segments of the economy,
(MILLIONS
have not been anticipated for the future. Nor have major setbacks
3 been anticipated .
In the past, most of the population and associated development
in the Colony was concentrated on the north shore of Hong Kong
2 Island and on the Kowloon peninsula. More recently, major develop
ments have spread into the northern portions of Kowloon and
easterly to Kwun Tong. Now three vast new towns have been
planned in the New Territories and development is well under way
on the first at Tsuen Wan . These new towns will have a great effect
on transport in the Colony in the future. Although they are planned
as self-contained communities, experience shows that there will
0
1900 1910 1920 1930 1940 1950 1960 1970 be considerable demand for travel of all types between all residen
YEAR
tial , commercial and employment centres. The distances between
developed areas will not be sufficiently great to discourage travel.
The straight line distance from the Central District on Hong
POPULATION TREND Kong Island to Castle Peak is 15 miles and it is only about 8 miles
( 1 ) SOURCE_Hong Kong Year Book 1962-66.
to the centre of Tsuen Wan and Sha Tin , so people living in the new were in 1948. The number of vehicles per mile of road is extremely
towns will contribute greatly to the transport service needs in high by world standards. Only Monaco and Gibraltar have more.
Kowloon and on Hong Kong Island . Consideration of these and many other factors has led to the
conclusion that the travel needs of Hong Kong cannot continue to
TRAVEL CHARACTERISTICS be wholly served by surface transport. Increasing congestion is
Approximately 75 per cent of all trips made in Hong Kong already evident at many places and it is likely to get much worse.
As it does, public transport vehicles will have to operate on slower
today are by public transport ; about 50 per cent are by bus, 14 per
cent by ferry and Il per cent by tram. The Kowloon -Canton Railway and slower schedules which will require many more vehicles just
in the attempt to maintain a constant level of service. The additional
accounts for less than one per cent and the remainder are divided
among cars, taxis (legal and illegal), public cars, lorries, dual-purpose vehicles will, of course, increase the cost of providing service and
vehicles, private buses, etc. In 1954 approximately 50 per cent of cause more road congestion. On the other hand , these very factors
the public transport trips were made by bus. Now 67 per cent will ensure the success of a grade-separated rapid-transit system.
are by this mode. Public mass transport is the most efficient means of moving
people. The limited road mileage in Hong Kong requires such
efficiency, and since a large proportion of travel is still by public
transport, every effort should be made to retain it by improving
750
and expanding the system.
700
650
RECOMMENDED SYSTEM
PASSENGERS
The recommended system is the outcome of penetrating studies
MILLIONS
600
conducted over the past two years. It combines the most advanta
550 geous features of several alternative plans tested against the forecast
OF
500
pattern and volumes of traffic loads. It has been designed to match
capacity with these loads and provide a balanced plan for the move
450 ment of over seven million public transport passengers per day
mostly by bus and rail.
400 R
TO S
6 350 MO BU The principal recommendation is that a 40 -mile rail rapid-transit
system be built to improve transport service and to relieve the bur
N
OO den on the surface street system. Projections of travel show that vast
300 WL
KO
improvements to the surface street system would be needed by
250
1986 just to serve the needs of public transport if such a grade
200
HONG KONG TRAMWAYS separated system is not constructed . The capacity of many existing
and proposed major roads could be exceeded by bus traffic alone,
150
leaving no room for cars, taxis and lorries.
FERRY
100 YAUMATI
CHINA_M
OTOR US
B
The rapid-transit system has been designed to operate as four
50 separate lines, namely :
STAR FERRY
0
The Kwun Tong line, from Western Market to Ma Yau Tong
1954 1956 1958 1960 1962 1964 1966 The Tsuen Wan line, from the Naval Dockyard to Tsuen Wan
YEAR
The Island line, from Kennedy Town to Chai Wan
The Sha Tin line, from Tsim Sha Tsui to Sha Tin
ANNUAL PUBLIC TRANSPORT with convenient passenger interchange facilities at several stations .
PASSENGERS BY UNDERTAKINGS Most of the system will be underground but about eight miles will
be on overhead structure. The lines have been routed so as to pene
trate the most densely developed areas, and the stations have been
located to serve the maximum number of people commensurate
with rapid operation .
The people of Hong Kong are using their public transport
system more each day. Ten years ago the average person made 244 There are 50 stations on the system , 8 of which are common to
public transport trips per year ; now he makes 335. This reflects 2 or more lines. The average station spacing is 0.72 miles but is about
a rising standard of living among the lower income groups. Many 0.5 miles in the more intensively developed areas. This spacing will
people who had to walk in the past now ride. There are also in allow average speeds including station stops of 20 miles per hour or
dications that trips are getting longer as new residential, commercial more - nearly double present public transport speeds.
and industrial developments spring up in formerly vacant areas.
It is envisaged that a complex system of bus routes will connect
One feature of public transport in Hong Kong which contributes with the rapid -transit system to serve passengers who do not have
to its high profitability and low fares, is that riding is spread much origins or destinations within walking distance of stations. A hover
more uniformly over the hours of the day, days of the week and craft ferry service between Hong Kong Island and Castle Peak is
months of the year than in most other cities. The peak hour of also planned. The Peak Tramway, the Kowloon -Canton Railway, the
travel on an average day is less than 10 per cent of the total, and outlying ferry services, and at least one cross-harbour ferry are
daily travel varies from 13.7 per cent ofthe weekly total on Thursdays expected to be operating in the design year as they do now . The
to 15.4 per cent on Saturdays. There is even less variation on a volume of bus travel will continue to grow throughout the next 20
monthly basis, with 8 to 9 per cent of the total annual trips being years even though the rapid transit is expected to be carrying 33
made in each month . per cent of the total public transport load by 1986.
Although the number of motor vehicles in Hong Kong compared Construction of the system is planned in six stages. Although
to the population is small it is growing rapidly. In 1956 there were in each stage work on two, and sometimes three, stages would be
Il motor vehicles for every 1,000 people, and now there are 25. going on simultaneously, most of the Kwun Tong Line would be
There are 10 times as many private cars in the Colony as there built in Stage 1 , most of the Tsuen Wan Line in Stage 2, most of the
WO LIU HANG
HA WO CHE
SHA TIN CENTRAL
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SHAN
TSUEN WAN
HUNG MUI KUK
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HÀI CHUNG IN NE
VAP SAP WAN
CHEUNG
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WAN
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DIAMOND HILI
SHEK
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KOWLOON BAY
ay
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TO
KWUN TONG
NE
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HDMAN TIN KWUN TONG TSUEN
QUARRY
NORTH
TONE
MESTERN
HUNG HOM
MARKET
POINT
BAY
YAU TONG
TSIM SHATSU
SATU
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BELCHER
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ADMIRALTY
AKENNEDY
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ACHAL WAN CENTRAL
o
20
a
N
ISLAND LINE
KWUN TONG LINE
TSUEN WAN LINE
SHATIN LINE
STATION
2
V2
MAP SCALE IN MILES
RECOMMENDED RAPID-TRANSIT SYSTEM
Island Line in Stage 3 and all of the Sha Tin Line in Stages 5 and 6. after completion of construction, is $6,286 million. Discounted cash
With the aim of having the entire system in operation by 1985, flow calculations ignoring the residual value of the system after
detailed design is scheduled to start in 1968 and construction in 2004 show that this amount is sufficient to pay for the system at an
1970. The first line should then be ready for operation in 1974 ; interest rate of 4.2 per cent.
additional lines coming into service about every two years thereafter. Finance at this low interest rate is unlikely in practice to be
After considering all the various alternatives it was concluded obtainable and some assistance from public funds in the early years
that the best service consistent with low cost and dependability is likely to be necessary. This can be justified in light of practices in
can be provided with electrically-powered , steel-wheel cars operat other cities, but still more important it can be justified in consid
ing on steel rail . The system has therefore been designed to accom eration of the many benefits to all the people of Hong Kong. The
modate trains of large, powerful, high-capacity cars. Stations, plat benefits will not be limited to those who use the system but will be
forms, car doors and seating arrangements have all been laid out for spread among all who travel . The routes, stations, trains and fare
quick loading and unloading under heavy traffic conditions. Auto structure have all been designed to attract the maximum number of
matic train control and possibly automatic fare collection will assure people away from the streets and thus to leave them as uncongested
maximum efficiency with minimum manpower. as possible for the free movement of the Colony's commerce.
While all travellers will receive some benefits, public transport
COST AND REVENUE
passengers and more particularly rapid-transit users will receive the
The total cost to build and equip the system is estimated to be most. It has been estimated that over 270,000 hours will be saved
$ 3,404 million (2)—an average of about $ 200 million a year throughout each day in the design year by public transport users. If time is
the 17-year period of design and construction . Of this amount, 58 valued at only $ 1.20 per hour, the direct time savings alone will
per cent is for line and station construction, 36 per cent for equipment amount to $ 111 million in 1986 which exceeds the whole cost of
and furnishings and 6 per cent for land. The total annual operating operating the rapid transit for that year, and is more than half the
expenses, including depreciation , range from $ 21.9 million in 1974 average annual capital outlay during the building period, 1968–1984.
to $ 104.8 million in 1986 .
( 2) There are 16 Hong Kong dollars to the Pound sterling and 5.7 Hong Kong dollars to the United
These may seem to be very large amounts of money, but it States dollar.
must be remembered that they are the total costs of a comprehensive
long range programme related to one of the most important facets
of urban life. If the amounts that have been spent during the last 20
years on housing, waterworks or roads had been predicted in the
late 1940's they would have seemed completely unbelievable ; yet
year by year the necessary capital funds have been found.
A fare schedule varying with distance and equal for both surface
transport and rapid-transit travel up to five miles is recommended.
For longer journeys higher fares on rapid-transit are proposed in
recognition of the faster service. The fares on which the revenue
estimates are based have been established in line with present levels
and the cheapest fare, for a trip of less than 1.25 miles, is 10 cents.
1.40
FARES
1-30
RAPID TRANSIT
1-20 SURFACE TRANSPORT
1.10 RANGE OF
EXISTING FARES
1.00
-90
FARE
.80
-70
.60
.50
.40
.30
20
.10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
MILES
RECOMMENDED FARES
The estimated annual gross revenue from the rapid-transit
system based on the recommended fare schedule ranges from $36
million in 1974, the first year of operation , to $ 342 million in 1985
when the entire system will be in use. The total net revenue available
for debt service from start of operation to the year 2004, 20 years
CONTENTS
CHAPTER 1 PAGE CHAPTER 6 PAGE
INTRODUCTION RECOMMENDED SYSTEM
1 Analysis of Traffic Requirements 65
Background and Scope of Study
Study Area Volumes on Recommended System 67
-WN
The Problem 2 Lines and Stations-Recommended System 67
General Plan of Study 3 Staging and Implementation 71
4 Route Location 71
Bi-monthly Reports
Design and Construction 71
CHAPTER 2 Operation 71
Revenue, Financing and Economics 71
EXISTING PUBLIC TRANSPORT
Public Transport Service Areas 5 CHAPTER 7
Public Transport Trends 7
STAGE DEVELOPMENT AND THE
Fares 9
TI
EFFECTS OF IMPLEMENTATION
Characteristics of Public Transport Travel
Development of the Stage Plan
乃 升水 刀 昭 四
Operating Characteristics 13
Traffic by Stages 74
Plant and Equipment 15
74
Financial Results 16 Implementation and Surface Transport
Non-scheduled Public Transport 18
Implementation and Urban Renewal
Implementation and New Development 78
CHAPTER 3 Parking at Stations 79
FORMS OF PUBLIC TRANSPORT CHAPTER 8
Key Considerations in System Choice 21
ROUTE LOCATION AND RIGHT OF
Existing Systems 21
WAY
Systems Proposed or Under Development 23
Conclusion 24 Alignment Standards 81
Right of Way 81
CHAPTER 4 Routes Investigated 82
Plans and Profiles 84
PLANNING CHARACTERISTICS AND
PROJECTIONS CHAPTER 9
Source of Planning Data 25
DESIGN AND CONSTRUCTION
Presentation of Planning Data 25 Functional Design 141
Population Distribution 25 Construction Methods 145
Households 31 145
Design and Costing
Employment 32 Estimates 147
Labour Force 34 Construction 147
Household Income 35
Car Ownership 35 CHAPTER 10
Household Income, Car Ownership and House Type 37
OPERATION AND OPERATING
Students and School Enrolment 38
EQUIPMENT
Summary of Planning Characteristics 38
151
Capacity
CHAPTER 5 Design of Cars 152
Peak and Off- peak Services 152
TRAVEL CHARACTERISTICS AND Station Stop Time 154
PROJECTIONS Terminal Time 154
Home -Interview Survey 39 Early Morning and Evening Services 154
Trip Generation (Home-Based) 39 Method of Electrification 155
Trip Attraction ( Home-Based ) 40 Power Supply 155
Non -Home-Based Trips 40 Design and Performance of Trains 156
School Trips 40 Track 156
Trip-End Projections 40 Signalling 157
Transport Systems Assumed for Testing 41 Telecommunications and Central Control 157
Modal Distribution 45 Ancillary Equipment 157
Base and Design - Year Trip Comparisons 48 Maintenance and Inspection Organisation 158
Trip Distribution 53
Capital Costs for Equipment and Furnishings 159
Travel Assignments 54 Operating Costs 159
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CHAPTER 11 PAGE TABULATIONS 1
REVENUE AND FINANCING TABLE PAGE
Capital Cost Estimates
Operating Expenses
161
162
1
2
Vehicles Per Mile of Improved Road
Public Transport Passengers - 1966
3 L
Fares 5
162
Revenue 166
3 Geographic Distribution of Public Transport Passengers 5
Evaluation of Financial Return
Methods of Financing
168
169 5
4 Public Transport Passengers in Relation to Population
Public Transport Passengers by Geographic Area
7
8
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Unified Public Transport Organisation 6 Urban and Suburban Distribution of Public Transport
173
Benefits Riding 8
aaO
173
The Alternatives 174
7 Public Transport Passengers by Undertakings 8
8 Annual Per Capita Expenditure on Public Transport
9 Average Fares 9
CHAPTER 12
10 Fares and Operating Costs 10
FURTHER PLANNING AND Passengers by Number of Fare Sections 10
DEVELOPMENT 12 Per Cent of Passengers Paying Reduced Fares 10
Extensions to the Rapid-transit System 175 13 Urban Area Adult and Student Monthly Ticket Values 11
New Town Internal Circulation Plans 175 14 Typical Cash Fares for Maximum Distances 11
In Retrospect 178 15 Changes in Average Fare
16 Public Transport Route Lengths 13
17 Operating Statistics 13
APPENDIX A 18 Comparison of Passengers Per Vehicle Mile 14
19 Comparative Capacities and Loads on Bus and Tram 14
Existing Transport 181 20 Summary of Transport Equipment 15
Operating Characteristics 181 21 Operating Revenues and Expenses 17
22 Bus and Tram Operations 17
APPENDIX B 23 Number of Employees - Scheduled Public Transport
Planning Characteristics and Projections Services 17
186
24 Royalties Payable Under Franchise Ordinances 17
APPENDIX C 25 Public Transport Rolling Stock Acquired 18
26 Vehicles Available for Public Use Other Than Scheduled
Travel Characteristics and Projections 194
Public Transport Vehicles 18
27 Registered Metered Taxicabs 18
APPENDIX D 28 New Territories Vehicles and Hire-cars 19
Line and Station Volumes by Stages 202 29 Population 27
30 Distribution of Population 27
APPENDIX E Distribution of Households
Construction Methods 204
31
32 Employment by Occupation Groups
31
32
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At Grade
33 Distribution of Employment 32
204
Overhead 34 Distribution of Labour Force 35
Underground-Cut and Cover
204
204 35 Distribution of Households by Income Class 35 U
Underground-Tunnelling 206 36 Distribution of Car-owning Households 36
37 Distribution of Resident Students and School Attendance 38
Underground - Caisson 207
Underground-Immersed Tube 207 38 Manual Work Trip Generation Rates 39
Underground- Freezing and Grouting 207 39 Non-manual Work Trip Generation Rates 39
Typical Costs for Running Track 207 40 Other Home-based Trip Generation Rates 39
Typical Costs for Stations 208 41 Base- year Urban Area Public Transport Trip Generation
Rates 39
GLOSSARY OF TECHNICAL TERMS 211 42 Urban Area School Trips by Mode of Travel 40
43 Design-year Trip -ends by All Modes 40
44 Public Transport Trips by Accessibility Rating 47
45 Trips by Mode and Car Ownership 47
46 Public Transport Trips by Mode and Purpose 47
47 Public Transport Trips by Purpose 48
48 Public Transport Trip-ends by Areas 48
49 Home- based Public Transport Trip Generation Rates 48
50 Distribution of Trips by Mode and Income 48
51 Work Trips Per Household by Income 50
52 Comparison of Projected Maximum and Minimum Public
Transport Trip Generations 53
53 Comparison of Survey and Model Bus Trips 53
54 System 2A Assignment Comparison 58
55 System Comparisons 58
56 Urban Area Trip Comparison 62
57 System 2 Comparison with and Without a Fare
Differential 64
58 Observed Public Transport Volumes 65
59 Public Transport Capacity of Streets and Roads 66
TABLE PAGE TABLE PAGE
60 Significant Design-year Public Transport Volumes in B - 12 Design -Year New Territories Resident Labour Force 190
System ! 66 B - 13 Base -Year Urban Area Households by Income Class 191
61 B- 14 Design-Year Households by Income Class 191
Significant Design-year Bus Passenger Volumes in
System 2 66 B -15 Base - Year Urban Area Car Ownership 191
62 Line and Station Statistics 71 B- 16 Design-Year Car Ownership 191
63 Completion Dates for Stages 74 B- 17 Design-Year New Territories Car Ownership 192
64 Estimated Rapid-transit Volume Each Year 74 B - 18 Base-Year Households by House Type, Car Ownership
65 Estimated Cost for Right of Way 82 and Income Class 192
66 Civil Engineering Construction Cost by Line 147 B -19 Design-Year Households by House Type, Car Ownership
67 Civil Engineering Construction Cost by Stage 149 and Income Class 192
68 Civil Engineering Construction Cost Outlay by Year 149 B - 20 Base - Year Urban Area Resident Students and School
69 Assumed Design-year Hourly Variation 155 Attendance 192
70 Rolling Stock and Manpower Requirements 155 B - 21 Design-Year Resident Students and School Attendance 193
71 Capital Costs for Equipment and Furnishings 159 B - 22 Design-Year New Territories Resident Students and
72 Equipment and Furnishing Cost Outlay by Year 159 School Attendance 193
73 Annual Operating Costs 159
74 Estimated Capital Costs 161 C- 1 Base - Year Public Transport Generations 194
75 Capital Expenditures by Construction Stages 162 C-2 Base-Year New Territories Public Transport Generations 194
76 Estimated Annual Capital Expenditures 162 C-3 Base - Year Public Transport Generations Per Household 195
77 Estimated Operating Expenses 162 C-4 Base -Year Total Generations (All Modes) 195
78 Annual Operating Expenses 162 C-5 Base -Year New Territories Total Generations (All
79 Recommended Fares 165 Modes ) 195
80 Design-year Trip Distribution 167 C-6 Base-Year Total Generations Per Household (All Modes) 195
81 Average Rapid-transit Fares 167 C-7 Base -Year Public Transport Attractions 196
82 Estimated Annual Rapid-transit Revenue 167 C-8 Base-Year New Territories Public Transport Attractions 196
83 Estimated Revenue and Operating Expenses 167 C-9 Base- Year Total Attractions (All Modes) 196
84 Capital Expenditures and Net Revenues 168 C - 10 Base -Year New Territories Total Attractions ( All Modes) 196
85 Discounted Cash Flow Rate of Return 168 C- IT Subjective Attraction Index 197
86 Discounted Cash Flow Rate of Return with Contribution C- 12 Design-Year Total Generations (All Modes) 197
from Public Funds 169 C- 13 Design -Year New Territories Total Generations (All
87 Amortisation of Principal in 20 Years at 7 Per Cent Modes) 197
Interest 170 C- 14 Design-Year Total Generations Per Household (All
88 Combination of Long-term Bonds and 20 -year Amortisa Modes) 198
tion at 7 Per Cent Interest 170 C- 15 Design-Year Total Attractions (All Modes) 198
89 Amortisation of Principal in 40 Years at 4 Per Cent C- 16 Design-Year New Territories Total Attractions (All
Interest 171 Modes) 198
90 20 -year Amortisation at 7 Per Cent with Contribution C- 17 Base- Year Per Cent Bus Trips 198
from Public Funds 171 C- 18 Base - Year Per Cent Tram Trips 199
91 Time Savings by Rapid Transit 174 C- 19 Base - Year Per Cent Ferry Trips 199
92 Design-year New Town Daily Public Transport Trips 176 C-20 Per Cent Generation by Public Transport in Zones
Without Rapid Transit 199
A- I Kowloon Motor Bus Route, Vehicle and Passenger Data 181 C-21 Per Cent Generation by Public Transport in Zones
A - 2 China Motor Bus Route, Vehicle and Passenger Data 181 With Rapid Transit 199
A-3 Hong Kong Tramways Route, Vehicle and Passenger C - 22 Per Cent Attraction by Public Transport in Zones
Data 182 Without Rapid Transit 200
A - 4 Peak Tramway Route, Vehicle and Passenger Data 182 C-23 Per Cent Attraction by Public Transport in Zones
A-5 Hongkong and Yaumati Ferry Route, Vehicle and With Rapid Transit 200
Passenger Data 182 C - 24 Design-Year Public Transport Generations 200
A-6 Star Ferry Route, Vehicle and Passenger Data 183 C -25 Design-Year New Territories Public Transport Genera
A-7 Kowloon - Canton Railway Route, Vehicle and Passenger tions 200
Data 183 C-26 Design-Year Public Transport Generations Per House
A-8 Annual Distribution of Passengers 184 hold 201
A - 9 Daily Fluctuation of Public Transport Riding 184 C-27 Design-Year Public Transport Attractions 201
A- 10 Hourly Fluctuations of Public Transport Riding 184 C-28 Design-Year New Territories Public Transport Attrac
A- Il Volume of Vehicles and Persons 184 tions 201
A- 12 Operating Results for Year Ending 31 March 1966 185 C - 29 Public Transport Trip-ends Per Acre 201
B -I Base -Year Population by House Type 186 D- 1 Volume Per Day in the First Year of Operation after
B-2 Design-Year Population by House Type 186 Completion of Each Stage 202
B-3 Design-Year New Territories Population by House Type 187 D-2 Volume at Stations Each Year 203
B -4 Base - Year Households by House Type 187
B-5 Design-Year Households by House Type 188
B -6 Design-Year New Territories Households by House Type 188
B -7 Base - Year Employment 189
B -8 Design -Year Employment 189
B-9 Design-Year New Territories Employment 190
B- 10 Base -Year Resident Labour Force 190
B - IT Design-Year Resident Labour Force 190
ILLUSTRATIONS FIGURE PAGE
FIGURE PAGE
63 Side Platform Stations 143
Map of the Colony 64 Typical Central Platform Station Cross Sections 144
1 Population Trend 2 65 Typical Tunnel Station Cross Section 144
2 Growth of Population , Public Transport Riding and 66 Central Station Cross Section 144
Vehicle Registration 2 67 Mong Kok Station Longitudinal Section 145
3 Vehicle Registration by Type 3 68 Western Market Station Cross Section 145
4 Existing Public Transport Routes 6 69 Relationship of Lines to Ground Level 146
5 Cross -harbour Passenger Trips- 1965 7 70 148
Proposed Design and Construction Programme
6 Annual Public Transport Passengers by Undertakings 8 71 Proposed Construction Programme for Stage 1 149
7 Hourly Variation of Public Transport Travel - 1965 12 72 Theoretical Rapid-transit Capacity 151
8 Daily Variation of Public Transport Travel- 1965 12 73 Proposed Car Dimensions 153
Tram and Bus Passengers East of Central District 15
开 四 形 刀
9 74 Proposed Terminating Track Arrangements 154
10 Comparison of Steel-wheel and Rubber-tyre Rapid 75 Existing Public Transport Fares 163
Transit 22 76 Recommended Fares 165
11 Suspended and Over-riding Monorail 22 77 Rate of Return and Gross Revenue Relationship 172
12 Transit Expressway 23 78 Relationship between Rate of Return and Contribution
2
13 Design-Year Traffic Zones and Sectors 26 from Public Funds 172
14 Base - Year Population Density 29 79 Generalised Tsuen Wan Area Land-use Plan 177
15 Design-Year Population Density 30 80 Generalised Sha Tin Area Land - use Plan 178
16 Design-Year New Territories Population Density 31 81 179
Generalised Castle Peak Area Land-use Plan
17 Households by Type of Housing 32
33 E- 1 Cut and Cover Method of Construction 205
18 Design-Year Employment Density 206
19 Design-Year New Territories Employment Density 34 E-2 Diaphragm Wall Method of Construction
20 Indicators of Increasing Personal Wealth 36
PLATE
21 Car Ownership by Housing Type 37
22 Households by Income Group and Housing Type 37 1 Island Line - Victoria Road to Belcher Gardens 86
23 Effect of Household Income on Car Ownership 38 2-3 Island Line - Belcher Gardens to Jubilee Street 88
24 Test System One 42 4-5 Island Line and Kwun Tong Lines-Jubilee Street to
43 Stewart Road 90
25 Test System Two
26 Test System Three 44 6-7 Island Line - Stewart Road to Fortress Hill Road 92
27 Test System Three - New Territories 45 8-9 Island Line - Fortress Hill Road to Stanley Terrace 94
28 Base - Year Public Transport Accessibility 46 10-11 Island Line - Stanley Terrace to A Kung Ngam 96
29 Public Transport Trips by Accessibility Rating 47 12-13 Island Line - A Kung Ngam to Chai Wan 98
30 Design-Year Public Transport Accessibility 49 14-15 Kwun Tong and Tsuen Wan Lines - Naval Dockyard to
31 Public Transport Trips by Purpose 50 Harbour 100
32 Trips by Mode and Income 50 16-17 Kwun Tong and Tsuen Wan Lines—Harbour to Hamilton
50 Street 102
33 Work Trips Per Household by Income
34 Density of Base- Year Public Transport Trip-Ends 51 18-19 Kwun Tong and Tsuen Wan Lines—Hamilton Street to
52 Woh Chai Street 104
35 Density of Design-Year Public Transport Trip-Ends
53 20-21 Kwun Tong Line - Woh Chai Street to Lo Fu Ngam Estate 106
36 Maximum and Minimum Design -Year Trip Generations
37 Bus Trip Distribution Curves 54 22-23 Kwun Tong LineLo Fu Ngam Estate to Choi Hung
38 Tram Trip Distribution Curves 54 Estate 108
39 Design -Year Urban Area Travel Desires 55 24-25 Kwun Tong Line - Choi Hung Estate to Ngau Tau Kok
40 Design-Year New Territories Travel Desires 56 Village 110
41 Design-Year Urban Area Spider Web Network 57 26-27 Kwun Tong Line - Ngau Tau Kok Village to Kai Tin Road 112
42 Design-Year New Territories Spider Web Network 58 28-29 Kwun Tong Line - Kai Tin Road to Ma Yau Tong 114
43 System I Traffic Volumes 59 30-31 Tsuen Wan Line - Prince Edward Road to Kwong Cheung
44 System 2 Traffic Volumes 60 Street 116
45 System 2A Traffic Volumes 61 32-33 Tsuen Wan Line - Kwong Cheung Street to Kwai Me
46 System 2A New Territories Traffic Volumes 62 Wan 118
47 System 3 Traffic Volumes 63 34-35 Tsuen Wan Line - Kwai Me Wan to Ha Kwai Chung 120
48 System 3 New Territories Traffic Volumes 64 36-37 Tsuen Wan Line - Ha Kwai Chung to Kwu Hang Street 122
38-39 Tsuen Wan Line - Kwu Hang Street to Tai Ho Road 124
49 Recommended System Traffic Volumes 68
50 Recommended Rapid-transit System 69 40-41 Sha Tin Line - Canton Road to Wuhu Street 126
51 Comparison of Rapid-transit Systems in Various Cities 70 42-43 Sha Tin Line-Wuhu Street to Kowloon City Round
Maintenance Depots 71 about 128
52
53 Stage Development Plan 75 44-45 Sha Tin Line - Kowloon City Roundabout to Diamond
76 Hill 130
54 Rapid-transit Volume by Stages 132
55 Future Public Transport Volume 76 46-47 Sha Tin Line - Diamond Hill to Unicorn Ridge
48-49 Sha Tin Line - Unicorn Ridge to Sha Tin Tau Tsuen 134
56 Suggested Road and Development Scheme at Western 136
79 50-51 Sha Tin Line-Sha Tin Tau Tsuen to Ha Wo Che
Market Station
52 Sha Tin Line - Ha Wo Che to Wo Liu Hang 138
57 Community Centre at Overhead Transit Station 79
58 Rapid-transit Routes Investigated 83
59 Key Map of Plan and Profile Plates 85
60 Running Track Cross Sections 141
61 Typical Mezzanine Plans 142
62 Typical Side Platform Station Cross Sections 143
tr
CCe
ICce
LE T
HONG KONG AND THE NEW TERRITORIES
In 50 114°00 114° 10
TOMID
-antooon
n
KWANGTUNG PROVINCE
CKowl
ро ON DI SIRICI
more
Sham Chun ngSha Tau Koko
rli
Lin Ma Hang PING CHAU
23 Crooked
Man Kam To 1612 Sta t Harbour O CHAP
Nam Tau TA KWU Inle
Lo Wu UNG Lai ChiWo
Luk Keng MIRS BAY
WONG WAN
ChuseLok Ma Chau Sheung CHAU
DEEP BAY op Shui
Sh San Tin
Kwu Fapling
Wu Kau Tang
Tung Plover Cove
Reservoir
2
Sheung 2102
Mong Tseng Chuk Yuen Tai MA l
o nne
TAP MUN
Lau Fau Shan Shuen Tol Cha CHAU
1569 Wan
1871
SLại Chi
Ha Tsuen Ping Tai Po Chong
Shan
PATHEUNG Tai Tan
Yuen
Long Kam Tin Tolo Hapkour Sham Chung
SHARP PEAK
1578
Shek Kong SHAP SZ 1554
HEUNG
HAL MO SHAN GRASSY HILL Ma -Liu ChekKeng Tai Long
2138 Shui MA ON SHAN
ve
Co e
3144
d
2305
Ti
( Tuen Mun
Tai Mong Pak Tam Chung
Tsai
CASTLE PEAK San Hui Jubilee
Lung Kwu Tan Reservoir
1914 1660 Tai Lam Chung Sha Tin Sai Kung
LUNG KWU CHAU
CHAUT Castle Peak
Sham
Tseng suen
Kwai
Chung Pak
Bay Wan HIGH
1889 Sha
Wan ISLAND
SHA CHAU MA WAN IS Kau
TSING Ho Chung
YI Sai Rocky
Port Shelter Harbour
THE BROTHERS ISLAND
Ka
Mu
Sh
20
0
2220
ui
p
n
Chu g
Tun
Vang
STONE SHELTER IS.
♡
n
CUTTERS is KOWLOON Hang Hau BASALT ISLAND
Tong BLUFF IS
CHEK LAP KÖK Rennie's
l e
Tar
ISLAND
nne
Mill
1927
Cha
PENG CHAU
GREEN Junk Bay
Sha Lo Wan IS
Tung Chung JUNK IS
i n Clear Water Bay
KAU YICHAU
Cha Wa
nel
LANTAU ISLAND Mui Wo Silua Mine Bay STEEP ISLAND
Chanma
1809
t K O NE
Cha g
SUNSHINE
Lam
Tat
West
Ngong Ping SUNSETPEAK ISLAND House NINEPIN GROUP
nne
Bay
hon
2856 Aberdeen
LANTAUPEAK Pui o
TaipTam Reservoir
l
Tai o 3064 E
a
seay
s
t t Big Wave
ShekPik Sha
Cheung ChiMaWan HEI LINGCHAU o
AP LEI Вау. LAM TONG ISLAND
Tong Fuk Shek o
p
RepulB
BWay
Yung Shue
Dee
Wan Ch Tai Tam
it an
Pien Bay
1527 ne Bay
l Stanley
CHUNG CHAU LAMMA CAPE D AGUILAR
Fan Lau
ISLAND SCALE OF MILES Heights
SHEK KWU CHAU
Sok Kwu Wan
BEAUFORT
WAGLAN IS
MILLS
ii
REFERENCE
MILES
in fiet
2000
1
ISLAND
Railways
SOKO Roads 1000
ISLANDS PO TOI
allot ISLAND Villages
Built-up Areas 200
Rivers & Streams, Reservoirs
li1149ation Ferry Services Sea Level
111° so ided
Compiled & Drawn by Crown Lands & Survey Office, Hong Kong. 1967 Crown Copyright Reserved
MAP OF THE COLONY
INTRODUCTION
ttttttttt
1. Hong Kong Island was formally occupied by a British naval cent of its labour force is employed in the manufacture of various
party on the 26th of January, 1841 and a few days later, Captain commercial products. Large quantities of raw materials are imported ,
Charles Elliot proclaimed it a British colony and the name Victoria pass through various manufacturing processes and are then dis
was conferred on the settlement. The convention of Peking in 1860 tributed throughout the world .
T LLC
ceded the Kowloon Peninsula to Great Britain and it became a part
of the Hong Kong Colony. By the convention of Peking in 1898, the BACKGROUND AND SCOPE OF STUDY
New Territories, including 235 islands, were leased to Britain for
99 years. 6. In 1963 the London Transport Board and the Road Research
Laboratory were invited to advise the Hong Kong Government on
2. The first report on population in June, 1845 , indicated a total questions of transport. Late that year, representatives of these
of 23,817 people. By the outbreak of World War II , the population agencies visited Hong Kong and recommended the formation of a
had grown to 1,600,000. During the Japanese occupation many people permanent transport study team.
left and it is estimated that the population had dropped to 600,000
by August 1945. The number of people tripled by the end of 1947 7. In 1964 the Passenger Transport Survey Unit (PTSU ) was
and has continued to increase rapidly ever since. The 1961 census established as a branch of the Public Works Department under the
showed a population of 3,133,100 and in 1966 the population was technical direction of the staff of the Road Research Laboratory.
estimated to be 3,696,400, an increase of 18 per cent in 5 years. The terms of reference for the PTSU provided for surveys to obtain
factual information about present passenger movements and then
3. Most of the land area of Hong Kong and Kowloon is moun determine the likely influence of future developments on the pat
tainous. In many places the hills rise directly out of the sea leaving terns of these movements. In 1967 the unit was made a permanent
little flat land suitable for habitation . However, much of the water organisation called the Traffic and Transport Survey Unit (TTSU ).
around the colony is sufficiently shallow to permit easy reclamation . It is responsible for keeping the requirements of traffic and trans
Reclamation has continued steadily since 1851 when a small creek port under continuous review, to keep all survey data up-to-date
was filled to form what is now Bonham Strand. Thus, Hong Kong is and to forecast future traffic and transport trends.
exceptional in that it grows in both population and land area each
year, all within the same geographic boundaries. 8. Early in 1965 it became apparent to the Hong Kong Government
that there was need for a more detailed study of public mass trans
4. The Colony was originally established as a trading post and port. It was decided that this work should start at about the same
a headquarters for British trade and administration . Because of its time as the basic data were available from the PTSU studies. To
excellent harbour and geographic position at the mouth of the this end, an agreement was made in July, 1965, by the Hong Kong
Pearl River, 76 miles from Canton, it was ideally situated for such Government with Freeman , Fox, Wilbur Smith and Associates,
purposes. Consulting Engineers, for a Mass Transport Feasibility Study.
5. Although Hong Kong is incapable of supporting a large popula 9. The agreement was :
tion with its own food and water resources, it has from the beginning ( a) to study all known forms of public transport systems and
attracted many people from mainland China. A good harbour, evaluate their comparative potentialities for the conditions
combined with a large and energetic population, has developed of Hong Kong ;
Hong Kong into the huge industrial complex of today. Forty per
(b) to devise alternative routes for the potentially more attrac
tive systems and make a more detailed evaluation of these
in terms of such factors as capital cost, running cost , quality
of service and capacity;
(c) to ascertain the existing , short-term and long-term (1986)
potential travel demands, in a form to enable alternative
transport systems to be compared for cost , benefit and
suitability in relation to general planning policy; and,
(d) to formulate a recommended functional plan of public
transport development for implementation by stages with
recommended types and estimates of capital cost, annual
revenue and expenditure.
STUDY AREA
10 . The area dealt with in this study consists of the entire Colony
of Hong Kong. Specific mass transport studies have been made for
the existing urban area and for travel between those planned for
the near future. During the course of the study agreement was
made to include general suggestions about mass transport needs
within the new towns planned for the New Territories.
1
THE PROBLEM of the population is concentrated in 29 of the Colony's 398 square
miles. Population densities range over 100,000 persons per square
11 . One of the principal reasons for the existence of cities is mile ; most of the Colony's business and commercial activity is
to serve the need for people to have fast and efficient access to concentrated into this small , densely urbanised area, and over 90
their work, shopping, entertainment and to one another Commerce per cent of public transport journeys are made within it.
and industry can only function effectively with good access to em
ployees and customers. In fact every activity conducted in an urban 15 . As the Colony and its inhabitants become more prosperous,
centre is dependent on transport, and the economic efficiency of more people will travel and trip lengths will increase. Similarly, as
a city rises or falls according to the strength or weakness of its the overall standard of living increases, people who previously made
transport system . few journeys, many of which were on foot, will begin to use public
transport. The upper income groups will increase and swell the
12. The three most important factors which cause urban travel demand for private cars and the road space to use them . Figure 2
to increase are :
shows that these factors are already in operation . Both use of public
( a) growth in population ; transport and vehicle registration are increasing at a faster rate
(b) expansion of the physical size of the urban area ; and , than population. This is an unusual condition, but one that is likely
( c) a rising standard of living. to continue, as better job opportunities for the low income groups
become more readily available in new industrial and urban develop
Although Hong Kong has had a large and rapidly growing population ments .
for many years, it has been mainly concentrated in a relatively small
urban area, with residential, commercial and industrial land uses
intermingled . The density and distribution of population and business
activity has kept transport demands within manageable proportions.
However, rapid increases in all these factors, combined with the
fact that there is only limited room to expand present transport
facilities, has created the need to investigate more efficient means
for transporting large masses of people.
13 . In Hong Kong there is great dependence on public transport 400
and in some parts of the community, almost all personal travel is
by this means. Surveys indicate that as an overall average, public
transport accounts for approximately 75 per cent of personal trips.
ON
TI
High population density, limited average family income, limited
RA
E
ST
road mileage and shortage of space for parking, all contribute to
CL
GI
HI
RE
VE
this dependence. These factors are generally very slow to change
INDEX
300
)=( 954
so it is likely that this state of affairs will prevail for many years .
1 00
14. A study of past trends gives an indication of the problems
which will have to be faced in the future. Figure I shows the popu
ORT NG
lation trend between 1900 and the present day. Except for a drop B L IC ANSP I
PU TR RID
during World War II , this graph shows that the population is grow
200
ing at a very rapid rate. Since the area of the Colony has changed
only negligibly the population density has increased at approximately ON
the same rate as the population . The overall density of population LATI
POPU
for the entire Colony is now 9,300 persons per square mile. However,
this does not reflect the effective population density from the
standpoint of transport requirements. Approximately 81 per cent 100
1954 1956 1958 1960 1962 1964 1966
GROWTH OF POPULATION ,
PUBLIC TRANSPORT RIDING
)POPULATION
AND VEHICLE REGISTRATION 2
(MILLIONS
3
16 . The trend in motor vehicle registrations in Hong Kong since
2
1954 is shown in Figure 3. Private cars constitute the largest category
of vehicles, followed by goods vehicles and motor-cycles. The smallest
category - less than 2 per cent of the total—are public buses. This
becomes quite significant when the percentage of bus travel is
1
considered .
17. In 1948 there was one motor vehicle for every 174 people in
the Colony. By the end of 1966 this figure had changed to one
0
1900 1910 1920 1930 1940 1950 1960 1970 vehicle for every 40 people. Although vehicle registrations increased
YEAR
at a lesser rate in the past two years, the trend continues con
sistently upward . While the present ratio of vehicles to population
in Hong Kong does not approach the 2 to 8 people per vehicle
already reached in the United States and many European countries ,
-
POPULATION TREND 1 the limited land and road area creates problems in the movement
and storage of even the motor vehicles now in use. Table I , which
was developed by comparing the number of vehicles with miles of
100 000
90 000
BUSES
CROWN VEHICLES
80000
TAXIES & PUBLIC CARS
VEHICLES
NUMBER
MOTORCYCLES
70000
GOODS VEHICLES
OF
PRIVATE CARS
60 000
50 000
40 000
30 000
20 000
10 000
0
1948 1949 1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966
YEAR
.
VEHICLE REGISTRATION BY TYPE 3
roadway in other countries, shows that there are only two countries GENERAL PLAN OF STUDY
with more vehicles per mile of road than Hong Kong. The combination
of a large number of vehicles per mile of road with rapidly increasing 19. Extensive research has been undertaken to obtain the in
formation necessary to form a series of recommendations for an
vehicle registration, very high urban densities and a shortage of
developable land , must lead to extremely congested traffic conditions objective public transport plan. This research has used procedures
in the future unless action is taken . already proved valuable and tested by considerable past experience
in similar studies.
VEHICLES PER MILE OF IMPROVED ROAD TABLE 1
20 . Most of the basic travel surveys were conducted by the
MILES OF VEHICLES Passenger Transport Survey Unit (PTSU ) during the summer of 1965.
COUNTRY( 1 ) IMPROVED ROADS (2)
VEHICLES(3)
PER MILE
These consisted of a home-interview type origin -destination survey,
Monaco 23 9,343 406.2
multiple screen line origin-destination surveys, travel time surveys,
18 359.2
traffic volume surveys and various special surveys to obtain informa
Gibraltar 6,465
Hong Kong 564 77,230 136.9 tion about particular travel characteristics. Most of these surveys
Canal Zone (Panama) 141 15,425 109.4 were limited to the urban area of Hong Kong Island , Kowloon and
Puerto Rico 3,839 306,000 79.9 New Kowloon. Supplementary surveys were later made in the New
Bahamas 189 14,464 76.5 Territories by the PTSU and as part of this study. A complete descrip
Netherland Antilles 358 26,800 74.9 tion of the surveys conducted by the PTSU is contained in a report
Bermuda 131 9,327 71.2 entitled “ Hong Kong Passenger Transport Survey 1964–1966 " pre
Austria 13,642 852,944 62.5 pared by that unit. It also contains extensive descriptions of existing
Indonesia 5,272 300,000 56.9 public transport characteristics. These have not been repeated here,
Italy 118,061 5,684,121 48.2
except when necessary for clarity.
Great Britain 199,743 9,566,000 47.9
21 . The data obtained in the origin and destination surveys
SOURCE : Preliminary World Highway Statistics — 1965, International Road Federation . were analysed and summarised to relate present travel to such
( 1 ) The 12 countries with the highest number of vehicles per mile of improved road. planning parameters as population, vehicle ownership, employment,
( 2) Paved , gravel, crushed stone and stabilised soil roads.
(3) Excludes motor -cycles. household type and family income. By predicting the values and
distribution of the planning parameters for 1986, it was possible to
18. Apart from the ferry services, the Kowloon -Canton railway, forecast 1986 travel . The patterns were converted to passenger
L and the Peak tramway, all public transport movement is by bus or movements and assigned to several alternative public transport
tram on the surface road system. This means that road congestion systems, thus leading to the system recommended in this report.
will have the same adverse effect on public as on private transport.
The competition for road space, between all the various vehicles, 22 . Other investigations were conducted concurrently with the
will adversely affect not only the efficient running of public trans analysis of origin and destination information. Studies of tram and
port, but also the free flow of people and goods. This could seriously bus loading characteristics were made at high load points in several
damage Hong Kong's economy. main transit corridors. Surveys of walking and waiting times were
3
SEIKO
made at ferry landings and at other public transport transfer points. against the level of service. By these means an objective approach
A New Territories taxi travel time survey was also made. has been made to the problem of judging the economic feasibility
of the system .
23 . A complete study of the physical and financial characteristics
of the seven public transport companies was made early in this BI-MONTHLY REPORTS
investigation. This included an evaluation of routes, terminals, fares,
vehicles, passenger loading, income, costs and administration. All 27. Reports were submitted to Government every two months
of the companies co -operated by supplying the information required . throughout the study. In addition to showing progress, these reports
Certain financial information was supplied with the agreement that contained pertinent information from the various work phases.
it would not be published in a form that would make it possible to Each report was followed by discussions with the Transport Advisory
identify the finances of individual companies. Committee and the heads of the various divisions of the Public
Works Department. The guidance obtained from these meetings
24 . A complete evaluation was made, of principal public transport contributed greatly to the general plan of the study.
systems throughout the world , whether at present in operation or
planned for the immediate future. Particular attention was paid to
systems that have been recently completed , or are presently under
construction . All available information about these systems was
gathered and all new techniques were considered for use in the
development of a system for Hong Kong. The relative advantages of
underground , overhead and surface systems were considered in
view of the special conditions found in this Colony. Various cities
around the world were visited to gather first hand information
about their transport systems. Many technical and semi-technical
reports were obtained and thoroughly analysed . This investigation
led to the formation of three alternative transport systems to be
tested for use in Hong Kong.
25. All physical features affecting location and construction were
carefully observed , including topography, utilities, drainage and land
use. Every effort was made to take into account current plans for
public housing, urban redevelopment , open space, reclamation and
various private development schemes. The general land use pattern
and its density of development were given careful consideration .
Plans already underway, or projected , for major road facilities were
studied and related to the findings of this investigation . In brief,
the basic aim of the route location studies was to relate the proposed
facilities to every aspect of overall planning.
26 . Approximately two-thirds of the way through the project,
the best general public transport system for 1986 was identified and
the remainder of the effort was on the design of this system . Esti
mates of capital and running costs were made, revenues were esti
mated from the projected traffic volumes, and a stage construction
plan was developed. Every effort was made to evaluate right-of-way
costs in terms of present market values. The estimates of cost were
computed after considering alternative construction methods in the
light of conditions likely to be encountered in Hong Kong. Alternative
alignments were studied and in each case the total cost was weighed
4
EXISTING PUBLIC TRANSPORT 2
TA
Public transport services in Hong Kong are provided by buses, GEOGRAPHIC DISTRIBUTION OF PUBLIC
1.
TRANSPORT PASSENGERS TABLE 3
trams, passenger ferries, suburban trains and taxicabs. The few
remaining rickshaws no longer play a significant part in the transport PASSENGERS LAND AREA
system . AREA Per Cent Square Per Cent
Number of Total Miles of Total
2. Scheduled public transport services are provided by seven Urban area :
separate undertakings , all of which are private enterprise companies Hong Kong Island 348,870,000 28.1 13.4 3.4
568,817,000 45.9 15.6 3.9
except the Government-owned railway. Three of these transport Kowloon
Between Island and Kowloon 210,239,000 17.0 - -
agencies operate on Hong Kong Island, two on the mainland and
Subtotal 1,127,926,000 91.0 29.0 7.3
the other two provide ferry services between . The proportion of Suburban Areas :
total passenger movements served by each undertaking is shown Hong Kong Island 21,454,000 1.7 15.8 4.0
in Table 2. New Territories 83,037,000 (1) 6.7 353.3 88.7
Outlying ferry services 7,167,000 (2) 0.6 .
Subtotal 111,658,000 9.0 369.1 92.7
PUBLIC TRANSPORT PASSENGERS - 1966 .
TABLE 2
TOTAL 1,239,584,000 100.0 398.1 100.0
PASSENGERS
TYPE OF CARRIED ( 1 ) Excludes passengers carried by New Territories taxicabs and dual -purpose vehicles operating
AREA AND UNDERTAKING SERVICE Per Cent as buses, and small bus operation on Lantau Island .
Number
of Total ( 2) Excludes minor ferry services.
Hong Kong Island : 5. Route Coverage — All built up portions of the urban area are
-
Hong Kong Tramways Co. , Ltd. Tram 181,589,000 14.7
China Motor Bus Co. , Ltd. Bus 186,561,000 15.0 within a quarter-mile of one or more public transport routes. Most
Peak Tramways Co. , Ltd. Cable tram 2,174,000 0.2 areas are served by more than one route and direct service is pro
370,324,000 29.9 vided between many different combinations of terminals. Although
Mainland :
Kowloon Motor Bus Co. , Ltd. Bus 643,120,000 51.9
there is overlapping and duplication of routes, the high population
Kowloon -Canton Railway Suburban train 8,734,000 0.7 density, volume of traffic and complex patterns of movement, war
651,854,000 52.6 rant this unusual service. Figure 4 shows the existing public trans
Harbour and Islands : port routes in the urban area and nearby suburban communities.
ܠܠܚܐܐ
ܠܠܐ
Hongkong & Yaumati Ferry
Co. , Ltd. Ferry 161,074,000 13.0
Star Ferry Co. , Ltd. Ferry 56,332,000 4.5 6. The suburban areas and rural communities also have good
17.5
public transport coverage . Almost every major road in these areas
217,406,000
is served by one or more bus routes. Local services within the sub
TOTAL 1.239,584,000 100.0 urban areas and to the urban centres are extensive. There are direct
ferry services to suburban and rural points, and the railway provides
SOURCE : Official reports to Commissioner for Transport, Hong Kong Government.
commuter service from some outlying communities directly into
the centre of Kowloon. In the New Territories many small vehicles ,
3. Although the number of private cars has increased rapidly operating generally on fixed routes and schedules, compete with
in recent years, public transport continues to be the dominant the bus and railway services .
means of personal travel. Its importance is demonstrated by the
fact that over 3.3 million public transport rides are made each day. 7. Cross-harbour Travel — The interdependence of development
-
Contrary to trends in many other parts of the world , public transport on both sides of the harbour generates massive demand for journeys
patronage in Hong Kong has not only consistently increased year between the two sides and necessitates a water transport link in
after year, but has increased at a much faster rate than the population . every such journey. This has had a significant influence on the de
Substantial increases in private car registrations may be expected velopment, route pattern and cost of public transport services.
in the future, as growing population and business activity generate The significance of the cross-harbour movements is reflected in
more movement and living standards continue to rise. Public trans Figure 5 , which shows the daily use of the ferry routes which have
port, however, with its intrinsic capacity for efficiently moving large developed to meet this travel need .
numbers of people, will continue to be the principal means of travel
in the foreseeable future. 8. Only one out of every four ferry riders makes his full journey
without using other transport ; the majority must use other services
PUBLIC TRANSPORT SERVICE AREAS to complete their trips. Both urban and suburban bus routes are
oriented to the ferry movements and have major terminals at most
4. At present, 91 per cent of all public transport journeys are ferry piers. The passenger station of the Kowloon -Canton Railway
made in the 29 square miles of urban Hong Kong and Kowloon , is adjacent to a main ferry terminal, and the tram line is within
and by ferry between these two areas. The other 9 per cent are two to three blocks of the ferry piers on the Island . Nevertheless,
made in the remaining 369 square miles which include the outlying the walking distance involved in using ferries is considerable and,
islands . Table 3 shows the distribution of 1966 public transport despite the frequent service on most routes, their use adds appreci
riding by areas. ably to the time required to complete many journeys .
5
KOWLOON - CANTON
RAILWAY
in
TO MACAO
HONG KONG
TRAMWAYS LTD.
es
PEAK
CO.UYDS
I
I
a
a
O
BUS ROUTE [
FERRY ROUTE
TRAIN ,TRAM , AND
PEAK TRAM ROUTES
1²
MAP SCALE IN MILES
6
EXISTING PUBLIC TRANSPORT ROUTES
4
TO OUTLYING ISLANDS
m
150000
100 000
50000 25 000
FERRY PASSENGER TRIPS PER DAY
m2
MAP SCALE IN MILES
2.
CROSS- HARBOUR PASSENGER TRIPS - 1965 5
} لر
PUBLIC TRANSPORT TRENDS PUBLIC TRANSPORT PASSENGERS IN RELATION
TO POPULATION 1954-1966 TABLE 4
9. Public transport passengers carried annually for the past 13
years by the seven scheduled services are shown in Table. 4. There PUBLIC TRANSPORT PASSENGERS ANNUAL
YEAR Per Cent RIDES
have been annual increases of between 5.8 and 12.5 per cent since Number
Increase PER CAPITA
1954. While the largest percentage increases occurred in the early
1960's, the growth rate over the past four years has been steady at 1954 516,460,000 227
about 6 per cent per year. 1955 553,063,000 7.1 236
1956 594,201,000 7.4 244
10. In 1966 , the number of public transport passengers was 1957 640,597,000 8.0 248
nearly 2.5 times that of 1954 ; the population, however, had only 1958 683,135,000 6.6 249
increased by 1.5 times. Over this period, the annual number of 1959 723,156,000 5.8 253
public transport rides per capita increased from 227 to 335. Thus 1960 813,471,000 12.5 273
public transport patronage reflects not only an increase in population, 1961 892,540,000 9.7 285
but an increase in the number of rides taken by each person. 1962 975,745,000 9.3 301
1963 1,034,686,000 6.0 308
II . In assessing the volume of transport riding , it should be 1964 1,095,547,000 5.9 316
borne in mind that each time a traveller boards a vehicle he is counted 1965 1,164,695,000 6.3 325
as a passenger , as there are no through -ticketing or transfer arrange 1966 1,239,584,000 6.4 335
ments between different companies, nor between different lines
7
operated by the same company. The number of trips, therefore, is L
less than the aggregate of the number of passengers recorded on
each vehicle. This is significant in assessing both the amount and
cost of public transport travel . The establishment of direct single
vehicle service between points which at present require the use of
750
L
700
two or more transport vehicles can result in recording fewer passen 650
PASSENGERS
gers without changing the number of person-trips. C
MILLIONS
600
12. Geographical Distribution — While every division of transport
-
riding has shown an increase, the increase has varied between geo 550
C
OF
graphical areas and between undertakings. The variations by geo 500
graphical area are shown in Table 5. While public transport travel
as a whole increased by 140 per cent between 1954 and 1966, it 450
rose 215 per cent in Kowloon and the New Territories. 400
S
BU
PUBLIC TRANSPORT PASSENGERS BY GEOGRAPHIC AREA TABLE 5 6 350 R
TO
MO
N
PER CENT
Ž 300 OO
AREA
Number
1954
Per Cent
1966
Number Per Cent
INCREASE
(1954-1966)
250
KO
WL
C
Hong Kong Island 199,453,000 38.6 370,324,000 29.9 86
200 TRAMWAYS
HONG KONG
Mainland
Harbour and Islands
206,610,000
110,397,000
40.0
21.4
651,854,000
217,406,000
52.6
17.5
215
97 150
L
YAUMAT
I FERRY
TOTAL 516,460,000 100.0 1,239,584,000 100.0 140 100
OR
HINA_MOT
-
50
C BUS
L
13 . Urban and Suburban Distribution — Trips within the urban STAR FERRY
o
areas of the Island and Kowloon increased by 130 per cent, while 1954 1956 1958 1960 1962 1964 1966
travel to and within suburban areas rose 341 per cent, as shown in
Table 6. However, suburban travel still forms less than 10 per cent
YEAR L
of the total.
URBAN AND SUBURBAN DISTRIBUTION OF
PUBLIC TRANSPORT RIDING TABLE 6
ANNUAL PUBLIC TRANSPORT
PASSENGERS BY UNDERTAKINGS 6 C
1954 1966 PER CENT
TYPE OF AREA Number Per Cent Number Per Cent
INCREASE
(1954-1966)
PUBLIC TRANSPORT PASSENGERS BY UNDERTAKINGS TABLE 7
C
Urban 491,134,000 95.1 1,127,926,000 91.0 130
1954 1966 PER CENT
Suburban( i ) 25,326,000 4.9 111,658,000 9.0 341 UNDERTAKING Number Per Cent Number Per Cent
INCREASE
(1954-1966) L
TOTAL 516,460,000 100.0 1,239,584,000 100.0 140
Kowloon Motor Bus
( 1 ) Includes trips between urban and suburban areas . Co. , Ltd. 203,246,000 39.4 643,120,000 51.9 216
14. Distribution by Undertakings — Each of the seven undertakings
China Motor Bus
Co. , Ltd. 55,950,000 10.8 186,561,000 15.0 233
1
has shown increases in patronage since 1954 as indicated in Table 7. Hong Kong Tramways
Co. , Ltd. 27.4 14.7
These increases have been consistent from year to year, the only 141,613,000 181,589,000 28
Hongkong & Yaumati
exception being tram passengers, which have decreased by about five Ferry Co., Ltd. 75,897,000 14.7 161,074,000 13.0 112
per cent from their 1963 peak year. Kowloon Motor Bus Company Star Ferry Co. , Ltd. 34,500,000 6.7 56,332,000 4.5 63
passengers have increased 216 per cent since 1954, and now account Kowloon -Canton
Railway 3,364,000 0.7 8,733,000 0.7 160
for over half of the total public transport riders. China Motor Bus Peak Tramways Co. ,
Company passengers have risen 233 per cent, displacing the trams Ltd. 1,890,000 0.3 2,174,000 0.2 15
as the second largest group of riders in 1966. The ferries carry a
smaller proportion of the total travel , and the Kowloon -Canton TOTAL 516,460,000 100.0 1,239,583,000 100.0 140
Railway still accounts for less than one per cent of all trips. The
yearly number of passengers handled by each undertaking since 1954 15 .
is depicted in Figure 6. It is significant that the proportion of travel Per Capita Expenditures on Public Transport — The people of -
Hong Kong are spending more each year for public transport.
by bus has increased from about 50 per cent to 67 per cent in the This is because they are riding more and, in many cases, making longer
past 12 years.
journeys. Table 8 shows the average expenditure per person for
each of the past five years.
ANNUAL PER CAPITA EXPENDITURE
ON PUBLIC TRANSPORT TABLE 8
TOTAL PUBLIC EXPENDITURE
YEAR TRANSPORT PER
EXPENDITURE( 1 ) CAPITA
1961 $ 124,874,000 $ 41.89
1962 $ 135,025,000 $ 43.09
1963 $ 150,718,000 $ 46.43
1964 $ 166,304,000 $ 49.51
1965 $ 175,900,000 $50.67
( 1 ) Total annual passenger fares paid to the seven scheduled public transport undertakings.
8
1111111111
FARES
17. Except for minor changes resulting from route extensions or
rearrangements, public transport fare rates have not been increased
鹤 牌 for over 20 years until the adult first -class rate on the Star Ferry
* FAK was raised in May 1966. With this single exception , which affected
only two per cent of the riders, all data in this chapter relates to a
SHARP stable fare structure.
18. Fares are based either on fare sections which roughly measure
the distance travelled , or on the classes of accommodation within
the vehicles for which different fares are charged . On the railway
and some outlying ferry services, fares are measured by both distance
and class. Cash fares are collected by hand, either at turnstiles or
by conductors on the vehicle. Except on the ferries, tickets indicating
the distance and/or class of fare paid are issued and are subject to
inspection to detect non-payment or under-payment of fare. There
are no transfers, either free or paid , between vehicles of the same
or of different companies. The passenger pays a new fare at each
change of vehicles.
19. The average fare per passenger on all trans
Average Fares -
port services for the past six years is shown in Table 9. With no
change in the basic rates, the minor fluctuations in average fare are
due either to a greater proportion of passengers travelling longer
distances where section fares apply, or to changes in the proportion
of passengers enjoying reduced fares, such as monthly tickets and
16 . Factors Affecting Public Transport Usage — All the conditions
-
student rates.
favourable to high public transport patronage are present in Hong
Kong. These include : AVERAGE FARES TABLE 9
(a) a large and steadily increasing population ;
AVERAGE FARE PER PASSENGER (CENTS)(2)
(6) high level of employment and business activity ; YEAR( 1 ) Bus, Tram and All
Train Ferry Services
(c) high density of population and employment ;
1961 15.0 16.1 15.2
(d) low private car ownership ; 1962 14.7 16.1 14.9
1963 15.2 16.2 15.4
(e) extensive off -peak, mid-day, night and week-end travel ;
1964 15.9 16.1 15.9
(f) low public transport fares; and, 1965 16.0 16.2 16.0
(8) high frequency of service and extensive route coverage.
( 1 ) As the transport companies have different financial years, these figures relate to the financial
These conditions tend to change slowly, so high patronage can be year ending in the year indicated .
(2) Passenger revenue divided by total number of passengers carried.
expected to continue for many years.
20 . Regular Fares — The regular cash fares charged by the public
transport systems are approximately as follows:
Trams .... 20 cents first class, 10 cents
CTURI
GAR NG CO.LTB
MEN " second " class, for distances up
TS
to 6.6 miles .
Buses, urban areas 10 cents for the first fare section
SIDE
of approximately one mile, 20
cents for more than one section
up to 7.5 miles on Kowloon routes;
10, 20, 25 and 30 cent first section
fares on the Island , with 10 cent
section increments .
7272 Buses, to suburban areas......... 30 cents to $ 1.10, depending on
distance travelled ; 10 to 30 cents
for short trips within suburban
areas.
Suburban trains ....... 40 cents to $ 3.00 first class, 30
cents to $2.25 second class, and
20 cents to $ 1.50 third class ,
depending on distance travelled ;
maximum distance 22 miles.
Peak tram 40 to 60 cents depending on dis
tance travelled ; full distance 0.8
miles.
9
A
Ferries, between urban areas... 20 or 25 cents first class, 10 cents The fare for the 10 mile trip to the Peak is 70 cents. A fare of $ 1.00
"second" class; maximum distance for aa 10.6 mile journey is charged on limited services in the suburbs.
one to 2.5 miles. The Peak Tram cash fare is based on two sections, half-way for 40
cents and full distance for 60 cents.
Ferries, to suburban areas 50 cents to $ 1.20 first class, 40
cents to $ 1.00 " second " class, PASSENGERS BY NUMBER OF FARE SECTIONS
depending on distance travelled . Kowloon Motor Bus Company - Urban Routes TABLE IT
21 . It is important to bear in mind the distinction between the PASSENGERS
NUMBER OF
total cost of a complete journey and the amount paid on each separate SECTIONS Number Per Cent
Per Cent
Cumulative
vehicle. While the basic cash fares of 10 cents and 20 cents are quite
u WN
low (equivalent of 140 and 3d Sterling or 1.75 cents and 3.50 cents I 18,048,486 39.1 39.1
U.S.), the multiple -mode journeys required between many points 2 12,550,123 27.1 66.2
A
involve a higher total cost. For example, a trip of less than three 3 9,649,067 20.9 87.1
miles may involve the following total fares: 4,884,938 10.6 97.7
5 1,080,286 2.3 100.0
MODE IST CLASS 2ND CLASS
TOTAL 46,212,900 100.0
Tram 20 cents 10 cents
Ferry 25 cents 10 cents SOURCE : Origin and Destination Study conducted by Kowloon Mocor Bus Company, October ,
1965 .
Bus 10 cents 10 cents
30 cents
26 . Reduced Fares It appears from company records that about
TOTAL 55 cents
38 per cent of all public transport passengers pay fares which are
less than the first -class cash rate. These rates include second and
22 . Variations in Fares — Fares in Hong Kong vary widely between third -class fares, low cost monthly tickets for both adult and student
undertakings, both in the regular cash fares related to distance, riders, and lower cash rates for children, students and members of
numbers and types of reduced fares offered and proportions of the military services. There is a wide variation among the different
passengers entitled to reduced rates. Over all, however the average companies in the proportion of passengers paying less than the
fare per passenger produced by the various fare schedules of each
first-class rate. These range from 24 per cent on the China Motor
undertaking bears a relationship to the cost per passenger, as Bus Company lines to 97 per cent on the Kowloon -Canton Railway,
shown in Table 10. as shown in Table 12.
FARES AND OPERATING COSTS TABLE 10 PER CENT OF PASSENGERS PAYING REDUCED FARES TABLE 12
AVERAGE PER PASSENGER (CENTS) PER CENT OF PASSENGERS
Operating UNDERTAKING PAYING LESS THAN
UNDERTAKING Operating Net Operating Cost as a FIRST -CLASS CASH FARE
Fare Cost ( 1) Revenue Per Cent of
Fare
China Motor Bus 24.0
Kowloon Motor Bus 25.5
Hong Kong Tramways 12.9 9.7 3.2 75.2
Yaumati Ferry 42.9
Star Ferry 13.6 11.2 2.4 82.4
Peak Tram 57.0
Kowloon Motor Bus 15.3 13.4 1.9 87.6
Hong Kong Tramways 71.9
Yaumati Ferry 17.0 14.8 2.2 87.1
Star Ferry 76.9
China Motor Bus 18.1 16.0 2.1 88.4
Kowloon -Canton Railway 97.2
Peak Tram 39.5 30.9 8.6 78.2
Average - all undertakings 38.3
Kowloon - Canton Railway 77.4 72.8 4.6 94.1
Average — all undertakings 16.0 13.8 2.2 86.3
( 1 ) Includes all operating (working) expenses, depreciation, taxes and royalties : excludes interest
27 . Class Fares — The tram, railway and ferry services have
and debe service requirements. (1965) different charges for different classes of accommodation . The trams
and ferries have two classes ; first class on the upper deck and second
23. The average fare on the five major companies ranges from a class or " third class " on the lower. On the trams, the second -class
low of 12.9 cents to a high of 18.1 cents. Operating costs per passenger deck has longitudinal seats while first class has forward -facing seats.
range from 9.7 to 16.0 cents, reflecting differences in passenger On the ferries the first -class accommodation is partly enclosed and
volumes, trip lengths, speeds, passengers per mile and unit operating has more comfortable seats, while the second class has benches,
costs . less enclosed area and fewer seats. The suburban trains have three
24 . Section Fares - Three of the six companies serving the urban
-
classes, occupying different carriages on the same train . The first
area have fares related to distance , or section travelled . The Kowloon class is in newer and more comfortable carriages, second class in
Motor Bus Company has a 10 cent charge for the first section of somewhat older cars with closer seat spacing and third class in car
riages with wooden seats. The Peak Tram does not have a class
approximately one mile, and a maximum charge of 20 cents for travel
fare as such , but sells reduced fare worker's tickets which may be
in two or more sections in the urban area, up to 7.5 miles. Since one
third of its passengers travel through three to five sections , as used only in the unenclosed rear part of the car. There are no class
fares on the buses .
indicated by Table 11 , this fare structure is only partially related to
distance travelled . 28. The percentage of passengers paying the lower class fare varies
25. On its suburban lines operating in the New Territories, the from 34 per cent on the Yaumati Ferry to 87 per cent on the Kowloon
Canton Railway. On the Star Ferry, after the increase in the first
Kowloon Motor Bus Company has 11 fare sections, ranging from 10 class fare, the percentage of second-class cash riders increased from
cents for shorter distances to $ 1.10 for aa 22 mile trip. China Motor 50 to 67 per cent .
Bus Company's fares are based on an initial section of 10 cents, with
2 additional sections in the urban area producing a maximum fare 29 . Children, Students, and Armed Forces Reduced Cash Fares -- All
of 30 cents, and additional stages up to 80 cents for an 8.5 mile trip transport companies except the Peak Tram have a 10-cent cash rate
in the suburban areas. Lines which operate in the mid levels on very for children , which applies from 4 to 12 years of age on the trams
steep grades have 20 and 25 cent fares for 1.5 to 2.5 mile journeys. and buses, and to age 16 on the ferries. Since this rate is applicable
10
at all hours, it applies to both school and non -school travel for child cents for second-class. In contrast the estimated average receipts
ren who do not purchase monthly student tickets at an even lower on London Transport buses, which have only one class of service,
cost per trip. are 22.7 cents per passenger mile.
30. The Hong Kong Tramways, which carries children under 12 TYPICAL CASH FARES FOR MAXIMUM DISTANCES TABLE 14
years of age with no identification , also permits students 12 to 18
years of age to travel for 10 cents on presentation of an identification CASH FARE CASH FARE
_
card from their school . MAXIMUM PER MILE (2)
UNDERTAKING DISTANCE( 1 ) First Second First Second
Class Class Class Class
31 . Military personnel in uniform are carried at the children's
rate on all services except the Star Ferry and the Peak Tram . The (Miles) (Cents) (Cents)
Urban Area :
Peak Tram has a 40 cent rate for any distance for military personnel .
II
Kowloon Motor Bus 7.5 20 -
2.7
32. Since the second-class fare on trams and ferries is also 10 China Motor Bus 6.4 20 3.2
6.6 20 10 3.0 1.5
cents, this reduced cash rate offers a reduction only to children, Hong Kong Tramways
।
Peak Tram 0.8 60 25 75.0 31.0
students and military personnel using first-class accommodation. Yaumati Ferry 3.1 20 10 6.4 3.2
33 . Monthly Tickets - Monthly tickets for adults are offered on Star Ferry 2.1 25 10 11.9 4.8
all urban services and on some suburban lines. Adult monthly tickets Suburban Area :
are valid for an unlimited number of rides during the month , for any Kowloon Motor Bus 25.0 110 4.4
number of fare sections and in all classes of accommodation , except China Motor Bus 8.5 80 9.4
on the railway, where station -to - station monthly tickets are sold Yaumati Ferry 14.7 60 50 4.1 3.4
for each of the three classes. The cost of adult monthly tickets is 300 10.2(3)
ទ|
Kowloon -Canton Railway 22.0 225 13.6
$ 18 on buses and trams, $ 10 on the Star Ferry and $ 8 on the Yaumati
Ferry. For convenience, three- and six-month tickets are sold by the ( 1 ) Longest route for fare shown. Occasional services and circuitous routes between same points
are not shown.
Star Ferry, but at no further reduction in cost. ( 2) This is not in all cases the highest rate per mile as some shorter rouces have higher fares.
(3) Third class is 6.8 cents per mile.
34. Monthly student tickets are sold for all urban services except
the trams. Those of the Kowloon Motor Bus are good for four rides 38 . Stability of Fare Structure — Except for a five cent increase for
-
per day except on Sundays and cost $ 6, while those for both ferry first-class travel on the Star Ferry, the basic fare rates have not
companies are sold for $ 4.
changed for 20 years. The average fare per passenger rose from 15.2
35. The numbers of rides estimated by each company to be cents to 16.0 cents between 1960 and 1965 as shown in Table 15.
taken on its monthly tickets, and the resulting average fares, are This was due primarily to increases in journey length .
shown in Table 13 .
CHANGES IN AVERAGE FARE TABLE 15
URBAN AREA ADULT AND STUDENT
TABLE 13 AVERAGE FARES (CENTS)
MONTHLY TICKET VALUES UNDERTAKING
1960 1965 Increase
ADULT STUDENT
Estimated Estimated Cost per Hong Kong Tramways 12.5 12.9 0.4
UNDER Cost of Rides per Cost per
Journe y Cost of Rides per Star Ferry 13.5 13.6 0.1
TAKING Ticket Ticket Journey
Ticket Ticket 14.0 15.3
Kowloon Motor Bus 1.3
(Cents) (Cents) Yaumati Ferry 17.1 17.0 -0.1
Kowloon China Motor Bus 17.9 18.1 0.2
Motor Bus $ 18 120 15 $ 6 100 6
Peak Tram 36.7 39.5 2.8
China
Motor Bus $ 18 135 14 $ 6 65 9 Kowloon -Canton Railway 83.6 77.4 -6.2
Average — all undertakings 15.2 16.0 0.8
Hong Kong
Tramways $ 18 150 12
Yaumati Ferry $ 8 65 12 $ 4 65 6
Star Ferry $ 10 65 15 $ 4 65 6
39. The maintenance, substantially unchanged , of a fare structure
Peak Tram
established in 1946, is a major achievement. This has been done
Half-distance $ 15 60 25 $ 10 60 17
Full-distance $ 25 60 43 $ 15 60 25
without any direct or indirect subsidy from Government. On the
contrary the companies make substantial royalty payments to
Government and at the same time produce profits for their share
holders. A number of favourable factors make these results possible.
36. Fare per Mile Travelled — There is only a partial relationship
between fares and distance travelled , even on those services which The growing and increasingly mobile population and a rapidly
have section fares. The Kowloon Motor Bus urban structure of 10 expanding economy are primary factors. The constriction of the pop
cents for the first section travelled and 20 cents for all additional ulation and employment into a compact land area is also important
sections, which may exceed seven miles, is in effect a flat fare with as is the almost complete absence of pronounced peak hours of the
a reduced short-journey rate, rather than a true zone fare. The day or peak days of the week. All of these factors have produced a
China Motor Bus rates are more closely related to distance, but the very high number of passengers per mile of service. The future
level of fares will depend on how much longer the companies can
fare differentials are in some cases also related to type of terrain.
The overlapping route pattern of the three Hong Kong Tramways continue to absorb major increases in labour and material costs
lines creates a rough distance-zoning for long journeys, but the within the revenues produced by the present fare structures.
number of these is small in relation to the total . The cross-harbour
ferries charge the same for all journeys, but the greatest distance CHARACTERISTICS OF PUBLIC TRANSPORT
is only three miles. Suburban area services are generally more TRAVEL
closely related to distance travelled.
40 . The patterns of work, shopping, school and personal travel
37. The maximum distances that may be travelled for a basic produce riding characteristics which are favourable to public trans
cash fare on each service are shown in Table 14. Except for the Peak port. Hong Kong has essentially a 7-day week, and a 17- hour a day
Tram , the cash fare per mile for the maximum distance on each public transport operation , without sharp peaks and without sub
service ranges from 2.7 to 13.6 cents for first -class, and 1.5 to 10.2 stantial monthly fluctuations.
25
PERCENTAGE
TRAFFIC
TOTAL
DAILY
20
OF
LONDON
15
11
10
HONG KONG
5
0
3
5A.M. 6 7 8 9 10 11 12 1P.M. 2 4 5 6 7 8 9 10 11 12 1A.M. 2 3 4 5
HOUR
N
HOURLY VARIATION OF PUBLIC TRANSPORT TRAVEL - 1965 7
41 . Hourly Variation — Practically all public transport riding
takes place between 7:00 a.m. and 12:00 midnight and is distributed
very evenly with the highest hour accommodating 8 per cent of
20
the total passengers and the lowest 4.5 per cent, as shown in Figure
7. The significance of this relatively level hourly pattern of riding
is graphically demonstrated by the comparison with London shown 18
PERCENTAGE
in this figure. The London pattern is typical of the severe peak
hour conditions which confront most transport operations, where
WEEKLY
16
TRAVEL
nearly 60 per cent the day's riding occurs in 4 of the 24 hours,
OF
while in Hong Kong only 29 per cent of the total is compressed 14
into these 4 hours. Particularly noteable is the fact that riding
levels in Hong Kong remain high during the middle of the day and
12
in early evening hours until about 10:00 p.m.
42. Daily Variation - The relatively even distribution of transport 10
riding over each of the seven days of the week, as shown in Figure
8, also contributes to efficient and productive use of equipment
and manpower. Kowloon Motor Bus and the Kowloon -Canton 8
Railway, which serve the New Territories, and the Peak Tramway,
which serves sightseeing and recreational activities, have the 6
highest percentage of patronage on Sunday. The Star Ferry, which
caters primarily for business movements between the Central 4
District and Kowloon, has the lowest proportion of its total
weekly business on Sunday. The daily distribution is favourably 2
influenced by the fact that many businesses operate six days
and some seven days a week.
0
43 . The Hong Kong daily distribution may be contrasted with SUN. MON. TUES. WED. THURS. FRI . SAT.
that common in Western cities of about 17 per cent on weekdays,
12 per cent on Saturdays and 3 per cent on Sundays.
44. Monthly Variations — There are no significant variations in DAILY VARIATION OF PUBLIC
the transport riding pattern between the different months of the
year. The proportion of annual traffic per month , adjusted for the
TRANSPORT TRAVEL - 1965 8
number of days in each month , runs from 8.1 per cent in July to
12
8.7 per cent in February. The most significant factors affecting 47 . On Nathan Road, the number of taxicabs actually exceeds
monthly variations are the Chinese New Year and the typhoon the number of private cars. Together, these two types of vehicles
season . carry 13 per cent of the total movement, but constitute 59 per cent
of the total vehicles. On Prince Edward Road at the Kowloon City
45 . Short Journey Characteristics - Another factor conducive to
-
low -cost public transport is the short average trip length on any roundabout, buses constitute less than 11 per cent of the total
particular route. Since aa full additional fare is collected every time vehicles, but accommodate over 76 per cent of all person-movement.
a passenger boards a vehicle, longer multi-mode journeys do not 48 . The drivers in all classes of vehicles, including goods vehicles
adversely affect revenue . The route lengths fix the distance that and taxicabs were counted. Goods vehicles are used extensively in
can be travelled for a single fare. The longest and shortest one -way Hong Kong, not only to carry drivers and helpers, but also to
route distances in urban areas, suburban areas, and between the transport workers to and from job sites. The percentage of total
two, are shown in Table 16. person -movement in goods vehicles is high on both sides of the
harbour, being 4 per cent of the total in Hong Kong and Il to 12
PUBLIC TRANSPORT ROUTE LENGTHS TABLE 16 per cent in Kowloon .
ONE-WAY ROUTE DISTANCE - MILES 49 . Other surveys have shown that a large proportion of the
Between Urban Average private vehicles and taxicabs counted at any given point are cir
UNDERTAKING Urban and Suburban Suburban All
Longest Shortest Longest Shortest Longest Shortest Routes culating in search of parking spaces or customers. If this is taken
into account, and only through -movements counted, the proportion
Kowloon Motor Bus 7.5 1.1 25.0 6.4 11.7 2.3 6.5
of travel by public transport is even higher.
China Motor Bus 6.4 1.5 8.5 3.4 6.3 1.1 4.7
Hong Kong Tram
50 . The proportion of persons entering and leaving the central
-
ways 6.6 4.9 - - 5.4 city areas in Hong Kong by public transport compares closely with
(
)
2
Yaumati Ferry 3.1 1.4 32.8 (1 ) 7.5 22.1 8.9 the 75 to 78 per cent reported for large metropolitan areas, such as
|
-
Star Ferry 2.1 0.8 -
1.5 New York and London , which have extensive rapid -transit systems.
Kowloon -Canton
L
|
11
E
Railway - -
22.0 22.0 -
22.0
Peak Tram 0.8 0.8 -
0.8 OPERATING CHARACTERISTICS
=
TOTAL 6.5
51 . The seven scheduled public transport undertakings operate
( 1 ) Circuitous route . 1,764 passenger vehicles on 121 routes, covering 782 one-way route
( 2 ) Services operated as part of urban -suburban routes . miles, of which 592 miles are on land and 190 miles over water.
Approximately 81 per cent of the passengers are carried by the three
46 . Proportion of Travel by Public Transport - Extensive traffic bus and tram companies, 18 per cent by the two ferry companies
counts of vehicles and persons moving along several major urban and I per cent by the Kowloon - Canton Railway and the Peak Tram .
corridors on typical weekdays show that as many as 76 out of every The basic statistics for each are summarised in Table 17. A detailed
100 persons travelling in vehicles do so by public transport. On account of the operating characteristics of each undertaking is
Hong Kong Island, approaching Central District, buses and trams contained in the appendix.
account for less than 8 per cent of the total vehicles moving on the
streets, but transport over 67 per cent of the total persons. Private OPERATING STATISTICS TABLE 17
cars constitute 55 per cent of the total vehicles, but carry less than PASSEN
18 per cent of the total persons, despite a relatively high occupancy NUMBER ( I) ONE
PASSENGER ANNUAL GERS
WAY VEHICLES( 1 ) VEHICLE PER
rate of 1.8 persons per car . UNDERTAKING OF
ROUTE Number
ROUTES MILES Number
of Seats
MILES VEHICLE
MILE
Kowloon Motor Bus 64 418 1,004 52,436 40,466,000 13.5
China Motor Bus 29 135 451 18,571 15,500,000 10.5
Hong Kong
Tramways 3 16 165 9,900 7,330,000 25.0
Kowloon -Canton
Railway 22 70 6,338 2,994,000 3.0
Peak Tramway 1 1 3 216 48,000 43.3
Subtotal - Land
Ta services 98 592 1,693 87,461 66,339,000 13.6
Yaumati Ferry 21 187 57 (2 ) 30,208 1,937,000 74.9
Star Ferry 2 3 14 7,028 147,000 354.1
Subtotal - Water
services 23 190 71 (2) 37,236 2,084,000 93.9
TOTAL ALL
SERVICES 121 782 1,764 124,697 68,423,000 16.1
( 1 ) Route and vehicle data at December 31 , 1965.
( 2) Excludes vehicular ferries with no accommodation for passengers.
52 . Passengers per Mile — The most noteworthy feature common
to all the undertakings except the Railway is the extremely high
number of passengers per vehicle mile. The number of passengers
per mile is a measure of the average fare needed. It is affected by
the length of average journey and the capacity and loading of each
vehicle and is also very strongly influenced by other factors such as
the time and direction of travel . When a high proportion of total
travel is concentrated into a few peak hours, with much lighter traffic
during the rest of the day, the number of passengers per mile is
much smaller than in communities such as Hong Kong where the
volume of riding is so consistent throughout the day. Similarly,
13
when riding is heavy on Saturdays and Sundays as in Hong Kong, 54. During the eight peak hours, buses carry 60 per cent of their
the number of passengers per mile will be higher than in cities total daily passengers while the trams carry only 52 per cent. Figure
where, although little riding takes place on these days, a minimum 9 shows that tram riding maintains a higher level during the mid
service must still be operated. Table 18 compares the passengers morning and does not drop below the level of the noon peak in
per mile in several cities with those in Hong Kong. This table indicates mid -afternoon as the buses do. The late evening riding is also higher
that the number of passengers per mile is much greater in Hong Kong on the trams than on the buses.
than in most cities, including those which have rapid transit.
COMPARISON OF PASSENGERS PER VEHICLE MILE TABLE 18
DASHOL
VEHICLE PASSENGERS
PASSENGERS PER VEHICLE
CITY PER YEAR
MILES
PER YEAR MILE
(Millions) (Millions)
NEW YORK
Rapid transit 1,363 317 4.3
Buses 473 66 7.2
1,836 383 4.8
LONDON
Underground 657 203 3.2
Buses 2,132 299 7.1
2,789 502 5.6
55 . The absence of pronounced peaks on the trams is probably
PARIS due to a number of factors. Because tracks clearly mark them, the
Underground 1,176 106 11.1
routes are better known to the occasional rider. Also, tram service
Buses 770 72 10.7
is maintained at nearly peak-hour frequencies throughout the day.
1,946 178 10.9 On the other hand, peak-hour riders who make the same trip every
TOKYO day will test alternative modes of transport and use the one they
Rapid transit 385 23 16.7 consider most convenient. Reasons for higher peak - hour bus use
Tram and bus 2,413 233 10.3 appear to be that (a) the buses cater for the regular peak -hour
2,798 256 10.9 riders by increasing service, and by providing vehicles which originate
OSAKA
in the Central city area and are thus less likely to arrive at busy
Rapid transit 328 14 23.4
stops already full; ( b) the boarding of waiting bus passengers is better
Tram and bus 764 57 13.4 regulated by queue rails and company employees at busy stops so
that passengers feel that they have a better chance of getting on
1,092 71 15.4
the buses in proper order, while passengers on the tram islands
HONG KONG have more of a scramble to get on the vehicle ; (c) journey time
Tram 182 7 26.0
surveys show that on an average, buses are about 21 per cent faster
Bus 710 56 12.7
than trams in the same travel corridor ; and (d) the tram lines are
892 63 14.2 more distant from ferry terminals than some of the bus lines.
SOURCE : 1965_ Annual Reports for New York City Transit Authority and London Transport;
56. Bus and tram services are well tailored to demand , in both
Les Transports Publics dans les Principales Villes du Monde, (International Union of
Public Transport), for Paris, Tokyo and Osaka. peak and off-peak hours, as indicated by the fact that the average
of 52 persons per vehicle in the rush hours only drops to 35 per
vehicle in the off-peak.
53 . Characteristics of Buses and Trams Operating in the Same
Territory - The Hong Kong Tramways and the China Motor Bus
-
Company are the only companies which , to a large extent, serve
the same area. A comparison between the flow of passengers by
bus and by tram in and out of the eastern side of the Central District
at Murray Road on a typical weekday, indicates that the bus lines 6 STOLET # 26
have sharper peaks. During the eight heaviest hours (7:00 to 10:00
a.m. , noon to 2:00 p.m., and 4:00 to 7:00 p.m.) there are more stand
GBELEN ***
ing passengers on the trams (20 per cent) than on the buses ( 17 per
cent), but in other respects the load characteristics are quite similar,
as indicated in Table 19.
COMPARATIVE CAPACITIES AND
LOADS ON BUS AND TRAM TABLE 19
8 HOURS OF HEAVIEST TRAVEL
ITEM
Trams Buses
BARD BUSES
NAPOS
Number of passengers carried 100,280 104,880
Number of seats provided 101,480 107,070 4412
Actual number of standing passengers 20,540 18,240
Per cent of passengers standing 20.4 17.4
Number of vehicles 1,720 2,220
Average seats per vehicle 59 48
Average passengers per vehicle 58 47
14
20000
PASSENGERS
15000
TRAM
10000
7
1
BUS
TT
5000
ceTT
0
8
5A.M. 6 7 8 9 10 11 12 1 P.M. 2 3 4 5 6 7 9 10 11 12 1A.M. 2
HOUR
ceT
TRAM AND BUS PASSENGERS EAST OF CENTRAL DISTRICT 9
PLANT AND EQUIPMENT part to reduced standards, particularly in items such as body panel
r
ling, floor covering, windows, seats and ventilation . The Hong Kong
57 . The furnishing of public transport services to a metropolitan double-deck tramcar is manufactured locally with a minimum of
area requires major capital investments in vehicles and equipment. imported components and with a relatively simple design.
The interest, renewal and replacement reserve, and return on this
investment is a considerable part of total cost of service. The capital SUMMARY OF TRANSPORT EQUIPMENT
outlay for new passenger vehicles is particularly heavy where patron 31 December, 1965 TABLE 20
age is increasing, and large numbers of new vehicles must be acquired
to provide additional service as well as to replace older vehicles as NUMBER TOTAL
ORIGINAL
TYPE OF VEHICLE OF SEATING
they wear out. VEHICLES CAPACITY
COST
58. The passenger equipment used in public transport service on Diesel buses
December 31 , 1965, totalled 1,772 buses , tramcars, railway train Single-decked 844 30,252 $ 46,314,472
carriages and ferry vessels, having a combined seating capacity of Double -decked 611 40,755 48,671,780
124,051 persons. These vehicles cost more than $ 190-million . This 1,455 71,007 $ 94,986,252
cost will be considerably increased as the older units are replaced Tramcars
at current higher prices. Fifty five per cent of all vehicles have been Double-decked motor cars 162 9,882 4,638,000 ( 2)
purchased since 1960. A summary of the various types of passenger Single -decked trailer cars 3 108 168,000
vehicles used by the seven undertakings is shown in Table 20. 165 9,990 $ 4,806,000
59. Cost of Passenger Vehicles — The low cost of equipment and Suburban railway equipment
Passenger carriages 70 6,338 17,918,250
the provision of funds for its purchase from depreciation accounts Diesel electric locomotives 8 9,278,028
and accumulated net earnings, has an important bearing on the low 78 6,338 $ 27,196,278
fare structures. Most of the passenger equipment has been purchased
by the privately -owned companies without incurring interest charges Ferry vessels
for long-term loans. Renewals and replacement reserves, or depre Passenger ferries 68 34,277 55,645,784
Combination vehicular and
ciation charges, in 1964–65 totalled only slightly more than 6 per passenger ferries ( i) 3 2,223 7,170,387
cent of gross revenues, a relatively low figure. 71 36,500 $ 62,816,171
60 . Based on the most recent purchases, new buses cost approxi Cable tramcars 3 216 $ 240,000
mately $ 105,000 for double-deck and $ 80,000 for single-deck units.
These prices are 30 to 40 per cent less than the cost of buses of similar TOTAL 1,772 124,051 $ 190,044,701
capacity in the United Kingdom and the United States. Generally,
the chassis components are purchased in England and assembled ( 1 ) Excludes !! vehicular ferries which carry only the passengers in the motor vehicles being
transported.
locally. The bodies are also built locally. The lower price is due in (2) Depreciated value ; original cost not available.
15
61 . Because of increasing traffic, the tendency has been toward 68 . All the passenger carriages are trailer cars towed by diesel
larger vehicles. This includes the replacement of single by double electric locomotives of modern design. The railway has eight locomo
deck buses and the reduction of number of seats to provide more tives which are used jointly with the goods services. The newest
standing space. At the end of 1965, 42 per cent of the buses were locomotives were purchased in 1961 at a cost of $ 1,318,000 each ,
double-deck. The average seating capacity of double- deck buses and the latest passenger carriages range in cost from $ 365,000 to
ranges from 66 to 73 against the 34 to 37 seats for single-deck buses. $ 467,000 each .
Accordingly, the substitution of double - deck buses increases seating
69 . The original cost of the capital assets of the Kowloon -Canton
capacity at a higher rate than the numerical increases in number Railway represents an investment of $ 54 million. The track and
of vehicles.
roadway cost was $ 16 million, buildings, stations, machinery and
62 . The average seating capacity of buses is 52 for the Kowloon tools $ 5 million, and rolling stock $33 million.
Motor Bus Company and 41 for the China Motor Bus Company 70. Cable Tramcars —- The Peak Tramway has 3 cars, 38 feet
-
fleet. The capacity of the tramcars is 60 and the railway carriages long and 9 feet wide. These 72 -seat cars were built in the past 10
average 90 seats per unit. The passenger ferries average over 500 years at a cost of approximately $ 80,000 each.
seats .
71 . Passenger Ferries —- The Hongkong and Yaumati Ferry
-
63 . Buses - In the four-year period 1961-65 , the two bus com
-
Company has 54 passenger ferries and 3 combination passenger and
panies spent $39 million on new vehicles, a sum equal to 10 per vehicular ferries. The 57 passenger vessels have a total capacity of
cent of their gross revenues for this period . This amount was 29,472 seats. The company also owns Il vehicular ferries which do
considerably more than the $25 million renewal and replacement not have separate accommodation for passengers. The average cost
reserves. No long -term debt was incurred for the purchase of the of the most recent large vessels is approximately $ 1,400,000 and for
new buses or for major capital additions for land and new depot the smaller vessels around $ 600,000.
facilities. All capital purchases have been met from revenue.
64. Double -deck buses were first purchased by the Kowloon
Motor Bus Company in 1949, and now constitute 53 per cent of
their fleet. Because of the steep grades on some of its routes, the
China Motor Bus Company fleet has less than 20 per cent double
deck units. The average age of buses of both companies is about
seven years.
NE
72. The Star Ferry Company fleet consists of 14 vessels, averaging
502 seats each . All but two of these vessels have been built since
1954. The Star Ferry fleet was increased by 40 per cent with the
construction of four new vessels in 1964 and 1965 at a cost of over
$ 1,700,000 each .
65. Tramcars — The short, narrow - gauge, double - deck Hong
Kong tramcar is a trademark of the city. This 12-ton car is 29 feet
T:
long, 14 feet 9 inches in height and is designed for operation on a 16ooo
3 -foot 6-inch narrow gauge track, with 36 -foot radius curves . The
size and design of the car results in a roadway space occupancy of
three square feet per seat, compared with four to six square feet
per seat for most tramcars. All the cars are identical in design and
appearance .
66 . In 1964 the company designed and built a 5-ton, 29 -foot
single-deck trailer car 9 feet in height. A total of Il of these trailer FINANCIAL RESULTS
cars are now in service. The motor tramcars built in recent years
cost approximately $ 154,000 each and the new trailer cars approxi 73 . Based on the most recent 12-month periods available for
mately $ 56,000. each of the seven undertakings, Hong Kong public transport riders
paid $ 176 million in fares and the companies received an additional
67 . Railway Carriages and Locomotives — The passenger carriages $ 4 million in revenue from miscellaneous sources related to passenger
of the Kowloon -Canton Railway at the end of 1965 were made up operations. From each dollar of revenue, 62 cents were spent on
of 10 first -class carriages with 64 seats each , 13 second - class carriages operating expenses, 6 cents on depreciation , or renewals and re
principally of 64 seat capacity, 35 third -class carriages with capacities placement reserve and 16 cents on payments to the Government.
ranging from 108 to 128 seats and 12 third-class with 50 to 67 seats. There remained 16 cents as net operating revenue available for
The aggregate original cost of these 70 carriages was nearly $ 18 payment of interest, retirement of debt and return on capital
million . invested .
16
74. The conditions under which the financial data were made 77 . Although the number of passengers per vehicle mile is in
available prevent the publication of revenues and expenses for creasing, the expense per mile is increasing more rapidly. This is
individual companies. The consolidated totals for all seven operations shown in Table 22 which covers the operation of the bus and tram
are shown in Table 21 . companies only. If this tendency continues , it will undoubtedly
result in the need for fare increases.
OPERATING REVENUES AND EXPENSES
All Public Transport Undertakings — 1964-65 -
TABLE 21
BUS AND TRAM OPERATIONS TABLE 22
PER CENT PER CENT PER
ITEM AMOUNT( I) OF TOTAL OF TOTAL PASSEN PER CENT
REVENUE EXPENSE GER ITEM 1960–1 1961-2 1962–3 1963–4 1964-5
INCREASE
(Cents)
Operating Revenues : Revenue passengers 669,259 744,258 808,276 858,438 893,999 33.6
Il
( thousands)
Passenger fares $ 175,898,912 97.8 16.00
Miscellaneous revenue 4,037,248 2.2 0.36 Vehicle miles (thousands) 50,683 57,300 60,112 62,249 63,297 24.9
Revenue passengers per
TOTAL $ 179,936,160 100.0 16.36 vehicle mile 13.2 13.0 13.4 13.8 14.1 6.8
Expense per mile $ 1.53 1.52 1.63 1.72 1.85 20.9
Operating Expenses :
Operations $ 111,253,523 61.8 73.41 10.11 Average fare per
passenger (cents) 14.3 14.1 14.6 15.2 15.3 7.0
Operating taxes 1,229,181 0.7 0.82 0.12
Depreciation 11,155,975 6.2 7.36 1.01
Subtotal $ 123,638,679 68.7 81.59 11.24
Royalties 24,407,036 13.6 16.10 2.22 78. Number of Employees — On surface public transport systems,
-
Profits taxes 3,505,959 1.9 2.31 0.32 manpower is the largest item of operating cost. Table 23 shows that
TOTAL 84.2 100.00 13.78
the number of public transport employees has increased more than
$ 151,551,674
38 per cent over the five-year period. In the same period, however,
Net Operating Revenues (2) $ 28,396 ,486 15.8 -
2.58 passengers increased by about 65 per cent, indicating that a better
utilisation of manpower has been achieved through the use of larger
(1 ) Excludes revenue and expense from non -passenger operations. vehicles and more careful staffing policies.
( 2) Available for interest, debt retirement, and profit.
75. While the percentages of revenue consumed by various NUMBER OF EMPLOYEES — SCHEDULED
PUBLIC TRANSPORT SERVICES TABLE 23
items of expense, particularly in royalty payments, vary from com
pany to company, the figures for the five major companies are NUMBER OF EMPLOYEES
reasonably consistent with the composite totals . The figures for the UNDERTAKING
1960 1965 Per Cent Increase
suburban railway and the Peak Tram , which have different opera
tional characteristics, are less comparable. However, the proportion Kowloon Motor Bus 4,733 7,184 51.8
of total business handled by these two undertakings is so small China Motor Bus 1,312 1,946 48.3
that the composite total is not significantly affected by their inclusion . Hong Kong Tramways 1,613 1,671 3.6
Kowloon -Canton Railway 445 487 9.4
Peak Tram Company 55 57 3.6
L Star Ferry Company
Yaumati Ferry Company
327
1,361
563
1,742
72.1
28.0
TOTAL 9,846 13,650 38.6
-
79. Royalties - Under the provisions of their franchise ordin
L ances, each privately -owned transport undertaking pays the Govern
ment a royalty. This payment is in addition to normal rates, taxes,
duties and rents paid to the Government for facilities such as ferry
piers. The bases of royalty payments, which total $ 29 million annually ,
are shown in Table 24.
ROYALTIES PAYABLE UNDER FRANCHISE ORDINANCES TABLE 24
ROYALTY
76. Cost per Mile — Since the per-mile cost of operating a public
-
AMOUNT AS PER
transport vehicle is substantially the same whether the vehicle is COMPANY OF BASE OF COMPUTATION CENT OF
GROSS
ROYALTY ( 1)
full or empty, the number of passengers per vehicle mile is a measure RECEIPTS (1)
of the fare required from each passenger to cover the cost of opera Kowloon Motor Bus $ 19,731,000 20 per cent of gross receipts 20
tions. For example, if the cost is $ 1 per mile and 10 passengers per Yaumati Ferry 4,305,000 25 per cent of net profit 10
mile are carried, a fare of 10 cents per passenger will cover the China Motor Bus 3,000,000 46 per cent of net profit 10
costs. If, because of diminished patronage, less off- peak riding, or 23.125 per cent of net profit 9
Hong Kong Tramways 2,265,000
longer average journeys, the number of passengers per mile drops
Star Ferry 276,000 From 5 to 15 per cent of gross 3
to 5, then a 20 -cent fare would become necessary. The cost per receipts and 80 per cent of
mile may increase due to rises in the cost of wages, materials, taxes receipts from advertising on
piers; subject to limitation
or other expenses. It may also increase if speed is reduced by traffic based on net profits
congestion so that more buses, drivers and conductors are required Peak Tram 47,000 5 per cent of first $ 700,000 of 6
to provide the same service. If the cost per mile increases from annual gross receipts and 10
per cent of all over $ 700,000
$ 1 to $ 1.30, then the fare has to be 13 cents if the passengers per
mile remain constant at 10. However, if the cost per mile increases TOTAL $ 29,624,000 13.6
to $ 1.30 and at the same time the number of passengers per mile
drops to 5, then the fare has to be 26 cents per passenger. ( 1 ) Most recent financial years for which data is available.
17
80 . Debt Service Expenses — None of the private companies VEHICLES AVAILABLE FOR PUBLIC USE OTHER THAN
SCHEDULED PUBLIC TRANSPORT VEHICLES
reported any long-term debt in 1965, and interest payments were 31 December, 1965 TABLE 26
limited to temporary short-term borrowing. On the railway, annual
interest amounts to about 8 per cent of gross receipts and the NUMBER
AVERAGE
TOTAL
amortisation of debt principal requires another 6 per cent. TYPE OF VEHICLE OF
SEATING
SEATING
CAPACITY
VEHICLES CAPACITY
81 . The absence of interest charges is not an indication, however, PER VEHICLE
that major capital expenditures have not been made. These have
Buses :
been paid for largely from depreciation reserves and from risk capital, Business firms 72 23 1,696
including accumulated net earnings. Table 25 shows that in a six Schools 68 34 2,293
year period 816 new vehicles were acquired at a cost of $ 103 million . Private bus operators 57 34 1,931
In addition , substantial investments have been made for land, build Sightseeing tours 33 25 821
ings, machinery and equipment. Hire - car companies 27 302
Hotels 11 17 192
PUBLIC TRANSPORT ROLLING STOCK ACQUIRED TABLE 25 Subtotal 252 29 7,235
NUMBER OF NEW VEHICLES DELIVERED New Territories “ Taxicabs " (1) 644 9 5,796
TYPE OF VEHICLE Total 6 1,715 5
1960 1961 1962 1963 1964 1965
Years
Dual-purpose vehicles(2) 8,575
Metered taxicabs ( 3) 1,892 4.5 8,514
Public cars( 4) 865 4.5 3,892
Bus 66 185 149 118 55 176 749
Pak pais(5) NA 4.5 NA
Rail( i ) 5 4 3 27 2 45
Ferry (2) 3 8 5 4 22 TOTAL (excluding pak pais) 5,368 34,012
TOTAL 71 191 156 129 87 182 816
( 1 ) Many of these are actually nine - passenger buses operating on fixed routes at a per passenger
fare .
COST OF NEW VEHICLES (MILLIONS) ( 2) Intended to be used for joint carriage of goods and passengers. When used illegally as passenger
Bus $ 4.6 $ 11.1 $ 12.2 $ 6.4 $ 5.9 $ 14.6 $ 54.8 vehicles total capacity is approximately nine persons.
Rail( i ) 0.4 4.1 0.6 0.5 9.9 0.1 15.6 (3) Depending on size and interior design of vehicle, taxicabs are licensed to carry four or five
passengers .
Ferry (2) 1.2 1.3 7.8 8.7 7.3 6.2 32.5 (4) Includes some vehicles used for ordinary hire- car service, and some used to ply for hire.
(5) Ordinary passenger cars plying for hire as caxicabs.
TOTAL $ 6.2 $ 16.5 $ 20.6 $ 15.6 $ 23.1 $20.9 $ 102.9 NA = Not available .
( 1 ) Includes tramcars and trailers, railway carriages and locomotives and Peak Tram cars . 87 . Metered Taxicabs — There were 1,892 regular metered taxi
( 2) Excludes vehicular ferries. cabs at the end of 1965, of which 886 were licensed to operate on
Hong Kong Island and 1,006 in Kowloon .
82 . Passenger Operations of Railway - Operational data for the
-
publicly-owned railway are published and are not subject to the The taxicabs on Hong Kong Island were owned by 59 companies or
individuals, of which 35 were individuals owning a single cab each.
disclosure limitations which apply to the financial results of the
privately -owned transport companies. An analysis was made to In Kowloon the taxicabs were owned by 25 companies or individuals, [
separate the revenues and expenses of the passenger services from of which 8 were one-cab owners. Table 27 indicates that the number
those of the goods services. A basis of allocation of expenses was of metered taxicabs in Hong Kong and in Kowloon has nearly doubled
agreed with railway officials as representing a valid apportionment
since 1961 . [
between the two types of service. REGISTERED METERED TAXICABS TABLE 27
83 . Revenues from passenger services were $ 8.1 million and from
goods trains $7.2 million in the financial year ending March 31 , 1967. HONG KONG ISLAND KOWLOON TOTAL
YEAR Per Cent Per Cent Per Cent
From the aggregate revenue of $ 15.3 million in that year, the railway Number
Increase
Number Increase Number Increase
had a net income of $ 4.5 million , of which $ 0.8 million was required
for amortisation of long-term debt, leaving surplus earnings of $3.7 1961 496 516 -
1,012
million . However, on the basis of the allocations of expense, the 1962 631 27.2 612 18.6 1,243 22.8
passenger services had a net income, after interest, of $ 104,000 1963 683 8.2 670 9.5 1,353 8.8
which was $ 284,000 less than was needed to meet its share of debt 1964 680 -0.4 670 0 1,350 -0.2
retirement, while the goods services produced surplus earnings of 1965 886 30.3 1,006 50.1 1,892 40.1
$3.9 million.
88. The fares for metered taxicabs on Hong Kong Island are
NON -SCHEDULED PUBLIC TRANSPORT
$ 1.50 for the first mile or less, and 25 cents for each additional
84. In addition to the passenger vehicles owned by the scheduled quarter- mile. The rates in Kowloon are $ 1 for the first mile or less,
transport undertakings, 5,368 vehicles, other than private cars and and 20 cents for each additional quarter -mile.
goods vehicles, were available for use by the public at the end of
89. New Territories Vehicles — Two types of small vehicles are
1965. The majority of these, as shown in Table 26, were taxicabs used in the New Territories to provide a type of service normally
and other vehicles clearly plying for hire. A smaller number, consist performed by buses. These include 644 vehicles , of which some are
ing of privately -owned buses and hire - cars, was available to limited
ordinary cars and some are 9 -passenger buses, known as “ New
groups. These 5,368 vehicles had an estimated seating capacity of Territories taxicabs ". Many of them are not operated as taxicabs,
34,000 people as contrasted with 125,000 seats on the scheduled transporting a single person or a group of persons who hire the
transport vehicles.
exclusive use of the vehicle, but as fixed -route buses , with each
85. Private Buses — A total of 252 buses having a seating capacity passenger paying a fare for travel only over the route and between
of 7,235 are operated by 123 separate owners for special uses. These the stopping places scheduled by the operator. The New Territories
owners include schools and business firms operating buses for the taxicabs are operated by 72 individuals or firms who maintain
transport of their own students or employees, and a few owned by a joint organisation for limited purposes under the name of “ The
sightseeing and tour companies, hotels and hire-car companies. New Territories Taxi Owners Association " . Most of the vehicles are
86 . The private buses have an average age of less than four years. painted a distinctive checker-board design and have regular stopping
The oldest buses are owned by business firms and schools, and the places at Kowloon ferry piers and at various points in the New
newest by hire-car and sightseeing companies. Territories .
18
90 . The other category of New Territories vehicle is the " dual
purpose" van of which 2,065 were licensed as of December 31 , 1966 .
These vehicles are intended to carry both goods and passengers.
In practice they are frequently used solely for transporting passen
gers. The dual- purpose vehicles have increased in number very
rapidly and constitute a substantial competition to the Kowloon
Motor Bus Company, which has the exclusive franchise to transport
persons in public buses in the New Territories.
A36257
91 . Unlicensed Taxicabs - In addition to the regular metered
-
taxicabs, substantial taxi services are performed by vehicles not
licensed as cabs. These are commonly known as " pak pais", meaning
" white plate " (the colour of private car number plates). Records of
the number of private cars devoted to this illegal use are not available,
but it is apparent that pak pais accommodate a substantial part of
the taxicab-type travel on both sides of the harbour. They collect
passengers both by booking in advance and by casual pick-up. Since
the vehicles are not marked in any way, they serve as a sort of private
car -with -chauffeur for many people.
92 . This type of service is also operated with public cars which
have red number plates. The number of public cars (red plate)
have increased in recent years as indicated in Table 28. While public
cars are intended as ordinary hire-cars, whether self -driven , or
with driver furnished, some of these are used as illegal taxis.
NEW TERRITORIES VEHICLES AND HIRE-CARS TABLE 28
NEW DUAL
YEAR TERRITORIES PURPOSE PUBLIC CARS TOTAL
TAXICABS VEHICLES
1961 350 603 100 1,053
1962 524 593 211 1,328
1963 546 703 251 1,500
1964 582 1,278 445 2,305
1965 644 1,715 865 3,224
1966 607 2,065 965 3,637
19
.
1
3
FORMS OF PUBLIC TRANSPORT 3
MECCE
1. In recent years there has been a worldwide revival of interest transit system . In effect, this means that the Colony's future public
in improved mass transportation. This renewed emphasis has brought transport should comprise surface transportation by buses (and
about the design of new systems and accelerated the expansion of possibly trams), ferries, and the existing railway, and a new form of
some of those already in existence. As a result, many new ideas are high -capacity transport which will be the main framework of the
now available for review and evaluation . total system .
2. To ensure the development of a sound transportation plan EXISTING SYSTEMS
for Hong Kong, existing and developing rapid-transit systems in
key cities of the world were studied afresh . ( ) In addition to develop 9. The following paragraphs summarise the principal aspects of
ing an understanding of these specific systems and studying their several operating systems.
operating advantages and disadvantages, available information on 10 . Dual-rail Steel-wheel Systems - Systems comprising steel
new equipment and new concepts was collected and analysed in wheeled vehicles running on steel rails dominate the urban rapid
relation to the specific transport demands of Hong Kong. The transit field — both those now in use and those under development.
purpose was objectively to determine the form best suited to the
Colony's overall needs. Although many of these systems were constructed years ago, nearly
all the recently designed systems (Kiev, Milan , Nagoya, Rotterdam,
Toronto and San Francisco) have also adopted the steel-on -steel
KEY CONSIDERATIONS IN SYSTEM CHOICE system after careful consideration of all suitable alternatives.
3. The projected transport potentials of Hong Kong will require II . With the revival of interest in public transport in recent
facilities having exceedingly high capacity. The capacity of different years, more than aa dozen cities have developed significant extensions
transport systems is quite varied . Private cars on conventional city to their existing mass transport systems. These, too , have almost
streets can move only about 1,200 people per traffic lane per hour invariably involved the extension of the dual -rail, steel- on -steel
with normal occupancy, whereas on limited access motorways they type. The steel-wheel urban transit train has not only continued
can move up to 3,000 people per lane per hour. Buses and trams to be popular and efficient; through massive worldwide technological
operating on city streets in Hong Kong serve about 7,500 people and operational progress due to continued use, it can today offer
per lane in the peak hour. But, by contrast , rail rapid transit pro a quality of service better than ever before. Longer, wider, lighter
duces a significantly greater capacity. Operating volumes up to 40,000 and more powerful cars have been produced or are now in develop
passengers per hour on a single track are not uncommon and theoret ment. Improved types of motive power have been applied. Wider
ical capacities exceed 60,000. than-standard track gauges have occasionally been adopted .
4. The basic equipment must be fully reliable so that efficient 12. Many new automatic train control systems are improving
operation can be maintained at all times. Equipment and controls the operating efficiency and safety, as well as reducing operating
should have been well proven and should conform to high standards costs. Better acceleration and deceleration capabilities permit
of design and manufacture. higher operating capacities. Much has been done to produce quieter
and smoother cars and tracks. Car interiors are more attractive and
5. Comfort, patron amenities and other basic requirements apply
comfortable; high quality lighting, ventilation and air conditioning
equally to the rolling stock , travel ways and stations. Desirable have become commonplace. The end result is a vast improvement
operating characteristics of the equipment include high top speed , in total attractiveness and overall efficiency.
high acceleration and deceleration rates, provision for fast loading
and unloading and automatic controls . 13 . Dual-rail Rubber-tyred Systems — There have been two
significant transit installations involving the operation of rubber
6. To attract maximum usage, a system should be aesthetically tyred wheels on dual rails. One of these is a part of the Paris Metro
pleasing, quiet and smooth. Good interior design, and adequate system , which uses conventional car bodies mounted on pneumatic
lighting, ventilation and temperature control are important. In rubber-tyred wheels, in addition, horizontally mounted rubber
most mass transport operations a high percentage of peak period tyred wheels operate against side rails (which also act as conduc
passengers are accommodated standing, and the same will apply tor rails) for guidance. In the recently completed rapid transit in
in Hong Kong. A careful balance must therefore be struck between Montreal a similar system has been adopted .(2)
seating and standing space in the cars, and adequate hand-holds
provided. Access to, doors must be good and distances between 14. Figure 10 shows a section view of the Paris Metro type car
them short. and tracks. The rubber-tyred main wheels run on smooth flat-topped
wood or concrete " ways". There are separate side guidance " rails"
7. Another important consideration is the ability of a system to for normal running. In addition conventional steel rails have to be
accommodate growth and expansion, with minimum disruption laid throughout to provide switching facilities and to carry the
during different stages of development. To help achieve this, special train in the event of tyre failure, and corresponding flanged wheels
attention must be given to the design of interchange points and have of course to be provided .
terminal facilities. These areas must also be attractive and functional (1) The Consulcants visited Berlin, Boston, Chicago, Cleveland, London , Milan , Montreal, New
and have excellent operating characteristics. York , Osaka , Paris, Philadelphia , Pittsburgh , San Francisco , Stockholm , Tokyo and Toronto ,
to see their mass transportation systems and to update their understanding of the equipment,
controls , and operating procedures.
8. It became apparent early in the investigations that the existing (2) The separate "Expo Express" service operating within the EXPO 1967 grounds, however ,
uses the conventional steel- on -steel system , with new trains subsequently destined for the
transportation facilities must be supplemented by a high -capacity Toronto transit system .
21
1964, primarily to serve visitors to the Olympic games. In comparison ,
all the other existing monorail lines are very short.
20. While much research and development has been undertaken
with this type of transport facility, there appear to remain problems
of stability and switching. The use of rubber tyres results in the limit
ations and extra costs associated with dual - rail rubber -tyred systems
but with even greater effect because of the narrow effective track 1
base. There have been no demonstrations of appreciable costs
savings with monorail in relation to the more conventional dual-rail
form . This form of transport is not readily adaptable to underground
operations and, therefore, raises problems of both costs and aesthet
I
ics in highly developed urban areas.
21 . Bus or Tram Rapid Transit - It is often suggested that the
CONVENTIONAL STEEL WHEEL speed and capacity characteristics of railway rapid transit can be
obtained , or approached , by buses or trams operating on exclusive
rights of way for either all , or parts, of a system. Obviously, such
systems will be effective only to the extent that their routes or
tracks are separated from the general road network so that the
two traffic systems can operate independently of one another.
1
22. In some European cities, tram lines are located partly in
exclusive reservations and combine with underground operations
in congested central areas. To a certain extent this produces charac
teristics having some resemblance to a modest rail rapid-transit
system. However, unless a city has an extensive number of trams
already operating largely on separate rights of way, it becomes
generally uneconomical to develop such a system .
RUBBER TYRED WHEEL 23 . While much has been said about express operations of buses,
the actual examples of successes are few . There are special cases,
such as the exclusive bus ramps in New York City's bus terminal,
COMPARISON OF STEEL -WHEEL
AND RUBBER - TYRE RAPID TRANSIT
where very high capacities are achieved . But there are few cases in
which sustained heavy movements of persons are being achieved by
o
buses over useful distances.
24. Much attention has also been given to the possibility of pro
15 . The use of pneumatic tyres imposes a significant economic viding high capacity transit service by running buses on urban
restriction on the weight and size of the cars. Even the relatively motorways. Under most of these plans, however, the buses are
small cars in use in Paris and Montreal require expensive light-weight intermingled with the other vehicles, thereby becoming subject to
construction to keep the tyre pressure at a safe value. Although the same problems of congestion and delay during peak hours.
rubber tyres have better adhesion on dry track , this advantage is
largely lost on above-ground routes unprotected from the weather. 25 . Some interesting experiments are currently under way
whereby peak-hour volumes of vehicles on urban motorways can
16. With twelve wheels, eight of them rubber-tyred, on each be automatically regulated, thus allowing the facilities to function
bogie, and with the need for all driving axles to incorporate differ
ential gears (the rubber-tyred wheels will not negotiate curves
smoothly on solid axles), the mechanical equipment of these cars
is expensive to buy and to maintain. Power consumption is also
higher, weight for weight. With all these complications , the cost
of trains of equivalent capacity would be nearly double that of
the conventional type. The noise level inside trains in tunnel is not
strikingly reduced .
17 .
Monorail Systems - Monorail systems have been developed
in both suspended and over-riding types. The suspended types can
be either symmetrically or asymmetrically supported. All modern
installations make use of several running surfaces on which vertical
tyres serve as drive wheels while horizontal tyres guide and stabilize
the cars. Figure 11 shows section views of two types of monorail .
18. Much publicity has been given to monorail systems and, as a
result, there is much interest in them. Currently, there are approx
imately 15 monorail installations in operation or in development
stages. However, the combined length of these installations is only
about 30 miles, and most of them are experimental or demonstration
projects.
19 . The original commercial monorail , built in Wuppertal ,
Germany, in 1903 is of the suspended type, 8.5 miles long and still SUSPENDED AND OVER -RIDING
in regular service. In 1964, an over-riding monorail 8.2 miles in
length was installed between the Tokyo International Airport and a
MONORAIL 11
point about 2 miles from the city centre. It opened in September
22
at normal, off- peak speeds. If buses were given priority in the use of again to 15 or 20 miles per hour. The station platform is a belt
such controlled roads, many of the difficulties now experienced in moving at the same low speed as the station speed of the cars to
providing attractive express-bus services on motorways would be facilitate loading and unloading. This system might in theory have
overcome. However, a first essential requirement in such a plan relatively high capacity and overall speed since it never comes to a
would be an extensive system of motorways. Very little attention complete stop, though it seems most unlikely to be a serious com
has been given to the development of exclusive lanes for buses on petitor of conventional rail systems for traffic on a scale that Hong
motorways or other major roadways, even during peak hours, or Kong will produce. With station platforms moving at say two miles
to the provision of completely separate overhead or underground per hour, passengers would have great difficulty while waiting for a
busways. The cost involved in such plans would be great, and many space in a car at times when most of the cars were filled to capacity.
problems would arise in providing loading and transfer facilities. They would have to keep " on the move " all the time. This factor
could be hazardous for cripples and people with slow reactions.
26. Moreover, since buses in their present concept must be No systems of this type are known to be currently in operation.
guided by a driver rather than a rail , operating costs are high and
potential capacities are low when compared to train systems. If 33 . Ground Effect Vehicles — Among the novel transport methods
-
conventionally engined buses were operated underground, extensive are the ground effect (hovercraft) vehicles. Experiments are under
ventilation systems, costly to provide and to run, would have to be way with a hovercraft vehicle operating in a concrete guideway and
provided . While such technological problems can be overcome, no powered by linear- induction motors. This shows promise as a form
examples of successful bus operations in subways are known. of inter-urban transport, but the acceleration and switching charac
teristics are not suited for short urban journeys. Also, as currently
27. High -speed Water Transport - Various types of high-speed
-
known , this method requires excessive power in relation to other
water vehicles have been proposed for mass transport in cities with forms and , unless linear electric motive power is used, would be quite
numerous waterways. It is logical, therefore, that such systems noisy.
should be considered for Hong Kong. These vehicles usually take
the form of hydrofoil or air-cushioned (hovercraft) machines. While 34. On-call Vehicles — In an effort to develop a high level of
such water- borne vehicles might have applications in some special convenience, some companies have announced plans for developing
cases, it does not appear that they can be broadly applied . Lack of a fully automated system whereby an urban traveller would be able
rapid acceleration, capacity, interference by and with other water to place a call for a small vehicle and then use the vehicle in a single
traffic, visibility and interchange with ground transport are among or complex network to make a desired trip. Some of these proposals
the problems. are for a bi-modal vehicle ; one which can be hand-guided and can
also be operated on a tracked or indirectly guided system . Such
systems could meet the demands of individuals for personalized
SYSTEMS PROPOSED OR UNDER
forms of transport, and might conceivably move people in mass
DEVELOPMENT transport orders of numbers in dense areas ; but they have not yet
28. The current technology of transportation equipment is pro progressed beyond the experimental stage, and there is no indication
ducing many new and challenging ideas for tomorrow's transport that they are likely to approach the capacities considered normal
for conventional rapid -transit systems.
networks. These include the use of computers, and involve intricate
plans of operations and service levels not heretofore produced. 35 . Other Schemes -
More ideas have been advanced and un
Undoubtedly there will be many radical changes in transportation doubtedly others will develop in the future. These include such
system techniques in the coming decades. things as vehicles or capsules in pneumatic tubes, various forms of
29 . Significantly, many of the major manufacturing and research airborne conveyances including jet packs for individuals, and new
agencies of the world are turning their attention to the development types of vehicle propulsion . None of them appear to be advanced
of new and improved forms of public transport. Most of these are to a state worthy of consideration in relation to Hong Kong's needs.
still under test, or in various forms of development . No attempt
was made to ascertain the details of all such plans, but some of those
most often referred to include :
30. New Type Rubber-tyred Systems -- A system currently on
trial in Pittsburgh employs small lightweight cars capable of operating
in a fully -automated system, either singly or in trains. The cars
resemble motor buses, and run on rubber tyres on a concrete
trackway. They also have horizontal wheels to provide guidance.
A section view of a car and the track is shown in Figure 12. While
НО
the operation has been reported as highly successful, the system
has not yet been installed as a segment of a planned urban transport
system . It is reported, however, that serious consideration is being
II
given to its installation by the City of Pittsburgh to serve its rapid
transit needs .
31 . Moving Belt Systems — The transport of persons in large
1 numbers by various types of moving platform or belt has been widely
considered , and has been applied in special cases such as the 315
foot long " travelator " at Bank station in the City of London (installed
1960) and at some airport terminal buildings. One for passenger
transport was designed in New York as early as 1874. Some current
proposals for these systems for passenger service take the form of
small cars travelling on belts or rollers in constant motion.
32. The " carveyor" system , designed as a city centre distribution
facility, is an elevated beltway with cars that decelerate to approxi
TRANSIT EXPRESSWAY 12
mately walking speed as they approach stations and then accelerate
23
2
36. Station Operation –- Applications of modern technology are
[
not limited to the potentials of train automation . Much thought is
also being given to the automation of station operations. Information
now available suggests that this approach does not have immediate L
application in Hong Kong. Whilst the most modern methods of
fare collection and record keeping would be applied, full automation
of stations would appear to be premature. C
CONCLUSION
37 . Study and evaluation of many existing public transport L
systems, and of available information on systems now under construc
tion or in final planning, have led to the conclusion that the basic
requirements for rapid transit in Hong Kong can best be met by a
system which uses steel-wheeled cars operating on steel rails.
L
38 . If the flanged steel wheel had been invented after the monorail
and other rubber-tyred systems instead of a century before, it would
have been hailed as the greatest single technical advance in railway
[
history, because it alone safely and simply solves the triple problems
of steering the train ; of working long trains at reasonable speeds
through switches ( thereby enormously increasing the capacity of
junctions and reversing.terminals); and of reliable track circuiting of
low voltage current controlling the signalling system and safety of
trains.
39 . By taking advantage of all the new techniques available such
a railway will be as attractive as regards passenger amenities as any
other that could be devised , and will be the cheapest to construct
and to operate. It has the additional merit of being a well -tried
system in which the improvements suggested are based on experi
ence, and will be attainable without loss of reliability - perhaps the
most important single factor in any scheme to handle mass transport
of people .
40 . It must however be recognised that the transport demands
of Hong Kong cannot be satisfied by any single transport mode. As
C
indicated throughout this report, a balanced plan must be developed ,
combining the different travel modes and functioning as a completely
integrated whole. It must further include integration with vehicular
L
terminals and facilities for pedestrian travel. The recommended
system of rail transit will meet these important needs, and will
feature the capability of coordination with other travel modes to
provide the most efficient total transportation system .
[
[
C
[
24
PLANNING CHARACTERISTICS
AND PROJECTIONS 4
1. The amount and nature of future travel in the Colony will projections based on the 1961 census. Unfortunately, the results
depend largely on population, employment, income, car ownership of the by-census were not available in time for use in this report.
and the pattern , density and distribution of land uses, particularly If future comparisons show that population is not increasing as fast
within the future urbanized areas. The transportation planning as the projections indicate, then it can be assumed that the figures
process uses the relationships between the movement of people relating to 1986 are too high. This will simply mean that the " design
and those measurable human activities that dictate the pattern of year" conditions will be reached at a later date. It should be noted ,
urban and rural development. Planning studies, therefore, form the however, that the population forecasts in this report are slightly
basis for projecting future travel needs and developing the best lower than those provided by the Census and Statistical Planning
means of meeting those needs. Office. The travel forecasts presented in the next chapter for the
New Territories (the area in which the greatest population discrep
SOURCE OF PLANNING DATA ancy is likely to occur) were developed cautiously, since few base
year data were available. They are therefore, even more conservative
2. The primary source of base- year data on population and than the other projections.
household characteristics was the home- interview survey carried 3
out in 1965 by the Passenger Transport Survey Unit. Additional POPULATION DISTRIBUTION
information was obtained from the Census and Statistical Office,
the Planning Division of the Crown Lands and Survey Office and a 6. The total Colony population forecast for the design year is
number of other sources. based on unpublished projections made by the Census and Statistical
Planning Office. The underlying assumptions are that there will be
PRESENTATION OF PLANNING DATA no change in the general fertility rate, a steady decline in the mor
tality rate and a mean net gain of 10,000 persons per year through
3. Planning statistics were compiled for traffic zones. Because of migration. The Planning Division of the Crown Lands and Survey
the large number of such zones, tabular information is summarised Office estimated the population distribution for 1986. These estimates
according to major geographic areas and shown in the appendix were made for private development, resettlement and Government
tables in greater detail according to sectors. Boundaries of zones aided housing estates. They covered 18 secondary planning units
and sectors in the design year are shown in Figure 13. A sector may in the urban area and 33 secondary planning units in the New
be either a whole primary zone or a subdivision of a primary zone Territories. No distribution forecast was provided for marine
and is designed to consolidate areas with distinctive land use and population .
planning characteristics. Because the home-interview survey covered
the urban area only, base- year data on the New Territories have 7. Distribution of these control estimates according to traffic
been developed from estimated changes since the 1961 census. zones was undertaken by the Consultants on the basis of analyses of
The zones composing primary Zone 8 were re-arranged for the household size by house type, estimates of the extent and dis
presentation of design-year data to better illustrate the anticipated tribution of private development and assumed improvements in
developments in this area. space standards in resettlement and government-aided housing.
Full account was taken of approved and proposed zoning plans
4. The Passenger Transport Survey Unit home- interview sample prepared under the Town Planning Ordinance.
was drawn from lists of households divided into housing types. It
was possible to obtain good control totals for Resettlement, Govern
ment Low-cost, Housing Society and Housing Authority estates,
and reasonable data for squatters. It was difficult however, to obtain
accurate control totals for households in other forms of residential
development. The definitions of domestic and non-domestic premises
cause conflict between building permit and occupancy certificate
I records as regards use of floor space. Many floors in domestic
buildings are used for non-domestic purposes and many non-residen
tial buildings have families residing in them. Therefore, the initial
expansion of the households did not represent the true total number
in residential development in each zone. It was therefore necessary
to make a separate estimate of total households by traffic zones for
1965. This was done by using as guides the mid-year 1965 population CO
estimate for the Colony as a whole, estimates of New Territories
population and of people residing in various forms of non-domestic
space. The marine population is not included, so the figures relate DESNICA
to the land population only.
5. A sample survey type by -census was conducted by the Govern 5
ment in 1966. It indicated a somewhat smaller population than the
25
844
B43
845 NGAU CHI WAN
813
735 WONG TALS
DIAMOND HILI
733 SOUK 1423 829
CHI KOK 846
732 1825
R
731 SHEP RIP MET 812
715 824
822 842
CHEUNG WAN
KOWLOON
134
712
721 kW.OWN TONG
711 JORDAN VALLEY
1811 831
B21
851
722 KA TAK
832 858
561
643 KOWLOON BAY
622
STONE CUTTERS ISLAND
641 T
SAUROR
524 AN TAN 855 KWON TONG
552
642 NGAU 856
554
YAU MA
1551 611
53Z
KINGS PARA
633
531
631
632
S
- HN HOM 859
544
YAU TONG
513 522 523 854
TSIM SH SU :
5121
511521
112
345 346
342
343 LET YUE MUN
344 NORTH POINY
012406 PUN G
341
116
352
347
DATEF12
WESTERN 333
CEN DISTRICT
OZZ QUAS BAY
212 CAUSEWAY
KENNEDYLIFOWN / BAY
313 322
131 M18 A 013 WAN 332 351 362
021
SHAURI WAVA
MOUNT DAVIS
322
27T 361
281
351 HAPPY VABA
451
411 241 PEAK 392
E HA WAN
Pot od ( LAM 272
D
261
453
433
421
(K
К)
432
ABERDEEN
o
REPULSE
BAY
452
STANLEY
Dust
N
TRAFFIC ZONE BOUNDARY
553
TRAFFIC ZONE NUMBER
SECTOR BOUNDARY
A SECTOR DESIGNATION
O
MAP SCALE
12
IN MILES
2
DESIGN- YEAR TRAFFIC ZONES AND SECTORS 13
26
8. As indicated by the 1965 home-interview survey, an estimated
2.8 million people or 81 per cent of the total population resided in
the urban area, on Hong Kong Island and in Kowloon . Over half
of the total estimated Colony population resided in Kowloon ,
25.5 per cent on Hong Kong Island and the remainder in the New
Territories which include the outlying Islands. Almost a third of
the New Territories residents, about 214,000 people, lived in Tsuen
Wan. Already, therefore, the Government New Town Programme
is beginning to shape the pattern of life in the New Territories by
creating large new urban centres .
9. Estimated population for the base year ( 1965) compared with
the design year ( 1986 ) indicates an expected increase of 3,407,720 or
93 per cent over the 21 -year period. Table 29 summarises the
population changes by major geographical areas(").
POPULATION TABLE 29
BASE YEAR DESIGN YEAR RATIO
AREA
( 1965) (1986) 1986/1965
DISTRIBUTION OF POPULATION TABLE 30
Hong Kong Island 882,880 1,244,570 1.41
Kowloon 1,925,950 2,705,790 1.40 POPULATION BY TYPE OF HOUSING
New Territories 651,350 2,917,540 4.62 AREA Govern
Resettle
Squatter ment Other Total
ment
TOTAL 3,460,180 6,867,900 1.98 Aided
Base Year
Hong Kong Island 190,560 66,620 47,120 578,580 882,880
10. Population by House Type - In the base year about 22.7 per
-
Kowloon 332,190 569,450 191,690 832,620 1,925,950
cent of the urban area population lived in resettlement estates, Subtotal 522,750 636,070 238,810 1,411,200 2,808,830
and 8.5 per cent in other government -aided housing ; and there New Territories 90,980 30,460 529,910 651,350
were some 523,000 squatters , who formed about 18.6 per cent of
TOTAL 522,750 727,050 269,270 1,941,110 3,460,180
the urban area population . The remainder lived in many other
forms of housing, ranging from bedspaces and cubicles to private Design Year
flats and single family dwellings . Hong Kong Island 171,890 210,610 862,070 1,244,570
Kowloon 1,098,120 500,900 1,106,770 2,705,790
Subtotal 1,270,010 711,510 1,968,840 3,950,360
New Territories 1,432,810 437,360 1,047,370 2,917,540
TOTAL 2,702,820 1,148,870 3,016,210 6,867,900
wa
II . A vast government building programme began in 1954 and
was expanded in 1965. This direct government action in the housing
field is combined with government assistance to the Housing
Authority and the Housing Society. As programmed up to 1971
and projected to 1986, there will be about 2,703,000 people living
in resettlement estates and about 1,149,000 people in Government
Low-cost, Housing Authority and Housing Society estates. Thus
about 56 per cent of the total land population will be living in
housing either built or directly aided by government. It is assumed
that most, if not all, squatters will be rehoused in permanent accom
modation by 1971. This large capital investment in housing on the
part of the government is a major cause of the changes in the dis ( 1 ) In order to avoid discrepancies, the scatistical data in this chapter have been rounded only to
tribution of population and households as shown in Table 30. the nearest10 units. This does not necessarily indicate the degree of accuracy .
27
10
12. Major increases in population on the Island are expected as contrast with the lower densities— 10 to 199 persons per acre - of
a result of the planned large scale developments at Aberdeen , the the Mid-levels, Pok Fu Lam , Aberdeen , King's Park, Kowloon Tong
Housing Authority development at Pok Fu Lam , continued develop and Kowloon Tsai . Certain zones stand out as being reiatively un
ment at Chai Wan and private housing developments at Repulse developed hillsides, catchment and forestry areas, such as the Peak,
Bay, Stanley and Pok Fu Lam . The projected development on the the south - eastern half of Hong Kong Island , Kowloon Peak and the
old Naval Dockyard site will increase population in the central Anderson Road and Rennies Mill area. Other urban zones which show
area. For the Western District and parts of Wan Chai , a slight little or no population are either primarily industrial or currently
reduction in population is anticipated in view of rebuilding, urban undeveloped reclamation areas.
renewal and an increase in commercial floor space.
17. The overall density of population in the Colony will increase
13 . In Kowloon the major growth points are centred on public from about 9,000 persons per square mile to over 17,000. While
developments at Kwun Tong, and in the Tsz Wan Shan , Diamond this reflects a highly-urbanised community, the 398 square mile
Hill , Ho Man Tin and Lai Chi Kok Bay areas. Major private housing land area used in making this calculation includes a high proportion
developments will be at Lai Chi Kok, Ho Man Tin , Kwun Tong and of precipitous hillsides, marshland and other undevelopable land ,
in the vicinity of Lung Cheung Road. Growth is also expected at as well as 69 square miles of offshore islands. Thus it does not fully
the Cheung Sha Wan and Hung Hom reclamations and a planned reflect the much higher densities, both present and future, of that
resettlement estate at Junk Bay. In Yau Ma Tei and Mong Kok, part of the Colony in which most of the population and business
slight reductions in population are expected as a result of increasing activity is concentrated.
commercial development and rises in standard of living space. 18. Figure 15 shows the future population densities by zones.
14. In the New Territories , the Tsuen Wan area will have a The concentrations of high density are indicated clearly by this map.
population of about 1,017,000 , Castle Peak about 695,000 and Sha 19 . On Hong Kong Island , the planned developments at Shau
Tin about 590,000. These large urban centres will be products of Kei Wan and Chai Wan are at a high density, but the zones as deline
the Government New Town Programme. Projected populations for ated contain large areas of hillside not scheduled for development,
other centres in the New Territories anticipate increases at Yuen so the gross densities are only in the 200_499 persons-per-acre
Long and Tai Po due to both government-aided and private develop range. The Housing Authority, Wah Fu estate and the plans for
ment. Growth at Fanling and Sheung Shui will occur as a natural Aberdeen account for the comparatively high density zones, which
continuation of current trends. in 1965 were of low density. Repulse Bay and Stanley will experience
15 . Population Density — Local business activity and transport
-
growth, but the density of both areas will remain in the low range.
services are influenced by variations in population density and so, The Peak remains at a low density while Mount Butler, Mount
consequently, are travel patterns. Because of the changing mixture, Parker, Mount Collinson , and the areas around Tai Tam reservoir
and often the vertical instead of horizontal distribution of land and Shek O remain basically as open country.
uses, density can most accurately be expressed as the relationship 20. In Kowloon , Ho Man Tin stands out as a high density zone
of total population to total land area. that was virtually undeveloped in the base year. South -east from
16. Figure 14 shows the population density by traffic zone in Choi Hung, apart from the industrial areas adjacent to Kowloon
the base year. It is clear that while the intensity of individual residen Bay, the Kwun Tong area will have high residential densities up to
Lei Yue Mun .
tial developments varies widely, a distinct pattern emerges which
indicates the varying nature of the development and concentration 21 . Most parts of the New Territories will remain predominantly
in the buildable land areas . There are strips of high density along the rural . Thus Tsuen Wan , Castle Peak and Sha Tin stand out prominently
north shore of Hong Kong Island , up the Nathan Road corridor to in Figure 16 as the areas of high urban density. The anticipated
So Uk and along the east side of the Kowloon Peninsula. These high growth in most of the other New Territories towns is insufficient
density areas, ranging from 200 to over 1,000 persons per acre, to have much effect on the overall density of the larger zones.
1
28
the
o
~
TRAFFIC ZONE BOUNDARY
PERSONS PER ACRE
0 - 9
10 - 49
50 - 199
200 - 499
OVER 500
0
MAP SCALE
12
IN MILES
2
BASE-YEAR POPULATION DENSITY 14
29
L
N
TRAFFIC ZONE BOUNDARY
Will
PERSONS PER ACRE
0 - 9
10 - 49
50 - 199
200 - 499
OVER 500
0 12
MAP SCALE IN MILES
2
DESIGN -YEAR POPULATION DENSITY 15
30
sen
2
odo
0
0
8
o
Do
5
a
N
3 TRAFFIC ZONE BOUNDARY
LIONI
PERSONS PER ACRE
0 - 4
5 - 9
10 - 49
8 50 - 199
du W od 200 - 499
16 DESIGN-YEAR NEW TERRITORIES POPULATION DENSITY MAP SCALE IN MILES
6
HOUSEHOLDS whole and this will reduce the extent to which accommodation is
shared .
22 . From a transportation planning standpoint, the grouping of
the population into households or family living units is a significant DISTRIBUTION OF HOUSEHOLDS TABLE 31
factor, as family -oriented travel is an important part of trip genera
tion . Table 31 shows the number of households by geographic areas HOUSEHOLDS BY TYPE OF HOUSING
and by type of housing accommodation, for both the base and the AREA Govern
Squatter Reset tle ment Other Total
design years. Figure 17 shows in graphic form the number of house ment
Aided
1 holds by housing type.
Base Year
Hong Kong Island 32,710 11,920 7,700 134,980 187,310
23 . Household Size - Household size varies considerably with
-
Kowloon 66,060 104,660 29,930 158,300 358,950
location and housing type. Larger households occur in Government
Subtotal 98,770 116,580 37,630 293,280 546,260
aided housing. Data from " Other" forms of housing should be treated New Territories 18,320 4,830 136,810 159,960
with caution , since they relate to residential accommodation ranging
from luxury flats and houses to single bedspaces. The average house TOTAL 98,770 134,900 42,460 430,090 706,220
1 hold in the urban area was found to contain 5.14 people in 1965. Design Year
36,840 269,530
Hong Kong Island 32,240 200,450
24. By 1986 the anticipated average number of persons per Kowloon 215,020 87,240 256,520 558,780
1 household will be 4.7. This decline is projected for two reasons.
The young are expected to be more financially independent, thus
Subtotal
New Territories
247,260
276,400
124,080
75,690
456,970
269,370
828,310
621,460
enabling them to marry and establish their own homes at an earlier TOTAL 523,660 199,770 726,340 1,449,770
age ; also, higher wages are anticipated for the labour force as a
31
in Tsuen Wan . It is also significant that the proportion employed
in manufacturing in Hong Kong (41.7 per cent) is higher than in
800 such cities as London and Melbourne, where it is about 34.9 and
35.0 per cent, respectively.
DISTRIBUTION OF EMPLOYMENT TABLE 33
700
DESIGN YEAR
NUMBER OF EMPLOYEES
AREA
BASE YEAR Manufacturing Retail Other Total
)( HOUSANDS
600
NUMBER
Base Year
Hong Kong Island 135,810 45,920 251,620 433,350
Kowloon
T
500 353,730 78,180 230,240 662,150
Subtotal 489,540 124,100 481,860 1,095,500
New Territories 84,590 16,480 180,670 281,740
400
TOTAL 574,130 140,580 662,530 1,377,240
Design Year
300 Hong Kong Island 198,440 67,510 385,700 651,650
Kowloon 404,250 127,110 321,870 853,230
Subtotal 602,690 194,620 707,570 1,504,880
200 New Territories 462,100 155, 120 583,990 1,201,210
TOTAL 1,064,790 349,740 1,291,560 2,706,090
100
28. By 1986, total employment is expected to number about
2,706,000 jobs. Of these 24.1 per cent will be on Hong Kong Island ,
0
OTHER
31.5 per cent in Kowloon and 44.4 per cent in the New Territories.
SQUATTER RESETTLEMENT GOVERNMENT
AIDED About 1,065,000 jobs, or 39.3 per cent of total employment, will
be in manufacturing, and by 1986, 43.4 per cent of all manufacturing
jobs will be located in the New Territories. This will be the result
of industrial developments at Tsuen Wan , Castle Peak and Sha Tin .
HOUSEHOLDS BY TYPE OF HOUSING 17 29 . For day -to -day needs, the pattern of retail trade will continue
to reflect population distribution since major housing developments
are planned to include shopping facilities. However, major town
EMPLOYMENT centre retailing areas are expected to be developed at Kwun Tong
and in each of the new towns. Total employment in retail trade will
25 . As work trips will continue to form a large proportion of all increase threefold by 1986, and will constitute a higher proportion
daily travel, it is important to establish the relationship between
the location and type of employment and the place of residence of
of total employment than at present. 1
30. " Other" employment will total about 1,292,000 jobs and
the worker (labour force ). The Passenger Transport Survey Unit both business and personal service industries will increase greatly
provided information on the occupations of household members, the economy expands and personal wealth increases. Government
the industries in which they were employed and the locations of departments, particularly in the areas of education , health and
their work places in the base year. Employment projections have medical services, will grow to keep pace with the needs of the
been made based upon anticipated development for three industrial increasing population. Employment in Central Victoria, the centre
groups. The resultant changes in employment between the base of Government, banking, insurance and trading activities, will rise
year and design year are shown in Table 32. While the greatest noticeably. Mong Kok will also experience expansion of commercial
increases are expected to take place in retail trade, the overall activity.
employment figures correspond closely with expected increases in
population and labour force. 31 . Density of Employment — The pattern of employment per
acre anticipated for 1986 in the urban area as shown in Figure 18,
EMPLOYMENT BY OCCUPATION GROUPS TABLE 32 is not significantly different from that in 1965. There is a high em
EMPLOYMENT
ployment-density belt along the north shore of Hong Kong Island.
OCCUPATION RATIO
GROUPS Base Year Design Year 1986/1965 This reaches its peak in Central District which will continue to be
the Government , financial, and commercial centre of a community
Manufacturing 574,130 1,064,790 1.85 numbering nearly seven million people in 1986. In Kowloon , Mong
Retail Trade 140,580 349,740 2.49 Kok stands out as the main business and commercial centre in the
Other 662,530 1,291,560 1.95 belt of high-density employment along Nathan Road from Tsim
TOTAL 1,377,240 2,706,090 1.96 Sha Tsui to Cheung Sha Wan . The zones along the Chatham Road
corridor, continuing through Kowloon City and Wong Tai Sin to
Tsz Wan Shan , reflect a continuation of mixed land uses, with 50
26 . Distribution of Employment In the base year, total employ to 199 employees per acre. The industrial estates at San Po Kong
ment is estimated at about 1,377,000 jobs. Of these 31.5 per cent and Kwun Tong are readily identifiable as areas of heavy employment
are on Hong Kong Island, 48.1 per cent in Kowloon and only 20.4 concentration .
per cent are in the New Territories. The distribution of employment 32 . The large industrial expansion expected in the New Ter
by major geographic areas and type of work is indicated in Table
ritories will be confined to those zones in which new towns are
33 , for both the base year and the design year.
planned . Figure 19 illustrates that for most of the New Territories
27 . In the base year, manufacturing accounted for 41.7 per cent outside these three new towns, little change in the employment
of total employment and retail trade 10.2 per cent. Manufacturing pattern is expected. Industrial plants away from the new towns will
is already influencing the development pattern in the New Terri take up surplus agricultural labour and so will not increase employ
tories, with 85,000 such jobs located there. These are predominantly ment density.
32
009
N
MIDI
TRAFFIC ZONE BOUNDARY
EMPLOYEES PER ACRE
0 - 9
10 - 49
}
50 - 199
200 - 499
OVER 500
V2 2
MAP SCALE IN MILES
-
DESIGN -YEAR EMPLOYMENT DENSITY 18
33
L
8
Å
จ
o
5
å
N
0
TRAFFIC ZONE BOUNDARY
왕 EMPLOYEES PER ACRE
0 - 4
5 9
10 - 49
♡ 50 - 199
od
19 DESIGN-YEAR NEW TERRITORIES EMPLOYMENT DENSITY
0
MAP SCALE IN MILES
3 5
1
LABOUR FORCE 35 . Using this classification , in the base year 72.1 per cent of
the total labour force were manual workers, and 27.9 per cent
33 . People living in the urban area, who worked 10 hours or
were non-manual . The total resident labour force was estimated as
more each week at the time of the home interview were included 39.8 per cent of the total Colony land population.
in the resident labour force. Estimates of the New Territories
labour force were made from 1961 census data. The location of 36. The labour force is expected to increase from 1,377,000 to
workers' residences established the home end of trips to and from 2,676,000 by the design year. The total labour force as a proportion
work. Their occupation is classified as " manual" or " non -manual" . of total population is then expected to be about 39 per cent. The
effect on the labour force of the gap in age group 15–24, as was
34. The relationship between the “ occupation status” and noted in the 1961 census, will have lessened by 1986.
" industry codes" used in the home-interview survey and the
" manual" or " non -manual" classification is as follows: 37. As the economic base of the Colony grows the demand for
goods and services will increase. The non- manual portion of the
CLASSIFICATION
labour force will therefore expand with the increase in professional,
OCCUPATIONAL Manufacturing, processing All other
administrative and clerical services, and the upgrading of those
STATUS transport and communications, Industry employed in retailing, and has been projected to rise to 37.8 per
construction and maintenance Codes
cent in the design year.
Unskilled labour Manual Manual
38. Distribution of Labour Force — The distribution of labour
Skilled labour Manual Non- manual force is similar to that for population as shown in Table 34. There
Self-employed persons Manual Non-manual is no great geographic variation in the proportions of manual and
non- manual labour force. Central Victoria, the Mid-levels and North
Shop and office clerks Non-manual Non-manual
Point are the only areas where there are more resident non- manual
Managerial and supervisory Non- manual Non-manual than manual workers.
34
DISTRIBUTION OF LABOUR FORCE TABLE 34 DISTRIBUTION OF HOUSEHOLDS BY INCOME CLASS TABLE 35
LABOUR FORCE HOUSEHOLDS
AREA AREA
Manual Non- manual Total Low Income Medium Income High Income Total
Base Year Base Year
Hong Kong Island 240,420 140,520 380,940 Hong Kong Island 113,460 53,820 20,030 187,310
Kowloon 538,470 176,070 714,540 Kowloon 253,570 85,490 19,890 358,950
Subtotal 778,890 316,590 1,095,480 Urban Area Total 367,030 139,310 39,920 546,260
New Territories 213,610 68,130 281,740 Design Year
Hong Kong Island 67,240 90,700 111,590 269,530
TOTAL 992,500 384,720 1,377,220
Kowloon 205,410 224,190 129,180 558,780
Design Year
Subtotal 272,650 314,890 240,770 828,310
Hong Kong Island 263,780 242,610 506,390
New Territories 207,140 243,080 171,240 621,460
Kowloon 642,800 340,080 982,880
TOTAL 479,790 557,970 412,010 1,449,770
Subtotal 906,580 582,690 1,489,270
New Territories 759,390 427,790 1,187,180
TOTAL 1,665,970 1,010,480 2,676,450 45 . The rise in revenue gained from entertainment tax cannot
be attributed merely to population growth nor increases in the tax
rate, since neither has risen in proportion . Figure 20 shows a number
39. It is worth noting that while only 27.7 per cent of the base of indicators of rising personal wealth, such as the rapid growth of
year labour force resided on Hong Kong Island, 31.5 per cent of car ownership and the demand for telephones. Equally relevant is
all jobs were located there. Similarly, 51.9 per cent of the labour that whereas in 1958 (the first year of operation ) there were only
force lived in Kowloon but the proportion of total jobs there was 2,500 sets linked to Rediffusion wired television , by the end of the
48.1 per cent. The total urban area accounted for 79.6 per cent of first quarter of 1966 , there were 55,000.
both employment and labour force.
46 . Increase in Real Wages — The wage index, as calculated by
40. Projections to the 1986 design year indicate that Hong Kong the Department of Labour from data relating to about 55 per cent
Island and Kowloon will contain 55.6 per cent of employment and of the labour force, shows that wage rates rose by 73 per cent
of labour force but that Hong Kong Island will have 24.1 per cent between 1958 and 1965. According to the Report on the Cost of
of employment with only 18.9 per cent of the labour force. This Living Survey 1958-1963 /64, the cost of living rose by only 14 per
will result in continued heavy travel across the harbour between cent. Thus the increase in real wages — that is, the extra money
the Island and Kowloon . available for spending by an individual worker — was over 50 per
cent between 1958 and 1965. This large increase in incomes over a
relatively short period is apparently a consequence of the rapid
HOUSEHOLD INCOME
industrialisation that began in the early 1950's.
41 . The home-interview survey was designed to provide data 47 . The growth rate in incomes up to 1986 will not be so rapid .
on the relationship between household income, car ownership There are increasing demands on Government for much larger
and travel generation. Information on income was obtained by expenditure on social services, education, housing, medical and
household groups in the home- interview survey by eight income health care. In addition , the planned public works programme will
ranges. require major increases in expenditure on roads, drainage, transpor
42. In travel analysis, the relative household income is of more tation and other public services. The money for these items can
only be raised by income taxes, duties, licences, fees, etc. Therefore,
importance than the absolute amount. Therefore, to make the
data more manageable and to limit the number of household cate both direct and indirect taxation will probably increase over the
period to 1986. Considering all these trends, there should be solid
gories to be used in the projections, the eight income ranges were
grouped into three basic classes as follows: but not spectacular improvement in the general economy; and it
has been estimated that household incomes will rise by 3.5 per cent
Income Class Monthly Income Per Cent Households by Class per year to 1986, assuming constant 1965 monetary values.
Low Less than $600 67.20 48 . By 1986 it is expected that the distribution of households
Medium $ 601 to $ 1,500 25.50
amongst the three income classes will be as follows: 33.1 per cent
High Over $ 1,500 7.30
in the low range, 38.5 in the medium and 28.4 in the high range.
43 . Distribution of Households by Income Class - Each of the three
-
income classes contains a large enough number of households to CAR OWNERSHIP
provide stable relationships. The distribution of households by 49. Household income and car ownership directly affect the
income class is shown in Table 35. number of trips and the choice of travel mode by members of a
household. The mobility afforded by a car usually results in different
44. Indications of Rise in Personal Income — The amounts collected
by the Government in duties, rates and internal revenue are an travel patterns for car-owning and non -car-owning households.
indication of increases in personal wealth and standard of living. Public transport riding generally declines as car ownership increases.
In the 1958–59 financial year, out of a total Colony revenue of $629.32 50. The advantages of car ownership are less pronounced in high
million (about $ 225 per capita) $ 380.76 million , or 60.5 per cent, density areas. Numerous households concentrated into aa small area
was derived from duties, rates and internal revenue. In the 1964-65 support shops and service establishments which depend on walk-in
period, the total Colony revenue was $ 1,518.28 million about trade and people can thus supply their daily needs without using
$ 410 per capita) and of this $ 914.59 million , or 60.2 per cent, was motorised transport . Areas of high density usually support a higher
derived from duties, rates and internal revenue. In 1965 an additional level of public transport service, even in off -peak periods. Parking
$ 85.0 million or 5.7 per cent was derived from licences and franchises, is often difficult in these areas and the availability of off -street
most of which came from the royalties paid by the public utility parking for residential property often affects the decision to purchase
companies. Thus about 65.9 per cent of the Colony revenue comes a car. Traffic congestion tends to discourage all forms of transport
from indirect taxation on the spending public. but, since public transport services are often affected more adversely
35
L
L
1
ON
800
USI
N
ERS
SIO
IFF
IEV
EVI
RED
REC
TEL
700
(
NS
600
E
IO
ON
AT
PH
IC
LE
PL
W
TE
VE
AP
-
500
)=1INDEX
( 00954
-
400
ATE
-PRIV CARS
300
ENT
TAINM
ENTER TAX
....
... ....
.....
. ....
200
POPULATION
100
1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965
YEAR
INDICATORS OF INCREASING PERSONAL WEALTH 20
than cars, congestion , with the attendant low speeds, delays and out of savings in housing costs . The fact that car-ownership rates
parking difficulties, has less effect on car ownership than is generally are higher in the older estates than in the new is evidence of this.
assumed. This may discourage the use of a car but has little effect 54. Government policies on such items as parking , imports,
on the decision to buy.
taxation , size restriction and road pricing may all affect car ownership.
51 . The home-interview survey identified as "car-owning" any However , none of these could be directly reflected in the parameters
household having the full use of a motor car on the day to which the used for forecasting.
home interview related . A number of private cars are company
55 . Car ownership forecasts were developed by equating car
owned and not used for personal travel by members of households. ownership to household incomes in each housing type, and then
The data from the home interview on car ownership, therefore,
does not include those households which might have partial use of projecting the incomes and housing types to find the future car
cars of this type. ownership in each traffic zone. Other estimates based on trends in
Hong Kong and in other areas were used to test the overall total
52 . Cars were available in 6.7 per cent of all households in the obtained by this method . Taking into account all the above, the
base year. By comparison, cars were owned in 38 per cent of all overall figure of 256,000 car -owning households appears to be a
London households in 1962. In Melbourne, 63 per cent of the house reasonable estimate. The distribution of car ownership in the base
holds had cars in 1964, while in large American cities about 75 per and design years is shown in Table 36. Figure 21 illustrates the per
cent of the households are car-owning. centage distribution of car ownership by housing type.
53 . The present urban form of Hong Kong, with its high densities , DISTRIBUTION OF CAR-OWNING HOUSEHOLDS TABLE 36
large amount of mixed residential and commercial use and the full
site coverage of buildings, severely limits the amount of off-street NON
CAR-OWNING CAR-OWNING TOTAL
parking space available. With the large government building pro AREA
HOUSEHOLDS HOUSEHOLDS HOUSEHOLDS
gramme and the progressively intense private development activity Number Per Cent Number Per Cent
the proportion of the population housed in modern buildings will
continue to grow. Household income and the level of car ownership Base Year
Hong Kong Island 15,910 8.5 171,400 91.5 187,310
are closely related and , with the rise in incomes, a corresponding Kowloon 5.8 94.2
20,900 338,050 358,950
rise will be demanded in the standard of these buildings and the
amount of associated parking space. Already the Housing Authority Urban Area Total 36,810 6.7 509,450 93.3 546,260
provides one car space for every 12 flats and competition in the Design Year
private housing field will probably mean more middle income flats Hong Kong Island 55,460 20.6 214,070 79.4 269,530
with parking spaces. The provision of more parking facilities in new Kowloon 88,350 15.8 470,430 84.2 558,780
developments will also be stimulated by the fact that many estates Subtotal 143,810 17.4 684,500 82.6 828,310
are planned for locations which are difficult to serve adequately by New Territories 111,910 18.0 509,550 82.0 621,460
public transport . Also, since comparatively low rents are charged in TOTAL 255,720 17.6 1,194,050 82.4 1,449,770
Government-aided housing, it is possible that cars will be purchased
36
56 . About 112,000 car -owning households are expected to be
located in the New Territories. Within the present urban area the
100
1965 total of 37,000 car-owning households is expected to increase
to about 144,000. Many of these will be located in new developments
where provision for off-street car parking will be required. However,
90
DESIGN YEAR many new car-owning households will be located in existing densely
BASE YEAR developed areas, thus creating still more problems in the use of
80 street space. It is probable that the high densities are incompatible
with car ownership at the expected levels, unless grade-separated
PERCENTAGE
70 public transport systems are built and the roads are rebuilt to
segregate pedestrian and vehicular movements.
60
HOUSEHOLD INCOME, CAR OWNERSHIP
AND HOUSE TYPE
50
57. The percentage distribution of households by income class
40 and house type is shown in Figure 22. The largest numerical
increases between the base year and design year are in high income
" Other " households and low income resettlement households .
30
However, as most of the low income squatters are expected to
move into resettlement estates, the growth in this category becomes
20 much less significant.
58 . Figure 23 shows how car ownership rises with increasing
10
income. This chart is based on the eight income groups included in
the original home-interview survey. These data seem to indicate
0 that approximately 65 per cent of the households would own
SQUATTER RESETTLEMENT GOVERNMENT OTHER cars if they could afford them and if there were room on the roads
AIDED
and in the available parking spaces.
59 . In the design year about 45 per cent of high , 11 per centofme
dium and 2 per cent of low income households are expected to own
CAR OWNERSHIP BY HOUSING TYPE 21 cars. About 222,000 " Other " , 19,000 Government-aided and 14,000
resettlement households will be in the car-owning category. It may
be felt that the projections for car ownership in resettlement and
100
MONTHLY INCOME
90 DESIGN
LESS THAN $ 600
YEAR
BASE $ 600 TO $ 1500
YEAR
80
MORE THAN $ 1500
PERCENTAGE
70
60
50
40
30
20
10
o
SQUATTER RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
HOUSEHOLDS BY INCOME GROUP AND HOUSING TYPE 22
37
62. It is expected that by 1986 there will be about 1,959,000
students in the Colony. Of this total, about 19 per cent will live
100
on Hong Kong Island, 36 per cent in Kowloon and the remaining
45 per cent will be living in the New Territories. These forecasts
PERCENTAGE
90 were developed from the 1965 ratios of students per household
80 within each traffic subzone for the urban area and from 1961 census
NON CAR - OWNING HOUSE HOLDS data for the New Territories related to the projected age structure
70
of the population by 1986. Full account was taken of planned in
60 creases in enrolment at the universities, and it was assumed that
50 100 per cent of primary -school-age children will attend school.
40
Increases in secondary school attendance and students continuing
in school for matriculation were also considered .
30
CAR -OWNING HOUSEHOLDS
20
SUMMARY OF PLANNING
10 CHARACTERISTICS
0
1000 2000 3000 4000 5000 6000 63 . It is the purpose of the planning studies to define and quantify
MONTHLY INCOME those activities which relate to the generation and attraction of
travel . Of primary importance are the high residential and employ
ment densities and mixed land uses which characterise the urban
EFFECT OF HOUSEHOLD INCOME development. Major influences in shaping the growth of the urban
ON CAR OWNERSHIP 23 area, and to an increasing extent the New Territories, are the
physical land form , reclamation projects, and building and town
planning programmes.
64. Planning Projections - The planning projections are estimates
Government- aided developments are on the high side. However, of the magnitude and distribution of various facets of urban and
since it is assumed that there will be no control on the maximum rural life affecting the movement of people. They are based on the
long term trends which the Colony Outline Planning Team conceived
a tenant may earn, many households, especially those with two or
as being a reasonable distribution of population at the time this
more workers, will earn enough to become car -owners. In some study was being carried out. Since a large amount of both Government
cases the locations of housing estates are such, in relation to public
transport services, that a car is useful and widens job opportunities. and private development is forecast for the New Territories, certain
implications of these projections require careful consideration and
periodic review should be undertaken to detect any changing
STUDENTS AND SCHOOL ENROLMENT trends. If the aims of population dispersal are to be achieved along
with other desirable community goals, such as improved housing
60 . School travel contributes significantly to the overall number standards, better schools, more open space and an improved trans
of trips and , like work travel , is highly repetitive. It is, therefore, port system, a review of town planning legislation is required. It
important to know the residential distribution of students by must be noted that under existing legislation , the development
traffic zones, and also the number of students attending school in plans so far approved or proposed for various parts of the present
each zone. Information on the number of students living in house urban area have population ceilings of such magnitude that the
holds was provided by a special school survey carried out by the whole of the population increase forecast up to 1986 could be housed
Passenger Transport Survey Unit. School enrolment figures were in the present urban area. This raises questions as to the role of
provided by the Department of Education.
private investment in the proposed new towns and the speed with
which these towns may become viable communities. If private
61 . Because of the multiple use of school facilities, part-time
enterprise continues to be attracted to the present urban area and
students and those living outside households, the number of resident there are no planning controls to direct investment in buildings
students shown in Table 37 is slightly less than the school attendance and land, intolerable strains may be placed on the community
listed in this table. These figures are used to provide an index of
with the attendant extra costs involved in trying to ameliorate them .
the relative attraction of school trips made by resident students.
The distribution of resident students closely follows that of popula 65. Provision to Accommodate Increased Travel — The increase in
-
tion .
car ownership, coupled with high densities and increasing personal
travel , means that imaginative urban design will be required to
DISTRIBUTION OF RESIDENT STUDENTS evolve the physical forms necessary to accommodate the increase
AND SCHOOL ATTENDANCE TABLE 37 in travel, whether above ground, on the surface or underground.
Suitable provision must be made for pedestrian and vehicle move
AREA RESIDENT STUDENTS SCHOOL ATTENDANCE ments not only in business but also in residential areas. The car
ownership forecasts for the new towns of Tsuen Wan , Castle peak
Base Year
and Sha Tin accentuate the need to examine the internal movements
Hong Kong Island 244,390 244,510 within them .
Kowloon 403,180 411,730
Urban Area Total 647,570 656,240
Design Year
Hong Kong Island 370,260 378,100
Kowloon 710,370 721,800
Subtotal 1,080,630 1,099,900
New Territories
TOTAL
878,200
1,958,830
879,800
1,979,700
1
38 1
TRAVEL CHARACTERISTICS
AND PROJECTIONS 5
1. A superficial inspection might give the impression that urban MANUAL WORK TRIP GENERATION RATES TABLE 38
traffic movement is entirely random in character. However, consist MANUAL WORK TRIPS PER MANUAL WORKER
encies are revealed when large numbers of journeys are reduced HOUSEHOLD Car- owning Households Non -car -owning Households
to such basic components as trip purpose, travel mode and trip TYPE Low Medium High Low Medium High
Income Income Income Income Income Income
length . All movement expresses the social and economic activities
of the community and , once the relationship between travel and these 1.78 1.81 1.33 1.47 1.61 1.50
Resettlement
activities is established , a mathematical evaluation of traffic flow can 1.98
Government-aided 1.98 1.96 1.90 1.80 1.33
be made. Existing travel patterns in Hong Kong have been analysed Other 1.82 1.29 0.80 1.20 1.45 1.12
intensively to derive these mathematical relationships. TOTAL 1.80 1.46 0.85 1.40 1.64 1.33
HOME-INTERVIEW SURVEY
NON-MANUAL WORK TRIP GENERATION RATES TABLE 39
2. Two complete home-interview surveys were conducted by
the Passenger Transport Survey Unit. One was based on a selective NON-MANUAL WORK TRIPS PER
NON-MANUAL WORKER
sample of households obtained from Government building and hous HOUSEHOLD
Car -owning Households Non - car -owning Households
ing records. The other was based on a sample of car and motor TYPE
Low Medium High Low Medium High
cycle-owning households, taken from motor vehicle registration Income Income Income Income Income Income
data. A total of 7,853 households was included in the former and
4,161 in the latter. The car -owning households included in the Resettlement 1.44 1.44 1.44 1.15 1.16 0.98
Government-aided 1.91 1.90 1.90 1.90 1.90 1.90
building-unit survey were later removed , to avoid duplication when
Other 1.54 1.87 2.22 1.41 1.78 1.75
the data from the two surveys were combined . TOTAL 1.52 1.83 2.20 1.23 1.57 1.62
3. The home-interview survey data provided most of the in
formation upon which this study is based . A great deal of information
about household characteristics, in addition to travel information OTHER HOME-BASED TRIP GENERATION RATES TABLE 40
concerning the members of the households, was gathered ( ).
OTHER HOME-BASED TRIPS PER PERSON
4. The Passenger Transport Survey Unit applied the initial HOUSEHOLD Car-owning Households Non - car-owning Households
TYPE Low Medium High Low Medium High
expansions to the basic data. Additional expansions, adjustments Income Income Income Income Income Income
and corrections were then made based on comparisons with other
data, including all cross-harbour travel as measured in the ferry Resettlement 0.80 0.80 0.80 0.30 0.40 0.64
surveys. Analysis began after comparison with known full -scale data Government-aided 0.43 0.96 0.81 0.50 0.53 0.92
revealed sufficient correlation to proceed with confidence . Other 1.29 1.25 1.82 0.46 0.57 1.11
TOTAL 1.07 1.15 1.75 0.36 0.49 0.94
TRIP GENERATION (HOME-BASED )
5. Trip Generation is a term used to describe the number of BASE-YEAR URBAN AREA PUBLIC TRANSPORT
journeys starting or ending in a zone, in relation to its social and TRIP GENERATION RATES TABLE 41
economic characteristics. A study of trip generation does not attempt
CAR-OWNING NON -CAR -OWNING
to cover all the characteristics of trips — direction, length , duration, HOUSEHOLDS HOUSEHOLDS
etc.—but simply to quantify and classify the trip-ends in each zone. TRIP PURPOSE
Trips per Trips per
Trips( 1 ) Household Trips(1) Household
6. Since home- based trips constitute more than 80 per cent of
the total and can be related to household characteristics, they are Manual Work 1,118 0.31 763,655 1.41
analysed separately from those which are non-home-based. The Non-manual Work 22,082 0.61 334,512 0.62
home-based trip generations from the expanded home-interview Other Home -based 68,436 1.89 812,640 1.50
survey were stratified according to trip purpose and related to Total Home-based 101,636 2.81 1,910,807 3.53
various categories of households. Many categories were considered Non -home-based 35,520 352,817
before settling on house type, car ownership, and family income as
TOTAL 137,156 2,263,624
the variables to be used . The generations were converted to trip
rates per person , as summarized in Tables 38, 39 and 40. ( 1 ) Does not include school crips.
7. The actual trip rates used in the survey were different for comparative purposes, Table 41 shows the public transport trips
each of the 10 primary traffic zones, and those presented in the tables and the trip rates per household as obtained from the home
are the Colony averages. The trip rates for squatter households interview survey(2). It should be noted that the term " trip " as used
were also produced as part of the process, but since it is assumed
( 1 ) The only information included in this report is that which is pertinent to che Mass Transport
that all squatter households will have been relocated in permanent Scudy . Further information can be found in the report. " Hong Kong Passenger Transport
Survey 1964–1966" by the Passenger Transport Survey Unit.
housing by the design year ( 1986), they are not included as a separate ( 2 ) In order to avoid discrepancies, the statistical data in this chapcer have not been rounded .
category. The trip rates used in the projections were for total This does not necessarily indicate the degree of accuracy .
(3) There is likely to be some discrepancy between the total trip information presenced in this
transport, and the public transport portion was obtained from the report and the forthcoming Long Term Road Study Report , since further adjustments of the
basic data relating to private transport are being made as part of that study. This, however,
modal split process described later in this chapter. However, for will not affect the public transport trips.
39
in this chapter refers to the entire journey from origin to destina home-based trip attractions . The following equations were used :
tion regardless of the number of modes used . Therefore, the totals Non -home-based trip origins =
quoted herein for the base year do not compare with the totals
derived from the records of the public transport companies. Public
0.220 home-based attractions – 390.368 -
1
transport and total(3) trip generations, and generations per household Non-home- based trip destinations =
are tabulated in the appendix of this report. 0.232 home- based attractions 726.831
8. New Territories Travel — As the home-interview survey was SCHOOL TRIPS
only conducted within the urban area, it was necessary to syntheti
12 . The Passenger Transport Survey Unit made a separate school
cally calculate data for the New Territories. As primary Zone 8 is
the urban area most closely resembling the New Territories, having
survey during the school term , since the home-interview survey
was conducted in the summer months when many schools were not
some concentrations of urban development though primarily rural, in session . The school information obtained in the home-interview
the trip generation rates obtained in this zone were used to represent survey was therefore removed and a separate analysis was made of
conditions in the New Territories. A completely independent the school survey information .
analysis of New Territories travel was also made based on survey
information gathered there as part of this Study. A comparison of 13 . The number of school trips in the base year was related to
the results obtained by these two methods revealed very similar the number of resident students and the school enrolment in each
trip patterns. (Overall, the independent analysis resulted in 5 per zone. Public transport school trips were projected to the design
cent more trips ; but in the largest zone, Tsuen Wan , it was within year based on the resultant equations but the appropriate constants
3.6 per cent.) Therefore, the simulated New Territories data based were reduced to produce a smaller proportion by public transport.
on primary Zone 8 were used for the projections, as they provide Overall there was a 28.6 per cent reduction . This was done in recogni
more detailed information that can be of value later . tion of the efforts being made to improve the accessibility of schools
in the Colony. This will make it possible for a higher proportion of
students to attend school in their own neighbourhood and will thus
TRIP ATTRACTION ( HOME-BASED )
increase the proportion who walk to school . Table 42 shows the
9. An analysis of the various attracting influences exercised by present proportion of school trips by the various modes of travel .
different activities throughout an area becomes quite complex due
to their interaction . A person about to make a trip is influenced URBAN AREA SCHOOL TRIPS BY MODE OF TRAVEL TABLE 42
by many different considerations in his choice of destination . The DAILY SCHOOL TRIPS
MODE
location of available jobs, shopping centres, schools, recreational Number Per Cent
facilities and other activities, largely determines the number of
trips attracted to the various zones. Therefore, trip attraction has Walk and bicycle 733,300 56.6
Public transport 456,020 35.2
been developed by regression analysis, using the parameters available Private transport 99,570 7.7
for each zone. The best correlation between trip attractions and Mixed public and private 6,260 0.5
planning parameters was found in the following equations:
TOTAL 1,295,150 100.0
Attractions from Car-owning Households
= 0.416X, + 24.522X2-37.036 for Manual Work Trips
= 2.381X2-156.276 for Non- manual Work Trips School trip data for the base and design years are included in the
= 1.379X4+ 0.070X5 + 0.389X6–218.954 for Other Home-based Trips appendix tables of trip generations and attractions by sector and
Attractions from Non -car -owning Households purpose.
= 1.392X7-663.386 for Manual Work Trips
= 2.403X3–1,561.602 for Non-manual Work Trips TRIP -END PROJECTIONS
= 4.235X4 + 2.723X5 + 0.860X6-478.547 for Other Home- based Trips
14. The trip rates and regression equations, developed from
where :
analyses of travel data for the base year, were applied to the design
X , = Number of manual employees who are residents of households with cars year ( 1986) household categories and planning parameters. This
X2 = Attraction index (attraction rating for each zone) was done to obtain the trip-ends for the design year and is based
X3 = Number of non-manual employees who are residents of households on the premise that, on an average, the members of households
with cars
with certain social and economic characteristics will have certain
Xo = Cars available
х; Retail employment travel habits. In the future the number and distribution of house
holds in any given category may change and individual families may
II
Xo Other employment
Xy = Number of manual employees who are residents of households without move from one category to another but the basic relationship
cars between travel and other characteristics remains the same for each
household category.
Xo = Number of non-manual employees who are residents of households
without cars
15 . Table 43 is a summary of the total design-year trip-ends
10. To provide an additional parameter for use in this analysis, according to purpose and geographic area. More detailed tables
each zone was rated with an attraction index number based on the are included in the appendix .
amount of activity in each zone. This parameter was found to be
DESIGN -YEAR TRIP- ENDS BY ALL MODES TABLE 43
significant in the attraction of manual work trips. Public transport
and total attractions by sectors are tabulated in the appendix along TOTAL TRIP-ENDS( 1 )
with the subjective attraction points for each zone in the base and AREA Manual Non - manual Other Non
Total
Work Work Home -based home -based
design years.
Hong Kong Island 809,554 1,173,491 2,293,720 1,103,228 5,379,993
NON -HOME-BASED TRIPS Kowloon 1,754,802 1,013,601 3,170,394 1,283,524 7,222,321
Subtotal 2,564,356 2,187,092 5,464,114 2,386,752 12,602,314
Non-home- based trips, like attractions, cannot logically be
New Territories 2,158,964 1,318,342 2,168,446 1,342,332 6,988,084
equated to household characteristics. The factors that motivate
this type of trip are varied and complex. Therefore, these trips were TOTAL 4,723,320 3,505,434 7,632,560 3,729,084 19,590,398
developed by regression analysis, and non -home- based origins and
( 1 ) Does not include schoolcrips. Since each trip has two ends , these represent double the number
destinations were found to correlate with the number of total of trips.
40
TRANSPORT SYSTEMS ASSUMED FOR Edinburgh Place and Hung Hom - Wan Chai lines, which it was
-
TESTING assumed would be replaced by buses using the cross-harbour tunnel .
A hovercraft ferry, operating between the Western District of Hong
16. Up to this point the analysis has only concerned the total Kong Island and Castle Peak, was also included as part of this system,
number of trip-ends in and out of each zone. No consideration has supplementing an express bus operating to Castle Peak from Kowloon .
been given to the mode of travel nor to the length and direction 23 . The Kowloon - Canton Railway was assumed to be double
of trips. To take these into account it was necessary to relate the tracked to Sha Tin to provide added passenger capacity to this
travel to a specific network, or networks. Three complete design future New Town. Access to the existing Yau Ma Tei Station would
year public transport systems were devised to fill this need and need to be improved to provide for transfer with buses, and for
to provide the basis for the study of alternatives. Each of these
conceptual systems was sufficiently different from the others to
better pedestrian connection with Mong Kok. A bus- railway transfer
station was also included at the new Hung Hom railway station .
provide information on a wide variety of public transport services Individually powered diesel passenger cars operating between Hung
and give a clear indication of the value of each . However, all the Hom and Sha Tin were envisaged as a major component of this
systems were designed to serve the same living, industrial and system .
commercial areas, so the principal variation was in the type and
level of public transport service offered. 24. System 2 – This system was designed to provide a basic
high-capacity rapid-transit service in the main travel corridors,
17. Since future travel volumes were not known at the time
including the cross-harbour movement ; it also allowed for a com
the test systems were devised, it was necessary to anticipate the plete network of surface bus transport for those areas and short
public transport service that would be needed . To arrive at the
trips not accommodated by rapid transit. This system is shown in
system required , hypothetical systems were designed which were
Figure 25. The rapid transit was envisaged as predominantly an
above and below estimated needs. The first system tested consisted overhead system, but with underground segments at least through
primarily of improvements and extensions to the existing surface the Central and Western Districts on the Island , across the harbour
public transport system with no rapid-transit elements. The third and extending approximately one mile north in the Nathan Road
system included extensive rapid transit supplemented by bus, train corridor of Kowloon. There was rapid transit within the extended
and ferry services. The second system fell between these two, urban area, including Kwun Tong, Tsuen Wan and Sha Tin , with direct
including a smaller proportion of rapid transit and relying more connection to express and local buses running to suburban com
on surface vehicles. munities .
18 . All of these systems were converted to coded network form 25 . The Kowloon-Canton Railway was assumed to be electrified
for traffic assignment by computer. The network speeds were to Sha Tin and equipped with rapid-transit type vehicles to make it
based on detailed travel-time studies of existing public transport an integral part of the urban system. It was tested as a double-track
movements, modified to reflect expected street improvements and system from Hung Hom to Sha Tin , including the tunnel north of
growing traffic congestion . The rapid-transit speeds were computed Kowloon. It was assumed that all goods movements would be accom
from station spacing and the performance characteristics of modern modated in the late night and early morning hours to avoid inter
equipment. Walking, waiting and transfer times were based on ference with day-time passenger services. A new station was included
field surveys in some instances and on an analysis of anticipated in Kowloon Tong to provide direct connection with other parts of
conditions in others.
the rapid-transit system. The overall length of the rapid-transit
19. System 1 - This system was designed to test whether the lines, including the Kowloon -Canton Railway section , was 33 miles
capacity requirements of future urban travel could be met, with and there were 45 stations. A few cross-harbour ferry routes were
minimum capital expenditure, by expanding the existing public included to supplement the cross-harbour bus and rapid-transit
transport system of buses, trams, ferries and the passenger services services. A hovercraft ferry operating between the western part
of the Kowloon-Canton Railway. Even this minimum - cost system of Hong Kong Island and Castle Peak was also included .
would require large capital expenditures for additional vehicles and 26. System 3 — This system assumed maximum development of
for the replacement of existing ones. The main components of this rapid -transit routes and is shown in Figures 26 and 27. It was designed
system are shown in Figure 24 and briefly described below. to divert as many trips as possible from surface buses and trams,
20. The majority of passenger movements would continue to be as well as from automobiles and taxis, and to accommodate these
accommodated by ordinary surface bus lines, expanded in coverage trips efficiently. It would provide direct rapid-transit service to
and capacity to meet increased future travel . To reduce the travel Junk Bay, Kwun Tong, Sha Tin , Tai Po , Tsuen Wan , Castle Peak and
times of longer distance journeys, local buses would be supplemented Aberdeen. It included two rapid-transit harbour crossings. The
by limited -stop or express bus lines on major thoroughfares. Many overall length of the rapid-transit system would be 70 miles and
street improvements would need to be made to facilitate the move there would be 68 stations.
ment of buses if this plan were adopted . Several bus terminals were 27 . The improvements to the Kowloon-Canton Railway would
included to provide off -street loading facilities and to facilitate be similar to those for System 2, except that an additional connec
transfers between express and local services . tion between the railway and the urban rapid-transit system would
21 . Major improvements in the tramway service included re be provided at the new Hung Hom railway terminus. In this system,
locating the portion of the line through the Central District, between electrification and double tracking was extended to Tai Po.
the Naval Dockyard and the Western Market, into an underground 28. There would be a network of local surface buses operating
tunnel . This would require re-equipping the operation with single for the short trips and in areas not close to rapid-transit stations.
decked cars of either articulated or multiple-unit type. Improvements It is doubtful whether passenger ferry service within the harbour
would also include extending the tram line to Chai Wan and changes could be sustained with this system . However, the ferry services
in the Wan Chai area to increase the speed of tram operation . to the outer islands would have to continue and there might still
The portion of the line that now runs on Johnston Road would be be a need for vehicular ferries to supplement the cross- harbour
relocated to Hennessy Road , to eliminate the need for trams to vehicle tunnel . A hovercraft service from Kennedy Town to Castle
turn across the Hennessy Road traffic at each end . Peak was also included in the network .
22 . The cross- harbour and outlying area ferries would continue to 29 . Trams were not specifically included in Systems 2 and 3 .
form vital links in the transport system and in many instances would However, the assignment of volumes to the many bus lines included
have to be expanded to meet new demands . All existing cross along the north side of the Island , provides an estimate of the total
harbour ferry routes would be retained except the Hung Hom - movement by surface transport, regardless of the type of vehicle .
41
HO
VE
RC CA PE
RA ST
FT TO LE AK
S
R AND
TO OUTE ISL
N
TRAIN ROUTE
TRAM ROUTE
FERRY ROUTE
BUS ROUTE
NOTE : LOCAL BUS ROUTES ARE NOT SHOWN
0 12
MAP SCALE IN MILES
42
2
TEST SYSTEM ONE 24
VE
RC
CA
RA
PE
ST
FT
AK
TO
LE
3
NG S
LYI AND
TO OUT ISL
RAPID TRANSIT
ROUTE
FERRY ROUTE
NOTE : BUS ROUTES ARE NOT SHOWN
2
MAP SCALE IN MILES
TEST SYSTEM TWO 25
43
ay
HO
VE
RC
CA
PE
RA
ST
AK
FT
TO
LE
NG S
LYI AND
TO OUT ISL
RAPID TRANSIT
ROUTE
FERRY ROUTE
NOTE : BUS ROUTES ARE NOT SHOWN
0
2
MAP SCALE IN MILES
44
TEST SYSTEM THREE 26
Lo Wu
MIRS BAY
DEEP BAY
Sheung Shui
Fanling n
Yuen Long Tai Po HARB
TOLD OULO HA
RBOUR
Kam Tin
Shek Kong
Castle Peak
Sha Tin Sai Kung
Tsuen Wan
OA
TSING YI
,
ISLAND PORT
MO
0 VE
RC
RA CA
ST P
SHELTER
NT LE EAK a
Kwico
GUT LYING ISLAND VICTO JUNK
RIA BAY
LANTAU ISLAND
HONG KONG ISLAND
RAPID TRANSIT
ROUTES
CHEUNE CHAU
FERRY ROUTES
BUS ROUTES
LAMMA ISLAND NOTE : NEW TERRITORIES BUS ROUTES
SIMILAR IN ALL SYSTEMS TESTED
ed
27 TEST SYSTEM THREE - NEW TERRITORIES
0
MAP SCALE IN MILES
MODAL DISTRIBUTION 33 . Conditions at Each Trip -End - Every trip has two ends, and
-
conditions at each end influence the choice of mode. The most
30. At some time every person making a vehicular trip(4) must important of these conditions are :
choose from different forms of transport and the factors which
influence a person's choice need to be studied in making an analysis (a) Net residential density. This influences car ownership and
of modal distribution . modal distribution . The incentive to own a car in high
density residential areas is less since such areas tend to
31 . Car Ownership - Analyses of modal distributions show that
-
have better public transport facilities (including taxis) and
the most significant variable is car ownership. The results of the less garaging space, and are better served by local shopping
analysis for Hong Kong also indicate its important effect on modal facilities, etc.
choice. This is apparent from an examination of Figure 29, which (6 ) Parking space. This obviously has a direct influence on
shows two distinct patterns of public transport journeys, one in modal choice since inability to find a parking space at the
car-owning, and the other in non -car-owning households. The attracting end of a trip discourages the use of a car.
differences are due to the fact that members of non - car -owning
households have a more limited choice in methods of travel . The (c) Public transport facilities. The proximity of public transport
effect of owning a car is to increase the total number of trips per facilities to the generating and attracting ends of the trip
day, and to reduce the number by public transport. influences the mode chosen . Long walking distances to
the nearest public transport stop will discourage its use.
32. Income and Family Composition - The other household
characteristics influencing the rate of trip generation by different 34. When more than one mode is available the various possibili
travel modes are household income, family size and the sex and age ties " compete " for the trip. People are then influenced by the
comparative quality and cost of each service. Here travel time,
composition of the family. Certainly household income is important cost, frequency of service, number of transfers, transfer times.
in modal distribution for it determines car ownership ; but beyond
this, higher incomes increase trip generation by all modes, rather convenience and comfort are most important. Unlike the other
than by any particular one. Likewise, the family size and its sex characteristics all these factors vary for different zone -to -zone
movements.
and age distribution affect its total number of journeys and their
purpose distribution more than the modal distribution . ( 4) Walking trips were not included in the analysis.
45
N
10
TRAFFIC ZONE BOUNDARY
ACCESSIBILITY INDEX
2
3
4
5
6
0
12 2
BASE - YEAR PUBLIC TRANSPORT
MAP SCALE IN MILES ACCESSIBILITY
46
28
35 . Travel time is the only one of these parameters which can PUBLIC TRANSPORT TRIPS BY ACCESSIBILITY RATING TABLE 44
be calculated objectively. Previous studies have shown, however,
PER CENT PUBLIC TRANSPORT TRIPS( 1 )
that it is not sufficient to use travel time alone in modal-distribution ACCESSIBILITY
Car-owning Non -car- owning All
RATING
analyses. The time required for walking, waiting and transferring Households Households Households
must be taken into account to obtain a proper measure of public
transport service. | (2 ) -
2 11.2 88.3 34.3
3 21.6 95.3 83.3
36. Accessibility Ratings — The analyses of modal distribution were 4 25.4 96.1 85.2
made by the use of accessibility ratings. There are many ways of 5 27.5 94.1 84.2
6 35.7 93.4 85.7
defining the “ accessibility " of a traffic zone and any definition will
be somewhat arbitrary . One could consider (a) the number of
( 1 ) Home-based crips only ; excludes non - home- based and school crips.
public transport routes passing through the zone ; (b) the frequency ( 2) No part of the urban area was in Accessibility Racing I in the base year.
of the transport services ; (c) the number of stops or stations ; (d)
the distribution of the routes among the various places that people
want to reach ; and ( e) the number of trip attractions within a given 38. Trip Distribution by Car Ownership - Table 45 is a summary,
distance or time. The best definition is one that is simple, rational, according to car ownership, of the percentage distribution of trips
easy to calculate and reliable . To provide this, an accessibility rating between the various modes. It shows that over 90 per cent of the
was defined for each traffic zone. These ratings reflect the travel trips from non - car -owning households are by public transport, while
time from each zone to all the others . Individual studies were made nearly 77 per cent of those from car-owning households are by
for each mode. Travel time included walking, waiting and transfer private transport. (It should be noted that " other public transport "
time to allow for public transport conditions . The general equation in this and the following table includes taxi , pak pai(s) and public
can be stated as follows: car trips.) Because of the high proportion of non -car -owning house
holds, over 78 per cent of all trips are by public transport.
X = n
employment in zone x
Accessibility of zone z = {
x = 1 time from zone x to zone z
=
TRIPS BY MODE AND CAR OWNERSHIP TABLE 45
The accessibility factors were then stratified and assigned numbers PER CENT OF ALL TRIPS
MODE Car -owning Non - car -owning All
between one and six. A low number (rating) indicates poor acces Households Households Households
sibility and a high rating indicates good accessibility. Figure 28
shows the public transport accessibility ratings for each zone in Bus 14.71 64.93 55.23
the base year. Tram 2.83 15.40 12.97
Ferry (1) 0.82 2.83 2.44
Other Public (2) 4.82 8.34 7.66
37. Correlation was revealed between the percentage of public
Total Public 23.18 91.50 78.30
transport trips and the accessibility ratings. This is shown in Figure Private 76.82 8.50 21.70
29 and Table 44. Therefore, the modal distribution between public
and private transport was made on this basis, using separate dis TOTAL 100.00 100.00 100.00
tributions for each mode and each primary zone, and for households
( 1 ) Trips using ferry only.
according to car ownership. ( 2) Includes Peak Tram, Kowloon -Cancon Railway , caxicab, pak pai, and public car trips.
-
39. Trips by Mode and Purpose — Table 46 shows the percentage
distribution of public transport trips by mode and purpose. It shows
that buses are the most frequently used of all public transport modes .
PUBLIC TRANSPORT TRIPS BY MODE AND PURPOSE TABLE 46
PER CENT OF PUBLIC TRANSPORT TRIPS
PERCENTAGE
100 PURPOSE
TRANSPORT
Other (2 ) Total
NON CAR OWNING HOUSEHOLDS Bus Tram Ferry (1)
90 Public Public
PUBLIC
80 Manual Work 76.15 14.74 2.99 6.12 100.00
Non- manual Work 69.56 20.09 4.41 5.94 100.00
70
Other Home-based 68.49 15.97 2.61 12.93 100.00
60 Non -home-based 64.94 18.15 3.30 13.61 100.00
TOTAL 70.54 16.56 3.12 9.78 100.00
50
40 ( 1 ) Trips using ferry only.
(2) includes Peak Tram, Kowloon - Canton Railway, taxicab, pak pai and public car crips.
30
CAR OWNING HOUSEHOLDS
20
40. Design- Year Modal Distribution – Two different sets of public
10 transport trip percentages were used for modal distribution in the
0 design year. For System I , the base-year percentages of trips by bus ,
2 3 4 5 6 tram and ferry were used since this system is similar in character
ACCESSIBILITY RATING to the present one. However, the accessibility ratings of many zones
were altered due to changes in travel time and employment. The
percentages of bus, tram and ferry trip generations and attractions
PUBLIC TRANSPORT TRIPS BY by purpose, accessibility rating and car ownership are included in
ACCESSIBILITY RATING 29 the appendix .
(5) Illegal taxi.
47
41 . Since Systems 2 and 3 contain rapid transit, a slightly different 46 . Geographic Distribution — Table 48 shows the public transport
approa was used. There is, of course, no existing information
ch trip-ends by geographic areas. As with the previous table, a numer
available to directly determine the proportion of persons who would ical increase is shown for every area, but the percentages decrease
use rapid transit for their daily travel . However, it is known that in each of the urban areas . This is the result of a more than
people will use the faster of two modes if the price is the same or if four-fold increase in the New Territories. These are trip-ends (genera
the extra cost of the faster mode is considered reasonable in terms tions and attractions) so the numbers are twice what they would
of the time saved . Therefore , the split between public and private be in a tabulation of trips.
transport travel for Systems 2 and 3 was made in the modal distri
bution phase of the analysis. The division of the resulting public PUBLIC TRANSPORT TRIP -ENDS BY AREAS TABLE 48
transport travel between rapid transit and surface vehicles was
made subsequently in the trip assignment process. Tables showing AREA
BASE YEAR DESIGN YEAR
Trip-ends Per Cent Trip - endsPer Cent
the percentage of public transport trip generations and attractions
for two rapid-transit conditions are included in the appendix. Basically Hong Kong Island 2,426,858 36.5 4,198,684 28.4
the public transport percentage for zones that are not within walk Kowloon 3,178,940 47.9 6,094,639 41.1
ing distance of a rapid -transit station is equivalent to the combined
Subtotal 5,605,798 84.4 10,293,323 69.5
bus, tram and ferry percentages. The percentage for zones within
New Territories 1,035,292 15.6 4,513,983 30.5
walking distance of a rapid-transit station includes both these, and
most “ other public transport” (taxis, pak pais and public cars). TOTAL 6,641,090 100.0 14,807,306 100.0
However, separate sets of percentages were used for each primary
zone and some subjective adjustments were made where special
conditions intervened . Figure 30 shows the public transport accessi 47 . Trips Per Household — The home-based trips were projected
bility ratings for each zone in the design year. These are the ratings on a trip-per-person basis. Table 49 shows the results on a trip
developed for System 2 and used for Systems 2 and 2A which is per-household basis according to major geographic areas. The number
described later . of trips per household will increase, with the projected increase in
the overall standard of living. The largest increase will be in the
42 . The modal distribution procedure produced the following Kowloon portion of the urban area.
numbers of average daily public transport trips :
System 1 6,526,630 HOME-BASED PUBLIC TRANSPORT
TRIP GENERATION RATES TABLE 49
System 2 7,403,653
System 3 8,011,510 AREA
TRIP GENERATIONS PER HOUSEHOLD
Base Year Design Year .
43 . Design - Year Patronage on Recommended System – The recom Hong Kong Island 5.13 5.55
mended system , as described in Chapter 6, includes more rapid Kowloon 4.06 4.87
transit than System 2 but less than System 3. As it most closely Urban Area 4.42 5.10
resembles System 2, the figure of 7,403,653 average daily public New Territories 2.89 3.45
transport trips derived from the analysis of System 2 is used for the Colony 4.08 4.38
recommended system. This conservative figure is used in the presen
tation of all design-year data, including the public transport trips
shown in the appendix tables. 48 . Distribution by Income — Figure 32 and Table 50 show the
distribution of trips by travel mode and household income. The
BASE AND DESIGN-YEAR TRIP modes shown are public transport, taxi and private automobile.
COMPARISONS As would be expected the proportion of public transport trips
diminishes and that of private car trips increases with rising incomes.
44. Many comparisons can be made to show the results of pro The taxi trips stay relatively constant throughout the income
jecting and distributing design-year trips. These indicate that the range. Here, " taxi " includes pak pais and public cars.
design-year projections are reasonable when considered in relation
to Hong Kong growth trends.
DISTRIBUTION OF TRIPS BY MODE AND INCOME TABLE 50
45. Distribution by Trip Purpose — Table 47 and Figure 31 show a
-
MONTHLY INCOME PER CENT OF TRIPS BY MODE
comparison, in terms of purpose, of base-year with design-year ( Dollars ) Public Transport Taxi Private Car
public transport trips. Although the number of trips increases for
0-300 88.4 5.6 6.0
every purpose, the percentage of manual work and school trips
301-600 87.0 5.2 7.8
diminishes. Other home- based trips (shopping, social , recreation ,
etc.) account for the majority of trips. However, combining the two 601-1,000 81.3 5.3 13.4 M
1,001-1,500 67.6 9.7 22.7
ML
work trip categories shows that work trips account for slightly 1,501-2,000 53.1 10.9 36.0
over 40 per cent of total trips in both years . 2,001-3,000
3,001-5,000
37.3
29.4
9.9
12.4
52.8
58.2
[
Over 5,000 14.9 12.8 72.3
PUBLIC TRANSPORT TRIPS BY PURPOSE TABLE 47
PURPOSE Trips
BASE YEAR
Per Cent
DESIGN YEAR
Trips Per Cent
49 .
[
Work Trips — Figure 33 and Table 51 show the relationship
Manual Work 939,202 28.3 1,845,634 25.0 between the work trip generations of a household and its income.
Non - manual Work 393,265 11.8 1,158,398 15.6 Public transport and total trips are shown . Work trips per household
School 530,530 16.0 929,100 12.5 increase very rapidly with rising income in the low income ranges.
Other Home- based 1,017,047 30.6 2,425,245 32.8 However, the public transport portion tends to drop where the
Non - home- based 440,501 13.3 1.045,276 14.1 income is more than $ 1,500 per month . Members of households
TOTAL 3,320,545 100.0 7,403,653 100.0 earning more than this can apparently afford to use taxis or pak pais
and some can purchase motor-cycles or cars.
48
o
o
000
MINI
TRAFFIC ZONE BOUNDARY
ACCESSIBILITY INDEX
2
3
5
6
DESIGN - YEAR PUBLIC TRANSPORT
MAP SCALE
12
IN MILES
2
ACCESSIBILITY 30
49
I
[
PERCENTAGE
TRANSPORT
40 5
PUBLIC
T
NSPOR
TRIPS
ALL TRA
ALL
DESIGN YEAR
[
HOUSEHOLD
BASE YEAR
TRIPS
30
PER
3
20
2
PUBLIC TRANSPORT
10
0
MANUAL NON - MANUAL SCHOOL OTHER NON 0 1000 2000 3000 4000 5000 6000
WORK WORK HOME BASED HOME BASED
AVERAGE HOUSEHOLD INCOME
WORK TRIPS PER HOUSEHOLD
PUBLIC TRANSPORT TRIPS BY PURPOSE 31 BY INCOME 33
50 . Trip -Ends Per Acre - Figures 34 and 35 show the geographic
-
WORK TRIPS PER HOUSEHOLD BY INCOME TABLE 51
distribution of public transport trip-ends in the urban area for the
base and design years. Since the sectors are of unequal size, this MONTHLY INCOME WORK TRIPS PER HOUSEHOLD
information is presented on a basis of trip-ends per acre. All the ( Dollars) Public Transport All Modes
0-300 1.2 1.4
301-600 2.2 2.5
601-1,000 3.1 3.6
1,001-1,500 3.1 3.8
1,501-2,000 2.8 4.1
2,001-3,000 2.1 4.1
3,001-5,000 1.5 4.4
100 Over 5,000 1.1 4.8
90
PERCENTAGE
80
New Territories zones have less than 100 trips per acre in the
70
CAR base year. In the design year, Tsuen Wan (Zones 921 and 924) is
60 in the 450 to 1,000 trips-per-acre category and Sha Tin (Zone 941 )
50 is in the 200 to 450 trip category. All other New Territories zones
have less than 100 trips per acre in the design year.
40
PUBLIC TRANSPORT
30
51 . Maximum and Minimum Design -year Trip Generations -
20
TAXI Relating trip generations per household to various parameters such
10 as income, population density and car ownership results in a wide
0
variety of generation rates. If these rates were applied to the estimated
0 1000 2000 3000 4000 5000 6000 number of design-year households, a wide variety of total design
AVERAGE HOUSEHOLD INCOME year trips would result. This simplified method of projection can
only be expected to give a rough approximation for the total trip
ends. However, such an approximation was made to test how the
projection of public transport trips compared with an estimate of
maximum and minimum design-year trips. It was considered that
a practical minimum would result from a direct application of
present trip rates, as calculated from the base-year data. This assumed
TRIPS BY MODE AND INCOME 32 that there would be no increase in the standard of living, and that
all factors (except the numbers of households) affecting travel
would remain static for the next 20 years. To obtain a maximum
50
a
o
N
SECTOR BOUNDARY
IIIII
TRIP ENDS PER ACRE 0
UNDER 100
100 - 200
200 - 450
450-1000
OVER 1000
DENSITY OF BASE-YEAR
0
MAP SCALE
12
IN MILES
2
PUBLIC TRANSPORT TRIP- ENDS 34
51
o
SECTOR BOUNDARY
TRIP ENDS PER ACRE
UNDER 100
100 - 200
200 - 450
450-1000
OVER 1000
0 12
DENSITY OF DESIGN- YEAR
2
MAP SCALE IN MILES
PUBLIC TRANSPORT TRIP- ENDS
52 35
figure, the trip rates produced from a comparison including popula 53 . Trip Distribution Model — An interactance trip distribution
-
tion density and household income were used . The maximum rate model was chosen for projecting zone -to -zone movements. The
was found to occur in high income (over $3,000), high density model relates the numbers of individual zone-to-zone movements
(over 500 persons per acre) households, but there are only a small to the numbers of trip generations and attractions in each zone,
number of these and it is unlikely that they will predominate in and the travel time between each pair of zones. This type of model
the design year. Therefore, the rate (7.8 trips per household) for has proved reliable for trip distribution in many other cities of
medium density (80 to 500 persons per acre) and an income range diverse characteristics and is a member of the family of gravity
of $ 1,500 to $ 2,000 was used to estimate the maximum number of models.
trip generations in the design year. The results of this comparison
are shown in Figure 36 and Table 52. 54 . The form of the interactance trip distribution model, as
used in this study, may be expressed mathematically by the following
equation :
K
=
Tij = a;G ;A;KijF (tij)
where :
Tijis the number of trips generated in zone " j " and attracted to zone " j ";
a; is a constant applicable to the attracting zone required to make attracted
12 trips equal to attraction ;
11
MAXIMUM TRIP ENDS
G; is the total number of trips generated in zone " i" ;
MILLIONS
10
APPLIED TRIP ENDS
A; is the total number of trips attracted to zone “ j" :
ENDS
Fltij) is the distribution factor (a function of the travel time between zones
TRIP
9
OF
MINIMUM TRIP ENDS “ ;" and " j" ;
8
7
and K ; is an adjustment factor which may be incorporated into the equation
where necessary to reflect particular circumstances affecting trips
6 between two sets of zones (such as trips across a harbour or other major
topographical barrier).
5
4
55. The distribution factor was observed to vary according to
3 trip purposes and it also depended on traffic zone boundaries.
2 The factors were therefore developed and the model calibrated
1 for each trip purpose. Distribution factors were established from
the zone-to - zone movements, the numbers of trip generations and
O
ISLAND KOWLOON NEW TERRITORIES COLONY attractions and zone - to -zone travel times in the base year. Calibra
tion of the model was then completed by synthesizing the base-year
travel pattern, comparing the synthesized with the measured
pattern and making minor adjustments to the distribution factors
to allow for the constants .
56 . The interactance trip distribution model was used in pro
MAXIMUM AND MINIMUM DESIGN jection by substituting, in the model formula for each trip purpose,
YEAR TRIP GENERATIONS 36 the expected numbers of trip generations, trip attractions, zone
to-zone travel times and distribution factors. The result was an
estimate of each zone-to-zone movement for each purpose. This
estimate allows for the fact that, as travel facilities are improved
over a period of years, many people will make trips farther afield.
COMPARISON OF PROJECTED MAXIMUM AND MINIMUM
PUBLIC TRANSPORT TRIP GENERATIONS TABLE 52
57. The calibration of the interactance trip distribution model
was a process of successive approximation which was considered
AREA
TRIP ENDS complete when the model gave a pattern adequately representative
Maximum Minimum Applied of the base-year survey data.
Hong Kong Island 2,102,334 1,504,614 1,834,583 58. Once the models agreed with the origin -destination data,
Kowloon 4,358,484 2,542,416 3,158,282 the survey trips and the synthetic model trips were loaded by
Subtotal 6,460,818 4,047,030 4,992,865 purpose onto a simplified network. Cross - harbour trips and cor
New Territories 4,847,388 1,98 72 2,410,788 ridors both on the north side of Hong Kong Island and north of
TOTAL 11,308,206 6,035,702 7,403,653 Kai Tak Airport were checked. Table 53 shows the comparisons
for bus trips .
The projections used are conservative in that they are about half
COMPARISON OF SURVEY AND MODEL BUS TRIPS TABLE 53
way between the maximum and minimum on Hong Kong Island
and relatively closer to the minimum in Kowloon, the New TRIPS AT CORRIDOR SCREEN LINES
Territories and the Colony as a whole. PURPOSE Cross -Harbour Garden Rd . , HK Airport
Survey Model Survey Model Survey Model
TRIP DISTRIBUTION Manual Work 101,186 109,611 29,270 28,303 96,140 93,237
Non-manual Work 80,910 84,367 46,689 45,197 16,202 16,107
52. The results of the trip-end and modal distribution analyses Other Home-based ( 1) 90,122 83,040 70,072 46,554 78,648 62,796
indicate the magnitude of the expected travel demand in the pro Non -home-based 39,384 40,064 28,738 23,493 22,063 18,419
jection year ; but these estimates give no details of the geographical
distribution of trips in the form of zone-to-zone traffic movements ( 1 ) Other Home- based survey figures contain school crips but the model crips do not. There are
8,020 cross-harbourschool trips which would make the cross-harbour Other Home- based
necessary for a study of the alternative transportation systems. comparison, 82,102 survey to 83,040 model.
53
59. The bus volume comparisons shown in Table 53 were consid
ered to be satisfactory and at this point the bus model was assumed
to be calibrated.
10000
9000
8000
[
60. The tram model however was distributing tram trips through 7000
6000
out the mainland , so a two -minute time value was inserted in the
network for all intra-mainland movements. The distribution factor
for two minutes was then made equal to zero and this procedure
5000
4000 [
3000
prevented the model from distributing tram trips in Kowloon.
Another run of the model showed that the calibration was not
adversely affected and when the new trip tables were loaded on
2000 I
FACTORS
the network the cross -harbour volumes( 6) checked very closely with
TRAVEL
the survey volumes. This showed that the intra -mainland tram trips
TIME
1000
900
had been effectively suppressed . 800
700
600
61 . The number of ferry trips was not of sufficient magnitude to 500
warrant a separate model . It was therefore decided to combine the 400
ferry trip-ends with the bus trip -ends and run the model using the 300
bus distribution factors. This, as expected, resulted in an imbalance
between survey trips and model trips. Application of " K " factors 200
balanced the cross-harbour trips without adversely affecting the
calibration or the other corridor volumes. The bus-ferry transpor
tation model is made up of the bus distribution factors plus the " K " 100
90
80
factors. These factors were only used for System | bus and ferry 70
distributions, not for the trams or for Systems 2 and 3. 60
50
62. Figures 37 and 38 show examples of the trip distribution 40
MANUAL WORK
curves developed by the above procedure. 30 NON MANUAL WORK
NON HOME BASED
OTHER HOME BASED
20
10
2 3 6 5 6 7 8 9 10 20 40 60 80 100
1000 TRAVEL TIME (MINUTES )
900
800
700
600
500
400
300
TRAM TRIP DISTRIBUTION CURVES 38
200
FACTORS
TRAVEL
63 . Desire Lines -- Figures 39 and 40 are " desire line" drawings
TIME
100
90
80
70
showing the volume of zone -to -zone public transport trips for
60 System 2. Figure 39 shows the urban area desires on a sector basis.
50
The large volumes in the north and north - east areas are due to very
40 large, heavily populated sectors. Figure 40 includes the travel de
30 sires within the New Territories and between the New Territories
and the urban area.
20
64. As part of the travel analysis, synthetic or schematic networks
were prepared to determine the location of main corridors of traffic
10
9
8
flow . These networks are developed by joining all the zone centroids
7 with straight lines. Because of their appearance they are called
6
" spider web" networks. Figures 41 and 42 show the System 2
5
public transport volumes in spider web network form for the urban
4
MANUAL WORK area and the New Territories.
3 NON MANUAL WORK
NON HOME BASED
OTHER HOME BASED
2
TRAVEL ASSIGNMENTS
65. The process of travel assignment consists of loading, by com
puter, the trips from the trip-distribution phase on the transport
60
2 3 4 5 6 7 8 9 10 20 40 80 100
networks. The networks consist of a numerical description of the
TRAVEL TIME ( MINUTES ) routes in the form of walking, waiting and travel times on the
various segments or links. The individual zone-to -zone movements
were assigned along the shortest time paths and were accumulated
BUS TRIP DISTRIBUTION CURVES 37 to produce the volume on each segment.
(6) In the trip linking process, those trips that used bus and ferry or tram and ferry were listed
as bus or tram trips. Therefore the ferry trips only include those that used the ferry for the
L
entire journey .
54
L
NGAU
WAN
CHI SOUK WONG TALSIS
KOK
DIAMOND HILL
P R
CHEUNG WAN
SAN VALLEY
TAK
STONECUTTERS
ISLAND
TONG
YAU
S
YAU TONG
WESTERN MOIST B 2 G ORTH PP
LEI YUE MUN
FREDYTOWN
SEWAY
MOUNT
DAVIS
pokoh (Lam
WAN
LO
ABERDEEN KK
REPULSE
BAY
STANLEY
150 000
125000
100 000
75000
50000
25000
PUBLIC TRANSPORT TRIPS PER DAY
SECTOR BOUNDARY
A SECTOR DESIGNATION
0
V2
MAP SCALE IN MILES 2
DESIGN - YEAR URBAN AREA
TRAVEL DESIRES
1] 39
963
متر
Lo Wu
964
) MIRS BAY
DEEP BAY
Sheung Shui
[
962
Fantic 961
$ 36 953
1951
8
Y4n Long
Tal Po
952
935 TOLO HARBOUR
Kam Tin
923
Shek Kond
942
943
933
932 922
> 931 Yisuen Wan
sai kung
po
ISSON PORT
0 SHELTER
383
T
911
ข
JUNK
BAY
B
N
971
LANTAU ISLAND
D
NG KONDISLAND
A SECTOR DESIGNATIC
ZONE BOUNDARY
923
CHEUNS CHAU
TRAFFIC ZONE NUMBE
80000 60000
40000
LAMMA ISLAND 20000 10000
D
PUBLIC TRANSPORT TRIPS PER DAY
TRIPS UNDER 2000 NOT SHOWN
40 DESIGN YEAR NEW TERRITORIES
TRAVEL DESIRES
- 2
MAP SCALE IN MILES
3
66 . Public transport networks were prepared for the base year 68 . A test system designated as " 2A " was developed by adding to
and for Systems 1 , 2 and 3 in the design year, and trips were assigned System 2 a rail rapid-transit line on the east side of Kowloon . System
to each . An initial examination of the results revealed that the 2 travel volumes were assigned to this network in order to test an
base-year assigned volumes were higher than the observed volumes additional " system " between 2 and 3.
at all seven check points and their average was too high by approxi
mately 88 per cent. 69. No changes were made in System I and no additional assign
ments were made to this system. Table 54 shows a comparison
67 . A complete review of all procedures was made to determine between the results of the original assignments and those of the
the reason for the high volumes in the base -year assignment. It was adjusted assignments for System 2A. The principal difference is that
concluded that the numbers of trips were correct but the trip length the average trip length has been reduced and the numbers in nearly
was too high "). This made all the trips too long and therefore resulted every category decrease accordingly. It should be noted that this
in high volumes throughout the network. To correct this, all the information applies to the entire Colony and the trip length is there
travel times were increased on the design-year networks and the fore influenced by the many inter-urban trips expected in the New
trips were reassigned. The urban area travel times were increased Territories.
by 6 per cent and those in the New Territories by 20 per cent, since
the investigation revealed that the New Territories trip lengths in 70. System Comparisons -- Table 55 is a comparison of the statis
tical data relating to the four systems tested . It can be seen by examin
the design-year assignments were abnormally long. An investigation
of base -year cross -harbour trips revealed that there is no measurable ing this tabulation that better public transport service increases its L
psychological restraint to cross -harbour travel at present. The use. However, it also should be noted that System 3 represents a
number of trips across the harbour is commensurate with the very public transport service much superior to that of System I , and
long time that it takes to make the crossing. However, it must be only attracts about 13 per cent more of the total trips. The 72.5
per cent of public transport trips in System 3 is slightly less than the
assumed that a psychological restraint will develop when improved present percentage. Rapid -transit trips account for between 31 and
traffic facilities shorten the crossing time. As this sort of restraint
is found in most urban areas divided by harbours, rivers or other (7 ) It is known that there was a certain amount of under -reporting in the home-interview survey
severe topographic restrictions, a factor of 0.87 was applied to all and factors were applied to compensate for it. Apparently the degree of under-reporting
was greater for short trips so the factoring resulted in average trip lengths that were too
cross - harbour links . grea
56
NGACHI WAN
WONG
DIAMOND
so
HEP KIRMEN
KOWL < city
N TONG
ORDAN VALLEY
STONE CUTTER
ATIN KWEN ING
JUNK
BAY
YAU
LEI YUE MUN
NORTH
WESTERN
DISTRICT
RYBAY
CAUSE
KENNEDY
MOUNT DAVIS
WAN
LAM
ABERDEEN
REPULSA
BAY
ANV
500000
400 000
300 000
200 000
100000
PUBLIC TRANSPORT TRIPS PER DAY
DESIGN -YEAR URBAN AREA
0
MAP SCALE IN MILES
V2 2
SPIDER WEB NETWORK 41
57
Lo Wu .
MIRS BAY
Sheung Shui
DEEP BAY
Yuen Long
Tai Po
TOLO HARBOUR
Kam Tin
Shek Kong
Cas
Shein Sat kung
uen Wan
URBAN AREA
BOUNDARY
L
PORT
SHELTER
L
Kowlog
O
2
JUNK
BAY L
LANTAU ISLAND
HONG KONG ISLAND
L
.
N
L
CHEUNS CHAU
300000
225000
LAMMA ISLAND 150000
75000 25000
D
PUBLIC TRANSPORT TRIPS PER DAY
ed TRIPS UNDER 500 NOT SHOWN
DESIGN -YEAR NEW TERRITORIES
42 SPIDER WEB NETWORK
0 1
MAP SCALE IN MILES
2 3 5 6
41 per cent of the total. This figure varies between 20 and 50 per time shows that approximately one half of the public transport
cent in the rapid-transit systems of the world and depends, of course, travel time is spent in walking and waiting. The relatively high
on the extent of rapid-transit services offered in relation to other
transport facilities in use. SYSTEM COMPARISONS TABLE 55 [
SYSTEM 2A ASSIGNMENT COMPARISON TABLE 54 ITEM SYSTEMI ( 1 ) SYSTEM2 SYSTEM2A SYSTEM3
ITEM
ORIGINAL ADJUSTED Total trips - all modes 11,066,041 11,066,041 11,066,041 11,066,041
ASSIGNMENT ASSIGNMENT Public transport trips 6,526,630 7,403,653 7,403,653 8,011,510
Per cent public transport trips 59.1 67.0 67.0 72.5
Public transport trips 7,403,653 7,403,653 Interzonal public transport trips 5,508,709 6,106,137 6,106,137 6,535,293
Trips assigned to networks 6,284,220 6,105,784 Trips assigned to networks 5,509,232 6,105,784 6,105,784 6,535,684
Rapid -transit trips 2,514,068 2,386,628 Rapid -transit trips 2,289,364 2,386,628 3,299,836
Rapid transit as a per cent of
Rapid transit as per cent of public public transport -
30.9 32.3 41.2
transport 34.0 32.3
Passenger-miles on public
Passenger-miles on public transport 32,951,492 29,770,754 transport 29,040,020 29,901,740 29,770,754 33,729,556
Average trip length (miles) 5.20 4.90 4.88 5.15
Average trip length (miles) 5.2 4.88
Average trip time including
Average trip time including walking walking and waiting (minutes) 37.0 35.0 34.8 35.2
and waiting (minutes) 36.1 34.8
Average riding time (minutes) 20.4 16.9 16.6 15.9
Average riding time (minutes) 17.6 16.6 Average speed on rapid transit
(mph ) 23.18 23.39 25.48
Average speed on buses (mph) 14.15 14.80 14.86 13.98
71 : The relatively high average trip length shown for System ! Average speed on ferries( 2)
(mph ) 11.87 16.35 17.06 21.53
is due to the fact that this represents the original assignment. If
System I had been adjusted this figure would be somewhat reduced. ( 1 ) Original assignment.
A comparison between the average trip time and average riding ( 2) Including hovercraft between Hong Kong Island and Castle Peak.
58
RAIL TRANSPORT VOLUME
BUS and FERRY VOLUME
750 000
500 000
250 000 150 000
50000
PUBLIC TRANSPORT TRIPS PER DAY
12
MAP SCALE IN MILES
SYSTEM I TRAFFIC VOLUMES
43
59
मा
a
vo
N
RAPID TRANSIT VOLUME
SURFACE TRANSPORT VOLUME
750000
500 000
250 000 150 000
50 000
PUBLIC TRANSPORT TRIPS PER DAY
0 12.
MAP SCALE IN MILES
2
SYSTEM 2 TRAFFIC VOLUMES 44
60
17
a
N
RAPID TRANSIT VOLUME
SURFACE TRANSPORT VOLUME
750000
500 000
250 000
150 000
50 000
PUBLIC TRANSPORT TRIPS PER DAY
2
MAP SCALE IN MILES
SYSTEM 2A TRAFFIC VOLUMES 45
61
nieMo
Lo Wu rro MIRS BAY
DEEP BAY
Sheung Shui
Fanling ♡
Yuen Long
Tai Po
TOLO HARBOUR
Kam Tin
Shek Kong
Castle Peak
Sha Tin Sai Kung
Tsuen Wan
NOTE :
FOR NEW TER STORIES RAFFIC VOLUMES
OA
IN THIS REGIÓN SEF URBAN AREA
SYSTEMS 1.2 and 2A
용 TSING
ISLAND
YL
PORT
0 SHELTER
Kowlod
1
VICT JUNK
ORIA BAY
LANTAU ISLAND
HONG KONG ISLAND
B
N
CHEUNS CHAU
SURFACE TRANSPORT VOLUME
200 000
LAMMA ISLAND 150000 100 000
50 000 25000
D PUBLIC TRANSPORT TRIPS PER DAY
SYSTEM 2A NEW TERRITORIES
46 TRAFFIC VOLUMES
0 1
MAP SCALE IN MILES
2 3 4 5 6
average speed on ferries is due to the inclusion in all systems of a 73 . Traffic Flow Maps — Figures 43 to 48 show the design-year
-
hovercraft ferry between Hong Kong Island and Castle Peak. public transport volumes in the form of person trips per day.
72. Urban Area Comparisons — Table 56 shows a comparison
- Although some manual adjustments were made to the volumes
between base and design-year travel within the urban area. The obtained from the computer to take account of network peculiari
design-year System 2 travel statistics relate to the original assign ties, there has been no attempt to fit the volumes to the capacity
ments, since no re -assessment was made on an urban area basis. of various roadways. The volumes in the New Territories are similar
A comparison between the trip length information in this table and for Systems 1 , 2 and 2A , so Figure 46 serves as a traffic flow diagram
that contained in Table 55 shows a marked difference between the for all three systems. The implications of the traffic volumes shown in
length of travel in the urban area and that in the Colony as a whole. these figures are discussed in Chapter 6.
URBAN AREA TRIP COMPARISON TABLE 56 74. Fare Differential Assignment - The distribution and assign
DESIGN YEAR( I ) ment procedure described split public transport trips into surface
ITEM BASE YEAR
(System 2 ) transport and rapid transit. This division was based on the relative
travel times for each zone-to-zone movement. This assumes that
Total trips — all modes 3,645,825 6,710,597 the cost is the same on both modes or that the cost differential
Public transport trips 2,805,786 4,992,865
Per cent public transport trips 77.0 74.3
would be so slight as to have no effect on the travel patterns .
Trips assigned to networks
It is felt that this is the correct approach for system planning
2,540,940 4,412,052
Passenger-miles on public transport 7,028,120 16,794,216 purposes. However, for feasibility considerations it is necessary to
Average trip length (miles) 2.8 3.8 ascertain what inhibiting effect higher cost on rapid transit will
Average trip time including walking and have on travel by that mode. Therefore a separate assignment
waiting (minutes) 31.5 31.3
15.1 14.8
was made to System 2 with increased time on the rapid -transit
Average riding time (minutes)
Average speed on rapid transit (mph) 22.17 lines to represent the effect of this increased cost. The time
Average speed on buses (mph) 11.38 12.54 increase was developed from assuming a value of time equal
Average speed on ferries (mph) 8.17 7.91 to $ 2.00 per hour. It was assumed that the effect on traffic that
would result from other cost differences could be interpolated
( 1 ) Original assignment. from the results of the " equal fare " and " fare differential" assign
62
3
o
RAPID TRANSIT VOLUME
SURFACE TRANSPORT VOLUME
750000
500 000
250 000 150 000
50 000
PUBLIC TRANSPORT TRIPS PER DAY
MAP SCALE IN MILES SYSTEM 3 TRAFFIC VOLUMES 47
63
Lo Wuo
مائر
مره MIRS BAY
DEEP BAY Sheung Shui
Fanling
[
Yuen Long
Tai Po
TOLO HARBOUR
Gm lin D
Shek Kong
Castle Peak
ܬܘ܂
Sha Tin Sai Kung
Tsuen Wan
ܘ
NOTE :
FOR NEW TERYTORIES TRAFFIC VOLUMES
IN THIS REGON SE URBAN AREA
TSING Y SYSTEM
ISLAND
PORT
e SHELTER
o a
Awlod
2
JUNK
BAY
o
LANTAU ISLAND
HONG KONG ISLAND
3
台。
N
RAPID TRANSIT VOLUM
CHUNG CHAU
SURFACE TRANSPORT VOLUM
LAMMA ISLAND 200000 150000
100 000
50 000 25000
48
PUBLIC TRANSPORT TRIPS PER DAY
d
0
SYSTEM 3 NEW TERRITORIES TRAFFIC VOLUMES MAP SCALE IN MILES
ments . Seven-tenths of a minute was added to each waiting link
and 0.4 minutes per mile was added to all travel links on the rapid
transit system . This caused the movements of one mile or less to
be reduced by 100 per cent, two miles by 48 per cent, three miles
by 28 per cent, ranging down to a 5 per cent reduction for trips [
of eight or more miles.
75. The overall effect of the fare differential can be seen in
Table 57, where the total rapid-transit trips are 24.2 per cent of
public transport. This may be compared with the " equal fare"
assignment, which had 32.5 per cent rapid -transit trips.
SYSTEM 2 COMPARISON WITH AND WITHOUT
A FARE DIFFERENTIAL TABLE 57
WITH FARE WITHOUT FARE
ITEM
DIFFERENTIAL DIFFERENTIAL
Public transport trips 7,403,653 7,403,653
Trips assigned to networks 6,284,220 6,284,220
Rapid-transit trips 1,789,012 2,407,960
Rapid transit as a per cent of public 24.2
transport 32.5
Passenger -miles on public transport 32,803,732 33,090,368
Average trip time including walking
and waiting (minutes) 36.7 36.2
Average riding time (minutes ) 18.8 17.8
Average speed on rapid transit
(mph ) 22.91 23.16
64
RECOMMENDED SYSTEM 6
1. As the Colony grows and develops, there will be an increasing 6. Rapid - Transit Capacity — The practical capacity of a single
need for more roads and better public transport facilities. This is rail rapid-transit track is between 40,000 and 45,000 passengers per
already evident in various areas ; some streets are congested and hour. Higher volumes are reached under crowded conditions and for
many bus and tram services are in maximum use. Improving the brief periods of time. At present the proportion of travel in the
roads and extending these services cannot be considered more than peak hour in Hong Kong is 10 per cent or less on most forms of
temporary measures. Such improvements will not solve the long travel and at most locations. It has been assumed however, that
range traffic problem. social changes such as shorter and more uniform working hours
will cause this proportion to rise to about 12 per cent by 1986.
2. To study the problem thoroughly, four conceptual public Mixed land use conditions result in a fairly even distribution of
transport systems were devised and tested against the design-year travel by direction in the peak hour. Since these conditions will
travel forecasts. System comprised only bus, tram and ferry
also prevail in the design year, it has been assumed that 60 per cent
routes and was designed to test whether expansion of the present of the peak hour travel will be in the direction of heavier flow .
system could handle future travel needs. System 3 included extensive Based on these assumptions, the practical capacity of a rapid -transit
rapid-transit coverage and the other two systems lay between these line is 600,000 passengers per day. This figure has been used in the
extremes. The general size and character of the recommended analysis of design-year volumes, but slightly higher figures have
system evolved from the results of assigning the anticipated future been considered acceptable on lines on which little increase in
traffic to each of the four test systems. Many refinements were
traffic is expected after the design year. Any line attracting 200,000
made during route location, design and operational investigations. passengers per day in the design year was considered for the rec
ommended system .
ANALYSIS OF TRAFFIC REQUIREMENTS
7. With the above considerations in mind , the volumes on the
3. The recommended system must be able to attract a high segments of each conceptual system were analysed in order to deter
proportion of the total travel demand and to carry the traffic it mine the characteristics of the actual system to be recommended .
attracts. This is necessary both to support the cost of the system
and to avoid the congestion caused by large numbers of journeys 8. System I — As this is primarily a bus and tram system , it was
-
being made by private cars and taxis. It is particularly important necessary to compare the public transport volumes on each street
in Hong Kong where there is insufficient space for a high proportion with the street capacity. Surveys were made at various places in
of travel by private vehicles, even if full use is made of modern the urban area to determine the capacity of streets for carrying
concepts of vertical separation, use of air rights and overall urban public transport passengers under local conditions. High volume
development potentials. points were surveyed on Queen's Road , Nathan Road, and Prince
Edward Road north east of the Kowloon City roundabout. Although
4. Proportion of Travel by Public Transport - The volume of total the widths of these streets vary, they are basically four lanes wide
travel by all modes was projected to the design year, as described at the survey points. The peak-hour one-way volumes observed are
in the previous chapter. It was estimated that under each of the given in Table 58.
systems tested the following percentages of trips would use public
transport: OBSERVED PUBLIC TRANSPORT VOLUMES TABLE 58
PER CENT TRAVEL
SYSTEM VEHICLES
BY PUBLIC TRANSPORT PASSENGERS
59.1
LOCATION PER HOUR IN PER HOUR IN
ONE DIRECTION ONE DIRECTION
2 67.0
2A 67.0
Queen's Road (bus and tram ) 15,035 283
3 72.5
Prince Edward Road (bus) 15,167 205
Nathan Road (bus) 12,699 154
At present about 75 per cent of all trips are made by public transport,
so all these systems reflect a higher level of private vehicle travel
in the design year. A person travelling in a private car requires much 9. Taking into account conditions at each of these locations, it
more road space than a public transport passenger. This means can be concluded that the public transport capacity of city streets
that the public transport passenger-carrying capacity of the streets under Hong Kong conditions is about 7,500 passengers per hour
and the average speed of movement will be reduced because the per lane. This is consistent with capacities which have been computed
buses and trams will have to compete with more cars for limited theoretically in other studies(! ), and leads to surface public transport
road space. Thus surface transport will be less able to meet demands capacities as shown in Table 59.
than it is today.
5.
10. Since the proportion of travel by private transport in System
A balance in transport services must be sought in planning I will be considerably higher than it is today, and the resultant
the future system . While an extensive rail rapid-transit system may road congestion will seriously delay buses and trams , any volume of
attract a large number of patrons, the cost could be prohibitive. public transport even approaching these figures must be regarded
However failure to establish an adequate public transport service as " over capacity ". In addition, volumes over 300,000 per day would
could result in such dependence upon private cars that the consequent
exceed the capacity of any practical arrangement of on -street bus
cost of providing road and parking facilities might be far higher
than that of improving the public transport system . ( 1 ) Capacities and Limitations of Urban Transportation Modes, Institute of Traffic Engineers, (May 1965) .
65
PUBLIC TRANSPORT CAPACITY OF STREETS AND ROADS TABLE 59
peninsula would not be adequately served . The significant bus
1
passenger volumes obtained are given in Table 61 .
PUBLIC TRANSPORT
TYPE OF
FACILITIES
LANES PASSENGERS PER DAY
IN BOTH DIRECTIONS SIGNIFICANT DESIGN-YEAR BUS PASSENGER
VOLUMES IN SYSTEM 2 TABLE 61
1
Ordinary city streets 2 104,000
4 208,000 PUBLIC
TRANSPORT
6 313,000 LOCATION PASSENGERS
8 417,000 PER DAY
Limited access roads 2 208,000
Cross-harbour Tunnel over 400,000
4 417,000
6 625,000
Argyle Street, east of Waterloo Road over 300,000
Chatham Road , north - east of the Cross -harbour Tunnel over 250,000
8 834,000
Lion Rock Tunnel over 200,000
stops since this would result in buses arriving at the stops every 14. South of its connection with the rapid-transit line in Kowloon
15 seconds or less throughout the peak hour. It would be theoret
Tong, the traffic volume assigned to the Kowloon -Canton Railway
ically possible to accommodate such numbers with multiple-bay is very low. This is due to the small number of potential passengers
stops but in actual practice this frequency could not be sustained with direct access to the Yau Ma Tei and Hung Hom Stations. While
for a number of reasons. First, there are bound to be irregularities
in the spacing between buses that would result in much higher the volumes between Kowloon Tong and Sha Tin are too high to
continue with the present railway operation, they hardly justify
frequencies at certain times. Since these periods would follow
periods of lower frequency, surges of boarding passengers would conversion to rapid transit. Early in the analysis, it was assumed
that the Kowloon -Canton Railway could be double-tracked and all
conflict with alighting passengers and delay the buses at the stops. goods movements restricted to late night and early morning hours.
At the same time other buses would need to pull in to the kerb
However, considering the increasing goods movements and the
from various lanes and manoeuvring conflicts would develop. The difficulties in handling deliveries, this plan was abandoned , as it
ultimate result would be that all traffic on the street would come to
a complete halt many times in each peak hour. would be necessary to triple-track the railway to accommodate
both rapid transit and day time goods movements. The two very
II . The design-year public transport volumes in System | are different types of operation could not be satisfactorily combined.
shown graphically in the previous chapter and some of the more 15 . The general conclusion was that while System 2 might be
significant are given in Table 60 . adequate in the design year, it would have some deficiencies.
SIGNIFICANT DESIGN-YEAR PUBLIC TRANSPORT 16. System 2A - A modified plan developed after preliminary
VOLUMES IN SYSTEM I TABLE 60 analysis of the initial assignments to Systems 2 and 3 indicated the
PUBLIC
need for a system midway between the two. To form System 2A, 1
LOCATION TRANSPORT there was added to System 2 a rapid-transit line along the east side
PASSENGERS of the Kowloon peninsula turning eastward to join the Kwun Tong
PER DAY
Cross -harbour Tunnel
line. The assignments to this new line confirmed that in System 2
public transport riding was inhibited in this corridor by the lack of
1
over 800,000
Queen's Road east of Kapok Drive (bus and tram ) over 700,000 rapid-transit service. The Kowloon -Canton Railway attracted slightly
King's Road near North Point Road (bus and tram ) over 500,000 more traffic because of its connection with this east Kowloon line
Kwai Chung Road at Lai Chi Kok Bridge over 500,000 at Hung Hom. However, the total volumes on the Kowloon - Canton
Lion Rock Tunnel over 450,000 Railway were still not impressive, and bus volumes through the
Waterfront Road west of the Cross -harbour Tunnel over 450,000 Lion Rock Tunnel remained high . Bending the east Kowloon line
Waterloo Road north of Boundary Street over 450,000 towards Kwun Tong split the traffic between two rapid-transit
Lai Chi Kok Road north -west of Boundary Street over 450,000 lines, and consequently there was insufficient volume to justify
Gascoigne Road west of Princess Margaret Road over 400,000 either .
Kwun Tong Road south -east of Choi Hung Estate over 400,000
17 .
Nathan Road south of Waterloo Road over 400,000 It was concluded that although this system had some weak
Chatham Road north - east of the Cross -harbour Tunnel over 300,000 ness, it could be modified to form the recommended system.
Waterfront Road at Victoria Park over 300,000
Canal Road south of Hennessy Road over 300,000
18. System 3 — The volumes confirmed that the rapid-transit
components of System 3 would be more extensive than required
for the design-year traffic forecast. This system included many lines
12. Although Table 60 contains some of the highest volumes, it in the centre of Kowloon , attracting insufficient volumes to justify
does not include all the high volume streets . There is a large their construction . The line between Kwun Tong and Junk Bay also
number which will have to accommodate more than 300,000 public attracted a relatively low volume. The lines to Aberdeen, Castle
transport passengers per day, and the volumes on many routes Peak and across the harbour between North Point and Kwun Tong
exceed the capacity of a four -lane road . Unless many existing streets attracted relatively high volumes and at first appeared to be justified .
are converted to multi-lane, limited access motorways these volumes However, a comparison of these volumes with those obtained in
greatly exceed expected capacities. It can be concluded therefore, the other test systems revealed that a significant proportion was
that System I would not be adequate in 1986 and that some form of due to induced traffic in the zones served . In other words , the
grade-separated facility will be needed long before then . existence of direct rapid-transit connections in these zones diverted
enough traffic from other lines and other modes of travel to make
13 . System 2 - This system included rapid -transit service in the
major corridors along the north shore of the Island and along Nathan the rail lines appear to be needed . Although there is little doubt
that these volumes would be realised if the lines were built, it was
Road, with routes extending to Tsuen Wan and to Kwun Tong. It not considered advisable to include them in the recommended
was assumed in the development of this system that the Kowloon system for 1986. The need for these lines should be reviewed at a
Canton Railway would be converted to rapid-transit operation be
later date, as they may be required soon after the design year.
tween Hung Hom and Sha Tin . Generally, this system appeared 19 .
adequate for design-year conditions, but a closer analysis of the It was concluded that System 3 would be too extensive to
volumes revealed that a large area on the east side of the Kowloon be recommended at this time .
66
] VOLUMES ON RECOMMENDED SYSTEM tion centres. Buses will accommodate short urban trips, while
longer journeys will transfer to the faster rapid-transit system .
20. The recommended system was developed by modifying
] System 2A, and the traffic volumes shown in Figure 49 were developed
Many bus routes will need to be re-orientated to provide feeder
services to the rapid -transit lines. No attempt is made in this report
by making manual adjustments to the assigned volumes. The basic to recommend individual bus routes for the design year. These
changes made were to eliminate the Kowloon-Canton Railway from will evolve over the years as the rapid transit emerges and routes
the rapid-transit system and to extend the east Kowloon line to are re-arranged to meet changing demands.
Sha Tin . This reduced the volume on the Kowloon-Canton Railway
28 . Travel on the Kowloon -Canton Railway is expected to
but increased the total travel by rail for Sha Tin residents. Each line
increase gradually until development of the new town at Sha Tin
in the recommended system was designed to operate independ
ently and changes were made in some of the station locations. gets under way. Travel volumes will then increase rapidly until
the rapid-transit line to Sha Tin is constructed . They will then
21 . The highest volumes on the recommended system will be drop back to slightly above present levels. In addition to goods
along Nathan Road and across the harbour to the Central District, traffic, the railway will continue to carry passengers destined for
where the Kwun Tong and Tsuen Wan lines converge in the same points north of Sha Tin . Passengers with baggage will probably
corridor. The sum of the volumes on the two separate lines in this also continue to use the Kowloon -Canton Railway.
corridor exceeds the capacity of a single pair of tracks, so four
tracks will be required .
LINES AND STATIONS_RECOMMENDED
22 . The volumes on the extreme western end of the Island SYSTEM
Line, if considered alone, are too low to justify a rapid-transit line.
However, this portion of the line is recommended to provide a 29. Figure 50 shows the four lines and the station locations for
complete Island service, and to relieve surface congestion in the the recommended rapid-transit system . Names have been assigned
Kennedy Town area. It will connect with the ferry services to the to the stations to identify them in further discussion. Wherever
outer islands, Castle Peak and Macau , and it is recommended that possible the station names are those of the community or designated
the terminals for these services be relocated to Kennedy Town. geographic area in which they are located. Each of the four lines
has also been named for reference purposes.
23 . Station Volumes - It has been assumed that both the pro
portion and directional imbalance of peak hour travel will be 30. Minor alterations to the recommended system will no doubt
greater in the stations than in the trains. Although directional surges be found to be desirable, especially in the later stages, either for
of passengers can be expected at individual stations, the effect will engineering reasons when the detailed design work is undertaken ,
be diminished as they take trains in opposite directions and mix or for traffic reasons which cannot be foreseen today. These will
with the many other passengers from other stations. Fifteen per mainly affect the precise alignment of tracks and the exact location
cent of the daily travel in the peak hour and 75 per cent in the of stations and their entrances and exits. There are, however,
direction of heavier flow have been assumed. The highest volume several more important variations or alternative routes that should
of passengers entering and leaving a single station is estimated to be given further consideration during detailed design . One has to
be about 450,000 per day using Central Station. To accommodate do with the line between Western Market and Kennedy. In the
this volume it will be necessary to have elaborate passenger-handling recommended system the Kwun Tong Line terminates at Western
facilities, including direct connections from the passenger concourse Market and the Island Line extends to Kennedy but the alternative
to nearby buildings and to a nearby bus terminal . Many entry ways of extending the Kwun Tong Line to Kennedy may prove to be the
from the surface will also be required. Other high volume stations better proposition. The case for extending the Island Line rests
will be in Kwun Tong, Tsuen Wan , Western District, Wan Chai primarily on the desirability of maintaining a through service for
and Mong Kok with daily volumes ranging between 170,000 and passengers between points west of Western Market and points
290,000. east of Central. The traffic forecasts show, however, that the through
traffic on the Island Line may be smaller than traffic between the
24. Surface Transport Volumes — The total travel on other public
transport services (bus, ferry and train) will be higher than at west end of the Island and Kowloon . The number of people
present but the proportion to each mode will be different and requiring to change trains at Western Market, may therefore be
extensive routing changes will have to be made.
larger if the service to Kennedy is provided by the Island Line
trains instead of the Kwun Tong Line trains. The construction and
25. The demand for cross-harbour ferry services will diminish operating costs would be virtually the same whichever alternative
over the years since the rapid transit and the cross-harbour buses is adopted . In principle the advantage of the through service should
will be much faster and more convenient for most origins and be given to the majority, and the minority required to change.
destinations. An exception will be the route between Kwun Tong Other such alternatives are discussed at the appropriate places in
and the eastern part of the Island , where the much shorter water the following chapters.
distance makes the ferry service more attractive. A fast ferry service
between Hong Kong Island and Castle Peak appears to be justified 31 . The total length (route miles) of the four lines is 40 miles and
and volumes on the outlying Island ferries are expected to increase there are 50 stations. While two lines converge in the same general
corridor along Nathan Road , across the harbour and in the Central
slightly.
District, none of the four lines use the same pair of tracks ; they
26 . With the rapid-transit line in operation , the amount of are operated independently of each other, thus avoiding the com
surface public transport traffic along the north shore of the Island plications and potential disruptions of service which arise from
will diminish . Since buses will be able to provide the capacity , inter-working two or more lines on the same tracks under the
are more adaptable to routing changes and interfere less with other heavy load conditions anticipated . Eight of the 50 stations serve
traffic, they may eventually supersede the trams as the surface two or more lines. The average distance between stations is 0.72
carrier in this corridor . However , if this should happen , there may miles as shown in Table 62.
be some use for the tram equipment in the new towns. 32 . Figure 51 shows a comparison of the recommended system
27 . In the future, there will be an increase in bus passengers with several other rapid-transit systems . These maps have all been
and the distribution of trips will change radically. In the urban drawn to the same scale to illustrate how Hong Kong and its proposed
area, there will generally be lower volumes in the areas served rapid-transit system compares with other cities, some of which
by rapid transit and higher volumes elsewhere. Volumes in the New have a smaller population than is projected for Hong Kong in the
Territories will increase, both between and within the major popula design year .
ៗ
67
vo
o
20
N
RAPID TRANSIT VOLUME
SURFACE TRANSPORT VOLUME
750 000
500 000
250 000
150 000
50 000
PUBLIC TRANSPORT TRIPS PER DAY
MAP SCALE IN MILES
68
2
RECOMMENDED SYSTEM TRAFFIC VOLUMES 49
WO LIU HANG
HA WO CHE
SHA TIN CENTRAL
AA WAI
SHAN
TSUEN WAN
HUNG MUI KOK
TAI WO HAU
SH
KHAI CHUNG
AT LI
IN NE
AP SAP WAN
CHAUNG
KOWLOON
FNGAM
I FOR KONG
SHA
WAN
TS TZE WAN SHAN
WONG
UE
TONG
TAK
LA
SIN
NE CHI
KOK
AN
SHEKIKA
inks
DIAMOND HILL
od
LINE CHOI HUNG
KAI TAK
KOWLOON BAY
TAU WA
MONG
KW
NGAMDAU KOK
TO KWA WAN UN
WATERLOO KWUN TONG
TO
LI
NG
NE
HỐ MAN TIN KWUN TONG TSUEN
WESTERN
NORTH
QUARRY
HUNG HOM
MARKET
POINT
BAY
YAU TONG
TSIM SHATSUN
YING
BTW
PUN
BAI
NBELCHER
CENTRAL
HAU
HAU
ADMIRALTY
HO N
KENNEDY
WA
WAN
운
KEI
WANCHAT
CHÀIWAN QUAY
SEHAL WAN CENTRAL
ISLAND LINE
KWUN TONG LINE
TSUEN WAN LINE
SHATIN LINE
STATION
12
MAP SCALE IN MILES
2
RECOMMENDED RAPID-TRANSIT SYSTEM 50
69
STOCKHOLM
MONTREAL
MOSCOW
t
roy
TORONTO
HAMBURG
HONG KONG
BERLIN
CHICAGO
OSAKA
TOKYO
PARIS
Ilea
BOSTON
N
LONDON NEW YORK
RAPID TRANSIT LINE
SHORE LINE
0 2 4
MAP SCALE IN MILES
6 8 10 12
COMPARISON OF RAPID:TRANSIT 51
70
] LINE AND STATION STATISTICS TABLE 62 OPERATION
RAPID - TRANSIT LINES 40 . The system has been designed to operate with multiple-unit,
ITEM Kwun Tsuen TOTAL steel-wheeled electric trains running on steel rail. Eight- car trains
Island Sha Tin
Tong Wan
can be accommodated at the 600 -foot station platforms, and a high
Length of line (route miles) 11.58 9.75 9.66 9.07 40.06 degree of automatic control is envisaged to allow two-minute train
Number of stations 17 14 15 13 50 (1) spacing.
Distance between stations 41 . On each line, sidings are provided for night time storage of
( miles) :
Average 0.72 0.74 0.73 0.75 0.72 trains. The bulk of these storage sidings, and also inspection sheds
] Maximum
Minimum
2.25
0.49
1.69
0.50
1.26
0.49
2.19
0.50
2.25
0.49
for routine maintenance for each line, are provided at the four
depots at Kowloon Bay, Kwai Chung, Chai Wan and Sha Tin as
(1) Eight stations are common to two or more lines .
shown in Figure 52. In addition , several smaller sidings are provided
at other locations to reduce wasteful operation of empty trains at
the start and finish of each day.
STAGING AND IMPLEMENTATION
33 . A stage development plan has been prepared for the rapid SHATIN
transit system . The first stage includes most of the Kwun Tong
line, since this will attract the most traffic in early years. The Sha
Tin line is scheduled to be built in the last stages, as it is anticipated
that, with planned improvements, the Kowloon - Canton Railway
will accommodate this traffic for many years .
34. The construction of a rapid-transit system in densely built up
urban areas is slow and difficult work, so the development plan has
KHAI CHUNG A
been designed to start as early as possible to be sure that each segment
will be completed when it is needed . A complete discussion of the
proposed staging and the work necessary to implement the system KOWLOON BAY
is the subject of the next chapter.
ROUTE LOCATION
35. About 80 per cent of the system is located underground ,
most of it under major streets. Overhead construction has been
carefully considered , but it was found that this would involve destroy CHAI WAN
ing many expensive buildings . In addition , overhead lines would
me
interfere with many highway facilities such as flyovers, and some of
the large complex junctions would be very unsightly. Detailed route
hr
location drawings are included and discussed in Chapter 8.
MAINTENANCE DEPOT.
DESIGN AND CONSTRUCTION RAPID TRANSIT UNE
SHORELINE
36. After thorough consideration of modern construction MAINTENANCE
methods, cut and cover type of construction has been assumed in
the design of most of the system . There are also significant lengths
0
MAP SCALE N MILES
2
DEPOTS لر 52
of bored tunnel and overhead structure . The use of reinforced and
prestressed concrete is assumed for most overhead sections. Pro
vision is made in the estimates for facilities to maintain traffic flow
during construction . 42 . Though the lines operate independently and have independent
37. facilities for routine maintenance , all major rolling stock work will
Each station has been designed to include a mezzanine ticket be carried out in the workshops at the Kowloon Bay depot . Inter-line
ing area which at most sub -surface stations is located under the
track connections are provided for moving trains to and from these
street. This provides direct access from both sides of the street and shops .
where possible from all four corners of major intersections. Direct
access from adjacent buildings and passageways to major travel 43 . The Kowloon Bay depot will be the operational headquarters
generators have been included . The design of the stations incorpo of the Rapid Transit Organisation . It will house the administrative
rates escalators, travelators and lifts where passenger volumes, offices and the central control room from which the whole operation
distances or elevation changes justify them . of the system will be monitored . In addition , the depot will be the
base for track , power supply and signal maintenance . Chapter 10
38 . Interchange stations (those serving two or more lines) have includes a full discussion of operations and the equipment necessary
been designed for easy, direct transfer movements. Wherever to work the system .
possible, transfers will be made merely by stepping off a train ,
walking across a platform and entering another train . Where direct REVENUE, FINANCING AND ECONOMICS
cross -platform movement cannot be provided heavy transfers will
be accommodated by direct escalators to the next level above or 44 . The capital costs of the system are divided into (a) land and
below . right -of-way costs (b) construction costs and (c) equipment and
furnishing costs . These are thoroughly discussed in Chapter 8, 9
39. The design and construction of the system including its and 10. Chapter 10 also includes a discussion of annual operating
tunnels , structures, stations and other civil engineering works is costs. In Chapter 11 they are all summarised and compared with
described in Chapter 9. anticipated revenue.
71
ៗ
ៗ
ៗ
ៗ
]
STAGE DEVELOPMENT AND THE
EFFECTS OF IMPLEMENTATION 7
]
1. The construction of a rapid -transit system will constitute 7. The recommended system has been designed to satisfy the
] one of the largest single projects ever undertaken in Hong Kong. traffic requirements in the design year (1986 ). An evaluation of the
It will have widespread social and economic effects that will be probable growth of travel indicates that some portions of the system
felt in one way or another by nearly every member of the community. should be built in the near future and others later. Travel on Hong
New housing, office and commercial developments will be attracted Kong Island will increase slowly but steadily as business activities
to the vicinity of proposed stations, and construction of the system increase in the Central District and as the economic conditions of
will provide many opportunities for redevelopment. As changes the residents improve. Planned developments in Chai Wan and in
occur in population distribution, and as sections of the rapid-transit the various reclamation sites will add to this growth. Kowloon will
system come into use, so there will be changes in the function of grow in approximately the same way but faster since more develop
existing public transport modes. The pattern of motor vehicle ment is contemplated. Kwun Tong has reached approximately the
travel will also change, as congestion is relieved on roads that half-way point in its development and is growing very rapidly.
parallel the rapid-transit lines. The reduction in travel time afforded Traffic congestion already exists on the routes leading to this area .
by the system will contribute to the prosperity of many businesses, Development is well under way at Tsuen Wan and rapid growth is
industrial undertakings and individuals since people will be able anticipated during the next ten years. The new town development
to travel further afield for jobs, shopping, business and entertainment. at Sha Tin has not yet begun and significant traffic increases in this
The great reduction in travel time on cross-harbour trips will help area are not expected for some years.
Hong Kong Island and Kowloon to function properly as one city. 8. The analysis of base-year travel characteristics shows that the
2. Due to the size of the project and growth in travel needs, amount of cross-harbour travel is consistent with the time it takes
it will be necessary to construct the system in stages. Design and to make the crossing. The trips made each day, however, are far
construction for this type of work is very time -consuming, and it below those that would be expected if only distance were considered.
is estimated that the first stage cannot be ready for passengers It can be concluded, therefore, that cross-harbour movement is
until five-and - a -half years after the start of detailed design. Traffic being inhibited by slow overall travel speeds. It also can be concluded
volumes will , of course, continue to grow during this period, so that a cross -harbour rapid-transit link would stimulate such travel
congestion will get much worse before the rapid -transit system can and attract a large volume in early years.
offer relief. An early start is therefore highly desirable. 9. The Stage Development Plan — The growth ( or reduction) of
-
population and employment in each zone within walking distance
DEVELOPMENT OF THE STAGE PLAN
of a rapid-transit station was analysed to develop the stage plan.
3. The development of a plan for constructing and opening the By working back from the design year, an estimate of travel was
system in stages depends on many factors, such as growth of traffic made for each segment of the rapid-transit system for each year.
needs, design and construction requirements, operating considera These preliminary estimates were based on the assumption that the
tions and availability of capital. A major portion of the total system whole system was in operation in the base year. Using as the crite
must be included in the first stage to meet operational requirements rion the minimum number of trips per day that would be economical
and to provide sufficient service to attract customers. to design for (250,000 ), the volumes were analysed to determine
4. The operation of trains on the various segments of the system when each segment should be built. This, of course , resulted in the
has a material effect on the plan . Workshops, storage and main need for many disconnected segments in various years; but when
tenance facilities are necessary from the very beginning ; so the other requirements were considered, a logical stage development
first line to be constructed must connect to a suitable site for a plan emerged.
maintenance depot. Facilities for reversing trains must be provided 10. The analysis revealed that the first stage should include a
at both ends of each line. If a line is to be brought into service in line in the Nathan Road corridor and across the harbour to Central
stages, then reversing facilities are necessary at each station used as District. To reach a maintenance, storage and workshop site, it was
a temporary terminal . The cost of such facilities would make it necessary to include either part of the Kwun Tong or part of the
uneconomic to add to the system on a station-to-station basis. Tsuen Wan Line, because the two best sites for these facilities are
5. It would be desirable to defer certain expensive portions of at Kwai Chung and Kowloon Bay. After considering the relative
the system to later stages when there would be more operating attractiveness of the two sites and the amount of traffic that could
revenue to finance them . In the development of the staging plan , be expected in early years on each line, it was concluded that the
however, other requirements often conflict with this goal . It is also major part of the Kwun Tong Line should be built first. Similar
desirable to devise the staging in approximately equal annual incre analyses were made for other parts of the system until a complete
ments for efficient construction so that the use of technical (design) stage plan was developed.
resources, plant and labour are kept as uniform as possible, and 11 . The plan consists of six phases plus a preliminary phase that
periods of intensive effort followed by periods of inactivity are includes improvements to the Kowloon - Canton Railway. Plans exist
avoided .
to re-locate the Kowloon terminus of the Railway and to double
6. Bored tunnelling, when the subsoil conditions necessitate the track portions of the line. It is recommended that this work should
use of compressed air, requires the use of expensive equipment start immediately to accommodate the traffic increases in the cor
that must be used continuously if cost is to be minimised. Therefore, ridor served by the railway, as it appears that the additional capacity
the segments of the system that include these tunnels should if thus provided, coupled with the opening of the Lion Rock Tunnel ,
practicable be staged in sequence over the same general period . will allow construction of the Sha Tin rapid -transit line to be deferred .
73
12. The six rapid-transit development stages are shown in Figure construction. The line could be extended to Kwun Tong for an
53. These are construction stages but the plan provides for construc extra capital cost of about $60 million , which assumes overhead
tion to be continuous. The expression “ construction stage" is used construction . But there may be a good case for constructing this
to denote the work carried out in each of the six successive periods portion of the line underground. Therefore, when detailed planning
up to the date at which a new section (or sections) of the system is begins, the possibility of extending the line to Kwun Tong in Stage 1
brought into service. For engineering reasons most of the construc and the relative merits of overhead and underground construction
tion stages have to include some work not operationally required should be re- examined .
until the completion of a later stage. There will be no trains operating 16.
on the Tsuen Wan and Island Lines until the second and third stages, To serve more people and to generate more revenue, it
even though portions of these lines need to be built in the first may be considered desirable to bring other parts of the system
into operation in the early years. It may also be considered desirable
stage. Services will only extend to Lai Chi Kok on the Tsuen Wan
Line in the second stage although the line must be built to Kwai
to construct the complete Tsuen Wan or Sha Tin Lines earlier
to stimulate new-town development. Although the recommended
Chung to connect with the maintenance depot. The completion stage development plan is considered to be a practical one, some
dates for various stages were developed after a review of the design consideration should be given to such alternatives during negotiations
and construction requirements. They are shown in Table 63. for financing.
COMPLETION DATES FOR STAGES TABLE 63
TRAFFIC BY STAGES
STAGE LINE PORTION TO BE CONSTRUCTED DATE
17 . To assess the equipment and manpower requirements for
1 Kwun Tong Central to Choi Hung including the
each stage and also to make revenue forecasts, it was necessary to
December, 1973
maintenance depot at Kowloon Bay estimate and analyse the traffic that would use the rapid -transit
Tsuen Wan Harcourt Road to Salisbury Road and system in 1974 and each year thereafter. Volumes through each
Soy Street to Boundary Street(1)
Island Central to Murray Road ( 1 ) station and on each segment of the system were derived from the
2 Kwun Tong Choi Hung to Ma Yau Tong December, 1975 projections for this purpose. These estimates were based on the
Tsuen Wan Harcourt Road to Admiralty, Salis growth (or reduction) of population and employment in each traffic
bury Road to Soy Street, and Bound
ary Street to Lai Chi Kok including zone, and were then modified to allow for the construction of the
the maintenance depot at Kwai system in stages, and for transfer of traffic to buses at the temporary
Chung ends of the lines. It was assumed that the bus routes would be altered
Island Murray Road to Admiralty( 1 )
3 Kwun Tong Central to Western Market December, 1978 as required at each stage to connect with the rapid -transit stations.
Island Western
Admiralty
Market to Central and
to Chai Wan Central
Estimates were also made of the volumes that would use the system
including the maintenance depot at if construction were stopped at the end of any stage. Conservative
Chai Wan estimates of the total volumes on the system each year between
4 Tsuen Wan Lai Chi Kok to Tsuen Wan December, 1980 1974 and 1986 are shown in Table 64. Figure 54 shows the same
Island Western Market to Kennedy volumes graphically and includes the volumes for each stage pro
5 Sha Tin Tsim Sha Tsui to Tsz Wan Shan December, 1982 jected to 1986. The estimated traffic volumes each year at each
6 Sha Tin Tsz Wan Shan to Wo Liu Hang in December, 1984 station and each year on each segment of the system are included
cluding the maintenance depot at
Sha Tin in the appendix .
( 1 ) These portions of the line must be built in the first and second stages but will not be used ESTIMATED RAPID-TRANSIT VOLUME EACH YEAR TABLE 64
until the second and third stages.
YEAR PASSENGERS PER DAY
13 . To meet these completion dates, it will be necessary to
start design of the system in mid- 1968 and begin construction in 1974 387,000
1975 396,000
1970. It is anticipated that design and construction will then proceed 1976 739,000
continuously until the end of 1984. Further study in future years 1977 756,000
may show the need to add lines to the system after 1984. These 1978 775,000
could include a line to Aberdeen , an additional cross- harbour line 1979 1,245,000
between Kwun Tong and North Point and a line serving Castle 1980 1,287,000
Peak . 1981 1,584,000
1982 1,621,000
14 . The bored tunnels in the Tsim Sha Tsui and Yau Ma Tei 1983 1,990,000
1984 2,034,000
areas will require considerable time to construct, so they must be 1985
included in the first step of the design process. It will be necessary 2,419,000
1986 2,476,000
to complete the Kowloon Bay maintenance depot and a few miles
of connecting track at least six months before the system goes
into operation . These facilities are needed for testing equipment IMPLEMENTATION AND SURFACE
and training the operating staff. Much of the operating equipment
TRANSPORT
will need to be designed and ordered as much as three years before
starting operation . 18 . The rapid-transit lines are designed to serve the major urban
15 . corridors of travel . Surface lines will continue to serve other areas
The staging of the recommended plan was arrived at after and short trips along and between the rapid-transit corridors. In
weighing such often conflicting factors as the annual flow of capital, addition , surface transport will serve the important role of bringing
the build -up of revenue-earning power, and the practical maximum passengers to the rapid-transit stations. Traffic projections indicate
amount of construction work that can be economically designed that the surface lines will be carrying over 50 per cent more passen
and built in a given period . Because no revenue can be earned gers, after the rapid-transit system is completed , than they do at
until it is completed , the size of the first stage was critically influenced present .
by these considerations. To keep it to the viable minimum , the
Kwun Tong Line has been planned to end , in Stage 1 , at Choi Hung 19 . Comparative Volumes of Traffic — Total public transport travel
-
and the people originating in Kwun Tong that will use the rapid is expected to increase from 3.3 million trips per day in 1965 to 7.4
transit system have been assumed to use the bus for part of their million in 1986. Until the rapid -transit system begins operation in
journey during the two years that the remainder of the line is under 1974, the entire increase will be on surface transport. By then it is
74
WO LIU HANG
HA WO CHE
BHK TIN CENTRAL
AA WAI
SHAN
TSUEN WAN
HUNG MUI KUK
TAI WO HAU
KHAI CHUNG
VAP SAP WAN
HEUNG
FOR KONG
KOWLOON
SHA
WAN
KOK
NGAM
TZE WAN SHAN
TONG
VONG
YSIN
NACH
SHULPO
TK
HOR
SHEKI
HAMOND HILL
CHỌI HUNG
KAI TAK
KOWLOON BAY
TAU WAI
TO KWA WAN NGAUJA KOK
WATERLO " WUN TONG
HỐ MAN TIN WUN TONG TSUEN
QUARRY
NORTH
ESTERN
HUNG HOM
MARKET
POINT
BAY
YAU TONG
TSIM SHATSUN
YING
PUN
PAI
HAU
BELCHER
ENTRAL
TIN
로
IKENNEDY
WAN
DMIRALTY
HAU
HO
WAN
운
KEI
WANGHAI
CHAI WAN QUAY
CHAI WAN CENTRAL
o
STAGE 1
STAGE 2
STAGE 3
STAGE 4
STAGE 5
STAGE 6
1/2
MAP SCALE IN MILES
2
STAGE DEVELOPMENT PLAN 53
75
3 8 1
TRANSPORT
)PASSENGERS
( ILLIONS
1
PUBLIC
MTRIPS
( ILLIONS
)PER
DAY
7
PER
DAY
1
M
N
6
RAPID TRANSIT
5
-
SURFACE TRAI SPORT 1
-
3
O
74 75 76 77 78 79 80 81 82 83 84 85 86 1966 68 70 72 74 76 78 80 82 84 1986
YEAR YEAR
1
FUTURE PUBLIC TRANSPORT
RAPID - TRANSIT VOLUME BY STAGES 54 VOLUME 55
estimated that surface transport trips will have grown to just under operation(). Most of the cross -harbour ferry lines, however, would
5 million per day and will then level off at about that amount as the still offer faster and more direct routes of travel, and it is assumed
rapid-transit system attracts most of the future increase . This trend that these will remain in operation.
is illustrated in Figure 55. While the rapid-transit system will be 23 . The second factor which will materially affect surface transport
accommodating 33 per cent of public transport trips and 41 per
cent of passenger-miles in the design year, this does not mean is the continued dispersal of population and employment and the
consequent re-alignment of travel patterns. This trend has been
that surface transport will diminish either in importance or in volume
of use. under way for many years and is the main reason why the proportion
of public transport travel by bus has risen from 50 per cent in 1954
20. The surface and rapid-transit systems should be complemen to 67 per cent in 1967.
tary rather than competitive, each serving the type of travel it is 24. The introduction of the rapid -transit system will have pro
best suited to accommodate, and producing together an effective found effects on the bus systems as routes are changed to serve
and efficient transport system . The rapid-transit lines, with their the new stations. The versatility of bus routing will also accelerate
high capacity, will serve the heavily concentrated movements the trend towards higher bus patronage. At the same time, travel
which cannot be efficiently handled by surface vehicles sharing on some tram and ferry routes may diminish to the point where
congested roads with other vehicles and foot traffic. Conversely, it is no longer profitable to continue service.
the surface transport system will serve the lighter and more diverse
movements for which rapid transit is not adaptable. 25 . Stage 1 of rapid -transit development will have a measurable
effect on several cross -harbour ferry routes and the combined
21 . Distribution by Modes - The surface transport system, while
-
effect of rapid transit and the vehicular tunnel may cause their
increasing its total patronage, will undergo considerable change in patronage to drop below a profitable level. There will also be a
the distribution of traffic among the different modes and companies. need for re-routing of a few of the Kowloon bus routes.
The change will come about first from causes not directly associated 26 . Stage 2 will only extend the effects of Stage 1 , but Stage
with the rapid -transit system. Later there will be changes in travel 3 will affect both buses and trams on the Island . Since the rapid
patterns induced by the successive opening of the rapid-transit transit will serve the same major corridor as is now served by both
lines as well as changes due to development trends. buses and trams, and since the buses can easily be re-routed to
complement rather than compete with rapid transit, it is likely
22 . The first major change will occur in 1971 when the cross that there would be a sizeable drop in tram patronage, if the trams
harbour vehicular tunnel is expected to be completed. The operation were retained .
of buses through the tunnel, affording direct service between
Kowloon and Hong Kong Island , will have an impact on the routing 27. Stages 4 and 5 will only continue the effects of Stages 1 , 2
of bus lines and on some cross - harbour ferry services, particularly and 3, but Stage 6 will cause a sizeable drop in patronage on the
those which parallel the vehicular tunnel . Assuming that the tunnel Kowloon - Canton Railway. It is estimated that traffic on the railway
bus services offer reasonably comparable cost and convenience, will reach its maximum due to developments in Sha Tin and then
there may not be sufficient patronage on two or three nearby ( 1 ) Service on two of these lines was suspended at least temporarily as this report was going to
ferry routes, that now operate at a loss, to warrant their continued press .
76
drop back to about its present level upon completion of the rec transit, as well as between different bus lines, is an essential com
ommended rapid-transit system. ponent of an integrated transport system. The type and location
of the required facilities should be an early topic of discussion
28. Rapid transit will not affect the patronage of the Peak Tram between members of the rapid-transit organisation and the bus
way, the ferry routes to the outer islands or the bus lines serving operators .
the New Territories beyond Tsuen Wan and Sha Tin . In general ,
public transport travel will continue to grow at about the same 32. The comfort, appearance and amenities of the vehicles must
rate as in past years but there will be changes in routing and in be competitive with alternative transport forms. Smoother mechani
the proportion of trips on the various modes. cal performance, freedom from noise, vibration and fumes, as well
as clearer identification by use of larger route identification signs,
29. Future Operations of Surface Transport - It is of vital im are important elements in improved bus services. While larger
portance to the future of all public transport in Hong Kong that buses, including double-deckers, are needed in the urban areas
improvement and expansion of existing services continue uninter where traffic is heavy, smaller buses, such as the New Territories
rupted in the period up to the opening of the first rapid-transit "taxis ", may be appropriate for serving the far reaches of the New
line and in the period of transition thereafter. Because of the diverse Territories and providing for other low volume needs.
interests of the existing operators and the varying effects of the
rapid transit on their activities, a reasonable and definitive programme
for both interim and long-range operations must be worked out
to ensure orderly development and improvement of the whole
transport system . In a rapidly expanding economy such as Hong
Kong's, public transport cannot be allowed to deteriorate or even
mark time because of uncertainties. Close co-operation is needed in
planning for future changes, at the same time ensuring that necessary
improvements are made which properly relate to the future role
CRO ON
of each form of transport. 11
30 . In terms of bus operation, improvement of service will be
justified and required by the heavier passenger loadings which are
expected to develop. Queues of passengers unable to board suc
cessive loaded buses are already evident in some areas. This could
easily become an intolerable problem without careful re-design of
schedules and adherence to them, for close headways must be run
to cope with high passenger densities. Efficient use of major ter
minals is another operational area in which improvement will be
necessary . Related to this is the elimination of unproductive standing A04893
time of vehicles which may involve rotation of crews to provide
necessary meal and rest periods.
ALL 46
33 . The passenger trains of the Kowloon -Canton Railway will
6
serve an important interim role as the Sha Tin new town develops.
This will require double tracking of part of the line, acquisition of
new equipment and improvement of signal controls and scheduling
procedures, to accommodate the additional traffic. In view of the
eventual introduction of the rapid-transit line, capital expenditure
on the railway should be limited to a level which will subsequently
be useful for approximately present passenger loads and projected
goods services. To achieve the maximum capacity between Sha Tin
and Kowloon it will be necessary to schedule the minimum turn
around time at the terminals. A shuttle service between Sha Tin
and Kowloon will also be required to avoid uneconomic operation
of all trains for the full length of the line, and purchase of excessive
rolling stock .
IMPLEMENTATION AND URBAN RENEWAL
34. During the period since 1954 the Government housing pro
gramme has had a great influence in shaping the development of
31 . The high proportion of urban travel by public transport may
warrant additional traffic controls, to give preference to the move the urban area. Now, attention is being directed to urban renewal
and modern transportation facilities. Both are intimately related
ment of buses so that regularity and frequency of service may be and will have far-reaching effects on the future development pattern .
maintained . In addition to the continued provision of adequate
recessed kerbside bus stops, the provision of reserved bus lanes 35 . The vitality of the urban area depends on adequate and effi
from which other vehicular traffic is excluded will assist in main cient transportation . The creation of a modern transport system
taining regularity of service for the bus rider. Special traffic signal capable of accommodating rapidly increasing travel demand must
timing to favour buses and the use of bus-actuated signal control be a primary feature of any development plan . If the opportunity
devices, may also be warranted in the interest of moving the greatest is taken to co - ordinate land development and transportation , private
number of people in the smallest number of vehicles. Provision for investment in land and buildings can be greatly encouraged. A
safe and rapid interchange of passengers between buses and rapid continuing renewal programme, linked with the creation of a modern
77
transport system , can produce significant monetary savings in both .
It is also likely to result in better community facilities than would
be attainable if each improvement were pursued independently.
36. Routes for the recommended rapid-transit system have been
carefully chosen to serve the maximum number of people by pene
trating the most congested areas. In many cases, they must traverse
areas of dilapidated, overcrowded structures that are obsolete and
ready for redevelopment.
37. When resuming land to build the transit system , sufficient
funds should be made available to obtain combinations of land parcels
which are suitable for renewal projects. The specific benefits of this
are easily identified. The surface street pattern can be redesigned to
separate local from through traffic and pedestrians from vehicles.
Street capacity and safety can be improved and complex intersections
eliminated . Off-street parking facilities can be provided to reduce
or eliminate kerb parking, thereby improving traffic capacity.
Surface public transport routings and operating speeds can be im kil
proved . From such re-planning for urban renewal a new and more
efficient land use pattern willemerge, and the resultant new residen
tial and commercial developments will increase the usefulness and
patronage of the related transport system .
38 . The Western District of Hong Kong Island stands out as an
example of a place where rapid transit and large scale redevelopment
can be joined into a single project. The Working Party on Slum
Clearance has already suggested an urban renewal scheme for this
area. By combining the land acquisition funds necessary for rapid
transit with those required for urban renewal , it should be possible
to redevelop this area into one of the most attractive in the Colony.
39. To construct the rapid-transit line it will be necessary to
demolish the buildings on approximately 440 properties between
Western Street and Jubilee Street. Nearly all of these buildings
would be removed under the urban renewal scheme, but the con 43 . Where new development is planned on a large scale, covering
struction of the rapid -transit line requires their demolition all at an extensive area such as Chai Wan , or a new town, the rapid
one time, thereby providing the opportunity to consolidate plots transit can be located on an overhead structure. With imaginative
of land and alter the street pattern . The existing road system in design the structure can suit its surroundings and the stations can
this area is inadequate for modern traffic needs. The streets are be made an integral part of the community. Figure 57 shows one
narrow, their alignment is generally poor, and there are many possible way that a community centre can be designed around an
diagonal streets with angular junctions. overhead rapid-transit station .
40 . The demolition necessary for construction of the rapid 44 . A number of individual sites in developed areas are vacant
transit line affords the opportunity to build a new street between or soon will be, due to the demolition of obsolete buildings. Where
Morrison Street and Eastern Street. This, combined with the widen these sites are contiguous to proposed stations, serious considera
ing of Bonham Strand and the construction of a short section of tion should be given to designing the ground floors and basements
Des Voeux Road , could provide an adequate pair of one-way streets of the new buildings to give direct connection to the stations. In
for through traffic . The remaining portion of Queen's Road between some cases the mezzanine and ticket hall facilities could be re-located
Morrison Street and Eastern Street, could then become a local from their suggested positions under the streets and made integral
road . As part of the overall urban renewal project, the many sub parts of new buildings. Passageways under the streets to reach the
standard local streets north of Queen's Road should be replaced
with a smaller number of adequate cross streets in accordance with
the goals of good land-use planning. Figure 56 shows a suggested
road network for this area and aa scheme for the location of buildings ELEVATED RAPID TRANSIT LINE
in conjunction with the Western Market Station.
IMPLEMENTATION AND NEW
DEVELOPMENT RESIDEN
BUILDING
41 . All that has been said about co-ordinating rapid-transit
construction and urban renewal projects, also applies to vacant
areas where development is contemplated . In these areas there is
the additional advantage that land-use planning need not be restricted
Oso
by existing buildings or road patterns, so that all facilities can be
designed to their greatest mutual benefit.
42. The rapid -transit stations can form a nucleus for clusters of
new development in these areas, thus providing the maximum con
venience and rapid-transit patronage. Generally , it would be desira
ble to develop the areas so that the most intensive land - uses and the
largest buildings have direct access to the stations .
78
L
88
SNTREET
INNAUGHT ROAD WEST 28
EY
MSET
CON
STRE
NAU CEN
GHT ROAD TRA
RU
WEST
DES VOEUX ROAD L
8
_DES VOEUX ROAD CENTRAL
ISTRE
LIN
db
U
105 LAND
QUEEN'S ROAD WEST
s
ood
STERN
Pepe
E
HOSPITAL ROAD ooo
LE
BI
QUE
EN' ROA CENTRA
ST
JU
.
S D L
T
HIGHSTREE
HOLLYWOOD ROAD
SUGGESTED ROAD AND DEVELOPMENT SCHEME AT WESTERN MARKET STATION 56
platforms would still be required with this arrangement, but these
would not need to be as deep as the mezzanines so cost savings
would be possible. This matter should be given close attention
during detailed design of the system .
ADMIRALTY
STADION
01245678
PARKING AT STATIONS
Me
45 . Many car owners, who live near rapid-transit stations , will
find it cheaper and more convenient to leave their cars at home
and travel into the central areas by rapid transit. This will reduce
the need for road improvements and central area parking structures .
In addition , many car owners who live beyond the rapid -transit
lines can be induced to leave their cars outside the central areas
provided they can park conveniently at certain stations . Such
parking must be readily accessible to main roadways and have
direct pedestrian connection with the stations . The charge for
OFFICES
RAPID TRANSIT
STATION
OFFICES
OFFICES
SHOPS SHOPS
SHOPS
COMMUNITY CENTRE AT OVERHEAD TRANSIT STATION 57
79
1
parking in these outer areas should be cheaper than central area
parking to reflect lower land values. A good case could be made
for free parking to relieve road congestion and the need for ex
pensive traffic improvements. 1
46 . It is recommended that parking facilities be considered in
conjunction with the following stations:
Kennedy
1
Choi Hung
Kwun Tong
Tsuen Wan 1
Wo Liu Hang
47. Parking at Kennedy Station would be used by the residents
of the Mount Davis and Pok Fu Lam areas. With new road facilities
L
it may even be attractive to a few residents of Aberdeen . The Choi
Hung Station parking would be attractive to people living in the
Port Shelter and Clear Water Bay areas. Some people from Junk 1
Bay would use the parking at Kwun Tong, as would a few Kwun
Tong residents. Car owners living east of Tsuen Wan , including
those from Castle Peak, would find parking at Tsuen Wan Station
convenient . The parking at Wo Liu Hang Station (Sha Tin) would
L
be used by some people living in Tai Po, Fanling and Sheung Shui .
In addition to parking at these stations, there should be adequate
space for car drivers to set down and pick up passengers. This will
also help to relieve traffic congestion on roads leading to central
L1
areas .
48 . These parking facilities have not been allowed for in the L
rapid-transit cost and revenue estimates. Even if several thousand
people chose to " park-and-ride" each day, they would have little
effect on a rapid-transit system carrying over two million passengers 1
per day. However, this practice could have an important effect on
certain roads and central area parking facilities. Estimates of the
number of parking spaces required at each of these locations will
be included in the Long Term Road Study Report.
49. Underground Parking - It is necessary in the underground
cut-and - cover portions of the system, to excavate large volumes
of earth to provide for the platforms at stations. Normally, except
for the mezzanine area, this extra volume would be backfilled after
construction. Consideration might be given to extending the
mezzanine construction at certain locations to provide space for
underground parking. This may provide an opportunity to obtain
needed parking in congested areas without the need to use valuable
land for this purpose and possibly at a lower cost.
80
ROUTE LOCATION AND
RIGHT OF WAY 8
1. An important factor affecting the use of public transport is to facilitate the braking and acceleration of the trains.
the distance that people must walk to the nearest stop or station . 8. Within stations the track should be level. In exceptional
Although a quarter of a mile is considered a reasonable walking circumstances a gradient of up to 0.5 per cent is accepted. A limit
distance on level ground , the proportion of people who will use a of 4 per cent is used on approaches to storage sidings, as only empty
transport service decreases as distance increases even within a trains will use these.
quarter mile. Therefore, to obtain the maximum use of a rapid
transit system , the routes should penetrate into the heart of the RIGHT OF WAY
principal residential , industrial and commercial centres. The stations
should be located immediately adjacent to buildings which have the 9. For underground construction the minimum width required
highest numbers of potential riders. Such an arrangement will both for the construction of the double track running tunnel is 35 to 40
maximise revenue and offer most relief to road congestion . feet, depending on the construction method used. The width required
2. The location of routes and the position of stations is particularly for a station varies considerably according to the design and may be
as much as 85 feet for a portion of its length .
important in central business areas where the close grouping of
multi-storey buildings causes heavy concentrations of people. Con 10. The width of the structure for overhead construction is
venient public transport is vital to the efficient functioning of these about 30 feet for standard double running track and up to 76 feet
centres and thereby the preservation of property and business values. for part of the length of a station . In order to safeguard environment,
In these areas a grade-separated mass transport system can do the buildings should not be permitted within 20 feet of the structure,
most efficient job by providing easy access where surface streets and therefore in assessing cost of acquisition , a width of 70 feet for
are congested and surface transport is very slow. Access and conven right of way was allowed .
ience are impaired if the stations are located at the edge, instead of 11 . It was originally thought that overhead lines could be located
in the centre, of the business area . in the medians of divided highways, but closer investigation has
revealed several disadvantages in this arrangement.
ALIGNMENT STANDARDS
( 1 ) The rail line must follow the road alignment which , in the
3. The design standards reflect a balance between capital and case of existing roads, is usually below the standards re
operating cost on the one hand and speed, convenience, passenger quired for rapid transit.
comfort and aesthetics on the other. Although high standards have ( 2) The width of the station structure is such that the road
been used they are not the highest attainable. would be effectively in tunnel for the 600 - foot length.
4. Horizontal Alignment - Curve radii must be as large as possible (3) There is a considerable problem in giving access to both
because, though the cant on the running track is designed to give a platforms from each side of the road. Thus in Kwun Tong
comfortable ride at the normal operating speed, the occasion will and Chai Wan where overhead construction has been
arise when a train has to stop or run very slowly on a curve. If it recommended the route is located beside the main road
were too heavily canted then the standing passengers would experi and means must be found to give access from the station
ence discomfort. In practice the alternative of limited cant coupled mezzanine to the opposite side of the road .
with speed restriction is preferable. 12. Right-of-way Costs — The cost of land acquisition for the
5. Wherever possible the radius has been kept to a minimum of rapid-transit system is an important element in the analysis of
1,500 feet to avoid such restrictions. Train speed approaching and financial feasibility. Most of the land that must be acquired can be
leaving stations will only be about 30 miles per hour, so at these resold after construction . The cost estimates for land are considered
locations radii as small as 1,000 feet are considered acceptable though to be representative of market values.
avoided where practicable. In exceptional circumstances an absolute 13 . The Crown Lands and Survey Office of the Public Works
minimum radius of 600 feet is used , but all radii below 1,000 feet Department provided an estimate of the cost of resumption for the
are considered substandard. In four places substandard radii have land and buildings required for construction . This estimate, $ 285
had to be adopted for the recommended system, but in three in million, included a small amount for landlord and tenant compensa
stances these are on the immediate approach to a station. tion . To make additional allowance for this item the resumption
6. The length of track within a station should be straight so that cost has been increased to $ 300 million . It is estimated that all but
the person responsible for closing the doors can see the whole $75 million will be recovered by resale of the land after the com
length of the train . Where this is not possible, a minimum radius of pletion of construction . Land near stations will probably be more
3,000 feet is used to ensure that the gap between the platform and valuable after construction than before and may therefore, be sold
the floor of the car at doorways is not more than three inches. for more than it cost ; but no allowance has been made for this.
7. Vertical Alignment - Gradients have normally been kept to a 14. In addition to the costs of resumption, it is expected that
] maximum of 2 per cent but where savings in capital cost are signif
icant, a few gradients of 3 per cent, and occasionally up to 3.6 per
there will be claims for loss of business during construction . Forty
million dollars has been allocated to meet these claims.
cent, have been adopted . To permit natural drainage, a minimum 15 . Land is required for maintenance depots and also in certain
gradient of 0.3 per cent is maintained on underground sections of areas to provide a right of way for overhead sections of the system .
line. Wherever possible steep climbing gradients are embodied in The cost of land for depots, except the one at Chai Wan , has been
the approaches to stations, and falling gradients in the exits from them computed at the current industrial land value of $30 per square foot.
81
At Chai Wan the depot is located in an area where reclamation has 20. Poor alignment of the routes across the south of Victoria
[
not been contemplated before, so the cost has been calculated at Park determined selection in the Causeway Bay area. At North
$ 10 per square foot which is aa relatively high cost for reclamation . Point, King's Road is not only the widest right of way but is also at
The total cost of land for these facilities is estimated at $ 75 million . present the most central . The route immediately to the south of
Table 65 shows the cost for right of way by years of expenditure. King's Road appears to have advantages from construction aspects
and merits further examination , particularly if development of the
ESTIMATED COST FOR RIGHT OF WAY TABLE 65 slopes above North Point shifts the centre of development away from
MILLIONS OF DOLLARS
King's Road. In Shau Kei Wan the alignment, width , and congestion
YEAR Resumption Resale Net Land (1 ) Total of Shau Kei Wan Road and the plans for construction on the hillsides
and Claims of Land Cost Acquisition to the south-west of the existing development influenced the choice
of route in the region of Sai Wan Ho. The proposed commercial
1970 13 -
13 40 53
development and the standard of service were instrumental in the
:
1971 37 37 37
یفبہسي
ات
choice of a route across the Aldrich Bay reclamation . The route in
1972 74 74 13 87
1973 3 -31 -28 -26
this area is also influenced by the need to provide storage sidings
1974 131 131 134 for the trains of the Island Line. The most suitable site for these
1975 18 18 2 20 sidings and the associated inspection sheds is at Lei Yue Mun Bay.
1976 3 -66 -63 -63 21 . In Chai Wan the planned road pattern has had to be followed
1977 31 31 | 31 as closely as possible so that construction costs could be reduced by
1978 4 4 4
the adoption of overhead instead of underground construction .
|
|
1979 3 -104 -101 -101
22 . Several routes were considered for service to Aberdeen , of
|
1980 18 18 18
which the one starting in the Naval Dockyard area seems the best.
|
1981 3 -16 --13 -13
Although rapid - transit service to Aberdeen is not being recommend
|
1982 0 0 13 13
1983 -8 -7 -6 ed at this time, allowance has been made for this line as an exten
-
sion of the Tsuen Wan Line in the design of Admiralty Station .
-
1984 1 1 2
TOTAL 340 - 225 115 75 190 23 . Cross Harbour - The recommended cross-harbour route is
largely dictated by the needs on each side of the harbour. The route
(1) Land retained for overhead lines and maintenance depots and considered a permanent asset. chosen fulfills these requirements and has good horizontal alignment.
The route between North Point and Kwun Tong is not recommended
ROUTES INVESTIGATED at this time but allowance has been made for it in the design .
16 . Many possible routes were investigated in the process of 24. Mainland - On the west side of Kowloon , Nathan Road
developing the recommended system. Some were rejected early stands out as the widest right of way and the major line of travel
since they were found to have serious deficiencies and others were desire. However, it is also one of the major traffic arteries of
discarded after the analysis of traffic assignments . A few that were Kowloon ; and in order to avoid disturbance to its traffic and to
not finally selected can still be considered reasonable alternatives. adjacent buildings during construction alternative routes in Portland
Figure 58 shows most of the routes that were investigated , but some Street and Sai Yeung Choi Street were examined . These streets are
of those discarded early in the study are not shown . very close to Nathan Road , but both are too narrow and would
involve considerable property demolition . The same drawbacks
17. Hong Kong Island — The routes investigated included a route
-
applied to the routes in Shanghai Street and Canton Road.
in bored tunnel through the hillside approximately along the line
of Bonham Road, Caine Road, Kennedy Road, Queen's Road East, 25 . When it was determined that two lines were required in
Tung Lo Wan Road and Tin Hau Temple Road. This route had the the Nathan Road corridor, further investigations were carried out
to find an alternative to the Nathan Road route for the second line.
advantage of minimum disturbance to existing development but
The three main points in the case for putting the second line on a
was discarded because it would not provide adequate service to large
different route are :
concentrations of development. Similarly the route along the shore
line, which would have had merit if it could have been accompanied ( 1 ) If both routes were constructed in Nathan Road it would
be impracticable to stage the construction of the two lines;
by a plan for major reconstruction of port and ferry services together so at least part of one line would remain idle until com
with new housing and commercial development, failed to give the pletion of the second stage.
desired level of service and its construction would cause great
(2) By locating the second line away from Nathan Road, service
disruption to existing port activities and ferry operations. to more people would be provided by virtue of a larger
18 . In the western corridor the route in Queen's Road West number of stations.
has been chosen because it is more centrally located than Des (3) A second route would encourage a second corridor of
Voeux Road West. In Central District the width of Queen's Road development with an associated increase in land values.
Central is insufficient for station construction and the alignment is
poor so the route is located in Des Voeux Road Central . The pro 26. From the point of view of spreading development, a route
posed redevelopment scheme in Western District affords the to the west of Nathan Road is considered preferable because the
opportunity to locate the route between Des Voeux Road Central high ground would restrict development on the east. A re-examina
tion of routes west of Nathan Road showed that in all cases, with the
and Queen's Road West. East of Pedder Street the route is located
in Chater Road because the Kapok Drive road scheme will alter exception of the most western route, the narrow width of right
the traffic flow in the area and allow Chater Road to be partly of way would result in large scale demolition and poor alignment.
27 . The route beside the Yau Ma Tei Typhoon Anchorage would
closed to traffic during construction .
satisfy the above conditions, particularly if a proposal to reclaim
19 . Road width and alignment preclude the use of Queen's Road the typhoon anchorage were implemented . Also the right of way
East and Johnston Road in Wan Chai but, with the completion of would be of adequate width . However, this route was reluctantly
the Wan Chai Reclamation , Hennessy Road and Lockhart Road will
abandoned for the reasons given below.
both be acceptable routes . Buildings will be affected at station sites
on the Lockhart Road route but, since it is not a through -traffic 28 . Because development at Kwun Tong is further advanced
route, sections may be partly closed to traffic during construction . than at Tsuen Wạn the Kwun Tong Line should be constructed
first. Also , since Nathan Road lies on the established desire line in
This last factor determined the choice of Lockhart Road but Hennessy
western Kowloon , the first line, i.e. the Kwun Tong Line should be
Road is still an acceptable alternative.
82
A
o
As
RECOMMENDED ROUTE
OTHER
ROUTES INVESTIGATED
12
MAP SCALE IN MILES RAPID-TRANSIT ROUTES INVESTIGATED 58 83
located in Nathan Road. Therefore, the Tsuen Wan Line would Road without affecting property. The routes south of the Royal
have to be constructed along Tong Mi Road. Air Force Quarters are of slightly poorer alignment and do not
29. A direct connection from Tong Mi Road to Cheung Sha Wan offer the same opportunity for overhead construction. Further
Road was considered undesirable because large-scale property south, Kwun Tong Road and Lei Yue Mun Road offer an obvious right
demolition would be involved , because the estimated 190,000 of way. The use of a short section of Ngau Tau Kok Road was con
transfer movements per day between the Tsuen Wan and Kwun sidered but discarded because of problems in relation to the access
Tong Lines could not satisfactorily be handled and because the to the Kowloon Bay maintenance depot.
passengers on the Tsuen Wan Line would not have satisfactory 39. If the cross-harbour route between North Point and Kwun
access to Nathan Road. Tong is ever required it should follow Hoi Yuen Road . This route
30. To accommodate the transfer movements at the north end affords an opportunity to serve the intermediate levels in Kwun
of Nathan Road the two lines should be constructed one above the Tong, provides interchange facilities between lines at Kwun Tong
Station and can be extended to Junk Bay.
other. The only way in which this could be done involved extensive
demolition of property and very poor alignment. Also, all practi 40 . It is necessary for the route in east Kowloon to connect
cable alternative track arrangements would involve moving the with the route in the Nathan Road corridor in order to provide
station positions along Nathan Road away from the major desire satisfactory transfer facilities. The routes using the southern portion
points to maintain a reasonable station spacing. of Chatham Road and the Kowloon-Canton Railway are unsuitable :
31 . because they intersect the route in the Nathan Road corridor
To a lesser degree the same problem occurred at the southern too close to the harbour crossing for the construction of a transfer
end of the corridor ; so it was reluctantly decided to abandon further station . In addition they do not serve the proposed developments
consideration of the alternative routes to the west of Nathan Road . on the Hung Hom Reclamation nor do they enable interchange
However, when detailed design work for the rapid-transit system with the railway at the proposed Hung Hom Terminal . The route
is started , these alternatives should be re-examined.
in Cameron Road requires less demolition of property than that in
32. It was found practicable to reduce the first stage cost by Humphrey and Prat Avenues.
constructing the section of the Tsuen Wan Line between Soy Street 41 . North of the Hung Hom Railway Terminal the alignment of
and Austin Road slightly to the east of Nathan Road. The stations the route in Chatham Road is poor and more property is affected
on the two lines can be linked by underground passageways. than on the route in Gillies Avenue. North of Chatham Road the
33 . In order to reduce interference with surface traffic bored route in To Kwa Wan Road does not offer sufficient service to
tunnelling techniques are recommended in Nathan Road , south warrant construction . In the same way the service provided by the
of Waterloo Road, except at stations. South of Austin Road the route in Kowloon City Road is poor. The service afforded by the
route in Whitfield Barracks is preferred to avoid interference with Pak Tai Street route is good and so is the alignment.
traffic and property in Tsim Sha Tsui. 42 . The routes to Sha Tin which pass through Kowloon City do
34. Lai Chi Kok Road is too far from the centre of development not afford service to the large resettlement estate at Tsz Wan
Shan . The routes using Choi Hung Road are of very poor alignment.
in Sham Shui Po and Cheung Sha Wan to prove acceptable and the The recommended route offers reasonable service to San Po Kong,
same criticism to a lesser extent applies to Castle Peak Road. Because
a large tract of land in this area is occupied by the War Department, Tung Tau Resettlement Estate, Kai Tak Airport and Tsz Wan Shan
there are service advantages in the routes in Un Chau Street and and also has good interchange with the Kwun Tong Line at Diamond
Hill Station .
Fuk Wing Street, but these are offset by the narrowness of the
43 . Serious consideration was given to the use of the Kowloon
streets. Cheung Sha Wan Road provides a right of way of adequate
width and would be centrally located if the War Department land Canton Railway to provide rapid-transit service to Sha Tin. However,
should ever revert to civil development. the railway line passes through areas of Kowloon which are of rela
tively low density and, since it runs along the edge of the proposed
35. In the region of Lai Chi Kok Bay the route beside the Lai Sha Tin New Town, it does not offer adequate service to the future
Chi Kok Bridge, would adversely affect the residential develop development. Also because the railway carries important goods
ment currently under construction , so the route is located in the
traffic which is incompatible with rapid-transit operation , it would
established right of way through the development. The two north be necessary to provide three tracks between Hung Hom and Sha
erly routes to Tsuen Wan involve long and expensive tunnels, Tin . These factors led to the decision not to use the railway as part
whereas the recommended route offers not only cheaper construc of a rapid-transit system .
tion but better distribution of service in Kwai Chung and Tsuen
Wan . 44 . The recommended route runs through the Sha Tin Valley
from the southwest to the northeast. The alignment entering the
36 . The routes in Waterloo Road, Argyle Street, Princess valley from the eastern side was considered but was not adopted
Margaret Road and Gascoigne Road were discarded because they because of the restrictions it would place on future extension . The
did not serve major desire lines nor fit in with other routes. recommended route can be extended to Tai Po if further develop
37. It was necessary to find a route between Kwun Tong and ment makes this desirable.
Nathan Road . The routes in the Prince Edward Road and Boundary
Street corridor could serve this purpose but the more northerly PLANS AND PROFILES
routes offered much better service to the resettlement estates at 45 . Plans and profiles for the recommended system were designed
Lo Fu Ngam and Wong Tai Sin and also served the proposed develop originally to a scale of 1 inch to 50 feet and appear on the following
ment at Diamond Hill. Of the northerly routes the one along Norfolk pages at a scale of 1 inch to 400 feet. In general , the plans show the
Road offered a better connection with the Kowloon-Canton Railway existing development but in many areas, such as Chai Wan , Tsuen
than the route in Cornwall Street and the recommended route Wan and Sha Tin , the expected pattern of future development has
gave the best service to the Shek Kip Mei and Tai Hang Tung Housing been indicated by the use of broken lines. In some areas, the road
Estates. Further east the more southerly route through the centre layout shown on the official plans has been adjusted in order to meet
of the Lo Fu Ngam Estate clearly offers the better service as does the requirements of the rapid-transit line but the pattern of develop
the route along Lung Cheung Road . ment has been altered as little as possible. The profiles have been
38. Southeast from Diamond Hill the route to the north of based on available information on ground levels and utilities ; obvious
Choi Hung and the Royal Air Force Quarters on Kwun Tong Road ly they will be subject to minor variation in the light of more detailed
provides space for the route to climb to pass over Kwun Tong investigations . Figure 59 is a key map of the plan and profile plates.
84
49
39a
87
47
KO
140
PLATE OUTLINE AND
26 REFERENCE NUMBER
RAPID TRANSIT
ROUTE AND STATION
V2
MAP SCALE IN MILES
2 KEY MAP OF PLAN AND PROFILE PLATES 59
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From its western terminus the Island Line follows Victoria Road to Cadogan Street. East of Cadogan Street the route is located on the south
side of Belcher Street except between North Street and Sands Street where it crosses to the north side in negotiating a bend. East of Li Po Lung
Path the line swings away from Belcher Street to pass under Belcher Gardens.
Between Cadogan Street and Smithfield the width of construction is sufficient to accommodate three storage sidings under Belcher Street,
Kennedy Station, being the western terminal of the Island Line, has a central platform to facilitate train operation and the handling of passen
gers . The proposed temporary bus terminus on the site of the Chung Sing Bathing Pavilion should be made permanent and direct access to the
station mezzanine provided. Feeder bus routes should operate from this bus station to serve the development in the Mount Davis area . As stated
in an earlier chapter, there are indications of demand for a carpark at Kennedy Station ; this could be accommodated in аa multi-storey structure
above the bus station . The hovercraft service to Castle Peak and the ferry services to the outlying islands and Macao should terminate at the
western end of Hong Kong Island and the piers should have direct access to the station mezzanine.
Belcher Station is a side platform station with a relatively low passenger load. The station lies largely under property on the south side of
Belcher Street .
Several buildings will need to be demolished in Belcher Street, mostly on the south side. Redevelopment of these sites should be co
ordinated with the construction of the rapid-transit line.
87
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From beneath Belcher Gardens the route crosses South Lane and Hill Road in Tunnel and joins Queen's Road West at Whitty Street.
Between Whitty Street and French Street, it lies just south of Queen's Road and then swings across to run under the properties on the north
side from Western Street to Tse Mi Alley, just west of Wilmer Street. East of Wilmer Street the route cuts across the existing line of develop
ment to Western Market, whence it follows the general line of Wing Lok Street to its junction with Des Voeux Road Central.
Sai Ying Pun Station is located in the region of Centre Street and is a side platform station. It is recommended that entrances to the mez
zanine be provided at all corners of the junction between Centre Street and Queen's Road West so that pedestrians need not cross either of
these streets at grade. At least one further connection to each side of Queen's Road should be provided at the western end of the mezzanine.
Western Market Station is located at the junction of Wing Lok Street, Bonham Strand and Morrison Street. The station comprises four levels
of underground construction extending to a depth of about 65 feet below ground level . The first and top level is a station mezzanine. The second
level contains the platforms and tracks for the Island Line service. The third level is a further mezzanine to permit transfers from either of the
Island Line platforms to either of the two platforms for the Kwun Tong Line which is at the fourth and lowest level.
Between Belcher Gardens and Western Street, certain buildings constructed on piled foundations will be affected and some properties will
need to be underpinned. In order to avoid the expense of further underpinning, the redevelopment of properties above the rapid -transit line
should be delayed until the completion of underground construction, at which time the building foundations can be designed so as to avoid the
tunnel . Between Western Avenue and Tse Mi Alley most of the property on the north side of Queen's Road will be demolished . The redevelop
ment of this property should be co-ordinated with the rapid-transit construction .
89
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SE T
EN
HOU
D
A N
O E
N ROA
3
ROA R R C
N
E
UEE
31
YUE
A
ATR INEMA
D
IC
IT
N'S NA
DE
CHI NK
CHA
GLO
UCE A
CE STE B
C
G ARDE
G G
A HON KON I
E
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BUIL
-00
NT IDIN A '
S
RA G NGH N
SHA
RI D
THE
E HILTON
BA
240
ST E
AN
LE L BAN
K U
NK
Y Q HOTEL
STR CEN
T
EET SUL RAL
DIN
G
PLATE 4
40 40
20 ADMIRALTY STATIO
o CENTRAL STATION
ISLAND LINE
LEVEL
0.5 %
- 20 1.0 %
0.5 %
TSLAND EINE
LEVEL 0.5 %
TSUEN WAN
1.0 % LINE
-40 KWUN TONG LINE
10 % 12 %
LEVEL
- 60
-80 -80
220 +00 230 +00 240 +00 250.00
ISLAND LINE
JUBILEE STREET TO STEWART
ROAD
Freeman ,Fox, Wilbur Smith and Associates
90
400
270 RECLAMATION IN PROGRE95
A RD RECLAMATION PROGRESS N
DOCKY Y
NAYAN RR ER
FE PI
S K
WAN LINĘ IC S
NW CE USR K
FERVI P OS D
ROA
ROAD
E I
KWUN TONG AND TSUENE S K )
RICOER ROAD
R
MATCH
POLICE STA
26000 ST
2.obol
E
ET
ART
O U
TRE
ROAD
ROAD
t
3lodo's
POLICA
LS
POLICE HEADQUARTERS
!3009
RS
QUARTE 290.00
L
STREET
OLD
SCHOO
NA
VIR DOCKYARD
ROAD
ALT
CINEMA
D
А
SE
Y o
TIO 260-00
AR
Doo
N 280-300
LINE
270.00
FENWICK
MARKET
R
ROONEY BLK .
WAN CHAL STATION
TCH
ING
POLICS QUARTERS
EN
E
D
LIN
BU
ROA
FLEM
S
ORI
RR
' ROAD EAST SCHOOL
EN EzS SY
OW
>
LUARD
QU Η Ε Ν Ν
6
EE
N'
E
OD
AL
S
N
ND
ON ROAD
O
THOMS
.
TH
I
LA
MA
NE ST
N
CINEMA
OU AD
Y
R
NM TH
O RO
CUNICI
A
CI
SOUTHORN
MO PA D HA
IT
WANC
FU G
PLAYGROUND
STNC
CH
WIN
N
EA
SO
ST R
ES
1 CROSS
GR
SU N
O
N SD
s
200 1000 200 400 600
PLATE 5 MAP SCALE IN FEET
WAN CHAI STATION
0.3 %
1.0 %
LEVEC
BO
260.00 270.00 280.00 290 +00
Both the Island and Kwun Tong Lines follow Des Voeux Road from Jubilee S