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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LEVEL
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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
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DOCKY Y
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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 Street to Pedder Street. They then follow Chater Road to its
junction with Murray Road. The bend at Pedder Street necessitates a substandard radius of 600 feet. The Island Line then passes through the
middle of the old Naval Dockyard site to Lockhart Road and the Kwun Tong Line swings to the north .
Central Station is located in Des Voeux Road Central between Queen Victoria Street and Theatre Lane. This will be one of the heaviest
loaded stations in the world and because the passenger flow is likely to be very directional in the peak hours it has been designed as a central
platform station. An underground pedestrian passageway equipped with travelators should be provided to link the station mezzanine directly
with the proposed bus station on the Central reclamation. This is intended to encourage residents of areas which are inaccessible to rapid
transit to travel by bus and transfer to rapid transit. The bus station should be located so the passageway, can be located in either Pottinger
Street or Douglas Street. In view of the high level of employment east of Pedder Street it is recommended that a pedestrian subway, equipped
with travelators, be constructed to link the main station mezzanine with a secondary mezzanine east of Pedder Street. Consideration also
should be given to constructing similar subways and travelators to Queen's Road to relieve congestion on the footpaths in Central District.
Admiralty Station is another four -level station. The first level incorporates the station mezzanine and the second level is occupied by the
Island Line for which side platforms are used. The third level is a subsidiary mezzanine level to handle transfers between the Island Line and the
terminus of the Tsuen Wan Line which occupies the fourth and lowest level . The station has been designed to accommodate the large number
of transfers that are anticipated.
Wan Chai Station is located in the neighbourhood of O'Brien Road and is a side platform station. Consideration should be given to the
construction of an underground pedestrian subway to provide access between the south side of Hennessy Road and the station mezzanine.
] Des Voeux Road Central is barely wide enough for the construction of Central Station and it will be necessary to remove temporarily a con
siderable number of the building canopies which are cantilevered over the footpaths. The subway passes beneath one corner of the General
Post Office and so redevelopment of this site should be co -ordinated with the underground construction. Union House is also affected but
only at the corner where the building is three storeys high and can be underpinned. At Wan Chai Station, properties on the south side of
៦ Lockhart Road will need to be demolished and so development should be delayed until the subway is constructed. Some buildings on the
northeast corner of the junction between Lockhart Road and O'Brien Road are also affected.
ៗ
91
RECLAMATION
IN PROGRESS
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90-00 300.00 320-00 330
31000
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STEWART ROAD TO FORTRESS
HILL ROAD
Freeman,Fox,
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92
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200 1000 200 400 600
PLATE 7 MAP SCALE IN FEET
TIN HAT STATION
0.3 % LEVEL
0.3 %
-2
0.4 %
00 340 - 00 350-00 360 - 00 370.00
From Stewart Road to Percival Street the route follows Lockhart Road. East of Percival Street it curves slightly northwards to pass under
Kingston Street into Victoria Park . At the eastern end of the park the line is located in Gordon Road whence it passes under existing properties
in Jupiter Street and Shell Street. East of Shell Street it is located in King's Road .
Valley Station is a side platform station located between Canal Road East and Percival Street. A large number of persons from the Happy
Valley area will be brought to this station by a feeder bus service. It is obviously undesirable that this bus service should have to cross
Hennessy Road and so it is recommended that a bus terminus be provided on the south side of Hennessy Road ; the tramway depot might become
a possible site. This terminus should be linked to the station mezzanine by a pedestrian subway, equipped with travelators. This pedestrian
subway will also reduce the surface conflict between vehicles and pedestrians on race days and other sporting occasions.
Tin Hau Station is аa standard side platform station located on the 3,000-foot radius curve between Electric Road and King's Road.
Lockhart Road is of insufficient width to permit the construction of Valley station without affecting property. Thus, further development
on the north side of Lockhart Road between Canal Road East and Percival Street should be co -ordinated with the construction of the rapid
transit system . East of Percival Street, buildings on the north side of Lockhart Road, in Cannon Street and on the south side of Jaffe Road
will need to be demolished and one of the large residential blocks in Paterson Street will have to be underpinned.
ៗ Several buildings, principally of prewar construction, will have to be demolished between Electric Road and King's Road . The sites may be
redeveloped in conjunction with the construction of Tin Hau Station but consideration should be given to the possibility of extending Gordon
Road over the rapid -transit line to provide the eastbound link between Waterfront Road and King's Road .
]
93
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LEVEL 0.6 %
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TRACK
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37000 380.00 390.00 400-00
ISLAND LINE
FORTRESS HILL ROAD TO
STANLEY TERRACE
Freeman, Fox,Wilbur Smith and Associates
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94
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PLATE 9 MAP SCALE IN FEET
0.5 %
RRY BAY STATION
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LOVEL
410.00 420 +00 430 - 00 440.00
From Fortress Hill Road the line follows King's Road. The sharp bend in the region of Cheung Hong Street necessitates the use of a sub
standard 900 -foot radius curve. There is also a substandard curve of 800 -foot radius near the junction of King's Road and Java Road on the eastern
approach to Quarry Bay Station. South of Mansion Street the route is located in King's Road or immediately to the west of it as far as Westlands
Road, East of Westlands Road the alignment of King's Road is very poor so the rapid -transit line is located in tunnel under the hills to the south .
At North Point Station, which is located between Tong Shui Road and Shu Kuk Street, it is intended that half the Island Line service should
be reversed. The layout has been designed to permit the future track extension of half the Island Line service to Kwun Tong should this
become necessary .
Quarry Bay Station is a standard side platform station located near Healthy Street East.
Since King's Road is one of the wider roads of the Colony there will be very little effect on properties in this section.
95
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Freeman,Fox, Wilbur Smith and Associates
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PLATE 11
MAP SCALE IN FEET
SHAU KEI WAN STATION
0.3 %
EASTBOUND TRACK
1.0 %
TEVEC
WESTB TRACK 3.0 %
2.01% OUND
03 %
500.00 510 +00 520.00 530.00
From Stanley Terrace the rapid -transit line passes beneath the Taikoo Staff Quarters and the north slope of Mount Parkes. Still in the hillside
the route runs parallel to and approximately 500 feet south west of Shau Kei Wan Road. At the south end of Shing On Street the line is
carried on structure for a short length and then curves to cross over Shau Kei Wan Road to the north of Nam Hong Street. The overhead line
crosses the recreation ground and the areas of commercial development which are planned for the proposed reclamation in Shau Kei Wan .
After crossing Shau Kei Wan Main Street East it passes under the most northerly block of the Housing Society estate on A Kung Ngam Road.
The horizontal and vertical alignment in the region of Stanley Terrace is designed so that, if desired, a station can be provided to serve the
Taikoo Dockyard. However, at present, the dockyard provides quarters for many of its staff within easy walking distance and so a station cannot
be recommended .
Sai Wan Ho Station has side platforms and is largely built on an overhead structure at the end of Shing On Street. Shau Kei Wan
Station also has side platforms and is located in the proposed commercial development on the Shau Kei Wan Reclamation. It is, of course,
essential that the rapid -transit station should be designed in conjunction with, and form an integral part of the commercial centre.
Block 1 of the Taikoo Staff Quarters at Quarry Bay will need to be underpinned as will the northern block of the Housing Society estate
on A Kung Ngam Road. The line is located to avoid all existing properties on the south side of Shau Kei Wan Road but a number of buildings on
the north side and in Nam On Street will have to be demolished . Some prewar buildings on Shau Kei Wan Main Street East will also have to
be demolished . Future development should allow a minimum right-of-way width of 70 feet for overhead sections and wherever possible a greater
width should be provided.
]
97
DEVELOPMENT PLAN
BOUND
OF
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310 %
WESTBOUND TRACK 2.0 %.
20
LEVEL
0
20
40 -40
530 - 00 540.00 550.00 560.00
ISLAND LINE
A KUNG NGAM TO CHAI WAN
Freeman, Fox,Wilbur Smith and Associates
98
A
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INDUSTRIAL ESTATE
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PLATE 13 MAP SCALE IN FEET
CHAI WAN CENTRAL STATION
CHAT WAN QUAY STATION
LEVEL
2.0 %
LEVEL
2.0 %
57000 580 +00 59000 600 +00
The route passes under the War Department Lots and then runs at grade across Lei Yue Mun Bay immediately to the south west of the
proposed coastal road linking Chai Wan and Shau Kei Wan. In Chai Wan the route is beside a proposed main road to its terminus at the junction
of Chai Wan Road and San Ha Street. The proposed road layout shown here for Chai Wan varies slightly from that of the outline development
plan. The alteration does not materially change the land use pattern and is necessary in order to satisfy the alignment standards for the
rapid - transit system.
Chai Wan Quay Station is aa standard side platform station on overhead structure. The station is located at a major road junction in the pro
posed Chai Wan development and is within easy reach of proposed residential and industrial estates and also of educational establishments. In
order to avoid a conflict between pedestrian and vehicular movements it willbe necessary to provide either a subway or an overbridge to serve the
passenger movement between the station and the east side of the main road.
Chai Wan Central Station is a central platform station and is the eastern terminus of the Island Line. The station is located so that it
spans Chai Wan Road . Ticket facilities and platform access should be provided on both sides of the main road. The access on the south - east side
willserve the residential estates which have already been constructed, while that part of the station on the north -west side should form an integral
part of the proposed commercial centre of the community.
The storage yards and inspection sheds for the Island Line trains are located in Lei Yue Mun Bay parallel and immediately to the south west
of the main running line. The cost of reclamation for both the running line and the storage yards has been included in the right of way and
land cost for this section .
]
99
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ADMIRALTY STATION
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LINE
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2.0 %
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KWUN TONG AND
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Freeman,Fox,, Wilbur Smith and Associates
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PLATE 15 MAP SCALE IN FEET
2
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The Kwun Tong Line curves across the old Naval Dockyard site from the point where it diverges from the Island Line at Murray Road to
Harcourt Road where it follows the alignment of the Tsuen Wan Line. The Tsuen Wan Line crosses the dockyard site from Harcourt Road to
Queen's Road East, a short distance east of the flyover at Kapok Drive. The two lines bend to the north to leave Harcourt Road near the Police
Headquarters. A 2,000 foot radius curve takes the two lines across the Wan Chai Reclamation and into the Harbour where the route passes
under the No. 1 Man of War Anchorage.
At Admiralty Station the Tsuen Wan Line occupies the tracks at the lowest of four levels. The top level incorporates the standard mezzanine;
the second level, the Island Line platform , and the third level the intermediate mezzanine to handle transfer passengers. Because the Tsuen Wan
Line trains terminate at Admiralty Station, three tracks and two central loading platforms are required.
The three tracks are extended south of the station to provide storage sidings for three trains. This extension should be designed so that
the two outer tracks may, at some future date, be extended to Aberdeen. In this event the central track in the station could be used to terminate
half of the Tsuen Wan Line service at Admiralty while the other half is extended to Aberdeen.
The underground construction in the old naval dockyard site is quite extensive so that the development of a large part of the area east of
Kapok Drive will need to be carefully co -ordinated with rapid -transit construction . Wherever possible the buildings should be designed to include
a direct means of access to the station mezzanine. At this site serious consideration should be given to the possibilities of providing underground
car parking above the rapid -transit lines rather than merely backfilling the subway excavations.
Development of the western end of the Wan Chai Reclamation should take into account the presence of the rapid -transit lines.
101
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From the Kowloon landfall the route curves to cross Haiphong Road approximately half way between Canton Road and Hankow Road and
thence across Whitfield Barracks. North of Austin Road the Kwun Tong Line follows Nathan Road while the Tsuen Wan Line branches off to
the east. The Tsuen Wan Line crosses Jordan Road at its junction with Chi Wo Street and Gascoigne Road near the South Kowloon Magistracy.
After passing under the western side of King's Park in tunnel it crosses Waterloo Road and then runs in Tung Fong Street. North of Tung
Fong Street the Tsuen Wan Line bends towards Nathan Road to rejoin the route of the Kwun Tong Line.
Tsim Sha Tsui Station is located at the south end of Whitfield Barracks and serves three lines. The top level of the station comprises the
terminus of the Sha Tin Line. The second level is the station mezzanine which is designed to handle transfer movements as well as the normal
mezzanine activities. Both the Tsuen Wan and Kwun Tong Lines occupy the third and lowest levels, which comprises four tracks and two island
platforms. In order to facilitate the transfer of passengers between these two lines the tracks are arranged so that one platform serves the north
bound tracks of both lines and the other the south -bound tracks. Thus transfers between one line and the other may be made by merely walking
across the platform . Because the station is located at some distance from Nathan Road it will be necessary to provide a pedestrian tunnel , equipped
with travelators, linking the mezzanine with Nathan Road.
Jordan and Waterloo Stations, which straddle Jordan Road and Waterloo Road respectively, are each a pair of standard side platform stations.
At Jordan Station the mezzanines are connected by passageways located in Jordan Road and Nanking Street. The subway in Jordan Road should
be equipped with travelators to facilitate the movement from one mezzanine to the other. At Waterloo Station, connecting passages are
located in Waterloo Road and Pitt Street and the former should be equipped with travelators.
Some property is affected at Tsim Sha Tsui Station on the south side on Haiphong Road and may be redeveloped at the time of rapid-transit
construction . North of Austin Road property is not affected by the Kwun Tong Line but some buildings will need to be underpinned prior to
construction of theTsuen Wan Line. Other properties in Tak Shing Street, Jordan Road and Tung Fong Street will need to be demolished. Develop
ment over the Tsuen Wan Line should be co -ordinated with the construction of the rapid -transit line.
Proposals have been made to retain a large part of Whitfield Barracks as open space. From the transportation viewpoint the open space
should be in the central or northern end of the barracks and the development should be centered around the station at the southern end.
103
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LEVEL
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KWUN TONG AND
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Freeman,Fox, Wilbur Smith and Associates
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PLATE 19
MAP SCALE IN FEET
60
SHEK KIP MEI
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STATION
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North of Hamilton Street the Tsuen Wan Line curves to the west to rejoin the route of the Kwun Tong Line in Nathan Road at Soy Street.
From Soy Street both lines follow Nathan Road as far as Boundary Street. North of Boundary Street the Tsuen Wan Line curves to the west
into Cheung Sha Wan Road while the Kwun Tong Line continues in a northerly direction to pass under the hill to the east of Tai Po Road and
across Woh Chai Street to the east of the Shek Kip Mei Resettlement Estate.
Between Playing Field Road and Sai Yeung Choi Street a single track is incorporated to provide a connection between the Tsuen Wan Line
and the Kwun Tong Line.
Mong Kok Station is positioned across and to the north of Mong Kok Road and is a three-level station . The top level comprises the station
mezzanine and the second and third levels the Kwun Tong and Tsuen Wan Line tracks respectively. At both the second and third levels central
platforms are used to facilitate the transfer of passengers between the two lines.
All the property on the east side of Nathan Road between Dundas Street and Soy Street will have to be demolished. All the buildings are
of prewar construction and the redevelopment of the sites should be co -ordinated with the underground construction .
Further north some prewar buildings on the west side of Nathan Road between Playing Field Road and Boundary Street will have to be de
molished and a new building underpinned. Further redevelopment in this block should be planned in conjunction with rapid -transit construction .
] Some buildings on the east in Tai Po Road, north of Poplar Street will need to be demolished and others will need to be underpinned .
ៗ
105
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SHEK KIP MEI STATION
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Freeman,Fox, Wilbur Smith and Associates
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PLATE 21 MAP SCALE IN FEET
TUU 100
80
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LO FU NGAM STATION
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From Woh Chai Street the Kwun Tong Line crosses the west side of the Hong Kong Settlers Housing Corporation Estate and then curves
through the undeveloped foothills to the north of Tai Hang Tung Road to cross over the Kowloon -Canton Railway at Norfolk Road. The route
follows Norfolk Road and then the southern boundary of the War Department Area. East of the War Department Area it passes under Kowloon
Tsai Reservoir to Wang Tau Hom East Road at its intersection with Junction Street.
Shek Kip Mei Station is a central platform station located between Woh Chai Street and Tai Hang Sai Street and access should be provided
from both these streets to the mezzanine.
The station at Kowloon Tong is an interchange station with the Kowloon -Canton Railway. The platforms for the rapid -transit line span across
the railway tracks and platforms must be constructed for the railway. The station has been designed with two ticket halls one on each side of the
railway and at the same level as the railway platforms. A pedestrian subway under the railway links the two ticket halls. In the early years a large
number of people will transfer at this station but after the opening of the Sha Tin Line the number of transfers will diminish ; the transfer
facilities have been designed accordingly.
The development in the area of Kowloon Tong Station is principally of low density with a high proportion of car owning households. It is
recommended that some short-term parking facilities should be provided on both sides of the railway for drivers to set down and pick up passen
gers. There may also be some demand for long -term parking facilities.
Lo Fu Ngam Station is a central platform station constructed in tunnel. The mezzanine should be constructed under the recreation ground
between Wang Tau Hom East Road and Wang Tau Hom South Road. Passageways should link the mezzanine to the south side of Wang Tau Hom
East Road and to Wang Tau Hom South Road.
Some blocks of the Hong Kong Settlers Corporation Estate at Shek Kip Mei will have to be underpinned at the site of Shek Kip Mei Station
and if possible the construction of the last block of the estate should be delayed until the station is under construction. In the foothills of Shek
Kip Mei two prewar buildings will have to be demolished and two schools, in To Yuen Street will be affected. At Lo Fu Ngam Blocks 10 and 11
of the Lo Fu Ngam Estate many have to be underpinned and underpinning will be required for Block 1 of the Wang Tau Hom Estate.
107
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PLATE 23
MAP SCALE IN FEET
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STATION
KWUN TONG STATION
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SHATIN 1-0 %
LINE
LEVEL
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From Fung Mo Street the route bends north and then east again to cross the north-west corner of Wong Tai Sin Resettlement Estate and then
into Lung Cheung Road. The line is located in Lung Cheung Road as far as Sha Tin Pass Road and then follows the line of the proposed extension
of Lung Cheung Road to Choi Hung.
Wong Tai Sin Station is a side platform station located in Lung Cheung Road immediately south of the Wong Tai Sin Temple. It may be possi
ble to incorporate the existing pedestrian subway into the design of the station mezzanine.
The interchange station at Diamond Hill is located in Tai Hom Village near the existing Urban Services Department temporary store. The
station is a three- level underground structure. The station mezzanine is at the top level with the side platforms for the Kwun Tong Line trains
immediately below it. The side platform station for the Sha Tin Line occupies the lowest level.
On the north -east side of the Diamond Hill Station a single track is required to connect the Sha Tin Line with the Kwun Tong Line so that
Sha Tin Line trains may be operated into the main Kowloon Bay Depot.
At the north-west corner of the Wong Tai Sin Resettlement Estate Block S-S will have to be underpinned, but no other permanent structure
will be affected. Between Sha Tin Pass Road and Choi Hung the development of the area around Diamond Hill Station should be planned in con
junction with the station, and should be of high density to conform with the principles of transportation planning already stated .
109
K HOME POR
THE AGED
640 + 00
0
QUARRY
630.0
MATCH
N
620-00 CHOI HUNG STATIO
0'R
1.500'R
650,
400
1,50
NE
LI
NGAU CHI
0'R
S
ER
GE IC
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4,00
R
R. A. F. UARTE
G
LINE
CHE
H
NG
TC
00
MA
RD AD
5.0
L
JOO SCHOO
L
RO
R
SCHOOL
OON
TO KOWELNANCEBAY -
MAINT DEPOT
CHOI
] HUNG ESTATE
T ON G
R. A. F. AREA
SCHOOL K W UN
PLATE 24
BO 80
60
40 LEV
20
CHOF HUNG STATION
2.0 %
1.0 %
LEVEL
20
40 -40
620 + 00 630 +00 640.00 650 +00
KWUN TONG LINE
CHOI HUNG ESTATE TO NGAU
110
Qc
क TAU KOK VILLAGE
Freeman , Fox,Wilbur
, Smith and Associates
A
O
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KOK
R E
O
A K L AG
A
U D
K
O
V IL
T
NGAU
ton TAU KOK ESTATE U K
A
U TA KO
G
N U
MA
A U
G
NGAU TAU TA
TC
KOK ESTATE N
LINE
H
AU -
NG
--
AD
NEK
1.200
RO
-00
KOWLOON BAY STATION 690 R
R
660.00
LI
NE
670 + 00
4,000TR
K W U N 680.00
MATCH
N
O $
P
I
Y
+ TO KOWLOON BAY MAINTENANCE DEPOT E
T
Ι E
Α
Τ R
A F
T
S
AREA
INDUSTRIAL ESTATE
N
200 1000 200 400 600
PLATE 25 MAP SCALE IN FEET
KOWLOON BAY STATION
LEVEL 0.1 %
40
66000 670 + 00 680.00 690.00
The route leaves Lung Cheung Road at the Choi Hung Estate and passes immediately to the north of the fire station and ambulance depot
presently under construction at the junction of Lung Cheung Road and Clear Water Bay Road. South of Clear Water Bay Road the line crosses
the proposed Housing Authority Estate at Ping Shek then climbs through the hill north -east of the R.A.F. Quarters to cross over Kwun Tong
Road just north of its junction with Ngau Tau Kok Road. The rapid transit then runs on overhead structure on the west side of Kwun Tong Road
which it re-crosses near Ngau Tau Kok Village.
Immediately south of Choi Hung Station tracks branch off the main running line to cross under Kwun Tong Road near Choi Shek Lane. These
tracks form the north approach to the Kowloon Bay Maintenance Depot which is discussed in more detail later. The southern approach to the
depot has access to the main line immediately north of the point where the main line re - crosses Kwun Tong Road near Ngau Tau Kok Village.
Choi Hung Station is the temporary terminus of the Kwun Tong Line at the completion of the first construction stage and so it has a
central platform . Access to the station mezzanine should be provided from both sides of Clear Water Bay Road and a pedestrian subway
should be constructed to give direct access from the mezzanine to the Choi Hung Estate on the south side of Lung Cheung Road. Car parking
should be provided to encourage car -owners from Clear Water Bay and Sai Kung to ride the rapid transit. The car park should have direct and
convenient access to the station mezzanine.
Kowloon Bay Station is on overhead structure and has side platforms. It is located just south of the junction between Kwun Tong Road and
Ngau Tau Kok Road .
U
H
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G
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NGAU N
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YAN
TAU A
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STREET
KOK ESTATE H
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STREET
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ET
COV
TUNG
CINEMA
ROAD
NE
TAU
GARDEN TAU
KOK
SQUARE
1500R
MAN
" 5QO'R
NGAU KOK ESTATE A
U YUE
730-001 CL
TAU KOK SCHOOL N
G
3,
1.200'R
VILLAGE 720.000
MATCH
ROA
LINE
-001 D SCHOOL
3,000' R
NGAU TAU KOK STATION 71000 ROA KWUN TONG
STATION
700100 TO NG
CH
W U'N
- AT
STFIRE
3,500
IK AT
IO
M
LANEG
R 00
MIN
TAT
3,6
R
Bus
YIP
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P
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STR
ST
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STR
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MING
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HOW ET
WA
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HOW
ST G
HU
ST
MIN
YIP NG BUS
STR
YIP
EET DE POT
DIA
TO
UN
TS
RO
AD
HOI
A
PLATE 26
121
KWUN TOT
NGAU TAU KOK STATION STATIC
0.1 % LEVEL 0.1 % LEVEL
700.00
T 720 00 730-00
710 - 00
KWUN TONG LINE
NGAU TAU KOK VILLAGE TO
KAI TIN ROAD
Freeman,Fox, Wilbur Smith and Associates
,
112
SUNK
EET
MEIN
NG
STR
HEU
T501
KA
I
DAY
PING
U TI
N
E N
T POLICE
M KWU
WA
STATION N R
TON O
ROAD
EST A
HD
ATE
G D
R
3.000'
750 + 00
R .000
KWUN TONO SUEN STATION
1740,00
A3
KWUN TONG MUN
RECAP
760390
STATION YUE
1.500'R
LET YUE
LINE
ROAD
1,500R
TONG 476.488
KWUN
3,000'R
3,0001R
Jo
MATCH
3000R
FAI
ST
TRIE
ON
IT
ROAD
H
NULLA
SHING
YUEN
YIP
STREE
T
MEG ST
TOH
200 1000 200 400 600
PLATE 27 MAP SCALE IN FEET
12
TO
3.0 %
KWUN TONG TSUEN STATION
LEVEL
6
IN TONG STATION
3.0 %.
LEVEL 0.3 %
74000 750 - 00 76000 770 +00
From Ngau Tau Kok Village where the rapid-transit line crosses over Kwun Tong Road , the route runs along the north side of Kwun Tong
Road and Lei Yue Mun Road to Junk Bay Road . Near the police station at the junction of Lei Yue Mun Road and Junk Bay Road the route crosses
the existing carriageway. When Lei Yue Mun Road becomes a divided highway the line should be located in the median. Because the gradient
of Lei Yue Mun Road is steep the rapid -transit line passes from overhead structure to open cut construction south -east of Kwun Tong Low
Cost Housing Estate.
Ngau Tau Kok Station is a side platform , overhead station spanning across Lai Yip Street. Mezzanines should be located on both sides of Lai
Yip Street and if possible bus laybys should be provided on Ngau Tau Kok Road with easy access to the station .
Because half of the trains will terminate at Kwun Tong, the station which spans Hip Wo Street has been designed with a central platform .
Also a reversing track is required beyond the station . Station mezzanines should be located on both sides of Hip Wo Street. At both Ngau Tau
Kok and Kwun Tong Stations, grade-separated pedestrian access should be provided between the mezzanines and the south side of Kwun Tong
Road .
Kwun Tong Tsuen Station has side platforms and a grade-separated pedestrian access should be provided across Lei Yue Mun Road.
If, at the time of construction of the section of the Kwun Tong Line south east of Choi Hung, there is considered to be a good possibility
that the North Point to Kwun Tong extension may be required, very serious consideration should be given to constructing the Kwun Tong Line
underground . This would enhance the interchange between the two lines, improve alignment standards and reduce the effect on property.
One of the proposed buildings on the site of Ngau Tau Kok Village will need to be demolished for overhead construction and there will be
some effect on the petrol station near Lai Yip Street. Further east , the canopies attached to the front of buildings on the north side of
Kwun Tong Road will have to be removed but may be reconstructed as part of the overhead structure. Two other buildings near Hip Wo Street
will have to be demolished .
113
790.00 MA MAU TONG STATION
TIN ROAD 800400
MATCH
ROA
1,500'R
D
78070
0 YUE LING NA
s'
SAN
o
TSUN
LEI 810-0
0
lau TONG
RESEBT TLEMEN ESTATE
3.000'
T
3.000'R
R
LINE
YAU TONG
NT
MESETTLEME
ESTATE
S
WM
DO
PLATE 28
0
MA YAU TONG STATION
10
STORAGE SIDINGS
0.1 % LEVEL 0.5 %
20
3.6 %
3.0 %
30
50
0
780.00 790 - 00 800.00 81000
KWUN TONG LINE
KAI TIN ROAD TO MA YAU TONG
Freeman, Fox, Wilbur Smith and Associates
114
о
к
A
D
LINGAU TAK KOK ESTAT
U
A
Y T
R ESTATE
AR NGAU TAU KPK
QU
G A
KOWLOON BAY STATION G 680 +00ROAD
660 + 00 670-00 к W v N T O N
650-00
D N NANCE
A KOWLOO BAY MAINTE DEPOT
G STORAGE
O N COVERED
BUILDING RATION
INDUSTRIAL ESTATE
SHED
INSPECTION z
DIDO
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ENGINEERS
CIVIL
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SHOP
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GOVERNMENT INDUSTRIAL ESTATE
RESERVED
RAILWAY
POLICE
STATION
R. A. F. AREA
GOVERNMENT
RESERVED
1
INDUSTRIAL ESTATE 1
1 INDUSTRIAL ESTATE
1
OPEN
SPACE
INDUSTRIAL ESTATE
1
INDUSTRIAL ESTATE ESTATE
COMMERCIAL
200 100 o 200 400 600
PLATE 29 INDUSTRIAL ESTATE
MAP SCALE IN FEET
The line follows Lei Yue Mun Road from Kai Tin Road to the terminus at Ma Yau Tong. The line is located in the median north of Yau Tong
Road and it passes from underground at the junction of Lei Yue Mun Road with Kai Tin Road to overhead at the junction with Yau Tong Road.
South of the Yau Tong Road junction the line swings off the median and the terminus is located over the eastern carriageway.
Ma Yau Tong is a central platform terminus station. The mezzanine is located immediately below the platforms and above the roadway.
Access should be provided from the development on the high ground to the east of Lei Yue Mun Road and also, by pedestrian bridges, to the
residential estates on the west. The tracks are extended beyond Ma Yau Tong Station to provide storage sidings for three trains.
Kowloon Bay Depot - The proposed site of the major depot at Kowloon Bay is primarily located on the reclamation planned for the southwest
side of Kwun Tong Road . However, part of the depot is located on the land which is at present occupied by the Royal Air Force camp at Kai Tak .
When the Kwun Tong Line is completed the main access to the depot will be from the south and the north approach will only be used by
maintenance vehicles and in emergencies. However, in the first stage of operation, when the Kwun Tong Line terminates at Choi Hung Station the
north access will be used by all trains.
Though the depot lies beside Kwun Tong Road , the vehicular access will be from the proposed major road through the Kowloon Bay in
dustrial estate which runs along the west side to the Workshop. The road pattern shown for the Kowloon Bay reclamation differs slightly from
that shown on the current development plans of the area. The principal differences are that the main north -south road through the estate has
been moved further west to provide the necessary room for the depot and the major east -west route, which would pass over the north end of
the depot, has been moved to take into account recent road improvement proposals.
115
EDAR
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R
LAT
RD
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10
NAM
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LI
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SHAM SHUI PO STATION
IN
TREET
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PLATE 30
60 60
40
20
SHAM SHUI PO STATION
KWUN TONG LINE
1.0 %
-20
0.3 %
LEVEL
TSUEN WAN LINE 0.3 %
1.0 %
1.25 %
-40
60 -60
44000 450.00 460 +00 470.00
TSUEN WAN LINE
PRINCE EDWARD ROAD TO
KWONG CHEUNG STREET
00
Freeman , Fox,Wilbur Smith and Associates
, ,
116
KIN
FAT TSRUNG
ST
HING
MA
TC
H
STREET
W. D. AREA .
N
PE
LINE
1,500'R
WAH
LI
.00
510
NE
TONKIN
480 : 00 SbP UK STATION
20.00
500.00 KW CH
CHTUNGSMAWAN ON EU
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WING STREET
G
STREET
3,000'R
R 0
AS
3,00
LUNG
WA TREET
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PAM
CHEUNG
RO
FUK WA STREET
STREE
STREE
AK
KIANG
FUK WING STREET
CAMP
KIU
PE
ST
STREET
SCHOOL FUK WING STREET
WAH
LE
FA
:: TS US
ST
A T
STREET
CA
UN
CHAU STREET
200 1000 200 400 600
PLATE 31
MAP SCALE IN FEET
SO UK STATION
P % 0.3 % LEVEL -0.3 %
0.3 %
50
48000 490 - 00 500+ 00 510+ 00
From Nathan Road the Tsuen Wan Line bends westwards and follows Cheung Sha Wan Road . The planned radius of the bend in Cheung
Sha Wan Road near Kwong Cheung Street is much too short, not only for the rail line, but also for a major road. Thus it is recommended
that the main road should follow the alignment shown above. The secondary road layout has been slightly adjusted to fit the alteration in
the main road.
Sham Shui Po Station is located across Nam Cheong Street. It is a side platform station . So Uk Station which is located just west of
Tonkin Street also has side platforms.
Some property, at the corner of Nathan Road and Boundary Street, will be affected by construction of the Tsuen Wan Line. At Sham
Shui Po several prewar buildings will have to be demolished so redevelopment of the affected sites should be co -ordinated with rapid-transit
construction .
117
OT
KOK
DEP
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RE
ST
CONSTRUCTION
sh
a
IN
LUN
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STAies
TIO
530-00
11 N
PO
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--520-00 - CHEU SHA -WAN STAHO ---
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PLATE 32
80
60
40
20
CHEUNG SHA WAN STATION
- 20
0.37
LEVEL
-40 -40
520-00 53000 540.00 550
TSUEN WAN LINE
KWONG CHEUNG STREET TO
KWAL ME WAN
118
- Freeman,Fox,, Wilbur Smith and Associates
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578.0
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LAI Ciker
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2.000
2,000'R
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200 1000 200 400 600
PLATE 33 MAP SCALE IN FEET
0.2 %
LAI CHI KOK STATION 22%
-20
tEvet
-40
560 - 00 570-00 580 - 00 59000
The route follows Cheung Sha Wan Road as far as Kom Tsun Street where it swings to the north of the main road in order to avoid
the east end of Lai Chi Kok Bridge. The line is then located in Lai Chi Kok Beach Road whence it crosses Lai Chi Kok Bay and then climbs
up through the hill on the east side of the bay. Although reclamation is not shown in Lai Chi Kok Bay, it has been assumed that this will take
place prior to construction of the line.
Cheung Sha Wan Station is a standard side platform station located between Tai Nam Street and Tung Chau Street.
Lai Chi Kok Station is located in Lai Chi Kok Beach Road in the middle of the New Mobil Housing Estate. The station has a central platform
because it is the temporary terminus of the Tsuen Wan Line between the completion of Stages 2 and 4. A pedestrian subway should lead from the
station mezzanine to the proposed bus station in the rotary under Lai Chi Kok Bridge. Stairs should connect each bay of the bus station to the
subway.
A factory on the corner of Cheung Sha Wan Road and Kom Tsun Street will have to be underpinned but otherwise property will not be
affected. However, a major road junction is contemplated at the east end of Lai Chi Kok Bridge. Any junction design, which incorporates flyovers
must give consideration to the rapid -transit line.
]
119
TURE
CLAM
PROPOSED
CONTAINERISATION PORT
610 +00 PROPOSEND
RISATIO
620. CONTAINE PORT
00
AMATION
N
00
0.
60
D
A
2.00
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MAINTENANCE DEPOT
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20
40 -40
600.00 610+ 00 620-00 630+ 00
n
TSUEN WAN LINE
KWAI ME WAN TO HA KWAI
CHUNG
Freeman, Fox,Wilbur Smith and Associates
,
120
OPEN SPACE
RECLAMATION
IN
650 +00
PROGRESS
S
P WAN TATION
FUTURE INDUSTRIAL
640 +00 EAP SAESTAT E HA
R
2,000'
KWAI
CHUN
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G
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2.0
FUTURE RESIDENTIAL AREA
670,00
00'
R
FUTURE INDUSTRIAL ESTATE
N
CH
MAT
MAT
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ROA
D
INDUSTRIAL ESTATE
FUTURE
200 100 0 200 400 600
PLATE 35 MAP SCALE IN FEET
80
DR KONG STATION LAP SAP WAN STATION 60
LEVEL 0.2 %
20
-20
640.00 650 - 00 660.00 670 +00
The route emerges from the hillside and crosses over the new coastal road which links Lai Chi Kok and Gin Drinker's Bay, near the eastern
end of the proposed containerisation port. It runs parallel to the coastal road and about 100 feet to the south as far as Mong Chau where it swings
away from the road to pass through the middle of a reclamation area which is zoned for light industrial development. Further north, the line
continues to run some distance to the west of the main road to Kwai Chung.
For Kong Station is a side platform overhead station located in an area zoned for light industrial development. The station will also be
within easy walking distance of the proposed containerisation port. Immediately south of the station a track branches off the main running
line to provide access to the Kwai Chung storage sidings and inspection sheds.
Lap Sap Wan Station is also a side platform overhead station . It serves areas zoned for light industrial and for residential development.
No property is affected by the rapid-transit line in this section because the area is as yet undeveloped. Future development, particularly
in the vicinity of stations should take account of the transportation planning principles stated earlier.
)
]
]
121
HA KWAN CHUNG 52
N E
LI
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MA
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RESIDENTIAL
ESTATE TC
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37
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590
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680.0
0
LUNG TSAT , E $ TATE
FUTURE
ur 690 + 00
TA
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INOWSTRIAL
TI
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HA
SC
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400
D
I CHUNG KWAI CHUNG
PLATE 36
BO du
AP SAP WAN
STATION
60 KHAI CHUNG STATION
LEVEL
LIONEL 0.2 %
2.0 %
20
20
40 -40
670 - 00 680.00 690.00 700 +00
TSUEN WAN LINE
HA KWAI CHUNG TO KWU
HANG STREET
Freeman,, Fox,Wilbur Smith and Associates
,
122
MAIN
TENA YE
TO KWAI CHUNG NCE DEPOT UN
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HA
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200 100 0 200 400 600
PLATE 37 MAP SCALE IN FEET
8(
60
21
2.0 % TA WO HAU STATION
-2
04 % TEVEC 0.3 %
71000 720.00 730 +00 740 00
The rail route gradually converges with the main road through Kwai Chung and then curves away north - eastwards to pass under the
Tai Wo Hau Housing Estates. In Tsuen Wan the route follows Sha Tsui Road.
Kwai Chung Station lies at the southern end of the proposed central area of Kwai Chung and is aa side platform overhead station. Feeder bus
services should operate from an off-street bus facility designed as part of the station. The buses would serve the extensive development in the
upper reaches of Kwai Chung and the high density residential estates built on the terraced hillsides overlooking the valley.
Tai Wo Hau Station is an underground station with side platforms situated in Sha Tsui Road at its junction with Texaco Road. Bus laybys
should be provided in Sha Tsui Road to facilitate the bus-rail transfer for passengers to Tsing Yi Island .
៦
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123
YEUNG ROAD YVEN TUN CIRCUIT
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TSUEN WAN STATION
STORAGE - SIDINGS
03 % 0.3 %
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740-00 750 +00 760 +00 770-00
TSUEN WAN LINE
KWU HANG STREET TO TAI HO
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Freeman, Fox,Wilbur Smith and Associates
,
124
RECLAMATION
PROGRESS KWAT CHUNG MAINTENANCE DEPOT
NA KWAI CHUNG
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MAP SCALE IN FEET
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MAP SCALE IN FEET
The route follows Sha Tsui Road from Texaco Road to the Tsuen Wan Line terminal station which is located at the junction of Sha Tsui Road
and Tai Ho Road . The station has a single central platform and the tracks are extended west of the station to provide storage sidings for three
trains.
The station should have direct access to a bus terminus from which feeder buses will serve the areas of development to the north and to the
west. Buses to Yuen Long and Sha Tin and express buses to Castle Peak may also operate from this station .
It is expected that a large number of people from the Yuen Long valley and from the low density development along Castle Peak Road will
drive into Tsuen Wan on their way to Kowloon. Car- parking should be provided adjacent to Tsuen Wan Station to encourage these people to
transfer to rapid transit to complete their journey into the urban area .
Kwai Chung Depot - The ideal location for the depot would be immediately adjacent to the main running line through the Kwai Chung,
Valley. However, this would result in considerable alteration to the land-use plans for the Tsuen Wan new town . Therefore, the Kwai Chung
Depot has been located to the west of the planned industrial estates in Kwai Chung on an area of rock fill which is unsuitable for factory devel
opment.
Access is provided from both ends of the depot. The access from the south west will be used primarily in Stages 2 and 3 and will be used for
emergencies after the completion of Stage 4 when the main approach to the north end of the depot will be completed.
)
។
125
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Freeman, Fox,Wilbur Smith and Associates
126
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-6
140-00 150.00 160 +00 170.00
From the terminus at the south end of Whitfield Barracks the Sha Tin Line follows Cameron Road and then runs through the Hung Hom
Reclamation passing over the top of the cross-harbour tunnel and through the eastern half of the passenger section of the Kowloon - Canton
Railway terminus. At the northern end of the reclamation the route is located in Gillies Avenue.
At Tsim Sha Tsui Station, the Sha Tin Line has three station tracks and two island platforms located above the mezzanine. The platforms
for the Kwun Tong and Tsuen Wan Lines are located below the mezzanine.
At Hung Hom the station is at ground level and occupies part of the passenger terminal of the Kowloon - Canton Railway. The ticket hall
for the rapid-transit line would be located on the pedestrian podium which will be above the tracks and platforms. Storage sidings for three trains
are provided on the east side of the rapid-transit line and parallel to the station platforms.
At the corner of Nathan Road and Cameron Road, Majestic House must be underpinned prior to construction and two buildings in Cameron
Road must be demolished . Elsewhere in Cameron Road the main structure of buildings will not be affected but it may be necessary to remove
some of the canopies which overhang the footpaths. Cantilevers from the main structure should not be permitted when properties are redeveloped
Elsewhere on this section existing property will not be affected but the proposed development over the Hung Hom Railway Terminal will require
some redesign.
127
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0.33 % LEVEL
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-60 -60
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CITY ROUNDABOUT
Freeman,, Fox,Wilbur
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128
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| PLATE 43 MAP SCALE IN FEET
60
40
20
MA TAU WAI STATION
1.0 %
0.3 % 0.3 %
LEVEL 20
-40
-60
220 +00 230.00 240.00 250.00
The route follows the line of Gillies Avenue passing under the slip roads connecting to the bridge over Chatham Road. At the northern end
of Gillies Avenue it turns into Ma Tau Wai Road and then into Pak Tai Street.
Ho Man Tin Station is a side platform station and is located between Wuhu Street and Fat Kwong Street. If possible bus facilities, with direct
access to the mezzanine, should be provided on Fat Kwong Street for the transfer of passengers from feeder buses serving the extensive residential
development on Ho Man Tin .
To Kwa Wan Station is located immediately north of the junction between Ma Tau Wai Road , Chatham Road and To Kwa Wan Road ; the
station has side platforms.
In Pak Tai Street, Ma Tau Wai Station is a side platform station located on the east side of the road, between San Shan Road and Mok
Cheong Street
A few buildings on the north side of Wuhu Street will need to be demolished and redeveloped when the rapid-transit line is constructed
and the Holy Angels Canossian School will have to be underpinned . Further north, several old buildings in Ma Tau Wai Road and Pak Tai Street
will have to be demolished . Two buildings in Pak Tai Street can be underpinned. The vacant lots on the east side of Pak Tal Street between Mok
Cheong Street and Ma Tau Kok Road should be redeveloped in conjunction with construction of the rapid -transit system .
129
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60
40
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0
0.3 % 0.3 % 0.3 % 0.31
20 LEVEL
-40
-60 60
250 +00 260 00 270.00 280 - 00
SHA TIN LINE
KOWLOON CITY ROUNDABOUT
TO DIAMOND HILL
Freeman, Fox, Wilbur Smith and Associates
130
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131
1 | DIAMOND
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HILL
200 100 0 200 400 600
PLATE 45 MAP SCALE IN FEET
DIAMOND HILL STATION
21
KWUN
TONG
LINE 20 %
SHA TIN LINE
LEVEL
0.3 %
20
.40
-60
290.00 300.00 310.00 320.00
The line crosses Olympic Avenue and runs along the south - east side of Prince Edward Road. North of the aircraft catering office it swings
further to the south and then bends northwards to cross Prince Edward Road, Sze Mel Street at its junction with Luk Hop Street and then Choi
Hung Road . North of Choi Hung Road the route passes through Tai Hom Village,
Kai Tak Station has side platforms and is located about half way between the Kowloon City roundabout and the Chol Hung Road round
about. Pedestrian subways should link the station mezzanine with development on the north -west side of Prince Edward Road . Also direct access
should be provided to the airport buildings.
At Diamond Hill, the Sha Tin Line station has side platforms. These platforms are at the lowest level of the three level interchange station ;
the first and second levels housing the mezzanine and Kwun Tong Line respectively.
Apart from the old and temporary structures to the north of Choi Hung Road the only buildings which will be affected by the construction
of the rapid-transit system will be two blocks of flatted factories just north of Prince Edward Road near Sze Mei Street. It has been assumed that
these blocks will be underpinned. South of Prince Edward Road the line crosses land which is presently used for open storage but will eventually
៦ house extensions to the airport. Any development on this land must take account of the future rapid-transit construction.
1
131
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100 6100
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40 0.48 %
LEVEL
TSZ WAN SHAN STATION
20
2.0 %
20 -20
330 +00 340 +00 350-00 36000
SHA TIN LINE
DIAMOND HILL TO UNICORN
RIDGE
Freeman,Fox, Wilbur Smith and Associates
132
09
GARTER
PASS
DINE
LINE
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390 +00 400 00
Otao зар 100
MATCH
MATCH
N
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1
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200 1000 200 400 600
PLATE 47
MAP SCALE IN FEET
120
100
80
0.48 %
40
20
370 - 00 380.00 390.00 400.00
The line passes under the Diamond Hill Quarries towards Tsz Wan Shan where it crosses Wan Wah Street between Yuk Wah Street and
Sheung Fung Street. It then curves eastward to pass just north of the reservoirs above Sha Tin Pass Road. Thence it runs in a north -westerly
direction towards Statue Rock .
Tsz Wan Shan Station is constructed in tunnel, and since it is a terminal station at the completion of Stage 5, it has a central platform . Two
station mezzanines are recommended, one at Yuk Wah Street and the other at Sheung Fung Street. Three high-speed lifts have been assumed
at each end of the platform to link it to the two mezzanines. At the Yuk Wah Street mezzanine, the lifts have one rise of approximately 230 feet
and at Sheung Fung Street the rise is about 260 feet.
There will not be any effect on property on this section of the Sha Tin Line because the tunnel is far below ground level.
1
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133
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PLATE 48
CO 2
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0.48 %
2.0 %
20
410 +00 420.00 430 +00 440.00
SHA TIN LINE
UNICORN RIDGE TO SHA TIN
TAU TSUEN
Freeman, Fox,Wilbur Smith and Associates
134
FUTURE SAN TIN UEN
-TSUEN
RESIDENTIAL
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200 100 0 200 400 600
PLATE 49
MAP SCALE IN FEET
10
HUNG MUL KUK STATION
20 %
0.3 % 0.3 %
LEVEL
450 +00 460.00 470.00 480 +00
The line runs slightly to the north east of Statue Rock and passes under the north approach to the Lion Rock Tunnel. In the Sha Tin Valley
it runs through Zone I which is scheduled for residential development, and Zones 24 and 29 which are planned for open space and community
facilities respectively.
Hung Mui Kuk Station is located in the residential area, approximately half way between the existing villages of Tin San Tsuen and Kak Tin
Tsuen. The station is designed as an overhead structure with side platforms and should be the focal point of the area. Facilities should be provided
for feeder bus services to the industrial Zone 17, to the proposed residential development in Zones 3, 4, and 31 and to other nearby areas which
are outside easy walking distance of the station.
Because the development plan for Sha Tin new town is largely a zoning map it has not been possible to establish the levels of many of the
proposed roads. The vertical alignment of the roads and of the rapid -transit line will have to be related before the design of either is finalised.
Thus the vertical alignment, shown for the rapid-transit line, is subject to minor variations.
135
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PLATE 50
SHAN HA WAT STATION
0.3 %
LEVEL LEVEL
- 40
480.00 49000 500 +00 510.00
SHA TIN LINE
SHA TIN TAU TSUEN TO HA WO
CHE
Freeman,, Fox, Wilbur Smith and Associates
136
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PLATE 51 MAP SCALE IN FEET
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SHATIN CENTRAL STATION HA WOCHE STATION
LEVEL
40
0.00 530 - 00 540 +00 550.00 560
Just east of Sha Tin Tsuen the route crosses the main road , which connects the central area of Sha Tin to the Lion Rock Tunnel . Thence it
bends northwards across the river channel into the central business area of the new town. From the central area the route bends northeast and
runs approximately parallel to and 600 feet south east of the Kowloon - Canton Railway.
Shan Ha Wai Station is a side platform overhead structure located at the western end of Zone 5 which is scheduled for residential develop
ment. Feeder buses will be required to serve residents of the eastern half of Zone 5 and also the industrial zones further east.
Sha Tin Central Station is located to the west of the existing town centre of Sha Tin . It is a side platform station. A feeder bus service will
be required to serve Zone 14 which is allotted for industrial development.
Ha Wo Che Station is a side platform overhead station which will serve the residential development in Zone
137
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SHA TIN
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200 1000 200 400 600
PLATE 52
MAP SCALE IN FEET
80 80
60
40LEVEL
WO ITU HANG STATION
2.0 %
20
teret
0
-20
-40
560.00 57000 580 +00 590.00
SHA TIN LINE
HA WO CHE TO WO LIU HANG
Freeman, Fox,Wilbur Smith and Associates
,
138
After crossing the primary distributor road at the east end of Zone 8 the Sha Tin Line drops to ground level at Wo Liu Hang Station which
is located immediately beside the Kowloon Canton Railway. The rapid-transit station will have a central platform and platforms must also be
provided for an additional stop on the Kowloon Canton Railway to permit people to transfer between the railway and rapid -transit line.
The depot for the Sha Tin Line is located immediately beyond Wo Liu Hang Station. It abuts the Kowloon - Canton Railway depot which is
presently under construction. There may be advantages in providing some physical linkage between the two depots so certain items of mainte
nance equipment may be shared by the two operations.
139
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DESIGN AND CONSTRUCTION 9
1. The entire rapid-transit system and its components were
designed in sufficient detail for cost estimating purposes. Limited
investigations of soil conditions and underground utilities were
made at all locations and intensive investigations were made at
selected places to establish unit costs. All known construction
methods were considered for use in the design , and two of the
project engineers visited Tokyo to observe underground construc
tion in progress. Functional design criteria were established by
railway operating specialists before beginning the structural design
다며
phase of the work.
FUNCTIONAL DESIGN
2. The first step in the process of translating the lines and HM MA
stations, established in other phases of the project, into a physical
structure for operating trains and serving passengers, is to establish
the criteria for the functional design . It is possible to determine OVERHEAD
the best methods of construction and to carry out the structural
design and costing only when the functional design of running
track and stations has been prepared .
3. Running Track — To allow for clearance, the minimum width
-
of tunnel required for the rapid -transit car when travelling on a
straight section of track is 13 feet. On curved sections of track,
extra width must be allowed according to the length of the cars,
the radius of the curve and the cant of the track. For design purposes
it was assumed that a 14 -foot width was required for each track SURFACE
in cut and cover construction . For bored tunnels a 15 -foot 6-inch
internal diameter was assumed ; a clear width between parapets of
26 feet was used in the design of overhead structures.
4. The height of the recommended rail car is 11 feet 6 inches.
Allowing for clearance above the car and for ballast, sleepers and
rails below the car a minimum height of 13 feet 6 inches is required . aitse
For design purposes a headroom of 14 feet was assumed . AL 162
5. Figure 60 shows cross-sections of running track on the surface,
on overhead structure and in cut-and -cover tunnel . There is great
variation in design throughout the system and these are only typical oO
sections .
6. Station Mezzanine — The principal function of the mezzanine
is to provide for the movement of people to and from the trains
and for the activities associated with that movement. The main
activity is that of paying the fare, so the mezzanine must house
booking offices and ticket vending machines and also the control
barriers to enable the tickets to be checked as passengers enter
and leave the platforms. It must also accommodate numerous other
facilities, so it will usually be several hundred feet in length . In
view of its size, therefore, the headroom in the mezzanine should
be at least 10 feet and extra height should always be provided where UNDERGROUND
the additional cost is small .
7. The other facilities required in the mezzanine divide into two
main categories; those required in connection with the operation
RUNNING TRACK CROSS SECTIONS 60
of the rapid-transit system in general and the station in particular,
and those provided for the convenience of the public. Of the first
category, perhaps the most important is the station master's office. centre at Kowloon Bay Depot. Also, at interchange stations and at
This will contain public address equipment for both the mezzanine other heavily loaded stations, closed circuit television should be
and the platforms and means of communication with the control installed to ensure adequate station supervision .
141
LI
8. Space must be provided in the mezzanine for a rest room for encouraged to provide their own entries wherever this does not
station staff and , at selected stations, staff rooms and canteen conflict with the design and operation of the ticket facilities. In
facilities for train crews. Many stations will need space for a small Tokyo , many large commercial establishments have a basement
operational and clerical staff and all will need store rooms for items on the same level as the station mezzanine with direct access to it.
ranging from cleaning equipment to tickets. At many stations, 13 . In most areas of Hong Kong, the footpaths are too narrow
space for escalator or lift machinery and rooms for the housing to accommodate the main accesses to the mezzanine. At Central
of train control apparatus must be incorporated into the design , Station , which is located under Des Voeux Road Central , some
and at some, accommodation will be required for ventilation equip access on the south side can be provided in Chinese Street, Li
ment and electrical substations .
Yuen Street, Douglas Street, Chiu Lung Street and Theatre Lane
9. The facilities required for the convenience of customers which are largely pedestrian ways linking Queen's Road and Des
include illuminated direction signs, information booths, concession Voeux Road . However, on the north side it will be necessary to
counters for the sale of newspapers and other selected commodities, locate most of the main entries in the adjacent buildings. This
lavatories and first-aid facilities. The direction signs and information solution will have to be applied at many other stations and should
booths are, of course, also necessary for the efficient operation of be considered whenever redevelopment of a site adjoining a station
the station . is proposed .
10. Although design of the mezzanines must primarily be geared 14. The access from surface streets to an underground station
to the efficient operation of the rapid-transit system , they can often mezzanine will normally be by stairways . Escalators, especially
serve a secondary function as a pedestrian subway. With this feature for upward movements, should be considered either where the depth
in mind , most of the underground mezzanines have been designed of the mezzanine is greater than usual , or as a convenience to the
so that there is free movement between all access points. Figure 61 public at heavily used stations. In the preliminary design it was
shows two layouts for the mezzanine of an underground station , impossible to carry out a detailed analysis of the accesses to each
one for a station with side platforms and the other for a central station, and so for the purpose of making cost estimates, it was
platform station. assumed that all access to the mezzanine from the surface streets
would be by stairway. At overhead stations the ticket halls will
II . Access to Station Mezzanine - Most underground stations
-
normally be located below the station platform and as they will
have been designed with a mezzanine level under a major road and usually be at ground level, efficient access can easily be provided .
above the station platform . Access to the mezzanine should be 15 . Access to Station Platforms -
Access from the mezzanine to
provided from both sides of the road . Where there is a road junction
the station platforms may be by stairway or by escalator, depending
above, then access should be provided from all corners of the junc
tion . on the vertical separation of the two levels. For all upward movements
of more than 12 feet, escalators have been assumed . Escalators for
12 . All underground mezzanines have been designed to have downward movements of more than 12 feet have also been allowed
at least four major access points and many of the high-load stations for unless the expected passenger load is small. At some stations,
have more. In addition to the main entries, the owners of neigh where exceptionally large passenger loads are expected , escalators
bouring properties should be given the opportunity and even may be desirable where the rise is less than 12 feet.
trom plat
5
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8
typical access
. 2
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to platform
SIDE PLATFORM STATION
typical access 1. STATION ATTENDENT.
between
000
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LOIDDOROD mezzanine & street level 2. FREE CIRCULATION SPACE
from to
platform 3. PAID AREA
platform
TICKET AND MONEY CHANG
7. ING MACHINES .
I 5. CONCESSION SPACE .
100
to
from
platform platform 6. PUBLIC TOILETS .
7. STAFF AND STORAGE
8. STATION MASTER .
CENTRAL PLATFORM STATION
TYPICAL MEZZANINE PLANS 61
142
16. For design purposes the capacity of an escalator, of about
three feet in width , was assumed to be 8,000 people per hour. The
theoretical capacity is greater than this, but it is necessary to assume
a lower figure in order to allow for surges in passenger demand.
The number of escalators and the number and width of stairways
at each station was determined according to the estimated passenger
loads. Three widths of stairway were used ; 6 feet, 10 feet and 12
feet. At Tsz Wan Shan , the depth of the station requires high
speed lifts.
CENTRAL STATION /ÓRA.
17 . Platforms — All stations have 600 - foot long platforms of
-
Ww
12 -foot clear width to accommodate eight-car trains. Although some
lines will be operating with six - car trains in the design year , it is
expected that the full-length trains will be required eventually. The
structural headroom on the platforms should be at least 10 feet so
that signs can be installed at sufficient height to be visible to
passengers.
18. Figure 62 shows cross-sections of typical side- platform stations
L for underground and overhead construction . The side platform is
the simplest station design ; access is provided from the mezzanine
to the back of the platform . Thirty-one of the fifty stations for the
recommended system are of side- platform design . Their locations
are shown in Figure 63. Seventeen of these stations are under
ground , thirteen on overhead structure, and one, at Hung Hom , at
surface level .
19. In order to maintain regularity of train headways when the
od
maximum train service is being operated , the terminal stations must
be designed to allow some make-up time in the train schedules.
AR With present signalling techniques, two tracks must be provided
38
ILKU PLATFORM TATTI at one terminus of each line and three at the other. Island platforms
are chosen to facilitate the management of passenger movements
at these locations.
20. In addition to the end of line terminus , it is sometimes
0 RENS necessary to reduce the level of service near the extremities of a
MEZZANINE
line by turning back trains at an intermediate station . The ideal
layout for such turnback facilities involves a three-track station,
but an alternative arrangement with a reversing siding beyond a
AR
LETTO 0
MEZZANINE
Oo
PLATFORM
)
62
63
TYPICAL SIDE PLATFORM STATION
] CROSS SECTIONS SIDE PLATFORM STATIONS
]
143
two-track station can be used where the right of way is of limited
width , provided the frequency of the service is not too close .
21 . Figure 64 shows the cross -sections of underground and over
head central platform stations. These sections are applicable both
to a two-track terminus and to a two-track turnback station . For
both forms of construction access stairs are located in a central
stairwell .
MEZZANINE LEVEL
22 . Underground central platform stations are located at Kennedy
and North Point on Hong Kong Island , Shek Kip Mei and Choi
Hung on the Kwun Tong Line and at Lai Chi Kok and Tsuen Wan
on the Tsuen Wan Line. The station at Shek Kip Mei has a central
platform because the approach at each end of the station is in tunnel .
Choi Hung and Lai Chi Kok Stations have a central platform because
they have been used as temporary terminals in the stage develop ESCALATOR
OF
ment plan. The overhead central- platform design should be used ELEVATOR SHAFT
at Chai Wan Central Station on the Island Line and at Kwun Tong
and Ma Yau Tong Stations on the Kwun Tong Line. At Wo Liu
Hang the central-platform station is at ground level.
23 . At Lo Fu Ngam and Tsz Wan Shan , the stations will be con
structed in bored tunnel. Figure 65 shows a cross-section of these
stations which have аa form of central platform . At Lo Fu Ngam the STATION TUNNEL
PLATFORM
PLATFORM
TYPICAL TUNNEL STATION
CROSS SECTION 65
s
OL access to the platform will be by escalator, and , at Tsz Wan Shan,
MEZZANINE by lift.
May UA 24 . Special Stations - Central Station has platforms at two levels,
since the Island Line is located immediately above the Kwun Tong
Line. The central- platform layout has been used because the flow in
and out of the station is likely to be relatively unidirectional in the
peak hours, and more efficient use can be made of escalators with
this design . Also, Des Voeux Road is too narrow to allow the use
of side platforms without considerable demolition of property .
Figure 66 shows a cross- section through Central Station. This same
un
LETCVND D
MEZZANINE
dobrá
AL
LAST
MEZZANINE
WTOso otu Tood
ISLAND LINE
PLATFORM Bike
PLATFORM
KWUN TONG LINE
PLATFORM
TYPICAL CENTRAL PLATFORM
STATION CROSS SECTIONS 64 CENTRAL STATION CROSS SECTION 66
144
cross-section also applies at Mong Kok Station where the Kwun
Tong Line is located immediately above the Tsuen Wan Line. Here,
a central platform arrangement is needed to permit easy transfer
between the two lines. Figure 67 is a longitudinal section of Mong
Kok Station , showing the arrangement of entries and exits and also
the escalators for the transfer movement between the two levels.
25 . Western Market Station is the southern terminus of the Kwun
Tong Line and is also a turnback station for the Island Line trains. A
three-track layout is required for the Kwun Tong Line terminus and
also for the Island Line turnback. Figure 68 shows a cross -section of
this Station ; the intermediate mezzanine caters for the transfer TICKET
movement between the two levels . MEZZANINE M
26 . Admiralty Station is the southern terminus of the Tsuen ISLAND LINE
PLATFORM FJA 10
Wan Line where passengers may transfer to the Island Line. The
station for the Island Line has side platforms, while three tracks are TRANSFER
needed to reverse the Tsuen Wan Line service. As at Western Market, AMEZZ KAALA
the transfer between the two lines is by way of an intermediate KWUN TONG LINE
PLATFORM
mezzanine level.
27. At the Tsim Sha Tsui Station the track arrangement at the
lowest level is designed so that passengers may transfer between WESTERN MARKET STATION
the Kwun Tong and Tsuen Wan Lines by merely walking across a
central platform ; a three-track terminating arrangement is adopted
CROSS SECTION 68
at the Sha Tin Line level. Detailed design study may, however,
show advantages in providing the three- track terminus at Sha Tin
instead of at Tsim Sha Tsui. construction is below the water table, as is quite often the case in
28 . Similar layouts were designed for Kowloon Tong and Diamond Hong Kong, the cut-and-cover method will be cheaper unless the
Hill stations, where side platforms were used at all levels. The layouts
depth of construction is unusually great.
were designed to cater for the anticipated traffic in or out of the 31 . Investigations suggest that cut-and - cover will be the more
station and also for the transfer movements. suitable for the greater part of the recommended system . The
various cut-and-cover methods are discussed in detail in the appendix,
CONSTRUCTION METHODS which also contains a more detailed discussion of surface, overhead
and tunnel construction .
29. Construction of a railway line falls into three basic categories :
overhead, underground and surface, the last -named term including
DESIGN AND COSTING
lines in cutting and on embankment. Surface construction has
limited application within an urban area because of the severance 32. The procedure adopted for estimating was to design a
problems in respect of other means of communication . Similarly, number of basic units for underground and overhead construction
it is seldom practical to make much use of overhead structures and cost all of them . All sections of the proposed routes were then
in dense urban development, such as exists along the north shore examined, and the basic unit most suitable to the location and ground
of Hong Kong Island and in most of the urban area of Kowloon . conditions was selected for each section. The cost of the basic unit
The use of overhead construction must usually be limited to low being adjusted to allow for particular conditions at each location .
density areas and to areas where development is only just begin 33 . Preliminary Investigations — A considerable number of bore
-
ning. Figure 69 indicates the extent to which surface, overhead and
underground construction methods have been adopted for the hole logs and other soil records were examined to determine the
recommended system . ground conditions over each section of route. These records were
supplied largely by the Buildings Ordinance Office of the Public
30. Most of an urban railway network must be constructed Works Department and by local contractors specialising in ground
underground, either by bored tunnelling or by cut-and -cover investigation work. Further information on ground conditions was
methods . The use of bored-tunnel methods causes much less dis obtained by visits to sites on the proposed routes where open
ruption to surface traffic and underground utilities. However, if excavation or piling was in progress. Old maps of the Colony and
NATHAN ROAD
MEZZIANINE
KWUN TONG || PLATFORM
TSUEN WAN PLATFORM
2
MONG KOK STATION LONGITUDINAL SECTION 67
145
girders (one for each track) and composite steel/concrete construc
tion were considered ; with the latter, the weight of the superstruc
ture and the cost of the columns and foundations were less but these
savings were more than offset by the higher cost of the super
Structure .
39 . To assess the effect of shorter spans, preliminary designs
were drafted for 40 -foot spans using similar foundations and sub
structure but with the superstructure designed as reinforced con
crete T-beams ; there was no significant difference in cost between
this design and that using 80 - foot span, precast, prestressed, concrete
box girders .
40 . Preliminary structural designs were also prepared for two
typical overhead stations with reinforced concrete piled foundations,
reinforced concrete portal frame supports and precast, prestressed
concrete box girders for the superstructure . Spans were reduced to
60 feet, a convenient module for station and mezzanine layout, but
a uniform depth of construction was maintained .
41 . From these preliminary designs, the costs of overhead
construction were estimated on a linear basis for running line and
station platforms and on an area basis for mezzanines. In applying
ELEVATED (INE these rates to the overhead sections of the proposed routes, allow
SURFACE LINE ances were of course made for any variations from the normal
UNDERGROUND LINE
१/
RELATIONSHIP OF LINES
superstructure height and span .
42. Underground — Cut and Cover — Preliminary designs were
o V21
MAP SCALE IN MILES TO GROUND LEVEL 69 prepared for running line structures with H-pile, sheet-pile and
diaphragm wall methods of cut-and-cover construction for various
rs widths and depths below ground level . For each design , various
soil conditions were considered but only within the range of con
ditions for which each method is suitable. Varying amounts were
records of reclamation were examined to assess the likely location
of old sea walls, which constitute major underground obstructions, added to the resultant basic costs to allow for the following condi
particularly in Central District. tions within each section .
(a) Presence of utilities.
34. It was not possible in the time available to obtain full details The problems of construction in Des Voeux Road Central
of all underground utilities. However, details of all utilities which
might affect the type of construction or the vertical alignment of the were studied in detail . Methods of supporting the utilities
proposed routes were obtained from the relevant authorities. Also during and after construction and , where necessary,
full details were obtained of all the utilities in a section of Des
diverting them prior to construction , were examined,
discussed with the relevant authorities and costed . The
Voeux Road Central ; this section contained storm and foul water
probable extent of this problem in each section of route
drains, water and gas mains and electricity, telephone, telegraph
and Rediffusion cables and was considered to be representative of was assessed and appropriate additional costs were allocated.
the more congested conditions likely to be encountered during (b) Maintenance of Traffic.
construction . On the basis of discussions held with the Traffic Engineering
Division of the Public Works Department, the extent to
35 . Discussions were held with the Traffic Engineering Division which traffic would have to be maintained during construc
of the Public Works Department in order to assess the extent to tion was assessed and the additional costs were estimated .
which roads could be closed to facilitate construction .
On Hong Kong Island , it was assumed that the trams would
36. Surface Construction - Where surface construction is pro
-
continue in operation throughout construction of the
posed, preliminary designs of earthworks, retaining structures and Island Line.
drainage were drafted and an estimate of cost, taking into account (c) Breaking-up and reinstatement of paved surfaces.
the effect on existing utilities, was prepared for each individual
section . The cost was assessed on the basis of the type of pavement,
whether concrete or bituminous ; allowance being made
37. Overhead - Most of the overhead sections of the proposed
-
for the material required for reinstatement.
routes are in areas of reclamation where the ground is flat, so there (d) Adverse ground conditions.
is little need for variation in the height of the structure to obtain
the required clearance of 16 feet 6 inches at road crossings. At this The allowance for adverse ground conditions was based on
the available borehole information on each section ; it
height, long spans with correspondingly large depths of superstruc
ture would be aesthetically undesirable. In view of the poor founda took into account the likely presence of boulders and old
sea walls .
tion conditions in reclaimed areas, very short spans would not be
economic. Designs for running-line structures were therefore based The same procedure was adopted in estimating the cost of under
on a span of 80 feet. ground station structures ; designs were prepared for side and
central -platform stations , both with and without mezzanines .
38 . Preliminary foundation designs were drafted using reinforced
concrete piles and assuming ground conditions typical of reclaimed 43 . Underground — Bored Tunnelling - In each section where this
-
areas. Alternative designs for the T-columns, using reinforced con method of construction appeared to be economic , detailed studies
crete and steel , were prepared and costed . Based on present day of the costs of construction were made. Where tunnelling in free
prices, the former proved cheaper. For the superstructure, alter air and without shields is proposed , costs were estimated on a
native designs incorporating precast, prestressed concrete box linear basis since they are largely independent of length and of the time
146
available for the work. However, in the case of shield-driven tunnels, 52. Basis of Estimates — The estimates of civil engineering con
particularly in compressed air, the shields and compressed air struction cost include, besides the lines and stations, underpinning
equipment form a substantial part of the cost. The estimates were and demolition of buildings, ventilation shafts and chambers, drainage,
therefore based on the most economic size of contract in relation electrical substations, site preparation for maintenance depots,
to the time available for construction . maintenance and workshop buildings, the administration building
44. Immersed Tube — Studies showed that this method of con and station finishes. Costs of track (ballast, sleepers and rails), mechan
struction would be the most economic for the crossing of the
ical, electrical and signalling equipment, rolling stock, maintenance
harbour, but was unlikely to be competitive elsewhere. The design , equipment and station furnishings, are given in Chapter 10. The
estimates have been based on present day prices and allowances
method of construction and estimates of cost have been based on
of 2 per cent for site investigations, 8 per cent for engineering
those for the proposed cross-harbour road tunnel .
charges and 20 per cent for contingencies, have been included in
45 . Stations For most stations the basic structural cost, in the summaries .
cluding stairways, was estimated as indicated above. However,
individual designs were prepared and costed for Western Market, 53 . Typical Costs — The cost of running line varies considerably
Central, Admiralty, Tsim Sha Tsui , Mong Kok, Kowloon Tong, according to the method of construction. Surface construction may
Diamond Hill and Ma Yau Tong. The stations at Lo Fu Ngam and vary from less than $ 2,000 per linear yard of double track to over
Tsz Wan Shan, which must be constructed in tunnel, also required $ 6,000 depending on the depth of cut or height of fill, the extent to
special consideration . which retaining walls are required and the nature of the ground .
Little variation is expected in the cost of overhead construction and
46 . At all stations, allowance was made for adequate numbers of it will normally be close to $ 4,500 per yard . The construction of
access ways between mezzanine and street level, but no attempt underground running line will normally vary between $7,000 and
was made to locate the exact position of the entrances in relation $ 30,000 per yard but, for short lengths, particularly adverse con
to surrounding property. At specific stations, allowance was also ditions may more than double the cost. These typical costs are net
made for the cost of providing pedestrian subways connecting to and do not allow for investigations, engineering fees or contingencies.
bus stations or similar facilities.
47. 54. Typical costs excluding investigation , engineering and con
In addition to the structural costs, estimates were prepared tingencies, for various types of construction , and different site
for the cost of station finishes. Finishes in stations would need to
conditions, are given in the appendix. These tables are included for
be of pleasing appearance, hard wearing and easily maintained . In
information only and should not be used to assess the cost of con
the mezzanines, a high standard of finish was assumed with quarry struction for any particular section of route. At first glance it might
tile floors, ceramic tile walls and acoustic tile ceilings. In platform appear that compressed air tunnelling is cheaper than the diaphragm
areas, a slightly lower standard of finish, with concrete floors, and wall method of construction . However, if tunnels are used where
painted ceilings, is appropriate. Allowance was made for special the route is located under a roadway, the cost of stations is con
treatment below platform level to reduce train noise. siderably increased because of the added depth . The overall cost
48 . Maintenance Depots and Storage Sidings — At a number of including stations is less with diaphragm wall construction .
locations, underground or overhead storage sidings are required. 55 .
The necessary structures, site works and buildings have been de Summary of Cost — Table 66 summarises the construction
cost by lines. Where a facility, such as a station , is shared by more
signed and costed for these and for the four maintenance depots, than one line, the cost has been shared equally between the lines.
including the main depot, control centre and administration block
at Kowloon Bay.
CIVIL ENGINEERING CONSTRUCTION COST BY LINE TABLE 66
ESTIMATES ESTIMATED COST
49. The method , and therefore the cost, of construction is DESCRIPTION Line
Total
Kwun Tong Tsuen Wan Island Sha Tin
largely dependent on the nature of the ground, so the available
information on ground conditions was carefully examined. Although ( Millions )
Construction between
extensive soil information was obtained , it was seldom available stations including
directly on the rapid-transit route, so it was necessary to interpolate ventilation and drainage
structures $ 278.45 $ 300.70 $ 255.40 $ 182.30 $ 1,016.85
from information in the general vicinity. Also, in some undeveloped Construction of stations
areas, there was a complete lack of detailed information . Thus, while including passageways
and finishes 113.15 100.20 94.95 69.45 377.75
it has been necessary to assume a particular method of construction, Demolition and
detailed investigations may prove other methods to be preferable. underpinning 6.00 1.90 16.05 3.95 27.90
Where there was doubt as to the best method of construction , Maintenance depots
the more expensive method was generally chosen . including access , site
preparation and
buildings 34.40 29.20 9.80 6.00 79.40
50 . Where more than one method of construction is considered
Contingencies 86.20 86.20 75.60 52.80 300.80
equally suitable, the method with the lowest construction cost is Investigations and
assumed . The exception to this rule is in Nathan Road where more engineering 51.80 51.80 45.20 31.50 180.30
expensive compressed air tunnelling techniques have been assumed TOTAL $ 570.00 $ 570.00 $ 497.00 $ 346.00 $ 1,983.00
for construction between the stations at Waterloo Road and Jordan
Road .
51 . In the estimate of right-of-way cost an allowance was made CONSTRUCTION
for disruption of surface traffic during construction . This includes
claims due to unavoidable restriction of access to property as well 56 . Figure 70 shows the outline design and construction pro
as less tangible costs which would affect the community as a whole. gramme for the proposed scheme for stage development. It is based
Should these costs become excessive in a particular area, it could on a decision being taken no later than mid - 1968 to proceed with
lead to the more extensive adoption of bored tunnelling methods the project. Any delay in reaching this decision would affect the
which , while more expensive than cut-and-cover methods at shallow completion date for the first stage but moderate delays to other
depths, greatly reduce interference with surface traffic and under stages could be avoided by increasing the design and construction
ground utilities. effort .
147
YEAR
STAGE
1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984
1
N
[
3
4
DESIGN
5
CONSTRUCTION
6
PROPOSED DESIGN AND CONSTRUCTION PROGRAMME 70
57. Figure 71 gives a detailed construction programme for Stage the work , it would be essential for design staff to maintain close
1. A construction period of about 36 months would be needed for liaison with the contractors so that, on later contracts, full advantage
the cross-harbour section . Compressed air tunnelling is recommended can be taken of improved techniques and methods of construction .
for running line between the northern end of the cross-harbour Contract Procedure — The rapid development of Hong Kong
62 .
section and Waterloo Road Station and it has been assumed that
this tunnelling work would form one contract. The intervening in recent years has encouraged a healthy and capable construction
stations would be constructed by cut-and-cover and part of the station industry, so there is no reason why local contractors should not
carry out most of the construction work. However, while there is
structures would need to be completed to provide access before
the start of tunnelling. considerable experience of rock tunnelling in Hong Kong, compressed
air tunnelling is highly specialised work, of which little, if any, has
58. The detailed programme for Stage 1 allows a period of three been carried out in the Colony to date.
months for laying track and for the installation of signalling and
power supply equipment on each section of running track and be 63 . Research would be required to determine the optimum size
tween six and ten months for these items plus finishes in stations. of contract. While large contracts are usually simpler to administer
The laying of track and installation of signalling devices and power and would attract international contractors, they do not necessarily
supply should be carried out from the maintenance depot at Kowloon lead to lower overall costs. Recent experience in the construction
Bay. Thus the depot must be in partial operation at least 18 months of the San Francisco rapid-transit system has shown that lower cost
before the opening of Stage I. The programme has been arranged may sometimes be achieved by reducing the size of contracts. In
so that, as far as possible, the contracts nearest to the depot are Tokyo, construction of the underground railway system has been
completed first. The section of track from the maintenance depot based on large numbers of small contracts. There is usually more
to Kowloon Tong Station would be completed six months before competitive tendering for smaller contracts, though larger contracts
should lead to greater efficiency.
the start of passenger operations, to allow time for the training of
staff.
64. Contracts would most probably be awarded on the basis of
59. Investigations and Design - The programme allows an abso competitive tendering but consideration should be given to selective
lute minimum period of 18 months, before the award of the first tendering and serial contracting, the latter system combining many
contract, for investigation , design and obtaining tenders. Ground of the merits of competitive tendering and negotiated contracts.
surveys must be carried out before detailed design can start, to deter 65 . Many public utilities would be affected during construction
mine the nature of the soils along the proposed routes and the and careful planning would be essential to maintain adequate services
extent of underground obstructions. The exact location of all under while they were being modified or diverted. Close liaison with the
ground utilities must be determined and plotted . Where under owners of the utilities will be essential at all times. The present
ground construction is to be carried out close to or beneath buildings, system, whereby each company is responsible for variations to its
it may be necessary to carry out condition surveys before construc own utilities, could prove to be extremely cumbersome in practice
tion , as a basis for settlement of alleged damage claims. and could lead to higher costs. Critical examination of this problem
60 . Arrangements for traffic diversions to ease construction will in consultation with all concerned will be needed in order to devise
need to be worked out well in advance since they could affect the an equitable solution .
method of construction as well as the order in which work is to be
performed. 66. Financial Requirements — Table 67 gives the construction cost
of the system by stages and the estimated year-by-year financial
61 . It may be desirable to invite tenders for alternative designs requirements are set out in Table 68. Usually where parts of a
based on different methods of construction. During the progress of facility, such as a station , come into operation in separate stages,
| 48 1
CONST. CONSTRUCTION PERIOD
PLAN NO METHOD 1970 1971 1972 1973
1 CC
DIAMOND
WONG TAI SIN HILL 2. СС
21 22 CHỌl 3 IT
LO FU NGÂM 20 23 HUNG
4
24 CAT
KOWLOON TONG 19
25 5 СС
SHEK 16 17 18
6 CAT
KIP ME 15 26
7 CC
14
8 CAT
13 9 CC
MONGKOK L 12 10 СС
11 11 CC
10 12 CC
WATERLOO I. 13 CC
8 14 CC & FAT
15 CC
JORDAN 7
16 OH & FAT
17 OH
6
18 OH & FAT
ADMIRALTY
O ENTRAL
TSIM SHA TSUI 5 19 FAT
4
20 FAT
C
21 CC
22 FAT
3
23 СС
24 CC
2
25 СС
26
CAT COMPRESSED AIR TUNNEL STATION STRUCTURE
CC – CUT AND COVER RUNNING LINE
FAT – FREE AIR TUNNEL FINISHING AND EQUIPMENT
IT - IMMERSED TUBE ( HARBOUR CROSSING )
OH - OVERHEAD MAINTENANCE DEPOT
PROPOSED CONSTRUCTION PROGRAMME FOR STAGE I 71
the whole cost has been apportioned to the earlier stage. CIVIL ENGINEERING CONSTRUCTION
COST OUTLAY BY YEAR TABLE 68
CIVIL ENGINEERING CONSTRUCTION COST BY STAGE TABLE 67
ESTIMATED COST
YEAR Stage
ESTIMATED COST Total
1 2 3 4 5 6
DESCRIPTION Stage
Total
1 2 3 4 5 6 ( Millions )
1968 $ 9 9
( Millions ) 1969 25 25
Construction be
tween stations 1970 140 140
including ventila 1971 170 12 182
tion and drainage
1972 180 50 230
structures $331.35 $ 191.90 $ 208.10 $ 100.60 $ 137.90 $ 47.00 $ 1,016.85
Construction of 1973 110 110 6 226
stations including 1974 130 15 145
passageways and 1975 72 85 157
finishes 109.35 76.65 76.85 44.15 58.45 12.30 377.75
7mamb
1976 118 125
Demolition and
27.90 1977 113 32 145
underpinning 10.20 1.80 6.15 9.30 0.45
Maintenance depots 1978 60 67 5 132
including access , 1979 80 15 95
site preparation , 1980 45 80 2 127
and buildings 29.80 12.85 9.80 20.95 -
6.00 79.40
1981 97 5 102
Contingencies 95.80 56.80 60.00 35.00 39.50 13.70 300.80
1982 63 25 88
Investigations and
engineering 57.50 34.00 36.10 21.00 23.70 8.00 180.30 1983 34 34
TOTAL $ 634.00 $ 374.00 $ 397.00 $ 231.00 $ 260.00 $ 87.00 $ 1,983.00 1984 21 21
149
Ц
OPERATION AND OPERATING
EQUIPMENT IO
1. There are a number of factors which will permit the rec in crowded but tolerable conditions, with some margin for further
ommended rapid-transit system to give a performance not yet expansion.
attained elsewhere. Of these, the most important is that the civil
6. The theoretical capacity of a rapid-transit system depends on
engineering works are planned so that long, wide cars can move the maximum practical loading of an individual car . The total theoret
freely over the system, without speed restrictions imposed by
sub-standard curvature. The method of supplying electricity to ical hourly capacity of the line is then the assumed car capacity
trains is also free of the restrictions so frequently imposed by the multiplied (a) by the number of cars per train and (b) by the number
necessity to inter-work with an existing system. The equipment of trains per hour which can be regularly worked .
necessary for operating the system will be built at a time when 7. The maximum practical loading of an individual car has been
several important new techniques have been tried out elsewhere the subject of some operational research . The best available evidence
and can be recommended with confidence here. The most important seems to show that after all seats have been occupied , passengers
of these are the automation of signalling and train speed control , will not or cannot pack themselves into the standing accommoda
the substitution of static (solid state) for many moving devices, tion more tightly than about one person per two square feet of
and the elimination of friction in the mechanical parts of the trains space between longitudinal seats and about one person per one
by the use of electric braking, rubber components and pneumatic and-a-half square feet of space between doorways. At this density
springing on the cars. of loading the conditions are such that no passenger is readily able
to move his position (or make his way to the doors to alight) without
2. The equipment recommended is the most suitable for per pushing or elbowing his way between other passengers and without
forming the duties required. These may be summarised as providing some co -operation on their part.
a reliable, punctual, fast and frequent service with the highest
capacity and efficiency compatible with reasonable first cost and 8. Figure 72 shows the theoretical single-track capacities for
operating cost . various combinations of size of cars, cars per train and trains per
hour. It shows for example that 40 six - car trains or 30 eight-car
CAPACITY trains per hour will provide a theoretical capacity of 48,000 pas
sengers per hour, if each car has a theoretical capacity of 200 pas
3. The operating facilities and equipment required for a rapid sengers. But the practical or effective capacity is quite a different
transit railway are primarily governed by the maximum volume of thing. Full utilisation of all the available space is far from attainable
traffic to be carried over any section of the line during the busiest and the theoretical capacity has to be heavily discounted for several
hours of the day. But variations in traffic density between different reasons .
periods of the day, and between different sections of the line, also
have an important bearing on the design of the train services and 9. First, in crowded conditions and with necessarily limited
on some of the facilities and equipment . station stop time, a given load of passengers is seldom in practice
evenly distributed over all parts of a car or all cars in a train . This
4. The traffic volumes expected on the recommended system
are abnormally high . For example, on their most heavily -loaded
sections the Tsuen Wan and Kwun Tong Lines are both expected
to carry about four times as many passengers a day as the heaviest
PASSENGERS
CAR8 AINS
400 NS
6 OIUNRS
C 6
sections of the London Underground ; and the Island Line three -8 -6 AR RAI R UR
20T- RAR
SR
20-
3-0TRHAER
30 PE HO
OIUN
OR 40
TRHA R
UR
P
C T
RE
times as many .
R
CAP
HO
PE
S
-8 AR RAIN ER HOUR
CAR
The distribution of this unique volume of daily traffic over 40
PER
5. C T P
300
the hours of the day is fortunately expected to be much less uneven
than on any similar existing rapid-transit system . Thus the maximum
effective capacity required in one direction in the peak hour is
much lower in proportion to the total daily volumes than elsewhere. 200
Even so, the estimated maximum hourly loads are very high . By
1986 the peak services will be required to move in one direction
in one hour about 45,000 passengers on the Tsuen Wan Line, almost 100
the same number on the Kwun Tong Line, and over 35,000 on the
Island Line. The corresponding figure for the Sha Tin Line is about
25,000, but a large growth of traffic after 1986 is expected with the
further expansion of Sha Tin . All these figures are high by any 0 10 20 30 40 50 60 70 80 90 100 110 120 130
standards . Indeed, the movement of over 45,000 passengers on one
PASSENGERS PER HOUR PER TRACK ( THOUSANDS )
track in one hour appears to have been attained so far only on one
or two lines in New York and Tokyo, and then only under con
ditions which are generally regarded as involving excessive over
THEORETICAL RAPID - TRANSIT
crowding. Nevertheless, it is quite possible on a new system specially
designed and equipped for the purpose, to carry at least 45,000
CAPACITY 72
passengers in the maximum peak hour over a single line of track,
151
is partly because passengers accidentally obstruct each other, movement through the doors than has been experienced with existing
either while moving or by seeking to take up positions inside the car designs, the practical capacity should also be increased, creating
car near the doors. It is also partly because, even if the waiting a margin for the growth of load after the design year. The availa
passengers on a platform are well distributed over its full length , bility of such a margin does not, however, solely depend upon
as they should be, there is no way of ensuring that the passengers these possibilities of higher effective capacity per train . There is
alighting from the train will be equally well spread . The numbers also in reserve the possibility of increasing the number of trains
alighting and wishing to board at each door do not match, so per hour by 10 to 15 per cent, perhaps even up to 36 per hour.
congestion occurs in some parts of the train while spare space is The regular operation of such a close service will be greatly helped
wasted in others. The inequalities of loading thus developed may by the independence of each of the four lines and the consequent
be either corrected or made worse at subsequent stations. Much freedom from the difficulties of interworking different services
can and should be done by car design, good station planning, crowd through junctions. Any increase above 32 trains per hour might
control and so on to mitigate these inefficiencies, but they cannot however overtax the practical capacity of certain two-track terminals
be eliminated. A large margin of theoretical capacity in excess of recommended later and involve some additional expenditure for
-
actual demand remains essential for these reasons, though it cannot enlarging them to three tracks.
be measured closely except after actual experience on any given
system or line. PEAK AND OFF -PEAK SERVICES
10. Secondly, turning from theoretical and practical capacities 14. In order to estimate for each stage the amount of rolling
per train to track capacity per hour, it has to be remembered that stock required and the daily car mileage, on which so many of the
the full peak - hour traffic will not be evenly spread throughout the costs depend , it was necessary to prepare tentative timetables for
hour. There is sure to be a " peak within the peak ”, not necessarily each line. The primary need in planning the train services is to ensure
occurring at the same time on all parts of a line or at exactly the that the capacity at peak periods is adequate to carry the estimated
same times each day. Again the extent of such fluctuations in the maximum volume of traffic on any part of the line. Capacity must,
flow of traffic cannot be closely predicted for a future system. On of course, also be sufficient for the reduced volume of traffic at other
existing systems it varies from city to city, and even from line to times, but in the design of off- peak services it is seldom the dominat
line and year to year. But in the light of experience elsewhere it ing factor. The aim then is rather to provide a frequent enough
can be assumed for planning purposes that at least one third of the service to attract most or all of the potential traffic. In any case,
full peak-hour traffic will pass in the busiest 15 minutes. In other the degree of crowding that may become acceptable in peak hours
words if 45,000 passengers per hour are to be carried, the train is generally unacceptable in less frequent off-peak services, when
service maintained through the peak period must be at least sufficient the public can see for themselves that more service and capacity
to carry traffic at the rate of 60,000 per hour. Otherwise delays could be provided and comfort increased.
both to passengers and trains are bound to occur during the critical
15 . It is wise to provide rather more capacity in relation to de
10 or 20 minutes when the capacity is overtaxed. Any delays to mand in the earlier years than will be necessary, or even perhaps
trains will of course carry over and the planned capacity scheduled
over the full hour will not be realised . possible, at later stages. This will help to popularise the system . It
will give time for the public to become more experienced in board
DESIGN OF CARS ing, alighting, moving within the cars and generally co-operating
with each other and the staff - experience which is of great value
11 . Considering the need for a high capacity as described above, to the smooth and efficient operation of the trains at stations, and
the system has been designed to provide for at least 30 trains per takes time to acquire. It will also reduce the risk of complaint about
hour and 8 cars per train . On the essential assumption that the lines the inadequacy of the service and congestion , which might well
will be built with the generous curvature recommended , the trains arise if “ excessive " crowding were encountered at the outset,
will consist of cars having an overall width of 10 feet 6 inches and an when only six-car trains are being worked in stations obviously
overall length of 73 feet 6 inches, except for the end cars which are designed for eight -car trains.
76 feet 3 inches long to provide space for the train operator. These 16. In planning the peak-hour services for the early stages, there
cars will be larger than any so far built. Each car has five pairs of
double doors 4 feet 6 inches wide, and contains approximately 50 will be a choice, within limits, between longer and less frequent
seats arranged longitudinally in four groups on each side between trains or shorter and more frequent trains. The same capacity can
for example be provided by 16 six-car trains as by 24 four -car trains.
the five doors in a manner designed to cause the minimum obstruction The former is appreciably cheaper, requiring one-third fewer train
to the movement of passengers into, out of and within the cars. The operators . The longer train is also better able to absorb an un
cars will be connected by vestibules approximately to their full expected surge of traffic. On the other hand , the more frequent
width, permitting free passenger movement from end to end of service of short trains would reduce the average waiting time of
the train . This is an unusual feature in rapid-transit cars, though it
passengers at stations by nearly 40 seconds. For purposes of esti
was in use on the Lancashire and Yorkshire Railway before 1914 and
mating costs, the services have been planned for the early stages
the newer cars in Tokyo have it. Although no records of compara on.each line on the most economical basis to provide the capacity
tive research on the subject have been found, this feature should
contribute to the attainment of high practical car capacity. required , subject to the reasonable judgment that the main peak
hour services should not operate at intervals wider than four minutes
12. The proposed car dimensions are shown in Figure 73. Each ( 15 trains per hour) gradually closing to intervals of two minutes
train has a driving position at each end , and may be made up of four, (30 trains per hour) or thereabouts, as traffic develops through the
six or eight cars, (but not in odd numbers) to suit the growth of years .
traffic over the years .
17. Similarly, it has been assumed , on commercial grounds , that
13 . The theoretical passenger capacity of each car would be 370, for the mid -day services between the morning and evening peak
but careful streamlining of all the interior arrangements and the hours , the intervals should not be wider than six minutes ( 10 trains
features described in paragraph Il may make higher loadings possi per hour) at the first stage of each line, with frequencies again
ble, and if they also have the effect of facilitating faster passenger increasing as traffic grows .
239 TO
152
10 ' - 6 "
2 '- 0 "
EMERGENCY
EXIT
7-8
"
11
'-6"
-0
'
1"3
FRONT VIEW
트
7.6 "
4'0 " 11'-0 " for 49 ' - 0 " ( CENTRE TO CENTRE OF BOGIES ) 12-3 "
*
76 '- 3 "
END CARS
8 '- 5 " 14 ' - 2 " 14 ' - 2 " 14 ' - 2 " 14'- 2 " 8'- 5 "
tot 4 '- 6 "
"6'-
12 ' - 3 " 49 ' - 0 " 12 ' - 3 "
73 ' - 6 "
OTHER CARS
PROPOSED CAR DIMENSIONS 73
18. The only cases in which the peak and off- peak intervals would though sometimes justified where off-peak traffic is very light. In
be slightly wider than four and six minutes are east of Kwun Tong Hong Kong, however, with its good all-day traffic, it is likely to
on the Kwun Tong Line, and west of Western Market and east of prove more economic to operate the same length of train on any
North Point on the Island Line. On all these three sections the given line throughout the day. This has significant advantages in
relatively lighter traffic can be adequately carried by half the main rolling stock design and cost. Proportionately fewer of the more
line service. The plan accordingly provides for alternate trains to expensive cars with driving ends are required and these cars, which
be reversed at Kwun Tong, Western Market and North Point. interfere with the freedom of passenger movement and waste
passenger space, never appear in the middle of trains.
19 . On some systems it is the practice to shorten the trains
between the peak periods, either dividing them into two or detaching 20. Having settled the desired length and frequency of trains,
a few cars and running them separately into sidings, mainly to save both peak and off-peak, for each line at each stage, estimates of
electric current costs. But the operation of uncoupling and later their capital and operating cost are derived from specific timetables
re- coupling trains in service is complicated and expensive in staff, worked out in sufficient detail to reveal the amount of rolling
GU " ) (c ) c) 19
153
stock required and the maximum current demand by reference intervals scheduled, well balanced loadings as between successive
to the peak hour services, and the total car mileage by reference trains, and limited and consistent station stop times.
to the whole days' operation. The number of trains is arrived at
by dividing the interval into the sum of (a) the running time, in
cluding station stops, for the round trip and (b) the terminal or
layover time at each end . The running time is separately calculated
between each pair of stations in each direction, and is governed by
the proposed performance of the rolling stock (acceleration and
deceleration rates and maximum speed) related to the distance
and taking into account gradients, curves and all other factors
imposing restrictions on speed .
STATION STOP TIME
21 . Obviously station stops should be as short as possible, con
sistent with serving their purpose, to minimise total journey times.
Moreover, the quicker the journey the lower the cost of the service,
because can be worked by fewer trains and staff. But on an in
tensively used system where trains have to be run at 24- minute
intervals or less, a further reason for firm control of station stop
time is to prevent delay to the next train . With a 2 -minute headway
of very long trains, station stops over, say, 40 or 45 seconds may
well begin to cause such delays—setting up a vicious circle of in
creasing congestion on platforms, still longer station stops and
further delay to trains behind . Experience shows that the longer PROPOSED TERMINATING
the trains—and long trains must be used for heavy traffic — the
more difficult the control of station stop time becomes. To over
TRACK ARRANGEMENTS 74
come this, three features are essential . First, the car layout must
permit very quick boarding and alighting. Secondly, every car must
suit all passengers — there must be no separate cars for first and 23 . To give the maximum flexibility in train operation , a case
could be made for providing 3 -track terminals at both ends of most
second class, or smokers and non-smokers (and the case for allowing of the lines. On the other hand, the capital cost of such a layout,
no smoking on other grounds is substantial). Thirdly, the station
especially if constructed underground, is much higher than that
entrances and exits at street level and the passages, stairs and of a 2-track terminal . Moreover the latter is more convenient to
escalators to and from the platforms, must be arranged so as to
attract an even distribution of incoming traffic over the whole passengers because all trains then start from one side or the other
length of the platforms, and facilitate quick clearance of the plat of the same island platform and direction signs become much simpler .
The general conclusion has been reached after weighing all these
forms when heavy traffic alights. Provided designs embodying these factors that a 3-track terminal should be provided at one end only
features are adopted , and the best use is made of detailed crowd
of each line and a 2-track terminal at the other, thus allowing some
control techniques, maximum station stop times should normally
be well within the limits consistent with efficient operation of the " recovery time" to be built into the schedule not at the end of each
services envisaged . In the tentative timetables prepared for estimat trip but once in each round trip. Provision has accordingly been
ing purposes, average station stop times of 30 seconds in the peak
made in the estimates for the following terminal arrangements :
hours, and slightly less at other times, have been assumed. On the Kwun Tong Line -
Three tracks at Western Market ; two
tracks at Ma Yau Tong, and also at Central and Choi Hung when
TERMINAL TIME they are temporary terminals in Stages 1 and 2, and the headway
will not be closer than three minutes .
22 . At the end of a line, or at any intermediate station at which On the Tsuen Wan Line — Three tracks at Admiralty ; two tracks at
part of aa service is reversed , time has to be allowed for the staff to
.
Tsuen Wan and also at Lai Chi Kok in Stages 2 and 3 .
carry out certain minimum terminal duties associated with safety
On the Sha Tin Line — Three tracks at Tsim Sha Tsui ; two tracks at
and the reversal of the train. If everything runs properly it is quite
feasible, even with the longest trains recommended , to unload , Wo Liu Hang and also at Tsz Wan Shan in Stage 5, when the headway
will not be closer than four minutes.
reload and reverse 30 trains per hour in a simple 2-track terminal,
with a scissors-crossover on the approach side, as diagrammatically On the Island Line — Conditions differ because the full service is not
shown in Figure 74. But such an arrangement allows practically required at either end and half the trains will be reversed at
no margin for recovering any time lost. If a train is delayed for any Western Market and North Point. This permits 2-track terminals
reason , most commonly by extended station stops, and arrives at both at Kennedy and at Chai Wan, but calls for special layouts at
the terminal late, it will also have to leave late on its next journey. Western Market and North Point.
To avoid this it is essential to provide somewhere a margin for 24. The reversal of close interval services, for example on 2
correcting any such late running, and on a rapid-transit system this minute headways, in the 2 -track terminals does not allow sufficient
can only be done by scheduling the trains to have a "layover " of time for the train operator to change ends and take out the same
a few minutes at either or both terminals where they reverse. train . Arrangements have therefore to be made for each train opera
If trains are scheduled at 2-minute intervals and are to be allowed tor to " step back " one train and take out the train following the
more than about 24 minutes between arriving at a terminal and one which he brought in . This involves employment of an additional
departing on their next journey, clearly a 2-track terminal is in train operator, but makes possible the capital cost savings of a much
sufficient and a 3-track terminal must be provided. In normal simpler station .
circumstances the best track and platform arrangement for this
purpose is of the type also shown in Figure 74. Such a layout permits EARLY MORNING AND EVENING SERVICES
the scheduling of trains on a 2- minute headway to have about 44
minutes " recovery time" before they are due to leave. This is of 25. Just as the timetable has to provide for the smooth conver
great value in ensuring a high standard of adherence to the regular sion of the frequency of service between the two peak periods, and
154
1
also allow gradually for the slightly faster running times at off be useful in emergency for taking a defective train out of service
peak periods due to shorter station stops, so the service has to until it can be worked back to its depot..
be gradually built up from the start of traffic in the early morning
and thinned out in the evening. The volume of service has been 28 . The train services tentatively planned on the bases outlined
varied in the different main periods of the day in accordance with in the foregoing paragraphs have shown that the rolling stock needed
the known variations which occur on existing public transport, at each stage , including spares to allow for maintenance, and the cor
responding annual car mileage to be operated would be as set out
except that it has been assumed that the proportion of the total in Table 70 which also shows the total manpower requirements.
days' traffic travelling in the peak hour will tend to rise over the
years. Table 69 summarises the hourly variations assumed for the ROLLING STOCK AND MANPOWER REQUIREMENTS TABLE 70
design year. For purposes of estimating car mileage and operating
costs, it was decided that first trains would start from both ends of STAGE
ITEM
each line at approximately 6.00 a.m. and last trains would finish at I 2 3 4 5 6
both ends at 1.00 a.m. On grounds of cost no extension of the traffic
Route miles in service 7.8 17.0 25.3 31.0 35.5 40.1
day beyond these limits should be entertained . While first and last
Rolling stock ( cars) 96 228 368 514 662 832
trains are likely to be well patronised whenever they run , the load 6.9 17.1 27.5 36.6 46.6 56.0
Car -miles per year (million)
ings before 7.00 a.m. and after midnight will be light, and revenue 800 1,400 2,000 2,500 3,000 3,400
Manpower (all grades )
small . Train running costs can be reduced by working a thin service
at these times, but station staffing costs continue till stations are
finally closed ; and any further shortening of the five-hour period METHOD OF ELECTRIFICATION
when the lines are available for track and signal inspection at night
29. Electricity may be distributed to trains either via collector
would sharply increase maintenance costs.
shoes running on a conductor rail, known as the third rail system,
ASSUMED DESIGN-YEAR HOURLY VARIATION TABLE 69 or via pantographs to collect current from an overhead contact
wire. Either method requires substations in which 3-phase alternating
PER CENT OF TRAVEL
TIME
PER CENT OF
IN EACH DIRECTION current at high voltage is converted into the form required by the
TOTAL TRAVEL
Inbound Outbound railway. Their number and type depend upon the method and voltage
used for distribution to the trains .
snooo
12 - I a.m. 0.7 35 65
30 . Both methods were considered and the overhead contact
1 2 0.2 30 70
2 - 3 .
0.0 0 system was rejected for several reasons of which the more important
3 4 0.0 0 are :
4 - 5 0.0 0 (a) The cost of all underground sections would be increased
5 - 6 0.2 75 25
6 - 7 -
2.3 65 35
due to the space needed between the tunnel roof and the car roof
7 -
8 7.2 55 45
for the overhead equipment. In contrast, the third rail can be accom
8 - 9 12.0 60 40
modated without additional height or width .
9 - 10 5.7 60 40 (b) On those parts of the lines where overhead construction
10 4.2 60 40 is recommended, special precautions would be needed to ensure
12 3.7 50 50 that the catenary system and its supporting gantries were strong
12 - 1 p.m. 5.1 50 50 enough to withstand typhoon winds. There would also be risk of
1 - 2 -
5.6 50 50
2 - 3 5.1 50 50
damage by objects flying in the wind or dropped from adjacent
4.7 45 55
buildings .
3 - 4 -
4 5 -
6.2 45 55 (c) There would be some loss of amenity on overhead sections
5-6 12.0 40 60 due to the presence of the gantries and overhead wires.
6 - 7 7.0 45 55
7 8 5.6 45 55
31 . The third rail system does not suffer from any of these objec
8-9 4.2 45 55 tions. Moreover, it can be protected against the risk of flooding.
9 10 3.6 45 55 Flood protection on the low lying sections is essential for the railway
10 -
11 2.8 50 50 as a whole in any case .
11 12 1.9 50 50 32. In recent years high voltage alternating current at industrial
frequency has been used for main line and some suburban railways
26 . In the first and last half-hour of the traffic day a service of associated with main line railways, but this is for reasons which are
trains at about 10- minute intervals should be sufficient. This means
not applicable to rapid-transit systems. Direct current is therefore
that on all lines only three or four trains will need to be stabled recommended , the running rails being used for return current.
overnight at the ends of each line, away from the running mainte 33 . Most third- rail systems use direct current at about 600 volts,
nance depot, ready to start up the service in the mornings. In the but the new Bay Area Rapid Transit District, San Francisco, has
completed system , sidings are provided for this purpose on the recently decided to use 1,000 volts. The Manchester- Bury electri
Kwun Tong Line beyond Western Market and at Ma Yau Tong; fication has given satisfactory performance for over 50 years with
on the Tsuen Wan Line beyond Admiralty in a position where they a third rail at 1,200 volts. To minimise the overall cost of substations,
could subsequently become part of the running tracks to Aberdeen , distribution system and train equipment, a 1,500 volt third rail
and also at Tsuen Wan itself ; on the Island Line between Belcher system is recommended . This voltage has been used for many years
and Kennedy ; and on the Sha Tin Line at Hung Hom . In Stages 1 on main line and suburban systems using the overhead contact system .
and 2 there would also be temporary sidings, which would form
part of the extension to Western Market in Stage 3 , for three POWER SUPPLY
trains beyond Central.
34. A reliable supply of electricity is essential for satisfactory
27. These same sidings , while primarily required for stabling a operation . Preliminary discussions have been held with the two
minimum number of trains away from the depots overnight, also electricity supply companies. Both are building new power stations
serve the purpose of stabling a few trains, to save unnecessary and reinforcing their power transmission systems to ensure reliable
mileage, between the morning and evening peak periods, and can supplies from their existing and new stations .
155
35. Either company will be able to supply the whole of the power of brake blocks, but also allows the use of non -ferrous blocks under
required at each stage of the project. The peak demand in the design
the best possible conditions , as the final brake is only used to bring
year will be less than 10 per cent of the present total maximum the train finally to rest at stations and for emergency stops . A
demand , and less than 5 per cent of the total capacity ofthe generators
further advantage of this system of braking is that accumulation of
when the plant now under construction is completed . Both companies iron dust on the tracks is avoided and maximum cleanliness is thus
will be able to offer satisfactory guarantees that supply will be con
achieved . The system of control will ensure that the rate of change
tinuously available at or adjacent to the substations. Both agree of acceleration and braking is kept low to ensure passenger comfort
that these substations should be designed, equipped and owned by in spite of the relatively high acceleration and braking values neces
the rapid-transit authority to ensure proper co -ordination of design sary to maintain schedule speed on the short runs between the closely
and capacity with the demand of the trains and other electrical spaced stations.
apparatus such as signalling equipment, pumps, fans, escalators and 42 . The acceleration and the speed of the train both depend upon
lighting. The choice of voltage at which the supplies may be taken , the amount of current allowed to flow into the motors . This is
namely 33 KV or II KV, can only be made in the final design when
the relative costs and reliability have been agreed with the supply regulated by controlling the way the motors are connected (whether
companies. The estimates are based on taking supplies at the more in series or in parallel) with one another , and the amount of resist
ance in circuit between them and the conductor rail . The electrical
expensive 33 KV source, and a material saving may be achievable by
control equipment of the train, including the compressors supplying
using 11 KV.
air for actuating the brakes, doors and traction motor current
36. Material advantages in security of supply will be attained by switches, is grouped in pairs of cars to give better distribution of
dividing the load between the two companies. In particular, arrange weight and greater accessibility for inspection and maintenance .
ments should be made so that the cross -harbour section can be
43 . The normal rate of acceleration and braking has been taken
supplied from both, and the estimates allow for this. Elsewhere the
as 2.5 miles per hour per second but this value will need reconsid
substations would be supplied from the nearest source, those on ering during final design. Like the car weight, it is neither the highest
the Island from the Hong Kong Electric Company and those on the nor the lowest that could be used .
mainland from the China Light and Power Company.
44 . The final decisions about the precise form of drive from
37. For loads of the size in question, aggregating some 300 motor to axle, the arrangement of the bogies and the springing of
million units per annum in the design year, it should be possible to the vehicles should be taken on the basis of relative cost and per
negotiate cheaper tariffs than those used for the estimates. This formance as measured by firm estimates and guarantees and in the
should at least reflect the presumptive fall in generating and other light of the behaviour of equipment in other parts of the world
costs as the new and more efficient power stations come into use. using the diverse techniques now available. The springs should un
38. With the adoption of 1500 volts for supplying the trains doubtedly be fitted with devices to maintain uniform rates of accelera
instead ofthe more usual 600, less than half the number of substations tion and braking with varying passenger load by controlling the
will be needed . There will be three substations on the Island and current supply to the motors. It will also be for settlement at this
seven on the mainland. They will house all necessary transformers, stage to what extent static (solid state) control devices should be
rectifiers and associated switchgear for giving supply to the trains, used to control train speed and provide energy for car lighting and
to the signal power system and to the medium voltage system supply battery charging ; whether the doors should be air or electrically
ing the tunnel ventilating fans, pumps, lifts, escalators, lighting and operated and whether the means of actuation of the final brake
other station , yard and office equipment. All the switchgear would should be electro - pneumatic, mechanical or electric.
be under remote control from the central control room , and the 45. Suitable insulation should be provided in the sides , roofs
substations would not be manned . and floors of cars to reduce noise to a comfortable level . The windows
should be double glazed for the same purpose . These measures of
DESIGN AND PERFORMANCE OF TRAINS sound insulation will also assist in keeping the cars cool in hot
weather and reduce air - conditioning costs .
39. Car weight is an important factor in train performance. An
average speed of about 20 miles per hour inclusive of station stop
time is desirable. Cars of the type recommended and capable of this TRACK
speed can be built within a wide range of weights depending on the 46 . It is recommended that British Railways ' standard 109
extent to which high tensile steels and light alloys are used. Final
pound per yard rail, or the International Railway Union ( UIC) 54
evaluation of the optimum weight can only be made in the detailed kg per metre (108.9 lb per yd) rail , which is almost identical, be
design stage when firm prices are available for cars of equal strength used mounted on hardwood or concrete sleepers in a substantial
and comfort in the many variations technically permissible. Enquiries bed of granite ballast. This relatively heavy rail for a rapid -transit
should therefore call for alternative prices for alternative weights. system is fully justified, having regard to the length and loaded
Then, when the cost of electricity will also have been established weight of the cars , the frequency of the trains and the high accelera
precisely, it will be possible to take account of all the economic tion and braking rates. Rails should be welded together in long
factors involved in choice of weight - initial cost , maintenance costs lengths without joints and the estimates allow for this. The absence
for differing external and internal finishes, cost of electrical power of frequent rail-joints not only reduces the cost of track maintenance ,
equipment, and savings possible by adopting varying degrees of light but also reduces the cost of maintaining the mechanical and electrical
weight construction . At this stage also, it will be necessary to decide components of the train equipment, by eliminating vibration and
the optimum speed and rates of acceleration and braking by close jolting. It correspondingly improves passenger comfort, and above
analysis of the final track profiles throughout the system. all reduces noise both in and around the trains. Some reduction
40 . Nevertheless, fair values of these variables, adequate for all in first cost and perhaps in maintenance costs might be obtained
purposes of this study, can be chosen in the light of knowledge and by fastening the rails on rubber-like pads direct onto the structure
experience of existing systems. The estimates are based on cars in or tunnel floor, but there is substantial evidence to show that
which all axles are driving axles, each powered by electric motors of quieter running is achieved by mounting them on sleepers in ballast.
approximately 110 H.P. The weight of the car, about 40 tons exclusive However, in the final design this matter will warrant reconsideration
of passengers, is neither the lightest nor the heaviest that might be in the light of further experience with new types of construction .
built. The cost allows for a measure of air conditioning, and for 47 . The conductor rail , of about the same weight per yard , but
dynamic electric braking. of softer steel of high electrical conductivity, would be mounted on
41 . Dynamic electric braking not only avoids frequent renewal porcelain insulators, at suitable intervals, fixed to the sleepers at
156
1
one side of the track. The estimates allow for guarding it from 55. The power requirements for signalling are supplied by
accidental contact on open sections of route and at points where medium voltage cables laid in concrete ducts on one side of the
railway staff will need to have access while the rail is " alive " . It track. Most of the apparatus required for the operation of the
will also be guarded in the stations where it will be on the side of devices mentioned above can be housed in cubicles at the ends of
the track remote from the platform edge, or between tracks where the station platforms, and the remainder in cubicles between tracks
side platforms are proposed . where cut and cover is adopted and in specially-shaped housings
on bored tunnel sections of line. The telecommunication cables
and apparatus are similarly accommodated .
SIGNALLING
48 . The estimates provide for a signalling system of the highest TELECOMMUNICATIONS AND CENTRAL
quality essential for the safe and punctual movement of the trains. CONTROL
Every component would be built so as to " fail safe" by immediate
application of emergency brakes designed to bring a train to rest 56. The system of telecommunication recommended would
if, by human or other mistake or failure, it attempts to move wrongly employ a combination of wired and wireless equipment. The objective
into a section of track. is to ensure that at all times those responsible for the operation of
49. Several techniques have now been developed and are already the railway are in touch with every individual having local respon
sibilities for sections of the railway, and that wherever necessary
in use which, by associating the signalling devices with corresponding
equipment on the train, permit economies in train staff (single all individuals are in touch with one another.
manning of all trains), and reduce electricity consumption by en 57. Although high -frequency short-wave techniques are in
suring accurate control of its rate of use. They are known as automatic creasingly effective and widely used , the time has not yet come
train control systems. By the time firm specifications have to be when they can be relied upon entirely to supersede telephone
written there will be a sound basis on which to select the most networks: the two techniques are complementary to one another.
suitable system for Hong Kong. The present estimates are based Three railway telephone circuits have been provided for one for
on the system to be used by London Transport on the new Victoria track operations, one for control of power supply and one for
Line, which is a development of one that has been in regular public general purposes. Suitable connections would be made to the
service on the London Transport Hainault Line for over three years. public telephone service. Wireless communication will be provided
50. The essential principle of all such systems is to divide the to enable the men in charge of individual trains to speak to the
track into sections and provide methods of detecting and controlling control room and to broadcast throughout their trains. Public
the speed of each train at all times. It can then be assured that address systems will also be provided for station masters. At the
each train runs at the optimum speed needed to perform its schedule stations with the heaviest traffic, closed-circuit television in associa
unless the signalling apparatus demands a reduction of speed . It tion with station broadcasting will assist in control of passenger
movement.
does this if it detects unsafe overtaking of the train ahead and, of
course , at the approach to every station . The controlling devices 58. The telecommunication network would radiate from a cen
located on the track regulate the supply of current to the motors tral control room located at the Kowloon Bay maintenance depot
and the degree of brake application . with local auxiliary circuits as necessary. Control and indication
51 . In starting out from a station on a clear section of track, the desks would be provided to show the tracks and power supply
current is automatically controlled to a level dependent on the network symbolically. The position of each train in relation to the
passenger load by devices associated with the springing. The train track circuits and stations, and the state of each electrical circuit
will accelerate smoothly to the maximum speed or until it reaches breaker, would be shown. The apparatus will , with suitable safe
the pre-determined position on the track where current is cut off guards as to procedure, allow the control staff to isolate any section
and the train allowed to coast without taking power. At the correct of the network and take over the movement of any train . However,
distance from the next station the dynamic electric braking is in the ordinary course of events, train movements will proceed
brought into use, its strength being regulated to ensure an accurate automatically on their pre-arranged routes controlled by the punched
stop at the station after application of the final brake which takes tape-computer technique which is an integral part of the automatic
train control system .
over as the electrical brake fades away with loss of speed.
59 . Statistical information necessary for evaluating and improving
52 . The locations for the devices on the track to perform these
functions are pre-determined , taking into account the distance and service can be obtained directly from recording apparatus installed
gradients between stations. The desired speed , the demand for in the control room . Teleprinters will be used for all instructions
electricity and the rate of wear of brake shoes and wheel treads relating to the safety of the public and of railway staff.
are all considered . Signal indications are transferred to the driving
cab, thus eliminating the cost of track - side signals except those few ANCILLARY EQUIPMENT
which are needed for the operation of service vehicles. 60. A large variety of ancillary equipment is necessary for the
53 . There are several ways of transmitting the necessary in efficient operation of a rapid-transit railway. Although allowance
formation from track to train . In the system recommended , four has been made in the cost estimates for all such items, only the
codes are used and the train cannot move unless it is receiving a more important are described here.
code from the track. The various codes control the amount of 61 . Ventilation — It will be necessary to ventilate the underground
power and braking necessary to maintain the schedule and stop at sections of the system to ensure reasonable comfort for the pas
the appropriate location in stations. The emergency brake is applied sengers and prevent a gradual increase in temperature. The estimates
when the maximum speed corresponding to the code being received therefore include electrically-driven fans to force air into the tunnels
is exceeded. The train operator can take over control subject to near the mid- points between stations. The ducts and shafts are
suitable restrictions as to the speed at which he may drive, and to included in the civil engineering works . The location of the fan
the automatic application of the emergency brake if this is exceeded . rooms , which can often be associated with the drainage pumps
54. Several other ways of achieving these objects are being used , described below, can vary from place to place depending on the
and some of them still under development show promise of being availability of sites. In all cases air must be drawn in through shut
equally satisfactory and cheaper. Some reduction in the cost of tered openings well above ground and flood level . These need not
automatic control may thus be possible before a final decision has be large and can be incorporated in buildings adjacent to the line
to be taken . of route. The estimates allow for all fans to be capable of reversal
157
seasonally to exhaust air from the tunnel , although detailed in
vestigations may show that this is not necessary in all cases. to use this system on the Victoria Line. Somewhat similar systems
are already operating on a small scale on the new underground
62. Pumps and Flood Prevention - Although the underground railway in Milan and on a heavily-used commuter line of the Central
structure will be reasonably watertight, some water will seep Illinois Railroad in Chicago . The Bay Area Rapid Transit District 0
in and means must be provided for removing it. In general , water ( BARTD ) is also, it is understood, adopting a form of automatic
will be removed by self- priming pumps located at the low points fare collection on its new system . It is expected that the high cost
of the track profile. Semi-watertight steel doors will also be provided of the electronic equipment, automatic barriers and associated
at all the entrances to underground stations located in areas where automatic ticket-issuing machines, will be more than offset by savings
flooding is likely to occur. in booking office and ticket-collecting staff and by more efficient fare
63 . Escalators , Travelators and Lifts - The escalators in a rapid collection .
transit system carry much greater passenger loads than those in 68. Since firm prices for this new equipment are not known ,
stalled in department stores. Also, to avoid interference with estimates of equipment and staff have been based on existing London
passenger movements, it must be possible to carry out maintenance Transport methods . However , the new automatic methods, further
procedures without closing down . Thus , the design standards of the improved and developed , are likely to have been well proved in
recommended escalators are higher than these of any currently two or three years ' time and it is therefore recommended that the
operating in Hong Kong . The same high standards are required for choice for Hong Kong be made in , say , 1970, in the light of the ex
lifts and travelators. In all, 133 escalators , with heights ranging from perience gained by BARTD , London Transport and other rapid
12 feet to 60 feet, six lifts, and seven pairs of travelators in passage transit undertakings, of the operational efficiency and economics
ways will be required . of these promising new methods .
64. Station Lighting - In general, fluorescent lighting has been
-
69. Research is also proceeding into the possibilities of develop
assumed for the stations. On the platforms the recommended level ing sophisticated electronic equipment of similar kinds which could
of illumination is 30 foot - candles but 40 foot - candles in the mez be used on buses and might even make feasible the efficient collection
zanines. Certain facilities such as ticket- vending machines and ticket of graduated fares on double -deck buses with one -man operation ;
control barriers should be highlighted . For these and for all passage but the solution of the technical and design problems involved is
ways and stairs giving access to the station , a level of illumination probably some years away .
of 60 -foot candles is recommended .
65 . Fare Collection and Ticket Machines - With a graduated or MAINTENANCE AND INSPECTION
mileage fare system , the cost of fare collection and of ensuring that ORGANISATION
the correct fare is paid for every journey is considerably higher than
with a simple flat -fare system , and the methods to be adopted for 70 . Adequate facilities for maintenance and inspection of all
selling and checking tickets are therefore an important matter. components of a rapid - transit system are vital to its efficient operation .
Graduated fare systems on rapid - transit undertakings handling very These facilities fall into two categories , namely , those for storage ,
heavy flows of traffic are unusual in American and European Continen cleaning, and short-term inspection of trains and associated equip
tal cities ; most of the relevant experience has been accumulated in ment ; and those for less frequent long - term inspection and overhaul
Britain, mainly by London Transport. In London, the passenger buys of all equipment .
a ticket at the start of his journey which shows prominently the 71 . Facilities of the first kind should be provided on each of the
station of origin and the fare value, and is available to any destination four lines . Overhaul facilities need only be provided at one place,
covered by that fare. This device enormously reduces the number and it is recommended that the site for this main depot, as well
of different tickets in use and facilitates high speed mechanised as the short-term inspection sheds and storage yards for the
ticket issue. The tickets may be purchased at ticket booth windows trains normally working on the Kwun Tong Line , be at Kowloon Bay.
or by inserting the appropriate coin or coins in an automatic ticket This central workshop , stores, training, control and administration
machine. In either case the ticket is dispensed by machine. Varying building to serve the whole system should be constructed and
numbers of automatic machines, according to the density of traffic brought into use well before commencement of service in 1974,
at different stations, can be provided in the ticket halls for all or and gradually augmented in the later stages . For maximum operating
most of the fare values for which there is a large demand at the station flexibility, and for security against trains being locked in the depot
concerned. The more modern types of these machines are equipped on account of points failure, derailment, etc. , rail connections to
to give change, and some recent designs to give change for paper the main line are provided at both ends of the depot. The central
money as well as coin . All these machines, whether operated by the stores organisation should be located here with substores at the
booking clerk or by the passenger, print the tickets at the time of inspection sheds on the individual lines . Road access with a car
issue on blank rolls of paper or flexible card . This eliminates the park and a vehicle servicing depot should also be incorporated.
cost of providing for the security and audit of large stocks of pre
printed tickets of high value. All the machines automatically record 72. A four - storey building is planned to house all these activities .
Although the site is near Kai Tak airport it is fortunately free of height
the number and value of the tickets issued thereby saving much
restriction ; and in any case a very high building is neither necessary
clerical labour .
nor desirable . It was formerly customary to provide cranes and
66. The separate processes of checking and collecting tickets in headroom for lifting one car over another in a main workshop .
rapid-transit conditions with graduated fares have not been either Most of the air space in such a building is very infrequently used .
mechanised or particularly efficient. They require a very large staff Modern hydraulic lifting jack techniques and track - level wheel
of ticket collectors but, even so, significant losses of revenue due to turning equipment avoid this waste of material and space. Overhead
underpayment almost certainly occur. runways capable of light lifts over parts of the shop , and ample
67 . It might have been necessary to recommend the adoption provision of fork lift trucks, provide all the lifting facilities required .
of these methods for want of anything better, were it not for the It is recommended that the shops be constructed in this fashion .
fact that a dramatic and most promising revolution in automatic 73 . The workshops, inspection sheds and stores will be at track
fare collection (AFC) and ticket-issuing devices is in prospect, and level ; the control room , training school and workshops for light
is being actively developed by London Transport and other transit current apparatus associated with telecommunication , automatic
authorities in both America and Europe. This novel system is based train control and ticket machine equipment will be on the next
on the use of electronic control of entrance and exit gates at stations floor ; engineering, accounting and statistical offices on the next
by the use of magnetically-coded tickets . London Transport plans floor , and management offices on the top floor . Each section should
158
I
have access to the appropriate section of the messing facilities, 77 . The amount shown for preliminary expenses includes pro
which can then be efficiently organised for the particular needs of vision for the training of local engineers to assist the consulting
each grade of personnel . The estimates allow for full air conditioning engineers in the early stages and later to take over responsibility
of the main block and for partial air conditioning of the workshops, for design and construction . It also includes the training of staff
stores, inspection sheds and other covered accommodation . of all categories to operate the railway before the beginning of
public service. (Training expenses from 1974 onwards are included
74. The short-term inspection sheds, which should be adjacent
in the annual operating costs.) Although for some categories of
to the storage yards on each of the other lines , can be of very simple staff it will be essential to send men abroad for this training, it will
character and should be ready for use six months before the lines also be necessary to augment the facilities for technical training in
come into service. They include covered accommodation for a
the Colony. These facilities exist in embryo in the universities and
full length train above a sunken floor so as to give convenient access technical colleges. Because it takes as long to train men for the
to all under-car equipment, and gangways for access to the cars technical duties involved in operating and maintaining a railway as
themselves for inspection and cleaning, and for attention to interior it does to design and produce the equipment, this matter will
control equipment. The shed on the Tsuen Wan Line will have an
demand detailed investigation and action immediately a decision is
additional track fitted with equipment for restoring wheel profiles reached to proceed with the work .
of the cars on this and the Island Line. Covered stabling accommoda
tion, adjacent to the inspection sheds, for trains not required for 78 . The amount ( 10 per cent) included in item 8 of Table 71 for
service between the morning and evening traffic peak, will be pro contingencies for major equipment reflects the fact that, provided
vided on all lines. If such trains were stored in the open they would the rapid-transit system is built to perform the functions described
become very hot in summer. Limited substores, under control of herein , there is more certainty as to its cost than in the case of the
the shed foreman , to hold small components such as brake shoes, construction works described in Chapter 9. Twenty per cent has ,
motor brushes, etc., should be provided . however, been included for contingencies for minor works that have
not been so closely investigated .
CAPITAL COSTS FOR EQUIPMENT AND 79. Where alternative methods have been indicated , it may be
FURNISHINGS assumed that if the capital cost exceeded that allowed in the estimates,
75 . The cost by stages of equipping the rapid-transit system is there would be equivalent or greater savings in operating expenses.
given in Table 71. The estimates are based on current prices of British Table 72 shows approximately the amount of capital that will be
built equipment delivered in Hong Kong. Although manufacturers needed in each year for the whole of the works described in this
in the Colony will be able to make some components, all the more chapter.
important items, for example, rails, trains, electrical equipment for
EQUIPMENT AND FURNISHING COST OUTLAY BY YEAR TABLE 72
substations , signalling and control apparatus, will have to be imported.
For all installation and erection work, including track-laying, allow YEAR ESTIMATED COST EACH YEAR CUMULATIVE TOTAL
ance has been made for the prevailing cost of labour in Hong Kong.
( Millions )
CAPITAL COSTS FOR EQUIPMENT AND FURNISHINGS TABLE 71 1970 $ 23 $ 23
1971 23 46
ESTIMATED COST 1972 49 95
ITEM Stages 1973 185 280
Total
1 2 3 4 5 6
1974 33 313
( Millions ) 1975 177 490
1976 35 525
1. Permanent Way and 1977 55 580
Conductor Rail $ 15.6 $ 20.3 $ 16.7 $ 10.8 $ 10.4 $ 7.4 $ 81.2
1978 151 731
2. Trains and Signalling
Equipment 95.1 128.4 132.4 131.7 131.9 149.1 768.6 1979 61 792
3. Power Supply 14.7 9.1 7.4 3.2 4.5 3.2 42.1 1980 119 911
4. Other railway 1981 64 975
equipment( 1 ) 18.4 5.3 5.3 1.9 3.4 2.4 36.7
1982 116 1,091
5. Preliminary expenses 1983 38 1,129
-
-
-
-
including training 8.0
-
8.0
1984 $ 102 $ 1,231
6. Track and station
lighting equipment (2) 35.7 35.9 20.0 7.5 4.0 10.2 113.3
7. Ticket machines and
turnstiles 6.6 4.5 4.0 2.8 2.6 1.1 21.6
OPERATING COSTS
8. Engineering and
contingencies 35.3 34.6 28.5 21.6 19.4 20.3 159.7
80. The costs of operating the rapid-transit system at each stage
TOTAL $229.4 $238.1 $214.3 $ 179.5 $ 176.2 $ 193.7 $ 1,231.2 are given in Table 73. The approximate total numbers of staff, in
( 1 ) This item includes equipment of workshops, inspection sheds, training centre, administration
building, service vehicles , ventilating fans and stock of stores. ANNUAL OPERATING COSTS TABLE 73
(2) This item includes plumbing, drainage , flood doors, station furniture, direction and other
signs , loudspeakers, escalators, lifts and travelators.
ESTIMATED COSTS
ITEM Stages
76 . The cost of engineering services has been assessed on the 1 2 3 5 6
basis that for the early stages consulting engineers will be retained
( Millions )
to design , specify and control all contracts ; and supervise the testing
and setting to work of all components. This allowance has been Electricity $ 2.7 $ 6.6 $ 10.6 $ 14.1 $ 17.8 $ 21.7
tapered off from six per cent for Stage I to one per cent for Stage Administration and Operation
(including personnel) 6.8 10.8 14.5 17.9 20.5 22.6
6 on the assumption that the permanent engineering officers of the Maintenance (including
rapid-transit organisation will undertake most of these executive personnel) 7.4 13.3 19.5 25.1 31.0 36.6
duties in the later stages with only general advice from consulting Depreciation 2.6 5.0 7.1 8.7 10.4 12.3
engineers . Provision is, however, made for the retention of consult Miscellaneous and Contingencies 2.4 4.5 6.5 8.2 10.0 11.6
ants for inspection and testing of equipment during manufacture TOTAL $21.9 $ 40.2 $58.2 $ 74.0 $89.7 $ 104.8
abroad in all the stages.
159
cluding management, required at each stage, are shown in Table 70.
The estimates of cost for staff of all grades are based on current
rates, taking into account employee benefits and allowances customary
at the present time, and the differentials that would have to be
paid to expatriate specialists with the appropriate experience. The
cost of continued training of recruits for all purposes and training
for promotion and refresher courses is included in these estimates.
The cost of preliminary training prior to beginning of operation is
treated as a capital expense .
81 . The amount allowed for depreciation is calculated on the
assumption that a sum appropriate to the prospective life of equip
ment of different kinds, which will eventually require complete
renewal , will be set aside annually to accumulate at compound
interest at five per cent so as to provide an amount for its renewal,
equal to its cost, at the end of its life.
160
REVENUE AND FINANCING 11
1. In previous chapters it has been demonstrated that the future ESTIMATED CAPITAL COSTS TABLE 74
volumes and patterns of movement in Hong Kong will require an
extensive rapid-transit system, in addition to expanded surface ITEM AMOUNT PER CENT
transport, to properly serve travel needs. The major corridors have
been identified , and an operationally feasible rapid-transit system (Millions)
Land :(1)
has been described to serve them . The capital cost of constructing Resumption and claims $ 340.00 10.0
and equipping this system has been estimated . Required levels of Less - proceeds from resale of land after
service have been determined and annual operating expenses have construction 225.00 6.6
been assessed . Subtotal-net right-of-way cost for construction 115.00 3.4
Land retained for depots, administrative
2. It now remains to estimate the revenues which will be pro facilities and overhead lines 75.00 2.2
duced by a fare structure appropriate to the basic objectives of the Subtotal - Land $ 190.00 5.6
system and practicable to apply having regard to present fares.
Construction : ( 2)
These revenues must be related to operating expenses and to capital $ 1,016.85 29.9
Construction of line between stations
investments to establish financial feasibility. In addition to direct Construction of stations 377.75 11.1
financial feasibility, the economic merits of the rapid-transit system Demolition and underpinning of adjacent buildings 27.90 .8
should be considered, taking into account benefits accruing to the Maintenance, storage yard and administrative
whole community and the effect on total transport costs. buildings 79.40 2.3
Engineering 180.30 5.3
3. Like the capital and operating costs, the revenue estimates Contingencies 300.80 8.8
are based on 1967 values. It has been assumed that if costs increase
Subtotal - Construction $ 1,983.00 58.2
in the future, public transport fares will be raised proportionately
so that the net revenues will not be affected . Equipment and Furnishings :(3)
Rolling stock and signalling equipment $ 768.60 22.6
4. Cost and revenue estimates are conservative ; the costs are Permanent way and conductor rail 81.20 2.4
Power supply equipment 42.10 1.3
considered to be on the high side and the revenue estimates some
Ticket machines and turnstiles 21.60 .6
what low. Two sets of travel projections were used in the financial 4.4
Other machinery, furnishings and equipment 150.00
analysis. The rolling stock and operating costs were based on the 8.00 .2
Pre-operation expenses
higher traffic estimates and the revenue was based on a lower esti Engineering and Contingencies 159.70 4.7
mate. In addition the computer method used to produce the “ low "
traffic estimate was such as to yield the lowest value that can be Subtotal - Equipment and Furnishings $ 1,231.20 36.2
regarded as realistic. TOTAL $ 3,404.20 100.0
CAPITAL COST ESTIMATES ( 1 ) For further details, see Chapter 8.
(2) For further details, see Chapter 9.
5. The total cost (at 1967 monetary levels) of building and equip ( 3) For further details, see Chapter 10.
ping the proposed rapid-transit system is $3,404 million .(1) of this
amount, 58 per cent is for line and station construction , 36 per cent ments in Stage 1 by $ 52 million , and in Stage 2 by $ 133
for equipment and furnishings and 6 per cent for land. The total million , this alternative would increase the total system
capital expenditures by major items are shown in Table 74. More capital cost by $ 84 million ; and even on a 10 per cent net
detailed estimates have been included in Chapters 8, 9 and 10. present value basis it shows an extra cost of $ 10 million .
(b) Although the maintenance and administrative centre at
6. Excluding rolling stock and right of way, two items that
vary drastically from system to system, the cost per route mile is Kowloon Bay will ultimately serve the whole system, much
of it must be built in Stage 1 .
$ 61.1 million . To the extent that comparisons can be made, this
cost is within the range of costs for other recently constructed (c) All of the pre-operating expenses are included in Stage 1 .
systems .
(d) The proportion of rolling stock to passengers is higher
7. Cost by Stages — Stage 1 accounts for 28 per cent of the total in early stages than it is later, when better capacity utiliza
capital cost of the system. It is the most expensive of the six stages tion can be achieved .
for the following reasons :
8. The result of these conditions is that the cost of Stage 1 is
(a) It includes the entire 4 - track tunnel under the harbour,
$ 122 million per route mile compared with an overall system cost
which is considerably cheaper to build than two 2-track of $ 84.9 million per route mile, as shown in Table 75. The construc
tunnels built in separate stages, and also, partly for con tion stages in this table are listed by year of completion. Construc
struction reasons and partly for economy, some of the tion on each stage begins before completion of the previous stage.
tunnelling and other civil engineering work for the Tsuen
Wan and Island Lines. The alternative of constructing only
those works essential for operation in Stages 1 and 2, was ( 1 ) Throughout this report, all monetary values are in Hong Kong dollars. Prices derived from
overseas sources have been converted at the rate of 16 Hong Kong dollars to the Pound
investigated. But, although reducing the capital require sterling and 5.7 Hong Kong dollars to the United States dollar .
161
CAPITAL EXPENDITURES BY CONSTRUCTION STAGES TABLE 75 ESTIMATED OPERATING EXPENSES TABLE 77
CON EQUIP COST PER OPERATING EXPENSES (2 )
STRUC YEAR OF CON MENT ADDITION ADDITIONAL
COMPLE LAND STRUC AND TOTAL AL MILES EXPENSE ITEM( I ) 1974 1986
TION TION
MILE IN
TION FURNISH IN SERVICE SERVICE
STAGE (I) INGS Amount Per Car Mile Amount Per Car Mile
( Millions) ( Millions) ( Millions) (Millions) (Millions) ( Millions) ( Millions )
hhhh
1 1973 $ 90.0 $ 634.0 $ 229.4 $ 953.4 7.8 $ 122.2 Electricity $ 2.7 $ 0.39 $ 21.7 $ 0.39
2 1975 61.0 374.0 238.1 673.1 9.2 73.2 Administration and Operation
3 1978 91.0 397.0 214.3 702.3 8.3 84.6 (including personnel) 6.8 0.98 22.6 0.40
4 1980 - 66.0 231.0 179.5 344.5 5.7 60.4 Maintenance (including personnel) 7.4 1.07 36.6 0.65
5 1982 5.0 260.0 176.2 441.2 4.5 98.0 Depreciation 2.6 0.38 12.3 0.22
6 1984 9.0 87.0 193.7 289.7 4.6 63.0 Miscellaneous and Contingencies 2.4 0.35 11.6 0.21
TOTAL $ 84.9 TOTAL $ 21.9 $ 3.17 $ 104.8 $ 1.87 it
$ 190.0 $ 1,983.0 $ 1,231.2 $ 3,404.2 40.1
hh111
( 1 ) Royalties, rates and taxes not included .
( 1 ) See Chapter 7 for details of construction stages. (2) For further details, see Chapter 10.
9. Table 76 shows the anticipated capital expenditures by years ANNUAL OPERATING EXPENSES TABLE 78
from the commencement of design in 1968 until 1984 when the entire OPERATING EXPENSES
system should be completed. Expenditure of $ 1,243 million , or about PASSEN CAR
nhto
YEAR Per
Per Car Per
36 per cent of the total, will be required before the first line goes GERS MILES Amount
Mile Passenger Passenger
Mile
into operation in 1974, 77 per cent on Stage 1.and 23 per cent on
later stages. (Millions) (Millions) (Millions) ( Dollars) ( Cents) (Cents )
1974 137.5 6.9 $ 21.9 3.17 5.3 15.9
ESTIMATED ANNUAL CAPITAL EXPENDITURES TABLE 76
1975 141.1 6.9 21.9 3.17 5.2 15.5
tohi
1976 260.7 17.1 40.2 2.35 4.5 15.4
EQUIPMENT
YEAR LAND CONSTRUCTION AND TOTAL 1977 267.2 17.1 40.2 2.35 4.4 15.1
FURNISHINGS Annual Cumulative 1978 273.6 17.1 40.2 2.35 4.4 14.7
1979 427.3 27.5 58.2 2.12 3.6 13.6
( Millions )
1980 441.2 27.5 58.2 2.12 3.5 13.2
1968 $ ୨ $ 9 $ 9
1981 532.7 36.6 74.0 2.02 3.3 13.9
hi
1969 25 25 34
、
1982 545.7 36.6 74.0 2.02 3.2 13.6
1970 53 140 23 216 250
1983 652.0 46.6 89.7 1.92 3.0 13.8
ส
*|
1971 37 182 23 242 492
1984 666.1 46.6 89.7 1.92 2.9 13.5
1972 87 230 49 366 858
1985 773.2 56.0 104.8 1.87 2.7 13.6
1973 26 226 185 385 1,243
1986 791.4 56.0 104.8 1.87 2.6 13.2
1974 134 145 33 312 1,555 1987 807.1 58.4 108.3 1.85 2.6 13.4
1975 20 157 177 354 1,909
1988 822.8 59.6 110.4 1.85 2.6 13.4
1976 63 125 35 97 2,006
1989 838.4 60.7 112.4 1.85 2.6 13.4
1977 31 145 55 231 2,237
1990 853.8 61.9 114.5 1.85 2.6 13.4
1978 4 132 151 287 2,524
1991 869.2 63.0 116.6 1.85 2.6 13.4
1979 101 95 61 55 2,579
1992 888.4 64.1 118.6 1.85 2.6 13.4
1980 18 127 119 264 2,843
1993 899.6 65.1 120.7 1.85 2.6 13.4
1981 13 102 64 153 2,996
1994 914.6 66.3 122.7 1.85 2.6 13.4
1982 13 88 116 217 3,213
1995 929.5 67.3 124.7 1.85 2.6 13.4
1983 6 34 38 66 3,279
1996 944.3 68.4 126.7 1.85 2.6 13.4
1984 2 21 102 125 3,404
1997 959.0 69.5 128.6 1.85 2.6 13.4
$ 190 $ 1,983 $ 1,231 $ 3,404 1998 973.6 70.5 130.6 1.85 2.6 13.4
1999 988.2 71.6 132.6 1.85 2.6 13.4
2000 1,002.8 72.7 134,5 1.85 2.6 13.4
10. The costs shown for land in Table 76 are net figures, allowing 2001 1,017.3 73.7 136.5 1.85 2.6 13.4
for resale, so negative values result in several years. The total outlay 2002 1,031.6 74.7 138.4 1.85 2.6 13.4
for land and claims is $ 415 million , while estimated recoveries from 2003 1,045.9 75.8 1 40.3 1.85 2.6 13.4
resale reduce the net cost to $ 190 million . 2004 1,060.0 76.8 142.2 1.85 2.6 13.4
II . After 1984, further capital , estimated to average $ 14 million
per year, will be required , primarily for additional rolling stock to that passengers carried will increase uniformly to a figure that is
accommodate expected increases in traffic. As this sum represents considered to be the absolute maximum capacity of the system as
only a small fraction of the expected revenues from 1984 onwards , designed (about 36 per cent above the estimated 1986 traffic );
it can be met from revenue without further borrowing. and car- miles and total operating expenses have been assumed to
rise in the same proportion .
OPERATING EXPENSES
FARES
12 . The estimated operating expenses by major categories for
14 . In order to assess the overall financial results of any proposed
the first year of operation ( 1974) and for the design year ( 1986) ,
are shown in Table 77. Additional details are in Chapter 10. rapid -transit system , assumptions must be made as to the fares to
be adopted . Ideally the form and the level of fares should be such
13 . Table 78 shows the amount of annual operating expenses, that the total revenue will suffice to meet all the working expenses ,
and the expenses per car mile, per passenger mile, and per passenger, and annual capital charges , and to yield a resonable surplus to build
by years from 1974 to 2004. The unit costs per mile and per passen up a reserve for capital development, as a safeguard against premature
ger decrease gradually through the 1974-1984 construction period , obsolescence and for other contingencies. But in practice it is
as each new segment of line is brought into operation . During the unlikely that the fares can be fixed primarily by reference to the
18-year period from the design year, 1986 to 2004, for which quanti costs. They will mainly be governed by what the traffic will bear.
tative projections have not been attempted , it has been assumed There is always a level of fares at which net revenue will be maximised ,
162
because any appreciable increase would result in such a loss of the point of view of maximising revenue ( taking account of the
traffic that revenue would be reduced. Commercially, this might " market" ) for tapering the rate per mile, so that the fare for a
be called the optimum level. As a policy decision, a lower level of 10 -mile journey would be less than 10 times the fare for a 1 -mile
fares might be chosen in order to attract more traffic (though less journey or 5 times the fare for a 2 -mile journey. A fare structure
revenue) in order to relieve congestion on the streets ; but charges devised on these lines will produce not only a more equitable and
above this optimum level would never make sense. The optimum intelligible system of fares than the cruder zone type, but also a
level in any given circumstances cannot be scientifically or precisely better commercial return than any other, provided the level is
determined . It has to be approximately assessed as an exercise of fixed with good judgment.
judgement by reference to experience elsewhere and knowledge
20. Existing Public Transport Fares — The public transport fares
of the economic status of the community concerned and of what in Hong Kong, when considered together, resemble a mileage or
they have been accustomed to pay in the past. Too dramatic an zone fare system since, in general , the greater the distance travelled
increase of fares is likely to arouse serious consumer resistance.
What people can afford to pay and what they are willing to pay
the greater the cost. The bus fares increase from 10 to 20 cents at
section stops and they are generally higher for long trips in the
are not the same thing. In Hong Kong the existing fares on buses,
trams and ferries, and the extent to which these can be altered in
suburban areas than they are for the shorter trips within the urban
area. The Hongkong and Yaumati Ferry Company charges higher
the next few years, will mainly determine the optimum fare level fares to the outer islands than for the shorter cross-har bour trips.
for the rapid -transit system .
The Kowloon-Canton Railway fares are established on a mileage
15 . Apart from the question of fare levels there is the separate basis with a few minor exceptions. Also, because the transport
but related matter of fare structure to be considered . In practice companies do not issue transfer tickets for interchange between
this has to be established first and cannot be readily altered , except routes, there is in effect a zone fare structure even on the
in detail ; whereas the levels of fares within the established structure systems which theoretically operate a flat fare. For example, a person
can be varied , subject to the limitations of the coinage. The main riding the tram from Shau Kei Wan to Kennedy Town has to pay
different types of fare structure are the flat fare system, in which twice the standard flat fare because the method of operation
a uniform charge is made for all journeys whatever their length , requires him to change trams. Additional fares are also charged when
and the zone fare and mileage fare systems which with differing ever a trip requires more than one mode such as a bus-ferry -bus
degrees of refinement provide for charges varying with distance trip across the harbour.
travelled. The term fare structure also embraces special types of
21 . Figure 75 shows the existing public transport fares plotted
charge other than ordinary fares for single journeys — e.g. return on a mileage basis. The bus and tram fares are represented by
fares at less than twice the single fare, season tickets for unlimited horizontal lines since it is possible to get on or off at any stop. The
journeys between specified points, commuter tickets for specified
railway and ferry services are indicated with dots in this figure as
numbers of journeys, and special fares applicable to particular they are point to point fares and all travel is necessarily between
categories of passengers or to particular periods of the day.
stations or ferry piers. The area between the maximum and minimum
16. Flat Fares -
For a variety of historical reasons, the flat fare fares has been shaded. This figure does not include special fares
system has long been applied to the great majority of urban transport for children , students or monthly ticket holders. It also does not
systems in North America and in Europe, except in Britain . It was include the fares that would have to be paid on journeys involving
geherally first adopted when the cities concerned were relatively transfers.
small and the maximum distances which could be travelled on the
transport systems were fairly short. The system always had, and
still has, the merit of being cheap and simple to operate, requiring
the minimum of staff and equipment . 2.60
17. On the other hand, as cities and their transport systems 240
have grown in size the flat fare has proved to be a major commercial 2.20
disadvantage. To maximise revenue the flat fare has to be fixed at 2.00
a level which both discourages short-distance riders (of whom 1.80
there are large numbers in Hong Kong) and at the same time involves 1.60
FARE
charging the long-distance riders much less than the cost of the 1.40
service they enjoy. The loss of revenue from both these causes 1.20
outweighs the administrative savings obtained . 1.00
.80
18. Zone Fares — In this system , the transit route or network of
.60
routes is divided into zones. At any point a rider can purchase a
ticket either for travel within the zone in which he starts his journey .40
or, at higher prices, for travel to one or more other zones. This .20
has the advantage over a flat fare that the cost of short journeys 0
can be kept low provided the starting point and destination lie 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
within the same fare zone. In its cruder forms, however, an MILES
anomaly arises at the fare zone boundary, where a short trip which
crosses a boundary may cost twice as much as a longer trip which
does not.
19. Mileage Fare — The mileage fare, as applied in British cities,
EXISTING PUBLIC TRANSPORT FARES 75
is a system by which the minimum fare applies, broadly speaking,
for distances up to approximately one mile, determined by fixed
fare -stage points on road services and by stations on rail rapid 22 . There is great variation between public transport fares in
transit, with an increased fare for each additional mile (or part of Hong Kong on a mileage basis. It is possible to ride 6.6 miles on the
a mile) travelled in any direction . The mile is not essential as the Hong Kong Tramway for as little as 1.5 cents per mile, but fares
unit of distance—it could, for example, be 1.5 or 2 miles. Moreover generally range between 3 cents and 50 cents per mile, depending
the rate per mile need not be constant. There is in fact a good case on the distance travelled and the mode, route and class. (An extreme
both from the point of view of relating charges to costs, and from case is the fare on the Peak Tram which , for a journey of a tenth
163
of a mile, is equivalent to a rate of $ 4.00 per mile.) Figure 75 shows
that the cost per mile of trips ranging from 1 to 6 miles ranges and the limitations imposed by its topography on the expansion of
from as little as 10 cents to as much as 60 cents , while trips of 14 its street capacity, it could quickly become one of the most congested,
immobilised and inefficient cities in the world . The two main com
to 16 miles range from 50 cents to $ 2.00. plementary objectives of the large investment in a rapid-transit
23. Although there are practical justifications in some instances system are ( a) to increase the mobility and reduce the travelling
for different fares for trips of equal distance, the range is very time of its inhabitants and (b) to induce the maximum transfer of
broad in Hong Kong. Consideration should be given to a fare basically traffic from the streets and so relieve congestion to the benefit of
related to distance travelled, but without precluding variations all categories of street traffic. Moreover, once the investment in
based on different speed , comfort and convenience. If one mode of the rapid-transit system has been made its operating costs ( as
transport is measurably faster or more comfortable than another distinct from capital debt charges) per passenger -capacity -mile will
for the same length of trip, it may be reasonable for the fare to be be appreciably lower than those of buses. Thus the total cost to the
higher for the superior services ; but it must be remembered that, community of its passenger transport, whether ultimately met
where two modes of transport exist between the same pair of wholly out of fares or partly from public funds, will be at its lowest
points, some riders wishing to travel between them will use the if the largest possible use is made of the rapid-transit services. All
cheaper mode with little regard to journey time or other quality these objectives would be to some extent frustrated or defeated
aspects. if the rapid -transit system were to price itself out of part of its
natural market by having fares on a higher level than the bus fares.
24. It can be argued that the fares should be established in Moreover, the total revenue of the rapid -transit system could be
relation to the cost of providing the service. This is true when decreased if its fares are higher than the bus fares for the shorter
speaking of fares and services in general ; but for any particular journeys .
mode or route the fares should be set consistent with the service
provided, and not necessarily with the cost of providing it. In 28 . Once the rapid - transit system has been built, it will be in
equities are introduced when a passenger has to pay three or four the public interest to ensure the use of its full potential for relieving
times more for a trip of the same length at the same level of service street congestion . Even from the standpoint of the bus companies,
as another passenger who may be travelling on a different route . considered as separate commercial entities, the future carriage of
Figure 75 shows that such a situation is at present not unusual in the maximum practicable traffic on the rapid-transit system in pref
Hong Kong erence to buses ought to be welcomed, if the complex economics
of transport in a growing and congested city are properly under
25 . Equal or Unequal Fares — Having concluded that a fare stood. Nothing more rapidly increases the cost of bus operations
structure varying with distance is most suitable for Hong Kong than reductions in average speed. If, for example, on a bus system
conditions, and indeed essential to secure the best commercial operating at an average speed of 11 miles per hour, the average
result, it is then necessary to decide whether the rapid-transit speed were reduced by traffic congestion only to 10 miles per hour,
fares should be broadly the same as, or higher than, surface transport at least 80 per cent of the operating costs would be increased by
fares. There are arguments on both sides of this issue. The principal roundly 10 per cent to provide the same volume or frequency of
arguments for a higher rapid-transit fare are : service. If Hong Kong's population and traffic grow at the expected
( a ) For those people who have close access to the rapid-transit rate and street congestion is not relieved , as it can only be, by the
system and also for longer distance riders the journey will provision of rapid transit, reductions in average speed of much
be much faster than surface transport. Since this represents more than one mile per hour on many bus routes can be safely
a higher standard of service it justifies a higher fare. predicted . In addition the scheduled regularity of the services would
be subject to even worse disruption than at present. Not only
(b) Dissociating rapid -transit fares from surface fares (which would this greatly increase the operating costs of the bus companies,
in many cases are very low in Hong Kong) allows more it would result in serious losses of valuable short-distance traffic,
latitude in establishing fare rates . It also makes it possible
simply because it would so much more often be quicker to walk.
to adjust the fare-mileage increments on rapid transit Looking to the future, the commercial prospects of the bus companies
without also having to adjust the fare stages on the surface
will therefore be much brighter if a rapid -transit system relieves
transport lines .
them of the burden of increased traffic in the main congested cor
(c) Offering a choice of fares for the same journey could be ridors. At the predicted rate of growth, they need have no fear of
considered an advantage to people in low income groups having idle vehicles on their hands. Even if fewer buses should be
who can only afford to travel if the fare is very low. required in some corridors because of the transfer of traffic to the
26. However, equal fares on road and rail transport are in the rapid-transit system, there will be ample new employment for the
overall interests of the community and the arguments for this vehicles to serve new communities and growing populations else
approach are very powerful. When the rapid-transit system comes where in the Colony .
into operation the function of the road services will be considerably 29. The total cost per passenger mile of public transport in any
altered . Their main role will then be (a) to provide services to,
from and within areas not directly served by rail , including feeder growing city must inevitably rise substantially when the stage is
reached at which a costly rapid-transit system has to be built. The
services to rapid-transit stations, and (b) to cater for some short
rapid-transit system does not benefit only the passengers who use
distance passengers even along the main corridors served by the
rapid-transit system , especially those whose journeys start or end
midway between stations.
it, but all those who elect, or are compelled , to use the streets .
Thus some part of the cost should be borne by all street users.
Bus passengers can most appropriately contribute through higher
, !, !
27. While the pattern of bus routes should be considerably bus fares. Freight traffic on the streets and private motorists can
altered as each new section of the rapid-transit system is opened, conveniently pay through some form of taxation. If, as a matter of
some bus services will inevitably continue to run parallel to the accountancy , the whole of the capital debt charges arising from the
rapid transit, and thus afford alternatives to it. If in these circum large investment in the rapid-transit system are attributed to the
stances the bus fares were generally lower than the rail fares a undertaking which owns it, the process by which some part of these
substantial proportion of passengers, however difficult to quantify, costs is passed on to bus passengers may be described as a form of
would continue to use the buses although their journeys could be cross-subsidisation-but that is not to condemn it. Internal cross
made more quickly and reliably by rail . In the long term this would subsidisation , as between different routes or periods of the day,
be to nobody's advantage. Hong Kong must have a rapid-transit is a characteristic feature of all large urban public transport systems .
system ; otherwise, having regard to the expected increase in travel In the recommended system for Hong Kong the rapid transit and
']
164
[
bus services, whether separately owned or not, must be regarded 32. For trips of less than 1.25 miles these fares are equal to the
as essentially complementary - relieving and feeding each other second - class tram and ferry fares. They represent a slight reduction
and not as competitive rivals. for some bus passengers in the urban area since many of the existing
section stops are closer together than 1.25 miles. Between 1.25 and
30. Recommended Fares -- After considering all of the above, it
was concluded that the best fare schedule would be one that would 2.50 miles they are equal to the first -class tram fares, and equal to
be broadly equal, on both rapid transit and surface transport, for or less than the first -class ferry fares and the urban bus fares. Below
3.75 miles they are equal to or less than the urban bus fares on the
the short trips, and with a graduated increase on rapid-transit fares
relative to road fares for longer trips. This will encourage the Island . There are many existing suburban fares that exceed the
recommended fares for both surface and rapid transit. However,
greatest practicable use of the rapid transit by the large volume of
the recommended fare schedule does represent an increase for
short-distance riders, while recognising its substantial speed advan many urban passengers who travel between 2.5 and 7 miles.
tage for long trips.
31 . Many trial calculations were made to determine the best 33 . If, because of the increase required to some fares that are
fare levels and the best maximum distance for equality of fares. The at present very cheap, the road fares cannot all be adjusted to
effects on the number of passengers, the average trip length and the conform to a commercially suitable scale such as that recommended
anticipated revenue were included in these calculations. It was above by the time the rapid transit comes into service, priority
concluded that the fares should be equal for all trips of up to five should be given to achieving conformity on those routes which
miles. Table 79 shows the recommended fares, and Figure 76 illus parallel or short-circuit, and therefore compete with, the rapid
trates that they are well within the range of fares being charged transit. For example, road fares along the north shore of the Island
today. need not be fully adjusted to the chosen basis until 1979, when the
first stage of the Island Line is due to open ; indeed it may well be
wiser and more intelligible to the public, to defer the full increases
RECOMMENDED FARES TABLE 79 of the low existing road fares in this case, until the improvement
in all services brought about by the rapid -transit line is already
MILES SURFACE TRANSPORT FARE RAPID - TRANSIT FARE a reality or near at hand. Nevertheless an early start should be made
by modestly increasing some of the most generous fares.
(Cents) (Cents )
10 10
34. Fare stage points on road services should wherever practicable
0 - 1.25
1.25 - 2.50 -
20 20
coincide with major traffic objectives and the length of particular
2.50 3.75 30 30 fare stages will thus sometimes be a little less and sometimes a
3.75 - -
5.00 40 40 little more, than the average or standard ; it is therefore not prac
5.00 -
6.25 40 50 ticable to apply any standard scale inflexibly in practice. Moreover,
6.25 7.50 50 60 the objective of broad equality of short-distance fares between
7.50 - 8.75 50 70 common pairs of points will sometimes require departures from
8.75 - 10.00
-
60 80 the standard scale, for instance where one route is more circuitous
10.00 11.25 60 90
than the other. Two conspicuous examples of this on the recom
11.25 – 12.50
-
70 100
mended system are (a) from the Tsim Sha Tsui area to the Kowloon
12.50 -
13.75 70 110
Bay area where the distance by buses along Chatham , Ma Tau Wei
13.75 - 15.00 80 120
and Prince Edward Roads is less than by the faster rapid-transit
15.00 - 16.25 80 120
16.25 -
17.50 80 120 route through Mong Kok and Kowloon Tong; and (b ) when the
17.50 - 18.75 90 130
Sha Tin Line is built, the distance from Tsim Sha Tsui to Diamond
18.75 - 20.00 90 130 Hill by that line will be less than the distance by the Kwun Tong
Line through Kowloon Tong. In such cases the fares by the two
routes should be equalised .
35 . Concessional Fares — The recommended fares only deal with
ordinary fares for single journeys. The question remains whether
any concessional fares should be provided . There will be a demand
1.40
on the rapid-transit system for some form of period or season
1.30
FARES ticket for regular travellers. Such tickets are both a convenience
1.20
RAPID TRANSIT to passengers, saving the time otherwise spent in purchasing separate
SURFACE TRANSPORT
1.10 RANGE OF
tickets for individual journeys; and a source of economy in operation,
EXISTING FARES
1.00 reducing the number of ticket-vending machines or booking clerks
.90 required, or both . To avoid adversely affecting the net revenue,
FARE
.80 the discount allowed in pricing these season tickets, compared
.70 with the corresponding ordinary fares, should be fixed so as not to
.60 exceed the estimated value of the economies they produce. The
.50 exact form and availability of such tickets should not be decided
.40 until more is known of the possibilities and technical requirements
.30 of automatic fare collection .
.20
36. Concessional fares to particular categories of passengers are
.10
0
not favoured , partly because they reduce revenue and partly because
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 the use of special tickets at special fares seriously increases the
MILES
cost of ticket issue and control and impairs the efficiency of fare
collection—both on rail and on road services . An exception , however,
may well be unavoidable in the case of children's fares. There is
seldom, if ever, commercial justification for carrying children at
RECOMMENDED FARES 76 less than normal fares, but the practice is so long established in
most cities, including Hong Kong, that all revenue estimates have
been based on the assumption that children will travel at half fare.
165
37. On some systems there is limited scope for increasing net PER CENT REDUCTION
revenue by issuing special cheap tickets, available to all passengers STAGE IN PASSENGERS DUE
on particular days or at particular times of day, either generally or TO UNEQUAL FARES
between selected points. With the present and predicted pattern
of travel in Hong Kong, involving considerable movement throughout 0
am
the day and on all days of the week, cheap fares of this sort are 2 0
-w
not likely to prove commercially advantageous. They would not 3 2
induce sufficient additional travel to offset the loss of revenue from
4 3
passengers already paying full fares. If the pattern of travel changes,
5 5
there may be a case in the future for introducing such fares, but
none have been allowed for in the revenue estimates. If ordinary 6 6
day return tickets are introduced as a convenience to save booking
twice, they should be sold at twice the single fare. 41 . To convert daily passenger figures to annual , it was assumed
that changes in social conditions will cause a gradual decline in the
REVENUE number of days each year on which a full or normal working day's
traffic will be carried. The equivalent number of normal days rep
38. The revenue from the rapid-transit system has been computed resenting the full years traffic at each stage is shown below. One
from estimates of passengers and average fare levels. Allowances less day each year was used for each year of operation in all calcula
have been made for passenger diversion due to fare differentials, tions extending beyond 1986, the number assumed for the year
variation in average trip length as the system is developed, decreas 2004 being 322 .
ing days of full operation each year as social conditions change,
children riding at half fare and miscellaneous revenue. NUMBER OF DAYS ASSUMED
STAGE FOR CONVERTING FROM
39. Passenger Estimates — The method used to estimate the daily
-
DAILY TO ANNUAL TRAVEL
volume of passengers each year with equal fares is described in
Chapter 7. With unequal fares the problem is to estimate what 1 356
N
proportion of passengers, who would use the rapid transit at equal 2 353
w
u
fares (to save time), would divert to buses at lower fares (to save
3 350
money) ; or in other words to estimate how people value their time.
Unfortunately there is a serious lack of reliable research into this 4 347
question. Evidence that even small differences in fare significantly 5 345
affect the choice of route comes from experience in London. There, 6 340
over the last 40 years, there have been several extensive examples
of differing fares in a particular corridor, by alternative modes of 42. Average Trip Length — The average trip length produced by
transport or between two alternative rail routes, subsequently the computer assignments for all public transport, road and rail ,
being equalised . In all these cases substantial numbers of passengers
switched from the slower, less convenient route, when it ceased
in the design year was 4.88 miles. This includes travel in the urban
area and in the New Territories. The average trip length on rapid
to be cheaper, even by as little as one penny a journey, or for regular transit as calculated from the results of various computer assign
travellers a shilling a week. This showed in general terms that a ments is between 4.84 and 6.06 miles. (The assignment methods do
significant proportion of the London public was more concerned not produce a specific trip length for any individual mode of travel .)
with price than time. But no statistical equation emerges from the To be conservative it has been assumed that the average trip length
London experience ; and if it did, it would not necessarily be valid for all public transport will be only 4.1 miles, and 5.1 miles on rapid
for Hong Kong. Generally the results of changes in established fares transit. Equating these to the relevant numbers of rapid and surface
are distorted by emotional considerations so statistics relating to trips produces a 3.6 mile average trip length for surface transport.
shifts in patronage brought about by such changes are not neces
43 . The average trip length on rapid transit will of course be
sarily applicable to a situation where a new mode of travel with a
different fare is introduced . A survey of travel time and patronage shorter in earlier years when parts of the system will not be in
on New Territories " taxis” (which are actually small buses) and operation . The following average trip length have been assumed
for each stage .
conventional buses operating on the same routes revealed that
many people were willing to pay six to seven cents for each minute ASSUMED AVERAGE
saved on the faster mode. However, it was concluded that the STAGE RAPID - TRANSIT
information obtained from the survey was not usable since un
measurable amounts of comfort, convenience and status were also TRIP LENGTH
involved . 3.0
N
40 . As described in Chapter 5, a "fare differential ” traffic as 2 3.4
W
un
signment was made to the System-2 network to test the effect of 3 3.8
a higher rapid-transit fare. A $2.00 per hour value of time and a 4 4.2
fare differential that increases with distance were assumed . This
5
resulted in a 25.7 per cent reduction in rapid-transit passengers. 4.6
Most of the reduction was due to short-distance trips shifting from 6 5.1
rail to surface transport. It has been concluded from an analysis
of the results that—whereas any practicable scale of higher fares 44. Distribution of Passengers by Distance —- The analysis of trip
-
on rapid transit for journeys up to five miles could shift so much distribution in the base year ( 1965) produces some indication of the
traffic to the surface transport as to reduce the rapid -transit revenue numbers of public transport riders that travel various distances .
-only six per cent will shift due to the proposed unequal fares However , conditions will be somewhat different in the design year
for trips over five miles . This reduction is smaller in the early years when more people will be living in suburban areas and a rapid
when less than the total length of the system is in service, as is transit system will be in operation , and it has therefore been neces
shown in the following table of the reductions which were applied sary to develop an assumed distribution of trips based on experience
to the passenger estimates given by the equal fare assignment to from other cities. Table 80 shows the assumed percentage distri
allow for the higher rapid-transit fares for trips over five miles : butions for the design year.
166
DESIGN-YEAR TRIP DISTRIBUTION TABLE 80 ESTIMATED ANNUAL RAPID-TRANSIT REVENUE TABLE 82
PASSEN
OTHER TOTAL CUMULATIVE
PER CENT OF PER CENT OF ANNUAL
GER TOTAL
YEAR GROSS
DISTANCE SURFACE TRANSPORT RAPID-TRANSIT PASSENGERS REVENUE REVENUE
PASSENGERS
REVENUE REVENUE
PASSENGERS
( Miles) (Millions) ( Millions )
0 - 1.25 30.0 13.0 1974 137.5 $ 34.8 $ 0.9 $ 35.7 $ 35.7
1.25 2.50 21.0 17.0 1975 141.1 35.7 0.9 36.6 72.3
2.50 -
3.75 14.0 18.0 1976 260.7 75.1 1.9 77.0 149.3
3.75 -
5.00 10.0 12.0 1977 267.2 77.0 1.9 78.9 228.2
5.00 - 6.25 6.0 9.0 1978 273.6 78.8 2.0 80.8 309.0
6.25 7.50 5.0 7.0 1979 427.3 137.2 3.4 140.6 449.6
7.50 - 875 4.0 6.0 1980 441.2 141.6 3.5 145.1 594.7
8.75 - 10.00 3.2 5.0 1981 532.7 189.1 4.7 193.8 788.5
10.00 - 11.25 2.4 4.0 1982 545.7 193.7 4.8 198.5 987.0
11.25 12.50 1.8 3.2 1983 652.0 253.0 6.3 259.3 1,246.3
1.2 2.2 1984 666.1 258.4 6.5 264.9 1,511.2
12.50 - 13.75
13.75 15.00 0.8 1.4 1985 773.2 333.3 8.3 341.6 1,852.8
15.00 - 16.25-
0.4 1.0 1986 791.4 341.1 8.5 349.6 2,202.4
16.25 17.50 -
0.2 0.6 1987 807.1 347.9 8.7 356.6 2,559.0
17.50 - 18.75 -
0.4 1988 822.8 354.6 8.9 363.5 2,922.5
0.2 1989 838.4 361.3 9.0 370.3 3,292.8
18.75 - 20.00 -
1990 853.8 368.0 9.2 377.2 3,670.0
TOTAL 100.0 100.0
1991 869.2 374.6 9.4 384.0 4,054.0
1992 884.4 381.2 9.5 390.7 4,444.7
1993 899.6 387.7 9.7 397.4 4,842.1
45 . Average Fare — The above distributions have been developed 1994 914.6 394.2 9.8 404.0 5,246.1
in such a manner as to produce average trip lengths of 5.1 miles on 1995 929.5 400.6 10.0 410.6 5,656.7
rapid transit and 3.6 miles on surface transport. Applying these 1996 944.3 407.0 10.2 417.2 6,073.9
distributions to the recommended fares results in average fares of 1997 959.0 413.3 10.3 423.6 6,497.5
28.9 cents on surface transport and 45.4 cents on rapid transit. 1998 973.6 419.6 10.5 430.1 6,927.6
1999 988.2 425.9 10.7 436.6 7,364.2
These are gross fares and must be reduced to allow for children
2000 1,002.8 432.2 10.8 443.0 7,807.2
travelling at half fare. For this purpose it has been assumed, based
2001 1,017.3 438.5 10.9 449.4 8,256.6
on travel projections and experience in other cities, that 10 per 2002 1,031.6 444.6 11.1 455.7 8,712.3
cent of the rapid transit and 16 per cent of the surface transport 2003 1,045.9 450.8 11.2 462.0 9,174.3
passengers will be children . Taking all of the above into considera 2004 1,060.0 456.9 11.4 468.3 9,642.6
tion the average fare on rapid transit for each stage has been com
puted and is shown in Table 81 .
ESTIMATED REVENUE AND OPERATING EXPENSES TABLE 83
NET
AVERAGE RAPID-TRANSIT FARES TABLE 81 YEAR GROSS REVENUE OPERATING EXPENSES REVENUE
( Millions )
STAGE TRIP LENGTH GROSS FARE NET FARE
1974 $ 35.7 $ 21.9 $ 13.8
(Miles) (Cents) (Cents ) 1975 36.6 21.9 14.7
1976 77.0 40.2 36.8
1 3.0 26.7 25.3
1977 78.9 40.2 38.7
2 3.4 30.3 28.8
1978 80.8 40.2 40.6
3 3.8 33.8 32.1
1979 140.6 58.2 82.4
4.2 37.4 35.5
1980 145.1 58.2 86.9
5 4.6 40.9 38.8
1981 193.8 74.0 119.8
6 5.1 45.4 43.1
1982 198.5 74.0 124.5
1983 259.3 89.7 169.6
1984 264.9 89.7 175.2
46 . Rapid-transit Revenues — To make a financial evaluation of
-
1985 341.6 104.8 236.8
the transit system , it is necessary to compute revenues by individual 1986 349.6 104.8 244.8
years. Accordingly, the number of passengers expected to use the 1987 356.6 108.3 248.3
system was calculated by stages for each year from 1974 to 1986, 1988 363.5 110.4 253.1
and assumed to increase at a uniform rate of 2 per cent per year 1989 370.3 112.4 257.9
from then to 2004. The proposed schedule of rapid -transit fares was 1990 377.2 114.5 262.7
then applied , with the adjustments already discussed during the 1991 384.0 116.6 267.4
1992 390.7 118.6 272.1
construction period , to determine the gross fare revenues which
1993 397.4 120.7 276.7
the system may be expected to earn. Two and a half per cent was 1994 404.0 122.7 281.3
added for other revenues (advertising and miscellaneous rentals) 1995 410.6 124.7 285.9
to determine total gross revenues. These are shown in Table 82. 1996 417.2 126.7 290.5
1997 423.6 128.6 295.0
47 . In 1974 when the first section of the rapid-transit system is
1998 430.1 130.6 299.5
expected to be opened, the gross revenue will be about $36 million. 1999 436.6 132.6 304.0
By the design year, 1986 , it will have risen to $350 million ; while 18 2000 443.0 134.5 308.5
years later, it should be at least $ 468 million . 2001 449.4 136.5 312.9
2002 455.7 138.4 317.3
48 . Net Revenues — The operating expenses have been deducted 2003 462.0 140.3 321.7
from the gross revenues, and the resulting net revenues from the 2004 468.3 142.2 326.1
rapid-transit system are shown in Table 83.
167
1
49. Operating expenses including depreciation, maintenance and substantial sums to service the debt incurred in building the basic
all running and other operating costs, increase from $ 22 million in system , as has been shown in Table 84. Because of the extended
1974 to more than $ 142 million in 2004. After completion of con period of construction before appreciable revenues are realized, it
struction in 1984, the net operating revenues range from 66 to 70 is unlikely that an undertaking of this magnitude can be financed as
per cent of the gross revenue. a private venture, paying commercial rates of interest and expected
50 . Revenues Available for Debt Service After the system is to earn customary returns on equity capital .
completed in 1984, additional capital expenditures will be required , 52. While it is necessary for Government to undertake the work
especially for additional rolling stock, amounting on average to $ 14 as a public function in order to achieve the public or social objectives,
million per year. Since by that time the net revenues will be substan the transport system has the revenue-expense characteristics of a
tial , it has been assumed that these small annual capital additions private enterprise. Before discussing possible financing methods,
will be met from revenue. To determine the net funds available for the proposed investment should be appraised under standards and
debt service, therefore, it is necessary to subtract the additional criteria relevant to both public and private sector investment.
capital requirements from 1985 onward from the net operating Accordingly tables have been prepared showing the Discounted
revenues. The results are shown in Table 84. Cash Flow (DCF) Rate of Return (2) of the recommended rapid
CAPITAL EXPENDITURES AND NET REVENUES TABLE 84
transit system on two bases. Table 85 shows that if the only source
CAPITAL NET REVENUES
DISCOUNTED CASH FLOW RATE OF RETURN TABLE 85
EXPENDITURES NET
LESS-CAPITAL AVAILABLE FOR
YEAR ADDITIONS
FOR BASIC REVENUES DEBT SERVICE LESS-ANNUAL EXPENDITURES
SYSTEM AFTER 1984 Annual Cumulative ANNUAL NET CASH
YEAR Operating Expenses Total Capital
REVENUE FLOW
Excluding Depreciation Expenditures
( Millions )
1968 $ 9.0 ( Millions )
1969 25.0 1968 $ 9.0 9.0
1970 216.0 1969 25.0 25.0
1971 242.0 1970 216.0 -216.0
1972 366.0 1971 242.0 -242.0
1973 385.0 1972 366.0 - 366.0
1974 312.0 $ 13.8 $ 13.8 $ 13.8 1973 385.0 - 385.0
1975 354.0 14.7 14.7 28.5 1974 $ 35.7 $ 19.3 312.0 - 295.6
1976 97.0 36.8 36.8 65.3 1975 36.6 19.3 354.0 -336.7
1977 231.0 38.7 38.7 104.0 1976 77.0 35.2 97.0 55.2
1978 287.0 40.6 40.6 144.6 1977 79.0 35.2 231.0 -187.2
1979 55.0 82.4 82.4 227.0 1978 80.8 35.2 287.0 -241.4
1980 264.0 86.9 86.9 313.9 1979 140.6 51.1 55.0 34.5
1981 153.0 119.8 119.8 433.7 1980 145.2 51.1 264.0 - 169.9
1982 217.0 124.5 124.5 558.2 1981 193.9 65.3 153.0 - 24.4
1983 66.0 169.6 169.6 727.8 1982 198.6 65.3 217.0 83.7
1984 125.0 175.2 175.2 903.0 1983 259.3 79.3 66.0 114.0
1985 236.8 $ 18.0 218.8 1,121.8 1984 264.9 79.3 125.0 60.6
1986 244.8 10.0 234.8 1,356.6 1985 341.6 92.5 18.0 231.1
1987 248.3 14.0 234.3 1,590.9 1986 349.6 92.5 10.0 247.1
1988 253.1 14.0 239.1 1,830.0 1987 356.6 95.7 14.0 246.9
1989 257.9 14.0 243.9 2,073.9 1988 363.5 97.5 14.0 252.0
1990 262.7 14.0 248.7 2,322.6 1989 370.4 99.2 14.0 257.2
1991 267.4 14.0 253.4 2,576.0 1990 377.2 101.0 14.0 262.2
1992 272.1 14.0 258.1 2,834.1 1991 384.0 102.8 14.0 267.2
1993 276.7 14.0 262.7 3,096.8 1992 390.7 104.5 14.0 272.2
1994 281.3 14.0 267.3 3,364.1 1993 397.4 106.3 14.0 277.1
1995 285.9 14.0 271.9 3,636.0 1994 404.0 108.0 14.0 282.0
1996 290.5 14.0 276.5 3,912.5 1995 410.6 109.7 14.0 286.9
1997 295.0 14.0 281.0 4,193.5 1996 417.2 111.4 14.0 291.8
1998 299.5 14.0 285.5 4,479.0 1997 423.7 113.0 14.0 296.7
1999 304.0 14.0 290.0 4,769.0 1998 430.1 | 14.7 14.0 301.4
2000 308.5 14.0 294.5 5,063.5 1999 436.6 116.4 14.0 306.2
2001 312.9 14.0 298.9 5,362.4 2000 443.0 118.0 14.0 311.0
2002 317.3 14.0 303.3 5,665.7 2001 449.4 119.7 14.0 315.7
2003 321.7 14.0 307.7 5,973.4 2002 455.8 121.3 14.0 320.5
2004 326.1 14.0 312.1 6,285.5 2003 462.0 122.9 14.0 325.1
2004 468.3 124.5 14.0 329.8
TOTAL $ 3,404.0 $ 6,565.5 $ 280.0 $6,285.5
Discounted Cash Flow Rate of Return (per cent) 4.2
EVALUATION OF FINANCIAL RETURN
of funds for both operating expenses and capital charges is the
51 . Capital expenditures for the construction of the rapid revenue of the rapid -transit system , the DCF rate of return will be
transit system must be made before it is in full revenue-producing 4.2 per cent. Table 86 is based on the assumption that a contribution
operation ; $ 1,243 million in a 6-year period (1968–1973) before the from public funds would provide one-half of the capital costs up to
first line is in operation , and the remaining $ 2,161 million in an 11 -year 1984 free to the rapid -transit undertaking. The justification in princi
period ( 1974-1984) while new lines are being opened to traffic and ple for an arrangement of this kind is explained later. The DCF
revenues are gradually increasing . From 1985 onward, with the rate of return on this assumption is 9.2 per cent.
completed system in full operation , net operating revenues are
expected to be adequate to (a) provide for subsequent capital addi (2) Investment Appraisal. National Economic Development Council, HMSO , London , 1967. DCF
tions to accommodate anticipated increases in traffic, and (b) leave is sometimes referred to as " Internal Rate of Return " .
168
DISCOUNTED CASH FLOW RATE OF RETURN WITH METHODS OF FINANCING
CONTRIBUTION FROM PUBLIC FUNDS TABLE 86
54. Earlier in this chapter, the basic information on costs, both
LESS-ANNUAL EXPENDITURES capital and operating, and on revenues, both gross and net, has
ANNUAL Capital Expenditure NET CASH
YEAR
REVENUE
Operating Expenses been given to permit the comparison of alternative financing plans.
Excluding Total Less Part FLOW
Several of these will now be described. In all of them , capitalisation
Depreciation Paid by Govt.
of interest, i.e. the additional capital funds required to make up
( Millions )
the deficiency of net revenue for this purpose, is fully provided for.
1968 $ 9.0 $ 4.5 $- 4.5 Because of the high expenditure before any revenue can be earned,
1969 25.0 12.5 12.5 interest capitalisation represents a heavy but inescapable burden,
1970 216.0 108.0 - 108.0
calling for external financial aid in early years.
1971 242.0 121.0 -121.0
|
1972 366.0 183.0 - 183.0 55. Twenty-year Amortisation Approach - One possible approach
|
1973 385.0 192.5 - 192.5
financing the system would be to amortise principal on a 20 -year
1974 $ 35.7 $ 19.3 312.0 156.0 - 139.6
1975 36.6 19.3 354.0 177.0
basis at a 7 per cent interest rate. In testing this combination of
- 159.7
1976 77.0 35.2 97.0 48.5 - 6.7
debt retirement and interest, which was suggested by Government,
1977 79.0 35.2 231.0 115.5 71.7
it has been assumed that funds would be borrowed each year, as
1978 80.8 35.2 287.0 143.5 - 97.7 needed ; each year's borrowing being treated as a separate 20-year
1979 140.6 51.1 55.0 27.5 62.0 loan and retired at a uniform rate over its life. In Table 87, the
1980 145.2 51.1 264.0 132.0 -
37.9 total debt service charges on this basis are compared with the
1981 193.9 65.3 153.0 76.5 52.1 annual revenues available for debt retirement .
1982 198.6 65.3 217.0 108.5 24.8
1983 259.3 79.3 66.0 33.0 147.0 56 . It can be seen that in each year up to 1990 there is a deficiency,
1984 264.9 79.3 125.0 62.5 123.1 the revenue available for debt service being less than the total to
1985 341.6 92.5 18.0 231.1 be serviced. This deficiency reaches its peak before 1980 and there
1986 349.6 92.5 10.0 247.1 after rapidly declines changing into an ever - increasing surplus after
1987 356.6 95.7 14.0 246.9
1990. However, if no outside financial assistance is applied in the
1988 363.5 97.5 14.0 252.0 earlieryears, by 1990 the accumulated interest on the annual deficien
1989 370.4 99.2 14.0 257.2
377.2 14.0
cies will have become so great that it will be increasing at a faster
1990 101.0 262.2
1991 384.0 102.8 14.0 267.2
rate than the surpluses available. Hence, without some form of
1992 390.7 104.5 14.0 272.2
financial assistance the system would fall steadily further and further
into debt .
1993 397.4 106.3 14.0 277.1
1994 404.0 108.0 14.0 282.0
1995 14.0 286.9
57. Perpetual Debt Approach - This scheme involves the issue of
.
410.6 109.7
1996 417.2 111.4 14.0 291.8 undated or very long term fixed interest bonds. In this case the
1997 423.7 113.0 14.0 296.7 financial objective would be that net revenue should cover a fixed
1998 430.1 114.7 14.0 301.4 interest obligation on the total capital sum borrowed. No provision
1999 436.6 116.4 4.0 306.2 would be made for eventual repayment of the debt, although any
2000 443.0 118.0 14.0 311.0 extra surplus could be used for this purpose .
2001 449.4 119.7 14.0 315.7
2002 455.8 121.3 14.0 320.5 58. Owing, however, to the time lag between the initial capital
2003 462.0 122.9 14.0 325.1 expenditure and the consequent increasing stream of net revenue,
2004 468.3 124.5 14.0 329.8 any scheme based on an irredeemable fixed interest loan cannot be
Discounted Cash Flow Rate of Return ( per cent) 9.2 in balance in the early years before any substantial operating surplus
has arisen. Assuming for illustration purposes, that the year 2004,
20 years after the completion of the transit system, is taken as the
date by which revenue and interest payments must be in balance,
53 . These DCF rates of return are conservative for two reasons. trial computations show that this objective would only be achieved
First, they are based in effect on the assumption that operation of with an interest rate of less than six per cent. At five per cent the
the rapid -transit system continues until 2004 and then ceases, as operating surplus begins to cover the interest costs in 1985, at 5.5
no residual value for the system has been taken into account. All per cent it does so in 1993 ; while at six per cent the balance or
of the capital assets, including rolling stock bought out of current cover point is not reached until after 2004. It seems clear that
earnings after 1984, are fully paid for by the year 2004. On the financing on this basis would not attract private investors without
other hand no allowance has been made for expenditure on the a government guarantee.
renewal of capital assets that have to be replaced before that year. 59. Combination Approach – In this alternative, annual interest
Strictly such expenditures should be included as negative items only would be paid on the funds necessary to cover the construction
in the cash flow . These additional negative items are, however, costs of the fixed or permanent assets, amounting to $ 2,173 million .
likely to be small in relation to the residual value of the system in In the programme period , 1968-2004, interest payments would total
2004. If the residual value were estimated for 2004, to represent the about $ 4,600 million. The rolling stock and other depreciable assets
discounted value of earnings after that year, and additional capital amount to $ 1,231 million . These would be paid for with the proceeds
replacement costs incurred before 2004 were included in the cash
of a series of 7 per cent 20 -year bond issues, to be uniformly
flow , it is, however unlikely that the overall rate of return would retired by 2004. Total debt service on this issue would be about
be raised by more than about ' per cent. Secondly, it should not $ 2,200 million and, when combined with the cost of servicing the
be overlooked that, since both costs and revenues were calculated long-term debt for fixed assets, would total about $ 6,800 million
at 1967 values, the DCF rates of return of 4.2 and 9.2 per cent both over the programme period , reaching a maximum of $ 272 million in
represent a real return not inflated by expected rises in the price 1985. Like the first alternatives, this programme would call for
level . Thus these rates of return should be compared with the substantial subsidy in the earlier years to look after interest payments
real rate of interest that would have to be paid for the capital required during the construction period and make up revenue shortfall after
for the project ; that is, the money rate of interest deflated by the the start of operation , otherwise interest costs would still exceed
expected rate of inflation . surpluses beyond 2004. Table 88 illustrates this.
169
1
AMORTISATION OF PRINCIPAL IN 20 YEARS 60 . Long-term Bonds — Table 89 illustrates the amounts involved
AT 7 PER CENT INTEREST TABLE 87
in issuing 40-year serial bonds at four per cent interest. This pro
YEAR AMOUNT ANNUAL AMOUNT
ISSUED RETIRED
DEBT NET SURPLUS
OR
CUMULA- ( 1 )
TIVE
gramme would cost a total of about $6,300 million over the period,
INTEREST SERVICE REVENUE
DEFICIENCY DEFICIENCY 1968–2024. Similar to other alternatives, interest would still have
( Millions ) to be capitalised in the early years. With this approach all debt
1968 $ 9.0 $ 0.6 $ 0.0 $ 0.6 0.6 0.6 including capitalised interest can be retired during the programme
1969 25.0 2.4 0.4 2.8 2.8 3.4
1970 216.0 17.5 1.7 19.2 19.2 22.8
period . In fact a surplus begins to occur in 2003, and by 2024, when
1971 242.0 34.3 12.5 46.8 46.8 71.2 all loans have been retired , the cumulative surplus amounts to $7,585(3)
1972
1973
366.0
385.0
59.0
84.3
24.6
42.9
83.6
127.2
83.6
- 127.2
159.8
298.1
million , assuming constant net revenue of $312 million per year
1974 312.0 103.1 62.1 165.2 $ 13.8 -151.4 470.4 after 2004. Because the surplus revenues are of such magnitude after
1975 354.0 123.5 77.8 201.3 14.7 -186.6 689.9
1986 retirement schedules could be greatly accelerated , and the
1976 97.0 124.9 95.4 220.3 36.8 - 183.5 921.7
1977 231.0 134.4 100.3 234.7 38.7 - 196.0 1,182.2 entire debt could then be retired by 2007. In other words, with
1978 287.0 147.4 111.9 259.3 40.6 -218.7 1,483.7
1979 55.0 143.5 126.2 269.7 82.4 -187.3 1.774.9
this programme, a serial bond issue at 4 per cent with callable pro
1980 264.0 153.1 129.0 282.1 86.9 -195.2 2,094.3 visions would appear to be a satisfactory approach .
1981 153.0 154.8 142.1 296.9 119.8 -177.1 2,418.0
1982 217.0 160.0 149.8 309.8 124.5 - 185.3 2,772.6
61 . Over the 56 -year period 1968-2024, average annual revenues
1983 66.0
125.0
154.2 160.6
163.9
314.8
315.6
169.6
175.2
-145.2 3,111.9 would approximate $ 229 million , while annual debt service would
1984 151.7 - 140.4 3,470.1
1985 1 40.2 170.2 310.4 218.8 91.6 - 3,804.6
average $ 113 million. This is a coverage (ratio of average annual net
1986 128.3 170.2 298.5 234.8 --
63.7 4,134.6 income to average annual debt service) of slightly over 2 which is
1987 116.4 170.2 286.6 234.3 52.3 4,476.3
1988 104.4 170.2 274.6 239.1 35.5 4,825.1 the usual minimum revenue bond requirement in the U.S.A. It
1989 92.5 169.8 262.3 243.9 18.4 5,181.3 may not be practicable to obtain 40-year financing at 4 per cent
1990 80.6 168.5 249.1 248.7 0.4 5,544.4
1991 68.9 157.7 226.6 253.4 26.8 - 5,905.7
interest in Hong Kong. But this exercise does demonstrate that
1992 57.8 145.6 203.4 258.1 54.7 6,264.4 the system would pay for itself without external support with these
1993 47.6 127.3 174.9 262.7 87.8 6,615.1
1994 38.7 108.1 146.8 267.3 120.5 -
6,957.7 criteria, and that 4 to 4.5 per cent interest on a fairly long term is
1995 31.1 92.5 123.6 271.9 148.3 -
- 7,296.4 about the upper limit for conventional financial viability.
1996 24.7 74.7 99.4 276.5 177.1 · 7,630.0
1997 19.4 69.9 89.3 281.0 191.7 7,972.4
62 . Contribution From Public Funds — If financial assistance is to
-
14.5 58.4 72.9 285.5 212.6 8,317.9
1998
1999 10.5 44.0 54.5 290.0 235.5 8,664.7
be provided in the early years, it seems improbable that it would
2000 7.4 41.2 48.6 294.5 245.9 9,025.3 be forthcoming on the scale required except from public funds.
2001 4.5 28.0 32.5 298.9 266.4 9,390.7 Such aid would offer a more attractive proposition to investors
2002 2.5 20.4 22.9 303.3 280.4 9,767.6
2003 1.1 9.6 10.7 307.7 297.0 - 10.154.3 and would no doubt have an important bearing on the favourability
6.3 305.4
2004 0.4 6.7 312.1 - 10,559.7 of the terms of borrowing the main capital requirements, but
TOTAL $ 3,404.0 $ 2,740.2 $ 3,404.0 $ 6,144.2 $ 6,285.5 it would still be essential for interest in the early years to be covered
( 1 ) Including interest on cumulative deficiencies to date. ( 3) Calculations are only shown to 2004 in Table 89.
i i
c
COMBINATION OF LONG-TERM BONDS AND 20 - YEAR AMORTISATION AT 7 PER CENT INTEREST TABLE 88
LONG-TERM 20 - YEAR
LOAN SCHEDULE AMORTISATION SCHEDULE TOTAL DEBT NET SURPLUS OR CUMULATIVE (I)
YEAR
Amount Annual Amount Annual Amount SERVICE REVENUE DEFICIENCY DEFICIENCY
Issued Interest Issued Interest Retired
(Millions )
1968 $ 9.0 $ 0.6 $ 0.6 0.6 0.6
1969 25.0 2.4 2.4 2.4 3.0
1970 193.0 15.9 $ 23.0 $ 1.6 17.5 17.5 20.7
1971 219.0 31.2 23.0 3.2 $ 1.2 35.6 35.6 57.7
1972 317.0 53.4 49.0 6.6 2.3 62.3 - 62.3 124.0
1973 200.0 67.4 185.0 19.4 4.8 91.5 - 91.5 224.2
1974 279.0 86.9 33.0 21.3 14.0 122.3 $ 13.8 - 108.5 348.4
1975 177.0 99.3 177.0 32.7 15.7 147.7 14.7 -133.0 505.8
1976 62.0 103.7 35.0 34.1 24.5 162.3 36.8 -125.5 666.7
1977 176.0 116.0 55.0 36.2 26.3 178.5 38.7 -139.8 - 853.2
1978 136.0 125.5 151.0 45.0 29.0 199.5 40.6 -158.9 -1,071.8
1979 125.5 61.0 47.2 36.6 209.3 82.4 - 126.9 -1,273.7
1980 139.0 135.2 119.0 53.0 39.6 227.8 86.9 -140.9 - 1,503.8
1981 89.0 141.5 64.0 54.7 45.6 241.7 119.8 -121.9 -1,731.0
1982 101.0 148.5 116.0 59.6 48.8 256.9 124.5 -132.4 -1,984.6
נ
1983 28.0 150.5 38.0 58.9 54.6 263.9 169.6 94.3 -2,217.8
1984 23.0 152.1 102.0 62.2 56.5 270.8 175.2 95.6 -2,468.6
1985 152.1 58.2 61.5 271.8 218.8 - 53.0 -2,694.4
1986 152.1 53.9 61.5 267.5 234.8 32.7 -2,915.7
1987 152.1 49.6 61.5 263.2 234.3 28.9 -3,148.7
1988 152.1 45.3 61.5 258.9 239.1 19.8 -3,388.9
1989 152.1 41.0 61.5 254.6 243.9 10.7 -3,636.8
1
1990 152.1 36.7 61.5 250.3 248.7 1.6 - 3,893.0
1991 152.1 32.4 60.4 244.9 253.4 8.5 -4,157.0
1992 152.1 28.2 59.2 239.5 258.1 18.6 -4,429.4
1993 152.1 24.0 56.8 232.9 262.7 29.8 -4,709.7
1994 152.1 20.0 47.5 219.6 267.3 47.7 -4,991.7
1995 152.1 16.7 45.9 214.7 271.9 57.2 -5,283.9
1996 152.1 13.5 37.0 202.6 276.5 73.9 -5,579.9
1997 152.1 10.9 35.3 198.3 281.0 82.7 -5,887.8
ៗ
1998 152.1 8.4 32.5 193.0 285.5 92.5 -6,207.4
1999 152.1 6.1 25.0 183.3 290.0 106.7 -6,535.2
2000 152.1 4.4 22.0 178.5 294.5 116.0 -6,876.7
2001 152.1 2.9 16.0 171.0 298.9 127.9 -7,230.2
2002 152.1 1.7 12.8 166.7 303.3 136.6 -7,599.7
2003 152.1 0.8 7.0 160.0 307.7 147,7 -7,984.0
2004 152.1 0.4 5.1 157.6 312.1 154.5 --8,388.4
TOTAL $2,173.0 $ 4,597.6 $ 1,231.0 $ 990.8 $ 1,231.0 $ 6,819.4 $ 6,285.5
(1) Including interest on cumulative deficiencies to date.
170
AMORTISATION OF PRINCIPAL IN 40 YEARS by Government guarantee.
AT 4 PER CENT INTEREST TABLE 89
63 . There are several ways in which Government could con
CUMULA- (1)
YEAR
AMOUNT ANNUAL AMOUNT TOTAL
DEBT
NET
SURPLUS
OR
TIVE SUR tribute to the financing in order to reduce or eliminate the raising
ISSUED INTEREST RETIRED REVENUE DEFICIENCY PLUS OR
SERVICE
DEFICIENCY of further capital to pay interest in the early years, and ensure the
( Millions )
timely retirement of reasonably short-term capital bonds and the
1968 $ 9.0 $ 0.4 $ 0.4 0.4 0.4 earning of substantial surpluses in later years. For example, enough
1.6
1969 25.0
216.0
1.4
10.0
$ 0.2
0.8
1.6
10.8 10.8
2.0
12.9
funds could be granted each year to cover the loan interest payments
1970
1971 242.0 19.6 6.3 25.9 25.9 39.3 until the revenue had grown sufficiently to do so. Alternatively
1972 366.0 34.0 12.3 46.3
70.4
46.3
70.4
87.2
161.1
a predetermined fixed annual grant might be made, and placed in
1973 385.0 48.9 21.5
1974 312.0 60.5 31.1 91.6 $ 13.8 77.8 245.3 an interest bearing fund to be drawn on as needed to meet loan
1975 354.0 73.4 38.9 112.3 14.7 -
· 97.6 352.7 payments.
1976 97.0 75.8 47.7 123.5 36.8 86.7 453.5
133.3 38.7 94.6 566.2
1977 231.0 83.1 50.2 64. Table 90 illustrates another scheme of financial aid, based
1978 287.0 92.6 55.9 148.5 40.6 -107.9 696.7
1979 55.0 92.6 63.1 155.7 82.4 73.3 797.9 on 20 -year main financing and 7 per cent interest, and designed to
100.6 64.5 165.1 86.9 78.2 908.0
1980 264.0
153.0 104.1 71.1 175.2 119.8 55.4 999.7
derive maximum value from the contributions yet keeping them
1981
1982 217.0 110.0 74.9 184.9 124.5 60.4 -1.100.1 low enough to avoid serious strain on the Colony's annual budget.
80.3 189.9 169.6 20.3 -1,164.4
1983
1984
66.0
125.0
109.6
I11.4 82.0 193.4 175.2 18.2 - 1,229.2
As only $9 million and $ 25 million would be needed in the first two
1985 108.1 85.1 193.2 218.8 25.6 -1,252.8 years it has been assumed that these sums would be granted outright.
104.7 85.1 189.8 234.8 45.0 -1.257.9
1986
1987
-
101.3 85.1 186.4 234.3 47.9 -1,260.3
After 1969 the grants would be about $ 125 million a year, except
1988 97.9 85.1 183.0 239.1 56.1 -1.254.6 between 1975 and 1982 when they would have to be greater, and
94.5 85.1 179.6 243.9 64.3 - 1,240.5
1989
1990 91.1 85.1 176.2 248.7 72.5 -1,217.6
they would be used partly for direct payments of cost and partly
1991 87.7 85.1 172.8 253.4 80.6 -1,185.7 to meet debt service. By 2004, when all loans would have been
169.4 258.1
1992
1993
84.3
80.9
85.1
85.1 166.0 262.7
88.7
96.7
-1,144.4
-1,093.5
retired , the system would have produced annual surpluses totalling
.
1994 77.5 85.1 162.6 267.3 104.7 -1,032.5 $ 2,790 million, which exceeds the total contribution by $ 670
1995 74.1 85.1 159.2 271.9 112.7 961.1 million .
1996 70.7 85.1 155.8 276.5 120.7 -
878.8
1997 67.3 85.1 152.4 281.0 128.6 785.4
1998 63.9 85.1 149.0 285.5 136.5 680.3 65. The need for external financial support is not difficult to
563.1
1999
2000
60.5
57.1
85.1
85.1
145.6
142.2
290.0
294.5 152.3 433.3
justify. Mainly for the relief of street congestion , over 20 large cities
2001 53.7 85.1 138.8 298.9 160.1 290.5 in the world have embarked , in the last two decades, or are about
2002 50.3 85.1
85.1
135.4
132.0
303.3 167.9
175.7
134.2
36.1
to embark, on the construction of new or additional underground
2003 46.9 307.7
2004 43.5 85.1 128.6 312.1 183.5 221.0 railways, and so far as is known not one of them have thought it
proper or practicable to recover the whole capital costs and interest
( 1 ) Including interest on cumulative deficiencies to date but no interest on surplus. charges from the fares of the passengers that use them.
20 - YEAR AMORTISATION AT 7 PER CENT WITH CONTRIBUTION FROM PUBLIC FUNDS TABLE 90
CAPITAL CONTRIBUTION AMOUNT AMOUNT DEBT NET SURPLUS OR CONTRIBUTION TOTAL CONTRIBUTION
YEAR INTEREST
COST TO COSTS ISSUED RETIRED SERVICE REVENUE DEFICIENCY TO PAYMENTS FROM PUBLIC FUNDS
1968 $ 9.0 $ 9.0 $ 9.0
11
1969 25.0 25.0 25.0
1970 216.0 118.1 $ 97.9 $ 6.9 6.9 6.9 $ 6.9 125.0
1971 242.0 103.9 138.1 16.2 4.9 21.1 21.1 21.1 125.0
1972 366.0 77.7 288.3 35.5 11.8 47.3 - 47.3 47.3 125.0
1973 385.0 41.0 344.0 57.8 26.2 84.0 84.0 84.0 125.0
1974 312.0 20.2 291.8 75.2 43.4 118.6 $ 13.8 -104.8 104.8 125.0
1975 354.0 354.0 95.9 58.0 153.9 14.7 -139.2 139.2 139.2
1976 97.0 97.0 97.4 75.7 173.1 36.8 -136.3 136.3 136.3
1977 231.0 231.0 107.9 80.6 188.5 38.7 - 149.8 149.8 149.8
1978 287.0 287.0 121.5 92.1 213.6 40.6 -173.0 173.0 173.0
1979 55.0 55.0 117.9 106.5 224.4 82.4 -142.0 142.0 142.0
1980 264.0 264.0 128.8 109.2 238.0 86.9 -151.1 151.1 151.1
1981 153.0 153.0 130.9 122.4 253.3 119.8 -133.5 133.5 133.5
1982 217.0 217.0 137.0 130.1 267.1 124.5 -142.6 142.6 142.6
1983 66.0 66.0 131.8 140.9 272.7 169.6 - 103.1 103.1 103.1
1984 125.0 125.0 130.4 144.2 274.6 175.2 99.4 99.4 99.4
1985 119.9 150.5 270.4 218.8 51.6 51.6 51.6
1986 109.3 150.5 259.8 234.8 25.0 25.0 25.0
1987 98.8 150.5 249.3 234.3 15.0 15.0 15.0
1988 88.3 150.5 238.8 239.1 0.3
1989 77.7 150.5 228.2 243.9 15.7
1990 67.2 150.5 217.7 248.7 31.0
1991 57.0 145.6 202.6 253.4 50.8
1992 47.3 138.7 186.0 258.1 72.1
1993 38.6 124.2 162.8 262.7 99.9
1994 31.1 107.0 138.1 267.3 129.2
1995 24.7 92.4 117.1 271.9 154.8
1996 19.4 74.7 94.1 276.5 182.4
1997 14.5 69.9 84.4 281.0 196.6
1998 10.5 58.3 68.8 285.5 216.7
1999 7.4 44.0 51.4 290.0 238.6
2000 4.5 41.2 45.7 294.5 248.8
2001 2.5 28.0 30.5 298.9 268.4
2002 1.1 20.4 21.5 303.3 281.8
2003 0.4 9.5 9.9 307.7 297.8
2004 -
6.2 6.2 312.1 305.9
TOTAL $ 3,404.0 $ 394.9 $ 3,009.1 $2,211.3 $ 3,009.1 $ 5,220.4 $ 6,285.5 $ 1,725.7 $2,120.6
171
2
66 . The methods by which public transport authorities operating
rapid-transit systems receive financial assistance vary widely. Some
in effect have " open - ended ” subsidies, the annual deficits being
11
automatically borne by local or central government. Methods which
relieve the transport authority of specific costs and leave it a prac
ticable goal to achieve, without incurring deficits each year, provide
better incentives to efficiency, and are to be preferred. In this 10
connection the method adopted in Toronto , in particular, can be
PERCENT
RETURN
commended . There, the capital cost of underground railway con
)(RATE
CF
struction is shared on a basis whereby the municipality meets
D OF
those categories of cost which are not incurred by road passenger
operators, i.e. right-of-way including land acquisition, construction
of tunnels and structures, basic station equipment, and track base ;
8
while the transit commission meets only the costs of operating
equipment - track, current supply, signalling, depots and workshops,
fare collection equipment and rolling stock . In Hong Kong on a
7 per cent basis, revenues would cover all costs of these latter
items, including capitalisation of interest, by the year 1988 .
67. On the new regional express railway network in Paris the
capital expenditure on the basic structure, including the equipment
of the tunnels and stations, is being shared between the state and
the local authorities. In London , where the problem is relatively 5
new - London Transport having remained generally solvent, without
any subsidy at all, till very recently - much the same kind of basic
assistance has been proposed by the British government. 4
68. It is also pertinent to note that although the fares on the 0 10 20 30 40 50 60 70 80 90 100
new rail rapid-transit system now under construction in the San PERCENT INCREASE OF GROSS REVENUE
Francisco Bay Area (at a cost of approximately HK $ 5,700 million)
will be very high by Hong Kong standards, they are only expected
RATE OF RETURN AND GROSS
to produce sufficient revenue to pay operating costs. The total
funds to build and equip the system are being provided by special REVENUE RELATIONSHIP 77
local property taxation supplemented with state and federal funds.
69. As aa final comment on finance, it must be remembered that
the revenue estimates throughout are based on a level of fares
broadly speaking in line with the existing low levels. There might
well be, however, a good economic case for increasing fares on all
forms of transport in the future, not only in step with rising costs,
but so that they are higher in real terms.
REMAINDER
11
PERCENT
RETURN
CAPITAL
70. Discounted cash flow ( DCF) rates of return have been com
RATE
puted for various percentage increases of the annual gross revenues
ON
OF
yielded by the recommended fare scale. The results are shown in 10
Figure 77, from which the DCF rate of return can be read off directly
.
for any percentage increase of gross revenue from 0 to 100. For instan
ce, to obtain a 7 per cent rate of return would require a 33 per cent
increase of gross revenue, while a 78 per cent increase of revenue
would give a 10 per cent rate of return . In considering what increase
of fare scale would be needed to produce a given increase of gross
revenue, several factors must be borne in mind ; retention of equality
of fares on surface transport and rapid transit up to 5 miles and
maintenance of differentials for longer journeys ; the limitations of
the coinage ; the distribution of trips by distance travelled ; and the
loss of revenue due to general discouragement" of travel following
a fare increase. A calculation based on a 10 cent increase in fare for
each mile travelled (rather than for each 1.25 miles as recommended)
produces a rate of return of about 6 per cent if no loss of revenue is
assumed for discouragement of travel .
5
71 . Similarly, to enable the financial effect of a contribution
from public funds to be assessed , Figure 78 shows the relationship
between DCF rate of return and amount of capital provided free.
For this computation it was assumed that the " free" contribution
)
0 10 20 30 40 50 60
would be in the form of a subsidy, requiring neither interest pay
ments nor repayment of principal , reducing each year's capital PERCENT OF CAPITAL PROVIDED FREE
demand by a uniform percentage (e.g. , if the subsidy were 25 per RELATIONSHIP BETWEEN RATE
cent, each year's serviceable capital requirement would be 75 OF RETURN AND CONTRIBUTION
per cent of the estimated figure ). The diagram shows that to obtain
a 7 per cent rate of return by this method would need an annual
FROM PUBLIC FUNDS 78
free capital contribution of 32 per cent. Finally, if the one mile incre
I!
172
ment fare schedule mentioned in the previous paragraph is combined railways, which cannot be transferred to the metropolitan transport
with a 15 per cent contribution, a rate of return of slightly over 7 authority because of their long distance functions involving the same
per cent will be produced . tracks ; and secondly, the fact that the logical transport area often
extends into the territory of more than one local authority, and
UNIFIED PUBLIC TRANSPORT that both national and local financial interests are involved . In Hong
ORGANISATION Kong the situation appears to be relatively simple.
72 . There is much to be said for consolidating all public transport
BENEFITS
services into one organisation similar to London Transport or to
the large metropolitan transportation authorities that have been 77 . It has been shown that on capacity considerations Hong Kong
formed in America. This would not only promote better co -ordina must have some form of grade-separated mass transport facility.
tion of services but could result in a healthier financial situation . Extensive investigation has also shown that the design , construction
There has not been much need for such consolidation in the past and equipping of a rapid-transit system commensurate with the
since patronage has been increasing very rapidly on all modes. In anticipated travel needs is physically feasible. The foregoing economic
the future, such a move may be desirable, not only to secure better analysis indicates that the revenues from such a system will easily
co-ordination and more efficiency, but also on wider economic cover operating costs and could even pay off all capital costs if favour
grounds. No specific recommendation is made on this matter but able means of financing can be found . For a number of reasons, it
it is submitted for serious consideration. was concluded that a thorough cost-benefit analysis would not be
practicable. However, there are a number of benefits that should
73 . The financial consequences of this proposal have not been be considered .
worked out, because the determination of a fair price to be paid
for the acquisition of the existing companies would require not 78. As with most proposals for public works projects, many of
only consideration of their rights under their respective franchises, the benefits or arguments for the recommendations come from an
but a detailed investigation of their accounts and financial position analysis of what will happen if they are not carried out. There is
and an estimate of their maintainable profits, all of which fall outside little doubt that increasing population, expanding urban area, in
the scope of this study. In assessing the maintainability of profits of creasing public transport rides per person , increasing standard of
the companies, account should be taken of the rise in bus operating living, increasing motor vehicle registration, extremely limited road
costs which would occur, owing to slower speeds caused by increased mileage, and limited space for new and improved roads, will ultimately
road congestion , if the rapid transit were not built. To the extent lead to stagnation of transport, with far -reaching detriment to the
that this deterioration of speeds and operating costs is prevented Colony's economy, unless positive steps are taken to avoid it. Road
or reduced by the existence of the rapid transit, the benefits should congestion causes slower travel speeds for all vehicles, public and
accrue not to the companies' shareholders but to the rapid-transit private. In regard to public transport this results in the need for
undertaking. Merging would be an effective way to ensure that more vehicles, drivers and conductors to serve the same volume of
this would happen . passengers. Not only are operating costs increased ; the additional
74. If the buses and the rapid-transit system are separately vehicles contribute to the congestion and create a need for still
owned , their financial interests will often conflict. Co-ordination of more vehicles. To add to this, people in the higher income brackets
fares, necessary to prevent under-utilisation of the more efficient will be discouraged from using public transport because of the slow
means of transport, could presumably be enforced by Government speeds and will turn more to the use of taxis and private cars which
even if separate ownerships persisted . But it is hardly practicable are less efficient from the standpoint of street capacity and contribute
even more to congestion .
for Government efficiently to control the detailed planning of ser
vices in the hands of different companies. Two examples will illus 79 . The economic drawbacks of road congestion are not limited
trate the benefit of unified control . A separate bus company may to passenger transport. The movement of goods and all commercial
well find that the provision of a particular service feeding the rapid activities are affected in the same way. Transportation accounts for
transit system is not remunerative in itself, or even that it pays a sizeable proportion of the cost of producing and marketing goods
better deliberately to avoid connection with a rapid-transit station and any increase in this item above its absolute minimum is economic
and link the service with other routes of its own . In contrast , a waste .
unified organisation might find it profitable to run the feeder service, 80.
-
Time Saving by Rapid Transit - On the positive side the main
to the greater convenience of the public, because of its contributory benefits of rapid transit are in the form of time savings. The average
value to the railway. Again, a separate bus company might be tempted travel time by rapid transit will be much less than it is today by
to provide along a profitable route more service than necessary public transport for similar journeys. To illustrate this, travel
having regard to available capacity on a parallel rail route. A unified time surveys, including walking and waiting time , were conducted
undertaking would adjust the volume of bus service to avoid this between 13 points in the area to be served . All of these points are
wasteful duplication and unnecessary increase of street congestion . accessible to proposed rapid-transit station sites but not necessarily
75 . As already pointed out in another context, the total operating adjacent to them . The time to make the same trip by rapid transit
costs of the rapid -transit system should be well below those of buses including walking and waiting time was then estimated , and the
per passenger-capacity- mile ; and the lowest total cost of passenger two results were compared . Table 91 shows estimated time savings
transport will therefore be secured by the largest possible use of between all the pairs of points for travel by the proposed rapid
the rapid-transit services in preference to buses. A financially separate transit system as compared with travel by existing public transport
bus company has no interest in this point. Apart from these impor services .
tant economic considerations, substantial savings in administrative, 81 . The anticipated time savings by rapid transit range up to
maintenance and other costs should be effected by unification . 40 minutes on long trips and the average saving for the representative
76 . For all these reasons most of the larger cities in the world , trips will be about 14 minutes. Related to existing travel times the
which already have or are planning rapid-transit systems, have savings range up to 59 per cent, the average being 34 per cent.
established some form of unified control of all their public transport 82. Cross- harbour trips account for the biggest time savings .
or are in process of doing so. The means by which this has been In most cases the overall time for cross-harbour travel will be
done and the resulting form of organisation have often been com greatly reduced by the elimination of time-consuming changes of
plicated by two considerations which do not arise in Hong Kong : mode. For example, a saving of 12 minutes would be made by the
first, the fact that in many large conurbations a substantial element rapid transit on a journey of slightly under 1.5 miles from Queen's
in the transport system is provided by local services on main line Road and Pedder Street in Central District to Nathan Road and
173
TIME SAVINGS BY RAPID TRANSIT TABLE 91
transit system due to the cost of right-of-way for roads. It is con
ceivable that a system of multi-lane elevated roadways would be
needed , along with a second or possibly a third cross - harbour
Nor B ay
l
sew
tra
tunnel. The cost then , of not constructing a rapid-transit system
Cen
Cau
th ay MINUTES SAVED is the much greater cost of constructing a roadway system designed
t to maintain at least the present level of service and journey speed .
Sha Poin
n
Kei u By 1986 this roadway system would have to accommodate a million
9 Wa
persontrips per day by private transport and 1.5 million by surface
9
0 Ts n public transport over and above those that would be expected if
Wa i
Cha
Sh m
i
i
Tsua
18 8 the rapid -transit system were constructed, plus additional parking
o
spaces and necessary expansion and improvement to other facilities.
-1
18 13 5
K g
n
Sh ok
Shu m
Mo
Po i
12 14 22 21 39 a 87. If neither a rapid-transit system nor an adequate road system
is built then the community must be prepared to accept respon
15 31 24 31 0 sibility for the cost to the public, commerce, industry and Govern
ng
k
Tai
Kw TSai
Wo
u in
ment resulting from drastically slower movement of people and
Ka
19 32 25 40 30 9
T n
goods. This would include the extra capital costs for more vehicles,
Tsu ong
20 32 17 30 14 9 -3
the extra operating costs for more manpower, petrol, etc. and the
Wa n
e
n
23 26 10 16 4 0 4 -3 extra operating costs of doing business due to a multitude of delays
27 7 -8 3 1 16 11 9 2 8 in every enterprise. While these costs are difficult to identify as
specific out-of-pocket expenses at any given time, their effect on
Ti a
n
28 32 22 28 29 13 4 2 -5 14 7 Sh
the economy of Hong Kong could be devastating.
25 40 27 31 31 10 -2 8 35 25 30 -1
Haiphong Road in Tsim Sha Tsui. Again, the 5.5- mile trip from
Central District to Kai Tak Airport, which now requires 47 minutes
by ferry and bus, would be reduced by 20 minutes on the rapid
transit route.
83 . With completion of the vehicular tunnel, travel time by
bus will be reduced but not nearly to the extent of the reductions
from rapid transit. The trains will travel faster than the buses and
will follow a more direct routing for most of the traffic.
84. The results of the computer assignments show that over
270,000 hours will be saved each day in the design year by public
transport users if the rapid -transit system is built. This calculation
is based on the total travel time by all public transport patrons and
includes walking and waiting time.
85 . As with the costs of delay, the monetary benefits of time
savings are difficult to evaluate. There is disagreement among
economists as to the proper value that should be used for time.
To apply such a value properly it would be necessary to identify
each trip by its origin, destination and purpose. Then values of
time could be assumed for each purpose and the savings could be
computed. Account would have to be taken of such factors as average
wage rates, induced trips, diverted trips, and the travel speeds if
no rapid-transit system were in existence. All of these calculations
would need to be made for each year and a comparison of the
cumulative total with the cost of the system would show if it were
feasible from this standpoint. No such comparison has been made
here but it has been shown in studies for other cities that major
transportation improvements can be justified by this method alone.
For example, if the average rapid-transit rider saves seven minutes
per trip (only half of the representative average mentioned above)
and time is valued at only $ 1.20 per hour, then the total savings
in the design year will be $ 111 million . This amount exceeds the
whole of the estimated operating expenses for that year.
THE ALTERNATIVES
86 . If a rapid-transit system is not built, then the cost of con
structing an adequate road system must be considered . Projections
made as part of this study show that many improvements would
be needed to serve the volume of public transport alone. Without
any consideration for the needs of taxis, lorries, private cars and
other miscellaneous vehicles, it has been shown that many surface
streets would not have adequate capacity by the design year unless
they were converted to limited access motorways. If the needs of
other vehicles are also allowed for, it could be concluded that the
additional road improvements would exceed the cost of the rapid
174
FURTHER PLANNING AND
DEVELOPMENT 12
1. The Passenger Transport Survey, this Mass Transport Study tion of this additional line. The Island Line has been designed so
and the Long Term Road Study together form a comprehensive that half of the service terminates at North Point and the other half
transportation study for Hong Kong. To fulfill its greatest potential, continues on to Chai Wan . The trains that terminate at North
such a study should be kept continuously updated . This can be Point could turn north on the new line and operate to Kwun Tong.
accomplished with a periodic review of travel patterns, population, This may tend to overload the Island Line through North Point and
employment and other parameters. This process of review should Wan Chai but, with alternative routes available, the passenger
be on a scheduled basis and whenever significant changes in trends loads should distribute themselves over all lines. The risk of over
are found, the recommendations and plans should be modified loading is however another example of the kind of thing that should
accordingly. An example would be to amend the time schedule be rechecked in a future study, before a decision is taken.
for construction of the Sha Tin rapid-transit line, if Sha Tin grows
faster or more slowly than the present population estimates indicate. 6. Central District to Aberdeen Line - Systems 1 , 2 and 2A were
designed to provide a public transport connection to Aberdeen
2. Although a comprehensive transportation study can, for a with buses in a road tunnel under Middle Gap but, in System 3, a
time, be kept up-to-date by continuous checking and review, it rapid-transit line was included between Admiralty Station and
will eventually become obsolete due to the accumulation of changes Aberdeen. This line attracted approximately 300,000 trips per day in
in development patterns, and because relationships that must be the design year. Since many of these trips were induced by the better
forecast at one time can be accurately measured later. Therefore, service, this line was not recommended, but consideration could
it is recommended that the complete study be repeated in essence be given to its construction if traffic congestion begins to occur on
about 10 years hence. By that time the first stage of the rapid the roads between the north and south sides of the Island. Admiralty
transit system should be in operation ; the Cross-harbour and Lion Station has been designed in such a way that either the whole of
Rock Tunnels should both have been open to traffic for some years the Tsuen Wan Line service, or half of it, can be extended to
and many other road improvements should be completed ; Tsuen Aberdeen .
Wan should be reaching its full development and the Castle Peak 7. Tsuen Wan to Castle Peak Line — A line joining these two
and Sha Tin New Towns well under way ; sizeable increases in new towns was also included in System 3. It was designed as a con
population should have also occurred in Aberdeen , Chai Wan , Ho
tinuation of the Tsuen Wan Line and was routed by way of the
Man Tin , Kwun Tong and Ma Yau Tong. Yuen Long Valley. The design -year traffic assignments resulted in
3. A great amount of time and effort was expended in the approximately 300,000 trips per day between Tsuen Wan and Yuen
present study establishing fundamental procedures, methods, re Long and a little less than 200,000 between Yuen Long and Castle
lationships, control totals and points of reference. These need only Peak. This line was not recommended since assignments to the
be checked for validity in the future. Also, if the present study is other systems show that the design-year traffic volumes can be
continuously kept up -to - date, much of the basic data will be available accommodated with express buses on the proposed Castle Peak
for use in a future study. It will thus be possible to execute the next Road (250 buses during the peak hour in the direction of heaviest
comprehensive study with less effort and expense. One exception flow ). However, the population projections for Castle Peak indicate
will be that complete origin and destination surveys should be that it will continue to grow beyond the design year, so it is probable
conducted in the New Territories. The travel survey phase of the that a rapid-transit line will be needed at a later date.
present study did not include these, as there was insufficient develop 8. Although it would be possible to extend the Tsuen Wan Line
ment to produce reliable results for a reasonable survey cost. The to Castle Peak, the estimated traffic volumes indicate that this would
anticipated growth of population and employment will make this cause the line to be overloaded through Lai Chi Kok and Sham Shui
work worthwhile in the future.
Po and possibly in the Nathan Road corridor. Moreover, the type
of rolling stock, with very limited seating and high standing capacity
EXTENSIONS TO THE RAPID - TRANSIT required for urban service, is inappropriate for the relatively long
SYSTEM journey to and from Castle Peak. Therefore, consideration should
be given to the possibility of constructing a line from Castle Peak
Several rapid-transit lines, beyond those included in the
to the urban area by way of Tai Po and Sha Tin . This would not
recommended system, were tested in System 3 with traffic assign provide such a direct service between Castle Peak and the urban
ments. Three of these attracted enough traffic to warrant further
area, but it would probably be cheaper, result in better service
consideration, namely a line joining North Point and Kwun Tong,
within the New Territories and provide an opportunity to route
a line joining the Central District and Aberdeen and a line joining
Tsuen Wan and Castle Peak . goods from the Kowloon-Canton Railway to Castle Peak.
-
5. North Point to Kwun Tong Line —- The assignments revealed NEW TOWN INTERNAL CIRCULATION
that by the design year, there could be as many as 400,000 trips per PLANS
day on a rapid-transit line between North Point and Kwun Tong.
Many of these trips have been induced by better public transport 9. No detailed investigations of travel in the new towns have
connections but most of them are trips that were routed via Kowloon been made. However, the area-wide travel projections do provide
and Wan Chai in other networks . If, in the future, the volumes some information upon which gross estimates of travel needs can
through Kowloon on the Kwun Tong and Sha Tin Lines begin to be made. Table 92 shows the estimates of internal trips and trips
exceed the capacity, consideration should be given to the construc originating and ending in each New Town.
175
DESIGN YEAR NEW TOWN DAILY PUBLIC
TRANSPORT TRIPS
TABLE 92 12. Tsuen Wan Some of the internal circulation in Tsuen Wan
INTERNAL TO INTERNAL TO can be accommodated by travel between the five stations on the
NEW TOWN INTERNAL EXTERNAL recommended rapid - transit line , but the physical shape of the
TOTAL TRIPS
TRIPS TRIPS area to be served , combined with the large amount of proposed
Tsuen Wan ( including Tsing development on hillsides , limits the possibility of any one line
Yi & Kwai Chung) being able to do the job .
Sha Tin
549,000 853,000 1,402,000
Castle Peak 161,000 581,000 742,000 13 . Figure 79 is a generalised land- use plan for the Tsuen Wan
256,000 304,000 560,000 area including Tsing Yi Island . It shows the residential, industrial
and commercial/Government/ institutional areas. Areas within a
10. This gives some indication of the number of public transport
trips for which provision will need to be made on internal transport
networks in the design year . Some of the internal to external trips
quarter mile of proposed rapid- transit stations have been shaded
to indicate the portion of the development considered to be within
walking distance of rapid transit. Although local bus routes radiating
E
will , however, have direct access to through services and will not from the rapid - transit stations could serve the remainder of the
need to be provided for on the internal routes .
area, it is doubtful if they would be adequate on full development .
To put these numbers into perspective, the number of trips 14. Consideration should be given to an additional grade
forecast for Tsuen Wan is nearly as great as the present total public separated facility to serve the large industrial and residential areas
transport trips in Kowloon ( 1,560,000) and exceeds the present not accommodated by rapid transit. An elevated busway of the
number on the Island ( 1,010,000 ). The Sha Tin and Castle Peak
type currently in test operation in Pittsburgh , Pennsylvania , or
trips each exceed the present number of trips on the Hong Kong possibly a monorail , might serve this need . Another possibility would
Tramways ( 500,000 ) and on the China Motor buses (510,000). be a tramway operating partly at grade in an exclusive right of way
and partly on elevated structure . If construction could be
CO
176
N
RAPID TRANSIT ROUTE
AND STATION
RAPID TRANSIT
SERVICE AREA
ITI
RESIDENTIAL AREA
COMMERCIAL
GOVERNMENT AREA
INSTITUTIONAL
INDUSTRIAL AREA
0 1.000 2,000 3,000 4,000
MAP SCALE IN FEET
GENERALISED TSUEN WAN AREA
79
: LAND- USE PLAN
177
།།
N
기
RAPID TRANSIT ROUTE
AND STATION
RAPID TRANSIT
SERVICE AREA
III
RESIDENTIAL AREA
COMMERCIAL
GOVERNMENT AREA
INSTITUTIONAL
깁 0 1,000
INDUSTRIAL
2,000 3,000
AREA
4,000
MAP SCALE IN FEET
GENERALISED SHA TIN
17 AREA LAND- USE PLAN 80
ordinated with the development of the rapid-transit line on Hong an additional grade separated public transport line to serve the
Kong Island, then some of the existing tram equipment could be used developments in the southwest and the northeast. Such a line
in Tsuen Wan when the need for it diminishes on the Island . A single could connect with the rapid -transit line at the Shan Ha Wai Station .
route serving the industrial areas in the northwest, the residential It, too , might be designed as an elevated busway, a monorail or a
areas in the north and east and the industrial area on the east side tramline on an exclusive right of way.
of Tsing Yi Island should attract sufficient traffic to enable the
17. Castle Peak — No rapid-transit line has been designed for
-
remainder to be adequately handled by buses. Such a line should
connect with either the Tsuen Wan or the Kwai Chung rapid this New Town. However, the distribution of development, shown
transit station , or both . in Figure 81 , indicates that an " S " shaped rapid-transit line with
five stations, would serve a large proportion of the internal travel .
15 . Sha Tin - This new town , like Tsuen Wan , is served by five
-
Local buses circulating throughout the area and possibly a tramline
rapid-transit stations on the recommended system . Its geographic on the eastern railway reserve, may then be adequate to serve the
shape makes service by one line more feasible but the presence of remainder of local travel needs.
a large water channel and the location of large open spaces, limits
the extent of development that can be served directly by each IN RETROSPECT
station . Generally, the major traffic flow will be on the northeast
southwest axis of the community which is the general alignment 18. The completion of this study is the first positive step in the
of the rapid -transit line as shown in Figure 80. long term planning and development of mass transport for the
Colony. Plans of the type presented herein should not be considered
16. A detailed analysis of travel desires may show the need for final. They must be constantly reviewed, modified and extended
178
N
RAILWAY RESERVE
III
RESIDENTIAL AREA
COMMERCIAL
GOVERNMENT AREA
INSTITUTIONAL
INDUSTRIAL AREA
0 1.000 2,000 3,000 4,000
MAP SCALE IN FEET
GENERALISED CASTLE PEAK AREA LAND- USE PLAN 81
to fit changing conditions. Whilst such changes will normally not of which were constructed in the last century, are being improved
be expected to impair the broad objectives of the plan, the pro and expanded continuously. There is no reason to believe that
cedures used lend themselves to continuous updating, and informa conditions will be any different in Hong Kong .
tion has been presented that will enable the effects of changing
developments to be perceived and assessed . 21 . Now that the first step in the transportation planning
process will, with the submission of the Long Term Road Study
19. Long-range projections in a growing community such as Report, soon be completed , attention should be directed to detailed
Hong Kong are prone to many uncertainties. The recommended transport planning in redevelopment areas and new towns. Much
plans are based on the best estimates that can now be made and remains to be done in the fields of road plans, transit routing,
any substantial changes may dictate the need for re-study of some terminal facilities and parking.
conclusions and recommendations. In most cases, departures from
projected growth trends will not call for major changes in the
plans, although they may require adjustments in the priorities and
schedules. The recommendations have been developed with flexibility
in mind. They can and should be expanded or contracted as modifica
tions dictate changes in basic assumptions.
20. Obviously , growth will not end abruptly in the design year.
At that time need for expanding traffic services should be as great
as at present. The various rapid-transit systems of the world , some
179
---
0
ENGINEERINC Ronny
APPENDIX A
EXISTING TRANSPORT suburban lines is the 6.4 -mile Sham Shui Po Ferry - Tsuen Wan
Ferry route.
1. A large amount of information about existing public transport
has been gathered and tabulated. The most important is summarised 6. One of the factors which reduces the productivity of the
in Chapter 2 of this report. This appendix contains some additional Kowloon Motor Bus Company's services in the New Territories is
text on operating characteristics and some additional tabulations of the large number of New Territories " taxicabs" and " dual-purpose
transport data. vehicles " operating competitive services. While these reach certain
areas and perform some types of service not provided by the Kowloon
OPERATING CHARACTERISTICS Motor Bus Company, a large part of the operation is directly com
2. The seven scheduled public transport undertakings operate petitive. The New Territories' " taxicabs" and " dual- purpose vehicles "
1,764 passenger vehicles on 121 routes, covering 782 one-way route do not pay 20 per cent of their gross revenues to the Hong Kong
miles, of which 592 miles are on land and 190 miles over water .
Government as royalties, as does the Kowloon Motor Bus Company.
Approximately 81 per cent of the passengers are carried by the three 7. China Motor Bus Company – China Motor Bus Company is,
bus and tram companies, 18 per cent by the two ferry companies on the basis of gross revenue and number of passengers, the second
and I per cent by the Kowloon -Canton Railway and the Peak Tram. largest transport undertaking in Hong Kong. It operates in the 13.5
square mile urban area of Hong Kong Island, and between the urban
3. Kowloon Motor Bus Company - This company operates two
-
and suburban areas of the Island. Table A - 2 summarises the different
distinct types of service. The principal one is an urban service within
the 15.5 square mile area of Kowloon , and the other is a suburban types of operation . The 14 routes which serve the urban area cover
service between Kowloon and the various points in the New Terri 88.5 per cent of the total passenger movement and utilise over 80
tories, as well as between points within the latter. Table A- l sum per cent of the buses and bus miles. Another seven routes connecting
the urban and suburban areas account for 9.5 per cent of the total
marises the character of this operation. It shows that within the passengers, but require 18 per cent of the total bus miles. Three
urban area 70 per cent of its buses and 62 per cent of its miles of
service were employed to accommodate 88 per cent of its total short routes operate wholly within the suburban area and amount
to approximately two per cent of the total operation . This company
passengers.
also has five routes on which partial or occasional services are
KOWLOON MOTOR BUS ROUTE, VEHICLE operated, but these are a negligible part of their total operations.
AND PASSENGER DATA
Month of December 1965 TABLE A- 1 CHINA MOTOR BUS ROUTE, VEHICLE
AND PASSENGER DATA
PASSENGERS Week of October 10-16, 1965 TABLE A-2
NUMBER ONE-WAY NUMBER( 1 ) BUS MILES Per
AREA SERVICE OF ROUTE OF Per Per
ROUTES MILES BUSES Number Cent Number Cent Bus
Mile REVENUE
NUMBER ONE-WAY NUMBER (1) BUS MILES PASSENGERS
( Thou (Thou AREA SERVICE OF ROUTE OF Per
sands) sands) ROUTES MILES BUSES Number Per Per
Cent Number Cent
Bus
Mile
Urban Kowloon 39 168 585 2,458 62 46,213 88 18.8
(Thou (Thou
New Territories : sands) sands)
a . Between Kowloon
and New Territories 162 153 902 23 2,976 5.6 3.3 Urban 14 58 272 265.6 80 2,993 88.5 11.3
b. Within New Between Urban and
Territories 14 88 98 590 15 3,392 6.4 5.7 Suburban 7 42 47 61.0 18 326 9.5 5.3
Suburban 3 9 7 7.7 2 59 2 7.7
c . Subtotal 25 250 251 1,492 38 6,368 12 6.4
Partial or occasional
services 5 26 3 0.7 3 0.4
TOTAL 64 418 836 3,950 100 52,581 100 13.3
TOTAL 29 135 329 335.0 100 3,381 100 10.1
( 1 ) Does not include spares.
( 1 ) Does not include spares.
4. A detailed study and analysis was made of each of the 64
routes of the Kowloon Motor Bus Company. The average length of 8. A detailed analysis of each of the routes was made. The average
urban routes is 4.3 miles, the longest route being 7.5 and the shortest lengths of the urban routes is 4.1 miles and of the urban-suburban
II miles. The highest percentage of the total passengers carried on routes 6.1 miles. The suburban routes average less than three miles
any single route is 4.7 per cent on the Jordan Road Ferry -Lai Chi each . The longest urban route is Cleverly Street-Shau Kei Wan ,
Kok Line. The number of revenue passengers per mile ranges from which is 6.4 miles in length and substantially parallels the tram line.
a high of 33.3 on the short Chuk Yuen - Tsz Wan Shan Line to a
low of 9.1 passengers per mile on the Star Ferry-Yau Yat Tsuen 9. Hong Kong Tramways Company Limited – The Hong Kong
route .
Tramways Company's operation, which began in 1902, consists of
three short routes wholly within the urban area. These lines operate
5. The average length of the New Territories routes is 10 miles. on an overlapping basis between Kennedy Town and Shau Kei Wan ,
The Il routes which operate between urban Kowloon and the New with one branch going around the Happy Valley race course. The
Territories are longer, averaging nearly 15 miles, while the services tram routes serve the most densely populated section of the city.
operating between points within the New Territories average 6 On an average day, 157 of the company's 162 motor cars operate
miles. The longest single route is between Jordan Road Ferry and during the peak hours and approximately 150 during the mid-day.
Yuen Long, a distance of 25 miles. The shortest of the urban As shown in Table A-3 the number of passengers per car mile is
181
approximately 25. This extremely high figure ' is indicative of full prise a total of 23 one-way route miles, the shortest route being
loading throughout the day, and a frequent turnover of passengers. 1.4 miles and the longest being 3.1 miles. The Jubilee Street -Jordan
Road Ferry operates at nine minute intervals, and all other lines run
HONG KONG TRAMWAYS ROUTE, VEHICLE on a 10-minute headway except the Wilmer Street-Sham Shui Po
AND PASSENGER DATA
route, which has aa basic headway of 12 minutes. The average running
Week of October 10-16 , 1965 TABLE A-3
speed of the cross - harbour ferries is 8.7 miles per hour, ranging
from a low of 6.9 to a high of 9.5. The ferries which traverse the
ITEM NUMBER
most crowded sections of the harbour at right angles to heavy
Number of routes
shipping movements operate at the slowest speeds.
3
One -way route miles 16 15 . As shown in Table A-5 the Il cross-harbour routes account
Number of cars operated 157 peak , 150 base for 95.5 per cent of the total passengers carried by this company.
Car miles (thousands) 145 The cross -harbour lines average 180 passengers on each one -way
Revenue passengers (thousands) 3,572 trip, ranging from 272 to 36 per trip.
Revenue passengers per car mile 24.6
HONGKONG AND YAUMATI FERRY ROUTE,
VEHICLE AND PASSENGER DATA
10. Peak Tramways Company Limited - The oldest of the existing
-
TABLE A-5
Month of October, 1965
scheduled public transport services is the Peak Tramway, which is a
funicular railway operating up the northern slope of Victoria Peak, URBAN SUBURBAN
ITEM TOTAL
a distance of 0.8 miles. This service was begun in May, 1888 , and made Cross - harbour Outlying Districts
possible the development of the Peak and mid-level districts as
residential areas. The elevation at the lower (Garden Road ) station Number of routes 10 21
is 80 feet above sea level , and the upper station (Victoria Gap) is One -way route miles 23 164 187
1,305 feet. The steepest part of the track has a gradient of 1 in 2. One -way trips :
74
Number (thousands)
11 . This unusual incline railway is an integral and important Per cent 94 S56 79
100
part of the public transport service, even though its lower station is Vehicle miles :
Number (thousands) 149
a quarter- mile uphill from the central city and from other transport Per cent 75
50
25
199
100
lines. One of Hong Kong's best known tourist attractions, it is
Passengers carried :
used by large number of tourists and sightseers every day. While Number ( thousands) 12,768 599 13,367
roads are now available for travel to the peak by private car or bus, Per cent 95.5 4.5 100
Per one-way trip 173 120 170
the road distance between the upper and lower Peak Tram stations Per vehicle mile 86 12 67
is more than three miles as compared to less than one mile on the
Peak Tram route.
12. Because of the single cable system on which it operates, 16. The 10 routes to the outlying areas, which accommodate
no more than two cars can be used . However, through operation the remaining 4.5 per cent of the Yaumati Ferry traffic, average 16
of its " fast" service, its capacity can be expanded greatly above its miles, the shortest route being the Tsuen Wan service of 7.5 miles
present average loading. This can be done by increasing the speed and the longest being the two Tai O services of 32.8 and 28.6 one -way
of the engine and by reducing the time in stations at each end. The route miles. Service frequency on the Tsuen Wan route is 30 minutes
" fast" operation increases the average operating speed from 3.3 and on all the other routes from 2 to 22 trips per day. Some of the
to 6.7 miles per hour. outlying ferry routes average slightly over 10 miles per hour and
13 . In 1965 the average number of daily passengers was 5,600 the average speed for all these routes is 8.3 miles per hour. The
and 16,200 passengers were accommodated in 19 hours on the maxi number of passengers per trip on the outlying services is much
mum day. The operating characteristics of the Peak Tram are shown lower than on the cross -harbour lines, and average 122 per one-way
in Table A - 4 . trip, with a high of 206 to a low of 13 .
17. Ferry vessels seating an average of 650 persons are normally
PEAK TRAMWAY ROUTE, VEHICLE
AND PASSENGER DATA used within the harbour limits, while smaller vessels averaging 360
Year Ended March 31 , 1965
seats each are licensed for use in the outlying district services. Because
TABLE A - 4
of the difference in vehicle size, the numbers of passengers per
ITEM NUMBER
vehicle mile or per trip are not comparable between the two areas.
However, the figures do indicate the relative utilisation and revenue
Number of routes productivity of the urban cross-harbour services and the outlying
One-way route miles 0.83
routes. The cross-harbour routes averaged 86 passengers per vehicle
Cars :
mile, while the lines to the outlying areas averaged only 12. The
Owned 3 highest number of cross -harbour passengers per mile was 181 on
Scheduled 2 the Jubilee Street- Jordan Road passenger route while the highest
Car Miles 47,572 on the outlying area services was 18 per mile on the Tsuen Wan
Car Hours ( estimated) 11,680 Line .
Revenue passengers : 2,060,724
Per car mile 43
18 . Apportionments of revenues and expenses of the vehicular,
Per car hour 176 cross-harbour and outlying district passenger ferry services indicate
that the latter are operated at a substantial deficit . During 1964,
receipts from the outlying district ferries, including an apportionment
14. Hongkong and Yaumati Ferry Company - In terms of passengers
-
of miscellaneous revenues, amounted to $3.9 million , while operating
carried , the Hongkong and Yaumati Ferry Company is the fourth expenses exclusive of royalties and profits taxes, amounted to
largest public transport organisation . It operates II cross -harbour approximately $5.5 million . While constituting an important service
passenger routes and 10 routes to outlying areas. Two of the cross to the public, and one which will become increasingly essential in
harbour services are vehicular ferries but a substantial number of the future, a large part of the cost of operating the outlying ferry
riders are carried on these , both as passengers in cars and goods services is presently being paid out of revenues from the more
vehicles and on the passenger decks. The cross-harbour lines com profitable vehicular and cross -harbour lines.
182
19. Star Ferry Company - The Star Ferry Company operates two 25 . The 22 -mile route of the British section of the Kowloon
passenger ferry services between Central District and Kowloon . Canton Railway used 70 passenger carriages and operated 2,956,000
Its principal , and until 1965 its only route was between Edinburgh passenger car miles in the year ending 31 March 1966 as shown in
Place and Tsim Sha Tsui. This is the shortest and most direct water Table A - 7 . Since riding between the two stations within urban
connection between the central areas of Hong Kong Island and Kowloon is negligible, the railway services are utilised primarily
Kowloon . This 0.8 mile route runs at 2.5 to 5 minute intervals, for travel between Kowloon and suburban stations in the New
and is the most heavily patronised of all ferry routes, averaging Territories .
507 passengers per one-way trip.
KOWLOON-CANTON RAILWAY ROUTE,
20. Star Ferry Company's second route, a 2.1 mile service VEHICLE AND PASSENGER DATA
between Edinburgh Place and Hung Hom, was instituted in August Year Ending 31 March 1966 TABLE A-7
1965. This line offers 7 to 12 minute headways, and averaged 221
passengers per one-way trip as shown in Table A - 6 . The Hung Hom ITEM NUMBER
Line carries about 15 per cent of Star Ferry Company's passengers.
Number of routes 1
STAR FERRY ROUTE, VEHICLE AND PASSENGER DATA
One-way route miles:
Month of October, 1965 TABLE A-6
19.9
Kowloon to Sheung Shui
Sheung Shui to Lo Wu 2.1
ROUTE
ITEM Edinburgh Place Edinburgh Place Total 22.0
Tsim Sha Tsui Total
Hung Hom
Car miles 2,956,000
One-way route miles 0.8 2.1 2.9
Passengers carried :
One-way trips : Kowloon -Sheung Shui 8,536,000
Number 8,153 3,224 11,377 Lo Wu 911,100
Per cent 72 28 100
Vehicle miles : 9,447,000
Number 6,522 6,863 13,385
Per cent 49 51 100 Revenue passengers per car mile 3.2
Passengers carried :
Number 4,137,000 711,000 4,848,000
Per cent 85 15 100 26. Third -class passengers, who travel at one half the first class
Per one -way trip 507 221 426
Per vehicle mile 634 104 362 rate, constitute 68 per cent of all railway passengers. Students, the
second largest group, are 20 per cent. The remaining 12 per cent,
in order of importance, are second-class riders, first -class riders
21 . On May 2nd , 1966, the Government authorised the Star and special ticket holders.
Ferry to put into effect the first fare rise in Hong Kong for more 27 . While accounting for only 21 per cent of the Railway's train
than 20 years. The increase , however, was limited to first -class mileage, goods trains produce 47 per cent of its gross revenue, and
cash and monthly ticket fares. The second class, children's and all the net profit, since passenger services operate at a small loss.
students' rates remained unchanged . As a result, a substantial The goods train services, bringing in food and other commodities
number of passengers shifted to the second -class deck for which from China, are of vital importance to the Colony and its commerce.
the fare remained at 10 cents. Surveys made by the Passenger Since both operate over the same single track line, goods trains
Transport Survey Unit indicate that 54 per cent of the passengers limit the expansion of the passenger services.
used first - class accommodations before the fare rise: Immediately
after the fare rise this proportion dropped to 39 per cent, 10 months 28. The track and roadway facilities consist of 22 miles of main
later rising to nearly 41 per cent. Total patronage in the first 10 line operating track, 7 miles of station sidings and spurs, 2 miles of
months after the fare rise declined by 1.0 per cent on all services ; goods yard and customer sidings, and 3.5 miles of yard and workshop
3.3 per cent on the Hung Hom route, but only 0.6 per cent on the sidings, making a total of 34.5 miles of single track. Five miles of the
main Tsim Sha Tsui Line. Because of the shift of passengers to second main line are within urban Kowloon . Two miles of the line are in
class the average fare remained at the same level of about 15 cents tunnel . The track is standard 4 - foot 8.5-inch gauge, with 95-pound
per passenger. rail . Of aa total of 22 road intersections, 7 are level crossings and the
remaining 15 are separated from the motor roadway level.
22. Kowloon -Canton Railway - Although the Government railway
-
accounts for less than one per cent of the total passenger transport
movement within the Colony, its facilities and services are an im
portant component of the transportation system .
23 . Kowloon-Canton Railway passenger trains serve both as a
local suburban commuter line within the Colony, and as a link
with the Chinese railway system to Canton and thence over the
entire mainland China intercity railway system . No through passenger
trains, however, operate across the Chinese border, and inter
national passengers walk from the Lo Wu terminus of the British
section across the international border, to board Chinese Railway
trains .
24. More than 90 per cent of the passengers handled by the
Kowloon - Canton Railway are local commuters between Kowloon
and various stations in the New Territories. Since both classes of
passengers are handled on the same trains it is not possible to
evaluate the car mile -passenger ratios separately for the internal
commuters. Of the 9,447,000 annual passengers in the 12 months
ending 31 March 1966, 911,100 or 9.6 per cent, represent passengers
to or from the border station at Lo Wu. Some of these are passengers
to Lo Wu only and do not cross the border.
183
ANNUAL DISTRIBUTION OF PASSENGERS TABLE A - 8
THOUSANDS OF PASSENGERS PER YEAR
UNDERTAKING
1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966
Kowloon Motor Bus Company 203,246 223,199 244,088 270,084 291,547 322,077 381,711 435,515 481,569 515,172 548,151 593,221 643,120
China Motor Bus Company 55,950 65,047 67,921 72,091 79,609 87,180 106,574 120,120 134,196 143,026 158,668 169,256 186,561
Hong Kong Tramways Company 141,613 145,958 157,919 167,449 173,507 172,763 175,814 180,585 189,000 190,920 182,966 181,767 181,589
Hongkong & Yaumati Ferry Company 75,897 78,396 83,016 86,909 95,640 97,186 102,271 106,765 116,227 126,991 145,042 155,499 161,074
Star Ferry Company 34,500 35,068 36,374 37,594 36,325 37,041 39,494 41,864 46,630 49,196 50,605 54,491 56,332
Kowloon -Canton Railway 3,364 3,441 3,017 4,531 4,585 5,087 5,766 5,860 6,147 7,271 7,882 8,436 8,733
Peak Tramways Company 1,890 1,956 1,866 1,939 1,939 1,822 1,841 1,831 1,975 2,110 2,234 2,025 2,174
TOTAL 516,460 553,065 594,201 640,597 683,152 723,156 813,471 892,540 975,744 1,034,686 1,095,548 1,164,695 1,239,583
DAILY FLUCTUATION OF PUBLIC TRANSPORT RIDING VOLUME OF VEHICLES AND PERSONS
Typical Week — 1965 TABLE A - 9 7:00 A.M. to 10:00 P.M. - Typical Weekday, October 1965 TABLE A- II
UNDERTAKING PER CENT OF TOTAL WEEKLY PASSENGERS
Sunday Monday Tuesday Wednesday Thursday Friday Saturday
Eastern End Corridor - Victoria Central District(1)
Kowloon Motor Bus 15.4 14.2 13.8 13.9 13.6 14.0 15.1
China Motor Bus 13.7
VEHICLES PERSONS AVERAGE
14,1 14.1 14.0 14.2 14.2 15.7 TYPE OF
13.9 14.2 14.1 13.9 Per Cent Per Cent PERSONS
Hongkong Tramways 14.4 14.4 15.1 VEHICLE Number Number
Yaumáti Ferry 14.9 14.1 13.7 13.7 14.0 16.2 of Total of Total PER VEHICLE
13.4
Star Ferry 10.9 14.5 14.2 14.4 14.1 15.3 16.6
Kowloon -Canton Private cars 58,638 54.7 104,962 17.8 1.79
Railway 25.8 9.6 10.7 12.5 10.8 15.0 15.6
Peak Tramways 19.7 10.3 12.1 14.1 14.0 15.6
Motor cycles 3,956 3.7 4,5 0.8 1.16
14.2
AVERAGE OF ALL Goods vehicles 11,179 10.4 29,848 5.1 2.67
UNDERTAKINGS 14.8 14.1 13.9 13.9 13.7 14.2 15.4 Taxis 25,134 23.5 53,033 9.0 2.11
Subtotal 98,907 92.3 192,432 32.7 1.95
Buses and trams 8,212 7.7 395,956 67.3 48.22
TOTAL 107,119 100.0 588,388 100.0 5.49
Nathan Road Corridor - Kowloon(2 )
HOURLY FLUCTUATIONS OF PUBLIC TRANSPORT RIDING VEHICLES PERSONS AVERAGE
Typical Weekday - October 1965 TABLE A- 10 TYPE OF PERSONS
Per Cent Per Cent
VEHICLE Number Number
of Total PER VEHICLE
of Total
PER CENT OF TOTAL DAILY PASSENGERS
HOUR East of Central District Nathan Road Private cars 17,391 28.9 31,999 6.4 1.84
From - To Hong Kong Island Kowloon Cross-harbour
Motor cycles 1,957 3.3 2,368 0.5 1.21
Bus Tram Total Bus Ferry
Goods vehicles 15,456 25.7 54,096 10.8 3.50
Taxis 18,084 30.1 33,275 6.6 1.84
12-1 A.M. 0.9 0.5 0.7 1.8 1.3
1-2 0.2 0.1 0.3 0.2 Subtotal 52,888 88.0 121,738 24.3 2.30
-
2-3 75.7 53.03
Buses 7,192 12.0 381,399
3-4
4-5 TOTAL 60,080 100.0 503,137 100.0 8.02
-
5-6 0.1 0.1 0.1 0.1
6-7 0.8 1.3 1.1 2.1 1.6
7-8 7.3 5.8 6.5 6.5 7.9 Prince Edward Road Corridor - Kowloon ( 3)
8-9 8.2 6.5 7.3 6.3 8.9
VEHICLES PERSONS AVERAGE
9-10 6.8 6.1 6.4 5.2 6.6 TYPE OF
PERSONS
10-11 4.5
VEHICLE Number Per Cent
of Total
Number Per Cent PER VEHICLE
4.5 5.3 4.9 5.4 of Total
11-12 Noon 4.1 5.2 4.6 4.5 4.9
12-1 P.M. 6.7 5.8 6.2 5.7 4.9 Private cars 22,594 42.0 41,573 8.6 1.84
1-2 7.0 6.1 6.5 6.3 4.3 Motor cycles 1,952 3.6 2,362 0.5 1.21
2-3 5.7 6.2 6:0 5.8 5.2 Goods vehicles 16,751 31.1 58,629 12.1 3.50
3-4 4.8 6.3 5.6 5.2 5.2 Taxis 6,761 12.6 12,440 2.6 1.84
4-5 7.9 6.6 7.2 6.5 5.6
Subtotal 48,058 89.3 115,004 23.8 2.39
5-6 8.6 7.5 8.0 7.3 8.0
6-7 7.7 7.6 7.7 7.0 7.4 Buses 5,766 10.7 368,260 76.2 63.90
7-8 5.5 7.3 6.5 5.9 6.0 TOTAL 100.0 100.0 8.66
53,824 483,264
8-9 3.8 5.1 4.5 5.4 4.9
9-10 4.1 5.0 4.6 5.7 3.9 SOURCE : PTSU counts on cars, motor cycles, taxis and goods vehicles; study scaff counts on
buses and trams. All vehicles include drivers and attendants.
10-11 3.5 3.1 3.3 4.1 4.6
( 1 ) Includes all motor vehicles entering and leaving Central District via Harcourt, Queen's Road
1.9 2.6 2.2 3.8 3.1 East and Garden Road .
11-12 Midnight
( 2 ) Includes all motor vehicles in both directions on Nathan Road, Shanghai and Reclamation
100.0 Streets near Waterloo Road in centre of Kowloon .
TOTAL DAY 100.0 100.0 100.0 100.0
(3) Includes all motor vehicles in both directions on Prince Edward Road at Ma Tau Wai Roundabout
in Kowloon .
184
OPERATING RESULTS FOR YEAR ENDING 31 MARCH 1966
Kowloon - Canton Railway (British Section ) TABLE A- 12
PER
AMOUNT
ITEM
Total Goods
PASSENGER
Passenger CAR MILE
( Thousands ) (Cents)
Operating Revenues:
Passenger $ 7,455 $ 7,455 78.9
Goods 7,035 $ 7,035
Miscellaneous 776 107 669 7.1
Total $ 15,266 $ 7,142 $ 8,124 86.0
Operating Expenses:
Traffic and other
operations 7,732 1,760 5,972 63.2
Depreciation 1,617 381 1,236 13.1
Payments to government 574 208 366 3.9
Total $ 9,923 $ 2,349 $ 7,574 80.2
Net Operating Revenue 5,343 4,793 550 5.8
Interest 865 433 432 4.6
Net Income 4,478 4,360 118 1.2
Income adjustments 28 14 14 - 0.1
Adjusted net income $ 4,450 $ 4,346 $ 104 1.I
Disposition of new Income :
Debt retirement 776 388 388 4.1
Surplus $ 3,674 $ 3,958 $ -284 -3.0
Passenger car miles 2,957
Revenue Passengers -
9,447
]
]
1
185
APPENDIX B
PLANNING CHARACTERISTICS Chapter 4 of this report. The same information is included in this
AND PROJECTIONS appendix in greater detail by sectors. The sector boundaries are
shown in Chapter 4.
Planning parameter information is summarised and discussed in
BASE - YEAR POPULATION BY HOUSE TYPE TABLE B- 1
HUAWLUI
SQUATTER RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
SECTOR Population Per Cent Population Per Cent Population Per Cent Population Per Cent Population Per Cent
А 6,290 0.33 6,290 0.18
B 14,890 2.85 1,650 0.23 3,700 1.37 208,880 10.76 229,120 6.62
С 1,530 0.29 34,400 1.77 35,930 1.04
D 8,530 0.44 8,530 0.25
E 22,360 4.28 2,600 0.36 54,670 2.82 79,630 2.30
F 18,750 3.59 159,350 8.21 178,100 5.15
G 12,910 2.47 23,600 8.77 59,840 3.08 96,350 2.79
н 73,670 14.09 290 0.04 13,030 4.84 25,240 1.30 112,230 3.24
I 31,040 5.94 12,240 1.68 6,790 2.52 12,310 0.64 62,380 1.80
J 9,250 1.77 7,990 0.41 17,240 0.50
K 1,580 0.30 650 0.03 2,230 0.06
4,580 0.87 49,840 6.85 430 0.02 54,850 1.59
ΟαφE
Hong Kong Subtotal
ΣΖΟα.
190,560 36.45 66,620 9.16 47,120 17.50 578,580 29.81 882,880 25.52
-
-
7,460 1.43 - -
227,350 11.71 234,810 6.79
15,450 2.96 250,020 12.88 265,470 7.67
8,560 1.64 20,840 2.87 46,570 17.30 101,000 5.20 176,970 5.12
101,360 19.39 152,110 20.92 53,590 19.90 175,450 9.04 482,510 13.94
20,360 3.89 17,440 0.90 37,800 1.09
122,160 23.37 274,160 37.71 70,610 26.22 47,410 2.44 514,340 14.87
56,840 10.87 114,870 15.80 20,920 7.77 13,730 0.71 206,360 5.96
T 7,470 1.03 -
220 0.01 7,690 0.22
Kowloon Subtotal 332,190 63.55 569,450 78.33 191,690 71.19 832,620 42.89 1,925,950 55.66
Urban Area Subtotal 522,750 100.00 636,070 87.49 238,810 88.69 1,411,200 72.70 2,808,830 81.18
11
New Territories 90,980 12.51 30,460 11.31 479,370 24.70 600,810 17.36
Islands -
50,540 2.60 50,540 1.46
COLONY TOTAL 522,750 100.00 727,050 100.00 269,270 100.00 1,941,110 100.00 3,460, 180 100.00
11121311
DESIGN - YEAR POPULATION BY HOUSE TYPE TABLE B - 2
MULUI
RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
SECTOR
Population Per Cent Population Per Cent Population Per Cent Population Per Cent
A 10,220 0.4 10,220 0.1
B 26,630 227,170 7.5 253,800 3.7
ີ້
gຕ8ືໍ່ໍ່LLL
1.1
ຊ:ຂອມ
33,470 33,470 0.5
Lມອ
こ 6,700 0.2 6,700 0.1
E 22,080 1.9 60,690 2.0 82,770 1.2
F 151,090 5.0 151,090 2.2
G 18,560 1.6 132,430 4.4 150,990 2.2
H 17,860 43,200 3.8 48,400 1.6 109,460 1.6
40,820 100, 140 8.7 96,260 3.2 237,220 3.5
51,680 1.7 51,680 0.7
K 3,520 0.1 3,520 0.1
L 113,210 40,440 1.4 153,650 2.2
ΟαφE
ΣΖΟα
Hong Kong Subtotal 171,890 210,610 18.3 862,070 28.6 1,244,570 18.1
221,180 7.3 221,180 3.2
166,960 5.5 166,960 2.4
7,520 99,530 8.7 207,560 6.9 314,610 4.6
228,330 8.4 102,850 8.9 249,740 8.3 580,920 8.5
40,700 1.4 40,700 0.6
383,770 69,570 6.1 106,880 3.5 560,220 8.1
356,000 228,950 19.9 65,640 2.2 650,590 9.5
122,500 4.5 -
48,110 1.6 170,610 2.5
Kowloon Subtotal 1,098,120 40.6 500,900 43.6 1,106,770 36.7 2,705,790 39.4
Urban Area Subtotal 1,270,010 47.0 711,510 61.9 1,968,840 65.3 3,950,360 57.5
New Territories & Islands 1,432,810 53.0 437,360 38.1 1,047,370 34.7 2,917,540 42.5
COLONY TOTAL 2,702,820 100.0 1,148,870 100.0 3,016,210 100.0 6,867,900 100.0
186
ENGINEERING on an
1111111913
DESIGN-YEAR NEW TERRITORIES POPULATION BY HOUSE TYPE TABLE B - 3
RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
GENERAL AREA ZONE
Population Per Cent Population Per Cent Population Per Cent Population Per Cent
Junk Bay 911 7,250 1.7 31,440 3.0 38,690 1.3
912 23,500 2.2 23,500 0.8
Tsuen Wan 921 377,330 26.3 153,020 35.0 256,940 24.5 787,290 27.0
922 9,230 0.9 9,230 0.3
923 17,000 1.6 17,000 0.6
Tsing Yi 924 175,840 9,130 2.1 45,040 4.3 230,010 7.9
931 25,330 2.4 25,330 0.9
932 10,000 1.0 10,000 0.4
Castle Peak 933 516,100 115,520 26.4 63,380 6.1 695,000 23.8
934 39,000 3.7 39,000 1.3
Yuen Long 935 17,710 1.2 106,300 10.1 124,010 4.3
936 16,000 1.5 16,000 0.5
Sha Tin 941 345,830 119,520 27 . 124,650 11.9 590,000 20.2
942 16,480 1.6 16,480 0.6
943 10,000 1.0 10,000 0.4
Tai Po 951 32,920 7.5 47,080 4.5 80,000 2.8
952 4,000 0.4 4,000 0.1
953 500 0.0 500 0.0
Fanling 961 61,500 5.9 61,500 2.1
Sheung Shui 962 59,500 5.7 59,500 2.0
963 8,000 0.8 8,000 0.3
964 13,000 1.2 13,000 0.4
Islands 971 59,500 5.7 59,500 2.0
NEW TERRITORIES TOTAL 1,432,810 100.0 437,360 100.0 1,047,370 100.0 2,917,540 100.0
BASE -YEAR HOUSEHOLDS BY HOUSE TYPE TABLE B - 4
HUAWLUI
SQUATTER RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
SECTOR
Households Per Cent Households Per Cent Households Per Cent Households Per Cent Households Per Cent
1,820 0.42 1,820 0.26
2,790 2.82 250 0.19 580 1.36 39,160 9.10 42,780 6.06
с 330 0.34 6,400 1.49 6,730 0.95
D 1,580 0.37 1,580 0.22
3,660 3.71 410 0.30 10,350 2.41 14,420 2.04
3,850 3.90 39,220 9.12 43,070 6.10
-
2,230 2.26
. 9.47 21,250 27,500 3.89
4,020 4.94
12,040 12.19 80 0.06 1,960 4.62 11,180 2.60 25,260 3.58
5,170 5.23 2,260 1.68 1,140 2.68 2,060 0.48 10,630 1.51
J 1,600 1.62 1,660 0.38 3,260 0.46
K 260 0.26 170 0.04 430 0.06
780 0.79 8,920 6.61 130 0.03 9,830 1.39
ΣΖΟα
ΟαφE.
Hong Kong Subtotal 32,710 33.12 11,920 8.84 7,700 18.13 134,980 31.38 187,310 26.52
-
1,410 1.43 42,150 9.80 43,560 6.17
II
2,820 2.85 _ 48,240 11.22 51,060 7.23
1,220 1.24 3,640 2.70 7,040 16.58 19,370 4.50 31,270 4.43
19,090 19.33 30,200 22.38 8,440 19.88 33,330 7.75 91,060 12.89
3,840 3.89 3,120 0.73 6,960 0.99
24,550 24.85 49,400 36.62 11,240 26.47 11,170 2.60 96,360 13.65
S 11,680 11.82 21,420 15.88 3,210 7.56 920 0.21 37,230 5.27
T 1,450 1.47 - -
1,450 0.20
Kowloon Subtotal 66,060 66.88 104,660 77.58 29,930 70.49 158,300 36.81 358,950 50.83
Urban Area Subtotal 98,770 100.00 116,580 86.42 37,630 88.62 293,280 68.19 546,260 77.35
New Territories 18,320 13.58 4,830 11.38 122,080 28.38 145,230 20.56
Islands 14,730 3.43 14,730 2.09
COLONY TOTAL 98,770 100.00 134,900 100.00 42,460 100.00 430,090 100.00 706,220 100.00
187
DESIGN-YEAR HOUSEHOLDS BY HOUSE TYPE TABLE B - 5
RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
SECTOR
UWLUI
Households Per Cent Households Per Cent Households Per Cent Households Per Cent
38 = 248x257 % 85%が Nin} }
A 3,590 0.5 3,590 0.3
4,720 2.4 43,400 6.0 48,120 3.3
с -
7,940 7,940 0.5
D 2,840 0.4 2,840 0.2
E 4,850 2.4 13,520 1.9 18,370 1.3
F 31,180 4.3 31,180 2.1
3,350 1.7 43,320 6.0 46,670 3.2
H 3,390 0.6 7,310 3.6 10,600 1.4 21,300 1.5
1 7,370 1.4 16,610 8.3 17,630 41,610 2.9
J 13,200 1.8 13,200 0.9
K 1,050 0.1 1,050 0.1
21,480 4.1 -
12,180 1.7 33,660 2.3
ΟαφE
ΣΖΟα.
Hong Kong Subtotal 32,240 6.1 36,840 18.4 200,450 27.6 269,530 18.6
- -
50,990 7.0 50,990 3.5
37,110 5.1 37,110 2.6
1,730 0.3 16,920 8.5 42,950 5.9 61,600 4.2
46,500 8.9 18,450 9.2 54,150 7.5 119,100 8.2
10,170 1.4 10,170 0.7
74,780 14.3 12,120 6.1 22,280 3.1 109,180 7.5
69,530 13.3 39,750 19.9 12,430 1.7 121,710 8.4
22,480 4.3 -
26,440 3.6 48,920 3.4
Kowloon Subtotal 215,020 41.1 87,240 43.7 256,520 35.3 558,780 38.5
Urban Area Subtotal 247,260 47.2 124,080 62.1 456,970 62.9 828,310 57.1
New Territories and Islands 276,400 52.8 75,690 37.9 269,370 37.1 621,460 42.9
COLONY TOTAL 523,660 100.0 199,770 100.0 726,340 100.0 1,449,770 100.0
DESIGN-YEAR NEW TERRITORIES HOUSEHOLDS BY HOUSE TYPE TABLE B - 6
RESETTLEMENT GOVERNMENT AIDED OTHER TOTAL
GENERAL AREA ZONE
Households Per Cent Households Per Cent Households Per Cent Households Per Cent
Junk Bay 911 1,290 7,430 2.8 8,720 1.4
912 5,280 2.0 5,280 0.8
Tsuen Wan 921 70,490 25.5 26,290 34.8 73,310 27.2 170,090 27.4
922 2,300 0.9 2,300 0.4
923 5,380 2.0 5,380 0.8
Tsing Yi 924 32,260 1,680 11,950 4.4 45,890 7.4
931 7,180 2.7 7,180 1.2
932 2,790 1.0 2,790 0.4
Castle Peak 933 103,220 37.3 19,850 26.2 17,610 6.5 140,680 22.6
934 8,670 3.2 8,670 1.4
Yuen Long 935 3,670 1.3 23,310 8.7 26,980 4.3
936 4,490 1.7 4,490 0.7
Sha Tin 941 66,760 24.2 20,540 27.1 28,850 10.7 116,150 18.7
942 3,630 1.3 3,630 0.6
943 2,320 0.9 2,320 0.4
Tai Po 951 6,040 10,170 3.8 16,210 2.6
952 860 0.3 860 0.1
953 110 0.0 110 0.0
11
Fanling 961 15,810 5.9 15,810 2.6
Sheung Shui 962 15,420 5.7 15,420 2.5
963 2,270 0.8 2,270 0.4
964 2,880 1.1 2,880 0.5
Islands 971 17,350 6.4 17,350 2.8
NEW TERRITORIES TOTAL 276,400 100.0 75,690 100.0 269,370 100.0 621,460 100.0
188
BASE - YEAR EMPLOYMENT TABLE B - 7
MANUFACTURING RETAIL OTHER TOTAL
SECTOR
Number Per Cent Number Per Cent Number Per Cent Number Per Cent
MUW
9,180 1.60 5,950 4.23 82,490 12.45 97,620 7.09
UI
SY-
31,930 5.56 15,500 11.03 55,900 8.44 103,330 7.50
с 3,190 0.56 250 0.18 9,720 1.47 13,160 0.96
240 0.04 170 0.12 3,040 0.46 3,450 0.25
3,930 0.68 1,570 1.12 12,240 1.85 17,740 1.29
26,900 4.68 9,220 6.56 40,660 6.14 76,780 5.57
G 22,120 3.85 3,870 2.75 21,450 3.24 47,440 3.45
26,170 4.56 3,560 2.53 9,170 1.38 38,900 2.82
5,320 0.93 3,860 2.75 8,630 1.30 17,810 1.29
J 1,670 0.29 310 0.22 4,830 0.73 6,810 0.49
K 170 0.03 40 0.03 280 0.04 490 0.04
L 4,990 0.87 1,620 1.15 3,210 0.48 9,820 0.71
ΟαφE
ΣΖΟι
Hong Kong Subtotal 135,810 23.65 45,920 32.67 251,620 37.98 433,350 31.46
22,080 3.85 11,630 8.27 64,170 9.68 97,880 7.11
54,720 9.53 16,520 11.75 37,900 5.72 109,140 7.92
46,510 8.10 3,630 2.58 28,820 4.35 78,960 5.73
101,890 17.75 19,030 13.54 43,150 6.51 164,070 11.91
2,650 0.46 1,060 0.75 6,490 0.98 10,200 0.74
66,850 11.64 19,410 13.81 35,300 5.33 121,560 8.83
58,360 10.17 6,770 4.82 13,770 2.08 78,900 5.73
T 670 0.12 130 0.09 640 0.10 1,440 0.11
Kowloon Subtotal 353,730 61.62 78,180 55.61 230,240 34.75 662,150 48.08
Urban Area Subtotal 489,540 85.27 124,100 88.28 481,860 72.73 1,095,500 79.54
New Territories 79,590 13.86 15,050 10.70 170,850 25.79 265,490 19.28
Islands 5,000 0.87 1,430 1.02 9,820 1.48 16,250 1.18
COLONY TOTAL 574,130 100.00 140,580 100.00 662,530 100.00 1,377,240 100.00
DESIGN-YEAR EMPLOYMENT TABLE B - 8
AUAWLUI
MANUFACTURING RETAIL OTHER TOTAL
SECTOR
Number Per Cent Number Per Cent Number Per Cent Number Per Cent
7,450 0.7 13,570 3.9 160,580 12.4 181,600 6.7
26,020 2.4 12,630 3.6 78,210 6.1 116,860 4.3
2,600 0.2 200 0.1 9,150 0.7 11,950 0.5
D 190 0.0 140 0.0 2,590 0.2 2,920 0.1
3,220 0.3 1,350 0.4 11,580 0.9 16,150 0.6
21,950 2.1 10,620 3.0 49,940 3.9 82,510 3.1
18,060 1.7 4,130 1.2 24,960 2.0 47,150 1.7
33,370 3.1 4,260 1.2 13,090 1.0 50,720 1.9
44,100 4.2 14,250 4.1 23,510 1.8 81,860 3.0
1,350 0.1 360 0.1 6,540 0.5 8,250 0.3
K 130 0.0 0 0.0 90 0.0 220 0.0
40,000 3.8 6,000 1.7 5,460 0.4 51,460 1.9
ΟαφE
Hong Kong Subtotal 198,440 18.6 67,510 19.3 385,700 29.9 651,650 24.1
ΣΖΟ,
おおの
18,050 1.7 21,150 6.0 82,900 6.4 122,100 4.5
44,670 4.2 21,340 6.1 75,610 5.8 141,620 5.2
んの
37,960 3.6 7,120 2.0 32,200 2.5 77,280 2.9
102,640 9.6 26,780 7.7 50,080 3.9 179,500 6.6
2,170 0.2 850 0.2 7,580 0.6 10,600 0.4
67,180 6.3 21,820 6.2 29,430 2.3 118,430 4.4
S 119,580 11.3 24,300 7.0 40,540 3.1 184,420 6.8
T 12,000 1.1 3,750 1.1 3,530 0.3 19,280 0.7
Kowloon Subtotal 404,250 38.0 127,110 36.3 321,870 24.9 853,230 31.5
Urban Area Subtotal 602,690 56.6 194,620 55.6 707,570 54.8 1,504,880 55.6
New Territories and Islands 462,100 43.4 155,120 44.4 583,990 45.2 1,201,210 44.4
COLONY TOTAL 1,064,790 100.0 349,740 100.0 1,291,560 100.0 2,706,090 100.0
189
DESIGN -YEAR NEW TERRITORIES EMPLOYMENT TABLE B - 9 DESIGN -YEAR RESIDENT LABOUR FORCE TABLE B- 11
NUMBER OF EMPLOYEES
GENERAL AREA ZONE PER MANUAL NON-MANUAL
Manufac Retail Other WORKERS WORKERS TOTAL
Total CENT SECTOR
turing Per Cent
Number Per Cent
of Total Number of Total
Number Per Cent
Junk Bay 911 6,000 2,000 6,870 14,870
Uw
1.24
912 1,500 A 1,920 31.79 4,120 68.21
1,100 5,230 7,830 0.65 6,040 0.23
OI
Tsuen Wan 921 134,800 45,000 155,560 335,360 27.91 48,230 56.57 37,030 43.43 85,260 3.19
C 7,250 37.96
u
922 200 1,740 1,940 0.16 11,850 62.04 19,100 0.71
D 3,390 67.66 1,620 32.34
923 100 500 5,250 5,850 0.49 5,010 0.19
Tsing Yi 924 48,000 13,000 58,240 119,240 9.93
19,100 51.82 17,760 48.18 36,860 1.38
931 F 26,680 49.87 26,820 50.13
6,000 1,000 2,640 9,640 0.80 53,500 2.00
932 G 36,260 36.49 63,120 63.51
500 1,440 1,940 0.16 99,380 3.71
Castle Peak 933 Н 27,970 73.43 10,120 26.57
119,200 36,000 141,200 296,400 24.67 38,090 1.42
1 40,640 54.56 33,850 45.44
934 1,000 800 5,030 6,830 0.57 74,490 2.78
Yuen Long J 16,060 53.27 14,090 46.73
935 16,000 7,000 16,750 39,750 3.31 30,150 1.13
936 K 1,750 53.35 1,530 46.65
1,000 500 2,400 3,900 0.32 3,280 0.12
Sha Tin L 34,530 62.52 20,700 37.48
941 106,000 32,000 128,060 266,060 22.15 55,230 2.06
942 400 5,960
ΖΟ
6,360 0.53 Hong Kong Subtotal 263,780 52.09 242,610 47.91 506,390 18.92
943 200 2,750
Οα
2,950 0.25
42,790 50.06 42,680 49.94
Ω
Tai Po 951 10,000 5,000 10,010 25,010 85,470 3.19
ΣΕο
2.08
N 39,820 65.29 21,170 34.71
952 100 380 480 0.04 60,990 2.28
953
79,180 65.80 41,160 34.20 120,340 4.50
20 180 200 0.02
117,420 57.86 85,530 42.14 202,950 7.58
Fanling 961 3,000 3,000 8,290 14,290 1.19
Q 5,610 27.70 14,640 72.30 20,250
Sheung Shui 962 4,000 3,000 9,920 16,920 1.41 0.76
963 600 400 960
150,860 74.38 51,970 25.62 202,830 7.58
1,960 0.16
166,510 77.47 48,430 22.53 214,940 8.03
964 900 400 2,610 3,910 0.33
Islands
40,610 54.07 34,500 45.93 75, 110 2.80
971 4,000 3,000 12,520 19,520 1.63
Kowloon Subtotal 642,800 65.40 340,080 34.60
NEW TERRITORIES TOTAL 462,100 155 ,120 583,990 1,201,210 100.00 982,880 36.72
Urban Area Subtotal 906,580 60.87 582,690 39.13 1,489,270 55.64
New Territories and
Islands 759,390 63.97 427,790 36.03 1,187,180 44.36
COLONY TOTAL 1,665,970 62.25 1,010,480 37.75 2,676,450 100.00
BASE -YEAR RESIDENT LABOUR FORCE TABLE B- 10
MANUAL NON- MANUAL
TOTAL DESIGN -YEAR NEW TERRITORIES
SECTOR WORKERS WORKERS
Per Cent Per Cent RESIDENT LABOUR FORCE
Number Number Number Per Cent TABLE B - 12
of Total of Total
MANUAL NON- MANUAL
A 830 29.9 1,950 70.1 2,780 0.20 GENERAL WORKERS WORKERS TOTAL
AREA
ZONE
57,490 65.3 30,550 34.7 88,040 6.39 Per Cent
Number Per Cent
Number Number
Awu
of Total of Total Per Cent
С 7,820 43.4 10,200 56.6 18,020 1.31
D 2,250 70.1 960 29.9 3,210 0.23 Junk Bay 911 10,790 51.80 10,040 48.20 20,830
0
IU
56.8 43.2 2.45 1.76
19,180 14,580 33,760 912 8,120 76.97 2,430 23.03 10,550 0.89
F 49,830 59.1 34,420 40.9 84,250 6.12 Tsuen Wan 921 197,760 59.33 135,560 40.67 333,320 28.08
G 21,880 47.3 24,390 52.7 46,270 3.36 922 4,670 82.07 1,020 17.93 5,690 0.47
H 40,500 77.5 11,740 22.5 52,240 3.79 923 6,080 78.65 1,650 21.35 7,730 0.65
I 16,550 71.6 6,570 28.4 23,120 1.68 924
Tsing Yi 60,330 65.53 31,730 34.47 92,060 7.75
J 5,370 70.1 2,290 29.9 7,660 0.56 931 85.00
14,000 2,470 15.00 16,470 1.39
K 560 93.3 40 6.7 600 0.04 932 4,060 80.72 970 19.28 5,030 0.42
L 18,160 86.5 2,830 13.5 20,990 1.53 Castle Peak 933 188,150 69.19 83,790 30.81 271,940 22.91
934 13,940 78.62
ΖΟ
Hong Kong Subtotal 240,420 63.1 140,520 36.9 380,940 27.66 3,790 21.38 17,730 1.49
Yuen Long 935 27,010 45.57 32,260 54.43
Οα
60.4 31,050 39.6 78,490 5.70 59,270 4.99
47,440
Ω
936 5,810 78.41 1,600 21.59
Ε
η
Σ
71,590 74.1 24,960 25.9 96,550 7.01 7,410 0.63
Sha Tin 941 145,440 64.98 78,370 35.02 223,810
63.5 36.5 4.56 18.85
39,870 22,920 62,790 942 5,870 77.14 1,740 22.86 7,610 0.64
144,550 79.5 37,270 20.5 181,820 13.20
943 3,810 77.91 1,080 22.09
1.18 4,890 0.41
Q 10,660 65.3 5,660 34.7 16,320 Tai Po 951 15,370 50.94 14,800 49.06
156,320 79.3 40,690 20.7 197,010 14.31 30,170 2.54
952 1,520 77.95 430 22.05
66,530 83.9 12,780 16.1 79,310 5.76 1,950 0.15
953 190 79.17 50 20.83
740 32.9 0.16 240 0.02
T 1,510 67.1 2,250 Fanling 961 9,310 54.25 7,850 45.75 17,160 1.46
75.4 176,070 24.6 714,540 51.88 Sheung Shui 962 13,890 68.02 6,530
Kowloon Subtotal 538,470 31.98 20,420 1.72
963 3,050 78.01 860 21.99
Urban Area Subtotal 778,890 71.1 316,590 28.9 1,095,480 79.54 3,910 0.33
964 4,960 77.99 1,400 22.01
202,280 76.2 63,210 23.8 265,490 19.28 6,360 0.54
New Territories Islands 971 15,260 67.43 7,370 32.57
Islands 11,330 69.7 4,920 30.3 16,250 1.18 22,630 1.91
NEW TERRITORIES
COLONY TOTAL 992,500 72.1 384,720 27.9 1,377,220 100.00 TOTAL 759,390 63.97 427,790 36.03 1,187,180 100.00
190
BASE-YEAR URBAN AREA HOUSEHOLDS BASE - YEAR URBAN AREA CAR OWNERSHIP TABLE B- 15
BY INCOME CLASS TABLE B - 13
CAR-OWNING NON-CAR-OWNING
HOUSEHOLDS SECTOR HOUSEHOLDS HOUSEHOLDS TOTAL
Medium Number Per Cent Number Per Cent
SECTOR Low Income Income High Income TOTAL
Under $ 600 $ 600–1,500 Over $ 1,500 А 100 5.49 1,720 94.51 1,820
Per Month Per Month Per Month
B 1,670 3.90 41,110 96.10 42,780
-בדחסI
с 2,190 32.54 4,540 67.46 6,730
A 550 660 610 1,820
B D 540 34.18 1,040 65.82 1,580
28,310 12,740 1,730 42,780
E 3,560 24.69 10,860 75.31 14,420
с 1,870 2,040 2,820 6,730
3,240 7.52 39,830 92.48 43,070
D 390 490 700 1,580
G 1,950 7.09 25,550 92.91 27,500
E 6,040 3,830 4,550 14,420
1,060 4.20 24,200 95.80 25,260
F 24,470 14,360 4,240 43,070
1 840 7.90 9,790 92.10 10,630
G 14,780 10,150 2,570 27,500
J 600 18.40 2,660 81.60 3,260
Н. 17,520 6,400 1,340 25,260
K 60 13.95 370 86.05 430
8,280 1,650 700 10,630
J 2,210 520 530
L 100 1.02 9,730 98.98 9,830
3,260
к 310 70 50 430 Hong Kong Subtotal 15,910 8.49 171,400 91.51 187,310
AOnE
L 8,730 910 190 9,830
ΖΟ
Οα
2,780 6.38 40,780 93.62 43,560
Σ.α
Ε
η
Hong Kong Subtotal
EZO
113,460 53,820 20,030 187,310 N 3,180 6.23 47,880 93.77 51,060
4,330 4,860 15.54 26,410 84.46 31,270
25,340 13,890 43,560
3,550 3.90 87,510 96.10 91,060
30,080 16,010 4,970 51,060
Q 1,000 14.37 5,960 85.63 6,960
16,810 10,160 4,300 31,270
4,750 4.93 91,610 95.07 96,360
71,050 18,270 1,740 91,060
Q 4,330 1,870 760 6,960
S 770 2.07 36,460 97.93 37,230
T 10 0.69 1,440 99.31 1,450
74,400 18,720 3,240 96,360
30,390 6,310 530 37,230 Kowloon Subtotal 20,900 5.82 338,050 94.18 358,950
T 1,170 260 20 1,450
URBAN AREA TOTAL 36,810 6.74 509,450 93.26 546,260
Kowloon Subtotal 253,570 85,490 19,890 358,950
URBAN AREA TOTAL 367,030 139,310 39,920 546,260
DESIGN-YEAR HOUSEHOLDS BY INCOME CLASS TABLE B- 14
DESIGN-YEAR CAR OWNERSHIP TABLE B- 16
HOUSEHOLDS
Medium
SECTOR Low Income Income High Income TOTAL CAR-OWNING NON-CAR-OWNING
SECTOR HOUSEHOLDS HOUSEHOLDS TOTAL
Under $ 600 $ 600–1,500 Over $ 1,500
Per Month Per Month Per Month Number Per Cent Number Per Cent
Uwu
A 1,580 2,010 3,590 A 440 12.26 3,150 87.74 3,590
Uwu
16,260 16,360 15,500 48,120 3,770 7.83 44,350 92.17 48,120
UI-
с 960 1,000 5,980 7,940 C 3,990 50.25 3,950 49.75 7,940
I
U
D 340 360 2,140 2,840 D 1,430 50.35 1,410 49.65 2,840
1,870 2,940 13,560 18,370 7,230 39.36 11,140 60.64 18,370
8,450 10,290 12,440 31,180 F 4,700 15.07 26,480 84.93 31,180
G 11,910 15,190 19,570 46,670 G 6,860 14.70 39,810 85.30 46,670
H 4,560 7,250 9,490 21,300 H 2,360 11.08 18,940 88.92 21,300
8,180 18,170 15,260 41,610 1 11,310 27.18 30,300 72.82 41,610
3,170 3,050 6,980 13,200 J 6,540 49.55 6,660 50.45 13,200
K 250 240 560 1,050 K 520 49.52 530 50.48 1,050
11,290 14,270 8,100 33,660 L 6,310 18.75 27,350 81.25 33,660
Hong Kong Subtotal 67,240 90,700 111,590 269,530 Hong Kong Subtotal 55,460 20.58 214,070 79.42 269,530
ΖΟΩ
Οα
Οα
16,150 18,350 16,490 50,990 6,540 12.83 44,450 87.17 50,990
Ε
Δ
Ο
η
Ζ
Σ
Σ
Ε
η
11,750 13,360 12,000 37,110 4,760 12.83 32,350 87.17 37,110
9,550 22,670 29,380 61,600 19,030 30.89 42,570 69.11 61,600
51,260 47,300 20,540 119,100 12,220 10.26 106,880 89.74 119,100
1,860 3,500 4,810 10,170 Q 5,030 49.46 5,140 50.54 10,170
49,180 42,740 17,260 109,180 R 14,660 13.43 94,520 86.57 109, 180
47,710 59,530 14,470 121,710 S 12,290 10.10 109,420 89.90 121,710
17,950 16,740 14,230 48,920 T 13,820 28.25 35,100 71.75 48,920
Kowloon Subtotal 205,410 224,190 129,180 558,780 Kowloon Subtotal 88,350 15.81 470,430 84.19 558,780
Urban Area Subtotal 272,650 314,890 240,770 828,310 Urban Area Subtotal 143,810 17.36 684,500 82.64 828,310
New Territories & Islands 207,140 243,080 171,240 621,460 New Territories & Islands 111,910 18.01 509,550 81.99 621,460
COLONY TOTAL 479,790 557,970 412,010 1,449,770 COLONY TOTAL 255,720 17.64 1,194,050 82.36 1,449,770
191
DESIGN - YEAR NEW TERRITORIES CAR OWNERSHIP TABLE B - 17 DESIGN-YEAR HOUSEHOLDS BY HOUSE TYPE
CAR OWNERSHIP AND INCOME CLASS TABLE B- 19
CAR -OWNING NON-CAR-OWNING
GENERAL
ZONE HOUSEHOLDS HOUSEHOLDS TOTAL CAR -OWNING NON -CAR -OWNING TOTAL
AREA HOUSEHOLDS HOUSEHOLDS HOUSEHOLDS
Number Per Cent Number Per Cent INCOME HOUSE TYPE
CLASS Per Per Per
Number Cent Number Cent Number Cent
Junk Bay 911 3,020 34.63 5,700 65.37 8,720
912 2,070 39.20 3,210 60.80 5,280 Resettlement 2,520 0.88 284,950 99.12 287,470 100.0
Tsuen Wan 921 32,620 19.18 137,470 80.82 170,090 Low Government Aided 210 0.99 20,910 99.01 21,120 100.0
922 900 39.13 1,400 60.87 2,300 Other 5,390 3.15 165,810 96.85 171,200 100.0
923 2,110 39.22 3,270 60.78 5,380 Total 8,120 1.69 471,670 98.31 479,790 100.0
Tsing Yi 924 5,630 12.27 40,260 87.73 45,890
931 39.28 60.72 7,180 Resettlement 7,660 4.26 172,270 95.74 179,930 100.0
2,820 4,360
932 1,090 39.07 1,700 60.93 2,790 Medium Government Aided 10,390 7.82 122,510 92.18 132,900 100.0
Other 45,010 18.36 200,130 81.64 245, 140 100.0
Castle Peak 933 11,080 7.88 129,600 92.12 140,680
934 39.22 8,670 Total 63,060 11.30 494,910 88.70 557,970 100.0
3,400 5,270 60.78
Yuen Long 935 9,240 34.25 17,740 65.75 26,980 3,840 6.83 52,420 93.17 56,260 100.0
Resettlement
936 1,760 39.20 2,730 60.80 4,490
High Government Aided 8,820 19.28 36,930 80.72 45,750 100.0
Sha Tin 941 14,620 12.59 101,530 87.41 116,150 Other 171,880 55.45 138,120 44.55 310,000 100.0
942 1,420 39.12 2,210 60.88 3,630 Total 184,540 44.79 227,470 55.21 412,010 100.0
943 910 39.22 1,410 60.78 2,320
Tai Po 951 4,470 27.58 11,740 72.42 16,210 Resettlement 14,020 2.68 509,640 97.32 523,660 100.0
952 340 39.53 520 60.47 860 All Government Aided 19,420 9.72 180,350 90.28 199,770 100.0
953 40 36.36 70 63.64 110 Other 222,280 30.60 504,060 69.40 726,340 100.0
Fanling 961 6,200 39.22 9,610 60.78 15,810 Total 255,720 17.64 1,194,050 82.36 1,449,770 100.0
Sheung Shui 962 6,050 39.23 9,370 60.77 15,420
963 890 39.21 1,380 60.79 2,270
964 1,130 39.24 1,750 60.76 2,880
Islands 971 100 0.58 17,250 99.42 17,350
NEW TERRITORIES
TOTAL 111,910 18.01 509,550 81.99 621,460
BASE-YEAR URBAN AREA RESIDENT STUDENTS
AND SCHOOL ATTENDANCE TABLE B -20
BASE -YEAR HOUSEHOLDS BY HOUSE TYPE
CAR OWNERSHIP AND INCOME CLASS (1) TABLE B - 18
RESIDENT STUDENTS SCHOOL ATTENDANCE
SECTOR
CAR -OWNING NON-CAR-OWNING TOTAL Number Per Cent Number Per Cent
INCOME HOUSEHOLDS HOUSEHOLDS HOUSEHOLDS
CLASS
HOUSE TYPE
Per Per Per
Number Number Number A 2,990 0.46
Cent Cent Cent
owe
71,250 11.00 58,890 1 8.97
UI
12,790 1.98 38,440 5.86
Squatter 190 0.23 83,370 99.77 83,560 84.60
U
100,040 99.40 100,640 86.33 D 1,420 0.22 450 0.07
Resettlement 600 0.60
21,740 98.50 19,200 2.96 40,920 6.24
Low Government Aided 330 1.50 22,070 58.65
Other 3,150 1.96 157,610 98.04 160,760 54.81 52,420 8.09 41,810 6.37
G 41,280 6.38 35,080 5.35
Total 4,270 1.16 362,760 98.84 367,030 67.19
H 34,040 5.26 24,530 3.74
Squatter 170 1.17 14,420 98.83 14,590 14.77 1 4,210 0.65 3,700 0.56
Resettlement 750 4.97 14,340 95.03 15,090 12.94 J 1,870 0.29
Medium Government Aided 1,140 7.60 13,860 92.40 15,000 39.86 K 690 0.10
Other 11,820 12.49 82,810 87.51 94,630 32.27 L 2,920 0.45 - -
Total 13,880 9.96 125,430 90.04 139,310 25.50
ΖΟα
οαο
Hong Kong Subtotal 244,390 37.74 244,510 37.26
Squatter 10 1.61 610 98.39 620 0.63 39,750 6.14 33,850 5.16
ΕΣ
Resettlement 70 8.24 780 91.76 850 0.73 53,190 8.21 51,960 7.92
High Government Aided 170 30.36 390 69.64 560 1.49 59,680 9.22 67,770 10.33
Other 18,410 48.59 19,480 51.41 37,890 12.92 16.67 16.30
107,970 106,950
Total 18,660 46.74 21,260 53.26 39,920 7.31 8,870 1.37 36,180 5.51
96,570 14.91 84,670 12.90
Squatter 370 0.37 98,400 99.63 98,770 100.00
37,150 5.74 30,350 4.62
Resettlement 1,420 1.22 115,160 98.78 116,580 100.00 -
All Government Aided 1,640 4.36 35,990 95.64 37,630 100.00
Other 33,380 11.38 259,900 88.62 293,280 100.00 Kowloon Subtotal 403,180 62.26 411,730 62.74
Total 36,810 6.74 509,450 93.26 546,260 100.00 URBAN AREA TOTAL 647,570 100.00 656,240 100.00
( 1 ) Urban area only .
192
ENGINEEDING HIDD ARV
DESIGN-YEAR RESIDENT STUDENTS AND
SCHOOL ATTENDANCE TABLE B-21
RESIDENT STUDENTS SCHOOL ATTENDANCE
SECTOR
Number Per Cent Number Per Cent
A 3,950 0.20 1,700 0.09
owu
73,820 3.77 69,700 3.52
7,940 0.41 32,000 1.62
UI
D 910 0.05 400 0.02
25,730 1.31 31,300 1.58
39,330 2.01 41,000 2.07
G 57,660 2.94 46,000 2.32
H 33,540 1.71 27,000 1.36
1 58,360 2.98 62,000 3.13
J 17,100 0.87 15,000 0.76
к 1,650 0.08 1,000 0.05
L 50,270 2.57 51,000 2.58
ΖΟι
Hong Kong Subtotal 370,260 18.90 378,100 19.10
Οα
61,570 3.14 67,700 3.42
η
Σ
Ε
N 42,190 2.16 39,000 1.97
93,170 4.76 98,000 4.95
146,190 7.46 137,000 6.92
Q 10,640 0.54 19,000 0.96
141,980 7.25 153,100 7.74
143,830 7.34 143,000 7.22
70,800 3.62 65,000 3.28
Kowloon Subtotal 710,370 36.27 721,800 36.46
Urban Area Subtotal 1,080,630 55.17 1,099,900 55.56
New Territories 878,200 44.83 879,800 44.44
COLONY TOTAL 1,958,830 100.00 1,979,700 100.00
DESIGN - YEAR NEW TERRITORIES RESIDENT
STUDENTS AND SCHOOL ATTENDANCE TABLE B -22
RESIDENT SCHOOL
GENERAL AREA ZONE STUDENTS ATTENDANCE
Number Per Cent Number Per Cent
Junk Bay 911 11,050 1.26 17,000 1.93
912 5,950 0.68 5,000 0.57
Tsuen Wan 921 261,010 29.72 260,000 29.56
922 2,160 0.25 800 0.09
923 5,710 0.65 5,000 0.57
Tsing Yi 924 64,640 7.36 60,000 6.82
931 7,620 0.87 1,000 0.11
932 2,960 0.34 1,000 0.11
Castle Peak 933 204,770 23.32 210,000 23.87
934 9,280 1.06 4,000 0.45
Yuen Long 935 40,550 4.62 47,000 5.35
936 4,770 0.54 1,000 0.11
Sha Tin 941 173,440 19.75 175,000 19.89
942 3,800 0.43 1,000 0.11
943 2,480 0.28 15,000 1.71
Tai Po 951 20,400 2.32 22,000 2.50
952 910 0.10
953 120 0.01 -
Fanling 961 16,930 1.93 16,000 1.82
Sheung Shui 962 16,500 1.88 17,000 1.93
963 2,390 0.27 1,000 0.11
964 3,000 0.34 3,000 0.34
Islands 971 17,760 2.02 18,000 2.05
NEW TERRITORIES TOTAL 878,200 100.00 879,800 100.00
193
APPENDIX С
TRAVEL CHARACTERISTICS AND
PROJECTIONS
Chapter 5 contains summaries and discussion on existing travel
characteristics and projections of travel to 1986. This appendix is
made up of additional tabulations and expanded tables of information
already presented. Trip information is presented on a sector basis
and a map of sector boundaries can be found in Chapter 4.
BASE -YEAR PUBLIC TRANSPORT GENERATIONS TABLE C- 1 BASE-YEAR NEW TERRITORIES PUBLIC
TRANSPORT GENERATIONS TABLE C-2
NON OTHER NON- TOTAL
SECTOR MANUAL MANUAL SCHOOL HOME- HOME- GENERA
WORK NON
MANUAL MANUA OTHER NON- TOTAL
WORK BASED BASED TIONS ZONE L SCHOOL HOME- HOME- GENERA
WORK
WORK BASED BASED TIONS
A 1,350 647 2,127 8,102 40,924 53,150
B 51,779 35,301 39,510 72,124 40,409 239,123 911 745 285 1,661 907 324 3,922
-פוחסI
с 2,368 8,977 4,528 16,450 3,274 35,597 912 1,463 560 3,260 1,781 636 7,700
44 212 1,262 837 350 2,705 Tsuen Wan (921 &
8,419 107,578 924) 79,272 13,378 20,832 55,087 22,010 190,579
17,264 20,366 12,102 49,427
922 1,814 694 4,042 2,207 788 9,545
F 57,792 51,339 27,091 82,888 48,715 267,825
923 2,678 1,025 5,970 3,260 1,164 14,097
G 23,712 39,891 28,236 64,000 20,653 176,492
931 948 363 2,113 1,154 412 4,990
56,493 16,700 24,745 49,069 20,139 167,146
932 964 369 2,149 1,173 419 5,074
1 14,543 4,538 5,903 11,318 2,448 38,750
933 8,481 1,862 6,236 6,934 2,665 26,178
J 924 1,353 590 2,833 722 6,422
934 4,187 1,603 9,334 5,098 1,821 22,043
K 469 0 613 453 0 1,535
935 15,524 3,409 11,415 12,692 4,878 47,918
L 28,185 3,026 4,912 16,018 2,920 55,061
936 2,267 868 5,055 2,761 986 11,937
Hong Kong Subtotal 254,923 182,350 151,619 373,519 188,973 1,151,384 941 4,807 1,055 3,535
ΖΟ
3,930 1,510 14,837
942 1,456 557
Οα
35,298 69,289 47,114 229,855 3,245 1,772 633 7,663
41,210 36,944
Ω
943 1,008 386 2,248
ΣΕο
31,798 76,478 35,197 230,974 1,227 438 5,307
61,367 26,134
46,572 59,827 20,199 186,693
951 8,089 1,776 5,948 6,614 2,542 24,969
36,133 23,962
952 477 183 1,065 581 208 2,514
138,002 34,605 55,696 112,893 43,300 384,496
953 191 73 426 232 83 1,005
7,722 3,043 3,598 11,489 2,724 28,576
961 10,166 2,232 7,475 8,313 3,195 31,381
172,829 38,539 60,475 132,834 40,929 445,606
962 9,926 2,179 7,299 8,117 30,640
61,825 10,712 17,954 43,790 9,901 144,182 3,119
1,996 957 0 4,020 963 1,020 390 2,273 1,241 443 5,367
762 305
964 1,490 571 3,323 7,846
1,814 648
Kowloon Subtotal 519,850 174,244 253,387 507,557 199,364 1,654,402 971 7,456 2,853 16,620 9,076 3,242 39,247
Urban Area Subtotal 774,773 356,594 405,006 881,076 388,337 2,805,786 TOTAL 164,429 36,671 125,524 135,971 52,164 514,759
New Territories 164,429 36,671 125,524 135,971 52,164 514,759
COLONY TOTAL 939,202 393,265 530,530 1,017,047 440,501 3,320,545
194
ENGINEEDING.. HIDD ADV
BASE -YEAR PUBLIC TRANSPORT GENERATIONS BASE - YEAR NEW TERRITORIES TOTAL
PER HOUSEHOLD TABLE C - 3 GENERATIONS (ALL MODES) TABLE C-5
NON NON OTHER NON- TOTAL
SECTOR MANUAL OTHER MANUAL
MANUAL SCHOOL HOME-BASED ZONE MANUAL SCHOOL HOME- HOME- GENERA
WORK WORK
WORK
WORK BASED BASED TIONS
Uwu
---
A 0.74 0.36 1.17 4.45 911 946 331 1,691 1,209 461 4,638
1.21 0.83 0.92 1.69 912 1,858 651 3,320 2,372 904 9,105
UI
C 0.35 1.33 0.67 2.44 Tsuen Wan (921 &
D 0.03 0.13 0.80 0.53 924) 99,228 18,101 24,481 71,250 37,073 250,133
922 2,303 807 4,117 2,940 1,120 11,287
1.20 1.41 0.84 3.43
923 3,400 1,192 6,080 4,343 1,654 16,669
F 1.34 1.19 0.63 1.92
931 1,204 422 2,152 1,537 586 5,901
G 0.86 1.45 1.03 2.33
932 1,224 429 2,189 1,563 595 6,000
H 2.24 0.66 0.98 1.94 933 10,686 2,371 6,657 9,109 4,255 33,078
ZOOMEE
1.37 0.43 0.56 1.06
934 5,317 1,863 9,507 6,791 2,588 26,066
J 0.28 0.42 0.18 0.87
935 19,560 4,340 12,185 16,673 7,789 60,547
K 1.09 0 1.43 1.05
936 2,879 1,009 5,149 3,679 1,402 14,118
L 2.87 0.31 0.50 1.63
941 6,056 1,344 3,774 5,162 2,411 18,747
Hong Kong Subtotal 1.36 0.97 0.81 1.99 942 1,849 647 3,305 2,361 899 9,061
943 1,280 449 2,290 1,635 622 6,276
0.95 0.85 0.81 1.59
951 10,192 2,261 6,349 8,688 4,059 31,549
N 1.20 0.51 0.62 1.50
952 606 212 1,085 774 296 2,973
1.16 0.77 1.49 1.91
953 242 85 434 310 118 1,189
1.52 0.38 0.61 1.24
961 12,808 2,841 7,979 10,919 5,101 39,648
Q 1.II 0.44 0.52 1.65
962 12,507 2,774 7,792 10,662 4,980 38,715
1.79 0.40 0.63 1.38
0.48
963 1,295 453 2,315 1,654 629 6,346
1.66 0.29 1.18
964 1,892 663 3,384 2,417 921 9,277
T 0.53 0.21 1.38 0.66
971 7,456 2,853 16,620 9,076 3,242 39,247
Kowloon Subtotal 1.45 0.49 0.71 1.41
TOTAL 204,788 46,098 132,855 175,124 81,705 640,570
Urban Area Subtotal 1.42 0.65 0.74 1.61
New Territories 1.03 0.23 0.78 0.85
COLONY TOTAL 1.33 0.56 0.75 1.44
BASE-YEAR TOTAL GENERATIONS PER
BASE-YEAR TOTAL GENERATIONS (ALL MODES) TABLE C - 4 HOUSEHOLD (ALL MODES) TABLE C - 6
NON
MANUAL MANUAL SCHOOL OTHER NON- TOTAL
NON OTHER
SECTOR HOME- HOME- GENERA SECTOR MANUAL
WORK WORK MANUAL SCHOOL HOME-BASED
WORK BASED BASED TIONS WORK
A 1,385 891 2,216 10,011 73,077 87,580 A 0.76 0.49 1.22 5.50
wu
B 54,860 38,586 42,606 82,431 53,911 272,394 B 1.28 0.91 0.99 1.93
с 3,731 20,014 9,207 40,946 15,144 89,042 с 0.55 2.97 1.37 6.08
IUO
D 198 2,306 1,839 6,100 3,927 14,370 D 0.13 1.46 1.17 3.86
E 19,017 28,578 18,519 75,553 15,697 157,364 E 1.32 1.98 1.29 5.24
F 64,116 56,372 33,180 96,170 72,405 322,243 F 1.49 1.31 0.77 2.23
G 25,768 48,033 36,375 76,414 31,054 217,644 G 0.93 1.75 1.33 2.78
H 57,937 18,446 26,581 54,274 24,862 182,100 2.30 0.73 1.05 2.15
1 18,068 6,665 6,530 19,289 6,810 57,362 1 1.70 0.63 0.62 1.81
J 1,191 3,614 1,906 11,022 6,317 24,050 J 0.36 1.II 0.58 3.38
K 525 84 613 453 695 2,370 K 1.22 0.20 1.43 1.05
L 3.01 0.36 1.71
OWE
29,575 3,469 5,032 16,813 4,940 59,829 L 0.51
EZO
Hong Kong Subtotal 276,371 227,058 184,604 489,476 308,839 1,486,348 Hong Kong Subtotal 1.47 1.21 0.99 2.61
ΖΟΩ
Οα
M 44,765 42,658 42,345 86,839 85,109 301,716 1.03 0.98 0.97 1.99
Σ.Εη
67,727 31,241 41,806 90,046 72,003 302,823 1.32 0.61 0.82 1.77
46,898 35,765 60,233 93,901 46,370 283,167 1.50 1.13 1.93 3.00
158,744 40,546 68,241 136,947 73,674 478,152 1.75 0.45 0.75 1.50
9,442 9,373 8,279 29,181 14,394 70,669 1.36 1.35 1.19 4.19
201,664 44,758 69,056 151,379 57,715 524,572 2.09 0.46 0.72 1.57
75,968 14,074 20,476 54,812 21,736 187,066 S 2.04 0.38 0.55 1.48
947 344 1,996 1,233 695 5,215 0.66 0.24 1.38 0.85
Kowloon Subtotal 606,155 218,759 312,432 644,338 371,696 2,153,380 Kowloon Subtotal 1.69 0.61 0.87 1.79
Urban Area Subtotal 882,526 445,817 497,036 1,133,814 680,535 3,639,728 Urban Area Subtotal 1.62 0.81 0.91 2.07
New Territories 204,788 46,098 132,855 175,124 81,705 640,570 New Territories 1.28 0.29 0.83 1.09
COLONY TOTAL 1,087,314 491,915 629,891 1,308,938 762,240 4,280,298 COLONY TOTAL 1.54 0.70 0.89 1.85
195
BASE - YEAR PUBLIC TRANSPORT ATTRACTIONS TABLE C-7 BASE - YEAR TOTAL ATTRACTIONS (ALL MODES) TABLE C.9
NON
MANUAL MANUAL OTHER NON . TOTAL
MANUAL
NON OTHER NON- TOTAL
UwuUI
SECTOR WORK
SCHOOL HOME- HOME- ATTRAC SECTOR MANUAL SCHOOL HOME- HOME- ATTRAC
WORK BASED BASED TIONS WORK WORK BASED BASED TIONS
Uwu
A 54,568 120,618 0 77,406 40,924 293,516 A 59,493 150,030 0 106,664 73,077 389,264
B 61,303 62,020 27,029 85,419 40,409 276,180 B 64,537 69,785 27,480 99,177 53,911 314,890
UI.
C 7,787 1,029 27,676 15,771 3,274 55,537 с 8,379 1,979 40,816 22,805 15,144 89,123
D 987 531 37 1,914 350 3,819 D 1,676 924 664 4,805 3,927 11,996
E 9,986 2,593 33,325 21,066 8,419 75,389 E 10,577 3,794 45,173 31,708 15,697 106,949
F 53,293 24,375 30,426 107,293 48,715 264,102 F 58,342 28,938 31,886 129,424 72,405 320,995
G 56,393 10,992 23,931 48,093 20,653 160,062 G 59,317 13,461 26,965 56,114 31,054 186,911
H 32,627 7,961 10,617 31,332 20,139 102,676 H 34,089 9,008 11,260 33,942 24,862 113,161
6,231 1,681 4,717 6,515 2,448 21,592 7,262 3,335 6,455 9,463 6,810 33,325
J 3,181 236 0 2,879 722 7,018 J 4,737 576 0 15,750 6,317 27,380
-
צ
104 0 0 841 0 945 K 104 0 44 5,020 695 5,863
L 3,606 701 TUT 6,300 2,920 14,638 L 4,239 1,532 6,658 4,940 18,480
ΖΟΩ
Hong Kong Subtotal 290,066 232,737 158,869 404,829 188,973 1,275,474 Hong Kong Subtotal 312,752 283,362 191,854 521,530 308,839 1,618,337
Οα
ΟΕ
αα
ΖΟ
74,479 40,802 28,952 115,595 47,114 306,942 80,036 48,245 34,827 145,726 85,109 393,943
η
ΕΣ
Σα.
N 75,643 23, 184 40,178 115,830 35,197 290,032 N 80,149 28,605 43,271 139,788 72,003 363,816
84,580 14,849 47,405 55,376 20,199 222,409 92,540 19,578 55,916 69,027 46,370 283,431
115,795 22,312 46,845 76,612 43,300 304,864 128,239 27,804 63,564 91,910 73,674 385,191
3,426 2,679 36,462 15,115 2,724 60,406 4,668 3,816 48,578 22,261 14,394 93,717
60,996 16,020 49,362 66,301 40,929 233,608 R 75,740 21,299 61,280 88,326 57,715 304,360
59,410 6,299 10,713 17,500 9,901 103,823 82,790 10,495 12,948 25,533 21,736 153,502
T 723 201 1,191 339 0 2,454 912 201 1,191 395 695 3,394
Kowloon Subtotal 475,052 126,346 261,108 462,668 199,364 1,524,538 Kowloon Subtotal 545,074 160,043 321,575 582,966 371,696 1,981,354
Urban Area Subtotal 765,118 359,083 419,977 867,497 388,337 2,800,012 Urban Area Subtotal 857,826 443,405 513,429 1,104,496 680,535 3,599,691
New Territories 174,084 34,182 110,553 149,550 52,164 520,533 New Territories 229,488 48,510 116,462 204,442 81,705 680,607
COLONY TOTAL 939,202 393,265 530,530 1,017,047 440,501 3,320,545 COLONY TOTAL 1,087,314 491,915 629,891 1,308,938 762,240 4,280,298
BASE-YEAR NEW TERRITORIES PUBLIC BASE-YEAR NEW TERRITORIES TOTAL
TRANSPORT ATTRACTIONS TABLE C - 8 ATTRACTIONS (ALL MODES) TABLE C- 10
NON OTHER NON- TOTAL OTHER NON- TOTAL
MANUAL MANUAL NON
E
ZONE MANUAL SCHOOL HOME- HOME- ATTRAC ZONE
WORK
WORK WORK MANUAL
WORK
SCHOOL HOME- HOME- ATTRAC
BASED BASED TIONS BASED BASED TIONS
911 2,703 531 1,017 1,376 809 6,436 911 3,616 767 1,077 1,932 1,295 8,687
912 3,127 614 1,998 2,703 937 9,379 912 4,183 887 2,116 3,796 1,500 12,482
Tsuen Wan (921 & Tsuen Wan (921 &
924 ) 73,788 14,488 34,572 46,768 22,110 191,726 924 ) 98,705 20,932 36,606 65,676 35,396 257,315
922 2,094 411 2,477 3,351 627 8,960 922 2,801 594 2,622 4,706 1,004 11,727
923 3,806 747 3,658 4,949 1,141 14,301 923 5,091 1,079 3,874 6,949 1,826 18,819
931 2,962 582 1,295 1,752 888 7,479 931 3,963 841 1,371 2,460 1,421 10,056
932 1,237 243 1,317 1,781 371 4,949 932 1,655 351 1,394 2,501 594 6,495
933 7,390 1,451 5,582 7,550 2,215 24,188 933 9,885 2,096 5,910 10,602 3,546 32,039
934 7,916 1,554 5,719 7,736 2,372 25,297 934 10,590 2,246 6,056 10,864 3,798 33,554
935 16,468 3,234 10,217 13,821 4,935 48,675 935 22,029 4,672 10,818 19,409 7,900 64,828
936 4,009 787 3,098 4,190 1,202 13,286 936 5,363 1,137 3,281 5,884 1,924 17,589
941 7,149 1,404 3,163 4,279 2,142 18,137 941 9,563 2,029 3,349 6,010 3,429 24,380
942 3,267 641 1,988 2,690 979 9,565 942 4,371 926 2,105 3,777 1,568 12,747
943 1,649 324 1,378 1,863 494 5,708 943 2,206 468 1,460 2,617 791 7,542
951 7,631 1,498 5,324 7,202 2,287 23,942 951 10,208 2,164 5,638 10,113 3,661 31,784
952 527 104 652 883 158 2,324 952 705 150 691 1,240 253 3,039
953 450 88 261 353 134 1,286 953 602 127 277 496 215 1,717
961 6,191 1,216 6,691 9,051 1,855 25,004 961 8,281 1,757 7,085 12,710 2,970 32,803
962 6,851 1,345 6,533 8,838 2,053 25,620 962 9,164 1,943 6,917 12,411 3,286 33,721
963 1,313 258 1,393 1,884 393 5,241 963 1,757 373 1,475 2,645 629 6,879
964 3,533 694 2,036 2,754 1,059 10,076 964 4,727 1,003 2,156 3,868 1,696 13,450
971 10,023 1,968 10,184 13,776 3,003 38,954 971 10,023 1,968 10,184 13,776 3,003 38,954
TOTAL 174,084 34,182 110,553 149,550 52,164 520,533 TOTAL 229,488 48,510 116,462 204,442 81,705 680,607
196
SUBJECTIVE ATTRACTION INDEX TABLE C- IT DESIGN-YEAR TOTAL GENERATIONS (ALL MODES) TABLE C- 12
ATTRACTION POINTS
ZONE( 1 )
ATTRACTION POINTS ZONE MANUAL NON OTHER NON- TOTAL
M|8||
1965 1986 1965 1986 SECTOR WORK MANUAL SCHOOL HOME- HOME- GENERA
WORK BASED BASED TIONS
어어
이이
011 35 40 711 15 20
012 15 712 20 25
A 1,984 7,644 3,023 25,918 159,782 198,351
52,808 58,523 50,313 127,644 94,148 383,436
021 40 50 713 30 30
דחס-I
с 7,837 28,916 3,058 53,825 14,241 107,877
031 35 714 15 15
D 1,747 3,957 974 10,498 4,673 21,849
20 20 722 10 10
731
16,733 42,439 10,505 116,955 23,610 216,242
112 20 15 25
34,702 59,713 26,103 96,869 65,564 282,951
113 10 10 732 10 10
114 10 10 733 35 40
48,494 137,379 40,376 142,422 43,037 411,708
115 15 15 741 15
H 40,456 21,124 22,643 68,450 30,619 183,292
1 48,924 69,423 37,926 159,855 62,341 378,469
121 15 15 821 15 15
131 10 10 822 15
J 6,362 33,142 11,695 69,623 20,018 140,840
15
K 694 3,606 1,160 6,789 1,318 13,567
132 10 10 823 20 20
L 63,738 43,410 32,704 56,867 • 32,263 228,982
311 15 20 824 20 40
312 10 15 825 10 10
ΖΟΩ
Hong Kong Subtotal 324,479 509,276 246,480 935,715 551,614 2,567,564
Οαο
321 25 30 831 10 10
49,350 70,006 40,672 125,085 100,946 386,059
331 TO 10 832 40
Ε
Σ
N 45,911 34,736 29,205 99,751 102,266 311,869
332 10 10 841 15
107,542 83,048 60,094 309,042 83,712 643,438
342 25 25 845 10
160,927 117,592 100,638 244,657 109,245 733,059
343 10 10 846 20
Q 6,706 30,149 6,194 51,225 16,439 110,713
352 15 15 851 10 15
231,588 79,233 94,261 265,134 86,312 756,528
361 20 30 852 20
854
S 269,021 74,146 97,492 306,999 106,587 854,245
362 10 10 20
T 54,885 60,160 51,005 144,817 36,255 347,122
411 15 855 35
421 15 40 856 30 Kowloon Subtotal 925,930 549,070 479,561 1,546,710 641,762 4,143,033
432 -
10 857 40
Urban Area
451 10 40 859 20 Subtotal 1,250,409 1,058,346 726,041 2,482,425 1,193,376 6,710,597
511 15 15 921 50 New Territories 1,111,251 694,371 544,801 1,333,855 671,166 4,355,444
513 20 933 30
522 15 25 935 15 COLONY TOTAL 2,361,660 1,752,717 1,270,842 3,816,280 1,864,542 11,066,041
541 20 25 941 40
543 20 25 951 25
551 15 25 961 20
552 30 40 962 15
553 50 50 911 10
-
561 30 30
621 10 10
631 20 20
641 15 15
642 15 20
DESIGN-YEAR NEW TERRITORIES TOTAL
(1) No points for zones not shown.
GENERATIONS (ALL MODES) TABLE C- 13
NON OTHER NON- TOTAL
MANUAL
ZONE MANUAL SCHOOL HOME- HOME- GENERA
WORK
WORK BASED BASED TIONS
911 14,529 19,208 11,276 27,638 8,328 80,979
912 10,266 4,661 7,606 18,642 4,994 46,169
Tsuen Wan (921 &
924) 387,054 278,061 188,349 461,639 254,589 1,569,692
922 5,921 1,952 3,071 7,527 1,366 19,837
923 7,673 3,136 7,678 18,817 4,052 41,356
931 17,695 4,708 10,248 25,119 4,499 62,269
932 5,153 1,858 3,999 9,803 1,432 22,245
933 293,434 118,317 90,775 222,487 165,665 890,678
934 17,623 7,228 12,427 30,457 4,439 72,174
935 35,658 60,107 33,817 82,886 22,578 235,046
936 7,358 3,043 6,356 15,578 2,372 34,707
941 224,963 122,757 87,374 214,152 149,565 798,811
942 7,427 3,327 5,214 12,779 4,429 33,176
943 4,801 2,043 3,179 7,791 2,067 19,881
951 23,464 28,342 17,538 42,985 14,391 126,720
952 1,927 810 1,179 2,889 359 7,164
953 244 96 143 350 141 974
961 11,773 14,974 21,640 53,039 9,338 110,764
962 17,555 12,453 21,068 51,637 10,680 113,393
963 3,855 1,662 3,107 7,615 1,185 17,424
964 6,273 2,661 3,643 8,929 2,409 23,915
971 6,605 2,967 5,114 11,096 2,288 28,070
TOTAL 1,111,251 694,371 544,801 1,333,855 671,166 4,355,444
197
DESIGN -YEAR TOTAL GENERATIONS
PER HOUSEHOLD (ALL MODES ) DESIGN-YEAR NEW TERRITORIES TOTAL
TABLE C- 14 ATTRACTIONS (ALL MODES) TABLE C- 16
MANUAL NON-MANUAL SCHOOL OTHER HOME
SECTOR WORK PER WORK PER PER BASED PER MANUAL NON OTHER NON- TOTAL
HOUSEHOLD HOUSEHOLD HOUSEHOLD HOUSEHOLD ZONE MANUAL SCHOOL HOME- HOME- ATTRAC
WORK
WORK BASED BASED TIONS
А 0.55 2.13 0.84 7.22 911
B 1.10 1.22
13,643 7,207 6,668 10,198 8,328 46,044
1.05 2.65
912
-סדחI
с
7,933 2,907 4,656 7,120 4,994 27,610
0.99 3.64 0.39 6.78 Tsuen Wan (921 &
0.62 1.39 0.34 924 )
3.70 405,063 233,610 203,301 310,922 254,589 1,407,485
E 0.91 2.31 0.90 922
6.37 2,117 568 1,384 2,117 1,366 7,552
F 1.II 1.92 0.84 923
3.11 6,031 2,022 4,073 6,228 4,052 22,406
G 1.04 2.94 0.86 3.05 931 10,895 2,404 2,793 4,271 4,499 24,862
1.90 0.99 1.06 3.21 932 2,117 634 1,479 2,261 1,432 7,923
1 1.18 1.67 0.91 3.84 933 201,833 165,665 915,902
264,357 152,076 131,971
J 0.48 2.51 0.89 5.27 934 7,086 2,339 4,221 6,455 4,439 24,540
K 0.66 3.43 1.10 6.47. 935 20,038
35,753 18,372 28,098 22,578 124,839
L 1.89 1.29 0.97 1.69 936 13,113
4,021 1,328 2,132 3,260 2,372
941 218,766 157,516 119,044 182,062 149,565 826,953
Hong Kong Subtotal 1.20 1.89 0.91
ΖΟ
3.47
942 6,452 2,339 4,456 6,814 4,429 24,490
Οα
0
0.97 1.37 0.80 2.45 943 2,067
2,856 1,264 3,168
Ω
2,072 11,427
ο
Ε
Σ.
1.24 0.94 0.79 2.69 951 21,260 14,097 11,793 18,036 14,391 79,577
1.75 1.35 0.98 5.02 952 529 188 358 548 359 1,982
1.35 0.99 0.84 2.05 953 211 63 143 219 141 777
0.66 2.96 0.61 5.04 961 10,048 10,430 8,630 13,199 9,338 51,645
2.12 0.73 0.86 2.43 962 15,019 8,724 9,740 14,897 10,680 59,060
2.21 0.61 0.80 2.52 963 2,010 697 1,051 1,608 1,185 6,551
1.12 1.23 1.04 2.96 964 4,021 1,390 2,175 3,326 2,409 13,321
971 7,525 2,130 4,021 7,951 2,288 23,915
Kowloon Subtotal 1.66 0.98 0.86 2.77
TOTAL 1,047,713 623,971 544,533 834,591 671,166 3,721,974
Urban Area Subtotal 1.51 1.28 0.88 3.00
New Territories 1.79 1.12 0.88 2.15
COLONY TOTAL 1.63 1.21 0.88 2.63
DESIGN-YEAR TOTAL ATTRACTIONS (ALL MODES) TABLE C- 15
NON
SECTOR MANUAL MANUAL SCHOOL OTHER NON- TOTAL
HOME- HOME- ATTRAC
WORK
WORK BASED BASED TIONS
Uw
A 1,358 309,718 BASE-YEAR PER CENT BUS TRIPS
100,013 316,540 159,782 887,411 TABLE C- 17
85,956 147,591 45,686 194,384 94,148 567,765
UI
С 5,674 4,310 22,434 54,740 14,241 PER CENT GENERA PER CENT ATTRAC
101,399
e
ACCESSI TION BY BUS TION BY BUS
D 1,260 1,394 546 18,589 4,673 26,462 PURPOSE BILITY Non -Car
7,259 6,945 21,075 93,111 23,610 152,000 RATING Car-Owning
Owning
Car - Owning Non - Car
Households
Households Households Owning
F 82,030 65,900 28,647 150,077 65,564 392,218 Households
G 54,885 31,524 30,629 109,215 43,037 269,290
64,289 22,727 2 6.03 83.46 7.20
17,149 52,161 30,619 186,945 49.32
3 18.39 70.14 23.73
1 47,018 40,250 40,983 196 ,101 62,341 386,693 Manual 67.26
J 4 18.31 58.28 24.71
4,998 3,775 9,931 82,220 20,018 120,942 Work 50.92
ZOOM
168 68 618 5,753 25.36 73.03
K 1,318 7,925 26.39 73.52
7
6 34.38 81.37
L 31,525 23,191 33,317 91,936 32,263 212,232 24.00 87.56
2 5.51 79.28
Hong Kong Subtotal 485,075 664,215 252,373 1,358,005 551,614 3,311,282 9.36 29.55
Non 3 13.10 74.62 12.97 71.39
102,190 109,336 33,429 247,306 100,946 593,207 Manual 4 18.94 60.45 14.17
E
27,025 220,721 102,266 594,135 57.31
121,027 123,096 Work 5 16.10 65.87 17.34 63.59
109,281 35,494 65,422 235,729 83,712 529,638 6 27.56 69.21 18.92 75.58
177,247 65,002 92,914 254,325 109,245 698,733
2 9.67 64.47
Q 9,858 4,501 13,610 60,363 16,439 104,771 5.30 49.79
Other 3 17.00 75.83
110,313 50,331 102,389 231,686 86,312 581,031 11.74 65.32
Home 4 16.15 48.13
181,821 67,702 96,794 234,960 106,587 687,864 16.20 57.36
Based 5 18.45 67.33 18.35
17,135 9,069 42,353 138,594 36,255 243,406 61.35
6 22.54 72.92 22.43 76.29
Kowloon Subtotal 828,872 464,531 473,936 1,623,684 641,762 4,032,785
2 5.58 0.00
au
Aw
5.20 17.02
Urban Area Non 3 6.03 54.31
Subtotal 1,313,947 1,128,746 726,309 2,981,689 1,193,376 7,344,067 4.11 60.20
Home 4 9.99 52.58
New Territories 1,047,713 623,971 544,533 834,591 671,166 3,721,974 6.69 43.65
Based 5 8.68 49.42 8.13 50.69
COLONY TOTAL 2,361,660 1,752,717 1,270,842 3,816,280 1,864,542 11,066,041 6 10.55 53.51 11.85 56.79
198
ENGINEEDING HDD ADV
BASE-YEAR PER CENT TRAM TRIPS TABLE C - 18 PER CENT GENERATION BY PUBLIC TRANSPORT
IN ZONES WITHOUT RAPID TRANSIT TABLE C - 20
PER CENT GENERA PER CENT ATTRAC
ACCESSI TION BY TRAM TION BY TRAM PER CENT OF TRIPS BY
PURPOSE BILITY Non -Car Non-Car ACCESSIBILITY PUBLIC TRANSPORT
RATING Car-Owning Owning Car -Owning PURPOSE RATING
Households Households Owning Car -Owning Non - Car -Owning
Households Households Households Households
WN
0.26 1.48 0.58 1.28 1 0.00 44.27
O
-
3.43 19.53 0.00 25.94 2 4.21 86.06
Manual 2 16.01 52.72 13.56 41.64 Manual 3 21.93 90.47
Work 12.79 58.02 16.46 41.48 Work 4 30.18 88.67
4 17.85 45.66 12.79 45.32 5 30.71 86.49
5 0.00 58.88 8.81 32.38 6 38.25 87.28
0 0.39 0.98 0.37 1.73
1 0.00 45.03
1 0.89 11.87 0.00 8.04
Non 2 2.91 92.56
2 6.96 27.65 6.44 21.07 Non
Manual 3 13.66 87.17
3 9.87 54.54 1.50 32.27 Manual
Work 4 21.10 91.75
4 17.16 50.27 7.31 45.06 Work
5 23.43 91.12
5 13.63 44.17 7.22 27.54 6 35.64 86.69
0 0.08 0.64 0.26 1.07
1 0.00 38.28
1 2.79 16.02 1.26 5.94
Other 2 7.14 71.15
2 7.87 42.36 7.51 40.41 Other
Home 3 17.14 83.73
3 11.34 45.04 5.04 37.87 Home 85.25
Based 4 19.06
4. 16.02 46.49 9.77 43.20 Based
5 21.01 83.57
5 2.39 11.44 5.93 31.03
6 28.32 82.68
0 1.08 5.89 0.04 0.00
WN
1 0.00 40.62
au
1 5.43 20.44 0.00 18.91
Non 2 8.34 11.91
2 2.62 30.81 3.89 35.15 Non
Home 10.96 67.98
3 7.38 32.67 2.27 43.31 Home
in
Based 4 14.40 75.95
W
4 3.73 38.94 7.64 41.07 Based
9.86 66.04
5 7.72 16.42 4.26 35.05 14.27 67.75
PER CENT GENERATION BY PUBLIC TRANSPORT
IN ZONES WITH RAPID TRANSIT TABLE C-21
PER CENT OF TRIPS BY
PURPOSE
ACCESSIBILITY PUBLIC TRANSPORT
RATING Car -Owning Non -Car -Owning
Households Households
-NM+
0.00 50.00
BASE -YEAR PER CENT FERRY TRIPS TABLE C- 19 2 6.03 91.79
Manual 3 23.75 96.20
PER CENT GENERA PER CENT ATTRAC Work 4 32.00 94.40
ACCESSI TION BY FERRY TION BY FERRY 32.53 92.22
BILITY 5
PURPOSE Non -Car
Car-Owning Car-Owning Non -Car 6 40.07 93.01
AWN
RATING Owning Owning
Households Households
Households Households
0.00 50.00
Nm
2 7.42 97.53
un
a
0 0.83 2.18 0.81 1.88 Non
o
-
3 18.17 92.14
Manual 2.97 6.06 3.39 4.81 Manual
4 25.61 96.72
Work 2 3.53 3.90 1.81 3.25 Work
5 27.94 96.09
3 25.00 0.00 5.05 1.79
6 40.15 91.66
WN
0.44 2.63 0.58 2.26
O
-
Non 1 0.00 44.14
5.98 12.26 1.92 5.98
Manual 2 12.64 77.01
2 1.60 4.22 1.33 3.62 Other
Work 3 22.64 89.59
3 27.78 15.71 1.88 0.00 Home
4 24.56 91.11
WN
1.30 Based
0.20 1.32 0.07 5 26.51 89.43
O
-
Other
0.89 9.00 0.77 5.64 6 33.82 88.54
AWN
Home
2 1.51 3.08 1.09 2.53
Based 0.00 45.31
0.00 10.79 0.34 5.55
an
2 12.96 16.60
WN
0.19 Non
0.91 2.20 1.28 15.58 72.67
O
-
Non Home
1.01 3.50 1.09 3.43 4 19.02 80.64
Home Based
2 1.36 1.71 2.00 4.45 14.48 70.73
Based
3 0.00 1.75 6.57 4.37 18.89 72.44
199
PER CENT ATTRACTION BY PUBLIC TRANSPORT DESIGN-YEAR PUBLIC TRANSPORT GENERATIONS TABLE C-24
IN ZONES WITHOUT RAPID TRANSIT TABLE C -22
MANUAL NON OTHER NON- TOTAL
PER CENT OF TRIPS BY SECTOR MANUAL SCHOOL HOME- HOME- GENERA
WORK BASED BASED TIONS
ACCESSIBILITY PUBLIC TRANSPORT WORK
PURPOSE
---
RATING Car -Owning Non -Car -Owning
Households Households A 1,625 7,398 2,527 18,022 96,703 126,275
owu
UIU
46,207 51,127 43,659 107,456 63,470 311,919
0.00 64.27 с 7,575 18,254 1,960 30,815 9,908 68,512
2 5.38 68.28 D 1,049 1,765 581 3,830 1,792 9,017
Manual 3 26.37 79.67 E 12,405 22,893 13,965 53,393 11,237 113,893
M
-
Work 4 36.15 87.18 29,465 53,423 21,791 74,779 44,630 224,088
5 42.66 89.60 G 42,105 120,459 33,922 112,026 29,281 337,793
6 43.23 71.75 H 35,990 19,881 19,698 60,221 23,851 159,641
-NM
39,079 43,214 32,172 97,820 32,312 244,597
0.00 65.02
4.85 69.62
3,846 10,931 9,870 24,877 7,565 57,089
2
Non K 356 990 1,015 1,942 320 4,623
3 14.10 76.45
Manual L 60,725 24,713 28,049 44,654 18,995 177,136
4 20.40 89.35
ΖΟΩ
Work 5 33.70 91.84 Hong Kong Subtotal 280,427 375,048 209,209 629,835 340,064 1,834,583
Οα
ΟΕΣ
6 39.18 90.11
42,667 64,419 33,621 92,956 67,372 301,035
いい
wn
0.00 58.28 N 39,880 31,880 24,073 74,728 70,358 240,919
ー
の
2 1.05 59.84 77,167 54,560 51,576 183,722 55,996 423,021
Other 3 13.63 84.56 141,752 104,817 84,168 201,946 80,524 613,207
Home 4 21.75 83.49 Q 4,233 14,001 4,788 22,730 9,715 55,467
Based 27.77 84.86 R 199,962 60,417 79,163 202,502 60,458 602,502
5
6 30.97 84.38 S 242,585 65,248 80,661 256,709 77,711 722,914
T 38,997 29,620 44,240 71,008 15,352 199,217
1 0.00 33.25
2 3.98 33.92 Kowloon Subtotal 787,243 424,962 402,290 1,106,301 437,486 3,158,282
Non 2.49 65.23
3
Home 74.15
Urban AreaSubtotal 1,067,670 800,010 611,499 1,736,136 777,550 4,992,865
4 10.12
Based 68.44
New Territories 777,964 358,388 317,601 689,109 267,726 2,410,788
5 11.89
6 15.65 69.58 COLONY TOTAL 1,845,634 1,158,398 929,100 2,425,245 1,045,276 7,403,653
PER CENT ATTRACTION BY PUBLIC TRANSPORT
TABLE C - 23
IN ZONES WITH RAPID TRANSIT
DESIGN -YEAR NEW TERRITORIES PUBLIC
PER CENT OF TRIPS BY TRANSPORT GENERATIONS TABLE C -25
ACCESSIBILITY PUBLIC TRANSPORT
PURPOSE RATING Non -Car -Owning
Car -Owning NON OTHER NON- TOTAL
Households Households ZONE
MANUAL MANUAL SCHOOL HOME- HOME- GENERA
WORK WORK BASED BASED TIONS
1 0.00 70.00
2 7.20 74.01 911 7,504 6,228 4,072 8,836 1,793 28,433
28.19 85.40 912 5,034 1,406 2,505 5,435 1,059 15,439
Manual 3
4 37.97 92.91 Tsuen Wan (921 &
Work 321,926 45,439 315,564
44.48 95.33 924 ) 173,641 137,192 1,093,762
5
922 3,402 694 1,394 3,024 619 9,133
6 45.05 97.48
923 3,761 947 2,529 5,486 825 13,548
0.00 70.00 931 10,165 1,674 4,651 10,092
1 2,331 28,913
2 9.36 74.59 932 2,959 661 1,816 3,939 696 10,071
Non 18.61 81.42 933 192,362 67,122 50,356 109,258
3 35,299 454,397
Manual 4 24.91 94.32 934 8,640 2,182 4,092 8,879 930 24,723
Work 38.21 96.81 935 19,002 19,019 11,755 25,505
5 4,939 80,220
6 43.69 95.08 936 3,608 918 2,093 4,542 506 11,667
70.00 941 155,749 60,433 57,782 125,371 69,571 468,906
0.00
NM-
942 2,541 702 1,140 2,474 761 7,618
2 6.55 71.56
Other 96.28 943 2,758 727 1,443 3,130 900 8,958
3 19.13
Home 27.25 95.21 951 13,285 10,572 7,092 15,390 3,155 49,494
4
Based 96.58 952 945 245 388 842 76 2,496
5 33.27
96.10 953 119 29 47 102 29 326
6 36.47
961 4,028 3,157 4,731 10,265 1,709 23,890
0.00 37.94
962 8,607 3,759 6,939 15,055
am-
2,276 36,636
8.60 38.61 1,889 501
2 963 1,023 2,220 264 5,897
Non 7.11 69.92 804 2,604
3 964 3,075 1,200 508 8,191
Home 4 14.74 78.84 971 6,605 2,967 5,114 11,096 2,288 28,070
Based 16.51 73.13
5
20.27 74.27 TOTAL 777,964 358,388 317,601 689,109 267,726 2,410,788
6
200
DESIGN-YEAR PUBLIC TRANSPORT DESIGN-YEAR NEW TERRITORIES PUBLIC
GENERATIONS PER HOUSEHOLD TABLE C - 26 TRANSPORT ATTRACTIONS TABLE C - 28
MANUAL NON-MANUAL SCHOOL OTHER HOME NON OTHER NON- TOTAL
SECTOR WORK PER WORK PER PER BASED PER ZONE MANUAL MANUAL SCHOOL HOME- HOME- ATTRAC
WORK
HOUSEHOLD HOUSEHOLD HOUSEHOLD HOUSEHOLD WORK BASED BASED TIONS
wuUIU
A 0.45 2.06 0.70 5.02 911 6,580 1,909 2,592 5,125 1,793 17,999
0.96 1.06 0.91 2.23 912 3,825 771 1,721 3,402 1,059 10,778
C 0.95 2.30 0.25 3.88 Tsuen Wan (921 &
D 0.37 0.62 0.20 1.35 924 ) 311,683 116,778 153,807 304,105 137,194 1,023,567
0.66 1.25 0.76 2.91 922 1,298 199 797 1,575 619 4,488
F 0.94 1.71 0.70 2.40 923 2,908 536 1,366 2,700 825 8,335
G 0.90 2.58 0.73 2.40 931 6,677 843 1,835 .628 2,331 15,314
H 1.69 0.93 0.92 2.83 932 1,298 222 961 1,900 695 5,076
1 0.94 1.04 0.77 2.35 933 127,520 40,279 50,222 99,299 35,299 352,619
0.83 1.88 934 3,417 620 1,500 2,966 930 9,433
J 0.29 0.75
K 0.34 0.94 0.97 1.85 935 17,241 5,307 7,591 15,009 4,938 50,086
936 1,939 352 787 1,556 506 5,140
OWE
L 1.80 0.73 0.83 1.33
941 134,120 55,249 74,188 146,684 69,572 479,813
Hong Kong Subtotal 1.04 1.39 0.78
EZO
2.34 942 2,817 486 1,319 2,607 761 7,990
M 0.84 1.26 0.66 1.82 943 1,750 443 1,154 2,283 900 6,530
1.07 0.86 0.65 2.01 951 10,252 3,732 5,025 9,935 3,155 32,099
1.25 0.89 0.84 2.98 952 255 51 137 270 78 791
1.19 0.88 0.71 1.70 953 102 16 48 95 29 290
Q 0.42 1.38 0.47 2.24 961 4,386 2,170 3,250 6,425 1,709 17,940
1.83 0.55 0.73 1.85 962 7,243 2,312 3,810 7,534 2,276 23,175
2.00 0.54 0.67 2.12 963 970 185 433 859 264 2,711
0.80 0.61 0.90 1.45 964 1,939 369 769 1,521 508 5,106
971 7,525 2,130 4,021 7,951 2,288 23,915
Kowloon Subtotal 1.41 0.76 0.72 1.98
TOTAL 655,745 234,959 317,333 627,429 267,729 2,103,195
Urban Area Subtotal 1.29 0.97 0.74 2.10
New Territories 1.25 0.58 0.51 1.11
COLONY TOTAL 1.27 0.80 0.64 1.67
DESIGN-YEAR PUBLIC TRANSPORT ATTRACTIONS TABLE C - 27
MANUAL MANUAL SCHOOL OTHER
NON NON- TOTAL
SECTOR WORK HOME- HOME- ATTRAC
WORK BASED BASED TIONS
A 94,919 283,069 862 214,694 96,703 690,247
Uwu
78,073 126,338 39,032 116,279 63,470 423,192 PUBLIC TRANSPORT TRIP-ENDS PER ACRE TABLE C - 29
с 5,046 3,924 21,336 31,293 9,908 71,507
DESIGN
3 D 1,015
6,385
590
3,713
153
18,535
8,374
45,277
1,793
11,236
11,925
85,146
SECTOR
BASE
YEAR
DESIGN
YEAR
ZONE
BASE
YEAR YEAR
F 78,832 55,432 24,335 95,132 44,630 298,361 911 2 7
A 1,804 3,899
50,958 25,679 24,175 64,219 29,281 194,312 1,066 1,519 912 1
-
H 59,739 17,598 14,204 32,205 23,850 147,596 139 217 Tsuen Wan (921 & 924) 98 543
ח
ס
-ה
1 40,949 16,212 35,229 114,131 32,312 238,833 D 3 922 2 2
J 3,553 1,325 8,106 38,455 7,565 59,004 189 205 923 3 3
K 106 21 473 2,046 320 2,966 F 1,111 931 4 14
1,441
L 27,205 11,819 28,662 54,331 18,995 141,012 G 665 1,052 932 2 2
76
ΖΟΩ
H 451 499 933 5
Hong Kong Subtotal 446,780 545,720 215,102 816,436 340,063 2,364,101
ZOROWE
1 30 231 934 5 3
Οα
98,350 93,505 26,378 160,198 67,371 445,802 J 4 32 935 12 17
Ε
ο
Σ
N 116,627 105,552 21,893 145,059 70,358 459,489 K 0 1 936 3 2
96,149 26,495 56,904 128,553 55,996 364,097 L 109 417 941 8 220
168,473 55,269 76,444 168,737 80,524 549,447 M 622 865 942 1 1
Q 8,507 3,601 12,204 33,296 9,715 67,323 N 1,313 1,765 943 4 5
94,659 38,942 87,291 139,570 60,458 420,920 767 951 6 9
399
149,936 49,454 79,963 145,502 77,710 502,565 436 678 952 1 1
10,408 4,901 35,588 60,465 15,352 126,714 189
137 953 0 0
Kowloon Subtotal 743,109 377,719 396,665 981,380 437,484 2,936,357 192 291 961 6 4.
+00
137 543 962 7 8
-
Urban Area Subtotal 1,189,889 923,439 611,767 1,797,816 777,547 5,300,458 3 153 963 2 2
New Territories 655,745 234,959 317,333 627,429 267,729 2,103,195 964 1
COLONY TOTAL 1,845,634 1,158,398 929,100 2,425,245 1,045,276 7,403,653 971 2
201
APPENDIX D
LINE AND STATION VOLUMES BY STAGES design year (1986 ) volumes are also shown . Table D-2 shows the daily
volumes of passengers that are expected to enter and leave each
The methods used for obtaining the annual line and station station in each year between 1974 and 1986. The information con
volumes for the recommended rapid-transit system are described in tained in these tables was used to design the stations and train
Chapter 7. Table D- I shows the anticipated daily volumes on each services .
segment of each line. The volumes are tabulated by stages but the
VOLUME PER DAY IN THE FIRST YEAR OF OPERATION AFTER COMPLETION OF EACH STAGE TABLE D- 1
STAGE 1 STAGE 2 STAGE 3 STAGE 4 STAGE 5 STAGE 6
SEGMENTS BETWEEN STATIONS 1974 1976 1979 1981 1983 1985
1986
( Thousands )
ISLAND LINE
Kennedy - Belcher 51 60 70 71.7
Belcher - Sai Ying Pun 66 88 107 III.O
Sai Ying Pun - Western Market 128 166 204 207.6
Western Market - Central 84 94 115 137 138.8
Central - Admiralty 127 147 185 223 232.2
Admiralty - Wan Chai 355 388 429 464 474.1
Wan Chai- Valley 311 359 416 436 456.4
Valley - Tin Hau 260 299 353 396 417.6
Tin Hau - North Point 232 271 324 363 381.3
North Point - Quarry Bay 165 195 231 262 280.7
Quarry Bay - Sai Wan Ho 147 173 208 234 250.5
Sai Wan Ho - Shau Kei Wan 137 160 195 218 233.0
Shau Kei Wan - Chai Wan Quay 86 108 132 157 166.7
Chai Wan Quay - Chai Wan Central 44 55 67 80 83.3
KWUN TONG LINE
Western Market - Central 140 156 195 230 237.1
Central - Tsim Sha Tsui 253 312 258 339 445 507 541.2
Tsim Sha Tsui - Jordan 237 249 275 292 356 394 431.3
Jordan - Waterloo 253 223 272 298 352 396 424.5
Waterloo - Mong Kok 219 161 258 269 308 356 374.8
Mong Kok - Shek Kip Mei 170 237 358 411 468 549 565.0
Shek Kip Mei - Kowloon Tong 170 240 364 428 488 568 584.5
Kowloon Tong-Lo Fu Ngam 167 223 356 415 514 582 598.9
Lo Fu Ngam - Wong Tai Sin 157 216 335 392 488 566 582.5
Wong Tai Sin - Diamond Hill 93 183 302 346 433 517 531.2
Diamond Hill - Choi Hung 71 181 300 350 433 532 550.8
Choi Hung - Kowloon Bay 172 291 341 421 514 532.3
Kowloon Bay-Ngau Tau Kok 146 265 309 382 458 475.1
Ngau Tau Kok-Kwun Tong 116 235 275 338 410 426.0
Kwun Tong - Kwun Tong Tsuen 66 132 169 208 253 263.5
Kwun Tong Tsuen - Ma Yau Tong 48 67 85 105 127 132.0
TSUEN WAN LINE
Admiralty - Tsim Sha Tsui 59 229 287 330 342 350.7
Tsim Sha Tsui - Jordan 89 238 272 325 330 330.1
Jordan - Waterloo 120 237 272 322 345 346.9
Waterloo - Mong Kok 151 235 277 334 378 386.0
Mong Kok - Sham Shui Po 225 333 432 522 614 632.9
Sham Shui Po - So Uk 155 254 406 502 604 624.8
So Uk - Cheung Sha Wan 121 206 363 449 545 564.4
Cheung Sha Wan - Lai Chi Kok 102 179 328 407 499 517.9
Lai Chi Kok - For Kong 274 342 426 442.5
For Kong-Lap Sap Wan 262 327 407 423.8
Lap Sap Wan - Kwai Chung 231 288 359 372.5
Kwai Chung - Tai Wo Hau 183 228 284 295.7
Tai Wo Hau - Tsuen Wan . 131 162 196 203.8
SHA TIN LINE
Tsim Sha Tsui - Hung Hom 195 230 230.7
Hung Hom-Ho Man Tin 185 250 249.7
Ho Man Tin - To Kwa Wan 177 267 272.3
To Kwa Wan-Ma Tau Wai 159 268 275.1
Ma Tau Wai-Kai Tak 157 292 301.2
Kai Tak - Diamond Hill 157 320 330.7
Diamond Hill - Tsz Wan Shan 24 321 332.5
Tsz Wan Shan-Hung Mui Kuk 313 325.6
Hung Mui Kuk - Sha Ha Wai 248 257.5
Sha Ha Wai - Sha Tin Central 181 187.6
Sha Tin Central - Ha Wo Che 88 91.3
Ha Wo Che - Wo Liu Hang 43 44.2
26 202
TABLE D - 2
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986
( Thousands )
71.7
39.4
106.0
194.4
253 268 312 319 326 452.0
59 61 64 144.1
60.2
173.5
88.6
92 103.4
37 42.7
ដី
17.5
99.3
83.3
83.3
112.2
142.4
86.4
170.8
107.9
35.3
54.1
129.5
90.5
54.5
112.2
78.0
96.3
44
47.2
44.2
203
APPENDIX E
CONSTRUCTION METHODS 10. The excavation for a rapid-transit line in a built-up area
will usually be relatively deep, the available right of way is generally
1. This appendix contains additional information beyond that narrow and severance must be kept to a minimum . Thus the open
which is contained in Chapter 9. cut method of excavation is clearly not suitable and can be used
only for short lengths of the proposed routes in undeveloped areas.
AT GRADE In other methods of construction , the sides of the excavation are
supported to limit width of construction and also reduce the volume
2. The term " at grade" is normally taken to mean construction of material to be excavated and later replaced.
in cut, on fill or at ground level. Work at grade is usually the
cheapest form of construction but the wide strip of right of way II . In Hong Kong much of the proposed rapid-transit system
required , vertical alignment restrictions and the problems associated must be constructed under heavily trafficked streets which must
with land severance often limit its use in an urban area to short, remain in use during construction . Also many service utilities are
isolated sections of route. The width of expensive right of way can located below ground. Figure E- I illustrates the construction sequence
be reduced by the use of retaining walls but, in that case , the cost of one method whereby these problems may be overcome.
may cease to be competitive with that of an overhead structure. Stage ( 1 ) : Steel H-section soldier piles are driven (or inserted in
bored holes) at intervals of about 6 feet along each side of the pro
OVERHEAD posed excavation . At stations, where the width of excavation is
greater, it will often be necessary to drive an additional row of piles
3. Overhead construction divides into three basic components: in the centre of the excavation .
foundations, substructure and superstructure.
Stage (2) : A channel-section steel beam is bolted to the top of
4. Where ground conditions are suitable, spread footings can the soldier piles, the road surface is broken out and steel I-beams
be used but, in less favourable ground, foundations may have to be are placed at regular intervals spanning across the proposed ex
piled. The choice between the many different types of load-bearing cavation. The I-beams are bolted to the channel-section beams and
piles is largely determined by the relative costs. In Hong Kong, the cast iron (or steel) decking plates span between the I-beam to
precast reinforced concrete pile is the most frequently used . provide a temporary road surface.
5. For two-track running line, the substructure normally consists Stage (3) : The ground is excavated by hand to a depth below all
of a single T - shaped column; where the superstructure is wider, the existing utilities. As the utility lines are exposed, they are
as in overhead stations, two columns or a portal frame may be used. suspended from the main road-deck beams and from further sub
In either case , construction can be in steel or reinforced concrete. sidiary beams.
12. All the work in Stages ( 1 ) to (3) can be done at night with
6. The choice of superstructure depends largely upon the span ; total or partial closure of the road .
where foundations and substructures are costly it is usually economic
to adopt longer spans. With spans up to about 50 feet, reinforced Stage (4): Below the level of the services, mechanical methods of
concrete is often used ; for medium spans, the choice lies between excavation can be used . Excavation can proceed below the deck
prestressed concrete and composite steel and concrete designs while, during the day ; the spoil being removed through shafts at the edge
with longer spans , steel is often the most economic material for of, or beside, the main route. The sides of the excavation are sup
construction .
ported by placing lagging boards between the piles as excavation
proceeds. Also, the soldier piles are strutted apart to resist the
7. A high degree of prefabrication is possible with both pre lateral earth pressure.
stressed concrete and steel and this can be of considerable advantage
Stage (5 ): The underground structure is cast in the completed
when constructing in congested areas. trench .
UNDERGROUND - CUT AND COVER Stage (6) : Major services are supported off the top of the subway
structure and then the earth is backfilled ; lagging boards being
8. In this form of construction , the ground is excavated to the removed concurrently . When backfilling is complete, the soldier
desired levels , the underground structure is built and the earth piles are removed and the road surface is reinstated.
above is replaced . 13 . This method , using H -section soldier piles, is extremely
9. The simplest method of excavation is an open cut with the adaptable in dealing with underground utilities crossing the sides of
sides inclined back at a stable slope. Where high water tables are the excavation , but it is not normally suitable for excavations more
met, the excavation is carried out so that it drains naturally, or else than a few feet below the water table since it is difficult to make
the ground is de-watered by wellpoints or other means. In soft the lagging boards water tight. Also, in some soils, the floor of the
ground, where the width and , hence, the volume of excavation, excavation can become unstable due to the upward flow of water .
increase rapidly with depth , this method is uneconomical for all The inflow of water can be reduced by pumping to lower the water
but comparatively shallow underground structures where there table but this is often undesirable in built-up areas since it can
are few underground utilities and the resulting temporary severance lead to problems with the foundations of nearby buildings. Since
during construction is acceptable. the majority of the proposed underground structures are located
01
15 . The most commonly used support of this type is steel-sheet
piling which can be driven to considerable depths except in very
. hard soils. The construction sequence is very similar to that of the
Oo
method using H-section piles. In Stage ( 1 ) a trench is excavated
O
along the edge of the proposed excavation in order to expose, and
temporarily divert, services crossing the line of the wall. The piles
are then driven to the required depth and , in Stage (2 ), the channel
section steel beam is bolted to the top of the sheet piles. Thereafter
STAGE 1 the sequence of events is the same ; the piles can usually be with
drawn for subsequent reuse.
16. The noise commonly associated with pile driving would be
objectionable in a built-up area, particularly if work had to be
carried out at night, but this can be largely eliminated by the use of
modern " noiseless" equipment. The main drawback to this method
of construction is the inability of the sheet piles to penetrate under
ground obstructions, such as old foundations and boulders , which
are frequently encountered in Hong Kong.
STAGE 2
17. Another method is to place " bored in -situ" reinforced
concrete piles along the sides of the excavation ; the piles can be
LAND placed in a single row or staggered to form two rows, with each
pile in contact with its neighbours over its full length . The con
struction sequence would be the same as for steel sheet piling.
The holes for the piles are excavated by mechanical augers ; in soft
ground, the sides of the holes derive support either from continuous
flight augers or from " drilling mud " . In the first case, concrete is
STAGE 3 pumped into the hole through the shaft of the auger as it is with
drawn and the reinforcement, formed into a rigid cage, is vibrated
into position after the concrete has been placed . Where drilling
A
mud is used , the cage of reinforcement is placed in position in the
mud which is then displaced by concrete pumped into the bottom
O.
of the hole. Boulders and other underground obstructions can be
overcome but the method becomes costly if these are frequent.
Difficulty can be experienced , particularly at depths over 30 feet,
in keeping the piles vertical and in their correct positions and it
STAGE 4 is difficult to make the excavation watertight if the piles are not
in contact over their full length. Furthermore, the circular section
of a reinforced concrete pile is not an efficient section to resist
the bending forces imposed by the lateral earth pressure.
18. The diaphragm wall method of construction is illustrated
in Figure E-2. The construction procedure is as follows:
Stage ( 1 ) : Trenches are excavated by hand along each side of the
proposed excavations to a depth sufficient to expose any utilities ;
STAGE 5 these are temporarily diverted . The top of the trench is then lined
with concrete to provide a physical guide for the mechanical ex
cavation .
Stage (2) : Special machines excavate the trenches to the full depth
required ; the walls of the trenches being supported by the use of
drilling mud . Steel reinforcement is formed into welded cages and
is placed in position in the mud - filled trench ; concrete is then
STAGE 6
placed from the bottom upwards through trémie pipes, thereby
displacing the mud. Diaphragm walls are normally constructed in
] panels of 10 to 15 feet length . There is often no need to construct
the diaphragm wall up to ground level ; steel sheet piles or, if the
CUT AND COVER METHOD water table is not too high , H-piles with timber lagging boards
OF CONSTRUCTION E- 1 can be inserted in the trench to support the side of the excavation
above the level of the permanent structure.
Stage (3) : The temporary road deck is constructed, the under
ground utilities are suspended and material is excavated as previously
beneath the water table this, and other similar methods, can be illustrated. As the excavation proceeds the diaphragm walls are
used only to a limited extent. strutted apart to resist the lateral earth pressure.
14. To build structures below the water table by cut-and-cover Stage ( 4): The underground structure is built using the diaphragm
methods, therefore, it is normally necessary to provide watertight walls to form the side walls, thereby partly offsetting the higher
supports to the sides of the excavation . The supports are extended cost of walls compared with other methods of supporting the sides
to some distance below the formation level to increase their stability of an excavation . The standard of finish obtainable on the exposed
and also to improve the stability of, and reduce the flow of water face of the diaphragm wall is adequate for running tunnel construc
through , the bottom of the excavation . tion but in stations it will be necessary to provide curtain walls.
205
in keeping the walls vertical. This method of construction is suitable
for most ground conditions and can be carried out well below the
water table. Boulders and other obstructions reduce the rate of
construction and increase costs but they are far easier to deal with
than in the bored pile method of construction .
Оо
о 20. For all the methods listed above, the support to the side
STAGE 1
of the trench can be constructed at night when the road can be
partially or wholly closed to traffic without causing any great in
convenience. However, this necessarily involves higher costs, because
of the higher labour rates and also because of the length of time
that plant must lie idle ; this is particularly true for the diaphragm
wall method which uses highly specialised and sophisticated
machinery. Thus, wherever temporary traffic diversions can be
arranged to enable the partial closure of a road during the day,
the cost of rapid-transit construction will be reduced .
Oo
8
UNDERGROUND - TUNNELLING -
TI STAGE 2
21 . Tunnelling can be adopted where underground structures
are located below the economic depth for cut-and -cover construc
tion or where it is desirable that the ground surface should not be
disturbed. Except in the case of sound rock , tunnels are normally
of circular cross section , this being the most efficient shape for the
lining to resist the forces imposed by the surrounding ground.
The cost of a tunnel is roughly proportional to the square of its
diameter and, therefore, it is normally economic to provide separate
tunnels for each of the railway tracks.
22 . In sound rock , tunnels are often horseshoe-shaped in cross
section and , if there are no ground -water problems, they can be
excavated in free air. These tunnels are normally lined with in-situ
STAGE 3 reinforced concrete.
23 . Where ground water is not a problem or where the water
table can be sufficiently lowered, soft-ground tunnels can be ex
cavated in free air. In good ground, such as undisturbed decomposed
granite, tunnels can often be excavated without a shield and lined
.
0
with either in-situ reinforced concrete or with prefabricated seg
ments. In softer ground , a shield is needed to provide support at
the working face and a prefabricated segment lining is required.
24 . Where the tunnel is below the water table, it is shield
STAGE 4 driven in compressed air. The air pressure is used to counter the
hydrostatic head, thereby reducing the amount of water entering
the tunnel to manageable quantities. There is a limit to the size of
tunnel that can be driven in compressed air. Where large diameter
tunnels are required , it is often easier and economic to drive one
or more smaller tunnels and to enlarge them to form a bigger tunnel.
In particularly difficult conditions, grouting of the soils can be
carried out from a " pilot" tunnel prior to construction of the larger
tunnel .
25. Where tunnels are driven in compressed air, costs increase
STAGE 5 considerably; apart from the expense of the additional equipment
.
required, labour costs become higher. Men can work in compressed
air for only limited periods and the change from compressed air to
free air must be gradual to avoid compressed air sickness (the
-
" bends" ). In pressures up to 15 lbs/in?, an eight-hour shift is possible
DIAPHRAGM WALL METHOD and the decompression period is fairly short. Compressed air work
OF CONSTRUCTION E-2 is seldom carried out at pressures above about 35 lbs/in2.
26. Reference has been made to the use of shields in driving
tunnels. The main functions of the tunnel shield are to support the
sides and roof of the tunnel until the lining is placed and to provide
Stage (5) : The larger services are supported off the roof of the access to and support for the working face. There are two basic
underground structure, the excavation is backfilled , and the road types of shield ; mechanical excavating equipment is incorporated
in one type and, with the other, excavation is carried out by hand .
surface reinstated ; sheet piles or H-piles used to support the sides In both types, the shield is normally moved forward by hydraulic
of the excavation above the main structure can be recovered.
rams thrusting against the completed tunnel lining. The choice of
19. Diaphragm walls have been satisfactorily constructed to shield type is largely dependent on the nature of the ground encoun
depths of over 100 feet, though, at the greater depths, difficulty tered ; if the ground is hard or boulders are likely to be encountered
can be experienced in forming efficient joints between panels and a hand -excavation shield will normally be used but, if the ground is
206
softer and fairly consistent in composition, mechanical excavation 33 . Large -scale use of either of these techniques is costly but
may be suitable. Although the basic design of all shields is similar, they can be very useful in dealing with local obstructions in other
most tunnelling contractors prefer to use their own designs which methods of construction .
incorporate features to suit their own techniques. It takes about a
year to design and fabricate a tunnel shield and this period is used TYPICAL COSTS FOR RUNNING TRACK
to complete the many works which are required prior to starting
the tunnel drive. 34. At Grade
27 . The cost of tunnelling is largely influenced by the type of Costs are based on the following conditions :
1. Two-line construction .
lining, the choice of which depends on the forces which will be
exerted on the completed structure. The types of segmental linings 2. Track level at average depth of 12 feet below ground
in order of increasing strength and cost are precast reinforced level .
concrete, cast iron and steel ; the latter type is required wherever 3. Good ground reasonably free from boulders with water
movement of the completed tunnel is likely. The segments are table below level of excavation .
bolted together, the spaces between the lining and the excavation 4. Reinforced concrete retaining walls required on both
are grouted and the joints between the segments are caulked . sides of excavation .
28. Tunnelling can be carried out continuously with little in Cost
terference to surface traffic or underground utilities and noise per yard
nuisance is largely eliminated. However, at shallow depths, cut-and Preliminaries $ 200
cover construction is invariably cheaper. Twin tunnels require a H-piling and lagging boards 760
greater width of construction and this may preclude their use where Earthworks 620
routes follow narrow roads. Retaining walls 2,170
Drainage 100
UNDERGROUND - CAISSON - Services 200
Miscellaneous 400
29. The caisson method of construction is expensive and is
normally used only in poor ground where other methods of construc Total $ 4,450
tion are impracticable. The caisson is built at ground level or in a
shallow excavation which can be roofed over to provide a temporary 35. Overhead
running surface for traffic. The ground beneath the caisson is ex
cavated from within and the caisson is sunk under its own weight, Costs are based on the following conditions :
1. Two -line construction .
building and sinking being carried out alternately in stages. Where
excavation is below the water table, it may have to be carried out 2. Clearance from ground level 16 feet 6 inches.
in compressed air. The sides of the caisson support the surrounding 3. Ground conditions typical of reclaimed areas with few
ground and the caisson must, therefore, extend to the level at which boulders or underground obstructions.
sinking commences. This method is not normally economic for the Cost
construction of running line structures or stations. It is more com per yard
monly used to provide access to a deep tunnel ; when the caisson Preliminaries $ 180
can be incorporated in the works either as a permanent station Foundations 1,140
access or as a ventilation shaft.
Substructure 370
Superstructure 2,040
UNDERGROUND - IMMERSED TUBE -
Miscellaneous 550
30. This method of construction is similar to that proposed for
the Hong Kong cross-harbour road tunnel. It is a form of cut-and Total $ 4,280
cover construction which is often used to cross a water barrier. A
trench is excavated below water level and prefabricated sections of 36. Cut and Cover with H -piles
the structure are floated into position and sunk onto the prepared Costs are based on the following conditions:
bed of the trench. The sections are connected together to form a 1. Two -line construction .
continuous structure which is then covered by backfilling. 2. Track level at average depth of 31 feet below ground
31 . Although this method has been used in other parts of the level .
world for the construction of underground railways in waterlogged 3. Good ground reasonably free from boulders with water
ground, its use in Hong Kong would probably be limited to the table below formation level .
crossing of the harbour. 4. Construction below bituminous -surfaced road with few
underground utilities.
UNDERGROUND -
FREEZING AND 5. Full access to be maintained to adjoining properties
GROUTING except for four hours at night.
32. The techniques of freezing or grouting soil to increase its Cost
strength and reduce its permeability can be used with the open cut, per yard
cut-and-cover and turnelling methods of construction . In the freezing Preliminaries $ 580
method a coolant is circulated continuously through small-bore H-piling and lagging boards 1,760
tubes inserted in the ground around the area to be excavated. The Earthworks 2,760
ground water in the vicinity of the tubes is thereby frozen , permitting Structural works 4,850
excavation to be carried out without supporting or waterproofing Allowance for utilities, traffic, reinstatement and
the sides. Freezing can present problems due to frost heave in certain ground conditions 1,900
types of soil and by the freezing of underground utilities in built- up Miscellaneous 1,250
areas. Many different forms of grouting are available in which
materials such as cement, clays or chemical gels, are injected into Total $ 13,100
the ground to fill the spaces between the soil particles.
207
37. Under similar conditions but at depths to track level of 21 2. Track level at depths below that economic for cut
feet and 41 feet, the corresponding costs per yard would be $ 11,000 and-cover construction .
and $ 15,000, respectively . 3. Tunnelling in solid rock with no ground -water problems.
38. Cut and Cover with Sheet Piles 4. Access to tunnels from previously constructed stations.
Costs are based on the following conditions: Cost
1. Two- line construction .
per yard
2. Track level at average depth of 31 feet below ground Preliminaries $ 400
level .
Excavation 1,800
3. Good ground with occasional boulders, with water table Steel ribs and lagging boards 900
10 feet below ground level. In-situ reinforced concrete lining 3,600
4. Construction below concrete road with moderately Miscellaneous 800
congested underground utilities.
5. Full access to be maintained to adjoining properties Total $ 7,500
except for four hours at night.
Cost 43. Under similar conditions, the cost of a single tunnel to
per yard accommodate two tracks would be about $ 9,000 per yard .
Preliminaries $ 750
Sheet piling 4,450 44 . Tunnelling in Compressed Air with Shield
Earthworks 2,760 Costs are based on the following conditions:
Structural works 5,010 Two - line construction in twin bored tunnels working
Allowance for utilities, traffic, reinstatement, and two faces with two shields in compressed air at 15
ground conditions 2,800 Ibs/in2
Miscellaneous 1,630
2. Total length of twin tunnel 1,600 yards.
Total $ 17,400 3. Track level at depths below that economic for cut
and-cover construction .
4. Tunnelling in decomposed granite with occasional
39. Under similar conditions but at depths to track level of 21 boulders.
feet and 41 feet, the corresponding costs per yard would be $ 14,150 5. Access to tunnels from previously constructed stations.
and $ 21,000, respectively.
Cost
40 . Cut and Cover with Diaphragm Walls per yard
Costs are based on the following conditions : of twin
1. Two -line construction . tunnels
Preliminaries $ 1,000
2. Track level at average depth of 31 feet below ground
level . Provision and installation of compressed air plant,
3. High percentage of boulders (but no other rock) and air locks and shields 1,380
Provision of cast -iron lining segments 7,800
underground obstructions precluding sheet piling with
Excavation, erection of lining and caulking 10,670
water table 10 feet below ground level.
Miscellaneous 1,150
4. Construction below concrete road with highly congested
underground utilities.
Total $ 22,000
5. Full access to be maintained to adjoining properties
at all times.
Cost 45 . With precast reinforced concrete lining segments, the
per yard corresponding cost would be reduced by about $ 5,200 per yard;
Preliminaries $ 950
cast-iron lining is required for tunnels underneath a road.
Diaphragm walls, including sheet piling above level
of structure 8,820 TYPICAL COSTS FOR STATIONS
Earthworks 2,530
46 . Overhead
Structural works (excluding diaphragm walls) 3,300
Allowance for utilities, traffic, reinstatement and Costs are based on the following conditions:
ground conditions 4,700 1. Two-line construction with side platforms.
Miscellaneous 2,000 2. Side platforms 600 feet long, mezzanine ( at ground
level) 240 feet long.
Total $ 22,300 3. Ground conditions typical of reclaimed areas with few
boulders or underground obstructions.
41 . Under similar conditions but at depths to track level of 21 Cost
feet and 41 feet, the corresponding costs per yard would be $ 16,950 Preliminaries $ 110,000
and $ 27,600, respectively . With double -storey, two-line construction Foundations 520,000
at a depth of 51 feet to the lower track level, the corresponding Substructure 160,000
cost per yard would be $ 33,400. Superstructure 1,090,000
Finishings 470,000
42. Tunnelling in Free Air without Shield
Miscellaneous 260,000
Costs are based on the following conditions:
1. Two-line construction in separate horseshoe-shaped Total $ 2,610,000
tunnels.
208
ENCICERING
47 . Cut and Cover with Sheet Piles 51 . For a double-storey, twin-line station at a depth of 53 feet
Costs are based on the following conditions : to the lower track level, the corresponding cost would be about
$ 11,300,000.
1. Two-line construction with side platforms and mezzanine.
2. Track level at average depth of 31 feet below ground
level .
3. Good ground with occasional boulders, with water table
10 feet below ground level .
4. Construction below concrete road with moderately
congested utilities.
5. Full access to be maintained to adjoining properties
except for four hours at night.
Cost
per yard
Preliminaries $ 1,300
Sheet piling 4,450
Earthworks 3,550
Structural works 11,800
Allowance for utilities, traffic, reinstatement
and ground conditions 4,000
Miscellaneous 2,500
Total $ 27,600
48 . The corresponding cost per yard of the station structure
without mezzanine would be $ 24,800. For a typical station 600 feet
long with a mezzanine 360 feet long, the cost would be :
Length with mezzanine (360 feet) $ 3,320,000
Length without mezzanine (240 feet) 1,990,000
Finishings 340,000
Total $ 5,650,000
49. Cut and Cover with Diaphragm Walls
Costs are based on the following conditions:
1. Two - line construction with central platform and mez
zanine.
2. Track level at average depth of 31 feet below ground
level .
3. High percentage of boulders (but no other rock) and
underground obstructions precluding sheet piling with
water table 10 feet below ground level .
4. Construction below concrete road with highly congested
utilities.
5. Full access to be maintained to adjoining properties at
all times .
Cost
per yard
Preliminaries $ 1,750
Diaphragm walls and sheet piling 8,850
Earthworks 4,360
Structural works (excluding diaphragm walls) 11,140
Allowance for utilities , traffic, reinstatement ,
and ground conditions 6,050
Miscellaneous 2,850
Total $ 35,000
50. The corresponding cost per yard of the station structure
without a mezzanine would be $ 33,500. For a typical station 600
feet long with a mezzanine 400 feet long, the cost would be :
Length with mezzanine (400 feet) $ 4,670,000
Length without mezzanine (200 feet) 2,230,000
Finishings 410,000
Total $ 7,310,000
209
GLOSSARY OF TECHNICAL TERMS
ACCESSIBILITY RATING - A numerical rating for each zone GENERATION - The home end of a home-based trip ; the origin
-
that is a function of employment and the total time to travel to all of a non -home-based trip. (See also " Attraction" .)
other zones.
GOVERNMENT-AIDED HOUSING - This is taken to mean
ATTRACTION - The non-home end of a home-based trip ; the those estates wholly controlled by the Housing Authority, the
destination of a non -home -based trip ; the “purpose" end of a trip. Housing Society plus the Government Low Cost Housing estates
(See also " Generation " .) built by the Public Works Department but managed by the Housing
BALLAST – Crushed stone upon which the " sleepers " rest.
- Authority.
BASE YEAR - 1965 ; most of the surveys upon which the study HEADWAY - The time spacing between successive vehicles
was based were conducted in the summer of 1965. moving past a point in a given direction.
-
BOGIE - Under-carriage with two or more wheel- pairs, pivoted HOME-INTERVIEW SURVEY - A survey conducted in
-
a
below the end of a locomotive or railway car . selected sample of homes to obtain information about household
BOREHOLE LOG - A borehole is a hole driven into the ground
-
and person characteristics and about all travel on one day for each
member of the household .
to obtain information about the underlying strata. A borehole log
is aa record of the sinking of the borehole, listing types of material HOUSEHOLD - A person living alone or a group of persons
encountered at various depths. living together, partaking of meals together and benefiting from
CANT - Cross slope of track on curves. common housekeeping.
CAR OCCUPANCY - The average number of persons in a car , -
INCOME - Total gross income before tax or other deduction,
including the driver. of all members of a single household received from all sources,
including wages or salary for employment, profits and salary from
CAR-OWNING HOUSEHOLD - A household in which at business, and pensions.
least one member has available for regular personal use a car in
operating condition , whether owned outright, subject to hire INTER-ZONAL TRIP - A one- way movement between two
purchase, borrowed , assigned by a company or public authority, zones.
or other. Households contacted during the course of the survey INTRA -ZONAL TRIP — A one-way movement within a zone.
were classified as car-owning if they so qualified on the day of the
interview, LAND USE - A town planning term describing the type of use to
CATEGORY ANALYSIS - A statistical technique of placing which any given portion of land is put. Land uses were classified into
each household into one of a large number of categories according eight categories in the various origin and destination surveys.
to its characteristics and expressing from the trip making information LINK - An element in a network which connects two nodes.
of the sampled households in each category, an average trip genera
tion rate for various modes and purposes. LINKED TRIP - A trip using more than one form of powered
-
conveyance and therefore comprising two or more unlinked trips.
CENTROID - A point which represents a traffic zone for traffic
analysis purposes. MINIMUM PATH - The route of travel between a pair of
traffic zones which has the least accumulation of time, distance or
) CORDON - An imaginary line which completely encloses a given
area and at which traffic counts and interviews may be taken for
other link parameter.
control purposes . MODAL DISTRIBUTION , MODAL SPLIT — The proportions -
of trips using various modes of travel.
CORRIDOR, TRAFFIC CORRIDOR - A group of related roads
-
serving similarly oriented traffic movements. MODE OF TRAVEL - A form of tranpsort used for a person
trip. The term generally refers to one of the following motorised
DESIGN YEAR — The design year is considered to be 1986 but
-
modes : automobile, motor cycle, pak pai , taxi , public car, bus,
may be sooner or later if future growth is different than was pro tram, railway, ferry, rapid transit or goods vehicle. Trips on foot
jected.
and by pedal cycle are generally excluded from studies of modal
DESIRE LINE - A line drawn between the origin and the des
- distribution .
tination of a traffic movement irrespective of the routes traversed,
NETWORK - A diagrammatic representation of a road , bus,
of width proportional to the volume of that movement. rail or other transportation system . A network consists of a number
DWELLING - A building or part of a building which provides of links .
living quarters. In some cases a single dwelling contains more than NETWORK CODING — The process consisting of the prepara
-
one household.
tion of network link tables from which link data cards are punched .
EMPLOYEE - Any working household member, gainfully em
-
The principal link data recorded are the numbers of the pairs of
ployed for wages or salary in return for working 10 or more hours nodes which define each link, the length, and the average travel
per week at the time of interview, including self- employed persons. time.
211
NEW TERRITORIES - For the purposes of this study the New SHIELD ( TUNNEL ) - A steel hood used to protect men driving
Territories consists of the area covered by the New Territories a circular tunnel through soft ground. It is driven forward by jacks
Administration . All of the Colony except the " Urban Area " . around its edge which push on the previously completed tunnel
NEW TOWNS — Planned communities in the New Territories .
-
lining. Many modern types of shield are equipped with mechanical
excavating and loading machinery.
There will be three new towns; Tsuen Wan which is already under
-
construction , Sha Tin and Castle Peak. SLEEPERS - The cross supports to which rails are attached .
NODE - A numbered point which defines the end of a link in SQUATTER HOUSING - This definition is used at base year
a network. only and covers those people living in illegal structures on Crown
NON-CAR-OWNING HOUSEHOLD -A household , no Land , including aa shack or lean-to on a pavement or street, structures
in resite areas, caves, tunnels or shacks erected on roof tops. Not
member of which has regular use of a car, as defined under " car
owning household ". included in these definitions are those places of residence such as
non-domestic space in garages, under staircases, in corridors nor
OTHER HOUSING - This house type includes all forms of those in workshops, shops or factories.
private residential accommodation ranging from a bed-space or STATION - An off -street loading facility for a public transport
cubicle in a room or cockloft to a single family detached dwelling. vehicle. A rapid-transit station includes the platforms giving access
It also includes all Government, Military, Police and Fire department
to the rapid -transit vehicle, the ticket halls, the associated pedestrian
quarters ; housing provided by co -operative building societies and ways and escalators.
by voluntary organisations. Company Housing of all types is also
included under this heading. STUDY AREA - The entire Colony of Hong Kong.
PAK PAI - Literally " white plate" ; a private car used illegally
- -
SUBZONE - Small geographic area identified with a three digit
as a taxi. number. The PTSU established 139 zones in the Colony for the
PARAMETER — A variable used in statistical analysis to indicate base year. Some slight adjustments resulted in 145 zones in the
design year. (See " Traffic Zone " .)
( quantitatively) a characteristic of the population or item being
studied . SURFACE TRANSPORT - Non-grade separated mass transport.
PEAK HOUR - The hour of maximum traffic flow each day. SURVEY AREA - The area in which the basic origin and destina
tion surveys were conducted ; Hong Kong Island , Kowloon and
PRIMARY ZONE - Combination of subzones identified by the New Kowloon.
first digit in three digit subzone numbers. The PTSU established 10
-
primary zones in the Colony. (See " subzone" .) SYSTEM - When used alone, comprises the combination of all
modes of public transport and their routes. When used in con
PROGRAMME - A sequence of coded instructions, usually stored junction with a type of vehicle, it comprises all of the routes operated
on magnetic tape, used to solve a problem by electronic computer. by that type of vehicle, that is, bus system, tram system , rapid
PURPOSE - See " Trip purpose". transit system , etc.
RAPID TRANSIT - Grade-separated rail system with high
-
TERMINAL, TERMINUS - Station at the end of a transporta
-
acceleration and fast loading characteristics. Generally with stops tion facility. Such a station would be specifically constructed to
or stations one-half mile or more apart. cater for the transfer and distribution of passengers, it would also
REGRESSION ANALYSIS - A statistical technique for deter cater for the storage, and turnaround of the transportation vehicles
mining mathematically the relationships between two or more and in some cases for maintenance of vehicles and the handling of
goods traffic and materials.
variables.
TRAFFIC ASSIGNMENT, ASSIGNMENT - The process -
RESETTLEMENT HOUSING - This means the multi -storey
-
whereby trips determined from an origin and destination survey
housing designed and built by the Public Works Department
are assigned (allocated) to definite routes (existing or planned),
originally to rehouse squatters but now extended in scope to house based on factors known to influence route selection , the primary
tenants of buildings adjudged to be dangerous, compassionate cases
factor being travel time.
and victims of natural disaster, people from cottage resettlement or
resite areas, squatters on Crown Land , tenants of overcrowded TRAFFIC DESIRE - A movement between one area and another
resettlement rooms and pavement squatters. At base year, in irrespective of the routes traversed . (See " desire line" .)
habitants of areas designated by the resettlement department as TRAFFIC MODEL - A series of mathematical formulae express
cottage resettlement areas are included under this heading ; they
ing the actions and interactions of travel and land use and other
will all be rehoused by 1986.
planning factors in such a manner that travel patterns can be syn
-
SCREEN LINE - An imaginary line, generally following a natural thesised or estimated from given assumptions about these factors.
barrier, along which traffic counts or interviews may be taken for
control purposes. TRAFFIC SYNTHESIS, SYNTHESIS - The process of traffic
-
estimation by the application of mathematical formulae (a traffic
SECONDARY ZONE - Combination of subzones identified by model) which simulate the travel behaviour of persons and vehicles
the second digit in three digit subzone numbers. The PTSU es by categories of trip purpose, mode, etc.
tablished 51 secondary zones in the Colony. (See " subzone " .) TRAFFIC ZONE, ZONE — The basic unit of area for traffic
-
SECTOR - A geographic area used for the presentation of planning analysis, delineated with regard to the main road system, major
and trip data that may be all or part of a primary zone. The urban barriers to traffic flow , land - use characteristics and other traffic
area has been divided into 20 sectors. engineering considerations. (See " subzone" .)
SERIAL CONTRACTING - In serial contracting, the first
-
TRAVEL TIME - The average total running time between one
project of a series is placed with a contractor after competition ; node and another including delays, in a network. A typical public
this stage of the contract is specified in detail , and bills of quantities transport travel time between one centroid and another consists
are available. Subsequent projects are then undertaken by the same of four elements—a walking time to the bus, tram or transit stop,
contractor based on prices for items in the first project, and rates a waiting time at the stop, an average riding time on the transport
for new items in the subsequent projects are negotiated . vehicle and a walking time to the ultimate destination.
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TRIP - A one-way movement from one place to another for a
particular purpose. The term generally refers to movements using
a powered conveyance. (See " linked trip " and " unlinked trip " .)
TRIP END - The origin or destination of a trip.
-
TRIP MATRIX - A record of zone -to -zone trips, giving the
numbers of trips in each direction between each pair of zones.
TRIP PURPOSE, PURPOSE — The main purpose or intention
-
for which a trip is made, the fulfilment of which marks the end of
the trip .
UNDERPIN - To provide new permanent support beneath a
wall or column without removing the superstructure ; the construc
tion of new foundations for existing buildings.
UNLINKED TRIPS - A one-way movement from one place to
another for a particular trip purpose by a particular mode of travel,
as recorded on the home-interview form , and which is considered
to be completed when either the trip purpose has been accomplished
or a change in mode of travel has occurred. (See " Linked trip " .)
URBAN AREA - Hong Kong Island, Kowloon and New Kowloon ,
the " survey area" . All of the Colony except the " New Territories" .
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ENGINEERING LIBRARY
HE 5089 .H64 F7 f
Hong Kong mass transport study
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