1. This Annex summarises the major comments, views and suggestions received during the CTS-3 consultation exercise in June 1998 and outlines how CTS-3 responded in its subsequent work.

The Four New Initiatives

2. The four new initiatives expounded in the Consultation Document, viz. to provide transport infrastructure in a timely manner to meet anticipated demand, to accord priority to railways, to enhance co-ordination and integration of different public transport modes, and to manage traffic demand more effectively through the application of new technologies, were generally supported.

Development of Transport Infrastructure

3. Most consultees supported timely provision of transport infrastructure to cope with land-use developments. Some suggested to set standards/expectations for triggering review, e.g. maximum travel time between major activity/population centres. In addition, some consultees favoured a wider coverage for timely actions to other areas, e.g. air pollution alarm. CTS-3 has recommended to develop a review system to ensure that the need, timing, scope and priorities of the relevant highway projects are re-assessed before implementation in light of the latest development.

4. Most consultees supported the initiative to accord priority to railways, although some cautioned that Government should exercise more stringent control over the railway corporations in view of the implicit benefits. Development of a railway network was generally preferred to development of railway lines on individual basis. Some consultees pointed out that the trunk railway services should be adequately supported by feeder services to enhance accessibility. Some others supported new rail links along major congestion corridors. CTS-3 has examined practical ways to promote rail usage, including provision of more high standard public transport interchanges to promote trunk and feeder services. Railway will form the backbone of the future passenger transport network and will become the major passenger carrier. The detailed development programme for railways is being further examined under the Second Railway Development Study (RDS-2), which is due to be completed by the end of 1999.

5. Allowing room for expansion was not much discussed. Some pointed out that land resumption consideration would be crucial for the implementation of the proposal to allow room for expansion. CTS-3 has considered the approach to address future increase in infrastructure capacity along major travel demand corridors identified. In order to make the best use of these corridors, CTS-3 has considered the demand in the long term with a view to accommodating such demand where feasible.

6. A broader perspective of cross boundary traffic demands was a common concern. CTS-3 has taken on board the most recent traffic forecasts of such demands produced by the Crosslinks Further Study in examining the long term strategic highway and railway routes to cope with these demands.

7. Environmental consideration was a hot issue in the comments received. The public in general had a greater expectation from CTS-3 than merely dealing with the ecology, noise and air quality aspects of transport policies and projects. The concept of sustainable development and alternatives to building roads to satisfy travel demands was quite popular. While CTS-3 has examined the impact of transport policies and projects on the environment through ecological, noise and air quality evaluations, it has also identified a wide range of possible environmental mitigation measures to ensure that mobility of people and goods is maintained in a sustainable manner.

Public Transport Services

8. Regarding different modes of road-based public transport, the consultees supported the role of the franchised bus in general. Views regarding the roles of public light bus (PLB), residential coach, tram, ferry and taxi varied. The principle of according priority to efficient transport modes, particularly rail, was not disputed. Some pointed out that to maintain the number of PLB's might be contradictory to according priority to efficient road users. CTS-3 has reviewed the roles of different public transport modes and their hierarchy in the transport system and recommended them to be continued, with better co-ordination to promote trunk and feeder services, and progressive replacement of Red Minibus by Green Minibus.

9. Most consultees supported the idea of co-ordinating and integrating the public transport modes. However, some indicated that separate franchises for different modes rendered inter-modal co-ordination difficult. Mass carriers like MTR and KCR to take up the trunk service role were not disputed. Some consultees considered that franchised buses also played an important role in both trunk and feeder services. CTS-3 recommends that through better co-ordination and integration of various transport modes, the capacity and efficiency of public transport services could be maximised, priority given to off-street modes, and wasteful competition between different operators minimised. CTS-3 recommends to consider providing a number of major high standard public transport interchanges at strategic locations that should be served by at least one mass carrier such as MTR or KCR. The Study also recommends that a passenger information system be developed to help passengers make an informed choice on route planning.

10. Fare integration was generally supported by the professional bodies, but reservation was expressed by some other consultees. CTS-3 has found practical and institutional difficulties in implementing an integrated system involving sharing of revenues among different private operators. Therefore it is not practical to pursue a full integrated fare system. However, CTS-3 considers that there are many advantages for the travelling public to use a common payment system for all, or most, public transport modes. This is already under way through the use of the Octopus card, and should be encouraged.

Traffic Management

11. With regard to the management of traffic demand, most consultees were supportive of park and ride incentives and use of public transport. CTS-3 has suggested that park and ride facilities should be provided at suitable public transport interchanges to encourage a shift from private cars to public transport modes.

12. Although views regarding fiscal restraint on private vehicles varied, most consultees preferred usage restraint to ownership restraint measures if unavoidable. CTS-3 considers that the most prudent course would be to monitor the increases in vehicle fleets and the resultant increases in highway traffic, and to act firmly if the forecast problems start to occur. This action could then take the form of usage or ownership restraint.

13. Regarding usage restraint, views on electronic road pricing varied. Some consultees were against two-tier licensing, arguing that ERP would be easier to enforce and more flexible. The feasibility of ERP technology is being examined in a separate feasibility study.

14. With regard to freight transport, views on restraining goods vehicle movements to off-peak hours varied. CTS-3 recognises the link between freight transport and the economy, and suggests that opportunities for localised measures to manage goods vehicle movements could be identified in local area studies. Promoting freight rail was welcome by most consultees, and RDS-2 is looking into the potential of a freight rail line.

15. As application of advanced technologies in traffic management is still new to Hong Kong, consultees' views were mostly rather general. CTS-3 has identified a number of core Intelligent Transport System applications that would be beneficial to Hong Kong's transport system, and recommends that further studies be carried out to investigate the feasibility of these applications in Hong Kong.

16. With regard to the subject of tolling strategy, virtually all consultees considered the existing imbalance in cross harbour flows unacceptable.

  • The cause identified was mostly attributed to the differential toll levels being charged at the three harbour crossings. Several suggestions by the professional bodies to restructure the three companies or their toll levels were made but none of them addressed the issue of likely public objection to toll changes. Measures proposed included increased passage tax for Cross Harbour Tunnel (CHT) users and toll rebate or negative passage tax for Western Harbour Crossing (WHC) users, and time-varying differential tolls to spread out the peak hour cross harbour traffic.
  • As the franchise of CHT expired in August 1999, it was suggested that the effect of different franchise agreements of the existing tunnels should be reviewed. In this respect some broad ideas of innovative arrangements were put forward. They included the concept of buying out the business of Eastern Harbour Crossing (EHC) and WHC by a new operator of CHT to facilitate changes in tolls, or setting up a new arrangement among the three tunnel companies so that the revenue could be shared among them. It was also suggested that the surplus of toll collected at CHT be put into a toll fund.
  • Investigations of CTS-3 have shown that the benefits of a toll scheme that better balances demand with available capacity, in particular across the harbour, are large. A step has recently been taken by Government to increase the toll charge for private cars using the Cross Harbour Tunnel from $10 to $20 effective from September 1999.

17. Consultees' views on the desirability of private funding of projects varied. Some considered the current mode of Build-Operate-Transfer (BOT) problematic while others suggested ways to enhance the viability of BOT projects. CTS-3 has examined the funding implications and found that our budget projection would probably accommodate the recommended projects. Review of toll schemes for all competing tolled facilities would remain a continual exercise for Government, and future developments in this area would have a bearing on the viability of further BOT type of private participation.

18. Pedestrian facilities were a much discussed topic. There was overwhelming support for pedestrianisation and more rigorous analyses in the planning process. However, different views as to the choice of elevated, at-grade and underground facilities had been lodged. CTS-3 has reviewed the suggestions received and made broad recommendations for reference by future district studies. These included promoting the walk mode by introducing an integrated and grade-separated pedestrian network at sites of heavy pedestrian movements and around major public transport interchanges.

 

 

 

 

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