档案馆:香港集体运输研究/第一章

←

目录

《香港集体运输研究》第一章 引论

第二章－现存公共交通

→

香港地图

引论

1. 香港岛在1941年1月26日正式由一支英国海军部队占领，并在几日后，查理·义律上校宣布香港岛为不列颠殖民地，并命名为域多利城（Victoria，后译维多利亚城）。在1860年的《北京条约》中，九龙半岛再割让予大不列颠并成为香港殖民地的一部分。在1898年的《北京条约》（《第二北京条约》，即《展拓香港界址专条》）中，新界地区包括235个岛屿租予不列颠99年。
2. 1845年6月的第一份人口报告显示香港人口为23,817人。至第二次世界大战爆发之时，香港人口已达160万。日占期间很多人离开香港，1945年8月之时，香港人口估计仅馀60万。至1947年末，人口暴升两倍，并至此继续快速增长。1961年人口普查显示香港人口为3,133,100人，并预料1966年人口达3,696,400人，五年间增长百分之18。
3. 香港和九龙的土地主要是山地构成。在许多地方，山丘直接从海中升起，几乎没有适合居住的平坦土地。然而，殖民地周围的大部分水都足够浅并易于填海。自1851年一条小溪被填满形成现在的文咸街以来，填海工程一直在稳步进行。因此，香港的独特之处在于它的人口和土地面积在相同的地理范围内每年地增长。
4. 香港最初是作为贸易站和英国贸易和行政的总部之一而建立的。由于其优越的港口和位于珠江口的地理位置，仅距广州76英里，因而成为实现此类目的的理想地点。
5. 虽然香港未能有足够食物和水资源支撑其巨大人口，仍吸引了不少从中国内地而来的人。一个优越的港口加上巨大又具有活力的人口令香港发展为现今的工业城镇，其劳动人口的四成由生产各样商业产品的工厂聘用，亦因而入口大量的原材料，经过各样生产程序后再将产品批发至全球。

研究背景及范畴

6. 1963年，伦敦公共交通管理局及道路研究实验室获邀为香港政府（译注：港英政府，下同）。同年后期，两个机构的代表访问了香港并建议设立一支永久的交通研究团队。
7. 1964年，工务局在英国道路研究所人员的技术指导下成立交通状况调查组（Passenger Transport Survey Unit，PTSU），其职权范围包括进行调查以获取有关当前乘客流动的事实信息，以作确定未来发展对这些人员流动模式的可能影响。1967年，该单位成为一个永久性组织，[易]名为交通运输调查组（Traffic and Transport Survey Unit，TTSU），负责长期复检交通和运输的需求、翻新调查数据及预测未来的交通和运输趋势。
8. 1965年初，香港政府意识到有必要对公共交通进行更详细的研究，因而决定这项工作应该在获得交通状况调查组研究的基础数据的同时开始。为此，香港政府于1965年7月与费尔文霍士顾问工程公司（Freeman, Fox, Wilbur Smith and Associates）达成协议，进行大众运输可行性研究。
9. 协议内容包括：
   1. 研究现存各项公共交通系统并评估其在香港的状况下的相对潜力；
   2. 为可能更具吸引力的系统设计替代路线，并根据资本成本、运行成本、服务质量和容量等因素对这些系统进行更详细的评估；
   3. 确定现今、短期和长期（1986年）的潜在的出行需求，以便能够比较替代交通系统的成本、收益和与总体规划政策的适用性；及
   4. 制订一个可行的建议公共交通运输发展方案以供按阶段实践并附上建议的模式和预测资本开支及年度收支。

研究范围

10. 本研究范围涉及香港整个殖民地。亦会有详细的集体运输研究，专门为现有市区以及已规划之将来发展而设。在本研究进行时，我们亦已经制定了协议，为规划中的新界新市镇之集体运输需要提供一般建议。

关注议题

11. 满足市民能迅速便捷前往工作、购物、娱乐，以及各地之间来往之需，是城市存在的重要目的之一。要让工商业有效运作，让雇员及客人出门便利是必不可少。事实上，市中心内的每项活动均依赖交通。而一个城市的经济效率高低亦取决于其运输系统的强弱。
12. 造成市内出行增长有以下三个最重要因素：
    1. growth in population;
    2. expansion of the physical size of the urban area; and,
    3. a rising standard of living.
    Although Hong Kong has had a large and rapidly growing population 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 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. High population density, limited average family income, limited road mileage and shortage of space for parking, all contribute to this dependence. These factors are generally very slow to change so it is likely that this state of affairs will prevail for many years.

Figure 1 — Population Trend

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 population trend between 1900 and the present day. Except for a drop during World War II, this graph shows that the population is growing at a very rapid rate. Since the area of the Colony has changed only negligibly the population density has increased at approximately the same rate as the population. The overall density of population 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 of the population is concentrated in 29 of the Colony's 398 square miles. Population densities range over 100,000 persons per square mile; most of the Colony's business and commercial activity is concentrated into this small, densely urbanised area, and over 90 per cent of public transport journeys are made within it.
15. As the Colony and its inhabitants become more prosperous, more people will travel and trip lengths will increase. Similarly, as the overall standard of living increases, people who previously made few journeys, many of which were on foot, will begin to use public transport. The upper income groups will increase and swell the demand for private cars and the road space to use them. Figure 2 shows that these factors are already in operation. Both use of public transport and vehicle registration are increasing at a faster rate than population. This is an unusual condition, but one that is likely to continue, as better job opportunities for the low income groups become more readily available in new industrial and urban developments.

Figure 2 — Growth of Population, Public Transport Riding and Vehicle Registration

16. The trend in motor vehicle registrations in Hong Kong since 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 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 vehicle for every 40 people. Although vehicle registrations increased at a lesser rate in the past two years, the trend continues consistently 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, the limited land and road area creates problems in the movement and storage of even the motor vehicles now in use. Table 1, which was developed by comparing the number of vehicles with miles of roadway in other countries, shows that there are only two countries 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 vehicle registration, very high urban densities and a shortage of developable land, must lead to extremely congested traffic conditions in the future unless action is taken.

每英里已改善道路的车辆数

表一

地域	已改善道路英里数	车辆数	每英里车辆数
摩纳哥	23	9,343	406.2
直布罗陀	18	6,465	359.2
香港	564	77,230	136.9
运河区（巴拿马）	141	15,425	109.4
波多黎各	3,839	306,000	79.9
巴哈马	189	14,464	76.5
荷属安的列斯	358	26,800	74.9
百慕大	131	9,327	71.2
奥地利	13,642	852,944	62.5
印度尼西亚	3,272	300,000	56.9
意大利	118,061	5,684,121	48.2
大不列颠	199,743	9,566,000	47.9
来源：世界公路初步统计－1965，国际道路联合会。

18. Apart from the ferry services, the Kowloon-Canton railway, and the Peak tramway, all public transport movement is by bus or tram on the surface road system. This means that road congestion will have the same adverse effect on public as on private transport. The competition for road space, between all the various vehicles, will adversely affect not only the efficient running of public transport, but also the free flow of people and goods. This could seriously damage Hong Kong's economy.

Figure 3 — Vehicle Registration by Type

GENERAL PLAN OF STUDY

19. Extensive research has been undertaken to obtain the information necessary to form a series of recommendations for an objective public transport plan. This research has used procedures already proved valuable and tested by considerable past experience in similar studies.
20. Most of the basic travel surveys were conducted by the Passenger Transport Survey Unit (PTSU) during the summer of 1965. These consisted of a home-interview type origin-destination survey, multiple screen line origin-destination surveys, travel time surveys, traffic volume surveys and various special surveys to obtain information about particular travel characteristics. Most of these surveys were limited to the urban area of Hong Kong Island, Kowloon and New Kowloon. Supplementary surveys were later made in the New Territories by the PTSU and as part of this study. A complete description of the surveys conducted by the PTSU is contained in a report entitled "Hong Kong Passenger Transport Survey 1964-1966" prepared by that unit. It also contains extensive descriptions of existing public transport characteristics. These have not been repeated here, except when necessary for clarity.
21. The data obtained in the origin and destination surveys were analysed and summarised to relate present travel to such

    planning parameters as population, vehicle ownership, employment, household type and family income. By predicting the values and distribution of the planning parameters for 1986, it was possible to forecast 1986 travel. The patterns were converted to passenger

    movements and assigned to several alternative public transport systems, thus leading to the system recommended in this report.
22. Other investigations were conducted concurrently with the analysis of origin and destination information. Studies of tram and bus loading characteristics were made at high load points in several main transit corridors. Surveys of walking and waiting times were made at ferry landings and at other public transport transfer points. A New Territories taxi travel time survey was also made.
23. A complete study of the physical and financial characteristic of the seven public transport companies was made early in this investigation. This included an evaluation of routes, terminals, fares, vehicles, passenger loading, income, costs and administration. All of the companies co-operated by supplying the information required. Certain financial information was supplied with the agreement that it would not be published in a form that would make it possible to identify the finances of individual companies.
24. A complete evaluation was made, of principal public transport 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. Estimates of capital and running costs were made, revenues were estimated 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 against the level of service. By these means an objective approach has been made to the problem of judging the economic feasibility of the system.

BI-MONTHLY REPORTS

27. Reports were submitted to Government every two months throughout the study. In addition to showing progress, these reports contained pertinent information from the various work phases. Each report was followed by discussions with the Transport Advisory Committee and the heads of the various divisions of the Public Works Department. The guidance obtained from these meetings contributed greatly to the general plan of the study.