September 1998

Introduction

1. As this is still an early stage in the Third Comprehensive Transport Study (CTS-3), the consultation document has been written in very broad-brush terms. The public's views are sought on four major directions which are points of principle with which it is difficult to argue. We shall thus take the opportunity to comment on additional points arising from these four general issues.

　

To develop a trigger point mechanism for the purpose of ensuring a more timely provision of infrastructure and streamlining the planning process.

2. We agree with this broad direction. The trigger point mechanism has been successful in the planning of the port and it should likewise be a good planning tool for other transport infrastructure.

3. Before the trigger point mechanism is established, we believe there are a few strategic road links which need to be implemented as early as possible; in other words, where the “trigger point” has been reached already. Specifically, major trunk roads are needed to relieve the east-west traffic on both Hong Kong Island and Kowloon. In the case of Hong Kong Island north this will have implications on the current reclamation proposals for Central and Wanchai. Whatever the outcome of the debate over the reclamation proposals, a major corridor will be urgently needed to relieve the traffic congestion on the Island.

4. While planning for strategic transport links will benefit from the trigger point mechanism, it should also be integrated with better planning in the local transport system. Hong Kong is, by and large, being well served by the network of trunk roads and major corridors, yet congestion remains a problem at the local level for many districts. This is, of course, the subject matter of an earlier consultation paper on traffic congestion to which we have also contributed our views. We believe that while congestion can be alleviated by better planning locally, the provision of support facilities like adequate car parks is essential. What is needed, therefore, is for the comprehensive transport study to be supplemented by a comprehensive parking study.

　

To accord priority to railways in the development of infrastructure and the provision of public transport services.

5. We support the priority to railway development, both for economic and environmental reasons as indicated in the consultation paper.

6. We would supplement that for the benefits to be maximised, rail transport should be efficient not just as a mass carrier, but as an economic operation. Already the Kowloon Canton Railway Corporation and the Mass Transit Railway Corporation have been detached from the government and run autonomously as independent corporations, but they remain 100% owned by the government. To allow the market mechanism to work to its full potential, perhaps the case for privatisation of these corporations can be considered, say by listing them on the Stock Exchange. This will enable more efficient capital raising as well as subject them to market demands thus improving their efficiency further.

　

To enhance coordination and integration of different transport modes.

7. Better coordination and integration is obviously supported. Considering that many people still prefer to own private cars, this again points to the need for better parking facilities both at the local level and at points of interchange with other modes of transport. In the latter case, the park and ride scheme for Sheung Shui is apparently well received and the government should consider extending it to other stations.

8. In considering the development of different modes of transport, we would emphasise again the importance of allowing market forces to run their course. Thus we support more opening up of the bus sector. As to taxis we believe they have a great value as one major segment in public transport, but the quality of service is badly in need of upgrading.

9. One pressing issue is that of the uneven usage of the cross harbour tunnels. With the imminent ending of the franchise for the Hung Hom Cross Harbour Tunnel, an opportunity now exists for government to manage the traffic flow between the three tunnels, yet there appears little debate on the options for maximising efficiency and minimising congestion in using the tunnels. We would welcome more information on the possible arrangements being contemplated by the government.

　

To make more use of cost-effective use new technologies in traffic management.

10. The application of information technology to traffic management as suggested in the consultation paper is obviously welcomed. The mention of in-vehicle map or message system demonstrates the forward looking attitude which we very much support. We encourage the Transport Department to work together with the Information Technology and Broadcasting Bureau on how to maximise the potential of information technology to make that a reality.

11. A good example of the application of information technology to transport is electronic road pricing (ERP). Here divergent views exist within the HKCSI, some members being opposed to the ERP. Nevertheless, the majority view is that the early introduction of ERP is supported as a means to regulate road usage by private vehicles, provided that the privacy of individuals is properly safeguarded. Besides, the Coalition also calls for more comprehensive use of electronic smartcards like Octopus for public transport.

12. On private vehicles, while not disputing that they are uneconomic road users and hence their use might have to be regulated, our view is that any regulation should be directed towards use rather than ownership. Hence we do not support fiscal disincentives on car ownership such as first registration tax.

13. As to freight transport a major problem is that of coordination between Hong Kong and the mainland. A comprehensive transport study without the mainland dimension cannot be comprehensive enough. There is clearly a need for closer coordination between Hong Kong and the Mainland in freight transport in order to provide more efficient cross boundary freight traffic by rail, road and river draft. With Shenzhen ports expected to achieve double digit annual growth in the coming years, efficient transfer of freight and equipment is of high priority to ensure that infrastructure on both sides of the boundary is developed in a fully integrated manner. We hope these and related issues will be addressed in CTS-3.

14. On pedestrian facilities we believe the elaborate system of walkways in Central and some of the new towns should be the model to adopt. Other supporting facilities similar to the mid-level escalator are also worth considering.

Conclusion

15. The CTS-3 is an ongoing study. The Hong Kong Coalition of Service Industries will be happy to continue to contribute its views to the CTS-3 as the study progresses.

(Ends)