CONFIDENTIAL
機密
XCC(75)52
2.
(a) that the depot was situated in one of the most crowded
areas in Hong Kong, having a very high proportion of residents of public housing estates in its population;
(b) that the local road system when completed would
provide the following traffic capacities in its main roads:
Kwun Tong Road
Wai Yip Street
G
6 lanes
-
90,000 passenger car units per day 4 lanes - 50, 000 passenger car units per day
Airport Tunnel Road - 4 lanes - 80,000 passenger car units per day Total 220,000 passenger car units per day
(c) that the total estimated traffic demand, assuming
that the Modified Initial System of the Mass Transit Railway and the whole road network was constructed on schedule, was 170,000 passenger car units per day, which would thus leave a capacity of about 30,000 passenger car units per day available for traffic from development of the Depot site;
(d) that the traffic demand arising from the Depot as
proposed by the Mass Transit Provisional Authority and the adjacent Mass Transit railway station was unlikely to exceed 15, 000 passenger car units per day; thus the road traffic generated by the Depot itself, by an additional estate of about 25,000 residents and the facilities to be provided was acceptable;
(e) that the local road system would be capable of
accepting estimated peak hour traffic without disruption;
(f) that although provision of sites for Government
institutional and community sites in the five main planning areas of North East Kowloon, namely KPA 11 (Tsz Wan Shan, San Po Kong and Diamond Hill), KPA 12 (Ngau Chi Wan), KPA 13 (Ngau Tau Kok), KPA 14 (Kwun Tong) and KPA 15 (Cha Kwo Ling, Yuen Long and Lei Yue Mun) was theoretically adequate, many of the sites planned for these uses were on hillsides and in other difficult locations, and could not be brought into use except by com- prehensive development;
(g) whereas the five planning areas already contained
a population of 893,000, or 75% of the ultimate planned
CONFIDENTIAL **