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First of all, the
traffic
management
measure of increasing
fares and charges and tolls during
tolls during peak hours and when use
exceeds capacity, is an authoratitive one. It is one that is
found in many text-books, but in actual implementation, I
think it should only be the last resort. In handling the Lion
Rock Tunnel question, it has been proved that not charging a
Cannot toll would give rise to greter congestion and do not solve
the problem. So, I think that the Government should handle the matter in similar ways. It should first prove to the
public that it has already done all it can to find alternative
solutions.
NP 13 As
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to economic loss as a result of traffic congestion, there
is very little information. But in paragraph 2.79, in the
Final Report on the Electronic Road Pricing Scheme, it was
pointed out that if the Government can constrain the number of
cars, then it is estimated that by 1991, time saved in public
transport and in commercial vehicles, would give us a value of
that is
$300 million a year in savings; es onefsixth
one sixth of the cost of
building the Island Eastern Corridor.
and inconvenience cannot be calculated.
Of course, disruption
の
23 [Every morning, between 8 and 9, the queues of cars outside the 24 Cross-Harbour Tunnel on Hong Kong side, is 2.5 km and on 2.5 Kowloon side
drastic economic is very certainly, is
expensive loss. Lon the other hand, in building roads, the Island
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km
it's 2.6 This
<
that means $280 million
Eastern Corridor is elevated and it has cost $1.725 billion,
It is 8.3 km 's in length kilometre.<
per km.
Корсар
The road that runs from Sha Tin to Taipo North, along Tolo Harbour, costs $1.263 billion; it is 10.1 km in length. It's built on the foot-hill and therefore costs $125 million per km.
kilometre If we do not restrict reasonably, use of certain roads by certain vehicles, at certain
at certain time, then it will be
invevitable that the economic benefits of building roads will