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GIF. 323
CONFIDENTIAL
J
3
system of this kind would be operationally viable and would provide
the optimum service over its reduced length for the largest possible
number of people. The first two stages comprise the whole of the Kong Kow Line and thế majority of the Kwun Tong Branch as far as Kowloon
Bay. They are scheduled for completion by the end of 1976 and repre- sent the minimum subway system that can sensibly be undertaken in
Hong Kong.
THE INITIAL SYSTEM
8.
The Initial System would be obtained by completing the first four stages. The extent of this System is shown in Fig. 3.5 of Vol. I. It would have 20 stations and a route length of 12.6 miles comprising part of the Kwun Tong Branch Line from Kwun Tong to Mong Kok, part of the Tsuen Wan Branch Line from Lai Chi Kok to Mong Kok down Nathan
Road and across the harbour to Western Market. The estimated cost at
mid-1970 prices is HK$1,906 million.
9.
The Initial System would take 71⁄2 years to design and build. As travel demand increases in the future it is proposed that further stages be added to make up the full 32.7 mile Preferred System.
THE EFFECT OF THE SYSTEM ON EXISTING PROPERTY AND ON IMMINENT DEVELOPMENT
10.
All difficulties arising from the location of existing buildings or buildings planned for the immediate future, have been identified and there would be no insuperable problems on this account in constructing the lines as shown. A striking feature of the route location work has been the way in which it has been found possible to locate lines along the desirable corridors without requiring large scale demolition of property. There are however certain decisions relating to long-standing development problems which have been forced into prominence during consideration of the Subway. A major example is the redevelopment of the Western Market area. At this and other locations the construction of a Subway provides at least the opportunity of overall redevelopment of the surrounding area.
THE EFFECT OF THE SYSTEM ON LONG-TERM DEVELOPMENT
11.
There can be little doubt that the provision of a subway system will stimulate large-scale new development (and redevelopment) along the routes and in the vicinity of stations. Wherever subway systems have been built experience shows that property and land increase in value. This opens up the strong possibility that a part of the cost of providing station concourses could be met through arrangements which permit the private development of station superstructures and surrounds. Nor is this development potential limited to creating values which can be attributed to the new system and therefore add to its viability.
NEIDENTIA I
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