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the minimum system that could sensibly be undertaken in Hong Kong.
THE INITIAL SYSTEM
4.
The Initial System would be obtained by completing the first four stages of the Preferred System. 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 and the whole of the Kong Kow Line which runs down Nathan Road and across the harbour to Western Market. The Consultants put the estimated cost at mid-1970 prices at HK$1,906 million.
5.
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.
EFFECT OF THE SYSTEM ON EXISTING PROPERTY AND ON IMMINENT DEVELOPMENT
6.
The Consultants consider they have identified all difficulties arising from the location of existing buildings or buildings planned for the immediate future and state that there would be no insuperable problems in constructing the lines. 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.
POPULATION AND TRAVEL PROJECTIONS
7.
t
This is possibly the most complex part of the Consul- tant s work and it is recommended that Members read Chapter 4 of Volume I of the Report in full. Figure 4.1 offers a diagramma- tic explanation of the major components in this exercise and the order in which they were undertaken.
8.
Population Projection. In the ir original study the Consultants assumed a 1986 population of 6.9 millions. This projection was revised by Government following the 1966 bi- census to give a 1986 population of 5.7 millions. Almost all the forecast reduction is likely to be reflected in the slower development of the New Territories.
9.
Flaming Parameters. In studies of this sort the most difficult single element to resolve is the use which the population can be expected to make of the variety of transport facilities available. Fortunately, since the original Feasibility Study followed hard upon the heels of the Passenger Transport Survey, the Consultants had access to a wealth of information relating to travel habits. They refined this information for the Feasibility Study and have again adjusted the data presented in that study to take account of changes in the projected population. Generally speaking, the changes are of a minor nature. Exceptions are a large reduction in employ- ment in the zone near Junk Bay, an increase in employment
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