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opportunities along Clearwater Bay Road and large reductions in employment at Tsing Yi, Castle Peak and Shatin.
10.
Estimated Total Trips. After all adjustments were me de to the forecast of total trips by all modes of travel, the Consultants found that the new total estimate of all trips (except school trips) in the Urban Area would increase by 1%. In the New Territories, as was to be expected, total trips in 1986 are forecast to be about one third less than was estimated in the Feasibility Study.
ALTERNATIVE SYSTEMS TESTED
11.
It was obvious at the start of these further studies that the system recommended by the Consultants in the Feasibi-
The Shat in lity Study would need considerable modification. Line was almost certainly not justified by 1986 and there was considerable doubt about the double line down Nathan Road and under the harbour, to name only two of the major problems of route location.
Consultants were, therefore, asked to test various systems. The five they tested are described and illustrated in detail in the latter part of Chapter 4 of Volume I of the Report. Alternative 5 is a development of Alternative 3 which was the most promising of the 4 basic variants selected. Figure 4.11 gives the 1986 passenger volumes on Alternative 5 which is the system now recommended.
The
THE PREFERRED SYSTEM
12.
Alternative 5 is described as the Preferred System. It has been outlined in paragraph 1 above and consists of the two branch lines from Yau Tong Bay and Tsuen Wan West to Mong Kok, the Kong Kow Line from Mong Kok under Nathan Road to Western Market, an Island Line and the East Kowloon Line from
While the Diamond Hill via Tsim Sha Tsui to Western Market. travel volumes predicted come close to maximum capacity on the Kong Kow Line and while certain station volumes will be as high as anywhere in the world, the location of the Preferred System will achieve a very wide cover of the Urban Area including Tsuen Wan. The system also precludes the need for a second line down Nathan Road.
TRAINS AND STATIONS
13.
The recommended designs for rolling-stock and stations reflect the very high use of the system. The designs included in the Report are typical but are, of course, capable of modi- fication.
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Trains. The system is a mass-transit system designed
Each train would consist to carry very large numbers of people.
The of eight very wide (10.6 ft.) and very long (78 ft.) cars.
All cars would overall length of a train would be about 600 ft. be inter-connected via wide vestibules which would help to avoid
Seats would be the undue bunch ing of passengers at peak-hours. provided for only 448 passengers (56 per car) whereas the total capacity of a train will be 3,136 passengers. The design en-
Ventilation visages steel-wheeled cars running on steel rails.
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