TNAG-0770-FCO40-974-Construction-of-underground-railway-system-in-Hong-Kong-1978 — Page 129

2.37

A wider vehicle (say 2.65m) would be desirable from the capacity

viewpoint, and in general would be acceptable, it is considered, for on-street operation although it would require a realignment of the existing tram tracks. The existing track allows for a vehicle only 1.98m wide, which by world standards is exceptionally

narrow. An examination of the existing tram right-of-way suggests

This that a suitable compromise on vehicle width would be 2.3m. would allow 0.3m between vehicles provided one track is realigned east of North Point and at certain other locations. The capacity penalty of adopting a width narrower than 2.3m is considered undesirable, whereas adoption of a wider design would appear to require the relaying of virtually all the existing tram track. There appears to be no substantive reason why the track gauge should be changed from the present 1.067m with this width of

vehicle.

Bus Operation

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2.39

The results of the demand model analysis underline the continuing

important role of the bus network. The creation of the new Water-

front Roads will allow the creation of a series of express bus services along the corridor and via the Aberdeen and Cross Harbour Tunnels. The services along the LRT route (Des Voeux Road, Hennessey Road and King's Road) would need to be reviewed in the light of the performance of the LRT system.

As already noted, the construction of a central area LRT tunnel permits the creation of a bus priority route from Wanchai to Central on the existing tram right of way in Queensway. The 1991 bus volumes along Queensway are likely to reach about 150 buses/hour in the peak direction, and it is possible that further, more detailed examination of the bus system would allow service

reorganisation to make even greater use of a bus priority

facility in this area.

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