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Some of the buses which were no longer required to operate these services would be diverted to new MTR feeder services, particularly at the western end of the Corridor, and to enhance services in other areas not served by the Island Line. By 1996, daily bus boardings in the Corridor are expected to reach 1.5 million. The existing institutional arrangements could continue, with the financing of the development of bus services in the Corridor being undertaken by the present franchised 'companies. The predicted decline in demand on some of the most profitable routes, following the opening of the Island Line might cause the bus companies, CMB in particular, to be hesitant about the expansion required in the early 1980s. However, the imminent proposed amend- ment of the Public Omnibus Services Ordinance should provide adequate machinery to cope with any such reluctance.
Tram Development Plans
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The existing tram service from Kennedy Town to Shau Kei Wan will be progressively segregated to help cater for the large number of short distance journeys within the Corridor, particularly when the final stages of the King's Road public transport priorities scheme have been completed at the end of this year. Within the next two years or so, segregation of much of the track will be enforced by means of a central fence between the tracks, together with a kerb or white line to
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keep other traffic away from the trams. Further segregation of the track will be achieved after 1985, as additional capacity on the Island Eastern Corridor Road becomes available.
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Should it, later, prove necessary to replace the existing trams with a new fleet of larger; more powerful double-deck vehicles, this segregation of the track would facilitate their introduction. ·
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PLB Plans
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The PLB trade has proved sensitive to competition from expanding bus services and the opening of the Modified Initial System of the MTR. The opening of the Tsuen Wan Extension in 1982, may have the effect of moving more of the PLB fleet to the Island Corridor, but the increased bus capacity there, moving in reserved lanes, would provide effective competition for PLBs and reduce their main attraction, by preventing them from stopping along much of the Corridor to pick up and put down passengers. The Island Line would also attract many passengers from PLBs. So it is likely that any increase in PLB numbers in the Corridor would be accompanied by a reduction in load factors. Accordingly, it seems likely that, although there could be some short-term increase in PLB patronage in the Corridor, by 1996 PLB boardings will have probably fallen below the 1980 level of 0.3 million to about 0.2 million a day. Whilst it is possible that controls on the number of PLBs may be introduced in the interest of efficient road use, no firm policy commitment to this has yet been
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