5 Second Mid-Levels Escalator Alignment Proposals

The Study on the Development of the Second Mid-Levels Escalator in Central District

Final Study Report (8 February 2011)

Ozzo Technology (HK) Ltd Flat 5D, Worldwide Centre, 123 Tung Chau Street, Tai Kok Tsui, Kowloon, Hong Kong Tel: 3488 5449 Fax: 3020 0370 http:// www.ozzotec.com Final Study Report The Study on the Development of the Second Mid-Levels Escalator in Central District

Contents 1 INTRODUCTION 1 1.1 Background 1 1.2 Aims of the 2nd Midlevel Escalator 1 1.3 Study Objectives 1 1.4 Report Structure 2 2 EXISTING PEDESTRIAN ENVIRONMENT 3 2.1 Existing Pedestrian Flow 3 2.2 Existing Walking Accessibility 5 2.3 Existing Public Transport Inventory 6 3 INTERVIEW SURVEY 7 3.1 Purpose of Interview Survey 7 3.2 Details of Interview Survey and Methodology 7 3.3 Interview Survey Result Findings 8 4 PEDESTRIAN MODELIING 15 4.1 Pedestrian Forecast Methodology 15 4.2 Planning Data Assumptions 18 4.3 Zone Disaggregation 21 4.4 Assumptions Extracted from TCS2002 21 4.5 2010 Base Year Calibration 22 4.6 Other Adjacent Developments within the Modelling Area 23 4.7 2016 Reference Year Pedestrian Forecast 27 5 SECOND MID-LEVELS ESCALATOR ALIGNMENT PROPOSALS 28 5.1 Option A (Shing Wong Street Scheme) 28 5.2 Option B (Pound Lane Scheme) 29 5.3 2016 Design Year Pedestrian Forecast for Option A and Option B 30 5.4 Estimated Vehicular Trips Reduction on Main Road Network 30 5.5 Other Considerations 32 6 Summary and Conclusion 34 6.1 Summary 34 6.2 Conclusion and Recommendation 36

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List of Figures Figure 1.2 Study Area Figure 2.1.1 Pedestrian Survey and Interview Location Figure 2.1.2 Existing Peak 15 Minute Pedestrian Flow on 12 Sept (Sun) 2010 Figure 2.1.3 Existing Peak 15 Minute Pedestrian Flow on 27 Sept (Mon) 2010 Figure 2.1.4 Whole Day Pedestrian Flow on 12 Sept (Sun) 2010 Figure 2.1.5 Whole Day Pedestrian Flow on 27 Sept (Mon) 2010 Figure 2.3.1 Existing Public Transport Inventory Figure 4.1.1 Flow Chart of Methodology Figure 4.1.2 Base District Traffic Model Zoning Plan Figure 4.3.1 Land Use Plan Along Escalator Systems Figure 5.1.1 Proposed Alignment of Shing Wong Street Escalator Scheme Figure 5.1.2 Service Coverage of Shing Wong Street Scheme – Option A Figure 5.1.3 Typical Example of Related Civil & Structural Work to be Advised by Further Feasibility Study Figure 5.2.1 Proposed Alignment of Pound Lane Escalator Scheme Figure 5.2.2 Service Coverage of Pound Lane Scheme – Option B

List of Tables Table 2-1-1 Peak 15-minute Period on a Typical Weekday Table 2-1-2 Whole Day Pedestrian Flow at Existing Hillside Escalator Table 2-1-3 Whole Day Pedestrian Flow at Sections near Hollywood Road Table 2-1-4 Whole Day Pedestrian Flow on Service Roads Connecting to Caine Road Table 2-2 Public Transport Services in Mid-levels Table 3-2 Nos of Interview Undertaken Table 3-3-1 Result of Trip Purpose on Weekday and Weekend Table 3-3-2 Result of Trip Purpose in Mid-levels in which the Interview Location is Near to Existing Escalator and Away from Existing Escalator Table 3-3-3 Result of Trip Purpose in Central/Sheung Wan in which the Interview Location is Near to Existing Escalator and Away from Existing Escalator Table 3-3-4 Overall Result of Trip Purpose for Table 3-3-1, 3-3-2 and 3-3-3 Table 3-3-5 Result of Transport Modal Split on Weekday and Weekend Table 3-3-6 Result of Transport Modal Split in Mid-level where the Interview Location is Near to Existing Escalator and Away from Existing Escalator Table 3-3-7 Result of Transport Modal Split in Central/Sheung Wan where the Interview Location is Near Existing Escalator and Away from Existing Escalator Table 3-3-8 Overall Result of Transport Modal Spilt Table 3-3-9 General Travelling Distance of Interviewees between Existing Escalator and the Origin/Destination on Weekday and Weekend

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Table 3-3-10 General Travelling Distance of Interviewees between Existing Escalator and the Origin/Destination in Mid-level and Sheung Wan Table 3-3-11 Result of Preference on Proposed Options in Weekday and Weekend Table 3-3-12 Result of Option Choice at Interview Locations (in Mid-Levels) Near Existing Escalator and Away from Existing Escalator Table 3-3-13 Result of Option Choice at Interview Locations (in Central / Sheung Wan) Near Existing Escalator and Away from Existing Escalator Table 3-3-14 Overall Result of option choice for Table 3-3-11, 3-3-12 and 3-3-13 Table 4-2-1 TPEDM 2006-based Population Data Summary Table 4-2-2 TPEDM 2006-based Employment Data Summary Table 4-2-3 TPEDM 2006-based School Data Summary Table 4-2-4 Pedestrian Model Zoning Summary Table 4-5-1 Comparison of 2010 Existing and 2010 Base Year Model of Whole Day Pedestrian Flow at the Existing Hillside Escalator Table 4-6-1 Existing Unoccupied Site and Worksite Table 4-6-2 Total Number of HKU Students and Staff Members Table 4-6-3 Transport Demand for Extra Student and Staff to/from HKU in 2012 Table 4-6-4 Assumed 2016 Modal Split for Zones near Escalator Table 4-6-5 Assumed 2016 Modal Split for Zones away from Escalator Table 4-7-1 TPEDM for 2011 and 2016 Table 4-7-2 2016 Reference Year Pedestrian Flow in Existing Hillside Escalator Table 5-3-1 2016 Design Year Pedestrian Forecast for Option A Table 5-3-2 2016 Design Year Pedestrian Forecast for Option B Table 5-4-1 Transport Modal Split Assumption for Trips Near Escalator and Away from Escalator Table 5-4-2 Vehicular Trips Reduction Estimation Table 6-2-1 Summary of Findings on Proposed Options

List of Appendices Appendix 4.1 Questionnaire Form Appendix 4.3 Building Block Information in the Pedestrian Model

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1 INTRODUCTION

1.1 Background

1.1.1 In July 2010, the Central and Western District Council (C&WDC) invited interested parties to submit tender for the consultancy service to conduct a study on the development of the second Mid-Levels escalator scheme in central district. Following the tender evaluation and assessment, the C&WDC has appointed Ozzo Technology HK Limited as the consultant to provide consultancy service for the above study and to commence work on the 8th September 2010.

1.1.2 The consultant is requested to submit a draft report of the study in two months from the date of contract signing and to submit the final report in 2 weeks time after the comments are transferred to the consultant. The exact date of information transfer will be notified by C&WDC and working meeting will be held as appropriate during the process of study.

1.2 Aims of the 2nd Mid-Levels Escalator

To integrate the public transport system in Central & Western District

To enhance the level of service in both walking environment and public transport services

To reduce vehicular traffic in Mid-level

1.3 Study Objectives

1.3.1 As the demand of service on the existing hill side pedestrian escalator system is increasing due to the rapid growth of commercial activities and the residential development along the alignment of the existing pedestrian escalator system, the service capacity of this escalator system is now approaching saturated in peak hours. Therefore, the C&WDC expect to have another escalator system to share the service demand and to provide better service hence to reduce the demand of vehicular traffic which may causes traffic congestion in the current road network system in Mid-Levels area.

1.3.2 The main purpose of this Study on the development of the 2nd Mid-Levels Escalator in Central District is to find out a desirable route for the 2nd Mid-Levels Escalator basing on the scientific analysis in order to have an additional escalator system to pair with the current escalator system to provide better service to the public and to balance the demand on the existing system, hence the demand on the vehicular transportation could also be minimised.

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1.3.3 The study area and modelling area are shown in Figure 1.2, which under the study area, the following objectives of the traffic study would be carried out:

To provide two pedestrian link alignment options within the study area;

To provide comparison and assess the cost-effectiveness for each option;

1.4 Report Structure

1.4.1 Following the introduction of this Chapter, other sections of this report are enlisted as follows:

Chapter 2 reports the existing pedestrian environment;

Chapter 3 summarises interview survey results;

Chapter 4 provides the pedestrian forecast methodology and results;

Chapter 5 introduces two alignment options;

Chapter 6 concludes the findings of this report.

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2 EXISTING PEDESTRIAN ENVIRONMENT

2.1 Existing Pedestrian Flow

2.1.1 In accordance to the study brief, pedestrian survey had been conducted on 12 September 2010 (Sunday) during 10:00-19:00 and 27 September 2010 (Monday) during 7:00-22:00. The weekday survey was on a school day after the summer holiday and therefore complete population of pedestrian should have included.

2.1.2 As shown in Figure 2.1.1, the pedestrian survey locations were also planned in accordance to the study brief, which has covered Shelley Street, Peel Street, Aberdeen Street, Shing Wong Street, Ladder Street and Pound Lane. Apart from the study brief requirements, in order to better calibrate the pedestrian forecast model, pedestrian flows with turning movements had also been surveyed at Caine Road, Hollywood Road and Queen’s Road Central.

2.1.3 The pedestrian survey was counted in 5-minute interval continuously between the survey periods. The peak 15-minute periods for various location are identified as follows:

Table 2-1-1 Peak 15-minute Period on a Typical Weekday

Overall Mid-level Existing Escalator Survey Date AM Noon PM AM Noon PM AM Noon PM

12 September 2010 (Sunday) 11:50 15:10 16:20 11:55 13:25 17:50 11:55 13:25 18:05 27 September 2010 (Monday) 8:45 12:40 18:05 8:35 15:15 18:40 8:35 13:10 18:45

2.1.4 It can be seen that the traffic flows in Mid-levels and the existing escalator has later PM peak periods, as the pedestrian requires certain travelling time from Central/Sheung Wan to reach Mid-level.

2.1.5 The AM peak periods for the three categories are similar, however, the Mid-levels and the existing escalator peak are 10 minutes earlier than the overall survey result. The peak 15-minute pedestrian flow is presented in Figure 2.1.2 and Figure 2.1.3.

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2.1.6 The whole day pedestrian flow of the existing Hillside Escalator had also been summarized as follows:

Table 2-1-2 Whole Day Pedestrian Flow at Existing Hillside Escalator

Section between Survey Date Central Market and Hollywood Road and Caine Road and Stanley Street Caine Road Robinson Road 12 September 2010 (Sunday) Total 12,529 19,601 11,161 Uphill 7,191 11,092 6,444 Downhill 5,338 8,509 4,717 27 September 2010 (Monday) Total 32,148 39,182 17,913 Uphill 20,384 22,103 10,571 Downhill 11,764 17,079 7,342

2.1.7 As the operating hour of the existing Hillside Escalator is running downhill between 6am-10am (4 hours running uphill), the remaining operation period is 14 hours running downhill, therefore pedestrians walking uphill are significantly more than the pedestrian walking downhill.

2.1.8 On a typical weekday, there are about 39,182 pedestrians on the section of existing hillside escalator between Hollywood Road and Caine Road, and has less pedestrians of 17,913 on the section between Caine Road and Robinson Road at higher location. The whole day pedestrian flow is presented in Figure 2.1.4 and Figure 2.1.5.

2.1.9 Meanwhile, the pedestrian flows at Peel Street, Elegant Street, Aberdeen Street, Shing Wong Street, Ladder Street, Pound Lane and Po Yan Street are as follows:

Table 2-1-3 Whole Day Pedestrian Flow at Sections near Hollywood Road

Road Section near Holly Road

Survey Date Shing Aberdee Ladder Pound Po Yan Peel St. Eleg St. Wong Total n St. St. Lane St. St. 12 September 2010 1,339 2,214 1,845 884 926 1,526 2,668 11,402 (Sunday) Total Uphill 529 747 630 381 418 825 1,490 5,605 Downhill 810 1,467 1,215 503 508 701 1,178 5,797 27 September 2010 1,768 4,591 3,242 2,025 1,903 4,442 10,220 28,191 (Monday) Total Uphill 599 1,439 906 693 473 1,713 4,495 12,601 Downhill 1,169 3,152 2,336 1,332 1,430 2,729 5,725 15,590

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Table 2-1-4 Whole Day Pedestrian Flow on Service Roads Connecting to Caine Road

Road Section connecting Caine Road

Survey Date Shing Aberdee Ladder Pound Po Yan Peel St. Elgin St. Wong Total n St. St. Lane St. St. 12 September 2010 2,765 - 1,187 663 683 602 - 5,900 (Sunday) Total Uphill 625 - 595 188 205 193 - 1,806 Downhill 2,140 - 592 475 478 409 - 4,094 27 September 2010 3,272 - 1,889 1,165 1,119 1,148 - 8,593 (Monday) Total Uphill 1,988 - 417 320 218 320 - 3,263 Downhill 1,284 - 1,472 845 901 828 - 5,330

2.2 Existing Walking Accessibility

2.2.1 Current Hillside Escalator System – The existing Hillside Escalator along Shelley Street provides a comfortable and time saving connecting for pedestrian to walk between residential area in Mid-levels, MTR station, offices and commercial area in Central as an alternative instead of driving or taking public transportation, it also serves tours to the local attractions and SOHO Area

2.2.2 Shing Wong Street – it is mainly a pedestrian connection serving residents in west mid-levels area destination to market place, schools, office buildings, commercial facilities and MTR stations in a way of walking through uncontrolled road junctions on not well paved footways which need to be improved.

2.2.3 Pound Lane – the function of this pedestrian link is quite similar to Shing Wong Street and it is mainly to serve school places, gardens, Tung Wah Hospital, commercial facilities and the local community centres, the walking environment is yet to be improved.

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2.3 Existing Public Transport Inventory

2.3.1 In Mid-levels, Caine Road and Robinson Road are the major bus and GMB corridor running between east and west within the Central and Western district. Figure 2.3.1 indicates the existing routes in the region and the Table 2-3-1 below presents the routes in Mid-Levels with route detail.

Table 2-2 Public Transport Services in Mid-levels

Route No. Destination

BUS 3B Central (Rumsey Street) Pokfield Road 12 Central (Ferry Piers) Robinson Road (Circular) 12M Admiralty (Timar Street) Park Road 13 Central (City Hall) Kotewall Road 23 North Point Ferry Pier Pokfield Road 23A Lai Tak Tsuen Robinson Road (Circular) 23B Braemar Hill Park Road (Circular) 40 Wan Chai Ferry Pier Wah Fu North 40M Wan Chai Ferry Pier Wah Fu North 40P Wah Fu North Robinson Road 93 South Horizons Robinson Road 93A Lei Tung Estate Robinson Road 93C Ap Lei Chau Caine Road 103 Pokfield Road Chuk Yuen Estate GMB 8 Central (City Hall) Bagulio Villas (Lower) 10 Causeway Bay (Jaffe Road) Cyberport 10X Central (Chater Road) Scenic Villas 22 Central (City Hall) Pok Fu Lam Gardens 22S Central Ferry Piers Pok Fu Lam Gardens 11 / 31 Causeway Bay (Jaffe Road) Tin Wan Estate 56 North Point Marble Road Robinson Road 56A Causeway Bay Causeway Road Robinson Road

2.3.2 In Central and Sheung Wan areas, there are over 100 franchised bus, GMB and RMB service routes in the area, as well as the connections to MTR, Tramway and Ferry Services. However, there is only one bus route 3B serving between mid- Levels and Sheung Wan, therefore, the proposed Second Mid-Levels escalator system would be the option to provide service for the purpose.

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3 INTERVIEW SURVEY

3.1 Purpose of Interview Survey

3.1.1 The purpose of Interview survey is to collect 1) the preferred location of the new mid-level escalator by the majority and 2) the information required for the calibration of pedestrian forecast model.

3.1.2 It is targeted to collect at least 2500 numbers of successful interviews.

3.2 Details of Interview Survey and Methodology

3.2.1 The interview survey had been conducted on 12 September 2010 (Sunday), 19 September 2010 (Sunday) and 27 September 2010 (Monday) at the locations indicated in Figure 2.1.1, it is believed that the evenly distributed locations has minimised the biased on some specific locations. The following information for each pedestrian has been collected:

Trip Purpose

Trip Origin Location

Transport Mode from Origin Location

Trip Destination Location

Transport Mode to Destination Location

Selection between Shing Wong Street Scheme and Pound Lane Scheme 3.2.2 The following table indicates the number of sample collected on each surveying date:

Table 3-2 Nos of Interview Undertaken

Nos of Interview Successful Survey Date Rejected undertaken Interview

12 September 2010 (Sunday) 3037 1,273 1,764 19 September 2010 (Sunday) 1,958 397 1,561 27 September 2010 (Monday) 10,242 2,002 8,240 Total 15,237 3,672 11,565

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3.2.3 Further to the collected 3,672 successful samples, the results provide significant reliability for latter modelling purposes. The following paragraphs summarise the interview result by Trip Purpose, Modal Split, Distance from between Origin / Destination and the existing Escalator and Selection between Shing Wong Street Scheme and Pound Lane Scheme under the following categories:

“Weekday” / “Weekend”

“Near Existing Escalator in Mid-level” / “Away from Existing Escalator in Mid-level”

“Near Existing Escalator in Central” / “Away from Existing Escalator in Central”

Overall

3.3 Interview Survey Result Findings

3.3.1 The following tables indicate the trip purposes of the interviewees.

Table 3-3-1 Result of Trip Purpose on Weekday and Weekend

Trip Purpose Weekday Weekend

A) To/from Work 49.1% 18.6% B) To/from School 16.7% 2.0% C) Tourism 2.0% 7.8% D) Visiting 3.9% 12.0% E) Shopping 26.4% 54.5% F) Others 1.9% 5.3%

Table 3-3-2 Result of Trip Purpose in Mid-levels in which the Interview Location is Near to Existing Escalator and Away from Existing Escalator

Near Existing Away from Existing Trip Purpose Escalator Escalator

A) To/from Work 35.5% 36.8% B) To/from School 7.2% 15.9% C) Tourism 5.7% 3.9% D) Visiting 10.2% 7.2% E) Shopping 38.5% 33.0% F) Others 3.0% 3.2%

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Table 3-3-3 Result of Trip Purpose in Central/Sheung Wan in which the Interview Location is Near to Existing Escalator and Away from Existing Escalator

Near Existing Away from Existing Trip Purpose Escalator Escalator

A) To/from Work 36.8% 47.3% B) To/from School 2.7% 6.5% C) Tourism 12.1% 0.5% D) Visiting 2.2% 4.5% E) Shopping 36.8% 40.6% F) Others 9.3% 0.5%

3.3.2 In Table 3-3-1, the result indicates a higher percentage, 49.1% on a weekday for to/from work and only 18.6% on a weekend.

3.3.3 Table 3-3-2 indicates more tourism, visiting and shopping near the existing escalator and higher to/from school in the area which is not near the existing escalator. This clearly provides indication that the escalator may give opportunities to increase the retail activities.

3.3.4 Table 3-3-3 also indicates a higher percentage of to/from work in the area which is away from the existing escalator, as there are more offices and commercial activities in these areas rather than in Mid-levels. Therefore it could be understandable that why the trip purpose of pedestrian to/from work near escalator happens to have only 36.8% .

3.3.5 The overall result of 39.1% and 11.9% shown in Table 3-3-4 for to/from Work and School are generally in line with the assumption provided in TCS2002, which TCS2002 indicates 38% and 13% for Home-Based Work and Home-Based School, respectively.

Table 3-3-4 Overall Result of Trip purpose for Tables 3-3-1, 3-3-2 and 3-3-3

Analysed Overall Trip Trip Purpose Purpose Result

A) To/from Work 39.1% B) To/from School 11.9% C) Tourism 3.9% D) Visiting 6.5% E) Shopping 35.6% F) Others 3.0%

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3.3.6 The following tables indicate the modal split of the interviewees.

Table 3-3-5 Result of Transport Modal Split on Weekday and Weekend

Trip Purpose Weekday Weekday

A) Franchised Bus 10.14% 41.3% 11.29% 38.0% B) Public Light Bus 4.39% 17.9% 5.47% 18.4% C) Taxi 0.99% 4.0% 2.48% 8.3% D) Coach 0.05% 0.2% 0.10% 0.3% E) Private Car 0.16% 0.7% 1.29% 4.3% F) MTR 7.19% 29.3% 7.27% 24.4% Mechanised Trips Mechanised Trips G) Tram 0.80% 3.3% 1.65% 5.5% H) Ferry 0.80% 3.3% 0.21% 0.7% J) Walk 75.45% - 70.09% - K) Others 0.03% - 0.15% -

Table 3-3-6 Result of Transport Modal Split in Mid-Levels where the Interview Location is Near to Existing Escalator and Away from Existing Escalator

Not Near Existing Trip Purpose Near Existing Escalator Escalator

A) Franchised Bus 6.23% 22.7% 13.39% 51.0% B) Public Light Bus 7.06% 25.8% 5.94% 22.7% C) Taxi 3.22% 11.7% 1.41% 5.4% D) Coach 0.10% 0.4% 0.06% 0.2% E) Private Car 1.35% 4.9% 0.38% 1.5% F) MTR 8.83% 32.2% 4.19% 16.0%

Mechanised Trips Mechanised Trips G) Tram 0.62% 2.3% 0.29% 1.1% H) Ferry 0.00% 0.0% 0.58% 2.2% J) Walk 72.48% - 73.67% - K) Others 0.10% - 0.10% - Total 100% 100% 100% 100%

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Table 3-3-7 Result of Transport Modal Split in Central/Sheung Wan where the Interview Location is Near to Existing Escalator and Away from Existing Escalator

Away from Existing Trip Purpose Near Existing Escalator Escalator

A) Franchised Bus 9.39% 22.3% 7.05% 32.3% B) Public Light Bus 0.32% 0.8% 1.17% 5.4% C) Taxi 0.00% 0.0% 0.78% 3.6% D) Coach 0.00% 0.0% 0.08% 0.4% E) Private Car 1.29% 3.1% 0.16% 0.7% F) MTR 24.92% 59.2% 9.16% 41.9%

Mechanised Trips Mechanised Trips G) Tram 2.91% 6.9% 2.98% 13.6% H) Ferry 3.24% 7.7% 0.47% 2.2% J) Walk 57.93% - 78.15% - K) Others 0.00% - 0.00% -

Table 3-3-8 Overall Result of Transport Modal Split

Overall Analytical Result of Trip Purpose Transport Modal Split

A) Franchised Bus 10.5% 40.0% B) Public Light Bus 4.8% 18.1% C) Taxi 1.5% 5.7% D) Coach 0.1% 0.3% E) Private Car 0.5% 2.1% F) MTR 7.2% 27.4%

Mechanised Trips Mechanised Trips G) Tram 1.1% 4.1% H) Ferry 0.6% 2.3% J) Walk 73.6% - K) Others 0.1% - Total 100% 100%

3.3.7 Since the interview survey was undertaken on footpath, on the escalator and at bus stop, biased would be expected on Walking Trips, it is therefore reasonable to compare the modal split percentage within the mechanised trips between the interview survey result and TCS2002. The overall 40.0% and 27.4% of franchised bus and MTR respectively are generally in line with TCS2002. In TCS2002 that adopts 33% and 25% for franchised bus and MTR. It can be noted the higher percentage for franchised bus is due to the missing of special purpose bus in the region and the lower use of private car in Urban area.

3.3.8 In Table 3-3-5, the result indicates a higher percentage of 8.3% and 4.3% for taxi and private car in weekend rather than 4.0% and 0.7% on weekday.

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3.3.9 Table 3-3-6 indicates more MTR users (8.8%) near the existing escalator and less MTR user (4.2%) for those away from the existing escalator. In addition, more franchised bus users in the area which is not close to the existing escalator rather than those near the existing escalator.

3.3.10 Similarly, Table 3-3-7 also indicates more MTR users near the existing escalator and more franchised bus users in the area which is not close to the existing escalator. Therefore it can be concluded that the escalator can attract more person trips to use MTR wherever there is an escalator system in the vicinity of Mid-levels or Central/Sheung Wan area.

3.3.11 Table 3-3-8 shows the analytical overall result of Transport modal split for Table 5, 6 and 7.

3.3.12 The following tables indicate the distance between the existing escalator and the origin/destination location of the interviewees.

Table 3-3-9 General Travelling Distance of Interviewees between Existing Escalator and the Origin/Destination on Weekday and Weekend

Weekday Weekend Overall

150m 200m 165m

Table 3-3-10 General Travelling Distance of Interviewees between Existing Escalator and the Origin/Destination in Mid-level and Sheung Wan

Mid-level Central / Sheung Wan Overall

150m 120m 140m

3.3.13 In the result shown above, extreme records would be ignored, e.g. some trips walking from University of Hong Kong via the existing escalator to Central. Therefore, any record greater than 500m would be ignored.

3.3.14 In Table 3-3-9, the result indicates the weekend trip is likely to accept a long walking distance, as the major trip purpose between weekday and weekend is different. Referring to Table 3-3-1, the major trip purpose in weekday is to/from Work and the major trip purpose in weekend is Shopping.

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3.3.15 also indicates that people interviewed in Mid-level is more willing to walk longer than those in Central / Sheung Wan.

3.3.16 The walking distance of 150m in a weekday would be used for the pedestrian forecast model and it would also be adopted for the service coverage area of the proposed pedestrian link.

3.3.17 The following tables are illustrating the survey result of option choice of Shing Wong Street Scheme and Pound Lane Scheme.

Table 3-3-11 Result of Preference on Proposed Options in Weekday and Weekend

Option Weekday Weekend

Shing Wong Street Scheme 48.4% 41.6%

Pound Lane Scheme 51.6% 58.4%

Table 3-3-12 Result of Option Choice at Interview Locations (in Mid-Levels) Near Existing Escalator and Away from Existing Escalator

Away from Existing Option Near Existing Escalator Escalator

Shing Wong Street Scheme 52.9% 37.0%

Pound Lane Scheme 47.1% 63.0%

Table 3-3-13 Result of Option Choice at Interview Locations (in Central / Sheung Wan) Near Existing Escalator and Away from Existing Escalator

Away from Existing Option Near Existing Escalator Escalator

Shing Wong Street Scheme 42.9% 37.0%

Pound Lane Scheme 57.1% 63.0%

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Table 3-3-14 Overall Result of Option Choice for Table 3-3-11, 3-3-12 and 3-3-13

Overall Analytical Result of Option Option Choice

Shing Wong Street Scheme 45.6%

Pound Lane Scheme 54.4%

3.3.18 As the location of the existing escalator is about 250m and 650m to the east of Shing Wong Street Scheme and Pound Lane Scheme respectively, the choice of spots for making interview survey was carefully and well planned in order to obtain more reliable option choice results and to avoid biased option choices, therefore the analytical overall option choice result shown above to have 45.6% for Shing Wong Street Scheme and 54.4% for Pound Lane Scheme should be reasonable to reflect the preference of the community.

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4 PEDESTRIAN MODELIING

4.1 Pedestrian Forecast Methodology

4.1.1 Various types of updated information/data including population, employment, road geometry, signal plans, future major developments were identified and relevant department were approached to obtain the required information for use in this Study. These information/data are listed as follows:

i) 2006-based Territorial Population & Employment Data Matrices (TPEDM)

ii) BDTM 2008

iii) Latest Base Maps

iv) Travel Characteristics Study 2002

v) Future MTRC network

vi) Future Number of Students in University of Hong Kong

vii) Pedestrian Flow Survey

viii) Interview Survey

ix) Land Status Survey

4.1.2 In order to better identify the required activities in this study, a flow chart as shown in Figure 4.1.1 will provide the detailed procedure for data collection and model development which will be adopted in the Study

Data Collection

4.1.3 Task1.1: Pedestrian Survey will be conducted on a typical weekday during 7:00-22:00 and also on a typical Sunday during the 10:00-19:00. The weekday survey will be scheduled on a school day after the summer holiday to obtain a complete population.

4.1.4 Task1.2: Street Inventory Survey will be undertaken. The inventory survey is to calculate the effective width of footpath realistically. Street furniture like fire hydrant, hand railing, bus stop post, lamp post, planter and pillar box will reduce the effective width for pedestrian and hence affect the level of service (LOS) for pedestrian.

4.1.5 Task1.3: Public Transport Survey, an important generator of pedestrians is to be those bus stops and MTR entrances. In the mean time of carrying out the pedestrian survey, passenger’s boarding and alighting from each bus route and the passenger’s walking direction will be recorded for facilitating the pedestrian estimation.

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4.1.6 Task1.4: Interview Survey would be carried out to define the two major types of pedestrians who will use the pedestrian link:

A) Mechanical trips

B) Walk-Only trips

4.1.7 Both types of the pedestrians will also be classified for different trip purposes, including e.g. working, shopping, dinning, entertainment and others. Minimum 2500 samples will be obtained to fulfill the minimum statistics requirement. The interview survey result will then be provided information of OD and transport modal split for pedestrian trips within the Study area in Central. The questionnaire form is attached in Appendix 4.1.

4.1.8 The interview survey would also consider the person trips using existing public transport between Mid-level and Central/Admiralty. Such public transport services’ passenger e.g. Franchised bus, Green Mini Bus, MTR, Tram and Ferry, which the pedestrian may use the second Mid-level escalator in the future. The survey locations and checkpoints are shown in Figure 2.1.1, including the location of video cameras.

4.1.9 Task1.5: Landuse and Vacancy Survey covering nos of flats, floor and current status information would be collected. Visual survey on vacancy ratio will assist to adjust effective nos of flats in each modeling zone. The data would be used for calculating the trip rate with various landuse purposes.

4.1.10 Task1.6: Territorial Population and Employment Data Matrices (TPEDM) would be collected for the future years’ growth rate prediction. The findings’ in Task 1.5 would be adopted.

4.1.11 Task1.7: Future developments and infrastructures information are required for the future network coding. Thus significant office/retail developments in the area would be coded as trip generators.

Base Year Model Development

4.1.12 Task2.1: LOS Model for Central within the Study Area will be used to assess the pedestrian flow results from the survey, the LOS model can immediate generate the footpath and crossing’s LOS for highlighting any capacity problem within the study area.

4.1.13 Task2.2: Pedestrian Model Network will be built to facilitate the latter model calibration procedures.

4.1.14 Task2.3: To work out the Person Trip Rates based on the existing data of TCS2002.

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4.1.15 Task2.4: Zone Disaggregation

4.1.16 Depends on the estimated trip rate and major trips generator in the network, BDTM’s zoning shall be referred and to be disaggregated into building block level for the Pedestrian Model. The BDTM zoning within the Study Area are shown in Figure 4.1.2.

4.1.17 Task2.5: Parameters for Pedestrian Forecast within the Study Area will be developed.

4.1.18 Task2.6: Model Calibration will be based on the findings from the above tasks and calibrate the observed pedestrian flow against the model ratio within an acceptable range.

Future Year Model Development

4.1.19 Task3.1: Proposed Schematic Designs - According to the issues identified, two schematic designs would be provided.

4.1.20 Task3.2: New Trips Generation will be coped in the future pedestrian model with reference to the trip rates developed in Task2.3.

4.1.21 Task3.3: Review Landuses in order to cater new developments and infrastructures.

4.1.22 Task3.4: Future Year Pedestrian Trips – based on the future population, employment and future major developments data, the future pedestrian trips will be adopted.

4.1.23 Task3.5: Trip Distribution – Future year’s pedestrian trips will be distributed onto the future year network and therefore the pedestrian model can reveal the pedestrian flow on each section of studied schematic designs.

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4.2 Planning Data Assumptions

4.2.1 The 2006-based Territorial Population and Employment Data Matrices (TPEDM) land use data is the latest set of planning data compiled in 2006. The following tables present the TPEDM’s the population, nos of employment and nos of school place for the year of 2011 and 2016.

Table 4-2-1 TPEDM 2006-based Population Data Summary

District Year 2011 Year 2016 Growth Rate

C & W 256,288 255,603 0.999 Wan Chai 168,971 169,143 1.000 HKIE 571,245 554,635 0.994 HKIS 277,213 269,599 0.994 Yau Ma Tei 160,733 161,259 1.001 Mong Kok 131,853 130,900 0.999 Sham Shui Po 411,063 445,467 1.016 Kowloon City 369,585 397,865 1.015 Wong Tai Sin 429,513 409,275 0.990 Kwun Tong 632,108 640,843 1.003 Kwai Chung 312,392 300,419 0.992 Tsing Yi 193,875 184,617 0.990 Tsuen Wan 274,996 265,298 0.993 Sha Tin 444,595 472,562 1.012 Ma On Shan 213,528 215,704 1.002 Tai Po 249,565 250,696 1.001 Fanling/ Sheung Shui 255,144 250,768 0.997 Tseung Kwan O 380,081 410,925 1.016 Yuen Long 152,007 157,861 1.008 Tuen Mun 482,637 504,425 1.009 Tin Shui Wai 301,597 304,787 1.002 North Lantau 95,143 102,077 1.014 Rural NENT 93,452 102,805 1.019 Rural NWNT 156,959 200,755 1.050 Rural SENT 67,246 75,456 1.023 Rural SWNT 70,072 71,621 1.004 Total 7,151,861 7,305,365 1.004

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4.2.2 As shown in Table 4-2-1, the population in Central and Western District is predicted to have a slightly decrease between 2011 and 2016.

Table 4-2-2 TPEDM 2006-based Employment Data Summary

District Year 2011 Year 2016 Growth Rate

C & W 387,936 385,564 0.999 Wan Chai 279,351 274,184 0.996 HKIE 285,210 295,064 1.007 HKIS 97,345 107,287 1.020 Yau Ma Tei 246,190 243,344 0.998 Mong Kok 119,586 116,438 0.995 Sham Shui Po 208,539 209,586 1.001 Kowloon City 181,465 196,568 1.016 Wong Tai Sin 104,079 103,031 0.998 Kwun Tong 332,127 348,396 1.010 Kwai Chung 187,154 194,933 1.008 Tsing Yi 38,688 38,736 1.000 Tsuen Wan 143,865 140,177 0.995 Sha Tin 170,983 171,762 1.001 Ma On Shan 36,361 37,352 1.005 Tai Po 81,761 82,127 1.001 Fanling/ Sheung Shui 59,662 61,099 1.005 Tseung Kwan O 75,295 78,055 1.007 Yuen Long 60,592 61,543 1.003 Tuen Mun 115,169 119,839 1.008 Tin Shui Wai 34,827 35,246 1.002 North Lantau 85,848 112,594 1.056 Rural NENT 22,761 23,351 1.005 Rural NWNT 41,705 46,082 1.020 Rural SENT 22,020 23,453 1.013 Rural SWNT 20,257 23,246 1.028 Total 3,438,776 3,529,057 1.005

4.2.3 As shown in Table 4-2-2, the employment in Central and Western District is predicted to have a slightly decrease between 2011 and 2016.

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Table 4-2-3 TPEDM 2006-based School Data Summary

District Year 2011 Year 2016 Growth Rate

C & W 52,386 55,138 1.053 Wan Chai 50,775 50,423 0.993 HKIE 93,750 93,750 1.000 HKIS 54,154 55,242 1.020 Yau Ma Tei 24,741 27,602 1.116 Mong Kok 19,549 19,549 1.000 Sham Shui Po 89,433 91,657 1.025 Kowloon City 138,249 146,041 1.056 Wong Tai Sin 61,607 61,472 0.998 Kwun Tong 96,618 98,998 1.025 Kwai Chung 52,923 52,923 1.000 Tsing Yi 30,156 30,156 1.000 Tsuen Wan 37,003 37,003 1.000 Sha Tin 92,137 95,567 1.037 Ma On Shan 27,996 27,996 1.000 Tai Po 52,740 53,407 1.013 Fanling/ Sheung Shui 49,421 49,421 1.000 Tseung Kwan O 56,996 59,742 1.048 Yuen Long 37,213 37,213 1.000 Tuen Mun 90,872 90,316 0.994 Tin Shui Wai 56,615 57,535 1.016 North Lantau 15,835 15,835 1.000 Rural NENT 4,185 8,025 1.917 Rural NWNT 11,684 20,132 1.723 Rural SENT 11,634 14,206 1.221 Rural SWNT 10,561 11,635 1.102 Total 1,319,236 1,360,987 1.032

4.2.4 As shown in Table 4-2-3, the numbers of school place in Central and Western District is predicted to have a slightly increase between 2011 and 2016.

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4.3 Zone Disaggregation

4.3.1 Further to the BDTM zoning, each building block has been labelled and the current landuse and status are shown in Figure 4.3.1 and details of information for each building block are presented in Appendix 4.3.

4.3.2 There are total 110 BDTM zones within the modelling area, based on the numbers of building block, these zones have been disaggregated into the pedestrian model zoning system. A summary of the pedestrian model zoning system is presented in Table 4.3.1 below:

Table 4-2-4 Pedestrian Model Zoning Summary

Pedestrian Within 150m Service Coverage Nos of Item Modelling Area Existing Hillside Shing Wong Pound Lane Escalator Street Scheme Scheme No. of BDTM Zone 110 30 25 20

Residential Building 1,748 543 586 420 Block Commercial Building 644 219 202 169 Block School Building Block 23 4 6 13 Other Building Block 81 14 13 20 Total Building Block 2,496 780 807 622

4.4 Assumptions Extracted from TCS2002

4.4.1 This study provides some major modelling assumption for calibrating the pedestrian forecast these assumptions were extracted from the Travel Characteristic Survey 2002 published by Transport Department and the extracted assumption are listed in tables shown below.

i) Mechanised trips’ purpose split

Trip Purpose Percentage

Home-based Work (HBW) 38% Home-based School (HBS) 13% Home-based Others (HBO) 31% Non-Home Based (NHB) 13% Employers’ Business (EB) 5%

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ii) Walk Only trips’ purpose split

Trip Purpose Percentage

Home-based Work (HBW) 10% Home-based School (HBS) 15% Home-based Others (HBO) 50% Non-Home Based (NHB) 24% Employers’ Business (EB) 1%

iii) Mechanised trip’s transport modal split under Home-based Work and Home- based Other

Trip Purpose HBW HBS HBO NHB EB

Franchised Bus 37% 31% 33% 24% 21% Rail 30% 22% 19% 25% 24% Public Light Bus 13% 12% 12% 8% 5% Private Vehicle 7% 3% 14% 20% 27% Special Purpose Bus 6% 28% 7% 8% 8% Taxi 4% 2% 12% 13% 12% Tram 2% 1% 2% 2% 2% Ferry 2% 1% 1% 1% 1%

iv) Trips production and attraction in Central and Western District

Daily Person Trip (in ‘000) HBW HBS HBO NHB EB

Production 201 65 200 152 89 Attraction 539 109 227 101 73

Trip Rate HBW HBS HBO NHBa EBa

Production 0.82 1.13 0.82 0.25 0.15 Attraction 1.52 1.90 0.64 0.17 0.12 Note: a) Since NHB and EB are not directly related to population and employment, these trip rates may under-estimate the total NHB and EB trips.

4.5 2010 Base Year Calibration

4.5.1 Based on the input of planning data with the TCS2002 assumptions and surveyed modal split adopted, the pedestrian model has been calibrated such that the 2010 base year model’s pedestrian flow of base year 2010 would be best fit the existing situation.

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4.5.2 The model calibration includes calibrating the following parameters:

Trips distribution based on the demographical characteristics and trip purposes for each zone;

Percentage of franchised bus and GMB passengers trips which walk along the existing escalator;

Percentage of walk only trips which walk along the existing escalator

4.5.3 Further to the model calibration, Table 4-5-1 presents the 2010 base year model results along the existing hillside escalator.

Table 4-5-1 Comparison of 2010 Existing and 2010 Base Year Model of Whole Day Pedestrian Flow at the Existing Hillside Escalator

Link Section Observed Modelled Diff(%)

Central Market and 32,148 33,939 5.6% Stanley Street

Hollywood Road and 43,592 43,785 0.4% Caine Road

Caine Road and 17,913 17,788 -0.7% Robinson Road

4.6 Other Developments Adjacent to the Proposed Escalator system within the Modelling Area

Existing Unoccupied Site and Worksite

4.6.1 Further to the result of site survey and information provided by Planning Department, there are numbers of unoccupied site or worksite observed. These sites which are listed in the following table were assumed to be completely developed in 2016 and the person trips made were included in the model analysis.

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Table 4-6-1 Existing Unoccupied Site and Worksite

Building Building Block Block BDTM BDTM Number in Address Landuse Number in Address Landuse Zone Zone Pedestrian Pedestrian Model Model 136-138 407 40709 Commercial 1302 130228 40 Caine Road Residential Bonham Strand 132-134 407 40710 Commercial 1302 130229 42 Caine Road Residential Bonham Strand 184-198 611 61125 Wellington Residential 1302 130231 44 Caine Road Residential Street 194-196 25-27 Castle 611 61128 Queen’s Road Commercial 1313 131313 Residential Road Central 1-5 Tun Wo Lane, 4 Ezra’s 705 70520 Residential 29201 2920120 Jervois Street Commercial Lane, 5-7 Ezra’s Lane Capital Plaza, 705 70525 2-10 Lyndhurst Commercial 29201 2920148 Jervois Street Commercial Terrace 7-11 Jervois 1201 120102 Bonham Road Residential 29202 2920220 Commercial Street 27-29 Seymour 1301 130113 Residential 29202 2920224 27 Jervois Stree Commercial Road Cheong Tai 25A-25B 1301 130114 Residential 29202 2920241 Building, 7-11 Commercial Seymour Road Mercer Street 99 Bonham 1301 130115 102 Caine Road Residential 29203 2920310 Commercial Strand Des Voeus 1301 130116 100 Caine Road Residential 29204 2920402 Commercial Road Central Kam Wah Building, 103- 1301 130117 98 Caine Road Residential 29301 2930109 Commercial 105 Willington Street, 107 Willington 1301 130118 96 Caine Road Residential 29301 2930110 Residential Street 18 Cochrane 1301 130119 94 Caine Road Residential 29302 2930212 Residential Street 1302 130227 38 Caine Road Residential 1302 130228 40 Caine Road Residential

Opening of West Island Line in 2014

4.6.2 West Island Line (WIL) is an underground extension of the existing MTR Island Line from Sheung Wan to Kennedy Town. There are three underground stations along WIL and they are located at Sai Ying Pun, Hong Kong University and Kennedy Town.

4.6.3 In order to enhance the accessibility to WIL, a number of public pedestrian and transport links to the WIL will be provided in conjunction with the WIL project. Those pedestrian link enhancement works are mainly in Western District.

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4.6.4 Prior to the implementation of WIL in 2014, it is believed that the attraction in using MTR may generally be increased as the MTR service coverage has been significantly extended and passengers are normally having the habitual choice of rail system. Therefore, it is expected the WIL will be an attraction to passenger in Western district.

334 Academic Reform

4.6.5 Under the 334 Academic Reform in Hong Kong, 2012 will be a pivotal year when the universities in Hong Kong launch the 4-year undergraduate degrees.

4.6.6 The University of Hong Kong (HKU) is located in Mid-levels on north of Bonham Road and from the information provided by HKU, there will be significant increase in both students and staff members which are detailed below:

Table 4-6-2 Total Number of HKU Students and Staff Members

Year Student Staff Total

2009 21,652 6,539 28,191 2012 32,000 Extra Student and Staff = Approx. 4,000

4.6.7 It is estimated that one third of these extra 4,000 numbers of student and staff, about one third of them will be living in hall of residence inside HKU, therefore, about two third, i.e. approximately 2,700 students would be considered to use the existing transport system for travelling to/from HKU and home or other places.

4.6.8 The following estimation indicates the likely impact to the existing public transport system from 2012 and 2014:

Table 4-6-3 Transport Demand for Extra Student and Staff to/from HKU in 2012

HBS in Extra Bus / Car Transport Mode Re-distributed Person Trips TCS2002 Unit

Franchised Bus 31% 58.5% 1,580 16

Rail 22% 41.5% 1,120 4 Note: Assuming 1 bus capacity = 100 passengers, 1 train car unit = 300 passengers 4.6.9 It is also assumed that about 50% of the students will have first lecture at 9am and 10am. In this case, about 8 franchised bus capacity is required during the AM peak hour.

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4.6.10 Based on the above assumptions, it is expected the road section between Admiralty and HKU will have extra patronage loaded by the extra students and staff. In this case, a proportion of trips in Mid-levels generated near the existing Shelly Street escalator may change their travelling habit from using buses at Caine Road and Robinson Road to ride on MTR in Sheung Wan and Central, in order to avoid congestion on the road or in the bus.

4.6.11 Therefore, area near the existing escalator may account for more patronage further to the implementation of the new “334 Academic Reform”.

4.6.12 Based on the opening of WIL and 334 Academic Reform, the modal split for using MTR in Mid-Levels has been revised as shown in the following tables:

Table 4-6-4 Assumed 2016 Modal Split for Zones near Escalator

Trip Purpose HBW HBS HBO NHB EB

Franchised Bus 21% 29% 31% 22% 19% Rail 34% 24% 21% 27% 26% Public Light Bus 26% 12% 12% 8% 5% Private Vehicle 5% 3% 14% 20% 27% Special Purpose Bus 0% 28% 7% 8% 8% Taxi 11% 2% 12% 13% 12% Tram 2% 1% 2% 2% 2% Ferry 1% 1% 1% 1% 1% Total 100% 100% 100% 100% 100%

Table 4-6-5 Assumed 2016 Modal Split for Zones away from Escalator

Trip Purpose HBW HBS HBO NHB EB

Franchised Bus 40% 46% 45% 42% 36% Rail 15% 7% 7% 7% 9% Public Light Bus 26% 12% 12% 8% 5% Private Vehicle 5% 3% 14% 20% 27% Special Purpose Bus 0% 28% 7% 8% 8% Taxi 11% 2% 12% 13% 12% Tram 2% 1% 2% 2% 2% Ferry 1% 1% 1% 1% 1% Total 40% 46% 45% 42% 36%

4.6.13 It is assumed that the use of Rail will increase 2% comparing to the assumptions used for 2010 base year model.

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4.7 2016 Reference Year Pedestrian Forecast

4.7.1 With the adoption on the latest TPEDM as shown in Table 4.7.1 below, the pedestrian model result providing the 2016 pedestrian flow along the existing hillside escalator is indicated in Table 4.7.2.

Table 4-7-1 TPEDM for 2011 and 2016

Type Year 2011 Year 2016 Growth Rate

Population 256,288 255,603 0.999

Employment 387,936 385,564 0.999

School 52,386 55,138 1.053

Table 4-7-2 2016 Reference Year Pedestrian Flow in Existing Hillside Escalator

Link Section 2011 2016 Growth Rate

Central Market and 33,939 35,662 5.1% Stanley Street

Hollywood Road and 43,785 45,974 5.0% Caine Road

Caine Road and 17,788 18,370 3.3% Robinson Road

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5 SECOND MID-LEVELS ESCALATOR ALIGNMENT PROPOSALS

5.1 Option A (Shing Wong Street Scheme)

5.1.1 Alignment Description – the alignment of this option is shown in Figure 5.1.1, it starts from Conduit Road with an up-graded footpath and one-way escalator down to Robinson Road, it crosses Robinson Road with a footbridge and join to another one-way/two way escalator down to Seymour Road to connect the up-graded footway/one-way escalator on Castle Road; from this, the proposed alignment continue its way on the footpath along Caine Road to join the main section of this escalator option along Shing Wong Street on two-way escalator / travellator. At the northern end of this main section, there will be footbridge and escalator running eastward / westward to join Queen’s Road Central and Hillier Street from which the alignment will lead to join the entrances of Sheung Wan MTR Station via up- graded footways.

5.1.2 The estimated length of this proposed alignment of Shing Wong Street scheme from Conduit Road to the nearest MTR entrance is about 970m in which 580m is the combined length of escalator / travellator or footbridge.

5.1.3 In order to accommodate the pedestrian link on structures, some locations may need to spare space for supporting structures and columns. An example of local road realignment and proposed structures are shown in Figure 5.1.2 and these proposed realignment and structural elements are yet to be finalised by further study.

5.1.4 Alignment Concerns and Constrains – the Shing Wong Street Escalator Schemes is located in the concentrated area of residential building, it will provide service to meet the purpose of cost effectiveness and to share the increasing demand on the existing Hillside Escalator System. Other than the above, this Shing Wong Street Escalator System would also enhance the service to the developing SOHO area which would become a travelling attraction point in future years, especially at the completion of the revitalization to the old married police quarters. The section of the System between Caine Road and Seymour Road could be further improved if the connection to the new development on Castle Road can be made.

5.1.5 Coverage of Service - the service coverage of 150m comfortable walking distance to the escalator of this scheme is shown in Figure 5.1.3, in this service coverage area, 90% is the residential buildings and about 10% is the combined commercial and other land use area. This indicates that the Shing Wong Street Scheme could effectively provide service to the residents along the proposed escalator alignment and hence could reduce the demand on public transport.

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However, this scheme has its coverage of about 15% overlapped with the existing escalator system.

5.2 Option B (Pound Lane Scheme)

5.2.1 Alignment Description – The alignment of this option is shown in Figure 5.2.1, it starts from Conduit Road with two-way escalator and footbridge system to join Robinson Road, Bonham Road, Hospital Road and to run along the whole length of Pound Lane to join Queen’s Road West at ground level with an up-graded walkway from which this alignment will continue its way with escalator and footbridge system to join Sheung Wan Municipal Services Building and the existing elevated walkway system connecting Macao Ferry Terminal, PTI and MTR entrances, branching off from the Sheung Wan Municipal Services Building. There will be an alternative route to join the nearest MTR entrance at the junction of Hillier Street and Des Voeux Road Central with up-graded footway.

5.2.2 The estimated length of this proposed alignment of Pound Lane Scheme from Conduit Road to the nearest MTR entrance is about 880m in which 470m will be on escalator/ travellator or footbridge system, and the rest will be on up-graded walkway.

5.2.3 In order to accommodate this pedestrian link on existing road width supporting structures, some locations may also need to spare space for the purpose. An example showing the local road realignment and supporting elements for Shing Wong Street scheme is shown in Figure 5.1.2 for reference, the final road realignment and location of structures shall be fixed by separate study.

5.2.4 Alignment Concerns and Constrains – As this Pound Lane scheme is located in areas having combined residential buildings, school places, hospital, gardens and commercial facilities, the demand and usage of this system would be comparatively lower than Option A and may not meet the purpose of cost- effectiveness or to share the increasing demand on the existing escalator system. However, the alignment of this scheme is smooth and will provide excellent connection to Tung Wah Hospital, school places, Sheung Wan Municipal Services Building and Macao ferry Terminal.

5.2.5 Coverage of Service – the service coverage area of 150m comfortable walking distance to this escalator system is shown in Figure 5.2.3.from which, it can be seen that the coverage of residential buildings much less than Option A, therefore, the cost effectiveness and the services provided are the major concerns for consideration on having this scheme in place.

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5.3 2016 Design Year Pedestrian Forecast for Option A and Option B

5.3.1 The two proposed options have been coded into the pedestrian model. Based on the same conditions used for trip distribution on the existing hillside escalator, the following tables present the results of pedestrian forecast:

Table 5-3-1 2016 Design Year Pedestrian Forecast for Option A

Option A Link Section Existing Hillside Escalator (Shing Wong Street Scheme)

Central Market and Stanley 32,422 24,767 Street

Hollywood Road and Caine 42,342 30,577 Road

Caine Road and Robinson 17,672 11,932 Road

Table 5-3-2 2016 Design Year Pedestrian Forecast for Option B

Option B Link Section Existing Hillside Escalator (Pound Lane Scheme)

Central Market and Stanley 35,662 27,124 Street

Hollywood Road and Caine 45,974 29,491 Road

Caine Road and Robinson 18,370 5,081 Road

5.3.2 The results indicate that both schemes would have less pedestrian comparing to the existing Hillside Escalator in 2016.

5.4 Estimated Vehicular Trips Reduction on Main Road Network

5.4.1 Further to the introduction of the second Mid-level escalator, it is worthwhile to study whether any vehicular trips reduction in the existing road network. By referring to the interview result in Table 3-3-5, the modal split of the people “near” and “away from” the escalator is shown as follows:

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Table 5-4-1 Transport Modal Split Assumption for Trips Near Escalator and Away from Escalator

Trip Purpose Near Escalator Away From Escalator

Mechanised Trips Mechanised Trips G) Tram 0.62% 2.3% 0.29% 1.1% H) Ferry 0.00% 0.0% 0.58% 2.2% Sub-total 100% 100% I) Walk 72.48% 73.67% J) Others 0.10% 0.10%

5.4.2 It is noticed that inverse proportion between the percentages in using franchised bus and MTR in Mid-level for the location near and away from the escalator. Therefore, it is believed that people near the escalator is more likely to walk to MTR than those far from the escalator.

5.4.3 Assuming the changing of the modal split for a trip after introducing the second Mid-level escalator, total 32.2% - 16.0% = 16.2% of all mechanised trips within the 150metres’ service coverage may change their travelling habit.

5.4.4 For a car owner in the area, it is expected the introducing of the second Mid-level escalator would not change the car owner’s driving habit. It is therefore assuming no private car reduction in the estimate.

5.4.5 In this case, the two pedestrian links options have the following vehicular reduction estimation as shown in Table 5-4-2 in the following page.

5.4.6 In Table 5-4-2, the vehicular trips reduction is a maximum daily trips reduction estimate, which is based on the findings of the interview survey with some basic planning assumptions within the study area. The total reduction includes Conduit Road, Robinson Road, Caine Road and Hollywood Road.

5.4.7 The franchised bus services may be dictated by the schedule of service committed to the service agreement, which the operators may have limitation to reduce services. However, the franchise bus services can increase the comfort level as less bus patronage prior to the introduction of 2nd Mid-level escalator.

5.4.8 The estimation also assumes the comfort level of the MTR would be the same as existing by increasing the capacity e.g. to increase frequency of service.

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Table 5-4-2 Vehicular Trips Reduction Estimation

Shing Wong Street Pound Lane Scheme – Scheme – Option A Option B

Service Coverage Estimated Population 23,699 15,932 Estimated Employment 42,644 18,864

Total Mechanised Trips1 120,700 62,902 Total Mechanised Trips x 16.2% = Total Mechanised Trips shift from Franchised 19,553 10,190 Bus to walk and take MTR

Total Reduction of Double Deck Bus for one typical Weekday = Approx. 196 Bus Trips Approx. 102 Bus Trips (Assuming 100 seats+stands for 1 double deck bus)

5.5 Other Considerations

5.5.1 Impact to existing residential buildings,/nearby residents and commercial buildings/business activities would happen during construction of both schemes. By comparing Option A and Option B, it is found that the impact to the existing environment is quite similar. However the heritage protection and retaining on Castle Road and Hollywood Road in Option A would be a concern for consideration.

5.5.2 In consideration on the Peel Street Escalator Option which is an ancillary system developed some years ago by the community to pair with the existing Hillside Escalator System in order to provide full up-hill and down-hill service at the same time for pedestrians and attract more people to make use of this facility in order to minimize the demand on the vehicular transportation and hence to improve the traffic condition in Mid-Levels.

5.5.3 The idea of this scheme seems desirable and acceptable to the community. However, it is found that the service coverage of this scheme is not significant as 50% of its coverage will overlap on the existing escalator system. Further to this, the alignment of this scheme is not acceptable to Transport Department as it is considered not meeting their technical requirement of keep 300m minimum between escalators. In considering the requirement by TD and the cost- effectiveness of this scheme, Peel Street Escalator Option would not be recommended.

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5.5.4 In consideration of the envisaged saturation of the proposed escalator system, it is predicted that the planned escalator either Pound Lane Scheme or Shing Wong Scheme will be providing service within its capacity in the coming 20 years basing on the information provided by Planning Department. As the population growth rate is about 2% in year 2031 and the new residential developments in terms of quantity and volume along the alignments of the proposed escalator will not be high in these years, it is considered that the proposed escalator system will not be saturated in the future 20 years. However, small scale of commercial development along the escalator alignment would be in place at the time the escalator system is in operation and the commercial activities will generate certain amount of pedestrians which may affect the level of service during peak periods.

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6 Summary and Conclusion

6.1 Summary

6.1.1 In July 2010, the Central and Western District Council (C&WDC) invited interested parties to submit tender for the consultancy service to conduct a study on the development of the second Mid-Levels escalator scheme in central district. Following the tender evaluation and assessment, the C&WDC has appointed Ozzo Technology HK Limited as the consultant to provide consultancy service for the above study and to commence work on the 8th September 2010.

6.1.2 The main purpose of this Study on the development of the 2nd Mid-Levels Escalator in Central District is to find out a desirable route for the 2nd Mid-Levels Escalator basing on the scientific analysis in order to have an additional escalator system to pair with the current escalator system to provide better service to the public and to balance the demand on the existing system, hence the demand on the vehicular transportation could be minimised.

6.1.3 Pedestrian survey had been conducted on 12 September 2010 (Sunday) during 10:00-19:00 and 27 September 2010 (Monday) during 7:00-22:00. The weekday survey was on a school day after the summer holiday and therefore full population of pedestrian should have included.

6.1.4 On a typical weekday, there are about 39,182 pedestrians on the section of existing hillside escalator between Hollywood Road and Caine Road, and has less pedestrians of 17,913 on the section between Caine Road and Robinson Road at higher location.

6.1.5 The interview survey had been conducted on 12 September 2010 (Sunday), 19 September 2010 (Sunday) and 27 September 2010 (Monday). Total 3,672 successful samples were collected. The results provide significant reliability for pedestrian modelling purposes.

6.1.6 As the location of the existing escalator is about 250m and 650m to the east of Shing Wong Street Scheme and Pound Lane Scheme respectively, the choice of spots for making interview survey was well planned to obtain more reliable option choice results in order to avoid biased option choices and therefore the analytical overall option choice result shown above to have 45.6% for Shing Wong Street Scheme and 54.4% for Pound Lane Scheme should be reasonable to reflect the preference of the community.

6.1.7 The pedestrian forecast also assumes that the opening of West Island Line and the implementation of 334 Academic Reform may leads to change of transport modal split in Midlevel. The use of Rail will increase 2% comparing to the assumptions used for 2010 base year model.

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6.1.8 Based on the input of planning data with the TCS2002 assumptions and surveyed modal split adopted, the pedestrian model has been calibrated such that the 2010 base year model’s pedestrian flow would be best fit the existing situation. The calibrated 2010 pedestrian model has a result of 0% to 5.6% variance comparing to the 2010 observed pedestrian flows.

6.1.9 The proposed alignment of Option A (Shing Wong Street Scheme) starts from Conduit Road, via Robinson Road, Seymour Road, Castle Road, Caine Road, Shing Wong Street, Queen’s Road Central and finally ends at Hillier Street. This proposed alignment requires upgrading works on the existing at-grade footpath and construction of new one-way and two-way of escalators and travellators. The total length of this proposed pedestrian link is 970m, which about 580m are structures to be constructed.

6.1.10 The proposed alignment of Option B (Pound Lane Scheme) starts from Conduit Road, via Robinson Road, Bonham Road, Hospital Road, Pound Lane, Queen’s Road West, Sheung Wan Municipal Services Building and the existing elevated walkway system connecting Macao Ferry Terminal. This proposed alignment requires upgrading works on the existing at-grade footpath and construction of new one-way and two-way of escalators and travellators. The total length of this proposed pedestrian link is 880m, which about 470m are structures to be constructed.

6.1.11 An estimation of vehicular trips reduction has also been carried out. The result indicates that maximum 196 and 102 bus trips may be reduced in a typical weekday for Shing Wong Street scheme and Pound Lane scheme, respectively.

6.1.12 The impact generated by the two options to the existing residential buildings, nearby residents and commercial buildings/business activities would be similar. However, the heritage protection and retaining on Castle Road and Hollywood Road in Option A would be a concern.

6.1.13 Peel Street Escalator option has also been considered, however, it is found that the service coverage of this scheme is not significant as 50% of its coverage will overlap on the existing escalator system. Further to this, the alignment of this scheme is not acceptable to Transport Department as it is considered not meeting their technical requirement.

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6.2 Conclusion and Recommendation

6.2.1 Further to the findings above, general comments for the proposed options are summarised in the following table.

Table 6-2-1 Summary of Findings for Proposed Options

Shing Wong Street Pound Lane Scheme – Scheme – Option A Option B

Length of Pedestrian Link 970m 880m Approximate Length on structure (including Escalator, Travellator and 580m 470m Footbridge System

Service Coverage Nos of Building Block 520 383 Estimated Population 23,699 15,932 Estimated Employment 42,644 18,864

Overlapping Service Coverage with the Existing Hillside Escalator Nos of Building Block 74 0 Estimated Population 2,641 0 Estimated Employment 0 0

Accessibility Medium High

Forecasted Daily Pedestrian in 2016 (between the section of Hollywood Road and 29,819 28,815 Caine Road)

Construction Impact to Public Medium Low

6.2.2 Recommendation - By balancing the result of service coverage, accessibility, sustainability, construction impact, construction cost, pedestrian flow volume, option choice by interviewee, travelling time and the smoothness of the option alignments, the scheme of Pound Lane Escalator System would be preferred option and it should be accepted by the community.

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Figures

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