Appendi ces Booklet

PROPOSED TRAM & PEDESTRIANPRECINCT IN CENTRAL

April 2014

Appendix 1

AIR QUALITY IN DES VOEUX ROAD CENTRAL

Aerosol and Air Pollution Group, School of Energy and Environment, City University of Impact of traffic composition and street canyon on the street level air quality and pedestrian exposure in Central, Hong Kong

Agata Rakowska, Ka Chun Wong, Thomas Townsend, Chan Ka Lok, Dane Westerdahl, Zhi Ning*

Aerosol and Air Pollution Group, School of Energy and Environment, City Contact: Dr. Zhi Ning; Email: [email protected]; Phone: 3442-4620

1. Background

Exposure to particulate matter (PM) and nitrogen dioxide (NO2) has been linked with adverse health effects including aggravation of respiratory diseases and reduction in lung function [1]. Vehicle emissions are of the major sources of air pollution in metropolitan cities including Hong Kong. There is an increasing trend around the world with tightening emission control and larger scale of transport policy intervention in urban cities to control the traffic pollutants and reduce public health risks, such as low emission zone and congestion charging etc. In order to investigate the impact of traffic on the roadside air quality and pedestrian exposure, an experimental study was carried out in Central, one of the most developed business districts in Central, Hong Kong. The objectives of the investigation are:

 To investigate the impact of roadway traffic volume and composition on roadside air quality in Central, especially for busy districts with street canyon effects.

 To identify the contributing vehicle fleets to the air pollution and pedestrian exposure safety in different streets.

2. Experiment methodology The experiment took place on Wednesday 31 July, Saturday 3 August, Monday 27 October and Sunday 28 October, 2013 covering three very busy streets – , Des Voeux Road and Queen’s Road showed on the map below in Figure 1. During the measurement campaign, total of 8 sampling periods were successfully conducted in which 6 from weekdays and 2 from weekend. Both street canyon and open roadway configurations were covered in selection of streets. Mobile platform and suitcase based measurement techniques were deployed to monitor both on-road and roadside pollutants concentrations at different time of a day and different days of a week. Multiple traffic counting points were also deployed concurrently to collect the traffic volume and fleet compositions in individual streets, and used to link with the measured pollutants concentrations.

Figure 1 Sampling routes and nine traffic counting points. Red dash line is the on-road route and blue solid Page 1 line is the roadside route. The traffic volume and composition were recorded at nine counting points.

Air quality data was collected with two sets of equipment to evaluate both on road street level and roadside pedestrian level pollutant concentrations. One set was the On-road Plume Chasing and Analysis System (OPCAS) that CityU has developed for vehicle emission testing and its route is described as red dash line in Figure 1. The roadside pollutants measurement was performed by Mobile Exposure Measurement System (MEMS), which is a wheel-equipped suitcase configured with portable air monitors and data acquisition system to simulate a pedestrian’s exposure to the pollutants while walking along the streets. Additionally, traffic counting was conducted along the three targeted streets: Connaught Road Central (CRC), Des Voeux Road Central (DVRC) and Queen´s Road Central (QRC), using the EMFAC 16 Vehicle Classes System (Private cars, motorcycles, taxis, light and heavy goods vehicles, public and private light buses, franchised single and double decker buses and non-franchised buses). A video camera was also synchronized with the same time stamp to ensure the accurate interpretation of the data stream.

3. Results and discussions 8000 Traffic pattern Diesel Buses Diesel Trucks and Vans Figure 2 shows the weekday traffic volume and fleet composition of CRC, DVRC and QRC 6000 Petrol Private Cars streets at different time periods, each representing the average of traffic count from three LPG vehicles counting points on the individual street. Consistent traffic pattern was observed on the three Others streets, in which CRC has the highest hourly total traffic count from 5500 to 7000, while 4000 DVRC and QRC have only 550 to 720 vehicles per hour. There was no substantial diurnal variation observed in the traffic volume for all the streets suggesting the typical business district nature of the study area. The dominant fleets in the streets are petrol private car or 2000 LPG vehicles (mostly taxi) for CRC (34 to 46%), diesel franchised bus for DVRC (36 to 43%) hour per count Vehicle and petrol car or LPG vehicles for QRC (24 to 46%) as shown in Figure 2.

0 AM Noon PM AM Noon PM AM Noon PM On-road air pollution CRC DVRC QRC Streets and Time Period The traffic related pollutants concentrations of black carbon (BC), PM2.5, particle number (PN) and NOx showed dramatic difference between different streets. Although CRC has substantially higher total traffic flow, the pollutants concentrations peak at less trafficked Figure 2 Traffic volume and fleet composition in the streets 3 during different time periods. street of DVRC, especially for section of CC2 with concentrations of 67.8 (μg/m ), 60273 3 (#/cc), 53 (µg/m ), 542 (ppbv) for BC, PN, PM2.5 and NOx, respectively, because of the

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difference in roadside environments. Previous studies have shown that street canyons in urban areas may trap traffic induced pollutants within their boundaries and increase the pollutant concentrations significantly within the immediate areas around the roadway. Due to the difference in traffic volume, the on-road pollutants concentrations in the same street also vary. Section CC2 in DVRC has 4.2, 1.8, 1.9

and 1.4 times higher concentrations than section AA2 for BC, PN, PM2.5 and NOx, respectively. Compared to DVRC with consistent street canyon features, although QRC has similar total traffic volume, the pollutants concentrations were much lower. A further look at the traffic composition shows dominant fleets in DVRC are diesel franchised buses with an average fraction of 39%, followed by petrol and LPG vehicles, while QRC is dominated with LPG and petrol vehicles, each representing 40% and 34%. Our earlier work on the Hong Kong on-road vehicles has shown diesel fleets are the major contributor to the mobile PM emissions especially black carbon, and to a lesser extend for NOx emissions [2]. Additionally, the street canyon in DVRC and QRC significantly restricts the dispersion of traffic emissions. The speed of street level wind during two sampling days, 27 and 28 October, showed Figure 3 Traffic volume and fleet composition versus street level NOx the similar pattern in which the wind speeds in DVRC and QRC were substantially

and black carbon, particle number and PM2.5 concentration. reduced compared with QRC. Significant difference in the observed on-road pollutants concentrations is a clear indication of the impact of diesel fleets on the street level air quality and the contribution may be further enhanced by the effect of street canyon.

Weekend observations

Figure 4 shows the comparison of traffic volume and fleet composition on Sunday and Monday for both morning and noon time periods. The total traffic volume in the morning of Sunday decreased by 45% compared with that of Monday from 9035 to 4970 vehicles/hour due to the regular day-off of the commercial and business activities that lowers the volume of public transport by buses, daily commuting traffic by private cars and commercial

Figure 4 Comparison of traffic volume and composition between Sunday, 27th, Oct, 2013 and Monday, 28th, Oct, 2013 for a) Morning and b) Noon periods. Page 3

goods delivery service with diesel vans and trucks during regular morning rush hours. The traffic pattern during Sunday noon time, however, showed a very different trend, in which the total traffic volume remained almost the same (-4% reduction from Monday to Sunday), while the fleets composition recorded a dramatic change with only volume of commercial diesel vans and trucks decreased by 59% and all other fleets increased by different extent, i.e., diesel bus for 10%, petrol vehicles for 14% and LPG vehicles for 3%, because of increased typical weekend commercial activities in the central business district attracting passenger volume via private and public transport.

Figure 5 shows the on-road pollutants concentrations (NOx and BC) measured in different sections of streets and corresponding traffic volume and composition. Significant decrease in traffic volume during Sunday morning period compared with Monday showed consistent trend with the on-road pollutants concentrations with an average reduction of 41%, 40% and 18% for NOx, and 52%, 39% and 36% for BC as measured on CRC, DVRC and QRC respectively. On the other hand, although noon time total traffic volume had only slight change by 4%, the on-road pollutants concentrations recorded a significant reduction on Sunday compared with Monday. Sunday noon time traffic was characterized by increased private and public transport via buses and passenger cars, the documented difference in measured pollutants concentrations is likely due to the less traffic of commercial diesel vans and trucks. Vehicle emissions, being major source of pollutants in metropolitan cities, have attracted much attention and various policy measures have been implemented worldwide to reduce their impact on urban air quality, for example, congestion charging to passenger cars and low emission zones to limit traffic in city centers [3] with different extent of success [4, 5]. The findings also suggest the potential impact of controlling fleet based vehicles on the improvement of urban air quality.

Pedestrian exposure to roadside air pollutants

Figure 6 shows on-road and roadside concentrations of black carbon and ultrafine particle number measured in the different streets from the concurrent measurements. Compared to the on-road concentrations, roadside BC and UFP pollutants showed dramatic contrast with ratios of about 50-70% and 90-120% between roadside and corresponding on-road concentrations. The remarkable reduction of BC concentration as evidenced by the roadside to

Figure 5 Comparison of weekend (Sunday, 27 Oct, 2013) and weekday (Monday, 28 Oct, 2013) traffic pattern and on-road pollutants concentrations at different time periods: a) Sunday morning; b) Monday morning; c) Sunday noon; d) Monday noon. Page 4 on-road ratios in the study indicates the dilution of exhaust emissions from on-road to roadside environment dominates the dispersion of BC. On the other hand, during dispersion, the exhaust particles may undergo physical and chemical transformation depending on the aerosol dynamical processes, such as condensation, evaporation, nucleation etc. The dramatic difference of the particle number concentration ratio (90-120%) compared with black carbon (50-70%) as observed in this study clearly indicates the role of nucleation in forming ultrafine particles from on-road to roadside. The process may be further enhanced by the street canyon effect in which higher concentrations of traffic emissions of semi-volatile species may be present and contained inside the canyon that facilitate the nucleation formation of ultrafine particles. From the pedestrian exposure point of view, ultrafine particles may pose a greater health risk due to their small size and ability to penetrate deep in the lungs [6]. The result from the present study shows high roadside concentration and ratios with on-road levels by pedestrian exposure inside urban street canyon, where large volume of pedestrian flow often occurs.

Figure 6 On-road and roadside pollutants concentrations of BC and ultrafine particles number

4. Conclusion and implication We have identified high association between the volume of diesel fleets and street level pollutants concentrations although they constitute only a fraction of traffic flow, while total traffic volume is not necessarily the driving factor to the air quality. This finding implies traffic control strategy targeting total volume reduction may not be a cost effective approach since small fraction of dirtiest vehicles actually contribute a disproportionally high fraction of total emissions. Given the fact that vehicle emission has become the major pollution sources in urban areas, many governments have implemented local transport policy to improve urban air quality on top of tightening vehicle emission standard, such as low emission zone in European cities [3, 4], congestion pricing in New York [7], restriction of odd/even license of private cars in Beijing [8] etc. The benefits and cost-effectiveness of such transport policies in reducing urban air pollution concentrations need careful evaluation, and relation between pollutant concentrations and traffic volume/flow is the key factor.

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On the other hand, this study also documented strong street canyon effects and its impact on the increased NOx and BC concentrations and elevated ultrafine particles formation inside streets. Although there is nearly ten times of traffic volume in a wide and open roadway (CRC in this study), its on-road and roadside pollutants showed much lower concentrations than the adjacent streets with canyon effects (DVRC and QRC). The strong contrast observed in the study suggests the necessity of urban air quality management through more integrated urban planning strategy with consideration of their impact on traffic related air pollution and pedestrian exposure to the pollutants. Much more efforts are still needed not only by better understanding the integrated cost- effectiveness, but also by more bureaucratic cooperation in policy making processes.

5. Acknowledgements This study was supported by the Health and Medical Research Fund, Food and Health Bureau, Hong Kong SAR Government (Ref. No. 10112061), and Environmental Conservation Fund, Hong Kong SAR Government (Ref. No. 01/2012). The authors would like to thank the MVA, Hong Kong for their technical support in the traffic information collection and analysis, and Civic Exchange for their support in the implementation of the study. Also the authors thank the team members (in alphabetic sequence) for the assistance of field experiments: Dr. Nirmal Kumar Gali, Mr. Yang Hong, Miss Sabrina Yanan Jiang, Ms. Flora Lau, Miss Li Sun, Miss Viki Wai Ting Tong, Mr. Wubulihairen Maimaitireyimu, Mr. Fenuan Yang.

References

1. Saldiva, P.H.N., Air pollution in urban areas: the role of automotive emissions as a public health problem. International Journal of Tuberculosis and Lung Disease, 1998. 2(11): p. 868-868.

2. Ning, Z., M. Wubulihairen, and F.H. Yang, PM, NOx and butane emissions from on-road vehicle fleets in Hong Kong and their implications on emission control policy. Atmospheric Environment, 2012. 61: p. 265-274.

3. Wolff, H. and L. Perry, Trends in Clean Air Legislation in Europe: Particulate Matter and Low Emission Zones. Review of Environmental Economics and Policy, 2010. 4(2): p. 293-308.

4. Boogaard, H., et al., Impact of low emission zones and local traffic policies on ambient air pollution concentrations. Science of the Total Environment, 2012. 435: p. 132-140.

5. Roustan, Y., M. Pausader, and C. Seigneur, Estimating the effect of on-road vehicle emission controls on future air quality in Paris, France. Atmospheric Environment, 2011. 45(37): p. 6828-6836.

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6. Oberdorster, G., E. Oberdorster, and J. Oberdorster, Nanotoxicology: An emerging discipline evolving from studies of ultrafine particles. Environmental Health Perspectives, 2005. 113(7): p. 823-839.

7. Schaller, B., New York City’s congestion pricing experience and implications for road pricing acceptance in the United States. Transport Policy, 2010. 17(4): p. 266-273.

8. Zhou, Y., et al., The impact of transportation control measures on emission reductions during the 2008 Olympic Games in Beijing, China. Atmospheric Environment, 2010. 44(3): p. 285-293.

Note:

If you have any questions or comments about the study, please feel free to contact Dr. Zhi Ning from City University of Hong Kong via email: [email protected]

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Appendix 2

TRAFFIC REVIEW

Potential Tram Precinct on Des Voeux Road Central Traffic Review for Potential Tram Precinct on Des Voeux Road Central

Traffic Review for Potential

Tram Precinct on Des Voeux Road Central

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LIST OF CONTENTS

Page No.

1. INTRODUCTION ...... 1

1.1 Background ...... 1

1.2 Objective ...... 2

2. EXISTING CONDITIONS ...... 3

2.1 Existing Road Hierarchy ...... 3

2.2 Existing Traffic Management ...... 3

2.3 Existing Public Transport Provisions ...... 4

2.4 Existing Pedestrian Facilities ...... 5

2.5 Existing Traffic Conditions ...... 5

2.6 Role of DVRC and Key Issues Observed ...... 9

3. OPPORTUNITIES AND CONSTRAINTS ...... 12

3.1 OPPORTUNITIES ...... 12

3.2 Constraints ...... 14

4. POTENTIAL TRAM PRECINCT SCHEME ...... 15

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4.1 Scheme Principles ...... 15

4.2 First Step ...... 15

4.3 Further Evolution ...... 18

5. PRELIMINARY TRAFFIC ASSESSMENT ...... 21

5.1 Traffic Assessment for Initial Stage ...... 21

5.2 Traffic Assessment for Ultimate Plan ...... 23

6. SUMMARY ...... 25

6.1 Summary ...... 25

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LIST OF FIGURES

Figure Following No. Title Page No.

1.2.1 PROJECT SITE BOUNDARY AND STUDY AREA ...... 2

2.1.1 EXISTING ROAD HIERARCHY ...... 3

2.2.1 EXISTING TRAFFIC ARRAGEMENT ...... 4

2.3.1 EXISTING PUBLIC TRANSPORT FACILITIES ...... 4

2.3.2 EXISTING FRANCHISED BUS ROUTINGS ALONG DVRC (WESTBOUND) ...... 4

2.3.3 EXISTING FRANCHISED BUS ROUTINGS ALONG DVRC (EASTBOUND) ...... 4

2.3.4 SUMMARY OF BUS ROUTE ALONG DVRC ...... 4

2.4.1 EXISTING PEDESTRIAN FACILITIES ...... 5

2.5.1 OBSERVED TRAFFIC FLOWS (YEAR 2013) ...... 5

2.5.2 OBSERVED PEDESTRIAN FLOWS (YEAR 2013) ...... 6

2.6.1 TRAFFIC CHARACTERISTICS OF DVRC BETWEEN AND MORRISON STREET ...... 8

2.6.2 OBSERVED TRAFFIC ISSUES ALONG DVRC ...... 9

3.1.1 FUTURE HIGHWAY NETWORK ...... 10

3.1.2 FUTURE RAILWAY NETWORK ...... 10

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3.1.3 CENTRAL WANCHAI BYPASS AND LINK – PROJECT OVERVIEW 10

3.1.4 THE REMOVAL OF EXISTING ELEVATED ROAD (EB) IN GAZETTE PLAN OF CWB ...... 10

3.1.5 PEDESTRIAN AND PUBLIC TRANSPORT NETWORK PLAN ...... 11

3.2.1 EXISTING TRAFFIC CONSTRAINTS ...... 11

4.1.1 CONCEPTUAL PLAN FOR DVRC ...... 13

4.2.1 OVERVIEW OF INITIAL STAGE OF DVRC SCHEME ...... 14

4.2.2 INITIAL STAGE OF DVRC SCHEME : WESTERN SECTION ...... 14

4.2.3 INITIAL STAGE OF DVRC SCHEME : EASTERN SECTION ...... 14

4.2.4 AFFECTED TRAFFIC ANALYSIS (WESTBOUND) ...... 15

4.2.5 AFFECTED TRAFFIC ANALYSIS (EASTBOUND) ...... 15

4.2.6 POSSIBLE BUS REROUTING FOR THE INITIAL STAGE OF DVRC SCHEME ...... 15

4.2.7 POSSIBLE BUS REROUTING FOR THE INITIAL STAGE OF DVRC SCHEME AFTER OPENING OF WIL/SIL 15

4.3.1 POTENTIAL BUS PRIORITY AND TRAFFIC MANAGEMENT IMPROVEMENT WITH CWB ...... 16

4.3.2 CONCEPTUAL PLAN FOR PTI ...... 16

4.3.3 POSSIBLE BUS REROUTING (WESTBOUND) FOR THE ULTIMATE STAGE OF DVRC SCHEME .... 17

4.3.4 POSSIBLE BUS REROUTING (EASTBOUND) FOR THE ULTIMATE STAGE OF DVRC SCHEME ... 17

4.3.5 OVERVIEW OF ULTIMATE STAGE OF DVRC SCHEME ...... 17

5.1.1 FORECAST TRAFFIC FLOWS (YEAR 2021) ...... 18

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5.1.2 REASSIGNMENT OF TRAFFIC FLOWS FOR THE INITIAL STAGE OF DVRC SCHEME (YEAR 2021) ...... 18

5.1.3 FORECAST PEDESTRIAN FLOWS AFTER THE IMPLEMENTATION OF THE INITIAL STAGE OF DVRC SCHEME 18

5.2.1 PRELIMINARY AFFECTED TRAFFIC ANALYSIS (WESTBOUND) ...... 19

5.2.2 PRELIMINARY AFFECTED TRAFFIC ANALYSIS (EASTBOUND) ...... 19

5.2.3 FORECAST TRAFFIC FLOWS (YEAR 2021) WITH THE IMPLEMENTATION OF THE ULTIMATE STAGE OF DVRC SCHEME 19

5.2.4 FORECAST PEDESTRIAN FLOWS (YEAR 2021) ...... 19

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LIST OF ABBREVIATION

AT Aberdeen Tunnel CHT Cross Harbour Tunnel CKR Central Route CRC Connaught Road Central CWB Central-Wanchai Bypass DVRC Des Voeux Road Central EHT Eastern Harbour Tunnel ENT Eagle’s Nest Tunnel LRT Lion Rock Tunnel NTCR New Territories Circular Road NWT Nam Wan Tunnel QRC Queen’s Road Central SCL Shatin to Central Link SIL(E) South Island Line(East) SMT Shing Mun Tunnels T2 Trunk Road T2(Kai Tak – Cha Kwo Ling Link) TCT Tate’s Cairn Tunnel TKB TKOLTT Tseung Kwan O – Lam Tin Tunnel WHT Western Harbour Tunnel WIL West Island Line WKE West Kowloon Expressway

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1. INTRODUCTION

1.1 Background

1.1.1 In 2000, The Hong Kong Institute of Planners (HKIP), in collaboration with MTRC, and with technical assistance from MVA Hong Kong Limited (MVA) put forward the concept of converting Des Voeux Road Central (DVRC) between and Pedder Street into a pedestrian and tram precinct as part of a broader revitalisation for Central.

1.1.2 The concept was first published in the document “Creating a Better Place for People; Des Voeux Road Pedestrian Precinct” in 2000 and received a generally positive response from the public and various stakeholders.

1.1.3 A further investigation on the feasibility and implementation programme of the proposal was conducted in 2001. The study findings were documented in “Des Voeux Road Central Pedestrianisation Focussed Study”, which was subsequently circulated to key stakeholders including the District Council and Government departments.

1.1.4 The Focussed Study revealed that the western section of DVRC could possibly implemented as an early phase, as the affected traffic volume is expected to be minimal. Trial runs were subsequently conducted in 2001 for section of DVRC between Morrison Street and for organised events. No insurmountable traffic impact was encountered during the trial run.

1.1.5 However, the DVRC pedestrianisation incentive has not been further pursued after the trial runs.

1.1.6 Unlike 2001, when Central Wanchai Bypass (CWB), and some of the planned railway infrastructure have not been committed, today presents a good opportunity to revisit the prioritisation of road space given that CWB, West Island Line (WIL), South Island Line (East) (SIL(E)), Shatin Central Link (SCL), are all committed and under construction. These new transport infrastructures, complemented by the associated possibility for bus route restructuring, provides better public transport access to the Central Business District (CBD) as well as potential diversion of vehicular traffic away from the heart of Central.

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This provide an opportunity to comprehensively review the allocation of road space to revitalise and enhance the existing pedestrian condition, air quality, and living environments in the CBD.

1.1.7 In view of the above, the Civic Exchange, in association with the Hong Kong Institute of Planners, initiated a task force to revisit the Des Voeux Road Central Tram Precinct idea that was conceived in the early 2000’s. MVA Hong Kong Limited was commissioned as the traffic consultant to review the broad transport impact, and to provide traffic forecast for the assessment of environmental benefit.

1.2 Objective

1.2.1 The purpose of this study is to: • revisit the layout and phasing of the DVRC Tram Precinct taking into account latest traffic condition and infrastructures; and • assessing the broad traffic impact and feasibility of both the short term and long term schemes.

1.2.2 The study area and the section of DVRC to be reviewed for this study are shown in Figure 1.2.1.

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2. EXISTING CONDITIONS

2.1 Existing Road Hierarchy

2.1.1 The existing hierarchy of the concerned roads in the study area are summarised in Figure 2.1.1.

2.1.2 Des Voeux Road Central (DVRC) is generally a two-way district distributor connecting Morrison Street to the west and Queen’s Road Central/ to the east, which provides connection between and Admiralty. At present, DVRC is a single four lane carriageway with tram tracks located in the middle of the carriageway and bus stops along the kerbside. It is one of the major franchised bus corridors serving the Central and Western Districts.

2.1.3 Connaught Road Central (CRC) is a primary distributor which provides connection between Admiralty and . The main function of CRC is to cater for high volumes of traffic travelling in the east-west direction. Flyover and underpass are provided in different sections of CRC to serve the long distance through traffic between the districts. The at grade section of CRC serves the access traffic to/from Central and Sheung Wan via intersections with the north-south local distributors (i.e. , Morrison Street, and etc.) within the study area.

2.1.4 Queen’s Road Central (QRC) is a one-way westbound primary distributor. It is one of the major public transport corridors in Central. It intersects with many key district and local distributors such as Pottinger Street, Queen Victoria Street, Jubilee Street, Wellington Street and , and provides access for the local traffic in the area.

2.1.5 Other key local distributors such as Morrison Street, Cleverly Street, Hillier Street, Pottinger Street and etc, run in north-south traffic direction, which provide access for the local traffic via CRC.

2.2 Existing Traffic Management

2.2.1 There are a number of traffic management measures currently implemented within the CBD area with aims to control traffic volume, promote public transport and create pedestrian friendly environment as summarised in Figure 2.2.1.

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2.2.2 In the westbound direction, the section of DVRC between Bank Street and Jubilee Street is currently designated as restricted zones where all motor vehicles are prohibited except for franchised buses and those with permits issued by the Commissioner for Transport, which makes this section of DVRC a bus and tram only corridor.

2.2.3 In the eastbound direction, the section of DVRC between Pedder Street and is currently designated as restricted zones where all motor vehicles are prohibited except for franchised buses and those with permits similar to the westbound direction. However, the section of DVRC between Ice House Street and Bank Street is only restricted for all motor vehicles except for franchised buses, and those with permits, and between 7am and midnight on general holidays. Again, apart from the few special time periods, this section of DVRC is essentially on bus and tram precinct.

2.2.4 To provide a pedestrian friendly area in CBD area, the section of between Pedder Street and Jackson Road is designated as a pedestrian precinct from 7am to 12 midnight on Sunday and public holiday.

2.2.5 For servicing, there are no-stopping clearway restriction (NSR) implemented within the area as summarised in Figure 2.2.1. Also, there are no vehicular access points provided along the entire DVRC. This serves to minimise traffic demand on DVRC and provides continuous kerb space for bus stops. Vehicular access points for development within the study area are mainly located on CRC, QRC, and other side streets.

2.3 Existing Public Transport Provision

2.3.1 The existing public transport facilities are summarised in Figure 2.3.1.

2.3.2 Given the currently in place public transport priority traffic management scheme for DVRC as mentioned above, DVRC is the main bus corridor in the CBD with bus stops along both kerbsides. The existing franchised bus routings travelling along DVRC in the westbound and eastbound directions are summarised in Figure 2.3.2 and 2.3.3 respectively. A summary of origin/destination for bus routes along DVRC is shown in Figure 2.3.4.

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2.3.3 In addition to the franchised bus services, there are tramway stops and MTR station exits along DVRC as shown in Figure 2.3.1.

2.4 Existing Pedestrian Facilities

2.4.1 The existing pedestrian facilities in the vicinity of DVRC are illustrated in Figure 2.4.1.

2.4.2 At present, DVRC provides about 3.0m wide footpath along both the northern and southern kerbs. However, many sections of the existing footpaths are partially blocked by street furniture, street vendors and bus stop queues, which make DVRC a less pedestrian friendly street for walking and causing pedestrians to walk along carriageways during some peak periods.

2.4.3 Signalised crossing across DVRC are provided at its junctions with Pedder Street, Pottinger Street, Queen Victoria Street, Jubilee Street, Gilman Street, Hillier Street, Cleverly Street and Morrison Street.

2.4.4 The north-south pedestrian connection between northern Central and the Mid-Levels are provided via the Mid-Levels Escalators. To the north, the Mid-Levels Escalators is connected to a series of footbridge systems to the north of CRC. There are a number of full-time pedestrian streets/ alleys providing connections between DVRC and QRC.

2.5 Existing Traffic Conditions

2.5.1 In order to provide a traffic forecast for environmental assessment, manual classified traffic count surveys were conducted for the three proposed north-south screenlines across the three major roads of the study area, namely CRC, DVRC and QRC as shown in Figure 2.5.1.

2.5.2 The observed traffic flow and its vehicle composition of different road sections are presented in Figure 2.5.1.

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2.5.3 The results indicated that majority of the traffic flow travelling along DVRC in the westbound direction are buses and trams due to the prevailing traffic management schemes. The volume of private cars and goods vehicles are observed to be minimal, with less than 100 pcu/hr during peak hour period.

2.5.4 For the eastbound direction, the volume of private car and goods vehicles are observed to be much higher than the westbound direction, ranging between 250 – 650 pcu/hr during different peak hour periods.

2.5.5 The traffic count surveys were conducted between 0730 and 0930 hours and between 1700 and 1900 hours for a typical weekday morning and evening peak period. In addition, pedestrian count surveys were also carried out along the concerned footpaths within the study area in the same time periods as shown in Figure 2.5.2.

2.5.6 The peak 15 minutes pedestrian flows were recorded and the existing performance, Level of Service (LOS), of the surveyed footpaths were assessed in accordance with the Highway Capacity Manual (HCM). Table 2.1 shows the LOS criteria ranging from LOS “A” (best) to LOS “F” (worst). Based on the surveyed pedestrian flow, the performance of the respective footpath sections are summarized in Table 2.2 and Figure 2.5.2.

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Table 2.1 Level-of-Service (LOS) Criteria

Flow Rate LOS Space (m2/ped) Avg Speed (m/s) (ped/min/m)

A > 5.6 ≤ 16 > 1.30

B > 3.7 – 5.6 > 16 – 23 > 1.27 – 1.30

C > 2.2 – 3.7 > 23 – 33 > 1.22 – 1.27

D > 1.4 – 2.2 > 33 – 49 > 1.14 – 1.22

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Table 2.1 Level-of-Service (LOS) Criteria (Cont’)

Flow Rate LOS Space (m2/ped) Avg Speed (m/s) (ped/min/m)

E > 0.75 – 1.4 > 49 – 75 > 0.75 – 1.14

F ≤ 0.6 Variable ≤ 0.75

Source: Highway Capacity Manual (HCM) 2000

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Table 2.2 Summary of Pedestrian Assessment for Existing Condition (Year 2013)

Pedestrian Flow (ped/ peak 15 mins) Peak Flow Effective Rate among Side of Weekday Weekend No. Locations Width(1) surveyed LOS Footpath AM Noon PM Noon (m) peak period (ped/min/m) DVRC between Cleverly Street Northern P1 2.2 570 650 515 580 19.7 B and Hillier Street footpath DVRC between Cleverly Street Southern P2 2.9 840 1050 1095 700 25.2 C and Hillier Street footpath DVRC between Wing Wo Street Northern P3 2.0 345 820 560 400 27.3 C and Gilman Street footpath DVRC between Wing Wo Street Southern P4 2.2 960 1375 725 610 41.7 D and Gilman Street footpath DVRC between World Wide Northern P5 2.1 1005 890 930 850 31.9 C Lane and footpath DVRC between World Wide Southern P6 1.1* 725 1160 985 830 70.3 E Lane and Douglas Lane footpath

Note: Pedestrian flows are rounded-up to nearest 5. (1) Dead width of 0.5m at both sides of the footpaths and street furnitures like bus stop poles and fencing have been taken into account of deriving the effective width. Widths of footpaths are based on on- site measurement. * Hoarding is currently implemented at P6 fooptath.

2.5.7 The results indicated that the footpath sections generally perform between LOS C and E. Actual on-site conditions suggested that overcrowding of pedestrians are frequently observed at junction when pedestrians are waiting to cross, causing pedestrian to wait and walk on carriageways.

2.6 Role of DVRC and Key Issues Observed

2.6.1 Based on the prevailing traffic management in place and the data collected, the characteristics of DVRC between Pedder Street and Morrison Street can be summarised in Figure 2.6.1, and in the following.

General Traffic (Westbound)

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• In the westbound direction, DVRC between Pedder Street and Jubilee Street is already a tram and bus corridor with no other traffic. No vehicular access nor servicing is permitted along this section of DVRC. • In the westbound direction between Jubilee Street and Wing Lok Street, servicing is allowed along the southern kerb and local traffic access to Wing Lok Street is provided via this section of DVRC. • The section of DVRC between Morrison Street and Wing Lok Street did not observe to have private and goods vehicle traffic as kerbside servicing is generally prohibited throughout daytime and does not form an essential route for local traffic. • In summary, the westbound direction of DVRC does not function as a through route nor is required for any essential traffic access. Although it may be used to access Wing Lok Street via Jubilee Street but this can be diverted via Rumsey Street.

General Traffic (Eastbound)

• Unlike the westbound direction, the eastbound direction of DVRC collects eastbound traffic from QRC and CRC and function as a distributor route. The western section of DVRC is observed to have the lowest traffic volume, with some 250-360 pcu/hr of private and goods vehicle traffic during AM and PM peak hours. Further east between Rumsey Street and Gilman Street, volume of private and goods vehicle traffic increases to some 505 pcu/hr in the AM peak. Further east near Pedder Street, the volume of private and good vehicular traffic increase to some 630 pcu/hr. • Kerbside servicing is generally prohibited except some northern kerb sections between Gilman Street and Pedder Street. • In summary, the eastbound direction of DVRC presently provides an important eastbound route for development traffic in the locality.

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Public Transport

• The subject section of DVRC is predominantly a bus/tram corridor servicing some 60 nos. of bus routes. The prioritisation of road space would be very much dependent on the scope to rationalise bus services.

Pedestrian

• Geographically, DVRC forms the main spine of the CBD and is the key development corridor with office and commercial developments along its whole length. Footpaths on both sides are in general approximately 3 meters wide. Serious congestion frequently occur at junctions when large crowds of pedestrian waiting to cross at a constrained space. It is very common to observe jay-walking and pedestrians over-spilling onto carriageway during peak periods on weekdays.

2.6.2 In addition to the commentaries on the role of DVRC in the above, Figure 2.6.2 summarise the common issues observed.

2.6.3 In general, jaywalking issues are frequently observed across DVRC especially for the junctions of DVRC/ Douglas Street and DVRC/ Wing Lok Street/ Wing Wo Street where the MTR station entrances are located.

2.6.4 In addition, signalised crossings at some of the key junctions such as DVRC/ Pedder Street, DVRC/ Rumsey Street, DVRC/ Hillier Street etc, are observed to be over-loaded due to the high demand of pedestrian flow during the peak hours. Furthermore, some sections of footpaths are also observed to be insufficient to cater for the through pedestrian movements when there are obstructions either by street furniture, bus passenger queue, or magazine stalls etc. There are serious conflicts between pedestrians and vehicular traffic and hence would cause potential safety issue.

2.6.5 There are many bus stops along DVRC and therefore long bus queues along DVRC are observed even with the currently implemented bus only corridor on the westbound carriageway. The heavy emission by buses causes air pollution and heat issues which make DVRC a very unpleasant walking environment for pedestrians.

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3. OPPORTUNITIES AND CONSTRAINTS

3.1 OPPORTUNITIES

3.1.1 There are a number of new infrastructures under implementation now and in near future as shown in Figures 3.1.1 and 3.1.2. With the opening of these planned infrastructures, it provides an opportunity to replan the road space and achieve new objectives on enhancing the pedestrian and living environment in the CBD area.

3.1.2 The major planned highway infrastructures affecting the CBD to be completed before 2021 are Central Wanchai Bypass (CWB), Central Kowloon Route (CKR) and T2. With the completion of the above highway infrastructures by year 2021, a strategic ring road system with the existing and offers a good chance of reviewing the nature and hierarchy of the existing roads in the hinterland.

3.1.3 On in particular, the existing east-west through traffic would be diverted to use the CWB and hence relieving some through traffic from the CRC, and Gloucester Road corridors as shown in Figure 3.1.3. In addition, the gazette plan of the CWB indicated that a section of the existing eastbound elevated road of Connaught Road between Man Kwong Street and Man Chiu Street would be demolished to make space for the new westbound connection from CWB to the existing elevated road of Connaught Road Central as shown in Figure 3.1.4. With the removal of the existing elevated road, this at grade section is currently planned for planter use under the gazette plan. There is possibility to make use of this planned planter strip for other potential usage such as bus stops or bus priority corridor.

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3.1.4 For the planned railway infrastructures, the West Island Line (WIL) and South Island Line East SIL(E) will be in place by year 2014 and 2015 respectively. With the opening of these two new railways, the railway catchment of the Western and Southern Districts would be greatly enhanced. It could therefore provide room for rationalisation of the existing bus and GMB services in the Western and Southern Districts. A public transport re-organisation plan (PT plan) after the commissioning of WIL and SIL has recently been developed by Transport Department (TD) and were presented to District Council for comment. The proposed PT plan by TD that would affect the bus routes within the study area are summarised in Table 3.1.

Table 3.1 Summary of PT plan that would affect bus routes within the study area

Route Proposed Arrangements 1 It is proposed to extend CTB 1 [Kennedy Town - Happy Valley (Upper)] to Felix Villas for serving its residents. 2 It is proposed to divert NWFB 2(both bounds) via Fenwick Pier Street and Harbour Road and Omit Gloucester Road. 3B It is proposed to amalgamate with CTB 12M. 5 It is proposed to amalgamate with CTB 1 and 5X. 5S 5B It is proposed to amalgamate CTB 5B with CTB5C. 5C 18 It is proposed to amalgamate with NWFB 2,18P and 18X. 37A It is proposed to reduce frequency subject to changes in ridership. 101 It is proposed to reduce frequency subject to changes in ridership. 104 It is proposed to truncate the southern end of the route from Kennedy Town to Central (Macau Ferry). 113 It is proposed to cancel this route. 905 It is proposed to reduce frequency subject to changes in ridership.

3.1.5 Following the WIL and SIL(E), Shatin Central Link (SCL) is also expected to be completed by year 2021. With the SCL in place, there could be even greater potential to reorganise bus route in particular the cross harbour routes.

3.1.6 With the above committed and planned infrastructures, it provides a platform for implementation of restructuring today’s public transport services and creating a pedestrian and public transport oriented city. The following improvement measures could be possibly achieved.

 Traffic of DVRC can be diverted to CRC with the opening of CWB

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 Enhance bus service operating conditions by developing CRC as a bus priority corridor  Street space humanised and given priority over to pedestrians

3.1.7 A long term vision which aims to capture this one time unique opportunity to improve pedestrian walking quality, environment, and accessibility can be realised by a public transport oriented pedestrian hierarchy system, as illustrated in Figure 3.1.5.

3.2 Constraints

3.2.1 The key constraint of implementing new traffic measures on DVRC is the need to maintain or re-provide existing traffic circulation and development accessibility and servicing need. Figure 3.2.1 summarises the key traffic constraints within the study area.

3.2.2 At present, there is no development access points located directly at both sides of DVRC, but there are a few located on the north-south side streets as shown in Figure 3.2.1, which needs to be maintained for traffic at all times. Similarly, existing servicing demand from local shops and development to be addressed and considered in developing the potential improvement scheme.

3.2.3 The existing north-south side streets such as Pottinger Street, Queen’s Victoria Street, Jubilee Street, Rumsey Street, Hillier Street, Cleverly Street and Morrison Street are the key access routings for traffic between CRC and the hinterland area in Central and Sheung Wan area, which are essential for access to the local area.

3.2.4 Furthermore, in formulating any possible bus rerouting, any rerouted buses need to address the public need and the relocated bus stop should be located at places that are easily accessible and convenient to passengers.

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4. POTENTIAL TRAM PRECINCT SCHEME

4.1 Scheme Principles

4.1.1 The aim of the long term vision is to develop a plan which could maximise area for pedestrian circulation/ landscaped and minimise traffic/ air pollution for roadside area with air quality issue, as to improve the overall quality of environment in Central over the coming years.

4.1.2 To achieve this goal, the following ideas were investigated.

• Divert through traffic from DVRC to Connaught Road Central/ CWB and give priority to pedestrians and essential access traffic only; • Convert DVRC to a traffic free pedestrian and tramway precinct; • Promote integration of the rail and road-based public transport through the development of strategic interchanges, service coordination and enhancement of the pedestrian network; and • Ensure bus service performance by exploring possibility to provide bus priority on Connaught Road Central

4.1.3 The conceptual plan for DVRC scheme is shown in Figure 4.1.1.

4.2 First Step

4.2.1 In order to convert DVRC to a pedestrian/ tramway precinct, it would require re-routing of the existing general traffic flows and bus services. In order to minimise the potential impact to the public, the conversion of DVRC to a pedestrian/ tramway precinct could adopt a progressive approach, which is easier for public to understand and respond to the changing environment.

4.2.2 With the review of the existing conditions along DVRC, the following were identified.

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• Traffic volume for private and goods vehicles travelling along in westbound carriageway of DVRC is light, less than 100 pcu/hr during commuting peak hour, where the western section between Morrison Street and Wing Wo Street and eastern section between Jubilee Street and Pedder Street have the lowest traffic volume, less than 5 pcu/hr. • Traffic volume for private and goods vehicles travelling in the eastbound direction is generally higher than the westbound direction, less than 650 pcu/hr during commuting peak hour. The western section between Morrison Street and Rumsey Street has the lowest traffic volume, less than 400 pcu/hr; • Similarly, the western section between Morrison Street and Rumsey Street has the lowest volume of buses, less than 200 pcu/hr or 70 buses/hr, as majority of existing buses exit via Wing Wo Street to Connaught Road Central or Jubilee Street to Queen’s Road Central for bus routes travelling along westbound carriageway of DVRC and enter via Cleverly Street and Rumsey Street to the eastbound carriageway of DVRC; • No vehicular access is provided at DVRC; • Non stopping clearway restrictions (NSR) are implemented along DVRC and servicing activities are mainly restricted to nightime; and • Poor pedestrian environment with jaywalking and capacity issues especially for locations at bus/tram stops and MTR entrances.

4.2.3 Based on the above, the western section of DVRC between Wing Wo Street and Morrison Street has the lowest traffic volume for both buses, private and goods vehicles among the other sections. Hence, it is envisaged that the conversion of this western section to pedestrian/ tram precinct would have the least traffic impact to the surroundings as compared with other sections.

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4.2.4 In the initial stage, it is proposed to convert the section of westbound carriageway between Morrison Street and Hillier Street to tram only and the section between Hillier Street and Wing Wo Street to bus and tram only as to minimise re-routing of the existing bus services. In the eastbound direction, it is proposed to convert the section between Morrison Street and Cleverly Street to tram only and the section between Cleverly Street and Rumsey Street to bus and tram only. With this proposed arrangement, the existing bus routes travelling along DVRC in the eastbound direction would not be affected.

4.2.5 With the proposed conversion, this could reduce traffic volume and hence improving air quality and minimise conflict between vehicular traffic and pedestrians. Also, footpaths along DVRC could be generally widened from about 3 metres to about 7- 8.5 meters, which offers great potential for increasing the space for circulation, landscaping and casual resting benches changing the street ambience and atmosphere. In addition, new signalised crossings are proposed at junctions of Wing Wo Street/ DVRC and, Douglas Street/ DVRC to address the observed serious jay walking issue. Furthermore, improvements of the existing signalised crossings for junctions along DVRC are also proposed to enhance the performance of the existing crossings. This is achieved via various measures such as widening of the existing crossing width, simplifying the method of control, and providing built-out at some crossing points. Figure 4.2.1 illustrates the key features and benefit of the initial stage of the proposal. Figures 4.2.2 to 4.2.3 illustrate the detailed traffic arrangement of the proposal for different sections along DVRC.

4.2.6 The proposed bus/tram precinct requires re-routing of the existing general traffic flows and bus services. In order to maintain eastbound traffic movement for Morrison Street, a new right turn movement from Morrison Street to eastbound carriageway of CRC is proposed by introduction of a new signliased junction and opening up the existing divider at CRC as shown in Figure 4.2.2. With the proposed new right turn, the affected eastbound traffic can be diverted from DVRC to CRC. In the westbound direction, affected traffic would be diverted from DVRC to Wing Lok Street. Figures 4.2.4 and 4.2.5 summarise the anticipated affected traffic volume and the re-routing in the westbound and eastbound directions respectively.

4.2.7 Under this proposal, existing bus services travelling along DVRC in the eastbound direction would not be affected since the section of DVRC between Cleverly Street and Rumsey Street would be available for both buses and trams.

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4.2.8 However, a number of bus services travelling in westbound direction would be affected as the section of DVRC between Morrison Street and Hillier Street is proposed to be available for tram only. One bus stop will be affected. Possible bus reroutings are identified for the affected bus routes. It is proposed to divert via Hillier Street to the outer westbound carriageway of Connaught Road Central for bus routes heading to the Western Harbour Crossing. For bus routes heading to Des Voeux Road West, it is proposed to divert via Wing Wo Street to the westbound carriageway of inner Connaught Road Central or via Jubilee Street to Queen’s Road West. The affected bus routes and the possible bus re-routings and relocated bus stops are summarised in Figure 4.2.6.

4.2.9 As mentioned in Section 3, public transport re-organisation plans (PT plan) after the commissioning of WIL and SIL has been developed by Transport Department (TD) and were presented to District Council for comment. Assuming there is no change to the PT plan after consultation, the number of affected bus routes and bus volume on DVRC would be further reduced due to the restructuring of the bus routes after the opening of WIL and SIL. Figure 4.2.7 summarises the affected bus routes and the possible bus re-routings and relocated bus stops with the proposed PT plan in place after the opening of WIL/SIL.

4.2.10 As shown in Figures 4.2.4 to 4.2.7, the affected traffic volume for general public and buses are expected to be minimal. It is anticipated that the potential traffic impact to the surrounding road network is not insurmountable. A preliminary traffic analysis on the potential traffic implication to the neighbourhood street was conducted to ensure its feasibility and the results are presented in Chapter 5.

4.3 Further Evolution

4.3.1 With the successful implementation and acceptance from the public on the initial stage of DVRC scheme, further evolution that aims to strengthen public transport and pedestrian priority can be considered. These further opportunities include bus priority corridor along eastbound carriageway of Connaught Road Central, bus-bus interchange, and tram precinct for the remaining section of DVRC between Morrison Street and Pedder Street. All these would require more extensive changes to

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the existing traffic circulation and bus services but consequently the benefit will be a much better street environment at the heart of the CBD.

4.3.2 With the opening of CWB, it is identified that some of existing east-west through traffic would be diverted to use CWB and hence relieving traffic pressure along the CRC corridor. Also, a section of the existing eastbound elevated road of Connaught Road between Man Kwong Street and Man Chiu Street will be removed and converted to planters under the gazette plan. This section of road could possibly be used as bus stops and bus only corridor to improve the performance of bus services as shown in Figure 4.3.1. The new bus only corridor will join to the existing at grade section of CRC and a new traffic signal is proposed to regulate traffic movements between the at-grade section of CRC and the new bus corridor.

4.3.3 In addition, the existing bus terminus located next to the Harbour Building could possibly be converted to a potential bus-bus interchange to reduce the long haul bus services. A conceptual layout of the potential bus-bus interchange is shown in Figure 4.3.2. For example, long distance cross harbour bus services from WHC could be terminated here and loop back to the origin and interchanged with local bus routes or other mode of public transports such as MTR and tram to reduce existing bus services which are duplicate and overlapped.

4.3.4 To enhance the connectivity of the proposed BBI and the hinterland area, it is proposed to provide a new signalised at grade crossing across westbound carriageway of Connaught Road Central near its junction with Wing Wo Street as shown in Figure 4.3.1.

4.3.5 With the proposed bus corridor along eastbound carriageway of Connaught Road Central, it provides opportunities for restructuring/ re-routing the existing bus services from DVRC to Connaught Road Central. Figures 4.3.3 and 4.3.4 summarises the affected westbound and eastbound bus routes travelling along DVRC and the possible bus re-routings and relocated bus stops with the proposed PT plan in place after the opening of WIL/SIL respectively.

4.3.6 After successful implementation of re-routing of bus routes from DVRC, the traffic volume along DVRC would be greatly reduced. The last step is to divert the general traffic from DVRC to the neighbourhood street in order to achieve the ultimate

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plan of converting the whole section of DVRC to tram precinct as shown in Figure 4.3.5. This would be a long term vision and requires support from public for successful implementation. The plan will require to be revisited and close monitoring of traffic conditions after the first opening of WIL, SIL and subsequently the CWB.

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5. PRELIMINARY TRAFFIC ASSESSMENT

5.1 Traffic Assessment for Initial Stage

5.1.1 A preliminary traffic review was conducted to ensure the pre-feasibility of the initial stage of the proposal.

5.1.2 The resultant 2021 traffic forecast without the proposed scheme is shown in Figure 5.1.1. It can be seen that the opening of CWB has reduced traffic volumes for the section of CRC between Rumsey Street and Pedder Street. The westbound traffic volumes on CWB are relatively lower than eastbound traffic volumes.

5.1.3 Based on the identified affected and re-routed traffic as shown in Figures 4.2.4 to 4.2.7, the anticipated traffic after implementation of the initial stage of DVRC across the proposed screenlines were derived as shown in Figure 5.1.2.

5.1.4 A road capacity analysis was conducted and the results indicated that all roads across the proposed screenlines would operate with similar performance and within capacity before and after implementation of the proposal, as the affected traffic volume are minimal.

5.1.5 The level of service of walking environment for pedestrians after the implementation of the initial stage of the proposal was also assessed. The results are summarised in Figure 5.1.3.

5.1.6 As shown in Figure 5.1.3, the results indicated that the level of service of walking environment for pedestrians would be greatly improved to LOS A for the widened footpaths. In addition, the additional signalised crossings at junctions of DVRC/ Wing Wo Street and DVRC/ Douglas Street could provide convenient and safe crossing across DVRC, which address the existing jay-walking issues.

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5.1.7 For servicing need, the affected road sections along DVRC are currently implemented with NSR 0700-1900. It is recommended that the servicing vehicles could conduct on-street activities along the side streets in the north-south direction or the inner Connaught Road Central, where on-street activities are allowed.

5.1.8 Essential loading/unloading on DVRC for certain time of the days could also be explored when there is strong demand from the public.

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5.2 Traffic Assessment for Ultimate Plan

5.2.1 Unlike the Initial Stage which can be easily implemented in anytime, the Ultimate Plan would be phased in as opportunities came along. A preliminary traffic review was also conducted to ensure the broad feasibility of the ultimate proposal.

5.2.2 As the Ultimate plan is a long term vision, traffic forecast was therefore developed for the preliminary assessment.

5.2.3 The traffic forecast was developed based on the review of the following information:

• 2009 Based TPEDM land use/planning data published by Planning Department; • Committed and planned developments in the vicinity of the proposed development; and • An in house future year traffic model compatible with the Base District Traffic Model (BDTM)

5.2.4 With the conversion of the whole section of DVRC to tram precinct, the affected traffic and its re-routing were identified and summarised in Figures 5.2.1 to 5.2.2. The resultant 2021 traffic forecast after implementation of the ultimate stage of DVRC across the proposed screenlines were then derived based on those identified affected traffic volume and summarised in Figure 5.2.3.

5.2.5 Some salient points on the traffic forecast are summarised as follows:

• The affected private and goods vehicle traffic on DVRC is diverted to CRC according to their origins and destinations; and • The affected bus routes and the associated volumes are all diverted to CRC without taking into account the WIL/SIL route re-structuring, or potential further possible reduction after opening of SCL.

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5.2.6 Since the affected traffic volume of DVRC in the westbound direction is minimal, its impact to the westbound carriageway of CRC is therefore limited. On the other hand, the more noticeable increase of traffic volume is on the eastbound carriageway of CRC/ Man Kat Street, which is estimated to be about 965-1160 pcu/hr for private car and goods vehicles and 290-330 pcu/hr for buses during commuting peak hour. The re-routed bus routes from DVRC to CRC, are proposed to make use of the proposed bus priority lane of CRC to cater for the additional bus demand from DVRC. With the ultimate DVRC scheme, the most critical V/C ratio of CRC in the eastbound direction will be increased from 0.44 (without DVRC scheme) to 0.68 (with DVRC scheme). The same road section is currently operated at a V/C ratio of 0.72.

5.2.7 As a result, it can be seen that the proposed ultimate DVRC scheme could offset some of the traffic reduction on CRC after CWB is in place. However, even with the additional traffic, CRC would still be improved if compared with the existing condition.

5.2.8 In order to further minimise the potential traffic impact on CRC, further bus restructuring of cross harbour bus routes travelling along CRC and DVRC could be considered when SCL is in operation. This can be further supplemented by the consideration of Bus-Bus Interchange concept at the existing bus terminus next to Harbour Building. At present, there are about 59 (53%) of bus routes travelling along CRC are cross-harbour routes originated from the catchment of SCL stations, indicating a large potential for re-structuring.

5.2.9 The pedestrian level of service before and after the implementation of the ultimate proposal was also assessed. The results are summarised in Figure 5.2.4.

5.2.10 As shown in Figure 5.2.4, the results indicated that the footpath performance would be greatly improved to LOS A.

5.2.11 Similar to the initial stage, essential loading/unloading on DVRC for certain time of the days could be allowed subject to the feedback from the public. Laybys can be provided along the DVRC Tram Precinct so that off-peak servicing can be possible for specific uses.

January 2014 Page 24 Z:\Hong Kong Institute of Planners\Des Veoux Rd Pedestrianisation Study\Scheme (2013)\5) TIA by MVA\Final TIA report (2014.01.29)\DVRC Report (29Jan2014) (landscape).docx

Traffic Review for Potential Tram Precinct on Des Voeux Road Central

6. Summary

6.1 Summary

6.1.1 This study has reassessed the initiative to transform the street environment in Des Vouex Road Central to be consistent with the expectations of the CBD of Hong Kong as Asia’s world city.

6.1.2 The original concept put forward in 2001 involves converting DVRC into a largely pedestrian and tram precinct in stages. Trials undertaken in 2001 for the initial stages indicated that the scheme would have no insurmountable traffic impact.

6.1.3 Today a number of major infrastructure schemes are under implementation and now provide an opportunity to comprehensively review the allocation of street space to revitalise and enhance the built and living environment in the CBD. These include:

 West Island Line – extension of ISL opening in 2014  South Island Line – opening in 2015  Kwun Tong Line Extension – opening in 2015  Shatin Central – opening in 2018

6.1.4 The vision behind the scheme is to create dramatically improved street environment in DVRC, where pedestrians and street activities have priority, and the physical (air quality, noise levels and safety) environment will meet the highest standards. At the same time, accessibility to public transport will promote by improved pedestrian networks, new public transport priorities and the necessary servicing and traffic access provided.

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Traffic Review for Potential Tram Precinct on Des Voeux Road Central

6.1.5 The scheme is envisaged in two stages. The Initial Stage at the western end of DVRC formed by a pedestrian and tram precinct can go ahead independently and will benefit further as the WIL and then other infrastructure schemes are completed. The more detailed assessment of the Initial Stage confirms that it is feasible in traffic and transport terms and will bring substantial benefits to pedestrians and travelers.

6.1.6 The Ultimate Plan is more far reaching and requires more extensive traffic rerouting and management changes and a comprehensive review of the bus network in Central. This should be taking place as the CWB in particular and the SCL in relation to cross harbor buses go ahead. The study findings reveal it is critical to have balanced and comprehensive plan for the CBD in order to capture the opportunities afforded by the major investments.

 DVRC- Pedestrian and tram precinct with minimum level of other road traffic  CRC- primary bus corridor with new priorities and facilities and traffic distributor  CWB- promote as bypass and strategic entry/exit to Central

6.1.7 It is critical that the CWB is not simply taken up by traffic growth and the opportunities for revitalizing the streets of Central as part of a pedestrian and public transport strategy are foregone.

January 2014 Page 26 Z:\Hong Kong Institute of Planners\Des Veoux Rd Pedestrianisation Study\Scheme (2013)\5) TIA by MVA\Final TIA report (2014.01.29)\DVRC Report (29Jan2014) (landscape).docx

MAN STREET YIU

MAN CHEUNG STREET AN KAT S M TREET

CONNAUGHT ROAD CENTRAL

GILMAN STREET IGWOWING

STREET

RUMSEY STREET

MAN WA LANE DES VOEUX ROAD CENTRAL HILLIER STREET

CLEVERLY STREET

MORRISON STREET

QUEEN VICTORIA STREET JUBILEE STREET WING LOK STREET QUEEN'S ROAD CENTRAL

POTTINGER STREET

BONHAM STRAND WELLINGTON STREET

STANLEY STREET PEDDER STREET BURD STREET

YDA STREETWYNDHAM

JERVOIS STREET

D'AGUILAR STREET

LEGEND :

STUDY AREA

SECTION OF DVRC TO BE REVIEWED

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT PROJECT SITE BOUNDARY AND STUDY AREA ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 1.2.1 - 40660/WP/F121.CDR/LLH/8NOV13 AN KAT S M TREET

CONNAUGHT ROAD CENTRAL

GILMAN STREET

IGWOWING

STREET

RUMSEY STREET

DES VOEUX ROAD CENTRAL MAN WA LANE

HILLIER STREET

CLEVERLY STREET

M

O RR

I S O JUBILEE STREET N S T WING LOK STREET R QUEEN VICTORIA STREET E QUEEN'S ROAD CENTRAL E POTTINGER STREET T

BONHAM STRAND WELLINGTON STREET

PEDDER STREET

BURD STREET

JERVOIS STREET

LEGEND :

STUDY AREA URBAN TRUNK ROAD DISTRICT DISTRIBUTOR PRIMARY DISTRIBUTOR LOCAL DISTRIBUTOR

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT EXISTING ROAD HIERARCHY ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 2.1.1 - 40660/WP/F211.CDR/LLH/8NOV13

LEGEND :

BUS TERMINUS

BUS STOP GMB STOP 3A,7,71P,91,94,621, 621,681,M47 TRAM ROUTE 681,914X,M47 7,37B,37X,71P,90B,680X,905,914, T TRAM STOP 914P,914X,930,930A,934,935,948X, 960,960S,961,962,962B,962P,962S, 2,4X,6,6A,6X,7,11,12, MTR STATION ACCESS POINT 962X,967,968,969,969A,A11,E11 15,25,30X,66,70,75,90, 91,94,260,347,511,590, 621,629,681,690,692, 2,4X,88R,94X,722, 722,H1,M47 54,55 AN KAT S 948,948P,962A M TREET 88R,601P,603,619,641,681P, 969B,982X,E11S,M47,N619 621,681,M47 115,115P,619,619P,619X, 3A,3B,4,43X, 88R,619,619P,619X,780, 680X,A11,E11,N619,N691 91,94 780P,788,930,962,962B, 3A,4,4X,7,37B,37X,43X,71,71P,88R, 603,603S, 962X,A11,E11,N691 90B,91,94,94X,905,914,914X,930, 720,780, 930A,948,948P,948X,962,962A,962B, 780P,788, 3A,4,4X,7,91,94,115,115P, 962P,962S,962X,967,969,969A,969B, 101,104,109,111,113,115,182,307, M47 982X,A11,E11,E11S,H1 603,603S,619,619P,619X, 601P*,681P*,720,780,788,961P, CONNAUGHT ROAD CENTRAL 680X,690,960A,960B,N691 N121,N182,N368,N680,N691 720,720P

IGWOWING 4X,5X,18P,18X,30X,43X,46X,

STREET GILMAN 2,109,111,111P, STREET 115,115P,347,603,603S,619, 115,182,619,641, 930,962,962B,962X 11,511,680X,690,780,M47 619P,619X,680X,690,720,720P, RUMSEY 680X,720,788 STREET 1,5,5B,5C,5S, 780P,788,930,930A,960A,960B, 54,55 1,5,5B, 10,18,961P 101,104,111,115,N121, 962,962B,962C,962X,967,967X, 5C,M47 961P.N368,N680,N691 969B,969C,A11,A12,E11,N691 5S,10,18 71 T T MAN WA T LANE HILLIER 109,113,182,307,601P,603,619,681P, STREET 641 DES VOEUX ROAD CENTRAL 54,55 690,961P,M47,N182,N368,N619 T CLEVERLY 71,M47 STREET 969,969A T 1,5S,10,18,720, T 2,302*,336*, 1,2,3B,5B,5S,18,26, 720P,780,788,N90 373,641,681P 109,111,111P,113,373, T M 641,722,811,905,914, O JUBILEE STREET T RR 301*,305*,307,307A*,307B*,373, N121,N182,N619,N680 T T I 373A,601P*,681P*,811,934,935, S O 948,960,961,967,967X,968,968X, T 109,111,111P,113, N N121,N368,N680 S 811,905,914, 182,373,641,811, T 1,5B,5S,18, QUEEN VICTORIA STREET R 960,961 905,914,N121, E 26,113,811 WING LOK STREET POTTINGER STREET E N182,N619,N680 1,5B,5S,26,71,113, T 5,10,37A, 811,905,H1,M47 90B,101, 301,302,305,307,307A, 5,10,101, 55 104 307B,373,373A,601P, 3A,4,4X,7,37A, 681P,905,914,960,961, BONHAM STRAND 104 90B,91,94 6,6A,6X,11,12A,15, N121,N680 15C,25,66,75,90,90C, PEDDER STREET WELLINGTON STREET 97,621,681,690,E11 101,104, 113,811, N121

JERVOIS STREET

55 3A,4,4X,5,7,10,37A, 3A,4,4X,5,7,10,37A, 90B,91,94,101,104 90B,91,94,101,104

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT EXISTING PUBLIC TRANSPORT FACILITIES ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 2.3.1 - 40660/WP/F231.CDR/LLH/8NOV13 113,

QUEENSWAY ,968,969,969A, - Rev. 1,5,5B,5S,10,26,37A,101, 104,109,111,111P,811,905,914,934,935,948, 182, 960,961 2,18,90B,301,302,305, 307,307A,307B,336,373, 373A,601P,641,681P,722 HARCOURT ROAD

2.3.2 OTNTE DRIVE TREE COTTON No. Drawing No. 2013 NOV 2013 Date (WESTBOUND) NTS

307 ADNROAD GARDEN

Scale C OS STREET HOUSE ICE EDC

Checked STREET 722 EXISTING FRANCHISED BUS ROUTINGS ALONG DVRC HJP

3B PEDDER Designed Drawing Title

CONNAUGHT ROAD CENTRAL QUEEN'S ROAD CENTRAL

DES VOEUX ROAD CENTRAL

T

E

E

R

T

301,305,307A, 307B,601P,681P

S 3B,109,111,111P, 307,373A,722 G

5,10,37A,90B, 101,104

N STREET

JUBILEE O

W K

3B

N

A

M

STREET IGWO WING 302,336,373

ON DES VOEUX ROAD CENTRAL

STREET HILLIER TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT

Project Title STREET

2,182,641 MORRISON Date CENTRAL 111P,182, 373A,641 2,109,111, ------

QUEEN'S ROAD Checked 948, 1,5B,5S,18,26,113,811, 905,914,934,935, 960,961,968,969,969A 914,934,935,948,960, 961,969,969A,968 EXISTING WESTBOUND BUS ROUTE AM PEAK ONLY BUS TERMINAL BUS TERMINAL

T

ES 722

1,5B,18, 811,905 W 302,336 D

A LEGEND :

O R S 5,5S,10,26,37A, 90B,101,104,113

' Description N E E

CONNAUGHT ROAD WEST ------DES VOEUX ROAD WEST U --

Q Rev. 40660/WP/F232.CDR/LLH/8NOV13 D

A

O

R

T

R

U 18,88R,720P, 780,788 O C R A H QUEENSWAY - 88R

Rev. AA STREET TAMAR 720 2.3.3 , 1,5,5B, 5C,5S, 10,969B, 982X No.

1,5,5B,5C,5S,10,101,104,109, 111,113,115 182,307,511,601P, 603,619,641,681P,690,720, 961P,969B,982X,E11S,M368 ROAD

Drawing No.

MURRAY OTNTE DRIVE TREE COTTON 2013 NOV 2013 11,88R,307, 511,603,780 Date

CONNAUGHT ROAD CENTRAL (EASTBOUND) NTS 18,720,720P, 780,788 11,307,

603,780 CHATER ROAD Scale

EDC

511 STREET

690 PEDDER Checked

MAN CHEUNG STREET , EXISTING FRANCHISED BUS ROUTINGS ALONG DVRC HJP 88R,101,104,109,111, 113,115 182,307,511, 601P,603,619,641,681P, 690,961P,E11S,M368 11,88R,511,690 Designed Drawing Title

M47

STREET

JUBILEE T

E

E

R

T 307,603,780 S ROAD CENTRAL

,

720P G

N

O

W K

N DES VOEUX

A M 88R

1,5,5B,5C,5S,10,18,88R,101, 104,109,111,113,115 182,307, 511,601P,603,619,641,681P, 690,720,720P,780,788,961P, 969B,982X,E11S,M368

STREET RUMSEY 601P,681P ON DES VOEUX ROAD CENTRAL ,

TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT

STREET CLEVERLY Project Title 109,111,115,182, 619,641,720,788 Date ------Checked 101,104,109,111,113,115 182, 307,603,619,641,720,780,788, 961P,969B,982X,E11S,M368 1,5,5B,5C,5S, 10,18,M47 961P,969B,982X,E11S EXISTING EASTBOUND BUS ROUTE AM / PM PEAK ONLY BUS TERMINAL BUS TERMINAL 690 1,5,5B,5C,5S,10,18, 101,104,113,M47 601P,681P LEGEND : Description

CONNAUGHT ROAD WEST ------

DES VOEUX ROAD WEST Rev. 40660/WP/F233.CDR/LLH/8NOV13 Note : 811 is on Sha Tin Racing Day only

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT SUMMARY OF BUS ROUTE ALONG DVRC ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 2.3.4 - 40660/WP/F234.CDR/LLH/8NOV13 LEGEND :

EXISTING FOOTBRIDGE INTERNAL LINK THROUGH DEVELOPMENT PEDESTRIAN LINK BETWEEN MTR ENTRANCES EXISTING SIGNALISED CROSSING EXISTING PEDESTRIAN STREET

AN KAT S M TREET

CONNAUGHT ROAD CENTRAL

GILMAN STREET

IGWOWING

STREET

RUMSEY STREET

MAN WA LANE

DES VOEUX ROAD CENTRAL HILLIER STREET

CLEVERLY

STREET

MORRISON

STREET

STREET JUBILEE STREET

QUEEN VICTORIA

WING LOK STREET QUEEN'S ROAD CENTRAL

POTTINGER STREET

BONHAM STRAND WELLINGTON STREET

PEDDER STREET

BURD STREET

JERVOIS STREET

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT EXISTING PEDESTRIAN FACILITIES ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 2.4.1 - 40660/WP/F241.CDR/LLH/8NOV13 - Rev. 0 5 5 3865 5 2715 00

AM PM AM PM A I STREET YIU MAN 2.5.1 TotalV/C Ratio 0.71 4600 5075 0.79 PVGVBus & GMB 700 329 540 605 67 TotalV/C Ratio 0.72 4630 3780 0.59 PVGVBus & GMB 995 295 65 68 41 C Connaught Road Central WB (At grade and underpass) Connaught Road Central EB (At grade and underpass) No. Drawing No. 2013 DEC 2013

MAN CHEUNG STREET Date NTS Scale EDC 65 55 AM PM 520 530 OBSERVED TRAFFIC FLOWS (YEAR 2013) Checked At-grade Elevated AM PM 510 250 130 115 AM PM AM PM 1905 1430 HJP PV GV Bus & GMB 0 0 TotalV/C Ratio 0.26 585 0.26 585 Queen's Road Central WB Designed Drawing Title PV GV Bus & GMB TotalV/C Ratio 0.79 2545 1795 0.56 PVGVBus & GMB 300 1175 1140V/C 315 Ratio 1995 160 240 2445 135 0.34 150 0.33 320 0.79 440 0.94 Total 1635 1590 2555 3035 Connaught Road Central EB Connaught Road Central WB AM PM AM PM

B STANLEY STREET PVGVBus & GMBTram 370 555Total 400 570 70V/C Ratio 195 60 0.25 1190 245 1275 0.26 PVGVBus & GMBTram 575 0Total 435 5V/C Ratio 0 165 0.23 0 250 745 0.21 685 Des Voeux Road Central WB Des Voeux Road Central EB T

E

E STREET R GILMAN

T C S AM PM

T

A

K

N

A

M

STREET IGWO WING

PVGVBus & GMBTotal 515 785V/C 215 Ratio 1085 135 205 0.30 1435 1325 0.27 CONNAUGHT ROAD CENTRAL Man Kat Street EB QUEEN'S ROAD CENTRAL AM PM 640 805 145 120 180 150

DES VOEUX ROAD CENTRAL ON DES VOEUX ROAD CENTRAL WELLINGTON STREET PV GV Bus & GMB TotalV/C Ratio 0.28 965 0.32 1075 Queen's Road Central WB TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT B At-grade Elevated AM PM AM PM 110 60 705 330 815 490 3560 2200 At-grade Elevated AM PM AM PM 675 755145 1995 115 2445 320 440 Project Title AM PM AM PM Date PV GV Bus & GMB 785V/C 575 Ratio 220 0.35 205 0.23 0.93 0.57 Total 1710 1125 4485 2735 Connaught Road Central EB ------PV GV Bus & GMB 295V/C 245 Ratio 240 0.17 150 0.17 0.53 0.63 Total 1115 1115 2555 3035 Connaught Road Central WB Checked

A ILE STREET HILLIER PVGVBus & GMBTram 320 420Total 380 260 85V/C Ratio 195 30 0.63 1020 240 0.57 910 PVGVBus & GMBTram 420 55Total 305 25V/C 40 Ratio 155 25 0.41 250 655 0.39 620 Des Voeux Road Central EB

Des Voeux Road Central WB

STREET LVRYSTREET CLEVERLY AM PM BURD 440 615 100 140 180 150

WING LOK STREET BONHAM STRAND SCREENLINE TRAFFIC FLOW (PCU / HOUR) Queen's Road Central WB PV GV Bus & GMB TotalV/C Ratio 0.21 720 0.27 905 AM PM AM PM A LEGEND : PVGVBus & GMBTram 105 190Total 85 285 60V/C Ratio 205 75 0.35 250 560 0.43 695 Description Des Voeux Road Central EB PVGVBus & GMBTram 145 0Total 190 0V/C Ratio 5 150 0.18 0 245 295 0.27 440 Des Voeux Road Central WB ------Rev. 40660/WP/F251.CDR/LLH/18DEC13 EDRSTREET PEDDER MAN YIU STREET -

Rev.

P5 P6 'GIA STREET D'AGUILAR

2.5.2 A HUGSTREET MAN CHEUNG EE E No. Weekday Weekend Weekday Weekend Drawing No. D AM Noon PM Noon 725 1160 985 830 CCC C STANLEY STREET

AM Noon PM Noon

1005 890 930 850 OTNE STREET POTTINGER 2013 NOV 2013

Date UE ITRASTREET VICTORIA QUEEN NTS

Scale UIE STREET JUBILEE EDC OBSERVED PEDESTRIAN FLOWS (YEAR 2013) Checked HJP

WELLINGTON STREET QUEEN'S ROAD CENTRAL Designed GILMAN Drawing Title

T STREET

E

E

R

T P3

S P4

T

A

K

N

ONUH ODCENTRAL ROAD CONNAUGHT

A M WING WO STREET

BB DES ROAD CENTRAL VOEUX Weekday Weekend CD C AM Noon PM Noon 960 1375 725 610 Weekday Weekend ABA AM Noon PM Noon 345 820 560 400 RUMSEY STREET

ON DES VOEUX ROAD CENTRAL

STREET EVI STREET JERVOIS TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT

MAN WA LANE BURD Project Title

HILLIER STREET P2

Date

P1 STREET LOK WING OHMSTRAND BONHAM ------Checked

CLEVERLY STREET LEVEL OF SERVICE CC Weekday Weekend Weekday Weekend BBA B AM Noon PM Noon 570 650 515 580 BB AM Noon PM Noon 840 1050 1095 700

MORRISON STREET PEDESTRIAN FLOW (PED / PEAK 15 MINUTES) DDD C LEGEND : Description ------Rev. 40660/WP/F252.CDR/LLH/8NOV13 EDRSTREET PEDDER - Rev. Some 630 pcu/hr of PV and GV traffic 2.6.1 Tram and bus corridor with no other traffic No. Drawing No. 2013 NOV 2013

CONNAUGHT ROAD CENTRAL Date

DES VOEUX ROAD CENTRAL NTS Scale EDC PEDDER STREET AND MORRISON STREET Checked TRAFFIC CHARACTERISTICS OF DVRC BETWEEN

HJP

L

A

R T Designed

Drawing Title N

Some 505 pcu/hr of PV and GV traffic

E

C

D A

Vert light PV and GV traffic about 80 pcu/hr O

R

S

'

N

E

E

U

Q ON DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT Project Title Date ------Checked No PV and GVkerbside traffic servicing as is generally prohibited throughout daytime Some 250~360 pcu/hr of PV and GV traffic

MORRISON STREET Description ------Rev. 40660/WP/F261.CDR/LLH/8NOV13 Pedestrian crossing Rumsey Street during red Pedestrians walk along carriageway due to time causing safety issues insufficient footpath width causing potential Bus queuing along Des Voeux Road Central safety problem with heavy emission causing air pollution and heat environment

Jaywalking along Des Voeux Road causing conflict with vehicles

GILMAN STREET

IGWOWING

STREET RUMSEY STREET

MAN WA

LANE HILLIER DES VOEUX ROAD CENTRAL CONNAUGHT ROADSTREET CENTRAL

CLEVERLY

STREET

MORRISON

STREET

STREET Large volume of pedestrians during peak JUBILEE STREET hours CentralQUEEN VICTORIA WING LOK STREET Market POTTINGER STREET WELLINGTON STREET QUEEN'S ROAD CENTRAL BONHAM STRAND STANLEY STREET STREET

PEDDER STREET BURD STREET JERVOIS

LEGEND : Congested traffic during peak hour with noise and air pollution HEAVY Insufficient space of street corner causing Trolleys with cardboard moved along Des JAY-WALKING potential safety problem Voeux Road Central causing conflict with MOVEMENT Insufficient pedestrian crossing facilities vehicles causing safety problem

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT OBSERVED TRAFFIC ISSUES ALONG DVRC ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 2.6.2 - 40660/WP/F262.CDR/LLH/8NOV13 ABBREVIATIONS : AT Aberdeen Tunnel Liantang / Sha Tau Kok Man Kam To Heung Yuen Wai Crossing CBL Cross Bay Link Crossing Crossing CHT Cross Harbour Tunnel CKR Central Kowloon Route LoWu CTT Cheung Tsing Tunnel Lok Ma Chau Crossing Crossing CWB Central Wanchai Bypass EHT Eastern Harbour Tunnel 9 ENT Eagle's Nest Tunnel Shenzhen Bay LRT Lion Rock Tunnel Crossing NTCR 9 New Territories Circular Road 9 NWT Nam Wan Tunnel Shenzhen 10 NTCR Bay Bridge SMT Shing Mun Tunnels Kam Tin T2 Trunk Road T2 Bypass (Kai Tak - Cha Kwo Ling Link) Kong Sham Tolo Highway Western Highway TCT Tate's Cairn Tunnel 9 TLT Yuen Long 9 Tai Lam Tunnel Tuen Mun Highway 3 Western TKB Ting Kau Bridge Bypass TKOLTT Tseung Kwan O - Lam Tin Tunnel 2 TKOT Tseung Kwan O Tunnel Tuen Mun TLT TYNCR Tsing Yi North Coastal Road Foothills Bypass WHT Western Harbour Tunnel Route 9 SMT 9 Extension 1 2 WKE West Kowloon Expressway 9 Tuen Mun Road 9 5 TYNCR ENT 8 1 TKB TCT LEGEND : LRT Tuen Mun - 8 3 EXISTING HIGHWAY Chek Lap Kok Link 7 Tsing Ma CTT 7 Lantau Road P1 OPEN BY 2016 Bridge 5 NWT 8 OPEN BY 2021 TKOT 7 OPEN BY 2026 WKE 5 2 8 CKR 5 TUNNEL Chek Lap Kok North Lantau T2 CBL Airport Highway 3 8 WHT CHT 4 2 1 ROUTE NUMBER 1 CWB EHT Hong Kong-Zhuhai 4 -Macao Bridge TKOLTT Hong Kong-Zhuhai Hong Kong Boundary 1 -Macao Bridge Crossing Facilities Hong Kong Link Road AT

1

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT FUTURE HIGHWAY NETWORK ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 3.1.1 - 40660/WP/F311.CDR/LLH/8NOV13 Lo Wu LOW LEGEND : Shenzhen CURRENT PLANNING LMC Lok Ma Chau Sheung Shui EXISTING LINES

SHS OPEN BY 2016

OPEN BY 2021 FAN INTERCHANGE STATION

Shekou SHENZHEN METRO East Rail Line

Yuen Long Tai Po LOP TIS TWO YUL TAP

HSK KSR Guangzhou-Shenzhen WKS -Hong Kong Express Rail Link MOS .0 HEO SIH LRT System UNI Ma On Shan TSH

TUM FOT West Rail Line Sha Tin RAC Ma On Shan Line Tuen Mun SHM CIO Tsuen Wan SHT TSW STW TWH Tsuen Wan TAW Line CKT TWW KWH HIK Shatin Central Link KWF -East West Line TSY -

WTS LAK DIH MEF LCK KOT LOF Kwun Tong Line CSW CHH SUB SSP SKM PRE KAT AWE Kwun Tong TKW KOB Tseung DIS NAC MKE Kwan O POA Line Extension MTW BCF MOK NTK OLY KWT HAH CLK HMT YMT LAT TKL KLN North JOR WHG YAT TKO HUH Island Line AUS Disneyland TST ETS Resort Line West SYP FOH 123 Island Line SHW HOK LOH EXH Tseung Kwan O Line TUC UNV NOP QUB SKW KET CEN TIH TAK CAB SWH HFC Tung Chung WAC Tung Chung Line/ Island Line Airport Express Line ADM Shatin Central Link / -North South Line -4 CHW South Island Line OCP (East) 4(6) WCH SOH LET

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT FUTURE RAILWAY NETWORK ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 3.1.2 - 40660/WP/F312.CDR/LLH/8NOV13 At-grade Tunnel Elevated Central Kowloon Route

Road T2

Central Wanchai Bypass

North Point Bypass Traffic to be diverted

Tin Hau

Central

Causeway Bay

Relief Traffic Along Gloucester Road – Harcourt Road – Connaught Road Admiralty Central Corridor Wanchai

-- -- Project Title Drawing Title -- -- CENTRAL WANCHAI BYPASS AND -- -- TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT ON DES VOEUX ROAD CENTRAL ISLAND EASTERN CORRIDOR LINK - PROJECT OVERVIEW -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 3.1.3 - 40660/WP/F313.CDR/LLH/8NOV13 Existing Elevated Carriageway to be Permanently Closed and Existing at-grade carriageway Demolished to be permanently closed and demolished

Source: Central - Bypass, Gazette Plan (Original)

-- -- Project Title Drawing Title -- -- THE REMOVAL OF EXISTING ELEVATED ROAD (EB) -- -- TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT ON DES VOEUX ROAD CENTRAL INGAZETTEPLANOFCWB -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 3.1.4 - 40660/WP/F314.CDR/LLH/8NOV13 LEGEND :

KEY BUS CORRIDOR

PROPOSED DVRC SCHEME

TRAM CORRIDOR

QUALITY BUS / TRAM / PEDESTRIAN CORRIDOR POSSIBLE HARBOUR WALK / KEY PEDESTRIAN CORRIDOR PEDESTRIANISATION / TRAFFIC CALMING AREAS GREEN AREA / PARK

RAIL / PT / PEDESTRIAN HUB

RAILWAY STATION

BUS TERMINUS

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT PEDESTRIAN AND PUBLIC TRANSPORT NETWORK PLAN ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 3.1.5 - 40660/WP/F315.CDR/LLH/8NOV13 CONNAUGHT ROAD WEST

? Need to maintain key access movement ? Existing car park access need to be maintained

DES VOEUX ROAD WEST ? Servicing kerb need to be maintained/ reprovide ? Bus routes need to be reduced/ reorganised

DES VOEUX ROAD CENTRAL

MAN CHEUNG STREET

LEGEND : QUEEN'S ROAD CENTRAL MAJOR INGRESS ROUTE MAJOR EGRESS ROUTE SERVICING KERB CAR PARK ACCESS ALL MOTOR VEHICLES PROHIBITED EXCEPT CONNAUGHT ROAD CENTRAL FRANCHISED BUSES ALL MOTOR VEHICLES PROHIBITED EXCEPT FRANCHISED BUS AND GENERAL HOLIDAYS PEDDER STREET 7AM - 12 MIDNIGHT PEDESTRIAN PRECINCT EVERY CHATER ROAD SUNDAY AND PUBLIC HOLIDAY 7AM - 12 MIDNIGHT

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT EXISTING TRAFFIC CONSTRAINTS ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 3.2.1 - 40660/WP/F321.CDR/LLH/8NOV13 Central LEGEND : Key principles : Ferry Pier BUS PRIORITY - Reduce traffic on DVRC and divert CORRIDOR to Connaught Road / CWB PEDESTRIAN / TRAM PRECINCT - Convert DVRC to pedestrian / tram MAJOR PTI precinct

BUS / TRAM / MTR INTERCHANGE - Promote integration of rail and road-based public transport CWB KEY PEDESTRIAN LINK - Enhance bus service performance KEY EXISTING GRADE-SEPARATED LINK by introduction of bus priority corridor CENTRAL MID-LEVEL ESCALATOR IFC Two EXISTING PEDESTRIAN STREET

FERRY PIER OFFICE AND LUXURY SHOPPING AREA

Macau IFC One Ferry Pier

Chater House

Central Market OFFICE AND LUXURY Western SHOPPING AREA Market

Dried Seafood Street

HERITAGE AND MARKET AREA Man Mo Stops Temple and Gas Lamps Market DINING / ENTERTAINMENT AREA

Para / Site Area Space Old Central Police Station Compound

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT CONCEPTUAL PLAN FOR DVRC ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 4.1.1 - 40660/WP/F411.CDR/LLH/8NOV13 EDRSTREET PEDDER - Rev. 4.2.1 jaywalking noise Benefits - Road space priority for- pedestrian Revitalize street-life - Opportunities for “greening” - Safe circulation and reduce - Reduce street clutter - Improve air quality and reduce No. Drawing No. 2013

DES VOEUX ROAD CENTRAL DEC 2013

CONNAUGHT ROAD CENTRAL Date NTS Scale EDC

Checked L

OVERVIEW OF INITIAL STAGE OF DVRC SCHEME

A

R

T N HJP

time for pedestrian andnorth-south for traffic)

E C

Key Features - Remove/reduce traffic - Widen footpaths and crossings - Flexible activity areas - Simplify junctions (more green

D

A O T

R Designed Drawing Title E

E S

'

R

N

T

E

S

E

T U

A

Q

K

N

A M BUS ONLY TRAM AND ON DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT TRAM AND BUS ONLY Project Title Date TRAM ONLY ------Checked FOR WESTBOUND FOR EASTBOUND / TRAM AND BUS ONLY PROPOSED FOOTPATH WIDENING / FULL TIME PEDESTRIANISATION PROPOSED SIGNALISED JUNCTION EXISTING CROSSING PROPOSED / WIDENED CROSSING TRAM ONLY TRAM AND BUS ONLY POSSIBLE BUS STOP LOCATIONBUS / CORRIDOR TRAM ONLY LEGEND : Description ------Rev. 40660/WP/F421.CDR/LLH/18DEC13 1. 2.

Proposed Method of Control ()Morrison Street/ Connaught Road

7.6m 6.5m 8.8m Human environment, opportunities for landscaping, appropriate street furniture and activities Cross Section : With Impovement

1324ABC 1324123

DVRC Hillier Street

DVRC DVRC DVRC

Cleverly Road

Rumsey Street

Morrison Road Proposed Method of Control Proposed Method of Control Proposed Method of Control Proposed Method of Control (DVRC / Morrison Road) (DVRC / Rumsey Street) (DVRC / Hillier Street) (DVRC / Cleverly Road)

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT INITIAL STAGE OF DVRC SCHEME : WESTERN SECTION ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS NOV 2013 4.2.2 - 40660/WP/F422.CDR/LLH/8NOV13 ? Re-arrangement of Bus Stops and banning right turn from Pottinger Street into DVRC to minimize the impact of footpath widening ? It is possible to review the bus routes after opening of WIL to improve the level of service

1324 1. 2.

DVRC

Street Jubilee Proposed Method of Control Proposed Method of Control (DVRC) (DVRC / Jubilee Street)

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT INITIAL STAGE OF DVRC SCHEME : EASTERN SECTION ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS DEC2013 4.2.3 - 40660/WP/F423.CDR/LLH/18DEC13 LEGEND :

WIDENED FOOTPATH EXISTING AFFECTED TRAFFIC (PRIVATE AND GOODS VEHICLE) PROPOSED REROUTING TRAFFIC 0(5) 0(5) AM(PM) TRAFFIC FLOW

? Diverted traffic volume is minimal of westbound traffic

0(5)

0(5)

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT AFFECTED TRAFFIC ANALYSIS (WESTBOUND) ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS DEC2013 4.2.4 - 40660/WP/F424.CDR/LLH/18DEC13 LEGEND : / ? The affected eastbound traffic TRAM ONLY TRAM AND BUS ONLY is diverted from DVRC to CRC PROPOSED FOOTPATH WIDENING / FULL TIME PEDESTRIANISATION POSSIBLE BUS STOP LOCATION / BUS CORRIDOR EXISTING CROSSING PROPOSED / WIDENED CROSSING EXISTING AFFECTED TRAFFIC (PRIVATE AND GOODS VEHICLE) MAN KAT ST PROPOSED REROUTING TRAFFIC REET 50(70) 145(145) 5700( ) AM(PM) TRAFFIC FLOW

145(145) 50(70) CONNAUGHT ROAD CENTRAL

250(360) 145(145) 200(290) 50(70)

480(485)

625(630) 250(360) DES VOEUX ROAD CENTRAL

145(145)

QUEEN'S ROAD CENTRAL

PEDDER STREET 125(180)

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT AFFECTED TRAFFIC ANALYSIS (EASTBOUND) ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS DEC2013 4.2.5 - 40660/WP/F425.CDR/LLH/18DEC13 - Rev. T ? ?

4.2.6

UIE STREET JUBILEE IMNSTREET GILMAN No. T ? Drawing No. T 2013 Eastbound bus serviceWestbound bus Not routes affected headingDistrict to Western Jubilee Street divert via Wing WoWestbound Street bus or routes via headingHarbour to Crossing Western divert via Hillier Street ? ? ? 111,111P,113,373, 1,5B,18,811,905 Existing Frequency 24-35 vehicle / peak hour DEC 2013

Date 1,2,3B,5B,5S,18,26, 109, 641,722,811,905,914, N121,N182,N619,N680 IGW STREET WO WING NTS Scale 301,305,307,307A,307B, 373,373A,601P,681P,811, 934,935,948,960,961,967, 967X,968,968X,N121, N368,N680 POSSIBLE BUS REROUTING FOR 969,969A EDC

THE INITIAL STAGE OF DVRC SCHEME USYSTREET RUMSEY WELLINGTON STREET Checked HJP T

2,302,336, 373,641,681P

Designed Drawing Title

L

WING LOK STREET A R

A ALANE WA MAN T

N

E

C

D

A O

BONHAM STRAND R

S

'

N ILE STREET HILLIER

DES VOEUX ROAD CENTRAL E

E U

811,905,914, 960,961 Q ILE STREET HILLIER T 5S,26,113 Existing Frequency 14-21 vehicle / peak hour

JERVOIS STREET ILE STREET HILLIER ON DES VOEUX ROAD CENTRAL 914,934,935,948,960,961,968,969,969A Existing Frequency 32-35 vehicle / peak hour

CONNAUGHT ROAD CENTRAL T T 1,5B,5S,18, 26,113,811 TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT 1,5B,5S,18,26,113,811,905, 914,934,935,948,960,961, 968,969,969A Existing Frequency 70-91 vehicle / peak hour Project Title Date ------

Checked ORSNSTREET MORRISON 1,5,5B,5C,5S,10,18,M47 Existing Frequency 44-55 vehicle / peak hour / TRAM ONLY TRAM AND BUSEXISTING ONLY BUS ROUTING (WB) PROPOSED BUS ROUTING (WB) EXISTING BUS ROUTING (EB) MTR STATION ACCESS POINT (SHEUNG WAN) TRAM STOPS EXISTING BUS STOPS EXISTING BUS STOP TO BE REMOVED T LEGEND : Description ------Rev. 40660/WP/F426.CDR/LLH/18DEC13 - Rev. T

4.2.7

UIE STREET JUBILEE IMNSTREET GILMAN No. T Drawing No. T Based on Discussion PaperPublic of Transport Reorganization Plans for the opening of WIL andpresented SIL in District Council in July 2013 Bus volume in DVRCreduced would under be the PT Reorganization plan FOR THE INITIAL STAGE 2013 ? ? 111,111P,113,373, 1,5B,811,905 Existing Frequency 15-25 vehicle / peak hour NOV 2013

Date 1,2,3B,5B,5S,18,26, 109, 641,722,811,905,914, N121,N182,N619,N680 IGW STREET WO WING AFTER OPENING OF WIL / SIL NTS Scale 301,305,307,307A,307B, 373,373A,601P,681P,811, 934,935,948,960,961,967, 967X,968,968X,N121, N368,N680 969,969A

EDC USYSTREET RUMSEY WELLINGTON STREET Checked OF DVRC SCHEME POSSIBLE BUS REROUTING HJP T

2,302,336, 373,641,681P

Designed Drawing Title

L

WING LOK STREET A R

A ALANE WA MAN T

N

E

C

D

A O

BONHAM STRAND R

S

'

N ILE STREET HILLIER

DES VOEUX ROAD CENTRAL E

E U

811,905,914, 960,961 Q ILE STREET HILLIER T 26 Existing Frequency 3 vehicle / peak hour

JERVOIS STREET ILE STREET HILLIER ON DES VOEUX ROAD CENTRAL 914,934,935,948,960,961,968,969,969A Existing Frequency 32-35 vehicle / peak hour

CONNAUGHT ROAD CENTRAL T T 1,5B,5S,18, 26,113,811 TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT 1,5B,26,811,905,914,934, 935,948,960,961,968,969, 969A Existing Frequency 50-63 vehicle / peak hour Project Title Date ------

Checked ORSNSTREET MORRISON 1,5B,10 Existing Frequency 14-20 vehicle / peak hour / TRAM ONLY TRAM AND BUS ONLY EXISTING BUS ROUTING (WB) PROPOSED BUS ROUTING (WB) EXISTING BUS ROUTING (EB) MTR STATION ACCESS POINT (SHEUNG WAN) TRAM STOPS EXISTING BUS STOPS EXISTING BUS STOP TO BE REMOVED T LEGEND : Description ------Rev. 40660/WP/F427.CDR/LLH/8NOV13 EDRSTREET PEDDER - Rev. Review traffic management and carriageway layouts 4.3.1 No. Drawing No. 2013

DES VOEUX ROAD CENTRAL DEC 2013 Date

CONNAUGHT ROAD CENTRAL NTS Scale EDC POTENTIAL BUS PRIORITY AND TRAFFIC MANAGEMENT IMPROVEMENT WITH CWB Checked HJP

T Designed Drawing Title E

E

R

T

S

T

A

K

N

A M Proposed new at grade crossing across Connaught Road Central Potential BBI

QUEEN'S ROAD CENTRAL Create new transport hub ON DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT Project Title Date ------Checked / Existing elevated carriageway to be permanently closeddemolished and after CWB in place PROPOSED FOOTPATH WIDENING / FULL TIME PEDESTRIANISATION PROPOSED SIGNALISED JUNCTION PROPOSED / WIDENED CROSSING BUS CORRIDOR POSSIBLE BUS STOP LOCATIONBUS / PRIORITY CORRIDOR CENTRAL WANCHAI BYPASS EXISTING CROSSING

TRAM ONLY TRAM AND BUS ONLY MORRISON STREET LEGEND : Description ------Rev. 40660/WP/F431.CDR/LLH/18DEC13 LEGEND :

EXISTING FOOTBRIDGE

PROPOSED CROSSING

MTR ENTRANCE

TRAM STOP

RCP to be relocated here

To Westbound

New signalised junction New landing of footbridge

Possible new bus stop

To Eastbound

Bus corridor

-- -- Project Title Drawing Title ------TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT CONCEPTUAL PLAN FOR PTI ON DES VOEUX ROAD CENTRAL -- -- Designed Checked Scale Date DrawingNo. Rev. Rev. Description Checked Date HJP EDC NTS DEC2013 4.3.2 - 40660/WP/F432.CDR/LLH/18DEC13 QUEENSWAY - Rev. 1,5,5B,5S,10,26,37A,101, 104,113,109,111,111P,182, 811,905,914,934,935,948, 968,969,969A,960,961 2,18,90B,301,302,305, 307,307A,307B,336,373, 373A,601P,641,681P,722 HARCOURT ROAD

4.3.3 OTNTE DRIVE TREE COTTON No. Drawing No. 2013 NOV 2013 Date NTS

307 ADNROAD GARDEN

Scale C OS STREET HOUSE ICE EDC POSSIBLE BUS REROUTING (WESTBOUND) FOR THE ULTIMATE STAGE OF DVRC SCHEME Checked

722 STREET HJP

3B PEDDER Designed Drawing Title

CONNAUGHT ROAD CENTRAL

DES VOEUX ROAD CENTRAL

T

E

E QUEEN'S ROAD CENTRAL R

T

S

G N

336,373,307A, O

3B,301,302,305, 307B,601P,681P

W

K

N

A M ON DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT Project Title Date 111P,182, 373A,641 2,109,111, ------Checked 914,934,935,948,960, 961,969,969A,968 5,5S,10,26,37A, 90B,101,104,113 AM PEAK ONLY BUS TERMINAL BUS TERMINAL PEDESTRIAN / TRAM PRECINCT ON ULTIMATE STAGE EXISTING WESTBOUND BUS ROUTE THROUGH DES VOEUX ROAD CENTRAL PROPOSED WESTBOUND BUS ROUTE FOR ULTIMATE STAGE PROPOSED RIGHT TURN AT PEDDER STREET JUNCTION

T 1,5B,18,811,905

ES 722 307 W

D

A LEGEND :

O R S

' Description N E E

CONNAUGHT ROAD WEST ------DES VOEUX ROAD WEST U --

Q Rev. 40660/WP/F433.CDR/LLH/8NOV13 D

A

O

R

T

R

U 18,88R,720P, 780,788 O C R A H QUEENSWAY -

Rev. AA STREET TAMAR 4.3.4

, OTNTE DRIVE TREE COTTON No.

1,5,5B,5C,5S,10,101,104,109, 111,113,115 182,307,511,601P, 603,619,641,681P,690,720, 961P,969B,982X,E11S,M368 ROAD

Drawing No. MURRAY 2013 NOV 2013 Date

CONNAUGHT ROAD CENTRAL NTS 11,307,

603,780 CHATER ROAD Scale EDC 511

POSSIBLE BUS REROUTING (EASTBOUND) STREET PEDDER FOR THE ULTIMATE STAGE OF DVRC SCHEME Checked 690

MAN CHEUNG STREET HJP Designed Drawing Title M47

T EE TR DES VOEUX ROAD CENTRAL S

T

T A

E K

E

R N

T A

S M

G

N

O W

601P, 681P, 720P

K

N

A M

88R

STREET RUMSEY ON DES VOEUX ROAD CENTRAL

TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT

STREET CLEVERLY Project Title 109,111,115,182, 619,641,720,788 Date ------Checked 961P,969B,982X,E11S PEDESTRIAN / TRAM PRECINCT ON ULTIMATE STAGE EXISTING EASTBOUND BUS ROUTE THROUGH DES VOEUX ROAD CENTRAL PROPOSED EASTBOUND BUS ROUTE FOR ULTIMATE STAGE AM / PM PEAK ONLY BUS TERMINAL BUS TERMINAL 690 601P,681P 1,5,5B,5C,5S,10,18, 101,104,113,M47 LEGEND : Description

CONNAUGHT ROAD WEST ------

DES VOEUX ROAD WEST Rev. 40660/WP/F434.CDR/LLH/8NOV13 EDRSTREET PEDDER - Rev. 4.3.5 No.

Eastern Section Drawing No. 2013 NOV 2013 Date

CONNAUGHT ROAD CENTRAL ETA ACA BYPASS WANCHAI CENTRAL NTS Scale EDC Checked OVERVIEW OF ULTIMATE STAGE OF DVRC SCHEME HJP

T Designed Drawing Title E

E

R

T

S

T

A

K

N

A

DES ROAD VOEUX CENTRAL

Middle Section M Potential BBI Tram only

QUEEN'S ROAD CENTRAL ON DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT Project Title

Date etr Section Western ------Checked Existing elevated carriageway to be permanently closeddemolished and after CWB in place

MORRISON STREET P.T. PRIORITY / PEDESTRIAN PRECINCT FOOTPATH WIDENING PROPOSED SIGNALISED JUNCTION BUS CORRIDOR POSSIBLE BUS STOP LOCATIONPUBLIC / TRANSPORT INTERCHANGE CENTRAL WANCHAI BYPASS EXISTING CROSSING PROPOSED / WIDENED CROSSING PROPOSED FOOTBRIDGE TRAM ONLY LEGEND : Description Right turn for all traffic ------Rev. 40660/WP/F435.CDR/LLH/8NOV13 5 05 - 5 3570 5 1270 AM PM AM PM AM PM Rev. AM PM AM PM PVGVBus & GMBTotal 1510 0 1190 255 0 300 1765 1490 PVGVBus & GMBTotal 695 216 V/C 485 Ratio 400 465 0.51 3260 4520 0.70 PVGVBus & GMBTotal 950 155 V/C 60 Ratio 335 1 0.44 2860 1980 0.31 Central Wanchai Bypass EB Connaught Road Central WB (At grade and underpass) Connaught Road Central EB (At grade and underpass) PVGVBus & GMBTram 345 655Total 345 525 95V/C Ratio 195 65 0.27 1290 245 1180 0.24 Des Voeux Road Central EB 5.1.1 Central Wanchai Bypass WB PVGVBus & GMBTotal 1645 0 675 165 0 195 1810 870 No. AM PM Drawing No. 2013 DEC 2013 AM PM PVGVBus & GMBTram 520 0Total 390 0V/C Ratio 0 165 0.21 0 250 685 0.20 640 Des Voeux Road Central WB Date NTS PVGVBus & GMBTotal 2585 0 1870 360 0 360 2945 2230 Rumsey Street Flyover Extension EB Scale AM PM At-grade Elevated 70 110 195 280 AM PM AM PM 845 775 1390 2450 EDC FORECAST TRAFFIC FLOWS (YEAR 2021) AM PM AM PM Checked PVGVBus & GMBTotal 0 0 0 0 0 0 0 0 Connaught Road Central EB (Closed after opening of CWB) Connaught Road Central WB Bus & GMB 290V/C 300 Ratio 235 0.25 120 0.25 0.57 0.89 PV GV Total 1205 1185 1820 2850 HJP PVGVBus & GMBTotal 1010 0 480 150 0 180 1160 660 Rumsey Street Flyover Extension WB PVGVBus & GMBTotal 0 265V/C Ratio 430 25 0 0.13 290 30 0.20 460 Queen's Road Central WB Designed Drawing Title

AM PM OTNE STREET POTTINGER

T E E R STANLEY STREET T S T

A PVGVBus & GMBTram 290 670Total 330 635 75V/C Ratio 195 45 0.76 1230 240 1250 0.78

K Des Voeux Road Central EB

STREET

N STREET JUBILEE A GILMAN

M

AM PM

STREET

AM PM IGWO WING

PVGVBus & GMBTotal 515 1055 1085 V/C 215 Ratio 285 205 0.38 1855 1505 0.31 CONNAUGHT ROAD CENTRAL Man Kat Street EB

WELLINGTON STREET ON DES VOEUX ROAD CENTRAL PVGVBus & GMBTotal 165 395V/C 130 Ratio 105 600 0.20 70 665 0.24 800 Queen's Road Central WB

DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT At-grade Elevated At-grade Elevated AM PM AM PM AM PM AM PM 575 615130 2370 90 2770 330 455 Project Title AM PM

Date A ALANE WA MAN PVGVBus & GMB 775 1510V/C 530 825 Ratio 310 3330 225 2150 140 0.54 195 0.31 575 0.86 280 0.54 Total 2595 1495 4130 2625 ------Connaught Road Central EB Total 985 930 2935 3345 PV GV Bus & GMB 280V/C 225 Ratio 235 0.15 120 0.14 0.61 0.69 Connaught Road Central WB Checked

PVGVBus & GMBTram 385 40Total 270 5V/C 25 Ratio 155 15 0.36 250 585 0.35 560

ILE STREET HILLIER Des Voeux Road Central WB STREET

WING LOK STREET LVRYSTREET CLEVERLY

JERVOIS STREET AM PM BURD

BONHAM STRAND AM PM

SCREENLINE TRAFFIC FLOW (PCU / HOUR) STREET Queen's Road Central WB PVGVBus & GMBTotal 165 335V/C 130 Ratio 430 90 0.17 590 90 0.19 650 MORRISON AM PM PVGVBus & GMBTram 80 215Total 220 70 50V/C Ratio 205 70 0.34 250 550 0.38 610 LEGEND : Des Voeux Road Central EB Description PVGVBus & GMBTram 125 0Total 165 0V/C Ratio 5 150 0.17 0 245 275 0.26 415 Des Voeux Road Central WB ------Rev. 40660/WP/F511.CDR/LLH/18DEC13 5 - 5 3570 5 1380 AM PM AM PM AM PM Rev. AM PM AM PM PVGVBus & GMBTotal 1510 0 1190 255 0 300 1765 1490 PVGVBus & GMBTotal 695 216 V/C 485 Ratio 400 465 0.51 3260 4520 0.70 TotalV/C Ratio 0.47 3005 2125 0.33 PVGVBus & GMB 950 166 60 370 140 Central Wanchai Bypass EB Connaught Road Central WB (At grade and underpass) Connaught Road Central EB (At grade and underpass) PVGVBus & GMBTram 345 545Total 345 415 60V/C Ratio 195 30 0.24 1145 245 1035 0.21 5.1.2 Des Voeux Road Central EB Central Wanchai Bypass WB PVGVBus & GMBTotal 1645 0 675 165 0 195 1810 870 No. AM PM Drawing No. 2013 DEC 2013 AM PM PVGVBus & GMBTram 520 0Total 390 0V/C Ratio 0 165 0.21 0 250 685 0.20 640 Des Voeux Road Central WB Date NTS PVGVBus & GMBTotal 2585 0 1870 360 0 360 2945 2230 Rumsey Street Flyover Extension EB Scale AM PM EDC At-grade Elevated REASSIGNMENT OF TRAFFIC FLOWS FOR AM PM AM PM 955 885105 1390 145 2450 195 280 AM PM AM PM Checked THE INITIAL STAGE OF DVRC SCHEME (YEAR 2021) PVGVBus & GMBTotal 0 0 0 0 0 0 0 0 HJP Connaught Road Central EB (Closed after opening of CWB) PV GV Bus & GMB 290V/C 300 Ratio 235 0.28 120 0.28 0.57 0.89 Total 1350 1330 1820 2850 Connaught Road Central WB PVGVBus & GMBTotal 1010 0 480 150 0 180 1160 660 Rumsey Street Flyover Extension WB PVGVBus & GMBTotal 0 265V/C Ratio 430 25 0 0.13 290 30 0.20 460

Queen's Road Central WB

Designed Drawing Title OTNE STREET POTTINGER

T E

E AM PM R STANLEY STREET T S T A

K

STREET

N STREET JUBILEE A GILMAN

M

PVGVBus & GMBTram 290 670Total 330 635 75V/C Ratio 195 45 0.90 1230 240 1250 0.91 AM PM

Des Voeux Road Central EB STREET

AM PM IGWO WING

PVGVBus & GMBTotal 515 1165 1195 V/C 215 Ratio 320 240 0.41 2000 1650 0.34 CONNAUGHT ROAD CENTRAL Man Kat Street EB

WELLINGTON STREET ON DES VOEUX ROAD CENTRAL PVGVBus & GMBTotal 195 395V/C 170 Ratio 105 600 0.21 70 695 0.25 840 Queen's Road Central WB DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT At-grade Elevated At-grade Elevated AM PM AM PM AM PM AM PM 575 615130 2370 90 2770 330 455 AM PM Project Title

Date A ALANE WA MAN PVGVBus & GMB 775 1700 1110V/C 530 Ratio 3330 370 225 2150 215 0.59 195 0.38 575 0.86 280 0.54 Total 2845 1855 4130 2625 ------Connaught Road Central EB Total 1100 1080 2935 3345 PV GV Bus & GMB 395V/C 375 Ratio 235 0.17 120 0.17 0.61 0.69

Connaught Road Central WB

PVGVBus & GMBTram 355 40Total 230 5V/C 25 Ratio 155 15 0.34 250 555 0.32 520 Des Voeux Road Central WB Checked

ILE STREET HILLIER STREET

WING LOK STREET LVRYSTREET CLEVERLY

JERVOIS STREET AM PM BURD

BONHAM STRAND AM PM

SCREENLINE TRAFFIC FLOW (PCU / HOUR) STREET Queen's Road Central WB PVGVBus & GMBTotal 195 335V/C 170 Ratio 430 90 0.18 620 90 0.20 690 MORRISON AM PM PVGVBus & GMBTram 80 0Total 70 0V/C Ratio 0 205 0.18 0 250 285 0.20 320 LEGEND : Des Voeux Road Central EB Description PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 150 0.09 0 245 150 0.15 245 Des Voeux Road Central WB ------Rev. 40660/WP/F512.CDR/LLH/18DEC13 EDRSTREET PEDDER MAN YIU STREET WYNDHAM STREET - P5

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AM Noon PM Noon 725 1160 985 830 Weekday Weekend CCC C STREET POTTINGER 2013 AM Noon PM Noon 1005 890 930 850 DEC 2013

Date UE ITRASTREET VICTORIA QUEEN NTS

Scale UIE STREET JUBILEE EDC OF THE INITIAL STAGE OF DVRC SCHEME Checked HJP

WELLINGTON STREET QUEEN'S ROAD CENTRAL FORECAST PEDESTRIAN FLOWS AFTER THE IMPLEMENTATION Designed GILMAN Drawing Title

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STREET DES ROAD CENTRAL VOEUX BB C Weekday Weekend CD Weekday Weekend AM Noon PM Noon 960 1375 725 610 ABA AM Noon PM Noon 345 820 560 400 RUMSEY STREET

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MAN WA LANE BURD Project Title

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P1 STREET LOK WING OHMSTRAND BONHAM ------Checked

CLEVERLY STREET LEVEL OF SERVICE Weekday Weekend Weekday Weekend AAA A AM Noon PM Noon 840 1050 1095 700 AAA A AM Noon PM Noon 570 650 515 580 MORRISON STREET PEDESTRIAN FLOW (PED / PEAK 15 MINUTES) DDD C LEGEND : Description ------Rev. 40660/WP/F513.CDR/LLH/18DEC13 EDRSTREET PEDDER - Rev. 5.2.1 45(40) No. Drawing No. 2013 DEC 2013 Date

CONNAUGHT ROAD CENTRAL ETA ACA BYPASS WANCHAI CENTRAL NTS Scale EDC Checked HJP PRELIMINARY AFFECTED TRAFFIC ANALYSIS (WESTBOUND)

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MORRISON STREET AM(PM) TRAFFIC FLOW TRAM ONLY P.T. PRIORITY / PEDESTRIAN PRECINCT FOOTPATH WIDENING POSSIBLE BUS STOP LOCATIONPUBLIC / TRANSPORT INTERCHANGE CENTRAL WANCHAI BYPASS EXISTING CROSSING PROPOSED / WIDENED CROSSING EXISTING AFFECTED TRAFFIC (PRIVATE AND GOODS VEHICLE) PROPOSED REROUTING TRAFFIC 0(5) LEGEND : 0(5) Description ------Rev. 40660/WP/F521.CDR/LLH/18DEC13

750(590) EDRSTREET PEDDER - Rev. 1160(965) 5.2.2 410(375) No. 750(590) Drawing No. 410 (375) 195(115) 2013 65 (50) DEC 2013 Date

CONNAUGHT ROAD CENTRAL ETA ACA BYPASS WANCHAI CENTRAL NTS Scale EDC Checked HJP T E 155(120) E PRELIMINARY AFFECTED TRAFFIC ANALYSIS (EASTBOUND) R

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M DES ROAD VOEUX CENTRAL 745(680) 415(285) 415(285) 745(680)

QUEEN'S ROAD CENTRAL ON DES VOEUX ROAD CENTRAL TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT 195(185) 550(495) 145(130) Project Title 215(290) 195(185) Date ------Checked 265(290) 265(290)

130(145) MORRISON STREET AM(PM) TRAFFIC FLOW TRAM ONLY P.T. PRIORITY / PEDESTRIAN PRECINCT FOOTPATH WIDENING POSSIBLE BUS STOP LOCATIONPUBLIC / TRANSPORT INTERCHANGE CENTRAL WANCHAI BYPASS EXISTING CROSSING PROPOSED / WIDENED CROSSING EXISTING AFFECTED TRAFFIC (PRIVATE AND GOODS VEHICLE) PROPOSED REROUTING TRAFFIC () LEGEND : 215(290) 265 290 135(145) Description ------Rev. 40660/WP/F522.CDR/LLH/18DEC13 5 3910 AM PM - 5 2155 AM PM AM PM AM PM Rev. AM PM PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 195 0.04 0 245 195 0.05 245 Des Voeux Road Central EB PVGVBus & GMBTotal 1510 0 1190 255 0 300 1765 1490 PVGVBus & GMB 1050Total 2540 730 V/C Ratio 435 500 0.63 4025 5140 0.80 TotalV/C Ratio 0.68 4365 3290 0.51 PVGVBus & GMB 1295 258 950 485 18 Central Wanchai Bypass EB Connaught Road Central WB (At grade and underpass) Connaught Road Central EB (At grade and underpass) 5.2.3 PVGVBus & GMBTotal 1645 0 675 165 0 195 1810 870 Central Wanchai Bypass WB No. AM PM Drawing No. 2013 DEC 2013 AM PM PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 165 0.05 0 250 165 0.08 250 Des Voeux Road Central WB Date NTS

PVGVBus & GMBTotal 2585 0 1870 360 0 360 2945 2230 MAN CHEUNG STREET Rumsey Street Flyover Extension EB Scale AM PM EDC AM PM Checked PVGVBus & GMBTotal 1010 0 480 150 0 180 1160 660 Rumsey Street Flyover Extension WB FORECAST TRAFFIC FLOWS (YEAR 2021) WITH THE HJP IMPLEMENTATION OF THE ULTIMATE STAGE OF DVRC SCHEME Queen's Road Central WB PVGVBus & GMBTotal 165 265V/C 145 Ratio 430 25 0.20 455 30 0.27 605 AM PM AM PM Designed Drawing Title

At-grade Elevated

AM PM AM PM OTNE STREET POTTINGER T

E PVGVBus & GMBTotal 290 0V/C 330 Ratio 0 0.09 0 290 0.10 0 330 STREET VICTORIA QUEEN E PVGVBus & GMBTotal 510 2085 1970 V/C 190 Ratio 415 285 0.62 3010 2445 0.51 Connaught Road Central EB (Bus priority corridor) R Man Kat Street EB T PVGVBus & GMB 645 1245 1050V/C 545 Ratio 1390 130 235 2450 160 0.42 120 0.36 195 0.57 280 0.89 S Total 2020 1755 1820 2850 T Connaught Road Central WB A K

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STREET CONNAUGHT ROAD CENTRAL WO WING QUEEN'S ROAD CENTRAL ON DES VOEUX ROAD CENTRAL PVGVBus & GMBTotal 195 395V/C 155 Ratio 105 600 0.21 70 695 0.24 825 DES VOEUX ROAD CENTRAL Queen's Road Central WB TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT At-grade Elevated AM PM AM PM At-grade Elevated AM PM AM PM 575 620130 2370 90 2770 330 455 Project Title AM PM AM PM Date PVGVBus & GMB 855 1725 1045V/C 600 Ratio 3330 360 225 2150 210 0.61 195 0.38 575 0.86 280 0.54 Total 2940 1855 4130 2625 Connaught Road Central EB PV GV Bus & GMB 375V/C 365 Ratio 235 0.17 120 0.17 0.61 0.69 Total 1080 1075 2935 3345 Connaught Road Central WB ------Checked PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 155 0.10 0 250 155 0.16 250 PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 195 0.12 0 240 195 0.15 240 Des Voeux Road Central EB

Des Voeux Road Central WB STREET

AM PM LVRYSTREET CLEVERLY

JERVOIS STREET WING LOK STREET BURD

BONHAM STRAND PVGVBus & GMBTotal 195 335V/C 155 Ratio 430 90 0.18 620 90 0.20 675 Queen's Road Central WB SCREENLINE TRAFFIC FLOW (PCU / HOUR) TRAM ONLY AM PM AM PM LEGEND : Description PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 205 0.13 0 250 205 0.16 250 Des Voeux Road Central EB PVGVBus & GMBTram 0 0Total 0V/C 0 Ratio 0 150 0.09 0 245 150 0.15 245 Des Voeux Road Central WB ------Rev. 40660/WP/F523.CDR/LLH/18DEC13 EDRSTREET PEDDER MAN YIU STREET WYNDHAM STREET -

Rev.

P5 P6 'GIA STREET D'AGUILAR

5.2.4 A HUGSTREET MAN CHEUNG No. Weekday Weekend Weekday Weekend Drawing No. AAA A

AAA A STANLEY STREET AM Noon PM Noon AM Noon PM Noon

725 1160 985 830 1005 890 930 850 OTNE STREET POTTINGER 2013 DEC 2013

Date UE ITRASTREET VICTORIA QUEEN NTS

Scale UIE STREET JUBILEE EDC FORECAST PEDESTRIAN FLOWS (YEAR 2021) Checked HJP

WELLINGTON STREET QUEEN'S ROAD CENTRAL Designed GILMAN Drawing Title

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STREET DES ROAD CENTRAL VOEUX Weekday Weekend AAA A Weekday Weekend AM Noon PM Noon 960 1375 725 610 AAA A AM Noon PM Noon 375 820 560 400 RUMSEY STREET

ON DES VOEUX ROAD CENTRAL

STREET EVI STREET JERVOIS TRAFFIC REVIEW FOR POTENTIAL TRAM PRECINCT

MAN WA LANE BURD Project Title

HILLIER STREET P2

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P1 STREET LOK WING OHMSTRAND BONHAM ------Checked

CLEVERLY STREET LEVEL OF SERVICE Weekday Weekend Weekday Weekend AAA A AM Noon PM Noon 620 710 560 635 AAA A AM Noon PM Noon 915 1145 1195 765 MORRISON STREET PEDESTRIAN FLOW (PED / PEAK 15 MINUTES) AAA A LEGEND : Description ------Rev. 40660/WP/F524.CDR/LLH/18DEC13 Appendix 3

YPG Team: AJ Chan, Benson Poon, Caroline Chan, Chi Keong Fung, Edwin Tang, Kate Kwok, Mathew Fung, and Stephanie Chan. INTRODUCTION AND OBJECTIVES 1

BACKGROUND 2-3 CONTENTS EXISTING CONDITIONS 4-6

OVERSEAS CASE STUDIES 7-10

URBAN DESIGN PROPOSAL: “CENTRAL’S WALKWAY” 11-21

CONCLUSION 22-23 INTRODUCTION AND OBJECTIVES

The Hong Kong Institute of Planners is championing a vision to transform WESTERN MARKET Des Voeux Road Central (DVRC) (Figure 1) from an unwelcoming, congested, vehicle-oriented and air- polluted urban street; to a place that is welcoming, spacious, people-ori- ented, and with good air quality. This urban design proposal is prepared by the Young Planners Group Commit- tee, under the Hong Kong Institute of Des Voeux Rd Central Planners. This has allowed the group to contribute to this grand vision, by STUDY AREA IFC II exploring the urban design oppor- IFC I tunities and potential of DVRC. Op- portunities will arise when the traffic measures are completed on DVRC, and a lot more space would be avail- able to turn the road into a place for pedestrians, where it would be lively, safe, convenient and healthy. This CENTRAL MARKET proposal will showcase some of the preliminary analysis of the existing WORLD WIDE HOUSE conditions, and then the possible ur- ban design that could be carried out to form a framework for future engage- ment and consultation with commu- nity stakeholders.

Figure 1: Des Voeux Road Central within our scope of design LOCATION PLAN

1 BACKGROUND

Hong Kong’s urban streets are both compact and crowded. Overall there are few examples of pedestrianized street environments, and where these occur, they are generally in the form of older street markets or avenues that are inaccessible by vehicles. Certain streets have been subject to traffic calming measures to create space for pedestrians, while others such as Sai Yeung Choi Street South and Chater Road are closed to traffic on certain days of the week to hold public events. These offer contrasting forms of pedestrian street environments and urban character (please see the following sketches). There is clearly a desire and need by the community for street pedestrianization, which has created vibrant street environments that benefit the local community and bring about the sustainable development of our city environment.

1 Public events like “HSBC Community Festival” held at Chater Road are lively and entertaining for the community, where the road is closed off to vehicles and becomes a pedestrian precinct.

2 The historical Pottinger Street (also known as Stone Slab Street) is a pedes- trian avenue with street-stalls on the side. Many tourists come here to buy gifts and costumes for festivities.

3 The vibrant part-time pedestrianized Sai Yeung Choi Street South in Mong- Kok, with electronic store fronts and hanging billboards.

4 Narrow pedestrianized avenues and streets, like Wing Wo Street, with shops and restaurants, provide a refuge from the adjacent busy traffic roads like Des Voeux Road Central.

5 The Ladies Market (at Tung Choi Street in MongKok) is a popular street for tourists, with hundreds of stalls selling clothing, accessories and souvenirs.

6 Bowrington Street Market is a part-time pedestrianized street in Happy Valley. At night, it transforms into a pedestrianized street with market stalls lining the sides, where locals and tourists come here to shop and walk leisurely along 1 2 the busy street. 3

2 4 6 5 3 EXISTING CONDITIONS

We first looked at the existing conditions by carrying out a general survey. Our obser- vations are presented below from the perspective of a pedestrian walking along the road on a typical weekday.

Date: 6 May, 2013 (Monday afternoon) - We noticed a unique urban characteristic of DVRC is that the historic tram way runs along its entire length, which is an important and convenient way for locals to travel on Hong Kong Island.

- Throughout the entire length of DVRC, there were no trees, aside from planters hanging on railings. There was also no benches or form of seating for people to sit. Instead, we saw elderly and other people sitting on staircases and window ledges. 1

- We found while walking along the DVRC, that there were just too many vehicles that clogged the road. In particular, at cross-walks, the vehicles would spew polluting fumes that smelled awful and suffocating. In fact, there were not enough cross-walks at certain road junctions, because we saw a lot of jay-walking by people that were dangerous and caused vehicles to slow down and worsen the traffic congestion.

- When we went up to the foot bridges at Pedder Street, we looked back into the road and took this photo 2 that shows the whole congested environment there. The buildings along the side of the road also towered very high, so you can see there is this canyon effect that may trap the pollutants from vehicles.

- There were many different types of vehicles and even workers with servicing trolleys, all competing to use the road space. 3

- The whole urban environment of DVRC felt constricted and congested. Along the footpath pavements there were just too many people. Even though on the Central end, the footpaths were wider, but there were too many other competing activities, such as long line ups for bus stops, line ups outside of restaurants to go in for food, and just people lingering around at MTR exits and offices.

- Over at the Sheung Wan end, the pavements were narrow and during lunch time, 1: Staircase with someone sitting, at Centre. many parts of the pavements became clogged by people. The design of the pavements 1 obviously did not consider disabled individuals, elderly or wheelchair users, because 2 2: DVRC urban environment, viewed from Pedder Street footbridge. 3: Servicing trolley by worker there were many curbs and different levels of pavement. 3 4 4: Street activities in Wing Wo Street 4 - A number of side streets or lanes are accessible to pedestrians only, such as Lei Yuen Street East and West, where they had a diversity of hawker stalls selling accessories, clothing, stationery, food and more. There were WESTERN SECTION a lot of activities in these streets and interaction between the stall owners and customers, through bargaining and chatting with each other. Some of the restaurants in these side streets, like the one at Wing Wo Street 4 , had portable tables and chairs put on the streets that created an alfresco dining environment. What we found lacking was that even though all these streets could be accessed from DVRC, 1 2 they felt like cocoons of activity and 3 4 5 disconnected from whatever happens CENTRAL SECTION 1: Pavement at Pedder Street outside of its boundary. DVRC felt too 2: Pavement at Infinitus Plaza congested anyway for pedestrians to 3: Pavement at Theatre Lane walk comfortably from one street to the 4: Government-designed pavement near Sheung Wan end other. 5: Pavement at Western Market

- We found DVRC had three distinc- tive landmarks or activity nodes: The Pedder Street Junction that becomes a gateway to the financial district, Central Oasis as a major commercial and lei- 6 7 8 sure hub, and the Western Market as 6: The pavement and railing designs at Infinitus Plaza FINANCIAL SECTION a heritage and local businesses hub. 7: The pavement and railing designs at Theatre Lane However, there was nothing in between 8: The pavement and railing designs at Morrison Street that connected them. There was no overall design that could be found that 1: Staircase with someone sitting, at Wing On Centre. defined the DVRC. The pavements 2: DVRC urban environment, viewed from Pedder Street footbridge. and railings were designed in a piece- 3: Servicing trolley by worker (Above) The existing three activity nodes are meal fashion where there were an ex- 4: Street activities in Wing Wo Street disconnected cessive number of designs at different 5 Figure 3: Surrounding Activity Nodes 6 OVERSEAS CASE STUDIES

We looked at three overseas case studies demonstrating design features that are important in making DVRC a people-oriented place. These case studies are:

Green Tramways in Europe , demonstrating a good urban design example on urban ecological improvement:

Background Green tram tracks are commonly found in Europe. In Germany alone, there were more than 425km of greened single tracks that equals a green space of more than 106ha, or 1.06 million m2 by the end of 2011.

Good Urban Design Features By reducing sealed road surface, green tracks can improve urban water retention and achieve microclimatic effects such as urban cooling through evaporation. On the other hand, the low heat storage capacity of soil when compared to concrete and asphalt will help alleviate the heat island effect. Vegetation along the track can facilitate urban fine dust mitigation by trapping pollutants on the relatively rough plant cover. 1 2 1&2: Tracks before and after greening in Berlin 3 4 3&4: Tracks before and after greening in Düsseldorf In addition to its many environmental benefits, green tracks can yield significant visual enhancement from an urban design perspective (Photos 1-10). The improved urban environment 5: Sedum Track attracts people to stay and consume, benefiting local shops and in the long run property values. 6: Grass Track Green tracks can also improve the image of a city and gives a place a new character. 7: Vegetation system up to the foot of the rail 8: Vegetation system up to the foot of the rail up to the top of the rail 5 6 7 9: Vehicular Bypass in Green Tracks to promote accesibility in Basel, Switzerland The species, height and density of the vegetation cover of each green track should take into 8 9 10 10: Green Tracks alongside carriageway in Brussels, Belgium account local factors such as microclimatic, ecological, traffic and aesthetic concerns.

Applicability to DVRC Given the scarcity of land for large scale greening in Central, green tracks can provide an important source of much needed green space in the city core. A 1km tram track can provide considerable mitigation to the urban heat island effect. It will also serve as a visual relief to the hard concrete structures in DVRC. The green tracks together with the pedestrianization scheme would transfer DVRC from a commuting space into an appealing public open space, upgrading the image of our CBD from a hustle business area into a place truly owned and enjoyed by its people.

7 Southbank London, demonstrating a good urban design example of Place branding.

Background Located along River Thames in central London, the Southbank area was once perceived as a hostile area with little street level activities in the 1990s. Yet with its rich cultural heritage, the presence of prestigious national and international corporations as well as a growing residential population, the Southbank Employers’ Group commissioned a study on the urban design strategy for the area, aiming to capitalize on the development potential of this area and turn it into “a desirable destination for cultural pursuits, business and pleasure”. Instead of a masterplan to recreate the area, the urban strategy aimed to “repair” the area into an attractive district for both workers and visitors. Today, Southbank London is a significant tourist, arts and entertainment destination in the heart of London, attracting 25 million visitors a year.

Good Urban Design Feature Strategic improvements proposed include: upgrading the physical environment especially along the riverside walkway; enhancing accessibility through public transport and pedestrian linkages; and most importantly, proposals on place branding were put forward. To induce a new character for the area, appropriate retail was introduced; the area’s identity was reinforced through street furniture; dead frontages were reactivated thus introducing street level activities; management and maintenance of the public realm was improved; greater interaction between major corpora- tions and the public was encouraged and the temporary uses of buildings, public events and activities for identity building.

Applicability to DVRC Place branding of Southbank London involved a series of comprehensive improvement mea- sures to the place ranging from hardware enhancement (such as environmental improvements and installation of street furniture) to software upgrade (such as installing active frontage and improving public realm management), that are essential to successful place branding. The public space reclaimed from pedestrianization at DVRC offered valuable opportunities for the rebrand- 1 2 ing of our CBD. 3 4 5 6 7

1&2: Environmental enhancement with appealing street furniture 3: Ubberbelly, a pop-up event space in Southbank London providing free enter- tainment for visitors 4: Frequent Public Events - Festival of the World at SouthbankCentre 5: Seasonal Installation on Queen’sWalk 8 Las Ramblas, Barcelona, Spain, demonstrating a good urban design example with diversity of street activities

Background Las Ramblas is a street in central Barcelona that stretches about 1.5km long and is, on aver- age about 20m wide. The entire length of the street is walkable and comfortable for people to stay. It is popular with tourists and locals alike as a vibrant pedestrian corridor that is lined with a variety of eateries, shops, markets and cultural institutions. The street is alive 24-hours a day, with attractions and a mixture of activities for everyone. A large number of enterprises are in operation here, such as traditional retail, kiosk sales, bazaars and markets, fairs and exhibitions, shoe-shining, eateries and pubs, museums and cultural institutions. The walking environment is comfortable as it is landscaped with trees, lots of space, and has plenty of seating for people.

Good Urban Design Feature A combination of factors has come together to make Las Ramblas a successful pedestrian street; however, the two characteristics that stood out were the diversity of activities and abun- dant seating. (photos below) The mixed-use of retail, eating, entertainment areas with artists, musicians and performers, all help to promote social interactions. The abundant seating allowed people to stay on the street, enjoy the environment and feel comfortable. (photos below) 1 2 1: The La Boqueria is a popular market on Las Ramblas Applicability to DVRC 3 4 5 2: Art shops 3: Street musicians and dancers performing DVRC would have a diversity of activities that would attract people to stay. The three activity 6 7 4: Comfortable walking environment with rows of a variety of shops and retail nodes, including the financial market, central oasis and western market would have their unique 5: Seating and tables outside of restaurants and eateries character, street activities and programs. It would be designed to have space for street perfor- 6: Seating that can be moved around mances, music, fairs and exhibitions, markets, eateries, retail and shopping. We would also 7: Adhoc seating around fountains provide lots of seating on the street that would encourage people to stay and enjoy the environ- ment and activities there.

9 City of Amsterdam

The city of Amsterdam is popular for itssuccessful pedestrian-friendly street environments. It has cre- ated tram and pedestrian precincts that are vibrant, convenient and safe for the community and visitors. The tram routesform part of the pedestrian spaces, but as the trams move through the streets, they do not hinder the pedestrian movements, but instead work naturally together to encourage freedom of movement by pedestrians. This harmony of the tram and pedestrians could be created along DVRC.

1: Vibrant, convenient and safe pedestrian and tram movements on street. 2 1 2: Street side stalls and activities along street. 3 3: The efficient shared-use of spaces by pedestrians and trams in Amsterdam. 10 URBAN DESIGN PROPOSAL: “CENTRAL’S WALKWAY”

The concept behind “Central’s Walkway” is that DVRC would become the ideal leisure destination where nearby residents and office workers would The Western Market feel safe, comfortable and relaxed outside buildings at street level, and away from other traffic congested and air-polluted streets. The Walkway would put people first, allowing pedestrian freedom of movement and activ- ity. It would be a place to breathe good air at the heart of the city, to enjoy the outdoor street life with many street activities, performances, and shop- The ping alongside. Central Market It is the intention of the study to build on the three existing activity nodes along DVRC and create a street character that would define the place- making at these nodes. At the eastern end would be the Financial Market, a place that would reflect the financial and business sector. The middle portion would be anchored by the Central Market (location of future Central The Oasis), a commercial hub with performances and exhibitions, and a gateway to the attractions on Central Mid-levels escalators. At the western Financial end would be the Western Market, a place where you can see the lifestyle Market and local culture with small shops and businesses. Certain passive activities (like sitting out and resting spaces) are envisaged at the eastern end, and designed for more active activities (such as performances, street activities and festivals) at the western end, to reflect the urban character at these nodes. (Figure 4)

The tramline is a unique feature that we wish to capitalize on by accentu- ating its presence with a grassed carpet running along its tracks. (Figure 4) This would become the major place-making element linking the three nodes together. The existing tram stations would be reconstructed and de- signed to reflect they are part of the location or node character. Two rows Figure 4: of trees would be planted throughout the DVRC as a major greening effect. Overall Layout Plan with These trees would add to aesthetics to liven up the place, bring environ- Activity Nodes mental benefits, and provide shading for convenience.

11 1 Looking towards Central from Jubilee St. (before) THE FINANCIAL MARKET The Financial Market at Pedder Street to Pottinger Street is located at the luxury shopping district and financial banking institutions of Central, in a fast-paced and high-rise office building environment. Our proposal is to inject passive activity spaces here, with seating, tables and resting spaces to encourage the busy white-collars and executives to get out of their offices, and relax and enjoy the street environment. The frontages of coffee shops and eateries would extend out onto the street for an alfresco setting, to take advantage of a people-oriented environment. High- tech LED display panels would be installed on top of tram stations and building facades for convenience of the business workers there and as a design element to reflect the modern CBD character. Information such as the stock index, financial news, public announcements, weather and advertisements can be displayed. Interactive display booths would be erected close to street corners or coffee shops, which would help visitors to find information or navigate around the area. Within these passive open spaces, a cooler color scheme is proposed for the street furniture, pavement and other design features, echoing with the surrounding glazed, modern-looking buildings. Visual design elements with simple geometry, such as linear seating, would help relieve the pressure of life of the people actively walking through the area. 12 3 Looking towards Central from Jubilee St (after)

13 3 The Eastern Section of DVRC, Pedder Street junction Within these passive open spaces, a consistent color scheme is proposed for the street furniture, pavement and other design features, echoing with the surrounding glazed, modern-looking buildings. Visual design elements with simple geometry, such as linear seating, would help relieve the pressure of people and adjoining building walls.

14 4 The Eastern Section of DVRC, Pedder Street junction (after) 15 5 The Middle Section of DVRC (before) THE CENTRAL MARKET The Central Market activity node at Pottinger Street to Rumsey Street contains a large space on DVRC that sits between the Headquarters and the Central Oasis (formerly the Central Market) building. Our proposal is to turn this space into an exhibition, performance and seating place. It would embrace the current revitalization plan of the Central Oasis, where the exhibition area inside the ground floor is designed to span out to the open space on DVRC. This would create a mix of outdoor and indoor exhibition gallery space, and allow the public to either view the artworks and/or performances at the ground level or from the two existing elevated walkways above. In terms of visual design elements, it is proposed to respect the change in local context from Central to Sheung Wan, with a color theme that gradually changes from cooler in the east to warmer in the west. The urban texture also becomes more diversified at the western end with the introduction of landscape features and clear pedestrian connections to existing open spaces at “The Centre” and the “Grand Millenium Plaza Piazza”. 16 6 The Middle Section of DVRC (after) 17 7 Western Market, existing context (before) THE WESTERN MARKET The Western Market at Rumsey Street to Morrison Street is in the Sheung Wan area that showcases more local street culture, small business shop fronts, and contains the Western Market building. Our proposal is to turn this space into a civic square to hold public events, performances, festivals and street activities. There would be benches for seating, alfresco dining for the restaurants on the side of DVRC, and landscaping elements to soften the urban environment and create a welcoming street environment. Some of the planters are designed to provide seating as well . The potential for closing off the tramline section from Morrison Street to Hillier Street would provide a large venue space to host market festivals and public activities.The paving pattern and street furniture are proposed to have a warm color, with wavy and curvy design to create a more casual walking ambience.

18 8 Western Market (after) 19 9 Looking towards Western Market at Hillier Street (before)

20 4:10 Looking towards Western Market at Hillier Street (after)

21 Our urban design proposal would improve the quality of the urban environment at DVRC and would transform it into a unique, and vibrant pedestrian-street, free of traffic for the people in Central District, and as an embodiment of a new image for Central. The community benefits that our urban design proposals would bring include:

• Improved pedestrian safety/walking environment; • Creating a large public space for the people to relax and enjoy the urban environment; • Opportunities for diverse street activities, performances, festivals, etc… to encourage social interaction and bring vibrancy to the district; • Reduced stress for office workers when they can have a place to relax, have a coffee and rest; • Landscaped street that would make environment more comfortable to walk; • Reduced heat island effect; • Better health of people nearby with improved air quality and resting places; CONCLUSION • More business opportunities for small enterprises; • Enhanced image and branding of the Central Business District as a walkable, vibrant and healthy environment;

This is a preliminary urban design proposal and we look forward to the comments from community stakeholders to refine and improve the ideas. We believe through collaborative effort and dialogue we will be able to devise an urban design proposal that would maximise the benefit to the community.

22 CENTRAL’S WALKWAY

The ideal leisure destination at the heart of the city... Pedestrian freedom of movement and activity...

Good air quality... more efficient public transport system... A new image of Central Business District ...

23 24