District Council Paper No. 35/2015 (For discussion on 23 June 2015)

Progress Report of Traffic and Transport Committee

The third meeting of the Traffic and Transport Committee (“T&TC”) in 2015 was held on 21 May 2015. As a quorum was not present during the meeting, the Chairman declared the meeting adjourned. Discussion on some of the agenda items had to be deferred to the fourth T&TC meeting to be held on 23 July 2015. The major issues discussed are summarised below:

Improvements to Existing Cycle Tracks and Cycle Parking Facilities in New Towns and Review of Bicycle Prohibition Zones - Feasibility Study

1. Members suggested the department review the design, as they opined that the use of yellow collapsible plastic bollards might not be effective in reminding cyclists to decelerate and the provision of bollards at the lower part of the ramp might lead to accidents. Members also requested the department to seriously address and rectify a number of safety problems on the existing cycle tracks, such as the tree roots exposed near the ground of some cycle tracks, the accident-prone downhill bend at the rear of Hospital under construction, and the raised well cover at the intersection of the car parks of Grandeur Terrace and in Tin Shui Wai. On cycle parking facilities, Members expressed their concern about the operation of double-deck bicycle parking facilities and the inadequate parking spaces in Tin Shui Estate and Tin Yan Estate; they also indicated objection to providing parking spaces on the narrow pavement near Chestwood Stop and raised concern about the persistent problem of illegal parking off Block 7 of Central Park Towers. As for other facilities on the existing cycle tracks, Members suggested providing more signs to indicate traffic directions in two-lane sections of cycle tracks, putting up clear directional signs at intersections of cycle tracks and pedestrian crossings, and designating part of spacious pavements or roads as cycle tracks. Besides, Members were concerned about the planning of cycle tracks in the District, saying that it was difficult to travel from cycle tracks in Yuen Long South to roads in the centre and that villagers travelling by cycle suffered inconvenience as rural areas lacked cycle tracks and some village roads were converted into walkways. Members were also concerned about the matter concerning a cycle in Pok Wai Road, Nam Sang Wai, which had been discussed for years.

2. The Transport Department (“TD”) explained that the current consultation exercise was mainly aimed to gauge Members’ opinions on the short-term improvement proposals raised in the study for improving the existing cycle facilities in new towns and to seek Members’ support for the works concerned. After the whole study, which was expected to be completed by the end of 2016, the some more than 800 medium or long-term improvement proposals raised for other nine new towns would be followed up based on the study results. The development project of cycle tracks in Nam Sang Wai was in the charge of the Civil Engineering and Development Department (“CEDD”), whilst the expansion of the existing cycle track networks in Yuen Long to regions such as Yuen Long South and had to be planned together with the development of the district and was not covered in the department’s current study for improving the existing cycle facilities in new towns. Besides, regarding the prolonged occupation of the designated cycle parking spaces in the , the TD and the relevant departments would continue to cooperate with the Yuen Long District Office in conducting regular clearance operations, in a bid to boost the circulation of cycle parking space utilisation. As for the suggestions on amending the traffic

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sign stating “cyclists dismount” and providing on-carriageway cycle lanes, further examination by the relevant authorities and departments was required as these suggestions involved statutory issues.

3. Atkins China Ltd indicated that the demands of different road users had to be balanced in considering cycle tracks and the relevant facilities. In view of Members’ comments on some short-term improvement proposals, the company would invite the Councillors concerned to site visits for further elaboration on the proposed designs, in a hope to obtain their acceptance and support for the implementation of the improvement works. Yellow collapsible plastic bollards were put up along the centre lines of steep ramps and sharp bends of cycle tracks to separate oncoming cycles and prevent cycles from crossing over to the opposite lane at the aforesaid location, thus reducing the possibility of head-on collision. This measure worked effectively when it was implemented on a trial basis under a pilot scheme in Tai Po. As opposed to the double-deck bicycle racks currently in trial use in the North District, the new bicycle racks adopted in the short-term improvement proposals were “one-up-one-down” parking racks that required no mechanical operation. This design reduced the space between cycle parking spaces and thus allowed more cycles to park in a limited area.

4. In his conclusion, the Chairman expressed the view that the TD made slow progress in handling cycle issues. He urged the department to first implement the suggestions already agreed by Members and to promptly liaise DC Councillors of the constituencies concerned for site visits, so as to work out appropriate solutions for the cycle track sections or facilities about which there were still concerns.

Elevated Pedestrian Corridor in Yuen Long Town Connecting with 5. Members supported prompt confirmation of the construction of the elevated pedestrian corridor, believing that it could help relieve traffic congestion in Yuen Long Town. Members requested that the elevated pedestrian corridor should be extended to Ma Tong Road to ease traffic pressure in Yuen Long Town. However, some Members were concerned about whether the proposed extension would lead to a longer construction period for the currently proposed works, and hence additional works costs. Members commended the pedestrian corridor design with fewer piers, believing that it could reduce impacts on the nullah. Besides, Members considered that the design with several steps between the elevators and the ground level was inconvenient to wheelchair users and persons with prams, and suggested the Highways Department (“HyD”) make improvement. They also suggested the corridor be covered with frosted glass, which could allow adequate light transmission while avoiding direct sunlight. Furthermore, Members opined that the corridor should harmonise with the district economy and the stakeholders invited to an upcoming workshop should mainly be residents in the district. Members suggested planting along the fences on both sides of the pedestrian corridor and providing flower beds at the ground level podium to enhance greening. An attending member enquired about the feasibility of constructing a double-deck pedestrian corridor, and suggested that the lower deck be a footbridge while the upper deck be a greened and sitting-out area.

6. The HyD indicated that it had commissioned a consultancy to undertake investigation and the detailed design of the works, and a series of studies, including an environmental impact assessment study, were currently underway. Upon the completion of the studies and design, the proposal would be gazetted for public consultation. To expedite works progress, the department carried out the investigation and the detailed design of the pedestrian corridor concurrently in the hope that the works could commence in 2017. As the works, which were estimated by the department to take five years, had to be carried out in the nullah, the construction time would be affected by rainfall and the water depth of the nullah.

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In the design of the preliminary refined proposal, there would be fewer piers and pedestrians would be channeled to the podium at the interchange for going up or down the corridor, so as to minimise impacts on the nullah. Besides, noting Members’ demand for extension of the pedestrian corridor to Ma Tong Road, the department would study this extension proposal and report to the District Council (DC) in due course. Since the pedestrian corridor was built over the nullah, it was necessary to take into account the nullah’s complex geological condition. As there might be cavities in some underground rock strata, this design was featured by its light weight and it was unsuitable to build a double-deck bridge.

7. Ove Arup & Partners Limited (“Ove Arup”) gave supplementary remarks, indicating that in the current design, structures would be built on both sides of the nullah to underpin the bridge deck, and this could not only reduce in-channel piers and mitigate impacts on water flow in the nullah but presumably help shorten the construction period. With regard to Members’ concern on the design with several steps between the escalator and the ground level, Ove Arup said that consideration would be given to the feasibility of replacing the steps with pedestrian ramps. Ove Arup further pointed out that with a light transmission rate of no more than 30%, the materials used for the proposed cover of the pedestrian corridor could avoid exposure to strong sunlight and that the materials selected for construction of the main structures of the corridor had a designed lifespan of 120 years.

8. In response to the attending Member’s enquiry on the feasibility of building a double-deck bridge, the TD pointed out that as this would greatly increase the weight of the bridge deck and necessitate more supporting piers, so the design with the pillars on both sides of the nullah being used to brace a double-deck bridge was infeasible. The department added that such a design would weaken the existing flood discharge function of the nullah and affect the appearance of the elevated pedestrian corridor.

9. After discussion, Members carried the following motion with an absolute majority of votes.

“The population of Yuen Long Town keeps growing as many new housing estates are completed one after another in Yuen Long South. This Committee believes that the provision of appropriate supporting infrastructure could encourage more members of the public to use the mass transport system instead of vehicles, and could thus ease traffic congestion in Yuen Long Town. In view of this, the Committee strongly requests that the elevated pedestrian corridor connecting with Long Ping Station in this project has to be extended to Ma Tong Road for the convenience of more residents. The Committee considers that the 5-year construction period proposed for the project of the elevated pedestrian corridor connecting with Long Ping Station was too long. The department has to study in-depth the design of the bridge and come up with a more efficient proposal. Follow-ups and responses are required in respect of the following two matters of concern: (1) impacts on neighbouring residents and shops during the construction period should be minimised as far as possible; and (2) the construction period should be shortened so that the elevated pedestrian corridor could be completed earlier to relieve the serious problem of pedestrian congestion in the town.”

10. In his conclusion, the Chairman reiterated that Members supported the construction of the elevated pedestrian corridor in Yuen Long Town, but were disappointed that there was no extension to Ma Tong Road in the current proposal. He hoped the department would seriously address Members’ aspiration by clearly recording the Committee’s stance in the relevant papers and actively exploring the feasibility of extending the pedestrian corridor to Ma Tong Road.

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Site Formation and Infrastructural Works for Public Housing Development in , Yuen Long - Public Consultation on Proposed Public Access Road 11. Members enquired whether the proposed footbridge would connect with Long Ping Shopping Centre to provide convenient access for residents, and suggested the proposed public housing be planned to be all built to the south of the road rather than being distributed on both sides of the road. On traffic implications, Members noted with concern that an exit of the proposed road connected with Fung Chi Road, and enquired whether the department had conducted a traffic impact assessment on the road section in order to solve the existing problem of extremely busy traffic in Fung Chi Road. Members also expressed the view that as population growth would certainly bring pressure onto the traffic of neighbouring areas, the department should make proper planning for ancillary transport facilities.

12. The CEDD indicated that the engineering consultancy study commenced in late March this year. Preliminary study results revealed that after appropriate road improvement works were carried out, the housing development project would have no negative impact on the traffic at the intersection of Long Ping Road and Fung Chi Road. The department would arrange the proposed public access road to be gazetted under the relevant ordinances in August this year for public consultation. The department would later conduct a detailed traffic impact assessment, which would cover the impacts of the housing development project on the traffic of the Yuen Long District as a whole. In addition, the CEDD would discuss with the Housing Department Members’ views on the planning of the public housing and the provision of footbridge connection to Long Ping Shopping Centre. The latest progress would be reported to Members in due course.

13. The Chairman concluded that the Committee, while supporting the Wang Chau public housing development project, hoped the department would seriously consider and refer to Members’ views, paying regard to the overall traffic volume of the district in road planning.

MTR Feeder Bus Route Nos. K75 and K75P - Service Enhancement Programme 14. Members pointed out that bus route no. K75 was currently a one-way circular route and had never been a subject of complaint by passengers in the district for years. However, the new route changed to terminate at Tin Shui Estate with its routeing reversed, and its passengers suffered longer journey times and inconvenience as they might have to stay and change to another bus at Tin Shui Estate. Members were also concerned about whether the MTR Corporation Limited (“MTR”) would deploy more vehicles to the combined bus route no. K75, and urged the MTR not to reduce the vehicles for other routes to support the service of the combined route no. K75. Besides, Members pointed out that at present, route no. K76 had to stop in Ping Ha Road for passenger pick-up and drop-off during morning peak hours, and they worried that route no. K75 would use the same bus stop in future, resulting in longer waiting time.

15. The MTR indicated that in view of the TD’s forecast of a rise in transport demand due to the occupation of major housing estates in , it was suggested that route nos. K75 and K75P be combined to enhance the service of the former route, and that the frequency of route no. K75 be increased and special short-working service of route no. K75S be launched to enhance the route’s passenger capacity on busy corridors, which would benefit passengers along the route. The plan would require more resource input by the MTR but would not affect the services of other MTR bus routes. In view of Members’ opinions, the MTR would explore whether there was any room for fine-tuning the re-organisation plan. Any revisions would be put forth to the TD again for approval. The MTR would also maintain close communication with Members and the T&TC. The journey time of route no. K75 was estimated to be similar to that of the current route no. K75P after the re-organisation, and the MTR would deploy more assistants to the bus stops to maintain passenger order.

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16. The TD responded that would soon be ready for occupation, by which there would be some 14 000 additional residents. The MTR re-arranged its ancillary transport facilities in the Hung Shui Kiu area by putting the existing resources to good use. Besides, the bus stop in Ping Ha Road could accommodate two buses simultaneously and, if necessary, the MTR would deploy assistants to maintain passenger order there. The department would keep in close view of the situation and explore the feasibility of widening the space of the bus stop.

17. The Chairman concluded that Members were concerned about the routeing of the combined route no. K75, and urged the MTR and the TD to keep close liaison with DC Councillors of the constituencies concerned for discussion on the re-organisation and to guarantee that the re-organisation plan would not affect the services of other MTR buses.

Mr LEE Yuet-man, MH, Mr LUI Kin, Ms CHIU Sau-han, Mr CHUI Kwan-siu, Ms YUEN Man-yee, Ms WONG Wai-ling, Mr YIU Kwok-wai, Mr SHUM Ho-kit, Mr WONG Wai-shun, Ms LAU Kwai-yung, Mr CHAM Ka-hung, Daniel, BBS, MH, JP, Mr WONG Cheuk-kin, Mr SIU Long-ming, Mr KWOK Keung, MH, Mr TANG Cheuk-him, Mr KWOK Hing-ping, Mr CHAN Sze-ching, Mr CHOW Wing-kan, Mr MAN Kwong-ming, Mr LEUNG Yip-pang, Mr KO Chun-kit, Ms MA Shuk-yin, Mr YU Chung-leung and Mr CHU Kam-fai proposed to discuss the enhancement of the service of bus route no. B1 and hold to account those responsible for “1228 Incident” 18. At the second meeting for this year, the Chairman requested the Company (1933) Limited (“KMB”) to give responses on the following matters at the current meeting, which included setting a detailed timetable for the provision of an en-route stop for route no. B1 at the interchange in Lok Ma Chau, , seriously addressing the service demand in and Tin Shui Wai North, and reporting on the progress of B1 frequency enhancement.

19. Members said that they had expressed the ideas of providing additional bus stops during the site visit on 10 February 2015, and strongly requested the TD and the KMB to implement the suggestion promptly. Members opined that though more theoretically ideal, the new proposal raised by the TD, i.e. Proposal 2, was difficult to implement in an objective sense. They also worried that Proposal 2 would lead to indefinite delay in the progress of bus stop addition as it had not yet undergone on-site examination and test runs but also needed additional time for study. Furthermore, Members strongly requested the KMB to extend route no. B1 to Tin Shui Wai North and launch B1 public holiday trips running from Tin Shui Wai North to Lok Ma Chau.

20. The TD responded that two proposals were raised in the paper to provide more choices, among which Proposal 1 represented the suggestion put forward by Members during the site inspection on 10 February and the Proposal 2 had advantages in facilitating transfer to route no. 276B at the same stop and providing a better waiting environment. If Members preferred Proposal 2, the KMB and the Police would be contacted after the meeting for test runs as soon as possible.

21. The KMB responded that while buses were allowed to run on the routes in both proposals, the implementation of Proposal 2 would be considered only after the TD and the Police were contacted for test runs and the safety problems at the locations were sorted out.

22. The Chairman concluded that Members decided in favour of Proposal 1 after weighing the pros and cons. He requested the KMB to provide an implementation timetable at the meeting of the Working Group on Bus Service to be held on 28 May and put the proposal into implementation by 21 July the latest.

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Motion moved by Ms CHAN Mei-lin and seconded by Mr MAK Ip-sing on “strong objection to MTR’s fare increase of 4.3% in June, and request for suspension of the fare hike and prompt review of the Fare Adjustment Mechanism in a way that takes into account public affordability” 23. Members opposed the MTR’s fare increase by virtue of the Fare Adjustment Mechanism (“FAM”) despite its huge profits over the past several years, which would drive public service facilities to raise fees and add to the public’s financial burden, and strongly requested the MTR to put the fare hike on hold. Members said they found it hard to accept the MTR’s request for fare hike, as the MTR and Light Rail Transit had all along made no significant improvement in their service quality whilst the West Rail had been procrastinating in addition of compartments, and it provided neither sufficient services during peak hours nor adequate concessions for the grassroots members of the public. Members urged that as the major shareholder of the MTR, the Government should exert its influence to more effectively monitor the MTR’s fares and undertake a full review of the FAM, with a view to safeguarding public interests.

24. The MTR indicated that it was necessary for the extensive railway network to have stable income sources to maintain its high quality services, and fares were one of the major stable income sources for the MTR. The MTR invested over $6 billion Hong Kong dollars on repair, maintenance and upgrade of railway facilities in 2014 and had awarded contracts amounting to $3.3 billion for signalling system enhancement, with a view to further upgrading the existing railway systems. Besides, the MTR had rolled out a number of free interchange offers and constantly provided Day Pass and on-going fare concessions for various passenger groups such as children, students, the elderly and eligible persons with disabilities, which amounted to $2 billion per year. Frequent long and medium-distance travellers could enjoy other concessions such as “MTR City Saver” and “Monthly Pass Extra”. In fact, the public’s affordability had been taken into account in the existing FAM since its review in 2013, in which an affordability cap was introduced whereby the annual fare increase rates could not exceed the annual change in the Median Monthly Household Income, and the “Profit-related Fare Concession Scheme” and the “Service Performance Arrangement” were launched whereby the MTR set aside a certain amount of money based on its underlying business profits to benefit passengers through the “10% Same-Day Second-Trip Discount” promotion.

25. As some Members left the meeting, a quorum was not present and the Chairman declared the meeting adjourned. Discussion on the remaining agenda items was deferred to the fourth T&TC meeting to be held on 23 July 2015.

Yuen Long District Council Secretariat May 2015

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