PT and land use - ZN903 and land use.pdf · d) the level of service of the road system characterized by the road length, the congestion level, the vehicle ownership, fuel price, parking

Integrating public transport and land use planning –

strategic and local levels

Dr. HUNG Wing-tatAssociate Professor

The HK PolyU

URBP 6123 Public Transport Systems

The Strategic Role of Public Transport

Provide mobility for all

Social, economic and environmental benefits of PT

•Equity

•Efficiency in space usage

•Enhancement of high density development

•Enhancement in land value

•Efficiency in road use

•Efficiency in energy consumption

•Emission reduction

•Enhance sustainability

Empirical evidence shows that land and housing values are increased by proximity to urban rail stations.

In some circumstances office and retailing values are increased as well but this is more difficult to prove.

A Study on Evidence of price premiums at public transport stations

in several European Metropolitan Areas byProf. Carmen Hass-KlauUniversity of Wuppertal

Economic Benefits

main findings from 14 citiesthree different forms of evidence

A - more or less formal statistical modeling using multi-variate techniques, published as a research report orjournal article

B - direct observation of market property prices in theneighbourhood of a rail line or station, using ‘before-and-after’ or ‘with-and-without’ comparisons

C - professional judgement of local estate agents, property valuers or developers, based on general market experience

Results

City Average % premiumin property value Mode Nature of source Form of evidence

Dallas 8 light rail Weinstein/Clover A

Freiburg 3 light rail Estate agent B

Greater Manchester 10 light rail B

Hannover 5 light rail Estate agent C

Helsinki 6-18 (12) Metro 9 Estate agents C

Helsinki 10 Metro + suburbanrail Construction firm C

Helsinki 10 Metro Estate agent C

Helsinki 7.5-11 (9.25) Metro Research institute A

Helsinki 4 Metro Research institute A

Newcastle 20 light rail 2 Estate agents C

Paris 3.3 T2, light rail Research institute A

Paris 5.2 T2, light rail Research institute A

Portland 10 light rail Statistical report A

Portland Gresham 5 light rail Town Planning Dept. C

Rouen 10 light rail Estate agent C

Strasbourg 7 light rail Estate agent C

Unweighted average 8.2

House or apartment premiums next to Light Rail, Metro House or apartment premiums next to Light Rail, Metro or Suburban Railway Stationsor Suburban Railway Stations

Higher densities

There is evidence that the effect on property values interacts withresidential density in two ways.

First, the price premium for flats was higher than for houses, andthe permitted densities of land where flats are built are normallyhigher.

Secondly, rail provision is linked to a higher planning density. Therefore the rail provision allows higher densities, and the higherdensity produces a greater land value.

There is widespread agreement between experts that the value of office rent is dependent on good public transport.

In many cities, this effect was so strong that it had resulted in nearly all offices being located in positions where they had good or very good public transport accessibility: hence an empirical comparison with offices without good public transport was nearlyimpossible.

Thus the result is a paradoxical one – the effect of public transport access on office property values seems very much bigger than forhousing, but the research evidence is weaker.

Increase of the value of offices

Modal Split for Commuting

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World Major Cities

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Non-Motor

Environmental Benefits

Per Capita Annual CO2 Emission

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Results

World-wide PT initiatives

Buses

Trains

Local Transport and Land Use Planning

TDS ReviewMetroplan Review

CTS-3

District TrafficStudies

RDS-2

Railway Project

Feasibility Studies

Railway Highway

Regional Development

Strategy Reviews

Planning

Leve

l 1Le

vel 2

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Highway Project and Development Feasibility

Studies

Source: HKSAR fact sheet

Result 1- Railway Plan

Source: HyD web

Results 2: Highway Plan

Source: HyD web

Policy on Railway: Backbone of Passenger Transport

Increase market share from current 36% to 58% in Public Transport by 2030

Policy on Buses

• Restriction of bus fleet growth

• Limiting bus fleet size in busy areas

• Better bus/rail coordination

• Bus-bus interchange

• Rationalisation of bus routes & stops

Restriction of Bus Fleet Growth

Bus fleet capped for 1999 & 2000 on HK Island

Limited expansion for growth areas in NT

Limiting Bus Fleet Size in Busy Areas

Restricting/reducing number of buses in CBD

Frequency improvement only allowed through redeployment of existing buses already serving the district

Redeployment of buses from HK Island to serve new development areas

Better Bus/Rail Coordination

Discouraging new long haul bus routes to CBD

Encouraging feeder services to railway stations

Close monitoring & adjustments to service frequency of bus feeder network

Bus-bus InterchangeImprove bus network coverage & reduce pressure for new

direct bus routes

Active planning & implementation of bus-bus interchange schemesInterchange fare discounts

- Kwun Tong

- Western Harbour Crossing

- Causeway Bay

- Wan Chai Ferry Pier

- Admiralty

- Tin Shui Wai

- Tate’s Cairn Tunnel

- Eastern Harbour Crossing

Rationalisation of Bus Routes & Stops

Route cancellation & route amalgamation/truncation

Frequency reduction

Route diversion

Rationalisation of bus stops

Reflections of PT Policy on urban form

• Strong interactions of railway development and urban form:– Railway requires high density– High density enhances public transport in

particular railway• Hong Kong is developed with high density

especially along railway lines

High Density New Towns on Railway Nodes

Legco paper2000

High Density New Town Developments along Railway Lines

KCRC Completed property projects Residential Floor are (sq

m) Commercial Floor are (sq m)

Pierhead Garden, Tuen Mun 91,400 9,984 Sun Tuen Mun Centre, Tuen Mun 200,000 14,000 Hanford Garden, Tuen Mun 88,000 3,200 Sun Yuen Long Centre, Yuen Long 66,430 25,880 Royal Ascot, Fo Tan 271,656 10,000 Mongkok Station - 149,590 The Metropolis, Hung Hom - *132,218 * including 35,034 square metres of serviced apartment units KCRC planning projects West Rail priority property sites: Nam Cheong (4.62 hectares) Yuen Long (3.46 hectares) Tuen Mun (2.66 hectares) Tsuen Wan West (9.41 hectares) Long Ping (2.61 hectares) Tin Shui Wai (3.48 hectares) Kam Sheung Road (9.85 hectares) Pat Heung Maintenance Centre (24 hectares) Kwai Fong (1.92 hectares)

Ma On Shan Rail priority property sites: Tai Wai Maintenance Centre (7.06 hectares) Tai Wai Station (4.85 hectares) Che Kung Temple (1.81 hectares)

East Rail priority property site: Fo Tan (4.97 hectares)

Railway cum Development Projects

Residential No. of Block

No. of Flat

Size of Flat ( sq. ft )

Commercial Area

( sq. ft )

Government Institution & Community

Area ( sq. ft )

No. of Car Park

Space

Telford Gardens 41 4,992 473-667 561,569 9,784 723

Luk Yeung Sun Chuen 17 4,000 462-678 167,359 145,981 651

New Kwai Fong Garden 5 1,264 495-527 48,266 5,813 126

Fortress Metro Tower 4 757 495-1,098 73,098 - 114

Kornhill 32 6,648 581-1,237 1,121,286 103,765 1,168

Kornhill Gardens 10 2,180 484-807 - - -

Hongway Garden 2 412 506-592 27,384 - -

Perfect Mount Garden 5 760 484-699 12,045 213,450 -

Southorn Garden 1 480 549-829 28,482 440,441 12

Heng Fa Chuen 48 6,504 560-1,227 287,851 210,572 849

Felicity Garden 4 732 775-904 - 144,087 -

Choi Hung Station Development

1 316 568-837 25,834 40,187 504

MTRC residential properties along urban lines

Railway cum Development Projects

Commercial Office G.F.A. ( sq. ft )

Shop G.F.A. ( sq. ft )

Lettable Area

( sq. ft )

No. of Shop

No. of Car Park

Space

Admiralty Centre 778,130 194,979 - 178 -

Admiralty Centre ( Ten Shop Units at 1st Floor ) - - 3,079 - -

World-wide House 358,592 76,866 - 227 -

Fairmont House 224,817 - - - -

Telford Plaza I - 561,569 412,369 124 270

Telford Plaza II - 334,007 211,104 103 188

Telford Plaza - Hang Seng Tower

286,699 - - - 25

Nathan Road ( 2 shops ) - - 1,141 2 -

Luk Yeung Galleria - 167,359 111,763 59 -

Paradise Mall - 287,851 195,605 161 415

MTRC commercial properties along urban lines

Railway cum Development Projects

Site Area (Ha)

Domestic GFA (m2)

No. of Flats

Average Flat Size

(m2)

No. of Towers

Retail GFA (m2)

Office GFA (m2)

No. of Storeys

TIU KENG LENG

3.24 236,965 3,772 62.8 9 16,800 - 52-57

TSEUNG KWAN O 5.55 110,925 1,862 58-67

4 (residential)

2 (office) 75,514 103,130 38-49

HANG HAU 1.80 138,652 2,130 65 6 3,500 - 48-49

AREA 86 32.68 1,602,800 - 1,612,800

21,500 60-85 50 40,000 - 50,000

- 46-57

MTRC property developments along Tseung Kwan O Line

Railway cum Development Projects

Railway Led Developments in Lantau

Major Issues for Integrating PT and Land Use Development

•Ridership

•Investment on railway infrastructure

•Accessibility to public transport

RidershipThe major external factors include: a) geographical parameters such as urban form, population

density, topography and climate as well as level of employment;

b) the economic parameters such as the per capita GDP, income level, land and housing prices as well as employment level;

c) the population characteristics such as age distribution, poverty distribution and income distribution;

d) the level of service of the road system characterized by the road length, the congestion level, the vehicle ownership, fuel price, parking availability and prices.

The major internal factors include: accessibility, connectivity and service coverage, frequency of service, fare level, safety and reliability, comfort level and availability of marketing and travel information.

Major Implementation Problem of Planned New Lines -Investment

• Island Line Extensions comprise a new North Hong Kong Island Line (NIL) and the West Hong Kong Island Line (WIL). The likely completion window lies between 2008 and 2011.

• Shatin to Central Link (SCL) will be the fourth direct link from Kowloon / New Territories to the Hong Kong Island. The completion for the SCL is scheduled between 2008 and 2011.

• Kowloon South Link (KSL) will connect the East and West Rail to the southern tip of the Kowloon Peninsula. The completion for the KSL is scheduled between 2008 and 2013.

• Northeern Link (NOL) will connect West Rail at Kam Sheung Road to East Rail at Kwu Tung and to the boundary crossing point at Lok Ma Shau. The completion of NOL is scheduled between 2011 and 2016.

• The Regional Express Line (REL) linking Guangzhou to Hong Kong urban area. The completion of REL depends the passenger cross boundary growth rate.

• Port Rail Line (PRL) is a new freight rail connection from Lo Wu to a new terminal at Kwai Chung. The viability of this line will hinge on the additional business that it could generate.

Decreasing Financial Viability

• Population projected downward – Housing programmes slow down

• No more property market bloom for housing and offices

• More severe competitive environment posed by other public transport modes

• Subsequent adverse impacts on trips and property development returns and thus financial viability of new projects

Walking Accessibility

• 800 meter walking distance has been assumed to enclose the station’s catchment in many places including Hong Kong. In fact, the trip rates are developed based on 800 meter walking distance.

Results of TCS 2002

Walking times• 78% of the mechanized trip-makers walked 5 minutes or less

from trip origin to the first mechanized transport mode; 34% walk less than 3 minutes; 44% 3 to 5 minutes; 17% 6 to 10 minutes and 5% over 10 minutes. The mean walking time was 4.2 minutes

• Walking time from trip origin to first mechanized transport by mode used: Ferry (mean 7.1 minutes); KCR (mean 6.7 minutes) and MTR (mean 5.8 minutes. The overall mean is 4.2 minutes.

• Walking time at the destination end of the trips, 78% walked 5 minutes or less; 36% less than 3 minutes; 42% 3 to 5 minutes; 17% 6 to 10 minutes and 5% over 10 minutes. The mean walking time was 4.2 minutes.

• 49% of the respondents chose not to walk mainly because of unsuitable weather and the acceptable walking time could be increased by over 25% under air-conditioned situation

Results of TCS 2002

Main factors affecting choice of public transport • Walking distance for boarding/alighting 26.5%• Travel time 23.7%• Travel distance 22.4%• Travel cost 18.9%• Reliability of service 3.9%• Degree of comfort 2.3%• Facilities at stations/stops/termini 0.2%• Others 2.1%

Possible AlternativesNew thinking of land use around new stations of railway lines

-Railway action areas (similar to CDA)-A conglomerate of developments making them nodes of activities for community and travelers such as centres for

•Transportations•Services•Information•Education•Entertainment/ Sport•Culture•Green Spaces

-Design the stations as centres of trip attraction in additions to their traditions of centres of trip generation -Design the public transport interchange (PTI) to minimize wasteful competition

End

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