|
Chapter 8 : Internal Transport Facilities
1.1 Policy Objective 1.2 Relationship with other Chapters of the HKPSG and Transport Planning and Design Manual (TPDM) 2.1 General Objective 2.2 Types of Rail Systems 2.3 Standards for Rail Systems 2.4 Locational Factors 2.5 Railway Protection 3.1 Hierarchy of Roads 3.2 Standards for Urban Roads 3.3 Standards for Rural Roads 3.4 Standards for Service Roads 3.5 Locational Factors 3.6 Total Land Requirement for Roads 4.1 Franchised Bus Facilities 4.2 Public Light Bus Termini 4.3 Taxi Stands 4.4 Ferry Terminals 4.5 Public Transport Interchanges 5.1 Walking and Pedestrian Environment 5.2 Broad Framework for Pedestrian Planning 5.3 Area Improvement Plan as a Tool for Integrated Improvement 5.4 Guidelines on Planning for Pedestrian Facilities 5.5 Guidelines for Improvement of Pedestrian Environment 5.6 Streetscape and Footpath 5.7 Universal Access for All 5.8 Provision of Desirable Footpath 5.9 Implementation 6.1 General Objective 6.2 Cycle Tracks 6.3 Standards for Cycle Track 6.4 Cycle Park 6.5 Cycle Parking Areas 6.6 Standards for Cycle Parking Areas 7.1 General 7.2 Off-street Parking 7.3 On-Street Parking 7.4 Parking for Persons with Disabilities Appendix 2 Summary of References for Technical Details
December 2007 Edition
1.1 Policy Objective 1.1.1 The New Transport Strategy entitled "Hong Kong Moving Ahead - A Transport Strategy for the Future" underpins the policy objective of providing and maintaining a safe, efficient and reliable transport system in an environmentally acceptable manner for the development of Hong Kong. The objectives of this strategy can be summarised as follows:
1.1.2 All the objectives and initiatives of the Transport Strategy that are related to land use planning have been incorporated into the relevant sections of the HKPSG to ensure that due consideration will be given in the planning process. Details of these objectives and initiatives are in Appendix 1. 1.2 Relationship with other Chapters of the HKPSG and Transport Planning and Design Manual (TPDM) 1.2.1 In general, internal transport facilities such as roads, railways, terminals, depots, petrol filling stations etc. have the potential to cause damage to the environment. The transport/environment interaction forms one of the considerations in the evaluation of transport projects at the planning stage. Environmental Protection Department should be consulted on the environmental aspects of these projects. The environmental guidelines pertaining to internal transport facilities provided in Chapter 9 - "Environment", should be followed, as far as possible. For designated projects specified in the Environmental Impact Assessment (EIA) Ordinance, the statutory EIA process should be followed. 1.2.2 Technical details are excluded in this Chapter but may, if necessary, be referred to in the TPDM prepared by Transport Department. A tabulated list of reference to appropriate sections in the Manual is provided in Appendix 2 for that purpose.
2.1 General Objective 2.1.1 Rail will form the backbone of the passenger public transport network. There has been increasing development pressure for population and employment growth along existing and planned rail corridors. The Railway Development Strategy 2000 sets out the railway expansion plan for Hong Kong up to 2016. 2.1.2 As a matter of principle, in planning for new development areas and major population and employment centres, due consideration shall be given to maximise use of existing and proposed railway lines and stations. In planning for the provision of road access, care should be taken for such to complement the rail system and that there should be proper integration of road-based and rail-based transport. 2.2 Types of Rail Systems 2.2.1 At present, there are five different rail systems, serving different parts of the Territory:
2.2.2 The above rail systems can be broadly classified into light rail and heavy rail, although the distinction is sometimes difficult to make when considering inter-urban railways. In general, both the Mass Transit Railway and the Kowloon-Canton Railway may be termed heavy rail systems, whereas the North-west Railway and the Hong Kong Tramways are light rail systems. Light rail systems consisting of short trains but with frequent stops are suitable for a lower passenger carrying capacity. On the other hand, heavy rail systems have much higher passenger carrying capacity in the transport system. 2.3 Standards for Rail Systems 2.3.1 The technical requirements for the various rail systems are not the same and are dependent on their operational characteristics. 2.3.2 The width, curvature and gradients of the rail tracks, size and design of stations/stops and depots, etc. should all be subjected to special feasibility studies to be approved by Transport Department, Highways Department and relevant Committees. 2.4 Locational Factors 2.4.1 In the process of planning either a new rail or a rail reserve, consideration should be given to integrating the rail project with the land use planning. A rail project can enhance development opportunities and vice-versa. It should take into account key planning parameters such as the distribution of population and employment centres to ensure that they would be best served by the rail. To enhance viability of the rail services, the development opportunities around rail stations, depots and public transport interchanges should be capitalised wherever practicable without compromising planning considerations such as infrastructure and environment. 2.4.2 Stations/public transport interchanges should preferably be located within a walking distance of 500m from major housing, employment, shopping, commercial, cultural and other population intensive activity centres with properly planned pedestrian walkway systems to improve connectivity. Within the longer range of this walking distance, and for distance up to 1000m, consideration should be given as early as possible in the planning process to including facilities, such as travellator or moving walkway, to assist pedestrian movement between the stations/public transport interchanges and the other developments. This will help to promote usage of public transport services and to ease road congestion by alleviating the reliance on private vehicles. 2.4.3 Consideration should also be given to minimising the potential impact of the rail on noise sensitive receivers. Typical considerations would include optimum distance separation between rail alignments and noise sensitive receivers, provision of screening and absorbing elements and decking of depots. The planning considerations for underground and above ground railway lines and stations are also quite different. An underground railway would have less noise and visual concerns than an above ground railway. On the other hand, there could be certain ventilation shafts or fire access requirements for underground railway which should be taken into account in land use planning. Such differences in environmental impacts and associated planning implications should be take into account when planning railways and developments associated or near them. For details on specific environmental considerations, readers may refer to Chapter 9 and seek advice from Environmental Protection Department as appropriate. 2.5 Railway Protection 2.5.1 Railway Development Office (RDO) of Highways Department will issue from time to time administrative route protection plans before gazetting the railway schemes. Planning and development matters that may affect the railway protection zones should be referred to RDO for consideration. 2.5.2 The intention of administrative route protection is not to create planning blight, nor freeze development unnecessarily but to ensure that these proposed railway projects will not be frustrated by other developments. By adopting administrative route protection procedures, departments will have an early understanding of the interfacing issues arising from the railway proposals. Where there are likely conflicts, necessary and appropriate actions in line with Government's objective and policy could be taken timely to resolve them.
3.1.1 An exact hierarchy of roads is difficult to define given the historical development of the road network within the Territory. However, roads may be classified broadly according to the particular functions they are intended to serve. 3.1.2 Expressways are roads connecting the main centres of population and activities and are designated under the Road Traffic Ordinance. Although they would perform similar functions to trunk roads and perhaps some primary distributor roads, they would be designed to a higher standard. Expressways are not confined to an urban or rural area but could traverse through both areas. Not all trunk or primary distributor roads will necessarily be expressways. 3.1.3 In urban areas (including Hong Kong, Kowloon and New Towns) the hierarchy comprises :
3.1.4 In rural areas roads may be classified as :
3.1.5 As shown in Figure 1, Figure 2, Figure 3, Figure 4 & Figure 5, the total width of any road is derived from a number of components which may include, depending on the type and function of the road, the following :
Although guidance as to the appropriate widths of these components are given in later paragraphs, it is important that the design criteria actually adopted, particularly in terms of geometric features, traffic signing and road marking, are appropriate for the likely speed of traffic expected on the road. Many of the standards, therefore, should not be considered absolute maxima or minima but may need to be adjusted to suit particular circumstances including economic, environmental and road safety considerations. Reference should also be made to the Transport Planning and Design Manual Volume 2 Chapter 3 for the typical cross sections. 3.2.1 The general design characteristics for the different road types may be described as follows : (a) Expressways Dual carriageway roads with access only at widely spaced grade-separated junctions. A nearside hard shoulder should be provided on all sections and stopping restrictions apply at all times. Junctions should preferably be spaced at about 5 km intervals but closer spacing desirably not less than 2 km may be adopted depending on particular circumstances. Any pedestrian facilities provided should be completely segregated from vehicular traffic. (b) Trunk Roads Dual carriageway roads with no direct frontage access and stopping restrictions applying at all times. Grade-separated junctions are preferred. When provided, junction centres should not be less than 1 km apart. In case at-grade junctions are required because of physical or other constraints, they should be at least 300m apart. Any pedestrian facilities provided should be completely segregated from vehicular traffic. (c) Primary Distributor Roads Dual carriageway roads similar in character to trunk roads. (d) District Distributor Roads May be dual carriageway or single carriageway roads, with high capacity junctions, and peak hour stopping restrictions. On-street parking should not generally be provided. Direct frontage access may be permitted where necessary. (e) Local Distributor Roads Generally single carriageway roads with direct frontage access. Stopping restrictions may be required, but normally only in the vicinity of junctions. On-street parking provision may be permitted. 3.2.2 Recommended carriageway widths in accordance with the TPDM are shown in Table 1. Table 1 : Minimum Carriageway Widths in Urban Areas (TPDM)
3.2.3 An additional 3m width on either or both sides of the carriageway should be provided on district and local distributor roads to accommodate parking and/or loading/unloading if either of these activities, when permitted, are likely to interfere with through traffic flow. 3.2.4 Private streets and access roads within private developments would normally be designed to criteria prescribed in the Buildings Ordinance, Cap 123 and the Building (Private Streets and Access Roads) Regulations. However, when it is intended that such roads should be open to public use and form part of the overall public road system, or where public transport is to be provided, the roads should instead be designed and constructed to standards in the TPDM and the requirements of Highways Department. 3.2.5 Minimum carriageway widths stipulated in the Building (Private Streets and Access Roads) Regulations are shown in Table 2. For private streets and access roads less than 6m wide which are required for Emergency Vehicle Access (EVA) purpose, a minimum clear width of 6m, which may include adjacent footways or verges, is required to allow fire service appliances to operate.
3.2.6 The minimum standard for industrial access roads is illustrated in Figure 6. The minimum width of carriageway for the roads giving principal access to industrial premises is 13.5m. The minimum width of footpath on either side is 3.5m. Hence, the overall width of the standard road is 20.5m. 3.2.7 The minimum width of carriageway for roads giving secondary access to industrial premises is 7.3m for 1-way traffic and 10.3m for 2-way traffic. The minimum width of footpath on either side is 3.5m. Hence, the overall road widths of secondary access roads are 14.3m for 1-way traffic and 17.3m for 2-way traffic. 3.2.8 Fire escape and rear service roads in industrial areas should be at least 9m wide. 3.2.9 Central reserve widths on urban roads will vary according to particular circumstances and will be influenced by street furniture requirements. Table 3 provides guidance as to the minimum widths for central reserves for urban roads with barrier fences or similar.
3.2.10 Where planting is to be incorporated along central reserves, widths shown in Table 3 will need to be increased. Requirements for planting adjacent to carriageways are given in the TPDM Volume 2 Chapter 5. 3.2.11 On trunk roads and primary distributor roads a 2m verge in addition to a 1m marginal strip should normally be provided. However on elevated primary distributor roads the verge may be omitted, but the 1m marginal strip must always be provided. 3.2.12 The desirable gradient on expressways, trunk roads, primary distributors and bus routes should not exceed 4%. On other roads, the desirable gradient should not exceed 5%. Where topographical difficulties can influence considerably the economics of a road scheme, steeper gradients may be used, but should not exceed an absolute maximum of 8% for the former and 10% for the latter. This standard is applicable to both urban and rural roads. 3.3 Standards for Rural Roads 3.3.1 General design characteristics for the different road types may be described as follows : (a) Expressways Dual carriageway roads with access only at widely spaced grade-separated junctions preferably at about 5 km intervals. Closer spacing not less than 2 km may be adopted depending on particular circumstances. A nearside hard shoulder should be provided throughout and stopping restrictions apply at all times. Pedestrian facilities should be completely segregated from vehicular traffic. (b) Trunk Roads Dual carriageway roads with no direct frontage access and stopping restrictions applying at all times. At-grade junctions should normally be spaced at least 550m apart. Grade-separated junctions are preferred. When provided, junction centres should not be less than 1 km apart. Pedestrian facilities should not be provided adjacent to the carriageway and any crossing points must be grade-separated. (c) Rural Roads A Dual or single carriageway roads with high capacity grade separated or at-grade junctions. Direct frontage access should be avoided where possible. Whether stopping restrictions need to be imposed will depend upon the particular site conditions, taking into account frontage development, traffic flow characteristics etc. Provision for on-street parking should not be made. (d) Rural Roads B Dual or single carriageway roads, with at-grade junctions. Direct frontage access may be provided. The imposition of stopping restrictions will depend upon particular circumstances. It will not normally be appropriate to make provision for on-street parking. (e) Feeder Roads Single carriageway roads with the design commensurate with the traffic flow likely to use it. Because of the generally narrow width of the road, local widening in the form of parking lay-bys (3m wide) will be necessary if on-street parking is required. (f) Single Track Access Roads Single carriageway roads with suitably located passing bays, preferably at least 12m long plus nominal tapers of 1:3, where 2-way traffic volumes do not exceed 500 vehicles per day and there is little or no kerbside activity and no parking is provided. 3.3.2 Table 4 shows recommended widths for roads in rural areas.
3.3.3 Central reserve widths will be influenced by junction design and street furniture requirements but minimum reserve widths should be in accordance with Table 5.
3.3.4 Planting in the central reserve would provide environmental benefits but should be viewed with caution because the high traffic speeds could introduce maintenance problems and create safety hazards. However, if planting is considered appropriate a central reserve width of at least 4m should be provided. 3.3.5 For trunk roads a verge of 2m in width should be provided in addition to a 1m marginal strip on the left hand side of the road. On rural A and B roads a verge width of 3m is desirable but this may be reduced to 2m and 1.6m respectively where necessary. 3.4 Standards for Service Roads 3.4.1 On roads where no direct frontage access is permitted, and the alternative of providing a rear access road system connecting adjacent buildings or properties to the principal road through a proper junction is found to be impracticable, a service road is provided. It usually runs adjacent to the principal road and is connected to it at selected points for providing access to the adjacent buildings or properties. 3.4.2 The verge between the main carriageway and the service road should generally be 2m or more in width and never less than 1.5m. 3.4.3 Table 6 indicates appropriate widths for service roads.
3.4.4 For service roads less than 6m in width, an overall clear width of at least 6m, which may include adjacent footways or verges, must be provided to allow fire service appliances to operate in the event of an emergency. 3.5 Locational Factors 3.5.1 The alignment of a road is usually dictated by certain geometric design features such as horizontal and vertical curvature, sight-distance, gradients, super-elevation etc. which are correlated by design speed, which itself is related to the road hierarchy, extent of access control and type of junctions. 3.5.2 Considering the compactness of the Territory, the high density development in the urban areas and the severe terrain in most of the rural areas, some acceptable deviation from the standards may be necessary for practical and economic reasons. However, such deviation should be the exception rather than the rule. 3.5.3 Apart from the geometric design features, there are several other factors that need consideration in determining a suitable alignment. A transport facility could be elevated, at-grade or below grade in entirety or along sections of its alignment. Each of these positions would impose varying environmental, visual, physical and economic considerations that must be investigated, quantified when practicabland evaluated in the planning process. 3.5.4 The alignment of a transport facility should present the least obtrusive visual impact of the engineering features associated with the facility on areas of sensitive land use. Engineering features would include bulk cuts and fill that could scar a wooded hillside. Wherever possible, suitable landscaping should be incorporated to minimise obtrusive visual impact, in which case its cost should be a consideration. Visual impact is somewhat difficult to quantify. Hence, a suitably scaled qualitative assessment may be necessary. 3.5.5 All roads have potential to cause damage to the environment. Their location and alignment should be suitably selected so as to avoid potential environmental problems. Adequate protective measures should be provided, in particular for expressways, trunk roads and distributors, to satisfy the environmental guidelines to minimise pollution. In planning new strategic roads, consideration should be given to adopt measures (which may possibly include decking over the road or putting it underground) to reduce the potential environmental and visual impacts, subject to their technically feasibility and implications on capital costs, maintenance/operation cost, visual impact, traffic safety and other relevant factors. The built form of the road should also be subject to assessment of its visual impact to identify practical means, including landscaping, to protect or enhance visual amenity. 3.5.6 Consideration also needs to be given at the design stage to the traffic aids and street furniture requirements. It is necessary to ensure that there is adequate space to erect traffic signs, lighting columns, noise shielding elements and barrier fences in their proper positions without causing danger or obstruction by being too close to vehicular or pedestrian paths. It is also important to ensure a continuity and conformity of design in terms of the location, and type of street furniture used throughout a route. It may therefore be necessary to arrange consultation among interested parties to ensure this when the construction of a particular route is divided into several adjacent schemes. 3.5.7 Where a cul-de-sac is constructed adequate turning area must be provided at the end to enable vehicles to manoeuvre without causing damage to adjacent footways, street furniture, buildings or other structures. 3.5.8 Other locational factors that may require consideration in the planning process are marine clearances and tidal levels, wind exposure, physical constraints such as antiquated buildings, sites of scientific interest, reservoirs and water catchment areas, aerial and subterranean structures, and "fung shui". The last consideration is of significance because inadequate assessment at the planning stage could result in inordinate and costly delays during implementation. 3.6 Total Land Requirement for Roads 3.6.1 According to the zoning, a guide to the allowance which should be made for the provision of carriageways, footways, on-street parking and bus bays in urban areas is shown in Table 7.
3.6.2 The Planning Department, Lands Department, Highways Department, Civil Engineering and Development Department and other concerned departments should be consulted on the proposed alignments and land requirements of new roads to ensure that any conflict with other proposed land uses is avoided.
4.1 Franchised Bus Facilities General 4.1.1 In terms of capacity per passenger car unit, franchised buses are the most efficient mode of road transport. Franchised bus services will continue to be a major passenger carrier and will play an important role in providing passengers with choices, particularly in feeding passengers to the railways and providing service to areas not accessible by railways. 4.1.2 In general, every bus route requires two terminal points which fall into three basic categories, namely :
4.1.3 For operational efficiency and passenger convenience and safety, all bus termini and public transport interchanges should be located off-street as far as possible. However, in some circumstances a service terminal point may be temporarily located on-street, provided it does not obstruct vehicular and pedestrian circulation and other essential kerbside activities. 4.1.4 The land requirement for a bus terminus or public transport interchange is determined by several factors which include the number of routes served and their peak frequency, volume of waiting passengers, spaces for bus stacking during off-peak/meal break periods, the mix of terminating and passing services, overtaking and internal vehicle and passenger circulation. Standards for Service Terminal Points 4.1.5 Service terminal points are usually provided where 1 or 2 bus routes are terminated and where the number of departure bays is unlikely to exceed four. A regulator's kiosk will be required at such terminal point. Standards for Bus Termini 4.1.6 Bus termini are usually provided in large residential developments and in localised commercial or industrial areas. Normally, a minimum of 4 departure bays are provided for operation of services and stacking of buses during off-peak/meal break periods. One of these bays should be sufficiently wide to permit overtaking a stationary vehicle. A regulator's kiosk and the other ancillary provisions would be required. 4.1.7 If bus-bus interchange is to be pursued at the bus termini, additional bays would be needed. Locational Factors 4.1.8 Bus terminal facilities should be centrally located so as to be conveniently accessible on foot to residential, commercial and industrial activities. Access to the existing and proposed road system should be convenient and the ingress and egress points so located as not to cause conflict with traffic circulation on the adjacent road system and to facilitate satisfactory internal circulation. 4.1.9 Where they form part of a public transport interchange, access would be physically separated but walking distances between modes should be minimal. 4.1.10 Bus terminal facilities may be located in multi-storey developments, preferably on the ground floor. As they have potential to cause air pollution and noise impacts on nearby sensitive uses, they should be so sited or designed as to minimise such impacts. Standards for Bus Bays 4.1.11 Bus bays are provided to enable buses to stop for boarding/alighting passengers without obstructing other traffic. 4.1.12 The provision of bus bays should be considered on rural roads, feeder roads, primary distributor roads and 2-lane, 2-directional single carriageway district and local distributor roads. Where bus bays are required, the carriageway width in Tables 1 and 4 should be increased by 3.25 m. The length of bay for operation of one bus route would normally be 40 m. Locational Factors 4.1.13 Bus bays are located at bus stops. The location of bus stops are determined by bus passenger demand and a need to minimise access time and maximise a potential catchment area. They are normally located 400 m apart in urban areas. In rural areas a longer spacing may be acceptable. 4.1.14 Detailed guidance on the location and design of bus stops, bus bays and termini is provided in Chapter 2 of the TPDM Volume 9. Standards for Bus Depots 4.1.15 Bus depots are provided in accordance with Section 19 of the Public Bus Services Ordinance on a regional basis to facilitate the construction, repair and maintenance of buses and their parking when not in operation. The land requirement would be dependent on the size of fleet to be serviced. Because of the need to provide ramps and circulation areas, and the ramps must not have gradients exceeding 1 in 10, the preferred dimension for a multi-storey depot is that its width should be at least 80m; its length would depend on the number of buses to be serviced. Taking into account the dead space occupied by the ramps and circulation areas, the minimum size for a reasonably efficient multi-storey depot of regular shape is 8,000 m2 to 10,000 m2. Guidance on location and planning of bus depots is provided in Chapter 2 of the TPDM Volume 9. Locational Factors 4.1.16 Bus depots should be on level terrain with suitable vehicular access to the road system and centrally located in relation to bus terminal facilities to enable dead mileage to be minimised. 4.1.17 The siting of bus depots should take into account the environmental intrusion due to 24-hour operation of maintenance and repair activity and noise nuisance caused by buses travelling to and from the bus depot at late night and early morning. 4.2 Public Light Bus Termini General 4.2.1 A policy of containment of public light bus operations restricts the extension of public light bus activity into new towns, limited access roads and areas where the nature of their operations could present traffic problems. The policy also encourages the gradual conversion of red minibuses into the regulated green minibuses. 4.2.2 Green minibus routes are normally introduced in areas where a public transport demand exists but is insufficient to financially sustain the operation of higher capacity modes of public transport. Also physical accessibility constraints or a demand for more frequent service makes minibus operation more attractive. Green minibuses could also be used to provide feeder services to railway stations. Standards 4.2.3 Minibus termini should preferably be located off-street in close proximity to existing or future centres of demand. If possible, they should be incorporated into public transport interchanges. On average a 3-bay terminus with each bay accommodating 3 vehicles should be adequate. The minimum land requirement is about 800 m2. 4.2.4 Where off-street space is not available, on-street termini may be provided but they should preferably be physically segregated from other traffic in lay-bys with specific entry and exit points. The lay-bys should have a minimum length of 21 m and should preferably be 6 m wide to enable a stationary vehicle being overtaken within the lay-by and fire service vehicles to operate within the lay-by in an emergency. 4.2.5 Where on-street lay-bys are proposed, the carriageway widths should be increased as appropriate along the length of roadway where the lay-by is proposed. Locational Factors 4.2.6 Minibus termini should preferably be provided off-street. When on-street termini are to be provided, they should be located in side streets to avoid causing congestion on the main roads. 4.2.7 When green minibus termini are provided for interchange with other forms of public transport such as rail or ferry, their location should not affect the operation of franchised bus services. Specific provision for red minibuses should not normally be made at such locations. However, where franchised bus, green and red minibus termini are located in close proximity, they must be physically separated. 4.3 Taxi Stands Standards 4.3.1 Single or dual-bay taxi stands should be provided off-street at centres of heavy demand, preferably within large developments or public transport interchanges. Adequate covered provision should be available for queuing passengers. 4.3.2 About 500 m2 would be required for a single bay stand holding up to 5 vehicles and inclusive of access and turnaround area. Double bays should be considered wherever feasible to facilitate passing through of taxis as required. The number of bays would depend on the scale and types of developments in the vicinity. 4.3.3 Outside of public or private developments, on-street single-bay taxi stands are acceptable if located on side streets where they would not obstruct traffic circulation. Preferably, they should be located within lay-bys with convenient access to entrances of developments. 4.3.4 Shelters should be provided for queuing passengers where necessary and as far as possible to protect passengers from inclement weather. 4.3.5 Additional openings should be provided at the railings of taxi stands located at popular places to facilitate multiple boarding. 4.3.6 In places where loading of luggage is common and space is not a problem, saw-tooth layout should be considered. 4.3.7 Dropped kerbs at taxi stands should be provided to facilitate wheel-chair users. Locational Factors 4.3.8 Taxi stands should be provided at ferry terminals, rail stations, major public transport interchanges, the airport, hospital, cultural, entertainment or retail centres, and in large housing developments and locations in proximity to cross harbour tunnels and cross-boundary points. 4.3.9 They should be located at convenient access to entrances of nearby developments, near pedestrianised areas, or at pedestrian desire lines but should avoid queuing vehicles obstructing other traffic. 4.3.10 At locations like the airport where heavy demand is anticipated, adequate area should be provided for stacking of taxis and provision of ancillary facilities such as toilets for taxi drivers. 4.3.11 On-street locations in business and commercial districts should be in close proximity to centres of demand. 4.4 Ferry Terminals Standards 4.4.1 A ferry terminal is the point of embarkation or disembarkation on a particular ferry route. Its size and design are related to the number of routes served, the type of vessels use, the frequency of service, the nature (passengers/freight or vehicles) and volume of patronage. 4.4.2 Facilities within a passenger ferry terminal should include segregated waiting areas for each deck on the pier and each route where applicable, passenger queuing areas, ticket offices (with storage areas for computers or electronic passenger display equipment, etc.), turnstiles, staff rooms and public toilets. Consideration should also be given for passengers with disabilities, refuse collection point, as well as freight transport. Works and maintenance areas should also be provided, where necessary. 4.4.3 Normally, the waiting area is designed to accommodate 1.5 boatloads of passengers (assuming 500-1,500 passengers per boat, depending on vessel types) at a minimum provision of 0.65 m2 of waiting area per person. Due consideration should also be given to the passenger volume at weekends and public holidays, in particular for the outlying island services. 4.4.4 As interchange with other modes of land transport will normally be provided, terminals should be designed to avoid conflicting pedestrian and vehicular movements. 4.4.5 For vehicular ferry piers adequate vehicle waiting areas segregated from other traffic will need to be provided. Locational Factors 4.4.6 Ferry terminals should be located in proximity to residential, commercial or industrial developments which generate potential passenger movements. 4.4.7 Adequate interchange facilities with other types of public transport such as franchised buses, green minibuses, and taxis should be available within or adjacent to the ferry terminal. For piers designated for outlying island services, adequate general loading and unloading facilities should also be provided outside the piers. Dropped kerbs should be provided at loading and unloading points for goods vehicles and to cater for the need of passengers with disabilities. 4.4.8 The surrounding road network should have sufficient capacity for the anticipated volume of vehicular traffic generated, particularly in respect of vehicular ferries, and should have adequate footway and crossing facilities for pedestrian movements. With regard to the latter, provision of covered walkways linking adjacent areas to the ferry pier and grade-separated facilities should be provided as far as possible. Provision of travellators should be considered where justified. 4.4.9 Piers should be sited taking into account various factors such as exposure to wind, water currents, wave height and swell, depth of water, presence of any underwater utilities and the draft of vessels using the piers. They should be so sited as to avoid any conflict with sewage or drainage outfall and other marine activity, and to enable the proper disposal of waste and wastewater arising from the operation of the terminals. 4.5 Public Transport Interchanges General 4.5.1 In pursuing the government's objective of enhancing inter-modal co-ordination and having railway as the backbone of passenger transport, in the planning of new major land-use or transport developments the opportunity should be taken to plan for a network of high standard public transport interchanges. Public transport interchanges should be conveniently located and as far as possible provide a comfortable environment in order to encourage public transport ridership. 4.5.2 Major public transport interchanges should facilitate bus-bus or multi-modal interchange. They should normally be located at or near a mass rail carrier station. Accessibility will be the key to the planning and design of such public transport interchanges. Standards 4.5.3 The design requirements for public transport interchanges can generally be grouped into four categories:
4.5.4 Normally, a public transport interchange will comprise not less than 8 departure bays for operation of different public transport services. For public transport interchanges with parallel bays, two of the bays should be sufficiently wide enough to permit overtaking of a stationary vehicle. The actual size of the public transport interchange should be determined by the Transport Department. 4.5.5 Detailed guidelines for provision of public transport interchanges are given in Chapter 8 in the TPDM Volume 9. Locational Factors 4.5.6 Public transport interchanges are usually provided in town centres or other regional focal points where passengers interchange between services and modes. Preferably interchange between rail and other transport modes should be at the same level. However, if interchange between modes have to be at different levels, escalators and/or lifts should be provided for the convenience and efficiency of interchange passengers.
5.1 Walking and Pedestrian Environment 5.1.1 Walking is part of our daily life and a basic human activity. As a mode of transport, it is also the environmental friendliest. Hong Kong’s compact, mixed use development pattern is suited to walking as most people never live too far from essential services such as shops, schools, parks and various community facilities. Walking is manageable from distance point of view. 5.1.2 However, pedestrians often encounter problems including congestion, gradients, pedestrian/vehicular conflict, barriers, air and noise pollution as well as monotonous streetscape. In many cases, problems for pedestrian movement are a result of numerous competing interests for street space and a lack of overall co-ordination. 5.1.3 Notwithstanding, walking should be promoted as a regular mode of travel in the town planning and development process. Pedestrian environment should be conducive to walking and accessible by all persons. Pedestrian facilities/schemes should not be planned in isolation but need to be integrated with the surrounding land uses. More importantly, a comprehensive approach to pedestrian planning that balances the needs of different users of space should be adopted. 5.2 Broad Framework for Pedestrian Planning (1) A Comprehensive and Integrated Approach 5.2.1 As a compact city with a high population density and efficient public transport, Hong Kong has opportunities to become a pedestrian-friendly city. As the public realm for people, streets/pedestrian areas should be an attractive and enjoyable place where people are able to walk, meet and take leisure in safety and comfort. The needs of pedestrians should be given priority in the pedestrian planning process. To achieve this, pedestrian planning should be an integral part of new development and redevelopment. Retrofitting pedestrian facilities in the existing urban areas should also be considered. 5.2.2 To improve the pedestrian environment, a comprehensive and integrated approach in pedestrian planning should be adopted throughout the development process from planning, design, implementation, management and maintenance. The comprehensive approach should integrate the land use, transport, land management, economic, social, community and environmental aspects. (2) Strategy for Pedestrian Planning 5.2.3 To turn Hong Kong into a pedestrian-friendly city, a strategy for pedestrian planning comprising the following three components should be adopted : (a) Promotion of pedestrian planning for railway catchment areas Railway will form the backbone of land use planning and the passenger public transport network. As almost 70% of population and 80% of jobs will be placed within the catchment area of railways, railway-walking should be promoted as an integrated mode of transport through better pedestrian planning within the catchment area. Future strategic developments should be located around rail stations to facilitate pedestrian planning. (b) Strengthening of pedestrian planning for non-rail based public transport network The railway network should be complemented by the non-rail based public transport modes including franchised buses, public light buses, trams and ferries. Public transport interchanges should be co-located with rail stations to facilitate convenient modal interchange. Non-rail based public transport networks, particularly at key public transport interchange points, should be supported by good pedestrian planning. (c) Development of pedestrian network at local level Well-designed pedestrian networks would promote walking and are the cornerstone of a pedestrian city. Well-planned and designed pedestrian network/facilities (including mechanised facilities) would bring people from the transport nodes to their destinations and facilitate walking within the locality. Pedestrian networks within large public and private residential estates or other developments and their linkages to transport nodes should also be promoted. (3) Principles for Pedestrian Planning 5.2.4 To have better and more effective pedestrian planning, four guiding principles should be employed in the process : (i) Linkage Pedestrian routes should be clear, direct and with signage for easy recognition. They should be free of barriers to users (including those requiring special needs) and take pedestrians directly to where they want to go. Mechanised pedestrian facilities such as escalators, lifts and travellators could be considered to enhance pedestrian linkages and overcome level differences. (ii) Safety Pedestrian and vehicular conflict should be minimised. The design should enhance pedestrian safety and personal safety. Footways should be separated from vehicles and pedestrian facilities should be well-lit. (iii) Accessibility and Comfort Accessible and properly designed pedestrian facilities as well as adequately wide footpaths with rationalized street furniture, landscaping, good air circulation and where possible, weather protection measures, should be provided. (iv) Attractiveness and Vibrancy The pedestrian environment should be attractive, vibrant and identifiable. Suitable pedestrian areas could be used for a variety of activities such as outdoor performances, alfresco dining, flea markets to promote vibrancy of the general area. (4) Planning and Development Concepts 5.2.5 In the planning and development process, the following concepts should be considered to improve pedestrian planning : (i) Integration of Land Use with Major Pedestrian Generators/ Attractors This would include integrating developments of major pedestrian generator (rail station, ferry pier, public transport terminus) with major attractor (residential area, shopping centre, employment area, point of interests); putting activity nodes, generators and attractors within the neighbourhood or walking distance of 500m in early stage of land use planning or in an incremental approach for the existing urban area; and concentrating high density housing, employment and other land uses at or close to rail stations and other transport termini. (ii) Pedestrian Connectivity in Land Use Planning Pedestrian connectivity should be incorporated in the land use planning process through better linkage of generators and attractors; provision of pedestrian spine, landscaped deck, walkway/subway system and open space; and planning of pedestrian network within large public and private residential estates as well as major developments. (iii) Creation of a Vehicle-free Environment In land use planning, it is desirable to create a vehicle-free environment through developing piazza, providing sunken road in the district centre, locating major roads outside town centre, placing public transport interchange at the periphery of housing estate, using mega deck development concept and applying other segregation measures of pedestrians and vehicles. (iv) Urban Redevelopment In existing areas with urban renewal potential, comprehensive pedestrian network and better pedestrian environment should be provided through opportunities for urban redevelopment and renewal. (v) Area Enhancement For existing areas with limited scope for urban renewal, enhancement of existing linkages with various pedestrian generators and attractors should be implemented through area improvement plans, pedestrianisation, pedestrian priority areas and traffic regulatory and management measures. (vi) Developments / Buildings Conducive to Pedestrian Planning At street level, future developments/buildings conducive to pedestrian planning should be encouraged. This would include dedication of part of building lot for pedestrian passage, pavement widening and public areas and also enhancement of pedestrian environment such as provision of canopies to protect pedestrians from inclement weather. (vii) Vibrancy of Pedestrian Areas At local level, enhancement or introducing vibrancy of pedestrian areas would add value to pedestrian planning. This would include linking up pedestrian areas with activity nodes, creating special design themes and arranging outdoor activities in pedestrian areas, and also promotion of leisure walking. 5.3 Area Improvement Plan as a Tool for Integrated Improvement 5.3.1 Whilst it is easier to adopt the above guiding principles and development concepts for pedestrian planning in new development areas, there are more constraints in the existing urban areas. Integrated Area Improvement Plan (AIP) should be prepared to bring about an overall framework for improvement including pedestrian planning improvement to the existing congested urban areas. 5.3.2 AIP is basically a guiding plan which provides a framework for the comprehensive improvement of an area. It should recommend enhancement measures of short, medium and long term including land use restructuring and redevelopment proposals, urban design and environmental improvement proposals, traffic management proposals, pedestrian linkage improvement proposals, streetscape and landscape improvement proposals, proposals to sustain or increase the vibrancy and ambience within an area. 5.4 Guidelines on Planning for Pedestrian Facilities 5.4.1 Pedestrian facilities include integrated pedestrian network, pedestrian priority area, pedestrian precinct or mall/centre, pedestrianised street, traffic calming street, elevated or underground walkway system, mechanised facilities such as escalator and travellator, at grade signalised crossing, footpath and promenade, etc. 5.4.2 Pedestrian facilities should provide convenient and pleasant access to residential areas, employment centres as well as various transport and activity nodes. It is important that at the initial stage of planning, the needs of pedestrians are catered for and pedestrian facilities are planned as an integral part of the new development areas and in major redevelopment schemes within the existing built-up areas as appropriate. 5.4.3 Pedestrian facilities should be planned comprehensively to form an integrated network. The network could be provided three- dimensionally comprising grade-separated linkage by elevated walkway, subway, escalator, etc. The pedestrian facilities network near rail stations and major transport interchanges should cover a wide catchment area and to encourage use of the rail and public transport. To extend the normal walking distance of 500m from major residential area/activity centres, mechanised pedestrian facilities such as travellator could be provided where situation permits. 5.4.4 Pedestrian facilities should be user friendly and, as far as possible, incorporate universal design; avoid frequent change of levels; provide direct access to buildings and connected by ramps, escalator approaches or lifts at ground level. Natural and artificial surveillance should be provided where justified along subways and in the stairway of footbridges to enhance security. For walkways connecting to major residential area/activity centres with high pedestrian flow, they should preferably be covered to provide weather protection for pedestrians. Moreover, the walking distance for carrying goods along footway should preferably not exceed 100m. 5.5 Guidelines for Improvement of Pedestrian Environment (1) Provision of Public Spaces 5.5.1 Public space including piazza, green corridor, pedestrian precinct, etc. could be planned as a vehicle-free environment to enhance the pedestrian connectivity between activity areas. Public spaces should be integrated with existing and intended pedestrian desire lines and circulation routes to facilitate pedestrian movement. 5.5.2 Design of public spaces should be attractive to pedestrians. Special streetscape design can give character to public spaces, and promote its identity, use and role. The choice of colour, pattern and materials for street furniture and paving, etc. are important considerations. Public spaces should have good visibility across/ along streets, and have adequate shade and weather protection. 5.5.3 Local identity and sense of place should be created by the combination of pedestrian routes, activity spaces, careful use of materials in the public realm, and incorporation of landmark features and public art along pedestrian routes. District themes should be identified to enhance local identity and to reflect local history and contexts. Suitable local characteristics and elements (e.g. street markets, historic buildings, temples etc.) should be adopted/adapted into pedestrian themes and designs. 5.5.4 To increase the vibrancy of public spaces, they should be designed flexibly to accommodate a wide variety of activities for use by all persons. In prominent open spaces, outdoor performance venues, cafes or food stands and public conveniences may be provided to support longer stay. Piazza and square are potential spaces to promote public art in the city. Pedestrians would be exposed to more artwork, whilst the artwork would enhance the legibility of the urban environment. (2) Pedestrian Precinct/Pedestrianisation 5.5.5 In existing urban areas, the scope for provision of public spaces is rather limited. To provide more punctuation space and better walking environment for pedestrians, consideration should be given to creating a pedestrian precinct in the existing urban areas where the volume of pedestrian flow along roads or sections of roads is high, vehicular through traffic can be diverted to alternative roads and where servicing activity can be controlled. Selection of Streets for Pedestrianisation 5.5.6 The objectives and criteria for selection of streets for pedestrianisation as shown in Table 8 should be used for guidance. To provide a pleasant environment, extensive planting in the pedestrian areas should also be considered as far as possible. Table 8 : Objectives and Criteria for the Selection of Streets1 for Pedestrianisation2 General Guidelines
(3) Traffic Management Schemes 5.5.7 Apart from full pedestrianisation, other traffic management and improvement schemes can be considered to achieve pedestrian priority. Such measures include footpath widening by reducing traffic lanes, part-time pedestrianisation, traffic calming of a busy street by provision of special traffic management measures such as speed table or special road layout so as to achieve a better balance between pedestrians and vehicles in using road spaces. 5.5.8 Various layout, physical design and functional measures of street environment can be applied in different combinations to produce a more pedestrian friendly environment. Choice of traffic management measures depends on the environment to be created as well as the current and future use patterns. The Transport Planning and Design Manual can be referred to for more information on traffic management schemes. 5.6 Streetscape and Footpath 5.6.1 Street is | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
