The effects of improvement in public transportation capacity on residential price gradient in Hong Kong

1998 ◽  
Vol 16 (4) ◽  
pp. 397-410 ◽  
Author(s):  
K.W. Chau ◽  
F.F. Ng
Keyword(s):  
Hong Kong ◽  
Public Transportation ◽  
Transportation Capacity

scholarly journals Identification and Quantification of Node Criticality through EWM–TOPSIS: A Study of Hong Kong’s MTR System

2021 ◽  
Author(s):  
Yifan Zhang ◽  
S. Thomas Ng
Keyword(s):  
Hong Kong ◽  
Public Transportation ◽  
Early Stage ◽  
Network Robustness ◽  
Global Network ◽  
Practical Significance ◽  
Topsis Method ◽  
Urban Resilience ◽  
Network Efficiency ◽  
Entropy Weight

AbstractPublic transport networks (PTNs) are critical in populated and rapidly densifying cities such as Hong Kong, Beijing, Shanghai, Mumbai, and Tokyo. Public transportation plays an indispensable role in urban resilience with an integrated, complex, and dynamically changeable network structure. Consequently, identifying and quantifying node criticality in complex PTNs is of great practical significance to improve network robustness from damage. Despite the proposition of various node criticality criteria to address this problem, few succeeded in more comprehensive aspects. Therefore, this paper presents an efficient and thorough ranking method, that is, entropy weight method (EWM)–technology for order preference by similarity to an ideal solution (TOPSIS), named EWM–TOPSIS, to evaluate node criticality by taking into account various node features in complex networks. Then we demonstrate it on the Mass Transit Railway (MTR) in Hong Kong by removing and recovering the top k critical nodes in descending order to compare the effectiveness of degree centrality (DC), betweenness centrality (BC), closeness centrality (CC), and the proposed EWM–TOPSIS method. Four evaluation indicators, that is, the frequency of nodes with the same ranking (F), the global network efficiency (E), the size of the largest connected component (LCC), and the average path length (APL), are computed to compare the performance of the four methods and measure network robustness under different designed attack and recovery strategies. The results demonstrate that the EWM–TOPSIS method has more obvious advantages than the others, especially in the early stage.

Transportation—The Political Dimensions of an Economic Dilemma

1963 ◽  
Vol 345 (1) ◽  
pp. 47-57
Author(s):  
William B. Johnson
Keyword(s):  
Resource Allocation ◽  
Public Transportation ◽  
Free Market ◽  
Control Device ◽  
Large Measure ◽  
Transportation Management ◽  
Economic Weight ◽  
Transportation Capacity ◽  
Political Dimensions ◽  
Political Leverage

Although we have a large and flexible transportation capacity in our economy, it is becoming inefficient and overly costly through misallocation and wasteful use of national resources. Private carriage of one's own goods and person survives and grows to a major degree because current public policy and regulation regarding common carriers inhibit their power to compete. At the same time, private carriage is crowding the capacity of its right of way and is using its vehicular units inefficiently. The current pattern of public transportation regulation tends to resist market entry and exit— that is, to resist market forces which shift resource allocation or investment from one mode of carriage or transportation enterprise to another. The principal control device is minimum-price regulation. Exempt, private, or common carrier interests in the market have relied on this aspect of public regulation and have vested, in varying degrees. Their political leverage is beginning to equal the economic weight of their investment and services, and, in consequence, improvement of transportation resource allocation has become in large measure a problem solvable only by the legislature and not by transportation management or by the forces of the free market.

Introduction

2021 ◽  
pp. 1-18
Author(s):  
Jason Frank
Keyword(s):  
United States ◽  
Hong Kong ◽  
Public Transportation ◽  
New Technologies ◽  
The United States ◽  
Democratic Legitimacy ◽  
Representative Government ◽  
Police Violence ◽  
The People ◽  
Elected Representatives

When collective protest develops in the streets and occupied squares, it becomes not simply a demand for democracy addressed to the disputed power but an affirmation of democracy effectively implemented. —Jacques Rancière As another cycle of collective protest reverberated around the globe in recent years, crowds again took to the streets and public squares of cities from Santiago to Beirut, from Hong Kong to Baghdad, claiming their elected representatives do not, in fact, represent them. In the United States, the largest protest movement in its history—the Movement for Black Lives—drew between fifteen to twenty-six million people into the streets of hundreds of different cities and towns, and did so in the middle of a global pandemic’s demand for social distancing. The local grievances which triggered these uprisings vary widely—an increase in the price of public transportation, a tax on a popular messaging service, a revised extradition law, searing examples of racist police violence—but all express dismay and disgust at the economic and political inequalities of the existing system of representative government and a common demand to return political power to the people themselves. “Our government is a government of thugs!” “Chile woke up!” “There are no rioters, only a tyrannical regime!” The figurative space opened up by a widespread crisis of democratic legitimacy once again filled the streets with multitudes banging pots and pans, occupying public buildings and squares, building barricades, and throwing improvised dance parties celebrating the coming fall of the regime. Amid the proliferation of ever-new technologies enabling virtual forms of assembly, political participation, and “preference ...

Econometric Analysis of Monthly Peak-Hour and Total Usage Patterns of Hong Kong’s Cross-Harbor Tunnels

2018 ◽  
Vol 2672 (5) ◽  
pp. 1-11
Author(s):  
Chi Keung Woo ◽  
Kang Hua Cao ◽  
Yuk-shing Cheng ◽  
Alice Shiu ◽  
Raymond Li
Keyword(s):  
Hong Kong ◽  
Public Transportation ◽  
Time Dependent ◽  
Demand System ◽  
Traffic Delays ◽  
The World ◽  
Usage Patterns ◽  
Publicly Owned ◽  
Privately Owned ◽  
Total Usage

As one of the most densely populated metropolises in the world, Hong Kong daily sees severe traffic delays at the Cross-Harbour Tunnel (CHT), though not at the Eastern Harbour Crossing (EHC) or the Western Harbour Crossing (WHC). In 2013, the Hong Kong Special Administrative Region (HKSAR) Government proposed raising the tolls of the publicly owned CHT and lowering those of the publicly owned EHC for nine vehicle types: private cars, motorcycles, taxis, three kinds of buses, and three kinds of goods vehicles. The privately owned WHC’s already high tolls, however, would remain unchanged. Using monthly usage and peak-hour usage data for January 2003 through June 2015, a Generalized Leontief demand system was estimated and found that private cars, motorcycles, and goods vehicles have price-sensitive tunnel usage patterns that are also time-dependent. The usage patterns of taxis and buses, which are public transportation vehicles, are totally price-insensitive. These findings suggest that the HKSAR Government’s proposed toll changes would reduce the CHT’s monthly usage by 7.4%–12.2%, and peak-hour usage by 5.0–16.8%. These usage reduction estimates suggest that a time-of-use (TOU) toll design can better manage CHT congestion than the current non-TOU design.

scholarly journals Sociodemographic predictors of knowledge, mosquito bite patterns and protective behaviors concerning vector borne disease: The case of dengue fever in Chinese subtropical city, Hong Kong

2021 ◽  
Vol 15 (1) ◽  
pp. e0008993
Author(s):  
Emily Ying Yang Chan ◽  
Eugene Siu Kai Lo ◽  
Zhe Huang ◽  
Holly Ching Yu Lam ◽  
May Pui-shan Yeung ◽  
...  
Keyword(s):  
Hong Kong ◽  
Dengue Fever ◽  
Uptake Rate ◽  
Public Transportation ◽  
Protective Behavior ◽  
Protective Behaviors ◽  
Protective Measures ◽  
Mosquito Bite ◽  
Dengue Outbreak ◽  
At Home

Geographic pattern of dengue fever is changing due to the global environmental and climate changes in the 21st century. Evidence of community’s knowledge, mosquito bite patterns and protective behavior practices in non-endemic regions is limited. This study examined the knowledge of dengue, mosquito bite patterns, protective behavior practices and their associated factors in Hong Kong, a non-endemic subtropical city. A population-based random telephone survey (n = 590) was conducted three weeks after the government announcement of a local dengue outbreak in August 2018. Sociodemographic status, awareness, knowledge, protective measures, bite patterns of mosquito were collected. Results indicated high level of community awareness of the local outbreak (95.2%), symptom identification (84.0%) and adoption of at least one mosquito protective measures (nearly 80%). About 40% of respondents reported that they were bitten by mosquitoes during the study period, a high mosquito season in Hong Kong. Mosquito bites were prevalent near grassy area (63.4%), at home (42.6%) and at public transportation waiting spots (39.6%). Younger people (< 25 years old), female, those who lived on lower floors (≤the 6th) and near grassy area were at higher risk of mosquito bites at home. Respondents perceived higher threat of dengue to society were more likely to practice mosquito prevention. While residential factors affected their indoor prevention, other socio-demographic factors affected the outdoor prevention. Practicing prevention behaviors were associated with self-reported mosquito bite at home. Furthermore, the general prevention uptake rate unchanged after the announcement of local dengue outbreak. Although the uptake rate of protective measures during August was high, 40% participants reported they were bitten. Also public locations are more common area for bites, which suggested stronger mosquito prevention and control on public environments and more personal protective behaviors should be advocated.

scholarly journals Contributions of vehicular carbonaceous aerosols to PM<sub>2.5</sub> in a roadside environment in Hong Kong

2014 ◽  
Vol 14 (1) ◽  
pp. 57-93 ◽  
Author(s):  
X. H. Hilda Huang ◽  
Q. J. Bian ◽  
P. K. K. Louie ◽  
J. Z. Yu
Keyword(s):  
Hong Kong ◽  
Public Transportation ◽  
Road Traffic ◽  
Receptor Modeling ◽  
Vehicular Emissions ◽  
Carbonaceous Aerosols ◽  
The Road ◽  
Monthly Average ◽  
Primary Emissions ◽  
Roadside Environment

Abstract. Hourly measurements of elemental carbon (EC) and organic carbon (OC) were made at Mong Kok, a roadside air quality monitoring station in Hong Kong for a year from May 2011 to April 2012. The monthly average EC concentrations were 3.8–4.9 μgC m−3, accounting for 9.2–17.7% of the PM2.5 mass (21.5–49.7 μg m−3). The EC concentrations showed little seasonal variation and peaked twice daily in coincidence with the traffic rush hours of a day. Good correlations were found between EC and NOx concentrations, especially during the rush hours in the morning. In time periods when diesel-powered vehicles dominated the road traffic, the OC / EC ratio was approximately 0.5. The analysis by the minimum OC / EC ratio approach to determine OC / EC ratio representative of primary emissions also yields a value of 0.5, suggesting that it is a reasonable lower limit estimation of (OC / EC)vehicle in representing vehicular emissions. By applying the derived (OC / EC)vehicle ratio to the dataset, the monthly average vehicle-related OC was estimated to account for 16.6–64.0% of the measured OC throughout the year. Vehicle-related OC was also estimated using receptor modeling of a combined dataset of hourly NOx, OC, EC and select volatile organic compounds. The estimations by the two different approaches were in good agreement. When both EC and vehicle-derived organic matter (OM) (assuming an OM-to-OC ratio of 1.4) are considered, vehicular carbonaceous aerosols contributed ~ 7.3 μg m−3 to PM2.5, accounting for ~ 20% of PM2.5 mass (38.3 μg m−3) during winter when Hong Kong was largely influenced by regional transport of air pollutants and ~ 30% of PM2.5 mass (28.2 μg m−3) during summertime when local emission sources were dominant. A reduction of 3.82 μg m−3 in vehicular carbonaceous aerosols was observed during 07:00–11:00 LT (i.e. rush hours on weekdays) on Sundays and public holidays. This could mainly be attributed to less on-road public transportation (e.g. diesel-powered buses) in comparison with non-holidays. These multiple lines of evidence confirm local vehicular emissions as an important source of PM in an urban roadside environment and suggest the importance of vehicular emission control in reducing exposure to PM2.5 in busy roadside environments.

scholarly journals Deciphering Property Development around High-Speed Railway Stations through Land Value Capture: Case Studies in Shenzhen and Hong Kong

2021 ◽  
Vol 13 (22) ◽  
pp. 12605
Author(s):  
Weihang Gong ◽  
Jing (Victor) Li ◽  
Mee Kam Ng
Keyword(s):  
Hong Kong ◽  
Public Transportation ◽  
High Speed ◽  
Resource Scarcity ◽  
Land Resource ◽  
Land Value ◽  
Property Development ◽  
High Speed Rail ◽  
Value Capture ◽  
Power Direction

Property development around transit stations has been viewed by many governments as a considerable way of financing public transportation. However, despite mounting evidence of the positive relationship between transport investment and proximate land value, the stakeholder relationship in enabling complex property–transit development has received relatively scarce attention. In this study, we analyze the railway financing strategies in two cities (Shenzhen and Hong Kong) connected by the first cross-border high-speed rail (HSR) network in China. Using a holistic power approach, this study presents power direction, power strength, and power mechanism as the critical factors for each case. The results reveal that different stakeholder relations arising from different social and institutional contexts have led to varying land value capture practices. The findings of this study contribute to sustainable railway financing in three phases: First, it unravels the relationship between railway financing and property development under the context of an intercity railway program, with the intervention of state power. Second, it sorts out critical elements in the implementation of the land value capture mechanism, especially institutional factors such as the role of the transit agency. Third, it directs a flexible development of the land value capture theory to cope with foreseeable problems such as land resource scarcity, institutional complexity, and interest divergence.

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