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Old November 20th, 2008, 02:10 PM   #721
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It's good to Hong Kong keeping the Double deckers, Vietnam has started using using there own double deckers in Ho chi minh city
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Old November 20th, 2008, 05:14 PM   #722
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I don't think there are or have been plans to move from double deckers to single decker fleets.
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Old November 20th, 2008, 06:47 PM   #723
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Quote:
Originally Posted by hkskyline View Post
I don't think there are or have been plans to move from double deckers to single decker fleets.
Well I am pleased to hear that, I was in Hong Kong a few years ago and was just wondering if double deckers were still as popular now as they were then. When I started seeing them in Ho chi minh city my first thought was off course Hong Kong.
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Old November 24th, 2008, 01:47 PM   #724
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After a 10-year Marathon discussions of compansation, KMB (Kowloon Motor Bus) Route 70 will finally end its service from December 7 2008.

KMB Press Release:
KMB Strengthens the Octopus Bus-Bus Interchange Programme to tie in with the Cancellation of Route 70

HK's Transport Dep't Press Release:
Traffic Advice-Strengthening the Octopus Bus-Bus Interchange schemes to tie in with the Cancellation of KMB Route 70 (Sheung Shui - Jordan (Wui Cheung Road))


--Farewell, KMB Route 70!
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Old November 27th, 2008, 04:48 PM   #725
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Old November 28th, 2008, 08:28 PM   #726
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Old December 3rd, 2008, 06:37 AM   #727
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Old December 8th, 2008, 06:18 AM   #728
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Bus services should reflect changing needs
8 December 2008
South China Morning Post

Our buses are a marvel of functionality on the city's choked main thoroughfares, helping to keep people moving almost anywhere they want to go. They are an integral part of a safe, affordable public transport system that is the envy of most other places. Moves to streamline the services to meet the city's changing needs are therefore welcome. But as we report today, they also face resistance.

Bus services, once confined to one operator on each side of the harbour, have proliferated even as the MTR trains have spread their reach underneath them. Compared with other large cities, travellers are often spoilt for choice. It is not surprising that there is room for streamlining, by removing or reducing some services that are duplicated and/or underused. The benefits of such a move include fewer buses contributing to congestion, and cleaner roadside air. People readily agree that would be a good thing, subject of course to the nimby (not in my backyard) syndrome. For the sake of their own convenience, they do not want services that run past their homes to be affected. Some even cite emotional attachment as a reason for keeping an old bus service. As a result, government officials find that however strong the case for cancelling or reducing a bus service on economic and environmental grounds, it can take years of lobbying to convince councils and residents to accept it.

There is no reason to suppose that a proposal to remove or reduce services on more than half the 26 bus routes that serve Eastern District will be any different. As we report today, a district councillor says the council is unlikely to accept such a "drastic" proposal. It is, however, only the beginning of the Transport Department's route realignment plans for the 18 districts. The aim is to consolidate and reduce the number of buses that converge on major arteries such as King's, Hennessy and Nathan roads. A government source rightly says that in King's Road, for example, the choice of dozens of lines, all more or less going along the same route, does nothing for air quality or the economics of bus operations, not to mention traffic flow. Advisers to the government on air-quality objectives have suggested a 10 per cent cut in total bus trips by 2010 through route rationalisation.

The government's policy intentions are good, but will challenge its powers of persuasion. The question is how to strike a balance with people's desire for easy access to the most direct route to where they want to go. In such a densely populated, highly mobile society, tailoring transport services to demand is a constant priority. Reversing over-servicing can be politically difficult. But it could be made more palatable by a modern network of bus interchanges that offer flexibility in its place. An example is the airport route, serviced by buses that are often near empty. Granted, air travellers with luggage want the convenience of a direct route to the airport. But the wasteful, polluting use of resources could be reduced by an interchange at, say, Tsing Yi, where buses from all over could feed passengers to frequent departures for the airport.

The controversy over reclamation for the Central-Wan Chai bypass is a reminder that we cannot go on building new roads to improve traffic flow. Experience shows that they tend to create more traffic to fill them. Innovative solutions are called for to make better use of the roads we have. Bus interchanges that offer a pleasant, convenient experience and frequent, reliable services that meet demand could enhance the role that public transport plays in keeping us on the move.
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Old December 8th, 2008, 04:47 PM   #729
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I wonder who wrote that article. People often raise the CWB will only bring more traffic to town, but they never mention it can relief the congestion with additional proper traffic management, e.g. ERP.

I agree some bus routes can be streamlined in HKI. But it's really not that easy to do when there is only one arterial along in any direction with numerous terminus and high demand of service. The interchange scheme has been used in Kowloon and the NT.

And it was such a bad example to suggest an interchange for airport service.
S/he must have not been experienced to transfer two to three times with two or three big baggage to/from the airport using the normal bus service. It is such a pain to carry the baggage aboard and alight with only two hands, under the pressure to move as quick as possible and then try to fit all without disturbing others inside the tight narrow aisle. Plus there is an actual statement that such baggage shouldn't be carried onto the bus, except which has a baggage rack (i.e. airport buses.) The driver has the authority to not allow such passenger to get on board. Whatever we are doing now is a favor from the bus driver. Despite the airport services are not highly utilized, but they still should be available for travellers connecting the airport with rest of the city in a convenient fashion at a affordable cost. And some of them serve more than just a airport bus, they are commute routes as well.
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Old December 9th, 2008, 04:33 PM   #730
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Bus services should reflect changing needs
8 December 2008
South China Morning Post

Our buses are a marvel of functionality on the city's choked main thoroughfares, helping to keep people moving almost anywhere they want to go. They are an integral part of a safe, affordable public transport system that is the envy of most other places. Moves to streamline the services to meet the city's changing needs are therefore welcome. But as we report today, they also face resistance.

Bus services, once confined to one operator on each side of the harbour, have proliferated even as the MTR trains have spread their reach underneath them. Compared with other large cities, travellers are often spoilt for choice. It is not surprising that there is room for streamlining, by removing or reducing some services that are duplicated and/or underused. The benefits of such a move include fewer buses contributing to congestion, and cleaner roadside air. People readily agree that would be a good thing, subject of course to the nimby (not in my backyard) syndrome. For the sake of their own convenience, they do not want services that run past their homes to be affected. Some even cite emotional attachment as a reason for keeping an old bus service. As a result, government officials find that however strong the case for cancelling or reducing a bus service on economic and environmental grounds, it can take years of lobbying to convince councils and residents to accept it.

There is no reason to suppose that a proposal to remove or reduce services on more than half the 26 bus routes that serve Eastern District will be any different. As we report today, a district councillor says the council is unlikely to accept such a "drastic" proposal. It is, however, only the beginning of the Transport Department's route realignment plans for the 18 districts. The aim is to consolidate and reduce the number of buses that converge on major arteries such as King's, Hennessy and Nathan roads. A government source rightly says that in King's Road, for example, the choice of dozens of lines, all more or less going along the same route, does nothing for air quality or the economics of bus operations, not to mention traffic flow. Advisers to the government on air-quality objectives have suggested a 10 per cent cut in total bus trips by 2010 through route rationalisation.

The government's policy intentions are good, but will challenge its powers of persuasion. The question is how to strike a balance with people's desire for easy access to the most direct route to where they want to go. In such a densely populated, highly mobile society, tailoring transport services to demand is a constant priority. Reversing over-servicing can be politically difficult. But it could be made more palatable by a modern network of bus interchanges that offer flexibility in its place. An example is the airport route, serviced by buses that are often near empty. Granted, air travellers with luggage want the convenience of a direct route to the airport. But the wasteful, polluting use of resources could be reduced by an interchange at, say, Tsing Yi, where buses from all over could feed passengers to frequent departures for the airport.

The controversy over reclamation for the Central-Wan Chai bypass is a reminder that we cannot go on building new roads to improve traffic flow. Experience shows that they tend to create more traffic to fill them. Innovative solutions are called for to make better use of the roads we have. Bus interchanges that offer a pleasant, convenient experience and frequent, reliable services that meet demand could enhance the role that public transport plays in keeping us on the move.
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Old December 9th, 2008, 04:33 PM   #731
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Eastern bus routes face axe
More than half of trips in district may be cut

8 December 2008
South China Morning Post

More than half of the 26 bus routes serving Eastern District may be axed or have the number of their trips cut if a proposal by the Transport Department is approved. And cuts in the other 17 districts may follow.

Hong Kong Island could lose at least 163 bus trips a day, or 4,890 trips a month, if the department's latest development plan to remove four routes that either end at or pass by Eastern District wins support from the district council. Another 11 bus routes may be shortened, or run less frequently.

But a district councillor said the council was unlikely to accept such drastic changes.

Sources familiar with the plan said this was only the first step of a major realignment scheme that sought to consolidate and reduce the number of buses running along the island's main arteries such as King's Road and Hennessy Road.

"At any bus stop along King's Road, a passenger always has dozens of bus lines to choose from, all going more or less along the same route," a government source said.

"This neither helps improve air quality nor the bus operator's finances."

Similar-sized cuts are also expected in plans for Wan Chai and Central and Western districts, to be released in February. The same principle applies to Nathan Road, the often choked-up convergence point for buses from Kowloon and the New Territories.

Air-quality reviewers have advised the government to cut 10 per cent of bus trips by 2010 through route rationalisation.

Eastern District councillor Lai Chi-keung agreed that some of the bus routes should be merged, but he expected the suggestion to merge bus No19 - an old route serving mainly schoolchildren between North Point and Happy Valley - with No63, which goes from North Point to Stanley prison, would face strong protests from the community. "No19 was 83 per cent full during peak hours, and it has been running for a long time. Why are they cutting it?"

A spokeswoman for New World First Bus said No19 sometimes carried only a dozen passengers outside peak hours, and most passengers only went as far as Causeway Bay from Happy Valley.

Other proposed reductions include a night bus running between Central and Sha Tin, a service between Wan Chai and Braemar Hill, and a holiday route between Stanley and Siu Sai Wan.

The department is proposing additional services for five harbour-crossing routes in its latest plan.

A bus route can have trips added only if its occupancy rate in the busiest hour of the day exceeds 85 per cent.

One bus route at least ran on its last legs yesterday.

Fans of bus No70 waved it a fond farewell as one of Hong Kong's oldest bus routes was taken off the roster after 40 years in service.

No70, the first Kowloon Motor Bus line to run between Sheung Shui and Jordan, started in January 1968. It pulled out of the Jordan terminus at 12.35am yesterday for the last time.

The route, which was served mainly by a non-air-conditioned bus that took two hours to complete each run, was only 21 per cent full on average in 2006.

Fans agreed it was inefficient to keep the route, but they had been unwilling to let it go for sentimental reasons.

KMB is also planning to trim routes between Tin Shui Wai and Jordan as it expects a drop in patronage after the Kowloon Southern Link comes into service next year.
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Old December 10th, 2008, 02:01 PM   #732
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Two buses were burnt again!

RTHK News:
Fires on two buses
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Old December 10th, 2008, 02:11 PM   #733
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Gov't Press Release:
LCQ19: Fare concessions offered by bus companies
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Old December 12th, 2008, 04:08 AM   #734
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I just hope the extra income the bus companies are going to recover will improve the service quality and better vehicle maintenance. The service quality, in term of comfort, has really been going down hill.
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Old December 12th, 2008, 12:03 PM   #735
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KMB is pretty good ... most of the buses are new. On the Island side it's not as nice.
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Old December 12th, 2008, 12:10 PM   #736
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judging by the pictures i find them new and probably very comfortable... at least KMB buses...

lol, i wondered... has anyone started drawing that bus map i talked few months ago
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Old December 12th, 2008, 04:30 PM   #737
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Quote:
Originally Posted by hkskyline View Post
KMB is pretty good ... most of the buses are new. On the Island side it's not as nice.
History repeats itself. NWS Holding (CTB and NWFB) is just walking the old path of CMB.
It takes almost two decades for CMB to deteriorate to an unacceptable level where the public and government couldn't stand after 70 years of service. Seriously, NWS Holding is only ten years old and has been walking the CMB path in the last five since it's become the monopoly again. Especially in the Southern District.
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Old December 13th, 2008, 05:36 AM   #738
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By 何文田 from a Hong Kong discussion forum :













































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Old December 13th, 2008, 10:11 AM   #739
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photo album of number 70
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Old December 14th, 2008, 05:44 AM   #740
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Quote:
Originally Posted by hkskyline
KMB is pretty good ... most of the buses are new. On the Island side it's not as nice.
Quote:
Originally Posted by EricIsHim View Post
History repeats itself. NWS Holding (CTB and NWFB) is just walking the old path of CMB.
It takes almost two decades for CMB to deteriorate to an unacceptable level where the public and government couldn't stand after 70 years of service. Seriously, NWS Holding is only ten years old and has been walking the CMB path in the last five since it's become the monopoly again. Especially in the Southern District.
Actually, it is the 18-year deprecation in accounting from the Transport Depít led this happened. When Citybus gained dozens of franchised bus routes from CMB in 1993 and also 1995-6, it purchased many then brand new A/C buses to replace the old non-A/C buses at once. It almost did the same way, except they are in low-floor A/C buses, when NWFB took over the franchise from CMB in 1998. Since those buses are still under the accounting period, no new buses were purchased from Citybus and NWFB for a long time until last year. On the other hand, KMB is regularly replace old buses (when the buses are going to the age of 17) to new over several years, it makes KMB has the youngest bus age temporally.

Nevertheless, although KMB has the youngest bus age temporally, its operation model is really an elephant which canít dance. They do not set the competitive section fare over the minibuses and many of the potential bus passengers washed away to minibuses. Also, they do not set the frequencies predictable for passengers, some of the routes set in 17-18 mins or 22/23 mins, instead of 15 or 20 mins. Furthermore, we still have to pay two-way section fare in exact fare in Cash (such as on route 64K), instead of Octopus, for KMB. Those are really the weakness for KMB where Citybus and NWFB are on the strength.
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