HONG KONG INTEGRATED PUBLIC TRANSPORT SYSTEM

1. Introducing
The essence of an integrated public transport systemis to provide door-to-door travel to
passengers and make public transport easier to everyone. The system should make use of each
modespotency. It should be able to link up and facilitate the development of an efficient and
accessible network. Passengers will be satisfied only if suitable service frequency,high
reliability, simplicity,and fair fare are achieved. They will feel convenient, safe and secure
through better service linking.
These include better coordination between modes, provision of well-developed interchange
facilities and better pedestrianlinking facilities. Ahigh quality, low and non-polluting public
transport mode is essential to maintain a better environment. The provision of real-time
information ofpublic transport service and improved customer services can reduce barriers and
enhance understanding

Figure 1: Areas of integrations for successful transport delivery

Source : Luk and Olszewski 2001; Luk and Yang 2001; Konopatzki 2002, cited in Luk, J. and Olszewski,
P. (2003), Integrated Public Transport in Singapore and Hong Kong, Road and Transport Research.

From all areas the most importan are five areas, such as:

1. Physical Integration the close proximity and ease of access at mode interchanges will
greatly enhance public transport services. Walkways should be carefully designed for
passengers to change mode. Passengers should be within a short walking distance from
their residences to a transit stop. Cities like Hong Kong and Singapore have been able to
build mass transit stops in the heart of neighbourhoods, thereby providing close proximity
to residences, offices and retail outlets.
2. network Integration bus and rail systems should be an integrated network in their own
right and these separate networks should further complement one another. Feeder services
using buses, trams or light rail should be designed to maximise the patronage of the trunk
routes. Network integration is closely linked to physical integration and both contribute
towards the integration of infrastructure. For instance, it is relatively easy to change
between different lines on the London Underground (tube) network as tube stations have
been designed with a number of interchange points between tube lines. Cities such as Hong
Kong, Singapore and Kuala Lumpur have been able to redesign bus routes so that they feed
into, and support the mass transit/metro lines. Similarly, Londons underground and buses
connect with the above ground heavy rail network to take passengers to their final
destinations. An essential part of network integration involves timetabling services so that
intramodal and intermodal services connect efficiently and effectively.
3. Fare Integration a single fare card for multiple transit services will facilitate the transfer
between modes. Rebates can be implemented as an inducement for those who transfer from
one mode to another, e.g. zonal rebates in Vancouver. Whilst electronic ticketing is not a
prerequisite for integrated ticketing, it does provide a very powerful mechanism to
efficiently and effectively operate an integrated fares structure, for example, Hong Kong,
Singapore and London all have a smart card system in place which has underpinned the
increase of public transport usage. For example, public transport in Hong Kong accounts
for approximately 85 per cent of all main mode trips respectively. While other factors have
driven patronage growth in these examples, fare integration has underpinned and supported
integration in the networks.
4. Information Integration a comprehensive, easyto-use passenger travel guide is critical to
successful multi-modal travel. The signage at rail and bus stations should be properly
designed to convey effective information to travellers. Information Technologies (IT) and
Intelligent Transport Systems (ITS) can play important roles in integrated transport in

general and information integration in general; for example, at the major railway stations
in Japan, they have very clear signs differentiating directions to the high speed rail
network, the intercity trains network and the suburban/local trains network. In addition,
websites provide public transport users with information on the multi-modal transport
options available and the related details
5. Institutional Integration a common institutional framework is better able to undertake
landuse planning, travel demand management and integrated public transport services. In
the absence of such common framework, cooperation and coordination amongst
government agencies, and between the private and public sectors, become vitally
important; the evidence suggests that fewer layers of government are conducive to
providing integrated multi-modal transport, e.g. the city states of Hong Kong and
Singapore
Tabel 1. Integration in the Hong Kong Transport System

Source: Luk, J. and Olszewski, P. (2003), Integrated Public Transport in Singapore and
Hong Kong, Road and Transport Research. Retrieved 16 December 2010 from:
http://findarticles.com/p/articles/mi_qa3927/is_200312/ai_n9318847/?tag=content;col1

Hong Kong, with a land area of only 1,105 square kilometres has a population of more than seven million.

Every day, over 12.5 million passenger journeys are made on a public transport system which
includes railways, trams, buses, minibuses, taxis and ferries.
There are about 333 licensed vehicles for every kilometre of road, and the topography makes it increasingly
difficult to provide additional road capacity in the heavily built-up areas.

2. Identification
Hongkong Integrated Transportation System :

Vehicle; 6289; 1% Motor Cycle; 63860; 8%

Private
Bus; 3021;
0%
Public LightGovernment
4350; 1%
Goods Vehicles (incl. Special Purpose Vehicles); 118300; 15%
NonFranchised & Private Buses; 7645; 1%
Franchised Buses; 5845; 1%
Taxi; 18138; 2%

Private Motor Car; 541751; 70%

Source : HKSAR Transport Department, Transport Department Annual Report 2014

1. Motor Cycle
a. Goal :
b. Boundaries :
- Historical :
-

Physical :

- Organizational:
- Economic:
- Time:
c. Stakeholders :
d. Complexitas :
2. Private Motor Car
a. Goal :
b. Boundaries :
- Historical :
- Physical :
- Organizational:
- Economic:
- Time:

c. Stakeholders :
d. Complexitas :
3. Taxi
a. Goal :
b. Boundaries :
- Historical :
- Physical :
- Organizational:
- Economic:
- Time:
c. Stakeholders :
d. Complexitas :
4. Franchised Buses
a. Goal :
b. Boundaries :
- Historical :
- Physical :
- Organizational:
- Economic:
- Time:
c. Stakeholders :
d. Complexitas :
5. NonFranchised & Private BusesGoal :
a. Boundaries :
- Historical :
- Physical :
- Organizational:
- Economic:
- Time:
b. Stakeholders :
c. Complexitas :
6. Public Light Bus
a. Goal :
b. Boundaries :
- Historical :

Public light buses[edit]

Main article: Public light bus

Public light bus

The public light buses in Hong Kong are passenger transport vehicles (minibuses) with a capacity of
16 passengers. The capacity was 14 before the 1980s. They provide feeder services to buses and
the railway. There are 4,350 minibuses in Hong Kong and this figure has been capped by the
Transport Department as available licenses.[7] They can be divided into two types: red public
minibuses and green public minibuses. The red public minibuses, which number around 1,200 of the
4,350 do not need to operate on fixed routes or fixed schedules and may charge any fare desired,
although special prohibitions apply. Green public minibuses operate on fixed routes in set
frequencies stipulated by the Transport Department of Hong Kong. Other kinds of light bus services,
for example, the Nanny vantransports provided by such van owners during the 1980s are considered
illegal beyond their operation routes.

- Physical :
- Organizational:
- Economic:
- Time:
c. Stakeholders :
d. Complexitas :
7. Goods Vehicles (incl. Special Purpose Vehicles)Goal :
a. Boundaries :
- Historical :
- Physical :
- Organizational:
- Economic:
- Time:
b. Stakeholders :
c. Complexitas :
8. Ferry
e. Goal :
f. Boundaries :
- Historical :
- Physical :

- Organizational:
- Economic:
- Time:
g. Stakeholders :
h. Complexitas :
Railways
MTR atau Mass Transit Railway () adalah sistem angkutan cepat di Hong Kong. Sistem ini
merupakan salah satu angkutan cepat paling untung di dunia, dengan rasio tiket-terhadapoperasional mencapai 186%.[3] Sejak dimulainya pelayanan MTR yang dibuka pada 1979, jaringan
ini telah berkembang mencakup tujuh jalur dan 154 stasiun sepanjang 218.2 km (135.6 mi),
termasuk 86 stasiun kereta dan 68 pemberhentian kereta ringan. Dioperasikan oleh MTR
Corporation Limited, sistem MTR merupakantransportasi publik yang sangat populer di Hong Kong,
dengan rata-rata penumpang 2,45 juta perjalanan tercatat setiap harinya.
Dengan kebijakan pemerintah yang berpihak pada transportasi berbasis rel, [4] sistem MTR
merupakan transportasi publik yang sangat populer di Hong Kong, dengan rata-rata lebih dari 5 juta
perjalanan tiap harinya. Sistem ini dengan konsisten mempertahankan ketepatan waktu 99.9%.
Pada tahun 2012, MTR mempunyai pangsa pasar 46.4% untuk transportasi publik, menjadikannya
paling populer di Hong Kong.[5] Integrasi teknologi pembayaran dengan kartu pintar Octopus ke MTR
bulan September 1997 semakin menarik minat para komuter untuk menggunakan MTR.
Pembangunan MTR dimulai dari studi yang dimulai tahun 1967 oleh Pemerintah Hong Kong untuk
menemukan solusi bagaimana mengatasi kemacetan jalan raya yang disebabkan
meningkatnya ekonomi negara ini.[6] Konstruksi dimulai tidak lama setelah studi, dengan jalur
pertama dibuka tahun 1979. MTR dengan cepat populer bagi penduduk Hong Kong, maka jalur-jalur
berikutnya segera dibangun sehingga capaian daerahnya makin luas. [7][8]
Karena pengoperasiannya yang sukses, MTR kemudian menjadi model bagi sistem angkutan cepat
lain di dunia, terutama Tiongkok daratan.[9]

3. System of system (Sos) Hongkong Integrated Transportation System