各位可以睇下1981年宣佈筆架山至馬場電氣化嘅報導:
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即係同鰂魚涌站一樣,地鐵嗰邊係後來強行改建做轉車站,所以佈局先會咁強差人意 |
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不電氣化的話,可改用DMU,性能不及EMU,但仍勝於柴油車頭。
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當年政府與兩鐵就交匯站問題議而不決,九龍塘、旺角、紅磡、尖沙咀均曾考慮過。九龍塘可說是最簡單、工程規模最小的解決辦法。何況,根據顧問公司建議,東九龍線應不遲於1986年啟用,預計屆時將有不少乘客取道紅磡轉車。
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小小題外話, 不只鰂魚涌站, 這涉及第二條過海通道問題, 1980 年初有三個方案:
1) 加大紅隧流量 (在現有紅隧毗鄰加建一條雙程四線管道);
2) 興建新海隧連接西營盤及深水埗 (當時赤蠟角機場計劃已擱置, 不涉及現有新機場項目)
3) 在鯉魚門海峽興建連接鯉魚門及筲箕灣阿公岩的跨海大橋 (鯉魚門大橋)
最後結論:
1) 長度為紅隧三倍, 成本最高, 興建需時 ;
2) 加重現有紅隧兩岸地區交通負荷, 擠塞進一步惡化;
3) 成本最低, 需時最短, 但橋樑高度未能同時遷就航機降落安全高度 (當時假設啟德機場仍會在中短期內繼續使用) 及遠洋輪船通過的最低高度
結果: 推出另一新方案, 興建新海隧連接觀塘茶果嶺及鰂魚涌, 同時為了解決當時地鐵金鍾至尖沙咀過海擠迫問題, 建議延長觀塘線由觀塘站經藍田取道新海隧連接鰂魚涌站, 最後拍板興建一條汽車鐵路兩用 (各有獨立管道) 的海隧, 即今天的東隧!
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本帖最後由 ArnoldC 於 2017-6-14 00:04 編輯
To maximize overall transport efficiency and to fully utilize the MTR and KCR system, the government had been searching the location for an interchange station since the early 1970s. Altogether five locations had been proposed. In 1972, there was discussion on linking the two systems at the new KCR Hung Horn terminal, yet the proposal was abandoned as the East Kowloon Line would not be constructed before 1986; in 1974 the construction of a pedestrian tunnel linking KCR Mong Kok Station and MTR Argyle Station was proposed, yet not only did the Mong Kok station not large enough for constructing interchange facilities, it was also too time consuming for passengers to walk between the two stations; there was also proposal to construct an interchange station at Tsim Sha Tsui, yet the KCR was not prepared to reconnect Tsim Sha Tsui in the near future. In 1976, the Railway Department further proposed to construct an interchange station between the MTR and the KCR at Kwai Chung, which was estimated to cost HK$100 millions. At last, only Kowloon Tong and Kwai Chung remained feasible for constructing an interchange station. An internal study conducted by the Public Works Department revealed that if an interchange station was not constructed at Kowloon Tong, the patronage of MTR would reduce by 7% and the annual revenue would reduce by HK$1 million. For Kwai Chung, without a decision on whether the container terminal would be linked with Sha Tin by a spur line, constructing an interchange at Kwai Chung could not be proven feasible. Eventually, the British consultant Transmark recommended constructing an interchange change station at Kowloon Tong.
似乎係政府不同部門、兩鐵各自為政、議而不決、缺乏遠見之禍。
資料來源─ Leung, Y. C., 2009. Railway Development and Colonial Governancein Hong Kong since the 1960s, Hong Kong: Chinese University of Hong Kong.
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文中提到嘅地鐵九龍塘站係架空車站,同現時設計相差極大
相信演變為修正早期系統嘅同時已經取消設計成轉車站
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畢架山隧道的兩端出口高度是不同的,南端出口高度約為 +18mPD,北端出口高度約為 +24mPD。
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