67
7.4.2 There are extensive plans to expand the railway network
within Guangdong Province. These plans together with
the double-tracking of the Shenzhen-Guangzhou line and
the Beijing-Guangzhou line, will greatly increase the
capacity of the railways. however, much of this
capacity will be giver over to the internal movement of
cargo within the province and between the province and
other parts of China, rather than with Hong Kong. It thus appears that the existing plans to develop KCEC's cargo handling facilities at the Hung Eom Terminal are
7.4. 3
7.4. Las
there may be a problem of
or the right lines. However, there may be
timing as freight cargo by rail from China to Hong Kong is expected to peak in the mid 1990's. This may put
added pressure on roads as the surplus will certainly switch to road transport.
most
of
the
Both Guangdong and Shenzhen are putting much effort in
the near future in improving their road network, the
significant
which include
Shenzhen-Guangzhou-Zhuhai Super-highway, the Luo-Sha
Tunnel (kutorg Hills Tunnel) and the Sherzhen-Shantou
coastal highway etc. Furthermore, they are seeking Hong
Kong's agreement to allow goods vehicles from China to
bo licensed and run in hong Kong. These clearly confirm
the conclusion that the growth of freight transport by
road between China and Eong Kong is likely to be greater
than that by rail, at least in the medium term. Chinese
officials expressed worries that Hong kong's road
network might not be able to cope. In particular, Sha
Tau Kok Road might not be able to accommodate the
additional traffic generated by the Wutong Hills Turnel
and Shenzhen-Shantou highway.
This trend is certain to have significant implications
on the planning of a number of highways projects in Hong
Kong, notably: