28
sclosure A
10.
IV.
TIME REQUIRED FOR RUNNING.
The time taken in running between Kowloon and
Canton would, at a speed of 25 miles an hour, be about 1/2 an hour
less by the East than by the West route assuming always that the
adoption of the low-level tunnel would obviate the necessity for
heavy gradients on the former. This saving of time is obviously an
important matter on a small section of what it is hoped will be
part of a trunk line to Han Kow and possibly to Chin Kiang.
11.
V. ANTICIPATED TRAFFIC AND DEVELOPMENT.
The local traffic from the district South of the
hills known as New Kowloon is scarcely worth considering but a
station at the South end of the tunnel proposed for the East route
would be a suitable terminus for a mountain railway giving access
ito residences on the hills. Beyond them the East route gives direct
access to the small cultivated area at the head of Tide Cove, to
the two small valleys which unite in that of the stream running 'in-
to the Western end of Tolo Harbour at Tai Po and to the valley
which runs East-North-East from Shek U Hue to the head of Starling
Inlet near Sha Tau Kok. The West route gives access to small cul- tivated areas at Tsun Man and Tai Lam Cheung and to the three con- siderable valleys which run from the South-West (Castle Feak Bay),
South and South-East to the South shore of Deep Bay near its
Eastern end. The cultivated ground in the neighbourhood of Sheung
Shui and Ho Sheung Heung is nearly equally well served by both
routes.
12.
Enclosure A gives the approximate populations and
areas 'served by the two alternative routes and shows that the East
route serves about 3/5ths. of the population and little more than
1/2 the area to which the West route gives access. Fer mile of line
the population is about the same for either and the area 1/5th.
greater for the test route. In either case the population and