the eastern suburb of Canton, to and from Whng-Sha, the western suburb, and both railways would undoubtedly bonefit thereby. The loop would in fact be an "outor circle railway", such as exists in London, Peris, and other large tomis.
(2) Through traffic from the North River valley to Kowloon would be established. This would, no doubt, et once brine ab ut a considerable increase both in freight and passengers on both railways. For example, the Green Island Cement Co. at Kowloon obtains limestone from Ying Tak on the Conion-iankow Railway. This limestone is conveyed hy rrilway to Canton and is then transferred into junks and brought by river to Hong Kong. The handling of this product would be facilitated and cheapened by carriage over the proposed loop line and thence by rail to Kowloon.
(3) Economy would result in the further construction
of the Canton-Hankow Railway from Shiukwan northwards, beca: 34. heavy materials such as locomotives, rolling stock, tunnel- drilling plant, girders for bridges, etc., arriving in Hong Kong from abroad, would be received at the wharfs of the Kowloon-Centon Railway in Hong Kong harbour end be conveyed without further handling to rail-head. The saving per ton
by the avoidance of transhipment and of the high local rates
by junk or steamer for heavy machinery would be considerable Moreover, the freight charges on these consignments would accrue to the Kowloon-Canton Railway.
Three plans have been prepared for constructing
the connecting link between the Kowloon-Canton and the
Conton-Hankow Railways. The first was made by Mr. F. Grove.
It involves four and a half miles of track branching off from
the Canton-Kowloon Railway at Tung-Shan and joining the
Canton-Hankov Railway at Sei-Chuon. It skirts the north
side of the city walls. Mr. Greve on the 1st Hoverber, 1913,
515
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