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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: