九廣鐵路年報 Kowloon Canton Railway Annual Departmental Report 1949-1950

EDU AT

HONG KONG

ANNUAL REPORT

BY THE

GENERAL MANAGER.

帶

KOWLOON CANTON RAILWAY

FOR THE YEAR ENDED THE 31ST MARCH, 1950.

IBRARI

NORONHA & Co., LTD., GOVERNMENT PRINTERS & PUBLISHERS.

GENERAL SURVEY.

In the light of the political events which have taken place covering the period April 1st 1949 to March 31st 1950, it would have taken an extremely bold person to have prophesied that the British Section of the Kowloon-Canton Railway would once again break all previous records in the number of pas- sengers carried and revenue earned. Yet such has been the

case.

2. At the beginning of April 1949, the Nationalists were still in power, but within a few months there were signs that the Communists were making rapid progress towards the Yangtse. There were some who thought that the new régime would reach Canton in August of that year, but serious floods in the Yangtse valley as well as other considerations halted the pace, and Canton did not fall until October 15th 1949. The last through train to run was the 8.10 a.m. Express from Kowloon on October 14th 1949. For weeks prior to that event all down trains were packed with luggage-laden passengers. Some idea may be gained of the amount of excess baggage carried from the figure of $116,588.36 in the operating receipts as compared with $20,779.10 for the previous year.

　　　　3. Within one week, on October 21st, I travelled to Canton at the invitation of certain officials of the new régime for the purpose of arranging a resumption of the through passenger services between the two cities. The officials concerned proved to have been a little too quick for the Canton Railway adminis- trators who were temporary officers working under a Military Governor, and as such could not accept the responsibility of ordering a resumption at that stage.

4. Nevertheless, the visit bore fruit for on November 1st 1949, a passenger service between Canton and Shum Chun of one train each way daily was started, and quickly rose to three trains each way per day. Train departure and arrival times at the border were not yet fixed, however, and night running was resorted to at times owing to air raids.

5. The British Section meanwhile had perforce to run an intensive service of local trains for the delivery of passengers to, and collection from, the border. Later, definite schedules were introduced and punctually adhered to, but no through running for passengers had been achieved by the end of the

year.

―

　　6. From October 1949, till the end of March 1950, com- munication with the Provincial Authorities in Canton as well as the Railway Authorities there was maintained through a liaison officer who travelled to and fro. It was due entirely to his activities that an amicable exchange of rolling stock took place on December 12th 1949. That belonging to the British Section consisted of one second class, three third class coaches and a third class converted from a wagon. Second class coach No. 202 and third class No. 311 were damaged, and the cost of repairs was duly acknowledged and paid.

7. The passenger figures over this short line of 36 kilo- metres is an all-time record being 5,264,366 against 3,878,906 for the previous year. Of this total 1,812,181 were purely local bookings and they again exceed the figure 884,251 for the previous year. Military personnel were carried at concession rates which worked out at just over a half-penny per mile.

8. In the early part of the year inflation in the National currency was such that down fares from Canton had to be paid for in silver dollars. The rate of exchange initially was 8 to 8 silver dollars to the Hong Kong dollar, but later it fell away to $3.15.

　9. In June, with the commencement of an increase in the garrison, various problems presented themselves in dealing with military vehicles of different types. Low priority work at out- stations, such as lowering loading platforms due to the change of coupler height and the widening of 40-ton flat cars to carry special vehicles had to be given urgent attention. Damage was also sustained to railway property and tracks put out of align- ment. Recovery of the charges was a major operation.

The railway workshop staff performed excellent work in loading and unloading this special equipment at stations, military technical staff not always being available.

　10. Railway land totalling 472,978 sq. ft. was requisitioned by the Military Authorities up to August 1949. In certain cases it was necessary to give permittees, who were paying 4 cents per sq. ft. per month, notice to quit. The outstanding charges for the year amount to $174,990.46.

11. The devaluation of the pound sterling had an imme- diate effect on the price of furnace fuel oil in the local market. Excellent results had been obtained on six of the Austerity 2-8-0

locomotives with the use of a jet arrangement which combined the best of American and British experience. Furthermore, the use of fuel oil proved much cleaner for passengers than coal in this humid climate, particularly when the coal now obtainable seldom has an ash content of less than 14%. However, it was observed that the oil fuel economy was not so marked on the short local runs when compared with through running over the 183 kilometres to Canton, and so coal burning has been reverted to, except when the oil burning locomotives have to be brought into service for extra traffic requirements.

12. Incidental revenue has declined due to the fact that less coal and fuel oil was supplied to Chinese engines which bunkered at Kowloon in connection with through running. Similarly under an arrangement with the Chinese Customs the railway received a proportion of the receipts derived from goods con- fiscated by the Customs on railway premises. This has stopped with the cessation of the through expresses.

　　　　13. Other Goods Services show an increase of $84,780.19 over last year. This increase consisted of revenue received against a tender for handling goods which produced $84,000 for the year.

　　　　14. With the introduction of through goods trains from the interior, and more particularly with Shanghai, it was realized that the terminal facilities afforded such as shunting and placing were disproportionate to the length of the main line. It was decided, therefore, to introduce a terminal charge for services rendered at Kowloon on such traffic with effect from 23rd February 1950. The sum of $2,957.20 represents the revenue derived up to the close of the year.

　　　　15. For some three months prior to the close of the finan- cial year there was a marked increase of down passengers, that is to say-entrants into the Colony-over up. For the first two weeks of March, the excess number of persons entering the Colony by train over those leaving reached 10,350 and 13,410 respectively.

　　　　16. During the three-monthly period following the change of administration in Canton a total of 898,355 passengers had to be dealt with at the border halt at Lowu, and it became obvious that steps must be taken to enclose this area in order to exercise effective control. Special authority was, therefore, sought to purchase the necessary gates and fencing, and essen- tial works were completed in three weeks.

17. There has been some cause for anxiety during the year through failure to obtain semi-hardwood sleepers. As a result, renewal of the track on a 5-year programme has been delayed. Contractors have failed to fulfil their contracts owing to inability to secure export permits from Thailand for two years. running. An effort has now been made to procure direct from the Thai Government, on a government to government basis, and it is hoped that supplies will soon be forthcoming.

18. The passenger rolling-stock, in view of the strain to which it has been put, has given cause for continued uneasiness. The number of passengers mentioned in this report have nearly all been carried in less than the 34 coaches listed as the stock on hand, due to the fact that vital repairs were being carried out on one or two coaches continuously throughout the year. No new coaches will be obtained until 1952, and the age of the stock suggests that fatigue under such intensive use can mani- fest itself at any time. On the other hand, with the Pearl River blocked, every effort must be made to maintain the balance Such conditions of between outgoing and incoming passengers.

travel, however, are not a good advertisement for British Rail- way management. An official of the Crown Agents who visited the Colony recently was deeply concerned by the conditions as he saw them, and it is hoped that every effort will be made in the United Kingdom to expedite delivery of coaches which have been on order since 1946.

　19. The first through goods train from Shanghai arrived in the Colony on March 12th 1950. The train consisted of 12 wagons, the contents of which were rapeseed oil, bristles and raw silk. The value of the cargo was estimated at H.K.$14,000,000. The train was fully fitted throughout and the wagons were in excellent condition. It returned from Kowloon at 17.45 hours on the 13th March, loaded with raw cotton and lubricating oils. A number of trips have been made since.

20. In last year's report it was mentioned that the end of the road towards restoration of the railway to its pre-war con- dition was in sight. The current year has been one of steady progress towards this goal and provided adequate materials are forthcoming the year 1952 should mark the fulfilment of this task. By then all the rolling stock ordered should have been received and the renewal of the main line track completed.

21. The staff have given of their best and by their con- tinued efforts have set new records for numbers and revenue.

TRANSPORTATION.

　　　　22. Traffic earnings for the year under review showed an increase of 9.97% over the figures for the previous year and were a record for the Railway.

23. The principal event leading to this was a suspension of the River services between Hong Kong and Canton owing to the Nationalist blockade of the Pearl River after the change of administration in South China. This blockade resulted in a diversion of passengers and goods traffic to the railway. Although through train services were suspended, and passengers and goods were transhipped at the frontier at great incon- venience, the railway became the principal means of communica- tion with not only with Kwangtung but the areas further north. Other important and contributory causes were a steady growth in the population of the Colony due to unsettled conditions in China, and a rise in goods revenue owing to the conveyance of a greater tonnage for which the higher tariff rates were applicable. The re-inforcement of the garrison during the year also resulted in additional revenue from both passenger and goods traffic carried on behalf of the military authorities.

　　　　　24. Until October 14th 1949, all British Section local trains. terminated at the frontier station of Shum Chun in Chinese territory, and all through trains operating between the Colony and the interior at either Kowloon or Canton. Passengers hold- ing through tickets in respect of which there was a division of receipts with the Chinese Section, were included in the statistical returns for terminal or sectional through traffic, and passengers booked to Shum Chun were accounted for as local passengers. After October 14th, all British Section trains terminated at Lowu in British territory, and all bookings were included in the figures for local passengers although the great majority of people travelling via Lowu proceeded to and from China. It will therefore be realized that although the figures given in para. 25 of this report show a decline in through, and a large increase in local, passengers a considerable proportion of the latter would have travelled to and from the interior by through trains or river steamers under normal conditions.

　　　　25. In an attempt to illustrate more clearly the features referred to in para. 24, the local figures are shown in greater detail than usual in the summary of passenger traffic given below:

1948/49

1949/50

Pass. Up

Revenue Pass. Dn.

Revenue

Pass. Up

Revenue

Pass. Dn.

Revenue

Terminal thro'

traffic between

1/4/49

Kowloon and Canton

910,345

$1,935,307

884,590

$1,844,306

332,796

$753,379

377,814

$878,483

14/10/49

only

Sectional through| traffic

324,990

Total (Foreign)

1,235,335

503,631

$2,438,938

281,379

1,165,960

488,341

$2,332,647

147,649

224,549

93,771

163,677

480,445

$977,928

471,585

$1,042,160

Local Passgrs. carried.

Bkgs. to & from Shum Chun

...

327,798

$333,742

265,553 $328,250

572,530

$450,548

465,028

$450,723

do.

Bkgs. to & from

15/10/49-

Lowu

708,860

963,382

753,737

971,520

31/3/50

Local Bkgs.

1/4/49-

(Other)

438,355

281,153

445,896

Total (Local)

766,153

$614,895

711,449

289,416 894,150 693,541 $617,666 2,175,540 $2,107,471

918,031

690,745

31/3/50

2,136,796 $2,112,988

1948/49

1949/50

Total passengers

(through and

local)

Down

2,001,488 Revenue 1,877,418

$3,053,833

2,950,313

Down

2,655,985 Revenue 2,608,381

$3,085,399

3,155,148

}}

Total

3,878,906

$6,004,146

5,264,366

$6,240,547

―

　　　　　26. An interesting fact revealed by these figures is that whilst passenger carryings rose by 35.70%, passenger revenue only increased by 3.94%. There were several reasons for this. Prior to the suspension of through running, many through passengers were carried on non-stop trains over the British Section for which a surcharge of 20% on ordinary fares was levied. After through running was suspended these passengers travelled on stopping trains serving the local population, in- sufficient rolling stock and the uncertainty of train timings over the Chinese Section preventing the operation of more than one daily fast train to the frontier for the exclusive use of through passengers. There was also a large increase in the number of through passengers booking by local trains to and from Shum Chun prior to the suspension. These passengers, many of whom were travelling traders and smugglers took advantage of the lack of control on the Chinese Section to travel without payment of fares. Even if caught, the risk was worth while as the rapid depreciation in the value of Chinese currency compared with the Hong Kong dollar resulted in a considerable advantage being obtained by paying their fares in the former currency. Other factors contributing to a fall in the average revenue per pas- senger journey were the considerable increase in travelling traders making the short journey between New Territories stations, especially Sheung Shui and the frontier, and military personnel who were carried at special concession rates of approximately a half-penny a mile.

　　　　　27. The rise in (other) local bookings from 884,251 to 1,812,181 is attributable to the growth in population, numerous picnic parties to the New Territories especially at week-ends, and to a lesser degree, the conveyance of troops.

　　　　　28. Prior to October, the uncertain political situation in China, an unstable and inflationary currency, and stringent restrictions imposed by the Chinese Government on imports and exports affected the movement of merchandise. After October there was, however, a rise of 30.20% in tonnage carried with a revenue increase of no less than 144.20% above the figure for the previous year. The rise in revenue was entirely due to a greater proportion of traffic conveyed being cargo in the classifications of which high freight rates were applicable; whereas the majority of goods traffic invoiced during the previous year were materials for the Chinese Ministry of Com- munications and the Canton-Hankow Railway which were carried at specially low concession rates to assist rehabilitation.

　　　　　29. The rise in tonnage was brought about by the Nationalist blockade of the Pearl River and coastal ports. This caused a diversion to the railway of considerable traffic which normally would have travelled by water, 69.56% of the tonnage carried being after the blockade commenced in October, 1949. The increase in (other) local tonnage was mainly due to military traffic.

　　　　　　30. As in the case of passenger traffic, and for the same reason, the statistics given below show an increase in local goods and a decrease in through goods compared with the previous year:

1948/49

1949/50

Tons Up

Revenue

Tons Dn.

Revenue

Tons Up

Revenue

Tons Dn. Revenue

Through goods carried.

1.4.49

67,844

$199,909

8,795

$38,859

3,825

$20,866

3,196

$23,074

14.10.49

Local goods

carried.

Invoiced to &

766

5,314

1,549

12,432

5,358

36,347

4,165

35,025

1.4.49

from Shum

14.10.49

Chun

Invoiced to &

15.10.49

from Lowu

60,250

422,553

12,296

76,266

31.3.50

Local invoices

1.4.49

(other)

481

4,107

661

8,993

18,247

24,143

1,960

20,161

31.3.50

1,247

$9,421

2,210

$21,425

78,855 $483,043

18,421 $131,452

1948/49

1949/50

Total (through

69,091

Revenue

$209,330

& local)

Down

11,005

60,284

Down

82,680

Revenue

21,617

$503,909

154,526

Total

80,096

$269,614

104,297

$658,435

　　　　31. An historical feature regarding goods traffic was that for the first time in the history of the railway, cargo was con- veyed by rail between Hong Kong and Shanghai without the necessity of transhipment at any point en route. The first loaded through goods train operating via Chu Chow in Hunan Province arrived in Kowloon on March 12th 1950. From a rail- way operating point of view, there are no reasons why this traffic should not develop under peaceful conditions provided competitive rates with sea and river transport are charged.

OPERATING.

　　　　32. The main operating problems during the year arose out of the large increase in passenger traffic, especially after the through services were suspended. An endeavour was then made to run trains at such times as to afford every convenience to through passengers by connecting with Chinese Section services. Unfortunately, schedules were altered at frequent intervals without prior notice, and there were also delays owing to air raids. Such events made combined working difficult and delay often occurred to British Section trains and passengers. New Territories residents also suffered considerable inconvenience from delays and overcrowding, as accommodation on trains at intermediate stations was frequently difficult to obtain.

33. The overcrowding also made efficient train inspection and collection of tickets almost impossible at times, and the problem was still further accentuated after October 14th as the absence of fencing at Lowu led to an increasing number of pas. sengers attempting to travel without payment of fares. In consequence excess fares amounted to $147,805 against $93,557 for the previous year, $113,509 being collected in the last six months of the year.

34. When through running was in operation, Lowu was only used for stabling rolling stock and engines between train times, and for housing British Section traffic and locomotive staff working at Shum Chun. Since the cessation of through run- ning, 1,462,579 passengers and 72,546 tons of goods have passed through this station, and revenue collected amounting to $2,433,721.00. Booking of passengers and goods had to be carried out in inadequate and improvised accommodation, and all goods traffic not forwarded under the auspices of one of the Chinese Government organizations needed to be transhipped. Shunting operations were performed in a confined space, often at the same time as several hundred people either entering or leaving the Colony were being examined by Police, Revenue and

Health authorities. The fact that there were no serious acci- dents or loss of life in the area (when shunting), and no major leakage of revenue, reflects creditably on all staff concerned in the working of this station; particularly is this so, when it is realized that the staff had to work long hours under uncomfort- able conditions, and with less time off than subordinate and clerical staff in most Government departments.

35. Apart from the desirability of resuming through run- ning for the convenience of the travelling public, the position would be greatly improved by the provision of additional rolling stock. It is, therefore, disappointing to record that there is little hope of the coaches ordered in 1946 arriving before 1952.

36. At the end of the year the daily service consisted of 20 local passenger trains, with extra trains on Saturdays and Sundays for Military personnel returning to the New Terri- tories. Goods trains were operated when required and averaged one per day in each direction, and additional trains were run when necessary on Sundays and holidays to relieve the heavy passenger traffic at Shatin.

37. One hundred and ninety six special trains were run during the year, most of them in connection with military move- ments and military rations. Ballast trains operating at night for the engineering department numbered one hundred and seventy six.

38. Accidents were as follows:

Trespassers killed by trains

injured by trains

Passengers killed by trains

injured by trains

Engine failure

Derailments

Level crossing gates damaged by motor traffic.

Collision of engine with lorry

Accidents to personnel were in all cases due to persons jumping from moving trains or infringing railway regulations in one form or another. The three derailments occured during shunting operations.

GENERAL.

39. The Railway Police co-operated well with the Traffic staff, 629 convictions for various offences against the railway being recorded during the year. These were principally in respect of evading payment of fares, trespassing by unlicensed hawkers, the sale of black market tickets and obstruction by loitering.

year.

40. There was no alteration to rates and fares during the

ACCOUNTS GENERAL.

41. The working results of the past three years are as follows:-

Nett Operating

Year

1947/48 1948/49

1949/50

Gross Receipts

Operating

Expenses

$6,431,252.29

$3,302,465.42

7,075,991.75

3,480,090.70

7,783,348.81

3,554,899.47

Revenue

$3,128,786.87

3,595,901.05

4,228,449.34

42. Receipts and Expenditure under the most important heads in the Operating Account, are as follows for the past three years:·

OPERATING RECEIPTS.

Heads

Passenger Service,

Passenger Other

1947/48

1948/49

1949/50

$5,129,206.43

$6,076,999.98

$6,344,845.16

167,485.47

118,438.56

116,588.36

Goods service, Goods

Goods service, Other

Profit on Central

618,634.42

269,614.73

658,436.05

15,206.60

40,554.66

102,618.95

Mechanical Works

50,276.19

56,327.87

18,392.16

Rents

137,768.87

141,616.87

352,179.97

Incidental Revenue

149,139.37

225,263.83

141,869.14

Auxiliary Operation Foreign

Haulage

150,674.94

2,525.25

23,569.52

Interchange of Rolling

Stock

12,860.00

144,650.00

24,849.50

OPERATING EXPENDITURE.

Heads

1947/48

1948/49

1949/50

General Expenses

$ 305,316.90 $ 298,771.35

Traffic Expenses

466,677.06

495,590.71

Running Expenses

1,346,110.62

1,210,917.91

Maintenance of Equipment

658,678.24

821,550.63

$ 365,127.62

530,432.97 1,176,973.85 932,727.94

Maintenance of Way &

Structures

525,682.60

653,260.10

549,637.09

　　　　43. Services rendered by the Workshops for other than the department's own requirements, were of the following

order:

Canton-Hankow Railway Government Departments Outside Concerns

1947/48

$ 148,745.00 31,534.00 24,405.00

1948/49 $ 108,347.00

1949/50

35,006.00

51,290.00

68,346.00

21,068.00

15,666.00

44. The profit in operating receipts for Central Mechanical Works was 67.35% lower than the previous year owing to less work being carried out for the Chinese Section of Canton- Hankow Railway.

45. In the operating expenditure the charges for main- tenance of equipment have continued to rise during the past three years, and the figure for 1949/50 relates to repairs to carriages. This is not surprising when the age of the stock is taken into account and the intensive use to which the coaches are being subjected.

46. The annual repayment of $776,000 as refund of this department's allocation of the Rehabilitation Loan, has been included in the accounts. A sum of $19,400,000 was allocated from the Loan Fund to this department, of this sum a total of $5,309,211.78 was expended by the end of the year, but outstanding orders with the Crown Agents approximate $12,208,310.

　47. As shown in the balance sheet the surplus for the year is $3,989,418.04, with a sum of $814,618.40 brought forward as surplus for the previous year.

　48. Up to October 14th 1949, when goods and passenger traffic between the Kowloon-Canton Railway (British Section) and the Canton-Hankow Railway was suspended, the exchange of accounts between the two Sections was reasonably prompt and dues to the British Section were correctly claimed in Hong Kong dollars.

MECHANICAL WORKSHOPS.

　49. Locomotives. There have been 7 austerity 2-8-0 loco- motives given medium repairs, 3 of which--Nos. 28, 30 and 31- have had Hulson rocking grates installed to replace the fixed grates of 6 coal-burning engines. Fixed grates are useless with the high ash content in the coal available in the Far East.

Five locomotives have had Wakefield mechanical lubri- cators installed to replace the hydrostatic type and a small saving in cylinder oil has resulted.

The adjustable type of driving axle box guides designed and built for an austerity 2-8-0 No. 23 for test, as reported last year, has been so successful that the remaining locomotives which are now equipped with the fixed horn-block lining will be gradually replaced by this type. The saving in maintenance costs by their use has been considerable.

　　　　　　A general improvement in maintenance has resulted through some saving in fuel consumption and lubricating oil on locomotives over the previous year. This is indicated in the statistical tables attached.

　　　　50. Carriages & Wagons. There have been 16 carriages given general repairs and painting. 14 of these had the A.A.R. type "D" couplers fitted to replace the obsolete type considered unsafe. All of the 34 carriages are now equipped with this A.A.R. type "D" couplers and yoke type tandem spring draft gears.

In all, 29 wagons were given general repairs and

painted.

First class wooden coach No. 105 was reconstructed as an all-steel vehicle.

51. Hong Kong Government Departments. Considerable repair work as well as the manufacture of spare parts was carried out in the Hung Hom Workshops for other Government Departments such as the Public Works Department, Royal Observatory, Medical Department, Gardens Department, Fire Brigade, Crown Lands & Survey Office, and the Police Depart- ment. Some work has also been performed for the Works Office of the Air Ministry.

There have been four armoured bodies built for the Police Department on a 2 ton motor truck chassis supplied by the Police.

There has been one fire appliance built for the Fire Brigade on a Dodge chassis supplied.

52. Motor Vehicles. There are 7 railway trolleys, 3 motor cars and 1 lorry maintained for departmental use and these have all received attention as required.

53. Machines and Hand Tools. Up to the end of 31st March 1950, about 92% of the 42 machine tools indented for in the United Kingdom in 1946 have been received and erected for use.

54. In conclusion, the railway plant, locomotives, carriages, wagons, tools and equipment have been maintained up to a satis- factory standard for safety and service.

WAY AND STRUCTURES.

55. Maintenance. Way and Structures have been main- tained in a satisfactory condition although the supply of hard- wood sleepers was not forthcoming.

　56. Permanent Way Materials. During the year, 2,129 tons of 95-lb. B.S.R. rails and 92 sets switches and crossings arrived from the United Kingdom.

An indent for 650 tons of rails and accessories was placed on the Crown Agents for the 1950/51 programme of renewal of the permanent way.

A local contractor failed to fulfil the contract for the supply of 12,100 hardwood sleepers. Only 1,479 were delivered. The successive non-fulfilment of contract for the supply of hardwood sleepers by local contractors in 1948/49 and 1949/50 has resulted in a shortage of 11,621 sleepers which means a delay in the renewal of 4 miles of tracks and 35 sets of points and crossings.

57. Track Renewals. The programme of replacing 85-lb. old rails with 95-lb. new rails in the main line was, as usual, carried out in the dry season. Work was commenced in December and had to be stopped in February due to the shortage of hardwood sleepers. Owing to the running of late military trains on Saturdays and Sundays the platelayers only worked 5 nights per week. Work was done without interference to the normal traffic. Curves at Mile 11, 5, 8, 14, 15 and 201 were re-railed. 571 rails and 1,867 sleepers were replaced. The total length of track renewed was 2 miles.

Other renewals in the main line were as follows:

(a) Hardwood sleepers

Bridge & Crossing timbers

Concrete sleepers (second hand)

(b) Ballast stone 2"

Ballast stone 6"

Rails 110-lb.

(d) Crossings

Switches

2.946 pcs.

484

Nil

1,868 cu. yds.

173

113 lengths.

2 Nos.

4 pairs.

Nil

58. Sidings re-laid. The following sidings, which were removed during the Japanese occupation period, were re-laid:

Taipo Market Siding, 300 ft. long (with second hand

85-lb. rails).

Fanling siding No. 2, 190 ft. long (with second hand

85-lb. rails).

Lowu siding No. 3, 878 ft. long (with second hand

85-lb. rails).

Wo Hop Shek siding, 3,200 ft. long (with new 95-lb.

rails).

Wo Hop Shek loop line, 1,200 ft. long (with new 95-lb.

rails).

59. New loop line. The railway track for a loop line, 1,100 feet effective length, was laid at Mile 11, with the exception of the switches and crossings which are ready for installation at 48 hours' notice. This will provide an additional crossing station when traffic density makes it necessary.

60. New cross-over. A cross-over road was laid between the No. 2 and South Middle Roads of Kowloon Station for by- passing the new Weighbridge.

　　　　　61. Track extension. The No. 9 siding at Hung Hom Station was extended 270 ft.; it was intended for the handling of coffins which will be conveyed by train to the Wo Hop Shek cemetery near Fanling.

　　　　　　　The Engine Shed Road of Lowu Station was extended 100 ft. and connected to the No. 2 Road in order to form a loop line 680 feet long.

　　　　　62. Buffer stops. New type buffer stops, utilizing old car- riage bumpers were erected at Hung Hom and Yaumati.

　　　　　　　　The wooden buffer stops at Platforms Nos. 3, 4 and 5 of Kowloon Station were rebuilt to suit the new coupler height of rolling stock. The sand-drags in front of the buffers were lengthened from 20 to 30 feet.

　　　　　63. Loading ramps. Stone loading ramps 40' x 11' were erected at Fanling and Taipo Market Stations to facilitate the unloading of heavy Military equipment.

　　　　　64. Goods platforms. Due to the lowering of the coupler height of rolling stocks from 43′′ to 351", the following goods platforms were lowered accordingly in order to suit the floor level of the wagons:

For

Taipo Market goods platform Fanling goods platform, siding 1 Fanling goods platform, siding 2 Kowloon goods platform No. 2

96 ft. long.

167

-140,

-400

reasons of economy, the work of lowering

reasons

Kowloon goods platform No. 1 was stopped; the railway track

was raised instead.

65. Embankment. 1,385 cu. yds. of earth were taken from Yaumati and Hung Hom to Miles 16 to 19 for repairs to the embankment which had settled during the rainy season.

66. Cutting. Some 1,500 tons of dangerous boulders in the cutting at Mile 8 were removed at night by blasting and without interference to traffic.

　67. Aqueduct & Bridges. The Public Works Department reconstructed the old aqueduct in No. 1 cutting (known as Bridge No. 3) which fouled the "Structure Gauge" by 41".

The following major bridges were scraped

tarred:

20 100 20′ Bridge No. 22 at Taipo.

scraped and

40′ 60′ 60′ 40′ Bridge No. 24 at Taipo Market. 20′ 100′ 20′ Bridge No. 38 at Shum Chun.

The timber sleepers on Bridge No. 24 were re-spaced from 2' 6" to 2' 0" on 20.7.49. Owing to short supply of sleepers, it was not possible to extend this improvement to other bridges.

　68. Road crossings. Two road level crossings, one 10-ft. and one 20-ft., were laid at Mile 17 and 21 respectively for the use of the Military Authorities.

　　　During the year, the following cases of accidents had happened at the road level crossings:-

3 cases-Road crossing gate badly damaged by

motor vehicles.

2 cases--Engine collided with motor vehicles.

2 cases--Reflex road sign smashed by motor vehicles.

　69. Water supply. The 2" pipe line, 1,900 ft. long, between the reservoir and storage tank at Lowu Station was renewed.

　70. Lówu Station. Ever since the stoppage of through train service between Kowloon and Canton in October 1949, travellers had been using the Railway bridge No. 38 over Shum Chun River as a thoroughfare. Sidewalks and expended metal were laid over this bridge to prevent pedestrians from falling into the river.

　　　1,668 linear feet of chain link fence and 12 pairs of iron gates were erected around the Station yard to protect rail- way and Government property and to assist Police controls.

　　　An old railway house was converted into a booking office, and 3 small aluminium sheds were erected for sheltering

　　passengers during booking and ticket collection. A temporary latrine 23' X 7' was also built.

　　　　71. Sheung Shui Station. A plan was prepared for con- trolling the movement of passengers at Sheung Shui Station. The scheme involved the construction of a path behind the station building for incoming traffic, and using the existing platform for outgoing traffic.

72. Wo Hop Shek Station. The station building, which was partially erected in 1941, was completed and furnished.

　　　　　　　The double-track 20 ft. span girder bridge, which was removed during the Japanese cccupation period, was recon- structed.

A small reservoir, a 6,500 gallon-tank and a water column. were erected.

　　　　73. Hung Hom Station. Four buildings, comprising a Farewell Pavilion, a coffin store, a cemetery store, and an office and quarters, (approximate total cost $320,000) were erected on Railway land at Hung Hom Reclamation for the Urban Council.

74. Other Stations.

Additional booking windows were fixed at Shatin and Taipo Market Station to alleviate the con- gestion during rush hours.

　　　　　　　Fanling Station building was overhauled; the roofs and ceilings were completely renewed.

A small room was constructed under the verandah of Kowloon Station building for accommodating telephone batteries.

　　　　75. Staff quarters. Two big blocks of European staff quarters at Hung Hom were rehabilitated. All doors and windows in the main buildings were renewed. Power plugs were installed for electric cookers, water heaters, fireplaces, refrigerator and cupboard heaters. The total cost of repairs was approximately $104,151.00.

　　　　　　　The interior of the General Manager's house at No. 19, Ho Mun Tin Hill Road was distempered. A new bath and electric water heater were installed on the ground floor.

　　　　　　　All station staff quarters and gang-huts at out-stations were lime-washed and painted.

76. Central Mechanical Works. The Mechanical Engineer's and Loco Staffs' office were completely overhauled.

　　　　The Loco sheds, foundry, tinsmith shop, battery house and garages were thoroughly repaired.

A bath house and a latrine were built for use of the workshop staffs.

A 12 ft. span slab-bridge in the Loco Yard was re-

constructed.

77. Turntable. A 30 metre turntable, with electric and hand operated turning gears, was erected in the Loco Yard at Hung Hom. The concrete pit was done by contract, while the The whole steelwork was erected by the railway workshops. cost was approximately $252,633.00.

　78. Weighbridge. A new weighbridge of 80,000 kilo- gramme capacity, with tape and ticket printing steelyards, was erected at Kowloon Station. This machine together with its foundation and cabin cost approximately $44,685.00.

　79. Godowns. Messrs. Marsman H.K. (China) Ltd., re- moved their two big godowns from railway land at Hung Hom on May 1949.

A Government rice godown 70' X 564' is being erected on railway land at Hung Hom Reclamation.

　80. Land. The following areas of railway land at Kowloon and Hung Hom were leased for various purposes:--

472,998 s.f. for military purposes.

179,771 10,779 6,000 3,000

storage purposes. motor car service.

a Bible Auditorium.

a film-titling studio.

　81. Advertising space. The following spaces were let to local advertising companies:-

Inside Kowloon Station Outside Kowloon Station

Opposite Nathan Road

519 s.f.

Waterloo Road Bridge

1,279 1,069 1,207

Argyle Street Bridge

732

Prince Edward Road Bridge Miscellaneous

1,093

67 ""

Due to heavy rains, a minor

82. Typhoon and rain-storm.

slip occurred in Gill's cutting on 14.7.49. Railway traffic was

slightly delayed.

　　　The typhoon and rainstorm of 8.9.49 did $55,547.10 worth of damage to cuttings, banks and buildings,

83. Contracts. During the year, 19 tenders were gazetted, and 21 contracts were signed.

　　　　　　　A total amount of $11,660.00 was levied in fines for delay and non-fulfilment of 5 different contracts.

STORES.

84. Details of stores purchases during the period 1st April, 1949 to 31st March, 1950 and the corresponding period of the previous year are as follows:

Coal

1948/49 $ 533,712.14

1949/50 $ 420,380.00

Oil, petrol, etc.

998,538.03

670,476.96

Local Purchases

364,875.40

365,967.68

Government Stores

117,431.12

89,181.52

Crown Agents

1,300,133.40

2,945,395.57

　　　　　85. Coal. The cost of Indian coal at the beginning of the year was $95.60 per ton delivered into bunkers. In the follow- ing eight months the price gradually decreased and in December the cost was $89.00 per ton. Advantage was then taken of a shipment of Kailan Mining Administration coal and purchases of two consignments of 50 tons each of Kailan Mining Adminis- tration No. 1 and Kailan Mining Administration loco lump were made at prices of $76.85 and $72.85 per ton respectively. The Kailan Mining Administration No. 1 was found to be more satis- factory than the Indian coal. The purchase of this coal was therefore continued when new shipments arrived, the cost at the close of the year being $79.19 per ton.

　　　　　86. Fuel Oil. The price of fuel oil at the beginning of the year was $133.90 per ton and before the end of April this had dropped to $119.90. Except for a short period in July when the price was $127.90, the price

　　　　　　　　　　$127.90, the price continued at $119.90 until November, when the price jumped to $140.90 due undoubtedly to the devaluation of the pound. At this time experiments were being carried out with Kailan Mining Administration coal, and after taking everything into consideration, it was found that coal again had become more economical for local usage; consequently it was decided to reduce purchases of fuel oil to a minimum, the total for March being 180 tons as compared with 502 tons pur- chased in the first month of the year.

87. Local purchase. There has been little variation in the price of general stores purchased from local contractors, the only noticeable difference being the increase in the prices of Douglas fir, yacal and teak; these show increases of 10% to 30%,

88. Government Stores. Purchases from Government Stores have decreased. This is due to the fact that last year's figures include a three-monthly trial period when all local stores were purchased from Government Stores. However, stores have been purchased from this source whenever possible provided that the price was cheaper than purchasing from the Railway's contractors. Debits, too, have arrived much more promptly, and it can be said that the present procedure for the procurement of stores from the Government depot is better than it has been for some time, due to the closer co-operation between the two depart- ments.

　89. Crown Agents. Purchases from Crown Agents show a considerable increase on last year, owing to the arrival of more permanent way materials and machines for the locomotive workshops, most of which were ordered in 1946. The follow- ing list shows the principal items received

approximate cost.

Mechanical Engineer's Department.

and their

Air Brake Spares

$ 13,650

Air Compressors

5,500

Bandsawing Machine

4,200

Cupola

10,400

Electro-Pneumatic Hammer, 20 cwt.

63,800

Furnace

15,050

Gear Hobbing Machine

47,600

Grinding Machine, vertical

35,500

Grinding Machine

62,650

Horizontal Boring Machine

107,800

Hydraulic Wheel Press

87,250

Lathe, 8" X 9' (2 nos.)

23,600

91" X 10'

15,450

121′′ × 12

33,550

221" X 181

44,450

Wheel, 7'

212,050

Planing Machine

43,150

Pneumatic Sand Sifter

2,750

Radial Drilling & Boring Machine

16,700

Sand & Loam Mill

5,400

Turntable

173,850

Wood Trimmer

1,050

Permanent Way Materials

Dogspikes

Fishbolts & Nuts Rails (4,222 lengths) Switches & Crossings

34,850

14,750

943,950

་ ་ ་ ་ ་

161,100

Traffic Department.

Double-wire Signalling (five stations) Hung Hom Signalling Installation

$ 56,700

34,700

28,800

Weighbridge

Miscellaneous

Telephone Switchboard (part)

STAFF.

6,250

90. The following Executive Officers were on duty through-

out the financial year:

Mr. I. B. Trevor, M.C.

General Manager

Mr. A. E. Perry

Mr. C. E. Davis

Mr. L. Sykes (Traffic Assistant)

Mr. Hu Kwok Leung

Mr. Wong Jee Kwan

Traffic Manager

Senior Accountant

Stores Officer

Engineer of Way & Works Mechanical Engineer.

In the Accounts Office the duties of Executive, assistant

to the Senior Accountant, were carried out by

Mr. L. C. Strange

Mr. Kung Chi Ping (Acting)

from 1.4.49 to 9.6.49

from 10.6.49 to 31.3.50

91. The establishment at the end of the year was made up

of the following staff:-

Permanent and pensionable

Monthly paid

105

277

394

Daily paid

Total 776

This is a reduction of 81 from the previous year.

92. Health of the staff generally has been good. The most common complaints have been malaria, influenza, common colds and stomach complaints.

I. B. TREVOR, General Manager, Railway.

- 22

Statement No. 1-Capital Expenditure.

At the beginning

of the year 1.4.49

During the year

New lines and Extentions

Additions and Betterments

Property Abandoned

Nett Capital Expenditure

At the end

of the year 31.3.50

Part 1 Contruction Accounts

C- 1 General Expenditure

C- 2 Preliminary Expenditure

C 3 Land

757,956.89

2,635.19

760,592.08

80,045.23

5,210,696.83

C4 Formation

2,703,100.42

C-5 Tunnels

3,574,383.84

C-6 Bridge Work

1,327,093.85

807.32

1,327,901.17

C 7 Line Protection

90,074.47

C-- 8 Telegraphs & Telephones ...

33,515.00

5,934.60

C9 Track

1,918,965.98

1,446,516.52

C-10 Signals & Switches

71,147.22

31,951.36

5,934.60

1,446,516.52

31,951.36

39,449.60

3,365,482.50

103,098.58

C-11 Stations & Buildings

1,454,662.39

289,904.06

1,744,566.45

C-12 Central Mech. Works

289,993.21

247,397.41

537,390.62

C-14 Plant

615,103.35

942,068.59

(A) 300.00

941,768.59

1,556,871.94

C-15 Rolling Stock

5,258,680.03

24,995.54

5,283,675.57

C-17 Docks, Harbour & Wharves

65,171.06

Total Cost

23,450,589.77

300.00

2,991,910.59

26,442,500.36

(B) 2,992,210.59

$300.00

(A) One Furnace, 100 lbs oil fired sold by auction following Board of Survey

(B) Special Expenditure 1949/50

Expenditure from Rehabilitation Funds 1949/50 Estimated costs of stores received from Controller of Stores without debits (debited internally to C-8, C-9, C-11, C-12, C-14 & C-15)

Less portion of Special Expenditure charged to Operating

Expenditure not due for inclusion in Capital a/c.

$1,157,687.13 1,884,725.71

17,067.84

$3,059,480.68

67,270.09

$2,992,210.59

Statement No. 2-Operating Account.

Percentage on Total

Operating Expenses

Previous Year

Amount

Current Year

Previous Year

Current Year

Operating Expenses

Percentage Percentage

Amount

on Total on Total

Operating

Operating Revenue

Amount

Expenses

Revenue

Percentage on Total Operating Revenue

Main Line

Local Service

298,771.35 E-1

General Expenses

365,127.62

7.88

274,177.75

Administration

262,030.04

7.37

18.44

1,304,607.90

R 1 Passenger Service

Passengers

4,324,495.45

55.56

.71

24,593.60

Special

103,097.58

2.90

14.24

495,590.71 E-2 Traffic Expenses

1,210,917.91 E-3

Running Expenses

530,432.97

1,176,973.85

14.92

.29

.44

20,779.10

30,846.15

R 2 Passenger Service

Other

68,291.15

.88

R 3 Goods Service, Goods

Terminal Charge

611,538.70

7.86

2,957.20

.04

28.58

994,729.69

1.89

65,644.82

1.43

49,781.75

2.89

100,761.65

Locomotives

1,001,810.44

28.18

.24

17,088.31

Carriages & Wagons

44,986.75

1.27

R-4 Goods Service, Other

R- 7 Profit on Central

101,869.50

1.31

Motor Vehicles

28,473.55

.80

Traffic

101,703.11

2.86

2.00

56,327.87

141,616.87

Mechanical Works

18,392.16

.24

E--4

Main. of Equipment

3.11

R8 Rent

219,985.94 1,791,252.14 | R- 9 Incidental Revenue

352,179.97

139.938.49 5,619,662.62

4.52

1.80

23.61

821,550.63

Locomotives Department..

932,727.94

26.24

653,260.10 E-5

Main. of W. & S.

549,637.09

Through Service

18.57

646,305.74

Engineering Department ....

546,326.21

.20

6,954.36

Other Departments

3,310.88

15.37

.09

R- 1 Passenger Service

67.44

4,772,392.08

Passengers

2,020,349.71

25.96

R2 Passenger Service

1.38

3.38

.33

.07

97,659.46

238,768.58

23,446.35

5,277.89

Other

48,297.21

.62

_____

R 3 Goods Service, Goods

43,940.15

.56

.04

2,525.25

R-11

2.04

144,650.00 5,284,739.61

4 Goods Service, Other

R 9 Incidental Revenue

R-10 Auxiliary Operation

Foreign Haulage

Interchange of Rolling

Stock

749.45

.01

1,930.65

.02

23,569.52

.30

24,849.50 2,163,686.19

.32

100.00

(1)

(6)

(7)

Pensions & Gratuities

(8)

Staff Passages

3,480,090.70 Total Operating Expenses 3,595,901.05 Balance, Profit on Operating

7,075,991.75

Operating Expenditure

(2) Portion of Special Expenditure chargeable to Revenue (3) Depreciation on Rolling Stock

(4) Cost of living Allowance & Rehabilitation allowance

(5) New Year Bonus to Chinese Staff

Services rendered by Government

3,554,899.47 4,228,449.34

7,783,348.81

100.00

7,075,991.75

Total Operating Revenue

7,783,348.81 100.00

7,075,991.75

7,783,348.81

$2,623,916.76

67,270.09

125,446.30

635,094.34

12,496.00

(1) Net Revenue (2)

Government Transportation:-

(a) Passengers (b) Goods

(3) Government rentals

8,070.41

$7,678,671.48

104,485.33

192.00

$7,783,348.81

77,822.77

4.782.80

$3,554,899.47

24.

Statement No. 3-Income. ·

Part I-Income Account.

Previous year

Current year

Previous year

I- 8

Balance, net loss

3,595,901.05

I-1

Balance, net revenue

238,687.52

I-12

Interest on Government

Investments

(A) 293,332.57

11,292.25

Interest on Depreciation

Reserves

776,000.00

I-14

Amortization of Rehabilita-

tion Loan

1,014,687.52

2,592,505.78

Total

Balance

1,069,332.57

3,174,799.64

3,607,193.30

Total

3,607,193.30

Total

4,244,132.21

3,607,193.30

Total

(A) Interest on Rehabilitation Loan up to 1948/49

Less Amortization of Rehabilitation Loan in 1948/49

Interest on Special Expenditure up to 1948/49 (1939/47 $4,534,122.49) (1948/49 $1,198,322.12)

(B) Interest on Depreciation Reserves up to 1949/50 33% on $448,082.00. (C) Second instalment of the K.C.R. repayment over twenty five years of Rehabilitation Loan $19,400,000.00.

$3,424,486.07 776,000.00

$2,648,486.07 @ 31% $92,697.01 $5,732,444.61 @ 31% $200,635.56

$293,332.57

Previous year

55,363.45

PL-5

PL-6

Balance of the year

Loss on property retired

55,363.45

2,537,142.33

Total

Balance

2,592,505.78

Total

Previous year

1,722,523.93

814,618.40

2,537,142.33

Part II--Profit and Loss Account,

Current year

Previous year

2,592,505.78

PL-1

Balance of the year

2,592,505.78

3,174,799.64

2,592,505.78

Part III Surplus Appropriation Account.

I I

Deficit for the year

-5

Deficit from previous year

...

Total

Current year

4,228,449.34

(B) 15,682.87

4,244,132.21

Current year

3,174,799.64

Total

3,174,799.64

Current year

Previous year

Current year

2,537,142.33

S-1

Surplus for the year

Surplus from previous year..

3,174,799.64

814,618.40

Total

3,989,418.04

Total

2,537,142.33

Surplus carried to Bal. Sheet

3,989,418.04

Total

3,989,418.04

2,537,142.33

}

Deficit carried to Bal. Sheet

Total

3,989,418.04

Balance at beginning

of year

Statement No. 4-General Balance Sheet.

Assets or Debit Balance

Balance at close of year

Increase

Decrease

Heads of Classification

B-6

Investment Assets:-

23,450,589.77 B-6-1 Cost of Road & Equip.

26,442,500.36

2,991,910.59

23,450,589.77

Total Investment Assets

26,442,500.36

2,991,910.59

B-7

Working Assets:-

26,484.46

B-7-3-3 Home Line

44,539.30

B-7-4-2 Sundry Debtors

4,000.00

B-7-4-3 Advance Account

403,025.01

B-7-5 Stores

1,446.79

B-7-5-1 Workshop Suspense

13....

479,495.56

Total Working Assets

222,514.45

196,029.99

(A) 42,024.15

2,515.15

1,600.00

2,400.00

995,533.51

592,508.50

841.32

605.47

1,262,513.43

788,538.49

5,520.62

704,786.49

D-8

D-8-1

Deferred Debit Items:-

---

Temporary Advances to

Government

3,350,055.58

2,645,269.09

704,786.49

Total Deferred Debits

24,634,871.82

B-9

Balance of Accumulated

Deficit

Grand Total

3,350,055.58

2,645,269.09

31,055,069.37

(A) Estimated value of stores etc. without debits.

6,425,718.17

Balance at beginning of year

Liabilities or Credit Balance

Heads of Classification

Balance at close of year

Increase

Decrease

B-1

Capital Liabilities:-

23,450,589.77 B-1-3

Permanent Government

Investment

26,442,500.36

2,991,910.59

23,450,589.77

26,442,500.36

2,991,910.59

B-2

B-2-2

Working Liabilities:-

Traffic Balance Payable (Foreign Railway)

173,573.42

Total Working Liabilities

B-3

Deferred Credit Items:-

173,573.42

322,635.70 B-3-3

47,027.95 B-3-5

Depreciation Reserves

Misc. deferred Credits

(B)

448,082.00

1,495.55

125,446.30

45,532.40

369,663.65

Total Deferred Credits

449,577.55

125,446.30

45,532.40

814,618.40 B-4

Appropriation from Surpluses

3,989,418.04

3,174,799.64

5,520.62

24,634,871.82

Grand Total

31,055,069.37

6,465,729.95

45,532.40

(B) Includes Deposit $ 836.54

Fines

659.01

$1,495.55

Statement No. 4 A-Rehabilitation Loan.

Item 10-Railway.

Sub-head

Funds Allocated

Expended up

to 31.3.47

to 31.3.48

Expended up to 31.3.49

Expenditure during 1949/50

Total Expenditure

up to 31.3.50

Balance

Building

573,500.00

8,193.50

177,328.27

378,595.15

Equipment and Tools

2,428,300.00

124,497.11

543,201.64

133,386.70

1,271,107.28

511,981.85

61,518.15

1,814,308.92

613,991.08

General Repairs

747,000.00

258,672.74

615,105.99

643,142.74

24,957.63

668,100.37

78,899.63

Motor Transport

32,000.00

Permanent Way

2,494,200.00

31,829.75

662,488.81

31,829.75

Rolling Stock

13,125,000.00

1,273,447.98

63,311.72

1,302,346.46

525,370.33

455,243.57

30.53

31,829.75

1,757,590.03

525,400.86

170.25

736,609.97

12,599,599.14

Total

19,400,000.00

961,184.80

2,285,520.82

3,424,486.07

1,884,725.71

5,309,211.78

14,090,788.22

Previous Year

Revenue

STATEMENT No. 5-ANALYSIS OF PASSENGER SERVICE.

Part I-Passenger Service (R-1 Passengers)

Kinds of Tickets Used

Current Year

(April 1949-March 1950)

Number of

Originating

Home Line

Percentage of

Number of Units Carried

Passengers Kilometres

Revenue

Number Carried

Passenger Kilometres

Revenue

Ordinary:

408,404.92

First

56,915

64,298

851,972.70

Second

349,761

376,433

2,282,578 13,363,371

160,913.25

1.22

1.25

2.49

688,985.64

7.15

7.32

10.66

4,455,584,54

Third

3,832,987

4,194,355

148,899,602

4,543,557.57

79.68

81.59

70.32

126,339.05

Non-Stop

68,285

144,447

4,261,186

519,569.86

2.74

2.33

8.04

Government:

Civil:

1,490.80

First

3,779

111,480

6,239.90

.07

.06

.10

9,051.95

Second

6,188

182,546

7,075.70

.12

.10

.11

19,491.43

Third

22,074

651,183

19,038.70

.42

.36

.29

Privilege

Excursion:

First

Second

Third

93,556.99

Excess Fare

11,657

343,881

14,795.00

.22

.19

.23

31,252

921,934

29,640.25

.59

.51

.46

20,683

610,148

13,205.60

.39

.33

.20

147,805.44

2.29

Sleeper Charges

Special Charges

Monthly & Season Tickets:

1,753.50

First

2,480

73,160

3,615.50

.05

.04

.06

9,409.75

Second

23,000

67,850

31,891.00

.44

.04

.49

41,603.50

Third

173,040

56,336.25

Scholar Tickets

190,124

5,104,680 5,608,658

75,986.75

3.29

2.80

1.18

81,316.00

3.61

3.07

1.26

Golfing Tickets:

2,004.60

First

(A)

Total Part I

$6,076,999.98

620

18,290

1,209.00

.01

.02

4,792,845

5,264,430

182,500,547

(B) $6,344,845.16

(B) Home Line

100.00

98.20

(A) Home Line

Foreign Government

$1,232,561.25

4,771,585.25

72,853,48

$6,076,999.98

Baggage & Specie:

3,152.77

Public

Government

Parcels:

67,142.65

Public

Railway Service

48,079.22

Carriage & Animals:-

Public

Special Train:

Public

Government

Postal:

63.92

Miscellaneous

(C)

Total Part II

$ 118,438.56

$6,195,438.54

Total Part I & II

Part II-Passenger Service (R-2 Other)

Foreign Government

$4,220,514.90 2,020,088.54 104,241.72

$6,344,845.16

370.27

.01

42,925.46

.66

73,131.77

1.13

(D)

160.86

$ 116,588.36

$6,461,433.52

$20,779.10

97,643.20

16.26

$118,438,56

(D) Home Line

Foreign Government

$68,095.65

48,249.10

243.61

$116,588.36

1.80

100.00

Previous Year

Revenue

STATEMENT OF No. 6-ANALYSIS OF GOODS SERVICE

Part I-Goods Service (R-3 Goods)

Current Year

(April 1949-March 1950)

Percentage of

Kinds of Goods

No. of Kilograms No. of Kilograms.

Originating on

Carried

Kilograms Kilometres

Revenue

Kilograms Kilograms Carried Kilometres

Revenue

Home Line

General Merchandise:

269,614.73

Public

101,101,390

104,297,710

3,118,907,905

658,436.05

100.00

Government

(A)

$269,614.73

101,101,390

104,297,710

3,118,907,905

(B) $658,436.05

100.00

86.52

(A) Home Line

$ 30,846.15

(B) Home Line

Foreign

238,768.58

Government

Foreign

Government

$614,495.90

43,940.15

$269,614.73

$658,436.05

606.80

38,187.86

Shunting

Handling Receipts

1,760.00

Demurrage

(C)

40,554.66

Total Part II

Part II-Goods Service (R-4 Other)

4,271.40

95,867.55

.56

12.60

2,480.00

.32

(D) $102,618.95

$310,169.39

Total Part I & II

$761,055.00

$ 17,088.31

(D) Home Line

$101,869.50

Foreign

23,466.35

$ 40,554.66

Foreign

749.45

$102,618.95

13.48

100.00

Previous Year

Percentage

Total Revenue

Statement No. 7-Operating Revenue

Operating Revenue

Current Year

(April 1949-March 1950)

Percentage

Total Revenue

From Home Line

18.44

1,304,607.90

.29

20,779.10

R- 1 Passenger Service

R 2

―

Passengers

4,324,495.45

55.56

Other

68,291.15

.88

.44

30,846.15

R 3 Goods Service

Goods

614,495.90

7.90

.24

17,088.31

R- 4

Other

101,869.50

1.31

.80

56,327.87

R 7 Profits of Central Mechanical Works ..

18,392.16

.24

2.00

141,616.87

8 Rents

352,179.97

4.52

R 9 Incidental Revenue

.85

60,054.22

(1) Advertising

75,623.56

.97

.04

3,000.60

(2) Station and Train Privileges ..

7,000.14

.09

.54

38,071.59

(3) Sales of Unclaimed and

Confiscated Goods

324.08

.01

1.38

97,777.43

(4) Profits on Stores Transactions

33,750.85

.43

.30

21,082.10

(5) Miscellaneous

23,239.86

.30

1,791,252.14

Total Home Line

5,619,662.62

From Foreign

67.44

4,772,392.08

Ꭱ

1 Passenger Service

Passengers

2,020,349.71

25.96

1.38

97,659.46

R- 2

Other

48,297.21

.62

3.37

238,768.58

R- 3 Goods Service

Goods

43,940.15

.56

.33

23,466.35

R- 4

Other

749.45

.01

.08

5,277.89

R 9 Incidental Revenue

1,930.65

.02

.04

2,525.25

R-10 Auxiliary Operation (Foreign Haulage).

23,569.52

.30

2.04

144,650.00

R-11 Interchange of Rolling Stock

24,849.50

.32

5,284,739.61

Total Foreign

2,163,686.19

100.00

7,075,991.75

Total Operating Revenue

7,783,348.81

100.00

Statement No. 8.

Tabular Summary of Unallocated Stores 1949/1950.

1. Stock on hand at 1st April, 1949

Less unaccountable difference at 31st

March, 1949

$ 400,747.54

.18

400,747.36

Add purchases, returns and charges

(As charged to Expenditure sub-head)

4,497,157.58

4,897,904.94

Deduct issues to votes and services as credited to Expenditure sub-head

3,897,437.05

1,000,467.89

4. Deduct proceeds of sale of stores as credited

to Revenue

2,309.31

998,158.58

5. Transfers between stores

998,158.58

6. Adjustments

Add Stores received in 1949-50 but paid for

in 1948-49

52,994.14

1,051,152.72

Less Stores paid for in 1949-50 but not

received

489,082.21

562,070.51

Less Stores received in 1948-49 but paid

for in 1949-50

50,716.49

511,354.02

Deduct losses and deficiencies written off

4,902.72

506,451.30

8. Less unaccountable difference at 31st

March, 1950

5.95

9. Stock on hand at 31st March, 1950

506,445.35

Estimated value of stores and stationery

without debits

Add unaccountable difference

Estimated value of stock without debits on hand at

31st March, 1950

42,024.15

36.60

42,060.75

Statement-9 Analysis of Train and Locomotives Kilometrage

(April 1949-March, 1950.)

Oil Engine Kilometrage

Coal Engine Kilometrage

Total Kilometrage

Rail Bus Kilometrage

Classification

1948/49

1949/50

1948/49

1949/50

1948/49

1949/50

1948/49

1949/50

Passenger By B.S. Engine

By C.S. Engine

170,401.87 192,275.53

146,114.07 127,835.52 316,515.94 320,111.11

78,386.50 42,480.00

5,724.00

9,462.60

Mixed Slow By B.S. Engine

By C.S. Engine

4,105.18

21,324.61

4,139.23 28,261.71

8,244.41 49,586.32

7,990.00

Goods

By B.S. Engine

12,226.67

2,663.83

14,890.50

Train Kilometrage

By C.S. Engine

Military

By B.S. Engine

7,712.42

8,214.19

15,926.61

65.00

Special

By C.S. Engine

Ballast Train & Special

By B.S. Engl

1,516.74

4,487.44

6,123.46

7,658.50 7,640.20

By C.S. Engine

12,145.94

42.50

4,036.40

1,340.80

Total Train Kilometrage

By B.S. Engine

176,023.79 238,026.73 156,376.76

174,633.75

By C.S. Engine

332,400.55 412,660.48

86,376.50 42,522.50

9,760.40 10,868.40

Loco.

By B.S. Engine 185,372.10 248,056.73 168,226.04 183.531.25

By C.S. Engine

353,598.14 431,587.98

92,852.50 45,475.00

Loco Kilometrage

Shunting

By B.S. Engine

1,850.00 45,120.00 54,670.00

45,120.00 56,520.00

By C.S. Engine

Total Loco. Kilometrage

By B.S. Engine 185,372.10 249,906.73 213,346.04 238,201.25

By C.S. Engine

398,718.14 488,107.98

92,852.50 45,475.00

NOTE:

B.S. British Section.

C.S. Chinese Section.

Statement-10 Analysis of Through Traffic & Local Traffic

Kilometrage (April 1949-March, 1950.)

Through Traffic

Local Traffic

Classification

By B.S. Locos. over B.S. & C.S.

By C.S. Locos. over B.S.

Total

By B.S. Locos, over B.S.

1948/49

1949/50

1948/49

1949/50

1948/49

1949/50

1948/49

1949/50

Passenger

Train KM.

Mixed slow

}

Goods

Military Special

Service

139,550.44 71,992.02 78,386.50 42,480.00

8,244.41 34,589.62 7,990.00

217,936.94

16,234.41

114,472.02 176,965.30

248,119.09

34,589.62

14,996.70

14,890.50

15,926.61

42.50

7,640.20

12,145.94

Total Train KM.

147,794.85 106,581.64 86,376.50 42,522.50 234,171.35

149,104.14 184,605.70 306,078.81

Total train KM performed by B.S. Locos. over C.H.R.

92,630.63 58,312.02

Statement-11 Cost for Running Coal Burning Locomotives

year 1948/49

(April 1949-March, 1950.)

Current

year 1949/50

294,116.48

1. Total cost of coal.

281,360.98

109.51

Average cost per ton.

93.55

1.88

Cost per Train Kilometrage.

1.61

2,685.75

Total weight of coal (ton).

3.007.60

17.45

Weight per Train KM in KG.

17.50

710.25

Total weight of coal for shunting (ton).

669.00

15.99

7. Weight per shunting KM in KG.

12.43

Statement-12 Cost for Running Furnace Oil Burning

Locomotives (April 1949-March, 1950.)

year

1948/49

Current year 1949/50

369,515.82

1. Total cost of Furnace Oil.

362,421.88

145.43

2.10

2,540.85

Average cost per ton.

125.23

Cost per Train Kilometrage.

1.52

Total weight of Furnace Oil (ton).

2,894.05

14.67

5. Weight per Train KM in KG.

12.35

6. Total weight of Furnace Oil for Shunting

(ton).

22.10

7. Weight per shunting KM in KG.

12.14

year 1948/49

Statement-13 Consumption of Lubricants for Locomotives

(April 1949-March, 1950.)

3,361.25

Total weight of Engine Oil (gals.).

3.56

Weight per 100 Engine KM in KG.

2,062.25

Total weight of S.H. Cylinder Oil (gals.).

2.18

4. Weight per 100 Engine KM in KG.

Statement-14 Cost Assignment and Statistics

(April 1949-March, 1950.)

Current year 1949/50

3,128.32

3.06

1,386.10

1.36

year 1948/49

Current year 1949/50

17,223.60

Average cost of repairs per locomotive per annum.

18,415.27

.73

Average cost of locomotive repairs per engine km.

.64

8,372.57

Average cost of repairs per passenger car per annum.

11,791.51

1,383.74

Average cost of repairs per goods wagon per annum.

1,414.45

.048

Average cost of Lubricants per Engine Km for Locomotives.

.033

Statement-15 Classification of Rolling Stock-Motive Power

(April 1949-March, 1950.)

STEAM

Wheel

Diameter

Engine No.

Distri-

Stroke

of Cylinder

bution

Diameter of Driving Wheel

Tank or Tender

LOCOMOTIVES

10.

11.

12.

13.

14.

15.

Gross weight of engine & Tender in tons in working order

at the beginning of the year

Addition during

the year

Total

Weight on Driving Wheel

Stock

Reductions during

Stock

at the

the year

end of the year

Average age of class

Tractive effort

@ 85%

each

Maximum-

engine

Axle Load

Boiler Pressure

(tons)

1122

2008

33714

23350

46.05 61.25

15.35

26775

15.31

84215

4-6-4

22"

28"

611"

Side tank

106.00

2-6-4

19"

26"

611"

90.35

S-15 & S-16

2-6-0

171"

24"

42"

21 to 32

2-8-0

19"

28"

561"

Saddle tank Tender

53.25 125.75

PETROL

RAILCARS

RB-1 Railbus 6 cyl.

Bedford

3-5/16"

38"

31"

RB-2 Railbus 6 cyl. Dodge

31′′

43"

31"

RAC & SAE Rating 26.33 H.P.

55 Passengers.

SAE 25.35 H.P. 55 Passengers.

Statement-16 Classification of Rolling Stock-Carriages

(April 1949-March, 1950.)

Average

Total Stock

Tare of

Seating

Classification

each class

Capacity

(ton)

(Passenger) of the year

at the beginning

First class carriage

199

First & Second class composite carriage First & Second class composite carriage Second class carriage

1 (A)

593

Second & Third class composite carriage Third class carriage

127

"""

126

128

999

130

132

111

134

150

Third class & brake carriage

Third class & brake carriage Third class & brake carriage

TTISHNININH

1 (B)

Additions during

the year

Reductions Total Stock

during the year

at the end of the year

Total Seating Capacity (Passenger)

HAHAHANI | FITNAHNIN

192

156

127

378

512

260

396

134

300

122 60

NOTE:

3,196

(A) Converted from second & third class composite carriage. (B) Converted to second class carriage as indicated by mark (A).

Statement-17 Classification of Rolling Stock-Goods Wagons

(April 1949-March, 1950.)

Total Stock

Overall

Classification

Length of

Wagon

Average Tare of each class

Carrying capacity

at the beginning of the year

Additions during

the year

Reductions Total Stock

during the year

at the end

of the year

Goods Vechicles 4'-81" Gauge

Ton Cwt.

Ton

Total carrying capacity

Ton

ton Flat

32′-0′′

Well

43'-0"

Covered Goods

39'-"

Flat

39-9′′

Covered Goods

35'-0"

Covered Goods (cattle truck)

35'-0"

Flat

35'-0"

Open Goods (H.S.)

35'-0"

Covered (Tank)

35'-0"

Flat

39'-3"

Covered Goods

19'-0"

Open Goods (H.S. Tank)

19'-0"

Open Goods (HS.)

19'-0"

Brake Van

19'-0"

212283-30

3 (A)

29 (B)

3 (C)

~CONO! Não ∞o co&CAN

240

390

195

160

200

870

NOTES: (A)

(B)

Converted from 20 Ton Flat Wagon.

6 Nos. converted to 3rd class passenger car.

2,435

Classification

Statement-18 Classification of Rolling Stock-Service

Equipment (April 1949-March, 1950.)

Total Stock

Average Tare of each class

at the beginning

of the year

Additions during the

year

Ton

Cwt.

65 Ton Break-down Crane

Locomotive Crane

RT-1

RT-2

Motor Trolley

Reductions during the

year

Total Stock at the end of the year

Head No.

Summary of Financial Results of the Past three years.

List of Heads

1947/48

1948/49

1949/50

Route Kilometrage-Operated

Gross Railway Receipts

Railway Operating Expenditure

Net Operating Revenue

6,131,252

7,075,992

7,783,349

3,302,465

3,480,091

3,554,900

6 7 ∞ a o

Percentage of Railway Operating Expenditure to Gross Operating Revenue Capital Expenditure

3,128,787

51.35

3,595,901

4,228,449

49.18

45.67

$ 21,298,081

23,450,590

26,442,500

Percentage of Net Operating Revenue to Capital Expenditure Gross Railway Receipts per route kilometre operated

14.69

178,646

15.33

15.99

196,555

216,204

Railway Operating Expenditure per route kilometre operated

Passenger Receipts:-

(a) Local Traffic

(b) Through Traffic

Percentage of Passenger Receipt to gross Railway Receipts

Number of Passenger Journeys:-

(a) Local Traffic

91,735

96,669

98,747

969,850

1,326,210 4,392,786

4,326,842

4,869,228 2,068,647

5,296,692

82.36

6,195,438

87.56

6,461,433

83.02

(b) Through Traffic

Goods Receipts:--

(a) Local Traffic

(b) Through Traffic

967,574 1,477,602

4,312,400

1,908,416

2,875,990

2,401,304 952,030

3,878,906 5,264,430

33,106

600,735

47,934

262,235

716,365

44,690

633,841

310,169

761,055

9.86

122,219

4.38

80,097

9.78

104,297

47/48

48/49

49/50

137,769

150,675

141,617 2,525

352,180

23,570

113,211

165,210

66,245

48,788

60,054

75,624

50,276

56,328

18,392

144,650

24,849 $

500,719

570,384

560,860

7.18

8.06

7.20

Percentage of Goods Receipts to Gross Railway Receipts

Tons of Goods Hauled

Revenue from other Sources:-

Rentals

Haulage Receipts

Incidentals

Advertising

Profits on Central Mech. Works

Interchange of Rolling Stock

Percentage of Revenue from Other Sources to Gross Railway Receipts

26.08%

37.

K. C. R. STATEMENT OF EXPENDITURE AND REVENUE, 1949/50.

OPERATING EXPENDITURE.

($3,554,899.47)

DEPARTMENT OF STATISTICS,

REFERENCE NO. G.142/287.

OPERATING REVENUE.

7783348-81)

22.79%

MAINTENANCE

OF EQUIPMENT.

RUNNING

EXPENSES.

TRAFFIC ÉXPENSES.

GENERAL EXPENSES

8.18%

AND STRUCTURE

MAIN. OF WAY

9.30%

0.43% MOTOR CARS AND

LORRIES RUNNING EXPENSES.

H. C. L. AND

REHABILITATION

ALLOWANCE

1.89%← SPECIAL EXPENDITURE.

AND

DEPRECIATION ON ROLLING STOCK.

PENSION TVITIES.

7426%

17.86%

80.18%

PASSENGERS.

PASSENGER SERVICE,

1.499

GOODS SERVICE, Goods

RENTS

8.46

1:32

4.52%

INCIDENTAL REVENUE 1.82%

0.13% TRANSPORT OF GOVT SERVANTS. 0.36% MISCELLANEOUS

SERVICE RENDERED TO GOVT.

3.53%

2.19

7.35%

PASSENGEAR SERVICE OTHER.

←

GOODS. SERVICE, OTHER.

0:24% PROFIT ON CENTRAL MECH, WORKS,

0.30% AUXILIARY OPERATION

FOREIGN HAULAGE,

0.32% INTERCHANGE OF

ROLLING STOCK.

COMPARISON OF PERCENTAGE RELATIONSHIP OF PASSENGERS

CARRIED AND REVENUE RECEIVED BY THE KOWLOON-CANTON

RAILWAY DURING APRIL, 1949 TO MARCH, 1950.

TOTAL PASSENGERS CARRIED (5,264,430).

NUMBER ORIGINATING HOMELINE = 4,792,845. NUMBER ORIGINATING ELSEWHERE = 471, 585.

(0.61%)

CIVIL GOYT.

(1.22%)

·DEPARTMENT OF STATISTICS REFERENCE No. G. 142/286

TOTAL REVENUE ($6,344, 845-16)

REVENUE ORIGINATING HOMELINE $5,302,685.74. REVENUE ORIGINATING ELSEWHERE = $1, 042, 15 9. 42.

MONTHLY SEASON

AND GOLFING TICKETS.

(0·5/%)

CIVIL GOVT.

2ND

CLASS

(7.15%);

IST CLASS

TICKETS

SCHOLAR

(3-61%)

MONTHLY, SEASO N'AND

EXCURSION ({%21%)

GOLFING TICKETS. (3.78%7

NON-STOP (2.74%)

INAR

2ND CLASS (10.86%)

IST CLASS (2·53%)

SCHOLAR (1·28% )

TICKETS

(1.78%)

EXCURSION (0.97%)

NON-STOP

(8.19%)

IRDINARY

3RD CLASS (79.68%)

3RD CLASS (73.94%)

ANALYSES OF PASSENGER SERVICE AND GOODS SERVICE, 1948/49 AND 1949/50.

HOMELINE

FOREIGN = {DI]} GOVERNMENT = ANY

PASSENGER SERVICE PASSENGERS.

OTHERS

6,500000.

1949/50

1948/49

6,000,000+

$500000-

5000,000.

4500,000-

4000,000+

3500 000

3,000,000.

2,500000-

2000,000.

$500,000.

1,000 088

GOODS SERVICE.

GOODS.

OTHERS.

1849/50

300000-

1948/49

1948/49 1849/50

1948/49

+1949/

DEPARTMENT OF STATISTICS, REFERENCE No. G./42/283