九廣鐵路年報 Kowloon Canton Railway Annual Departmental Report 1947-1948

APPENDIX H.H.

í

ANNUAL REPORT

OF TH

共圖

GENERAL MANAGER,

KOWLOON CANTON RAILWAY

FOR THE PERIOD 1ST APRIL, 1947-31ST MARCH, 1948.

EDUCATION

IC LIBRAR

DEPARTMENT

HONG KONG

:

A

APPENDIX H.H.

ANNUAL REPORT

GENERAL SURVEY.

 

1. Although the shortage of rolling stock, machinery and equipment prevented a restoration of the services to a pre-war standard, considerable progress towards rehabilitation was made during the year under review.

    The Department also derived the full benefit from rehabilita- tion carried out during the eighteen months after the re-occupation which culminated in the introduction of a greatly improved train service in March, 1947. This augmented service enabled substantial increases in revenue to be made over the previous Financial Period of eleven months.

    2. Gross and net revenue were $6,431,252 and $3,128,787 respectively as against $4,431,700 and $2,205,311 for the period ending in March, 1947. The increases were principally due to the growth in population of the Colony and Canton and the improved train service referred to in paragraph one. These factors together with the progress achieved in the economic rehabilitation of the Colony since the re-occupation resulted in the heaviest passenger traffic in the history of the Railway.

3. Operating Expenses were $3,302,465 compared with $2,226,389. The rise was due to additional expenditure on fuel owing to increased train mileage performed by British Section locomotives, increased expenditure on repairs and rehabilitation as materials gradually became available, and the general rise in salaries as a result of the Salaries Commission.

    4. Rehabilitation Loan Expenditure amounted to $1,324,336 the principal items being repairs to Beacon Hill Tunnel, relaying of track in the tunnel, new machines and hand tools, and repairs. to buildings and rolling stock necessitated by enemy action.

    5. The financial results of the year's working were affected by a strike of workshops personnel which lasted from August 16th to September 12th, 1947. The local service ceased to operate from the former date, and whilst a through service of two trains each way continued until August 21st, the trains being operated by Chinese Section engine crews, pressure was brought to bear on them by the Unions, and this service ceased from August 22nd. The loss in revenue owing to the strike was estimated at $420,000, but a proportion of this was offset by savings in expenditure on fuel, etc., and wages to personnel on strike. This saving was approximately $80,000.

    6. The principal traffic feature of the year was the record number of through passengers travelling between the Colony and Chinese Territory and vice versa. The total number conveyed, 1,908,416 was a record for the Railway being an increase of 9.64% above the previous highest in 1936.

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7. Considerable difficulty was experienced in handling this heavy passenger traffic owing to the shortage of rolling stock, and the inadequate booking facilities at Kowloon Station. The latter inconvenience was remedied by the building of a new Booking Office which was opened in August, 1947, and enabled crowds to be booked in a much shorter period than hitherto.

                                     It was, however, not possible to alleviate the discomfort and inconvenience caused by the shortage of rolling stock, and it is feared that very little improvement can be expected until the arrival of new coaches from Great Britain which were ordered in 1946.

8. There was marked improvement in running costs per train kilometre for both coal and oil burning locomotives during the year as the statistics at statement 10 of this report show. The cost of coal not only declined but the quality was better and more uniform than during the previous year. In addition, the main- tenance of locomotives greatly improved and the increased train service resulted in a more intensive use of engines.

There was a rise in the price of fuel oil, but improved maintenance and greater use of engines caused a reduction in running costs.

9. This rise, however, reached a stage when it became necessary to consider whether it would be more economical to continue to use this fuel in place of coal, particularly as the price of the latter commodity decreased. In consequence no further conversions of locomotives from coal to oil fuel took place.

In addition, the delivery charges for fuel oil were considered excessive and it was decided that savings would accrue if the oil was collected direct from the installations. With the co-operation of the Marine Department, a Phoenix barge was converted by the Yaumati Slipway for the carriage of bunker fuel and the necessary pump and starting motor were installed by the Railway Workshops. The barge was placed in service on December 10th, and by the end of the year, savings effected had more than covered the capital value of the barge, plus all conversion and operating costs.

10. Negotiations which had been in progress over a period of two years achieved fruition when this section secured the recognition of its ownership of three locomotives, one 65-ton break-down crane, 14 machines, 27 coaches and 63 wagons which had been moved to the interior during the Japanese occupation. All were returned before the end of the year except six coaches and one locomotive on the Canton Hankow Railway. The six coaches were sold to the latter administration and negotiations were in progress, when the year ended, for the sale of the locomotive. Unfortunately, the return of the rolling stock did not alleviate the overcrowding between Kowloon and Canton, as the 21 coaches returned had been operating between the two terminals under Chinese ownership throughout the year.

11. An agreement was also reached regarding the hire and demurrage of rolling stock. The British Section agreed to supply a quota for the through service of 20% of the coaches and wagons,

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the ratio being the same as the division of through receipts. Coaches and wagons in excess of the quota were paid for at the rate of $50.00 per coach day, and 50 cents per ton capacity of the wagon per day increasing to $1.00 per ton for delays above certain periods. This arrangement commenced from March 1st, 1948. The balance accruing to the British Section for that month was $12,860.

12. In some respects the year was disappointing.

                                      It was hoped that the link established with the C.H.R. in July, 1946, would have resulted in a steadily increasing volume of goods traffic between the Colony and the interior. Unfortunately, these

hopes failed to materialise owing to the continuous restrictions which were placed on imports and exports from China by the Chinese Government while the decline in the value of the Chinese dollar made normal trading difficult. In consequence there was a decline in the quantity of through goods traffic, the drop in revenue from this source being $103,667.

    13. A further cause for disappointment was the absence of a Working Agreement with the Chinese Section. Joint traffic working between the two Sections was carried out by adhering as closely as possible, so far as changed circumstances would permit, to the basis of the former Working Agreement. This method necessitated an increase in correspondence and meetings between the officials of the two Sections in order to arrive at a settlement of the various difficulties which arose from time to time. An agreement was reached on most problems, but considerable time was often wasted owing to the absence of a recognised formula for dealing with situations, and the frequent necessity for referring matters to headquarters at Hengyang before a final decision could be made.

The

To

     14. The outlook for the future is difficult to forecast. Railway suffered heavily during the occupation and orders already placed in Great Britain for the replacement of worn-out and looted rolling stock and machinery, and materials for re-railing the track involve a capital expenditure of several million dollars. maintain the present level of revenue may be difficult as there will undoubtedly be increased competition from river shipping resulting in a possible reduction in fares, and consequently in passenger train revenue. Air travel has already caused a decrease in the number of first class passengers, but it is hoped to speed up the passenger train service within the next few months, and this may stimulate passenger travel and off-set to a certain extent the competition from river and air.

    Freight traffic would undoubtedly move in considerable quantities to and from the interior were the present restrictions removed, Chinese currency stabilised and economic conditions become more settled. There are, however, no indications of this at the moment, and the immediate prospects cannot therefore be viewed with optimism.

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TRANSPORTATION.

15. Through passenger traffic between the Colony and Chinese Territory has been heavy throughout the year, the number of passengers conveyed showing an increase of 51.67% over the previous period. Details are as follows:

Terminal Traffic between Kowloon and Canton.

1946/47

No. of Passengers

Up

Revenue

417,353 $ 921,918 Down... 526,644 1,066,709

1947/48 No. of Passengers

Revenue

Up

....

765,282

$1,876,686

1,713,238

Down 788,157

TOTAL... 1,553,439 $3,589,924

TOTAL... 943,997 $1,988,627

Sectional Through Traffic.

No. of Passengers

Revenue No. of Passengers

Revenue

Up

Down

214,657 $ 355,039 140,320

227,444

TOTAL ...

354,977 $ 582,483

Up 153,536 $ 246,816 Down 160,725 260,042

TOTAL... 314,261 $ 506,858

16.

  The increases are attributable to the reasons given in paragraph. two of this report and the shortage of river shipping since the end of the war which has greatly reduced competition from this source. The new air service between the two cities has however affected first class travel, there having been a decline in the numbers of this class of passenger travelling by rail during the latter months of the year.

17. The number of local passengers increased by 371,282, the rise in revenue being $426,189. This was due to an improvement in the local train service which was brought about by the arrival of locomotives from Great Britain, by repairs and rehabilitation to rolling stock and the gradual re-population of the New Territories. First and second class accommodation was introduced in May and proved popular, there having been a steady. increase in higher class travel.

In order to combat road competition, a bus service was inaugurated on the Taipo Road in October, the fares being by This agreement, the same as those charged by the Railway. service, which is an extension of a local bus company's franchise, had the effect of greatly reducing the numerous lorries which were operating on this road at cut rates when not licensed to do so. The result has been increased Railway Traffic while the Govern- ment also received royalties from the bus company for passengers carried. Total figures for local traffic are as follows:

Passengers

Revenue

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1946/47

1947/48

596,292

967,574

$530,610

$956,799

18. Through goods traffic decreased compared with 1946/47. Details are as follows:

Up Down

1946/47

1947/48

182,923 Tons

1,313

Up

Down

104,160 Tons

14,051

""

184,236 Tons

118,211 Tons

$690,053

Revenue

$586,385

Revenue

.....

The decrease was mainly due to the gradual lessening of U.N.R.R.A. supplies and the reduction in imports and exports passing to and from the interior via Hong Kong owing to the very stringent restrictions imposed by the Chinese Government. Another factor mitigating against normal trading was the con- tinuous drop in the value of Chinese National Currency in the course of the year. The exchange rate declined from C.N. $2,400 to the Hong Kong Dollar in April 1947 to C.N.$66,700 in March 1948. Down goods traffic increased compared with the previous year, but the tonnage was still small, being mainly confined to vegetables and farm produce. There was however some export of wood oil from the Changsha area, 2,295 tons arriving in the Colony in tank wagons.

19. Local goods traffic amounted to 4,008 tons only, revenue being $32,249. This consisted principally of small consign- ments of farm produce conveyed to Yaumati for the various Kowloon markets.

RATES AND FARES.

    20. With the exception of a reduction in August of the first class fare from $26.40 to $22.00, all up rates and fares to the Chinese Section remained unaltered throughout the year.

   21. Difficulties were, however, experienced over downward traffic as the rapid drop in the value of Chinese currency made frequent alterations to fares necessary. From November, 1946, all rates and fares between the two Sections have been based on the Hong Kong dollar, down fares being worked out on a trans- action rate at the average of the previous 15 days market rate of exchange as quoted by the Bank of China in Hong Kong. The decline of the Chinese dollar, however, necessitated the Chinese Section adding a 20% surcharge to their rate in December as the depreciation was often so rapid they were unable to collect sufficient monies in terms of C.N.C. to cover the payment of their share of revenue to the British Section in Hong Kong currency. result was an increase in down fares in terms of Chinese currency from C.N.$63,900, C.N.$42,600 and C.N. $21,300 for first, second and third class respectively in April, 1947 to C.N.$1,468,000, C.N.$1,174,000 and C.N. $587,000 in March, 1948.

The

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22. First and second class coaching stock was provided on all local trains from May 16th, and from that date the pre-war practice of issuing tickets to members of the Golf Club and first and second class monthly and season tickets at special rates was re-introduced.

OPERATING.

23. There were no additions to the train service during the year, the increased service introduced in March, 1947 necessitating the use of all available rolling stock. The progress of rehabilita- tion and repairs however enabled various improvements to be carried out. The most important were the replacement in May of the converted wagon coaches by proper coaching stock on the trains leaving Kowloon and Canton each day at 10.05 a.m. and 4.35 p.m., and the provision of lights in all British Section coaches. The former improvement increased the seating capacity of these trains by approximately four hundred, and had a marked effect in reducing the sale of black market tickets at Kowloon.

24. Considerable difficulty was experienced in the operation of goods trains. Deterioration in the condition of the wheels on U.N.R.R.A. wagons and the lack of proper wagon maintenance on the part of the Chinese Section led to a decline in their efficiency. It was necessary to introduce a strict system of examination of all rolling stock at the border before it could be permitted to run over the British Section. In addition, the absence of proper brakes, and defective couplings, necessitated special instructions being issued in September in regard to the operation of goods trains. The most important were the reduction of speed over the British Section to 20 m.p.h. and the running of goods trains at times which would eliminate their crossing fast passenger trains.

25. A further cause for anxiety was the lack of signal lamps and double wire signalling all of which had been looted during the occupation. No replacements were received during the year.

26. Communications were improved by the re-installation of telephones at both ends of Beacon Hill Tunnel, Lok Lo Ha level crossing, the cable hut at Mile 11 and No. 8 Ganghut.

27. The situation in regard to passengers travelling without tickets greatly improved. This was attributable to increased ticket inspections on all trains as the result of the appointment of two Ticket Inspectors in May and assistance given by the Police. Excess fares collected amounted to $101,938.00, while the percentage of tickets missing in collection dropped from about 9% to 21% which was considered very satisfactory.

28. Despite continuous Police activity, it was not possible to stamp out completely the sale of tickets in the Black Market at Kowloon Station. Police prosecutions were many and fines heavy, but the practice persisted and it is obvious that it will not be eliminated entirely until additional rolling stock is received. and there is more accommodation on trains.

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   29. The timekeeping of trains generally greatly improved although it was not possible to reach a pre-war standard of efficiency. There was, however, a continual improvement in the timekeeping of through trains over the Chinese Section as their rehabilitation progressed and numerous speed restrictions over bridges and bad sections of track were removed. These improve- ments had a beneficial effect on this Section.

   30. Eighty-two special trains were run during the year. These were mainly in connection with heavy passenger traffic during the Ching Ming Festivals, Chinese New Year and the Easter Holidays. Rolling stock for these specials consisted of wagons converted into coaches by the provision of windows and seats.

31. Four hundred and seventy-three goods trains were operated of which 243 were to Canton and 230 in the reverse direction.

32. Accidents, both operating, and personal are detailed below:

1 Minor collision.

2 Engine failure.

7

Derailments.

6 Trespassers killed by trains.

20 Trespassers injured by trains.

4 Level crossing gates damaged by motor traffic.

1

Level crossing gate damaged by rail traffic.

The most serious of these was a derailment of four wagons of a goods train at Mile 10 on April 25th, and a collision in the Locomotive Yard on June 2nd which resulted in loss of oil to the value of $5,307. The former accident was caused by a flat spot on one of the chilled iron wheels of an U.N.R.R.A.

wagon which caused it to derail dragging three other loaded wagons after it.

    The collision was due to a defective coupling on an oil tank wagon which was being propelled into the workshops and parted from the shunting engine when the brakes were applied, colliding with other wagons stabled near the running shed.

ACCOUNTS GENERAL.

    33. A working agreement having again failed to materialise, the method and procedure for settlement of accounts continued to be the results of meetings between Executives, and correspondence between the Accounts Offices of each Section.

This inevitably caused a long delay in reaching an agreement, but although the Chinese Section have not agreed to a final settlement of the Traffic Earnings Account for the year, it is not anticipated there will be any alterations except of a minor character, and these will not materially affect the financial result shown in this report.

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34. The Profit and Loss Account and General Balance Sheet omitted last year, have been included in this year's report, a ruling regarding the treatment of accumulated deficits having now been received. No records are available for the years 1940 and 1941 and the amount of $6,735,070 as appeared in the 1939 report has been taken as the total brought forward to the 1946/47 Account. It is possible that the 1939 deficit may have been increased during the years 1940 and 1941.

35. The Capital Account now stands at $21,298,081, there having been an increase of $2,335,558. This figure includes the sum of $1,145,143 which is the estimated value of six Austerity locomotives received during the year.

36. The working results for the past two years are

under :-

Year 1946/47

Operating

Gross Receipts

Expenses

$4,431,700.03

$2,226,388.73

as

Net Operating

Revenue $2,205,311.30

1947/48

6,431,252.29 3,302,465.42 3,128,786.87

37. Receipts and expenditure under the most important heads during the past two years are given below:-

Operating Receipts.

Heads

1946/47

1947/48

R-1 Passenger Service,

Passengers

$3,028,095.17

$5,129,206.43

R-4

"}

Other

Mechanical Works

R-8 Rents

R-9

Incidental Revenue

R-10 Auxiliary Operation

Foreign Haulage

R-2 Passenger Service, Other ...

R-3 Goods Service, Goods

R-7 Profit on Central

293,799.51

167,485.47

738,732.78

618,634.42

11,706.00

15,206.60

131,951.74

50,276.19

89,651.67

137,768.87

137,763.16

149,139.37

150,674.94

R-11 Interchange of Rolling Stock

Operating Expenditure.

12,860.00

Heads

E-1 General Expenses

1946/47 $ 186,766.48

1947/48 $ 305,316.90

E-2 Traffic Expenses

326,345.94

E-3 Running Expenses

719,707.20

E-4 Maintenance of Equipment

537,697.44

466,677.06 1,346,110.62 658,678.24

E-5 Maintenance of Way and

Structures

455,871.67

525,682.60

38. A large area of storage space was let for the greater part of the year and in consequence revenue from rentals increased from $89,652 to $137,769.

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   39. A revenue sub-head R-10 Auxiliary Operations Foreign Haulage was re-opened as considerable haulage was performed by British Section locomotives over the Chinese Section. from this source were $150,675.

Receipts

   40. In order to keep separate accounts for work carried out at the workshops on behalf of outside firms and Government Departments, and the Railway, a workshop suspense account was opened in April, 1947. This has proved satisfactory and has worked quite efficiently, the main difficulty being caused by delay in receiving debits for costs of stores supplied from the Government Stores, Services rendered by Railway Workshops to the Canton Hankow Railway, outside firms and Government Departments amounted to $1,315,602, $24,405 and $31,534 respectively for the year under review.

   41. The Imprest Account which was opened on behalf of the Chinese Section in November, 1946, has worked smoothly. The account has been compiled by this Section, the average monthly debits deducted for work performed and stores supplied to the C.H.R. in connection with through running being $230,000.

WAY & STRUCTURES.

42.

All way and structures were maintained in as satisfactory. condition as the shortage of rails and supplies permitted.

43. The state of the track caused considerable anxiety as the rails were mostly over 30 years old, and whole sections required re-railing. No new rails were received during the year, and the Department was fortunate that there were no bad derailments which necessitated re-railing sections of the permanent way. it was, 37 cracked and fractured rails in the main line had to be replaced with other old rails which were removed from sidings.

As

The track in Beacon Hill Tunnel had deteriorated to such an extent that 370 lengths of new 110-lb. rails and 375 pairs of fishplates were obtained from the Chinese Ministry of Communica- tions and the whole length of 14 miles was re-railed.

Owing to destruction and lack of maintenance during the war, it was found that the existing labour force was insufficient to deal with the arrears of maintenance, and at the same time, reduce the weeds and undergrowth which had been allowed to grow unchecked during the occupation. An extra gang of sixteen platelayers was therefore engaged in April, and by the end of the year most of the permanent way had been cleared of major undergrowth and weeds.

   44. The work of repairing Beacon Hill and Taipo Tunnels. commenced in August, 1946, was completed in August, 1947, the final task being the repairing of cracks in these tunnels with a cement gun.

         The total cost of repairs which were necessary owing to damage caused by military demolitions in December, 1941 was $701,356.

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Several big longitudinal cracks were found on top of Gill's Cutting near Taipo Market in February, 1948, where the cutting had been originally demolished during the hostilities in 1941. Work on the removal of this loose earth commenced in March.

45. The following permanent way renewals were carried out during the year.

Particulars.

1. Sleepers.

Ordinary timber sleepers Bridge & crossing timbers Concrete sleepers (2nd hand)

Ballast.

2.

2" Granite

3.

Rails.

85-lbs. B.S. (new)

85-lbs. B.S. (2nd hand)

4.

Points and Crossings.

Crossings (new)

(2nd hand)

Switches (new)

(2nd hand)

21

3,893 pcs.

167

74

99

1,502 cu. yds.

Nil. 37 lengths

1 set

1

1

1

وو

22

46. The sidings at Hung Hom Praya were moved 20 feet centre to centre in order to give sufficient clearance for the jib of the Railway 65 ton crane to turn round. Hitherto, the maximum distance between centres of sidings had been 15 feet, and this had proved insufficient for the jib to traverse when unloading and loading heavy lifts in this area.

The surface of the fish-siding platform at Kowloon Station Yard was completely relaid. It had been badly damaged by heavy army equipment, and the loading of heavy materials both during and after the war.

47. Bridges. With the exception of the 100 feet span bridges at Taipo and Shum Chun all steel bridges on the British Section were scraped and painted with tar.

The following bridge equipment, forwarded to this Railway from India, were fabricated in the Hung Hom Locomotive Yard:-

100 ft. Thro' span

1 set Callendar Hamilton

...

1

U.C.R.B.

3 sets

>>

1 set

19

60 ft. Thro' span

40 ft. Thro' span 60 ft. Launching Nose.

The Railway Piers at Kowloon and Taipo were overhauled. and repaired, as many of the timber deckings and fenders had been looted during the occupation and several of the others had rotted owing to lack of maintenance.

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   48. Buildings. The camouflage on Kowloon Station build- ing, the Clock Tower and Goods Shed was removed by sand blast from the cement gun. All the missing and damaged columns and parapets on the roof were replaced at the same time, and the clock faces in the tower were re-laid with white opal glass.

    49. A new booking office, circular in shape and considerably larger than the old one was built in the centre of the Kowloon Station concourse. A cash-shaft connecting the booking office with the accounts office was constructed in order to eliminate the necessity of transporting cash bags through the crowded compound. A public address system was installed at Kowloon Station in June, 1947, five loud speakers being erected at key points for broad- casting instructions and notices to passengers.

    50. Two 25,000 gallon pressed steel tanks with towers were erected in the Hung Hom Yard, one for oil and the other for water. A pump-house was erected near the former and two ashpits, 60 feet long were constructed near the latter.

51. Two new 4-room bungalows were erected at Taipo Market and Fanling for housing Station Masters at those stations.

    A new hut was built at Kowloon Tong to accommodate 24 platelayers and 3 headmen, and four new small quarters were built at Shatin, Taipo, Taipo Market and Fanling for housing keymen. This was the first part of a two year programme to provide all keymen with family quarters. They had previously been provided with a bunk's space each.

    An old building near the Mechanical Engineer's Office, Hung Hom Loco Yard, was completely overhauled and used as quarters for the Locomotive Department foremen.

All other native quarters in the Traffic, Locomotive and Way & Works Departments were repaired.

    52. Three pit-type latrines were erected at Shatin, Taipo and Taipo Market Stations in place of the old bucket type latrines which were demolished. This was the second part of a 3-year programme to improve the sanitary conditions at all out-stations.

53. General. Considerable trouble was experienced owing to petty thefts at out-stations. The worst were the thefts of several hundred yards of signal wires which occurred on five occasions within two months, and caused delay and inconvenience to traffic operations.

54. A large rock which had obstructed the view of motorists at Lok Lo Ha level crossing for many years was removed by the P.W.D. in August, the Railway paying 50% of the cost.

    Triangular road signs at all level crossings in the New Territories which had been looted during the occupation were re-installed.

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55. The following spaces were let to local Advertising

Companies.

Inside Kowloon Station

Outside

"

Opposite Nathan Road

504 sq. ft.

1,294

950

"

Waterloo Road Bridge

Prince Edward Road Bridge

Balcony Strip

""

99

960 11

91

1,026

وو

وو

233 21

The total revenue earned from this source was $48,788.

MECHANICAL WORKSHOPS.

56. All locomotives, rolling stock, machinery and equipment were maintained in as good condition as their age and the shortage of tools would allow.

57. The principal difficulty which has confronted the work- shops since the re-occupation has been the shortage of machines and tools, as this affected both the cost and speed with which repairs and rehabilitation could be carried out. All the best machinery and tools were looted during the war, but twenty two new machines were received during the year, and this in con- junction with the arrival of materials from the Crown Agents has enabled considerable improvements to be made in the workshops outturn. Repair costs per engine, carriage and wagon were lower, and the greatly improved maintenance of rolling stock also led to a lower consumption of lubricating oil.

58. The last six of the Austerity locomotives were received during the year. They were all coal burners equipped with fixed grates which will be replaced by rocking grates as soon as the latter arrive from the United Kingdom. The total number in service was nineteen as classified below:

2 Shunters Tank

5

Engine Tank

12

Austerity with tenders 2-8-0

The position is satisfactory in so far as numbers is concerned, but the types are not the most suitable or economical for the work performed. The twelve Austerity and two small shunters which were built for war purposes in 1944, are not of modern design, but have rendered valuable service.

One old tank shunting locomotive which was practically unserviceable and too small for present requirements was sold for

scrap.

59. Carriages and wagons. General repairs and overhauls were given to eighteen carriages and twenty wagons while the arrival of some lighting sets from Great Britain combined with old equipment which was repaired in the workshops enabled lights. to be re-installed in all British Section coaches. Fans were also re-installed in all first and second class rolling stock..

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60. The former Canton Belle and Taipo Belle motor coaches. were converted into first and second class composite carriages and used on the local service. The Japanese had removed parts of the motors during the war, and the manufacturers were unable to supply replacements.

61.

     A Railway Motor Bus was built in the workshops by joining two Dodge Motor Truck chassis together. The Bus could be operated from either end and was used as a shuttle service to and from the New Territories.

62.

The Railway steam cranes were in constant use during the year.

       The 65-ton crane was invaluable in clearing the track after the derailment at mile 10 referred to in paragraph 32 of this report, and also a bad derailment of ten loaded goods wagons and a locomotive which occurred at Pokut on the Chinese Section on August 15th. Revenue earned by the cranes from work performed in loading and unloading cargo on behalf of commercial firms, Chinese Government and other Government Departments was $42,662.

The

63. Considerable work was carried out in the workshops on behalf of other Government Departments and organizations. most important were as follows:-

(1) The servicing and fitting of 27 U.N.R.R.A. locomotives and 6 U.N.R.R.A. shunting engines for the Canton Hankow Railway.

(2) Major repairs to three steam rollers, one motor roller, one concrete mixer and repairs of various plant and parts for the Hok Un Quarry on behalf of the P.W.D.

(3) Repairs and cleaning of hundreds of small surgical

instruments for the Medical Department.

(4) Heavy repairs to a buldozer on behalf of the R.A.F. (5) Small repairs for the General Post Office, and making of

various parts for the Royal Observatory.

   64. There were nine major repairs of motor vehicles carried out for Land Transport, and 31 for other Government Departments. Several repairs of a minor nature were completed to Railway and other Departmental vehicles.

STORES.

65. Stores were well kept and maintained during the year, and were checked by a Board of Survey between the 28th January, 1948 and the 2nd February, 1948.

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66. The position is as follows:-

Stock on hand at commencement of Financial Year... 269,622.54 Stock purchased during the year:-

Coal

Oil, fuel, petrol, etc.

Local purchases, Govt. Stores, etc. Crown Agents

$ 570,730.00

1,494,879.49 720,356.60

484,304.26

3,270,270.35

$3,513,084.07

Less stores issued

$2,902,109.87

Less stores written off

and losses, etc.

17,316.70

Balance stock on hand at March 31st, 1948

$2,919,426.57

$ 350,843.78

67. The increase of $110,304 in the balance of unallocated stores was due to the arrival of spare parts and stores from Great Britain. The principal items received being carriage and wagon tyres, axles and accumulators to the value of $88,751.

68. The sum of $17,316.70 for stores written off is made up as follows:

(1) Reduction in value of stores found on the

re-occupation and

and over-valued when taken on charge

(2) Stores damaged by rain

(3) Loss on coal deliveries between ship and

Railway coal yard

$14,773.97

32.95

2,509.78

$17,316.70

STAFF.

69. Mr. I. B. Trevor, General Manager, proceeded on long leave on February 16th, 1948. During his absence Mr. A. E. Perry, Traffic Manager, acted in his stead, combining the two appointments.

70. Mr. W. R. N. Andrews, Senior Accountant, proceeded on long leave on March 3rd, 1948. Mr. To King Shun, Special Class Clerk, acted in his place.

71. Mr. L. Sykes, Traffic Assistant, returned from leave on November 30th, 1947. He has acted as Stores Officer in addition to his other duties from that date.

72. Staff strength at the end of the year was 749, comprising 410 monthly paid and 339 daily paid employees respectively.

APPRECIATION.

73. The year was one of rehabilitation and in consequence many difficulties arose. It therefore gives the writer great pleasure to record his appreciation of the industry and co-operation displayed by the Railway Staff in general in meeting these difficulties and in carrying out their duties throughout the year.

The Department also received the utmost co-operation and help from the Police Force and their ready assistance at all times. was greatly appreciated.

A. E. PERRY,

Acting General Manager, Railway.

Statement No. 1-CAPITAL EXPENDITURE.

During the Year

At the

beginning

of the Year New Lines and

1. 5. 47.

1

Part I.-Construction Accounts

C- 1 General Expenditure

C- 2 Preliminary Expenditure C- 3 Land

C- 4 Formation

C- 5 Tunnels

C- 6 Bridgework

C- 7 Line Protection

C- 8 Telegraphs & Telephones

C- 9 Track

2

753,619.68 80,045.23 5,210,696.83

Extensions

3

Addition and

Betterments

4

Property Abandoned

5

Nett Capital Expenditure

6

At the end of

the Year 31. 3. 48.

7

753,619.68 80,045.23 5,210,696.83

2,703,100.42

2,703,100.42

3,461,946.92

1,304,351.59

30,619.10

628,229.89

C-10 Signals & Switches

43,162.06

C-11 Stations & Buildings

800,145.98

90,074.47

102,907.97 5,460.03

494,153.03

161,587.49

102,907.97 5,460.03

3,564,854.89

1,309,811.62

90,074.47

30,619.10

494,153.03

1,122,382.92

916.80

916.80

44,078.86

161,587.49

961,733.47

C-12 Central Mechanical Works..

279,414.67

10,578.54

10,578.54

289,993.21

C-13 Special Mechanical Works

C-14 Plant

152,365.00

(A) 69,077.56

69,077.56

221,442.56

C-15 Rolling Stock

3,378,008.12

416,218.56 (B) 261,000.00 (C) 1,317,219.49

1,472,438.05

4,850,446.17

C-16 Maintenance

C-17 Docks, Harbours & Wharves...

1,129.75 45,613.28

1,129.75

18,438.14

18,438.14

64,051.42

C-18 Floating Equipment

Total Cost Property

18,962,522.99

(D) 2,596,557.61

(A) Addition during the year

$119,477.56

Less estimated cost of additions included

above but accounted for in 1946/47

50,400.00

261,000.00 2,335,557.61 21,298,080.60

(C) Estimated cost of 6 Austerity Locomotives received from United Kingdom in 1947/ 1948 Estimated cost of one old Plymouth Sedan Cost of repairs for carriages at C.H.R....

$1,145,143.00 2,000.00 170,076.49

$1,317,219.49

$ 69,077.56

(B) One locomotive sold by auction for $5,453.50.

159,000.00

Original Book value of this locomotive $ 15,000.00

6 Carriages sold to C.H.R. Book value

The value of 31 British Section coaches believed to be on the C.H.R. were included in 1946/47 Capital Account. The correct number should have been twenty-eight. The cost of the three coaches is now deleted from 1947/48 Capital Account

87,000.00

$261,000.00

(D) Total Expenditure from Rehabilitation

Funds 1947/48

Plus estimated value of Austerity Loco- motives, Motor Car, and truck and cost of repairs at C.H.R. as per (C) above. Plus estimated cost of stores received

from Military without debit (debited internally to C-5 Tunnels)....

Less portion of Rehabilitation

Funds chargeable to opera-

ting expenditure and not

included in capital account. $4,597.90 Less estimated cost of Debit

not yet received in 1946/47 but received in 1947/48 as per (A) above

$1,324,336.02

1,317,219.49

10,000.00

$2,651,555.51

50,400.00

54,997.90

$2,596,557.61

Previous Year

Percentage

on Total

Operating

Expenses

Statement No. 2-OPERATING ACCOUNT.

Current Year

Operating Expenses

Amount

Amount

Percentage Percentage on Total on Total Operating Operating

Expenses

Revenue

Previous Year

Operating Revenue

Amount

Amount

Current Year

Percentage on Total Operating Revenue

186,766.48

Main Line.

E-1 General Expenses

305,316.90

11.97

530,609.75

8.24

183,515.54

Administration

299,735.68

9.08

.14

6,338.90

Local Service. R- 1 Passengers Service, Passengers R- 2 Passengers Service,

Other

956,798.85

14.88

.15 14.66

3,250.94 Special

5,581.22

.17

1.10

48,680.15

326,345.94 719,707.20

E-2 Traffic Expenses

E-3 Running Expenses

466,677.06 1,346,110.62|

14.13

.26

11,510.00

2.98

131,951.74

27.75

617,828.52

Locomotives

1,096,448.00

33.20

2.02

89,651.67

3.05

67,757.61

.09

1,973.54

1.44

32,147.53

Carriages and Wagons Motor Vehicles Traffic

83,832.41

2.54

1.89

R- 3 Goods Service, Goods R- 4 Goods Service, Other R- 7 Profit on Central

R- 8 Rent

83,784.28 902,526.49 R- 9 Incidental Revenue

13,051.29 32,249.25

.20

.50

856.60

.02

Mechanical Works

50,276.19

.78

137,768.87

2.14

104,373.53 1,295,374.58

1.62

84,496.50

2.56

81,333.71

2.46

56.36

2,497,485.42

Through Service. R- 1 Passengers Service, Passengers

4,172,407.58

64.88

24.15

537,697.44 455,871.67

19.94 .53

444.007.74 11,863.93

E-4 Maintenance of Equip-

ment

Locomotive Department

E-5 Maintenance of Way &

Structures

658,678.24

19.94

6.49

15.57

525,682.60

Engineering Department Other Departments

512,707.92 12,974.68

15.53 .39

1.22

287,460.61

690,052.63

196.00 53,978.88

R- 2 Passengers Service,

Other R- 3 Goods Service, Goods

154,434.18

2.40

586,385.17

9.12

R- 4 Goods Service, Other R- 9 Incidental Revenue R-10 Auxiliary Operation,

Foreign Haulage

14,350.00 44,765.84

.22

.70

150,674.94

2.34

3,529,173.54 R-11 Interchange of Rolling

Stock

12,860.00 5,135,877.71

.20

2.226,388.73

2,205,311.30

4,431,700.03

(1) Operating Expenditure

(2) Portion of Special Expenditure chargeable to Revenue

(3) Depreciation on Rolling Stock

(4) H. C. L. and Rehabilitation Allowance

(5) Services rendered by Government

(6) Pensions and Gratuities

(7) Rent and other Special Allowance to Staff

(8) Staff Passages

Total Operating Expenses

Total Operating Expenses Balance net revenue

3,302,465.42 3,128.786.87

100.00

100.00

4,431,700.03!

Total Operating Revenue Balance net loss

6,431,252.29

100.00

6,431,252.29

4,431,700.03

6,431,252.29

$2,060,513.93

4,597.90

133,814.42

804,851.61

199,743.51

59,452.04

21,592.05

(1) Net Revenue

(2) Government Transportation:

(a) Passengers

(b) Goods

(3) Government rentals, etc.

$6,370,859.04

59,491.04

17,899.96

$3,302,465.42

902.21

Total Operating Revenue

$6,431,252.29

Previous Year

1

Statement No. 3-INCOME.

Part 1-Income Account.

Current Year Previous Year

1

debt

(A)

I-11 117,852.19 I-12

I- 8 Balance, net loss

I 9 Interest

on funded

debt

I-10 Interest on current

Contractual dividends

Interest on Govern- ment Investments

(B) 202,889.65

I-13 Loss on industrial

investment

2,089.485.64

I-14 Amortization of dis-

counts on

debt

I-15 Taxes

1-16 Rents payable

funded

I-17 Discount on depreciat-

ed currency

I-18 Exchange (Loss)

I-19

Miscellaneous debits

Total

Balance

2,207,337.83

Total

Current Year

2

2

$

2,205,311.30 1-1

Balance, net revenue

3,128,786.87

I-2

1-3

Income from securities! Interest on Deprecia-

tion Reserves

(C)

6,710.04

2,026.53 I-4 Profit on industrial

investments

I-5 Rents receivable

I-6 Exchange (gain)

I-7 Miscellaneous credits

202,889.65

2,207,337.83

2,932,607.26

Total

Balance

3,135,496.91

3,135,496.91

2,207,337.83

Total

3,135,496.91

(A) Interest on Special Expenditure up to 1939 34% on $3,367,205.48=$117,852.19. (B) Interest on Special Expenditure up to 1946/47 31% on $5,796,847.28=$202,889.65. (C) Interest on Depreciation Reserves up to 1947/48 31% on $191,715.31=$6,710.04.

[ 17 ]

Previous Year

1

Statement No. 3-INCOME. Continued.

Part II-Profit and Loss Account.

Current Year Previous Year

Current Year

2

1

2

$

$

$

PL-5 Balance of the year

...

2,089,485.64 PL-1 Balance of the year

-

2,932,607.26

PL-6 Loss on property re-

tired

PL-2 Profit on sale of assets

(A)

9,546.50

PL-7 Delayed

operating

debits

2,089,485.64

2,089,485.64|

PL-8 Miscellaneous debits

Total Balance

Total

2,923,060.76

2,932,607.26

2,089,485.64

PL-3 Delayed

operating

credits

PL-4 Miscellaneous credits

Total Balance

Total

2,932,607.26

2,932,607.26

Part III Surplus Appropriation Account.

Current Year Previous Year

Previous Year

Current Year

1

1

$

2

2

$

S-4

(B) 6,735,070.33 S-5

Deficit for the year

Deficit from previous

years

2,089,485.64 S-1

S-2

Surplus for the year

2,923,060.76

4,645,584.69

Surplus from previous

years

6,735,070.33

Total

4,645,584.69

Surplus carried to

balance sheet

6,735,070.33

Total

4,645,584.69|

2,089,485.64

(C) 4,645,584.69

6,735,070.33

Total

2,923,060.76

Deficit carried to

balance sheet

1,722,523.93

Total

4,645,584.69

$6,735,070.33

(A) Loss on one locomotive sold by Auction

estimated value

Actual amount realized by sale

Net Loss

(B) Deficit brought forward from 1939.

$15,000.00 5,453.50

$ 9,546.50

This defiict may have been greater during 1940 and 1941, but no records for these years are available.

(C) Deficit brought forward from 1939

Plus interest on Special Expenditure up to 1939 34% on $3,367,205.48 ...

Less Interest on Depre- ciation Reserves for 1946/47, 31% on $57,900.89

Less net earnings for

1946/47

2,026.53

117,852.19

$6,852,922.52

2,205,311.30 2,207,337.83

$4,645,584.69

Statement No. 4-GENERAL BALANCE SHEET.

Assets or Debit Balance.

Balance at beginning

of year

18,962,522.99

Heads of Classifications

B-6 Investment assets:-

B-6-1 Cost of road and equipment B-6-2 Cost of other physical property B-6-3 Cost of non-physical assets

Balance at close of year

Increase Decrease

$

$

21,298,080.60 2,335,557.61

Balance at beginning

of year

Liabilities or Credit Balance.

Heads of Classifications

Balance at close of year

Increase Decrease

B-1 Capital liabilities:-

B-1-1 Shares

18,962,522.99

B-1-2 Premium on shares

B-1-4 Mortgage bonds

B-1-3 Permanent Government investment

21,298,080.60 2,335,557.61

B-1-5 Other secured indebtedness

18,962,522.99

Total investments assets

21,298,080.60| 2,335,557.61

18,962,522.99

21,298,080.60| 2,335,557.61

B-7 Working assets:-

B-7-1 Cash

B-7-2 Loans and Bills of Exchange B-7-3 Traffic balances receivable

B-7-3-1 Government Railways

B-7-3-2 Foreign Railways

88,456.93

B-7-3-3 Home line

B-7-4 Other accounts receivable

B-7-4-1 Other Railways

B-7-4-2 Sundry debtors

282.50 269,622.54

B-7-4-3 Advance account

B-7-5 Stores

358,361.97

B-7-5-1 Workshop Suspense

Total working assets

B-8 Deferred debit items:-

B-8-1 Temporary advance to Government B-8-2 Payments made in advance

B-8-3 Unextinguished discounts on funded

debt

B-8-4 Abandoned property not charged off B-8-5 Special funds

B-2-2 Traffic balance

46,072.48

46,072,48

B-2-2-1 Government Railways

47,596.31 47,596.31 20,014.55

68,442.38

.(A)

2,099.30 2,099.30

377,811.46 108,188.92 3,033.55 3,033.55

282.50

450,555.17

160,918.08 68,724.88

46,072.48

Total working liabilities

46,072.48

B-3 Deferred credit items:-

4,809,398.08

57,900.89

90,575.21

B-3-1 Temporary advances from Govt. (B) B-3-2 Operating reserves B-3-3 Depreciation reserves

1,758,765.26

3,050,632.82

B-3-4 Widows' & Orphans' Pension Fund B-3-5 Miscellaneous deferred credits (C)

191,715.31 133,814.42

222,598.53 132,023.32

B-2 Working liabilities:-

B-2-1 Loans and Bills of Exchange

Railway)

payable (Foreign

B-2-2-2 Private Companies

B-2-3 Matured liabilities unpaid

B-2-4 Other accounts payable

B-2-4-1 Other Railways

B-2-4-2 Sundry creditors

B-8-6 Miscellaneous deferred debits

Total deferred debits

4,957,874.18

4,645,584.69

B-9 Balance or accumulated deficit

1,722,523.93]

2,923,060.76

23,966,469.65

Grand total

(A) Estimated value of stores and stationery without debit. (B) Treasury advances.

Total deferred credits

B-4 Appropriations from surpluses:-

B-4-1 Additions

surplus

to property through

B-4-2 Funded debt retired through surplus B-4-3 Fund reserves

Total Appropriations from surplus

B-5 Balance, or unappropriated surplus

2,173,079.10 265,837.74 3,050,632.82

23,471,159.70 2,496,475.69 2,991,785.64

23,966,469.65

Grand total

23,471,159.70 2,601,395.35 3,096,705.30

(C) The Head B-3-5 includes:-Deposit

Fines

$222,195.25 403.28

$222,598.53

TO KING SHUN,

Acting Senior Accountant.

Previous Year

Revenue

1

Current Year

Statement No. 5-ANALYSIS OF PASSENGER SERVICE.

Part I. Passenger Service R-1 Passengers.

(April, 1947 March, 1948)

Percentage of

Kinds of Tickets used

Number Number of Passenger Originating] Units Kilometers Home Line Carried

Revenue

Number Passenger

Carried Kilometers

Revenue

2

3

4

5

6

7

8

9

Ordinary:-

189,518.83 302,575.30

First

Second

2,455,966.84!

Third

Government:-

Civil

First

Second

3,931.63

Third

60,037 156.081

1,613,741

106,422 249,237 2,402,677

3,584,048 8,424,037 71,335,036

460,116.73 796,771.85 3,681,635.53

3.83

4.15

8.69

8.98

9.76

15.04

82.95

82.68

69.51

762

4,809

762 4,809

15,823

15,823

20,752 126,368 462,016

1.293.95

.03

.02

.02

5.979.15

.17

.15

.11

16,835.92

.57

.54

.32

35

Military

Privilege

Excursion

58,620.07 Excess Fare

101,939.05

1.92

Sleeper Charges

Special Charges

Monthly & Season Tickets

First

800

800

Second

3,880

3,880

18,428 106,418

1.063.50

.03

.02

.02

4.594.35

.14

.12

.09

1.038.00

Third

27,680

27,680

16,444.50 Scholar Tickets

62,320

62,320

557,712 1,600,965

16.254.55

1.00

.65

.31

39.489.25

2.24

1.86

.75

Golfing Tickets:-

First

1,580

1,580

47,115

3,232.60

.06

.05

.06

(A)

3,028,095.17

Total Part I

1,947,513

2,875,990

86,282,895 (B)

5,129,206.43

100

100

(A) Home Line

$ 512,707.62

(B) Home Line

Foreign

Government

2,497,485.42

17,902.13

Foreign Government

$ 897,331.13 4,172,407.58

59,467.72

$5,129,206.43

1,961.10

238.783.24

53,047.58

Baggage & Specie:-

Public

Government

Public

Parcels:-

Railway Service

Carriage & Animals:-

Public

Government

Special Trains:-

Public

Government

Postal:-

7.59

Miscellaneous

(C)

293,799.51

Total Part II

$3,028,095.17

Part II. Passenger Service

R-2 Others.

3,321.894.68

(C) Home Line

Foreign Government

Total Parts I & II

$ 6,334.70 287,460.61 4.20

$293.799.51

11,752.79

.22

79.823.69

1.51

75,824.19

1.43

84.80

(D)

167,485.47

5,296,691.90

100

$ 13,027.97 154,434.18

(D) Home Line

Foreign Government

23.32

$167,485.47

Previous Year

Revenue

Kinds of Goods

1

2

General Merchandise:-

731,090.83

Public

7,641.95

Government

(A) 738,732.78

Total Part I

(A) Home Line

Foreign

Government

Statement No. 6-ANALYSIS OF GOODS SERVICE.

Part 1.-Goods Service

R-3 Goods.

1,706.00 Shunting

Handling Receipts

10,000.00 Demurrage

(C)

11,706.00

Total Part II

750,438.78

Total Parts I & II

(C) Home Line

Foreign

Current Year

(April, 1947

March, 1948)

No. of Kilograms Originating on Home Line

Percentage of

No. of Kilograms Carried

Kilograms Kilometers

Revenue

Kilograms Kilograms

Carried Kilometers

Revenue

3

4

5

6

7

8

9

108,168,398

122,219,398 4,308,416,803

618,634.42

100

100

108,168,398

122,219,398 4,308,416,803 (B) 618,634.42

100

100

$ 41,038.20 690,052.63 7,641.95

(B) Home Line

Foreign Government

$738,732.78

Part II.-Goods Service

R-4 Others.

856.60

14,350.00

(D) 15,206.60

$ 11,510.00

(D) Home Line

196.00 .

Foreign

$ 11,706.00

633,841.02

$ 32,249.25 586,385.17

$618,634.42

856.60

14,350.00

$ 15,206.60

97.60

2.40

100

港公共圖書館

VG KONG PUBLIC LIBRAR

Percentage

Statement No. 7-OTHER OPERATING REVENUE (Miscellaneous).

Previous Year

Current Year (Apr., 1947 - Mar., 1948)

I

2

3

4

R 6

2.98

2.02

3.11

131,951.74

89,651.67

137,763.16

789

RRR

23,938.07

2,726.02

111,099.07

8.11

(A)

359,366.57

(A) Home Line

Foreign

Government

Telegraph

6

Percentage

7

8

Profits of Central Mechanical

Works

Rents

Incidental Revenue

50,276.19

.78

137,768.87

2.14

149,139.37

2.32

(1) Advertising

48,787.99

(2) Station & Train Privileges

6,883.26

(3) Sales of Unclaimed & Con-

fiscated Goods

2,138.30

(4) Profits of Stores Transac- tions

11,374.02

(5) Miscellaneous

79,955.80

R-10

Auxiliary Operation (Foreign

Haulage)

R-11

Interchange of Rolling Stock

150,674.94

12.860.00

2.34

.20

Total

(B)

500,719.37

7.78

$305,153.25

53,978.88

234.44

$359,366.57

(B) Home Line

Foreign

Government

$291,516.38

208,300.78

902.21

$500,719.37

[ 23 ]

[ 24 ]

Statement No. 8-UNALLOCATED STORES ACCOUNT.

(1) Stock in hand at commencement of financial year (1st

April, 1947)

(2) Add purchases, returns and charges as charged to Ex-

penditure sub-head

(3) Deduct issues to votes and services as

credited to Expenditure sub-head

(4) Deduct proceeds of stores sold and

credited to Revenue

$3,171,129.17

$ 269,622.54

3,204,083.01

$3,473,705.55

820.17

3,171,949.34

$ 301,756.21

(5) Transfer between stores (+ or -)

+

93,371.95

(6) Adjustments for stores not paid for in year in which

received (+ or −)

26,967.53

(7) Deduct losses and deficiencies written off

17,316.70

(8) Deduct unaccountable balance

.15

(9) Stock in hand at close of financial year 31.3.48

350,843.78

Stock in hand at close of financial year as per Treasury

Return

Plus stock in hand as at 1st April, 1947

Less stores not received but paid in

1947/48

Plus stores purchase in 1947/48 but paid

in 1948/49

Less unaccountable balance

$

108,188.92

+

269,622.54

48,113.14

21,145.61

26,967.53

.15

$ 350,843.78

Estimated value of stores and stationery without debit $2,099.30

[ 25 ]

Statement No. 9-COST ASSIGNMENT AND STATISTICS.

(April 1947-March 1948).

Previous Year 1946/47.

Current Year 1947/48.

$32,027.60

1. Average Cost of Repairs per Loco-

motive per annum.

$16,371.51

.70

2.

Average cost of Locomotive repairs

per engine Km.

.54

10,985.88

3. Average cost of repairs per pass-

enger car per annum.

6,945.49

1,900.33

4. Average cost of repair per goods

wagon per annum.

726.85

.050

5. Average cost of Lubrications per

engine Km. for Locomotives.

.043

Statement No. 10

COST FOR RUNNING COAL BURNING LOCOMOTIVES.

Previous Year

1946/47.

$168,250.50

1. Total cost of Coal.

Current Year 1947/48.

$275,056.06

2. Average cost per ton.

114.81

3.

Cost per train Km.

3.04

2,395.75 tons

26.91

154.50

4.61

1,089 tons 4. Total weight of Coal.

30.31

5. Weight per train Km. Kg.

COST FOR RUNNING FURNACE OIL BURNING LOCOMOTIVES.

Previous Year 1946/47.

Current Year 1947/48.

$203,801.20

1. Total cost of Furnace Oil.

$524,516.36

137.00

2. Average cost per ton.

142.52

2.53 3. Cost per train Km.

1,487.60 tons 4. Total weight of Furnace Oil.

18.43

5. Weight per train Km. Kg.

2.15

3,680.30 tons

15.35

Engine

No.

WHEEL DISTRIBUTION

DIAMETER OF CYLINDER

STROKE

1

2

3

4

5

RB1 Rail Bus six cyl. Bedford

3.5/16"

32"

31"

RB2 Rail Bus

31"

45"

31"

six cyl. Dodge

Statement No. 11-CLASSIFICATION OF ROLLING STOCK-MOTIVE POWER.

(April 1947-March 1948).

STEAM LOCOMOTIVES.

DIAMETER OF DRIVING WHEEL

TANK OF TENDER

GROSS WEIGHT OF ENGINE AND TENDER IN TONS IN WORKING ORDER

BEGINNING OF THE YEAR

TOTAL STOCK AT THE

10

6

7

8

9

ADDITIONS DURING THE

YEAR

REDUCTIONS DURING THE

YEAR

TOTAL STOCK AT THE END

OF THE YEAR

AVERAGE AGE OF CLASS

Weight on Driving Wheels

7 & 8

2-6-4

19"

26"

611⁄2"

Side Tank

89.75T

2

2

37

51 T

17 T

23350

11 & 12

4-6-4

22"

28"

611⁄2"

106 T

"

2

2

20

25

60 T

20 T

33720

13

2-6-4

19"

26"

611⁄2"

89.75T

""

""

1

S - 14

0-4-0

(Tank Shunting)

1

T

1

37

51 T

17 T

23350

S-15 & S-16

2-6-0

Saddle Tank

2

2

7

21 - 32

2-8-0

19′′

28"

561"

Tender

125T 15cwt.

6

6

12

LO

5

61T 5cwt.

15T 12cwt.

29083

1

Petrol Railcars

I

1

1

כא

3

115

13

Each

Maximum

Engine

Axle Load

(Tons)

(Tons)

10

10

11

12

13

14

15

RAC and S.A.E. Rating 26.33 H.P. 55 Passengers.

S.A.E. 25.35 H.P. 55 passengers.

Tractive effort @ 85% Boiler Pressure

Statement No. 12-CLASSIFICATION OF ROLLING STOCK-CARRIAGES.

(April 1947-March 1948).

Classification

Average Tare of each

Class

Seating

Capacity (Passengers) beginning of

Total Stock

Additions

at the

during the

Reductions during the

year

year

the year

Total Stock at the end of the year

(Coaching Vehicles 4'-81⁄2")

Tons Cwt.

2

M

5

6

7

Total seating Capacity (Passengers)

8

First Class Carriage

36

"}

""

">

>>

First and second class composite

carriage

35

First and second class composite

carriage

Second Class Carriage

7474

34

34

Second and Third Class composite

carriage

Third Class Carriage

32

Third Class Luggage and Brake

35

201

128

Third' Class Kitchen

>>

34

Brake

Total

116

មិនន3ទី១ មាន8 គេ នវខា

| AA |

1

1

1

1

2

1

1

1

2

1

131

121

56

192

** 8 HAB

90

3

13

16

70

1

60

2

92

1

1

1612TH

2048

តខ្លួនឥដ្ឋ

91

11

* 22

33

3,129

Note

*

Returned by C.H.R.

[ 27 ]

Statement No. 13-CLASSIFICATION OF ROLLING STOCK-GOODS WAGONS.

(April 1947-March 1948).

Total Stock

Total

Classification

Overall Length of Tare of each

Wagon Class

Average

Carrying

Capacity (Tons)

at the beginning of during the

the year

Additions

Reductions

Total Stock

Carrying

during the at the end

Capacity

year

year

of the year

(Tons)

1

2

3

4

5

6

7

8

9

Goods Vehicles

tons cwts.

4'-81" Gauge

80 Tons Rail Bogies

32'

29 12

80

40

covered Goods...

"

39'-3"

19

8

30

35'

15

5

"

3,

30

""

Rail Bogies

35'

13

30

30

20

15

"

Open Goods

35'

14 8

Cattle Truck

35'

"

15

Tank Car

"

35'

Covered Goods...

19'

"

10

15

Tank Car

"

19'

15

Goods Brake Van

19'

15 10

40

""

Flat (salvaged)...

20

Flat

39'-3" 39'-3"

19 8

19

8

888888-49&

40

30

30

30

30

20

15

15

15

40

20

HH~ || |

1

12

2

1

2-73212~

2

160

2

80

29

870

6

8

240

13

390

90

40

21

315

15

4

60

2

3

3

88

80

60

Total

18

* 72

90

2,400

Note

*

65 wagons Returned from C.H.R.

Salvaged from Harbour. Purchased by Crown Agents.

5

2

""

CLASSIFICATION OF ROLLING STOCK-SERVICE EQUIPMENT.

Classification

Average tare of each class

Total Stock at the beginning of the year

1

2

3

Additions during Reductions during

the year

the year

4

5

65-Ton Breakdown Crane. 5-Ton Locomotive Crane 10-Ton Locomotive Crane

RT-1 Motor Trolley RT-2 Motor Trolley

87 tons 31

10 cwt.

"J

2 tons 1 cwt.

(Japanese)

2 tons 1 cwt.

Total Stock at the end of the year

6

1

1

1

1

1

Statement No. 14-ANALYSIS OF TRAIN AND LOCOMOTIVE KILOMETREAGE.

(April 1947-March 1948).

Oil Engine

Coal Engine

Classification

Kilometreage

Kilometreage

Total Kilometreage

Rail-bus Kilometreage

46/47

47/48

46/47

47/48

By B.S. Eng.

34,588.00 195,090.63

33,024.96

Ordinary

C.S.

36,330.00

54,047.00

14,280.00

86,590.13

21,382.00

Passenger

B.S.

21

2,600.00

5,361.69

nil

25.44

Special

C.S.

nil

560.00

nil

476.00

"

B.S.

17

22

45,211.62

41,807.93

nil

2,784.00

45,211.62

46/47 47/48

67,612.96 281,680.76

50,610.00 75,429.00

2,600.00 5,387.13

nil

1,036.00

44,591.93

46/47

14,561.28 24,437.42

47/48

nil

1,244.00

nil

nil

Train Kilometreage

Mixed

C.S.

13,160.00

10,232.00

19

12,775.00

4,050.00

25,935.00

14,282.00

nil

Goods

B.S.

nil

194.64

nil

nil

nil

194.64

nil

J

19

Service

C.S.

nil

nil

nil

nil

nil

nil

nil

B.S.

356.00

"

1,096.76

3,553.00

"

1,046.70

Ballast Train

C.S.

nil

nil

nil

"

وو

B.S.

"

"

82,755.62

243,551.65

Total Train Kilometreage

C.S.

29

49,490.00

64,839.00

36,577.96

27,055.00

nil

90,446.27

25,908.00

3,909.00

nil

2,143.46

nil

nil

nil

119,333.58 333,997.92

76,545.00 90,747.00

25,681.42

nil

B.S.

nil

486.72

211.60

"

Assisting

C.S.

nil

nil

Supplementary

B.S.

"

""

86,499.62

248,886.65

Loco. Km.

C.S.

"}

??

57,740.00

Locomotive Kilometreage

B.S.

""

Light

C.S.

>>

"

Shunting &

B.S.

"

"

70,172.00

433.50 5,627.02

2,156.00

944.00

12,515.46 1,872.08

Standing in

C.S.

nil

nil

nil

38,449.96

31,561.00

2,084.06

1,459.50

89,453.74

nil

nil

""

27

54.80

211.60

nil

nil

92,403.28 124,949.58 341,289.93

28,987.00 89,301.00 99,159.00

76.96 2,517.56 5,703.98

184.00 3,615.50 1,128.98

75,344.00 102,009.20 77,216.08

nil

nil

541.52

nil

nil

nil

26,859.42

nil

nil

nil

nil

nil

Steam@the

rate of 8 Km. per hr.

Total Loco. Kilometreage

B.S.

"

29

C.S.

99,448.58 59,896.00

256,872.47 71,116.00

130,239.36 33,020.50

15

""

167,879.04 29,171.00

229,687.94 424,751.51 92,916.50 100,287.00

26,859.42

nil

Note: B.S. =

C.S.

British Section Engines.

Chinese Section Engines.

香港公共圖書館

ONG KONG PUBLIC LIBRARI

[ 31 ]

SUMMARY OF FINANCIAL RESULTS OF THE

PAST TWO YEARS.

Head

No.

List of Heads

1946/47

1947/48

1.

Gauge

4' 81"

4' 81"

2.

Route Kilometerage-Operated

36

36

3.

Gross Railway Receipts......

4,431,700

6,431,252

4.

Railway Working Expenditure

2,226,389

3,302,465

5.

Net Operating Revenue

2,205,311

3,128,787

6.

Percentage of Railway Working Expendi-

ture to Gross Railway Receipts

50.23

51.35

7.

Capital Expenditure

18,962,523

21,298,081

8.

Percentage of Net Operating Revenue to

Capital Expenditure

12.11

14.69

9.

Gross Railway Receipts per route kilo-

metre operated

125,025

178,646

10.

Railway Working Expenditure per route

kilometre operated

61,242

91,735

11.

Passenger Receipts:

(a) Local Traffic

536,949

969,850

(b) Through Traffic

2,784,946

4,326,842

(c) Total Traffic

3,321,895

5,296,692

12.

Percentage of Passenger Receipts to gross

Railway Receipts

74.95

82.36

13.

Number of Passenger Journeys:

(a) Local Traffic

596,292

967,574

(b) Through Traffic

1,258,258

1,908,416

(c) Total Traffic

1,854,550

2,875,990

14.

Goods Receipts:

(a) Local Traffic

60,190

33,106

(b) Through Traffic

690,249

600,735

(c) Total Traffic

750,439

633,841

15.

Percentage of Goods Receipts to Gross

Railway Receipts

16.93

9.86

16.

Tons of Goods Hauled

191,496

122,219

17.

Revenue from other Sources:

46/47 47/48

Rentals

89,652 137,769

Haulage Receipts Incidentals

150,675 137,763 161,999

Profit on Central Mech. Works

131,952 50,276

$

359,367

500,719

18.

to Gross Railway Receipts

Percentage of Revenue from Other Sources

8.10

7.78

TOTAL REVENUE:

REVENUE JRIGINATING HOME LINE REVENUE ORIGINATIN & ELSEWHER2 TOTAL REVENUE

9 56.14 8.9 5

= 4

17 2,40 7.5 8

.5.

129

206.43

COMPARISON OF PERCENTAGE RELATIONSHIP OF PASSENGERS CARRIED

AND REVENUE RECEIVED BY THE KOWLOON-CANTON RAILWAYS

DURING APRIL, 1947 TO MARCH, 1948

DEPARTMENT OF STATISTICS, REFERENCE No G48 102.

TOTAL PASSENGERS CARRIED:

NUMBER ORIGINATING HOME LINE = 1,9 4 7,5 13

NUMBER ORIGINATING ELSEWHERE TOTAL PASSENGERS CARRIED

MONTHLY,

SEASON AND GOLFINĖ TICKETS

=

92 8.4 11 2,875, 9१०

CIVIL GOVT.

1ST

CLASS 2ND

1.83% CLASS

1898%)

SCHOLAR

TICKETS (2.24%)

(0.77 %)

(123%)

INARY

(95.76 %)

3 RD

CLASS

(8295%)

CIVIL GOVT.

SCHOLAR

TICKETS

IST CLASS

(897%)

(0.77%)

MONTHLY, SEASOR

(3.4870) AND GOLFING TICKETS

(0.47%)

2ND CLASS

(1553 %)

NARY

(96.28%)

3RD CLASS (71 78%)

[ 32 ]

[ 33 ]

ANALYSES OF PASSENGERS SERVICE AND. GOODS SERVICE, 1946/47 & 1947/48.

HOME LINE

...

FOREIGN =

GOVERNMENT =

DEPARTMENT OF STATISTICS,

REFERENCE No. 0.48 10.

$

PASSENGERS SERVICE

GOODS SERVICE.

PASSENGERS

OTHERS

GOODS,

OTHERS

5,500,000

1447/48

5,030,000

4,500,000

4,000,000

3,500,000

102 f7

3,000,000

2,500,000

2,000,000

1,500,000

1,000,000

500,000

1946+1

1947/48

1946/47

1947/48

1946/47

1947/48

香港公共圖書館

DEPARTMEN

HONG KONG

GKONG PUBLIC ¦ IBRARI

: