九廣鐵路年報 Kowloon Canton Railway Annual Departmental Report 1976-1977

Departmental Report

1976-77

General Manager, Railway and Chief Resident Engineer

52.9

LOW

HONG

KONG

香港公共圖書館

ONG KONG PUBLIC LIBRAR

HONG

KONG

香港中央

圖書館

CENTRAL

LIBRARY

HONG KONG

ANNUAL DEPARTMENTAL REPORT

BY THE

GENERAL MANAGER, RAILWAY AND

CHIEF RESIDENT ENGINEER

R. E. GREGORY,

C.Eng., F.I.Mech.E., F.C.I.T., F.P.W.I., J.

FOR THE

RIES

FINANCIAL YEAR 1976

PUBLIC BRAR

S 362.915 (HK) Kow (187%(77)

* 1st April 1976-31st March 1977

EXCHANGE RATES

Where dollars are quoted in this report they are Hong Kong dollars unless otherwise stated. Since 26th November 1974 the value of the Hong Kong dollar has been allowed to fluctuate in terms of other currencies. On 31st December 1976/31st March 1977 the market rate was apprimately HK$4.67/HK$4.64 US$1.

香

書

館

HONG KONG PUBLIC LIBRARIE

CL DOH

INTRODUCTION

GENERAL SURVEY

TRAFFIC

•

OPERATIONS

FINANCE

•

CONTENTS

ད

共圖

MECHANICAL AND ELECTRICAL ENGINEERING

CIVIL ENGINEERING

PERSONNEL

TRAINING

SONG

STAFF WELFARE

U.BLIC

APPENDICES

Paragraphs

1 - 3

4 - 30

31 54

74 - 83

102 - 103

104

107

I - XXVII

HK 35219 Kou

INTRODUCTION

HOUSING NUTUORITY

LORARY

The British Section of the Kowloon-Canton Railway was first opened to traffic on 10th October 1910 after four years of construction. It included a branch line of two feet gauge from Fanling to Sha Tau Kok from 1911 to 1925. The terminal at Tsim Sha Tsui was opened in 1916. Until the removal of Kowloon Station to Hung Hom in November, 1975, the railway ran from Tsim Sha Tsui at the southern tip of Kowloon Peninsula to Lo Wu at the border with China, a distance of 36 milometres (22 miles). The removal of Kowloon Station reduced the distance to 33.51 kilometres (20.82 miles). The system is a single line of standard gauge of 1,435 mm. (4 feet 8 inches) wide with nine stations, including terminii at both ends and a passenger and goods station at Mong Kok. There is a branch line of 1.00 kilometre to Wo Hop Shek near Fanling which is used only on festival days. Work is in progress to convert from a single line to a double track to Sha Tin, the first phase of a plan to double track the line from Hung Hom to Tai Po Market and eventually to Lo iu.

Since the removal of Kowloon Station

to Hung Hom, the number of daily passenger trains has increased from 36 to 44, including trains operating between Hung Hom and Fanling and Tai Po Market. On Sundays and public holidays, additional passenger trains are run to cope with the in- crease in passengers. On certain festivals, such as Ching Ming and Chung Yeung, when large numbers of people are expected to visit the New Territories, special trains are provided to meet the increase in demand. The maximum number of freight trains which can be operated each day is twenty.

　　　　　　　　　Before 1949, it was possible to travel without changing trains from Kowloon to Canton and briefly in 1937 to Hankow. Since then, people travelling to and from China must change trains at Lo Wu. Freight and mail wagons, on the other hand, cross the border without transhipment, except for a change of the locomotive hauling the train. The journey time for a passenger train from Hung Hom to Lo Wu is slightly over an hour, including stops at each of the seven intermediate stations.

GENERAL SURVEY CLIO

　　　　　　　　　The year, which began on a quiet note, turned out to be a difficult one for the railway, with three disruptions to traffic, one lasting one and a half months. As a result of these and the internal situation in China, the revenue for the year showed a decline for the first time in nine years. The last time when revenue dropped was in 1966/ 67 when public transport companies in general suffered a loss in passengers as a result of disorder in Hong Kong. The following table compares the performance of 1976/77 with 1975/76.

20 FEB 1991

UREAN COUNCIL PUBLIC LIBRARIES

Clasa, HK 35219

Author

кош

市政局公共圖書館 UCPL

HKOC (HK)

3 3288 00822600 5

HD LIB)

Chargeable freight tonnage Number of passenger journeys Head of livestock

Goods revenue

Passenger revenue

Gross railway revenue

Recurrent expenditure

1975/76

1976/77

Percentage Increase/Decrease

1,538,958

1,386,865

9.88

13,398,244

12,210,985

8.86

1,811,637

1,641,682

9.38

- 12.40

9.69

9.76

$18,092,404 $15,848,346 $17,287,289 $15,612,030 $38,611,025 $34,839,595 $26,916,362 $30,819,476

+ 14.50

Freight tonnage as shown elsewhere in this report is in metric tonnes. Passenger figures are based on the number of tickets sold at stations and on trains. As no charge is made for children three years old and under, the total number of passengers actually carried is greater.

　　　　　　　　Imports from China, which represented 99.92% of the freight carried, dropped from the previous year's figure of 1,537,697 tonnes to 1,385,815 tonnes. The drop was due mainly to the internal situation and earth quakes around Tang Shan in China, and the subsidence of a bridge at Tai Wai, which severed the railway and isolated the freight unloading yards. Although temporary yards were opened north of the bridge the facilities available were insufficient to cope with the normal freight volume coming from China. The effect of the subsidence deprived the Railway of all unloading facili- ties south of Tai Wai. As a result, the Chinese authorities were forced to transfer some freight to sea transport. Some of these arrangements continued for several months after the bridge was replaced and through traffic resumed in mid October. Export tonnage was 704 tonnes, a decrease of 82 tonnes over the previous year. Freight carried within the New Territories dropped slightly from 475 tonnes in 1975/76 to 346 tonnes.

The number of passengers who travelled wholly within the Hong Kong decreased from 11,868,132 in the previous year to 10,605,010, a decrease of 10.6%. This was due mainly to the removal of Kowloon Station from the busy focal point of Tsim Sha Tsui to Hung Hom and the damage to the bridge at Tai Wai, which occurred during the summer vacation period when large number of school children would have used the railway for travelling to the New Territories. Passengers who travelled to and from China increased by 4.96% from 1,530,112 in the previous year to 1,605,975. The increase is attributed to the recovery of Hong Kong's economy.

　　　　　　　　Net profit for the year dropped to $4.02 million, 65.8% less than the previous year's profit of $11.74 million. The decline was due to the fall in freight and passenger revenue and a higher operational cost. The higher cost was mainly caused by a revision of salaries and the cost of operating the

new Kowloon Terminal.

　　　　　　　　Accumulated funds rose from $60.6 million in the previous year to $64.6 million, an increase of 7%. The value of fixed assets at the end of the year was $45.8 million, an increase of 12% over the previous year's figure of $40.8 million.

10.

　　　　　　　　As an extension of the policy to use all available resources to earn revenue, advertising on trains was introduced during the year. The public address system installed in the coaches by an advertising agency was also used to advise passengers when to alight from a train and disseminate official information. The leasing out of the Southern Concourse of the Kowloon Terminal for exhibitions continued during the year and was used by Government and private organisations.

11.

Six power operated ticket printing and issuing machines ordered in the previous year to cope with the expected increase in passengers when the new Race Course station opens and the double track to Shatin is in use arrived at the end of the year and work began in March 1977 to install them in the Booking Office of Kowloon Station. When installed these machines will be able to issue tickets at twice the rate of manually issued pre- printed tickets. The higher issuing rate of these machines is expected to reduce the waiting time in buying tickets at peak travelling periods and on holidays when passenger traffic is particularly heavy.

г.

12.

　　　　　　　　Work on double tracking the line from Hung Hom to Sha Tin continued during the year and was expected to be complete at the end of 1977. Approval was sought during the year to commence work on the second phase to extend the double tracking to Tai Po Market when the first phase has been completed. Eventually, it is intention to extend the double

tracking to Lo Wu.

JAI

13.

The double tracking of the line is part of a programme to modernize and expand the services of the Railway. With the shift of the population to the New Territories and an expected increase in freight shipments from China, the existing single track will be incapable of meeting future demands. To cope with this, Government has approved expanding the service by adding a second track, which will eliminate many of the limita tions inherent in single track operation and so enable the operation of faster and more efficient train services.

14.

A tender was awarded during the year for installing a colour light signalling system on the double tracked section between Hung Hom and Sha Tin to replace the existing mechanical semaphore system which has become obsolete and incapable of coping adequately with the higher frequency of trains being operated. As double tracking is extended to the north, the mechanical system north of Sha Tin will also be replaced by colour light signals and which will allow a higher frequency of trains to be operated than the existing system can accommodate.

15.

As train frequencies and speeds increase the time available for carrying out maintenance work on the track will diminish whereas the rate of wear will increase. To counter this, approval has been given to introduce mechanised maintenance and improve the quality of the track. increasing the depth of ballast, replacing the existing wooden sleepers with concrete sleepers and substituting heavier rails welded into long lengths, it will be possible for a tamping machine to maintain the track in future more rapidly, consistently and economically, and enable rail renewal to take place less frequently.

16.

　　　　　　　　The construction of an oil unloading siding at Fo Tan was 90% complete at the end of the year and it was expected to open in April 1977. It will provide unloading and storage facilities for diesel oil and dry goods coming from China. The yard might also be used for unloading kerosene

and liquid petroleum gas.

17.

　　　　　　　　　The construction of a Marshalling Yard at Lo Wu was well under way during the year and was expected to be completed in early 1978, at which time freight trains currently marshalled in China would be marshalled in Hong Kong. Although it should have been the responsibility of the Kowloon- Canton Railway to marshal freight wagons coming from China, according to their destination and commodities to facilitate unloading, the Chinese had so far undertaken the responsibility because of the lack of such a yard in Hong Kong. In view of the increasing volume of freight destined for Hong Kong, the Chinese authorities had found it difficult to continue this activity and as a result it was necessary to build the marshalling yard. Although the yard should become fully operational in 1978, four sidings will be ready for use in November 1977.

18.

　　　　　　　　　Investigation started during the year on the possibility of building a second tunnel through the Lion Rock at Beacon Hill adjacent to the existing tunnel to enable the double tracking between Hung Hom and Sha Tin to be fully exploited. The new tunnel will have two tracks with more gentle gradients and a lower summit. Whereas it is feasible to improve the existing tunnel, this would cause severe disruption to trains and the work would be prolonged. This effect together with the cost of building an additional single bore tunnel would be similar in overall cost to building the proposed new double tracked tunnel and it was therefore decided to build a second tunnel to replace the existing one.

19.

　　　　　　　　　The construction of a station at the new Race Course in Sha Tin started at the end of the year and is expected to be completed in September, 1978, before the Race Course opens.

20.

Other projects in hand include building a loop line and an additional platform and footbridge at Sheung Shui Station and remodelling Sha Tin and Mong Kok Stations as part of a project to double track and modernize the railway. The latter two stations would be part of a complex including offices, shops and other facilities. Work was expected to com- mence on rebuilding them in late 1977.

21.

Consultants from Transmark (Transportation Systems and Market Research Ltd.), a British Railways' subsidiary arrived at the end of 1976 to carry out a study into the modernization and expansion proposals of the Railway and in particular to recommend the most efficient type of traction system, the type of rolling stock which would be necessary, and examine the viability of the following proposed additional lines :

Kowloon Station at Hung Hom to Tsim Sha Tsui;

Tai Wai to the Kwai Chung Container Terminal;

Tai Po Market to the Tai Po Industrial Estate and Shuen Wan;

from Sheung Shui to Tuen Mun;

a duplicate route from Kowloon to Sha Tin.

The study was expected to be completed in September, 1977, and a full report of the findings, together with the recommendations presented to Government before the end of 1977.

22.

Two new locomotives of 2,000 horse power and a spare locomotive bogie ordered from the General Motors Corporation of the United States of America in the previous year arrived in March. The two locomotives were designed for fast acceleration and multiple unit operation. They have larger fuel tanks and a more comfortable cab. The spare bogie was to help to in- crease the availability of locomotives by reducing the time a locomotive was out of use due to defective bogie.

23.

Air conditioning was installed in four first-class coaches during the year and entered service in February, 1977. A supplementary fare of $1.00 is charged for a journey irrespective of the distance travelled. It is intended to convert another four in the 1977/78 financial year to help fully test the commercial attractiveness of air conditioning by enabling each train to have an air conditioned coach.

24.

To help prevent passengers from boarding a train at the last moment with a possible risk of accident, train departure signals were in- troduced at Mong Kok and Fanling Stations in October, 1976 on an experimental basis. Thirty seconds before a train departs a series of bleeps are sounded over the public address system to warn passengers of the impending departure of the train. If the system proves successful, it will be extended to other stations.

25.

In order to implement new investment more efficiently and improve the proficiency of management, several new posts were submitted to the Government Secretariat for approval. The object is to enhance pro- fessional ability and personal accountability and provide a level of manage- ment more removed from involvement in the day-to-day control of railway operations so that greater attention can be given to planning and policy formulation.

26.

　　　　　　　　　The Government has agreed to two posts of Assistant General Manager, a Training Manager, Marketing Officer, Project Manager and Development Engineer. Further posts of Assistant General Manager (Technical) and Senior (Civil) Engineer are under consideration. An Assistant Depart- mental Secretary was also provided, on a temporary basis, to assist in the increasing volume of personnel matters.

27.

　　　　　　　　　　The structure of the railway grades needs modification to suit the expected modernization of the railway, to improve versatility and remove some anomalies between grades due to changing work loads and wage inequities. Proposals have been submitted to the Government Secretariat and these will be discussed with the Trades Union before implementation.

28.

　　　　　　　　The revision of the railway Standing Orders (Railway Rule Book) which started in 1974 was completed and forwarded to the Government Printer for printing at the close of the year. The Book was last revised in 1946 and had remained virtually unchanged. The new Book will be printed with loose leaves to facilitate the inclusion of future amendments.

29.

　　　　　　　　　　The Railway suffered a major disruption during the year when the bridge over Shing Mun River, between Tai Wai and Sha Tin, was under- mined by a rainstorm at the end of August. As a result it had to be de- molished and rebuilt. During this period, which lasted from 25th August, 1976 to 11th October, 1976, a shuttle train service was operated either side of the river with a bus link operated by the China Motor Bus Company connecting the rail services. Some 12,500 people were carried each day. Freight traffic suffered considerably because of the lack of freight terminii all of which were located south of the bridge and as a temporary expedient. sidings in the Workshops at Ho Tung Lau, the branch line to Wo Hop Shek and the section of the main line between Sha Tin Station and the Shing Mun River, together with the partially completed oil unloading yard under construction at Fo Tan, were brought into use as temporary unloading yards. With these measures, it was possible to continue to receive freight traffic from China, although the volume was restricted. Possibly because of this the price of some food stuffs rose on the local markets. The disruption demonstrated the importance of the Railway for the transportation of commodities from China. Additionally the China Travel Service (Hong Kong) Ltd. constructed oil unloading facilities on the sea wall adjacent to the main line at Pak Shek Kok between Tai Po Kau and University Stations.

30.

　　　　　　　　　　Apart from this disruption, the Railway suffered two further disruptions at the close of the year. On 4th March, 1977, the railbus was derailed near Ho Tung Lau Workshops due to the collapse of scaffolding on adjacent road works, blocking traffic through the area for a few hours. On 20th March, 1977, six wagons of a train of empty wagons returning to the Chinese Section were derailed at Keng Hau, outside the northern portal of Beacon Hill Tunnel necessitating closing this section of the line for one day to enable repair work to be carried out. The track had recently been slued after a span of bridge No. 9 had been moved to facilitate the provision of an additional span as part of the double tracking project.

TRAFFIC

31.

Traffic earnings decreased by $3,919,318 (11.08%) in comparison with the previous year. Recent trends are shown below :

1973/74

$21,996,433

1974/75

$28,688,809

1975/76

$35,379,694

1976/77

$31,460,376

32.

　　　　　　　　　　On 22nd April 1976, the Chief Secretary, Sir Denys Roberts visited the Ho Tung Lau Workshops in the company of the General Manager.

33.

　　　　　　　　　On 10th May, 1976 and 23rd May, 1976, Prime Minister LEE Kuan- yew of Singapore went to and returned from China by rail respectively.

34.

Passenger Traffic Local passenger journeys decreased by 10.64% but international journeys increased by 4.96%. In the case of the former, the decrease is largely attributed to the new location of the Kowloon Terminal with poor connecting public transport facilities, the increase in fares, collapse of Railway Bridge No. 11 at Tai Wai and the exceptionally cold weather. The increase in journeys to China relates to the larger number of Hong Kong residents visiting relatives and friends in China.

35.

On Sunday, 4th April, 1976, the Ching Ming Festival and Monday, 5th April, 1976, 29 and 25 special trains were operated in addition to the normal daily train services and 118,638 and 64,584 passengers were carried respectively. The majority went to the Wo Hop Shek and Sandy Ridge Cemeteries.

36.

　　　　　　　　　On 2nd June, 1976, the Dragon Boat Festival, 10 special trains were run to and from the New Territories to enable the passengers to see the Dragon Boat Race held at Tai Po (Yuen Chau Tsai). Altogether 21,695 passengers were conveyed to all stations.

37.

　　　　　　　　　On 25th August, 1976, following a severe rainstorm, landslides were reported between University and Tai Po Kau, and Sha Tin and University at 05.15 hours and as a result, a shuttle service was initiated between Kowloon and Sha Tin and Tai Po Kau and Lo "u. The latter was extended to Sha Tin at 12.10 hours. At 08.45 hours, a deformity to the arches support- ing the bridge over the Shing Mun River just north of Tai Wai was dis- covered and the shuttle service between Kowloon and Sha Tin was suspended. The deformity was such that it was found necessary to demolish and rebuild the bridge.

38.

　　　　　　　　　From 26th August to 11th October, 1976, shuttle train services were operated on both sides of the Shing Mun River. In the north, the service ran from Sha Tin to Lo Wu. In the south, the service initially ran from Hung Hom to Mong Kok, but a few days later was extended to Tai Wai where a temporary station was built in forty eight hours for this service. From 1st September, 1976, a bus link was provided to transfer passengers between the two sections of the railway at no extra charge. This service remained in force until through traffic was resumed on 11th October after the construction of a new permanent single span. A further span is to be added in 1977.

39.

On Sunday, 31st October, 1976, the Chung Yeung Festival Day and Monday, 1st November, 1976, in addition to the normal service, 27 and 23 special trains were operated respectively and 86,554 and 39,505 Passengers were carried. The majority were worshippers who went to Wo Hop Shek and Sandy Ridge Cemeteries.

40.

　　　　　　　　　On 20th February, 1977, the Third Day in the First Moon of the lunar calendar, a total of 85,611 passengers were conveyed to all stations. On 16th Febraury, 1977, the Day before the Chinese New Year Eve, a total of 19,425 passengers were conveyed to Lo Wu, a new record.

41.

New lavatories at Fanling and Tai Po Market stations were opened to the public for use on 28th October, 1976 and 13th February, 1977 res-

pectively.

42.

Four air-conditioned carriages were put into service on 7th February, 1977.

43.

Fares and Rates From 2nd July, 1976 to 31st August, 1976 (except Sundays and Public Holidays) special half-fare student tickets were issued for train journeys between Kowloon and Mong Kok to New Territories stations. Altogether 11,502 tickets were sold compared with 19,652 the previous year. Less tickets were sold because of inclement weather and the damage to Bridge No. 11.

44.

The supplementary fare for travelling in an air-conditioned first class carriage is 1.00 irrespective of the distance travelled.

45.

Freight traffic New goods sidings at Ho Man Tin were put into service on 17th May, 1976. They are capable of handling more than 40 live- stock wagons at a time. The goods yard at Mong Kok will be demolished for re-construction by October, 1977 and all livestock wagons will then have been transferred to Ho Man Tin Sidings. The new sidings will increase live-stock handling capacity and speed up unloading. This has the benefit of reducing the rate of mortality and the extent of offensive odour caused by the loaded wagons standing in the sun for lengthy periods. In order to provide more space to speed up freight unloading at the Goods Yard in Hung Hom, the areas between sidings were paved and some sidings removed. This project started in December 1976 and is expected to be completed in October 1977. After completion, it will increase the number of unloading places from 91 to 106.

46.

The construction of a lorry holding area at the entrance to the Goods Yard at Hung Hom Terminal started in January 1977. Its provision is to avoid traffic congestion caused by lorries parked along the Salisbury Road extension awaiting entry into the goods yard. It can accommodate up to 50 lorries and is expected to be completed in July 1977.

47.

　　　　　　　　　　During the collapse of Railway Bridge No. 11 at Tai Wai, mail and general cargo were dealt with at the sidings of Fanling Station, Fo Tan Yard, Ho Tung Lau Workshops and part of the main line on either side. of Mile 7 level crossing. Livestock wagons were mainly dealt with at Wo Hop Shek. Temporary measures were undertaken to unload diesel oil onto barges near Pak Shek Kok south of Tai Po Kau Railway Station after the close of daily passenger traffic. With the co-operation of the Chinese railway authorities and the local consignees, the effect on the inward goods from China during the period was minimized.

48.

　　　　　　　　　　The decrease in freight revenue is attributed to the decrease in goods from China. Comparative figure for goods revenue as follows :-

Increase/

1975/76

1976/77

Decrease

Carriage of general merchandise

$14,563,608

$12,608,951

-$1,954,657

Tonnes

Other freight ser-

(1,538,958) (1,386,865) (- 152,093)

vices, Handling

charges, baggage,

parcels, etc.

Total freight

revenue

Percentage

Increase/

Decrease

- 13.42

(- 9.88)

$3.528.796 $3.239.395 -$ 289,401 $18,092,404

-$2,244,058

8.20

$15,848,346

- 12.40

49.

The following principal commodities imported by rail into Hong Kong during the year, amounting to 49.29% of the total tonnage, were :-

Apples .. Steel Bars

Beer

Cardboard

Cement ...

•

Cotton piece goods

Eggs

Cotton, raw

•

Meat frozen.

Oil,

diesel

Onions

Oranges

Paper

Pears

Vegetables, fresh

7,372 tonnes 14,262

20,586

7,642

31,281

32,303

15,770

37,529

23,350

158,528

5,349

4,854"

13,522

曾

14,047

9.485

395.880

50.

Additionally, the head of livestock conveyed for the same

period was 1,641,682 including 1,591,742 pigs.

51.

　　　　　　　　　A total of 5,964 cold storage wagons conveying 113,356 tonnes of frozen goods were received from China including :-

No. of wagons

1,779 132

883

Description of goods

Tonnes

Eggs Fresh fruits beat

27,749

1,965

13,350

New refrigerated wagons are being introduced with a net capacity of 40 tonnes compared with 30 tonnes in the older wagons.

52.

Other cold or frozen goods included poultry, vegetables, fish,

prawns, chestnuts, preserved meat, milk and ice cream.

53.

　　　　　　　　　Mail and mail packets amounting to 4,940 tonnes compared with 5,874 tonnes in the preceding year, were conveyed by rail to China. The amount was distributed evenly over the whole period under review except a seasonal peak of 714 tonnes in January which reflected the approach of the Chinese New Year.

54.

Full details relating to goods traffic are shown in Appendix XI.

OPERATIONS

55.

After the introduction of the new timetable on 30th November, 1975, the incidence of passenger trains arriving less than five minutes' late reached 92.82% compared with 78.56% of the preceding year. The centage of trains arriving at their destination on time was 77.96 com- pared with 44.84 of the preceding year.

per-

No. of scheduled

Passenger trains

Percentage

Trains on time

11,218

77.96

Trains delayed for less than 5 minutes

2,139

14.86

Trains delayed for more

than 5 minutes

1.033

7.18

Total No. of passenger

trains run

14,390

100.00

56.

The number of freight trains were 2,098 from China and 1,956 to China, the latter were virtually empty.

57.

　　　　　　　　　　The number and types of special trains run during the year were as follows :-

Down

Total

Passenger Passenger (empty)

Ballast

221

220

441

106

102

Total :

272

377

649

58.

On 30th October, 1976, train departure signals were introduced

at Mong Kok and Fanling Railway Stations.

59.

On 6th December, 1976, a public address system was introduced into all coaches which provided music, advertisements and enabled announce- ments to be made by the Guard to all passengers.

60.

On 4th March, 1977, the railbus was derailed at 05.04 hours about 200 feet north of Railway Mile 9 level crossing. Shuttle train services between Lo Wu and University and Kowloon and Sha Tin were intro- duced up to 09.00 hours when through traffic was resumed.

61.

On 13th March, 1977, Bridge No. 9 was moved to the east in order to provide sufficient space for laying a second track as part of double tracking from Kowloon to Sha Tin. Shuttle train services were provided between Sha Tin and Lo Wu. A substitute bus service was introduced between Sha Tin and Kowloon.

62.

On 11th March, 1977 two new locomotives arrived from the U.S.A. and were put into service on 14th March, 1977.

63.

　　　　　　　　　On 20th March, 1977, an empty goods train was derailed in the vicinity of Railway Bridge No. 9 at 06.24 hours. Shuttle train services between Sha Tin and Lo Wu were put into service for the whole day. On 21st March, 1977, shuttle train services between Sha Tin and Lo Wu and between Kowloon and Mong Kok were put into service with buses from the Kowloon Motor Bus Co. Ltd. operating a connecting service between Sha Tin and Mong Kok up to 16.00 hours, when through traffic was resumed.

64.

Accidents during the year:

Trespassers injured by trains Trespassers killed by trains Passengers injured by trains

Passengers killed by trains Staff injured on duty

Derailments:

(a) Chinese Section goods wagons

(b) Rail-bus

(d) Locomotives

Collisions :

1975/76

1976/77

LIBRARI

754 TE

(a) Passenger coach with buffer

stop

(b) Passenger train with a lorry (c) Brake van with buffer stop (d) Goods train with buffer stop (e) Between pick-up wagons

LIIN-

65.

During the year an extensive publicity campaign was introduced to advise the public to avoid exposing themselves to danger when on the railway and new posters were exhibited at all stations. Additionally the availability of the public address system in all coaches enabled the Guard to warn passengers not to travel in dangerous locations. The introduction of a departure signal at stations was a further effort to improve public awareness of the need for greater safety.

FINANCE

66.

　　　　　　　　　Operating expenditure increased by 15.1% from $23,298,218 to $26,825,806 due mainly to the increase in salaries for the additional staff for the new railway terminal at Hung Hom, a revision of salaries and the continuing escalation in the cost of materials. The gross operating profit fell from $12,221,977 to $4,693, 646 whilst the net profit was $4,020,119 compared with $11,740,288 in the previous year. Accumulated Funds, excluding interest, rose to $64,624,443 at the end of the year.

67.

68.

The decrease in net profit was due mainly to :

(a)

a general decrease in the numbers of passengers and volume of freight traffic especially during the suspension of railway traffic between 25th August and 10th October, 1976 caused by the

subsidence of the railway bridge over the Shing Mun River.

(b) generally less imports from China especially of diesel

oil.

　　　　　　　　　During the year, additions to fixed assets totalled $8,297,662. The major increases included the acquisition of two new diesel electric locomotives and one landrover, capital expenditure included associated emer gency work for bridge No. 11, improvement to Lo Wu Station and various improvements to existing facilities such as air-conditioning of four coaches and equipment for the maintenance of track.

69.

　　　　　　　　　　The accounts and supporting data are published in Appendices I to VIII in this report.

70.

　　　　　　　　　　The Operating Ratio, which consists of the percentage of operating expenditure to revenue rose from 65.59 to 85.11 largely due to the decline in revenue of $4 million and the increased Kowloon terminal cost of HK$1.68 million arising from the transfer from Tsim Sha Tsui to Hung Hom. The profit of HK$4.0 million may be regarded as satisfactory in view of the year events.

71.

Freight income at $15.848 million continued to be slightly higher than passenger revenue while the proportion of non traffic revenue rose to 9.7%. The value of net fixed assets rose by $5.0 million and the return on capital fell to 10.25% from the exceptionally high figure of 29.98% in the previous year.

72.

　　　　　　　A Business Statement is included as appendix V. Its purpose is to identify the more avoidable expenditure as distinct from costs which are wholly joint and generally invariable. From this the dependence of the railway on freight traffic can be seen with goods revenue contributing $13.47 million to joint costs against a passenger contribution of only $1.72 million. The Statement is part of a management information system aimed at developing profit and cost centres as an aid to identifying the performance of individual managers and to help in formulating commercial policy.

73.

Appendix IV further analyses the passenger business and shows that of the total passenger revenue of $15.612 million, 20.17% relates to international traffic with the People's Republic of China and 67.37% to passengers travelling wholly within Hong Kong originating or terminating their journeys north of Shatin. This demonstrates the advantage in encoura- ging longer journeys. The development of Shatin as a new town will un- doubtedly increase the usage of the railway but growth in the Tai Po and Sheung Shui areas and increased travel to and from China will give the railway a greater financial benefit which, moreover, relates to a market less affected by road competition.

74.

MECHANICAL AND ELECTRICAL ENGINEERING

　　　　　　　　All locomotives, rolling stock, electrical and mechanical equip ment, machinery and plant were maintained to a good standard during the year, especially during the interruption to train services due to the damage to Bridge No. 11 on 25th August, 1976. within the period between the accident and up to the resumption of service on 11th October, 96, there were only four locomotives north of the bridge, but there were no failures which testified to the high standard of maintenance. Also during this period, the Railway Workshops made sidings available for unloading food stuff and other commodities from China. In order to enable unloading to be undertaken after sunset and at other emergency yards during this period, temporary lights were installed for the temporary yards at Sha Tin, Fo Tan and Tai Po Kau. The Workshops Section also played an active part in conjunction with other Sections in developing and implementing a number of projects.

75.

A comprehensive Work Study exercise conducted by Organisation and Methods Division of the Finance Branch, Government Secretariat, on be- half of the railway was carried out at the Workshops at Ho Tung Lau in the later part of the year. Recommendations including improvements in and an increase of supervision were made. The report is being studied by the Management to analyse the feasibility of implementing the recommendations.

76.

　　　　　　　　Locomotives The availability factor of diesel locomotives was 87.9% compared with 91.3% in the previous year. The comparatively lower availability was due to a greater incident of locomotive overhauls during the past year.

When the railway was severed due to the need to reconstruct

bridge No. 11, in order to sustain a high level of locomotive utilization, tem- porary arrangements were made to perform all examinations and servicing at night. Maintenance cost rose from $1.386 per km. in the previous year to $1.684 per km. The increase was the result of the increased cost of spare parts due to inflation. To cope with the increasing volume of passenger and freight traffic, two more locomotives and one spare locomotive bogie ordered the previous year arrived in Hong Kong on 11th March, 1977. After passing through commissioning tests and track runs, the two locomotives were released to service on 14th March, 1977.

77.

The average consumption of diesel oil was 3.74 kg. per engine km. compared with 3.52 kg. per engine km. in the previous year, reflecting the heavier weight of trains. The total average cost of maintenance and oil con- sumption per locomotive km. was $4.07 compared with $3.72 in the previous year.

78.

　　　　　　　　　Carriages and wagons Availability of carriages was 89.93% com- pared with 88.13% in the previous year and the maintenance cost per passenger coach km. $0.331 compared with $0.305 in 1975/76. Again the higher mainten- ance cost was mainly the result of inflation. Four first class passenger carriages were equipped with air conditioning and released into service on 7th February, 1977. Two spare passenger carriage bogies ordered from Japan last year arrived on 3rd February, 1977. Two more covered wagons were con- verted into brake vans for the Traffic Section. A public address system on trains and advertisements in carriages were introduced in this year. Modi- fication of 40 Japanese coach alternators was completed early in the year increasing output from 70 to 95 amperes.

79.

Plant and Equipment In order to cope with the increase in work load in the Workshops, minor improvements, including the construction of a spray painting room, sand blasting room and cleaning pit were started and should be completed in the year 1977/78.

80.

　　　　　　　　　　An order was placed last year for a new wheel lathe from the United Kingdom to replace the existing lathe which had reached the end of its useful life and was beyond economic repair. The new lathe which has a higher turning speed will enable wheels to be profiled in about one-eight the time of the existing lathe. As the number of trains increases, wheels will wear at a higher rate and need re-profiling with higher frequency in order not to endanger the safety of trains. The wheel lathe was scheduled to be delivered in 1976, but delivery was delayed to 1977/78. Because of the introduction of the metric system, one of the existing lathes was converted from imperial to metric sizes and a new metric lathe was ordered for delivery by the middle of 1977.

81.

　　　　　　　　　　Additional electric lights were installed by the Workshops at Lo Wu as part of the station improvement, Tai Po Kau passenger waiting shelter, Hung Hom Lorry Holding Area and Fo Tan Goods Yard. Under the supervision of a service engineer from the Westinghouse Brake & Signal Co. of the United Kingdom, the Workshops Section Provided assistance in the installation of a signalling system at Fo Tan sidings. This project was expected to be com- pleted in early 1977/78. Building services items within railway premises, plant and equipment were maintained to a good standard during the year.

Work done for other Government Departments included manufacturing

82.

2,000 letre hot water cylinders, and various castings of iron, bronze and aluminium, etc. Additionally the workshops also manufactured railway switches

and turnouts.

83.

Statistical statements relating to analyses of train and locomotive running, fuel oil expenses, consumption of lubricants and the cost of repairing locomotives, carriages and wagons will be found in Appendices XII to XV while the classification of rolling stock is shown in Appendices XVI to XX.

84.

CIVIL ENGINEERING

The first supply of the heavier UIC 54 rail (54 kilogrammes per metre) was delivered at the end of 1976 and a contract let for the production of concrete sleepers. It was expected that delivery of these would start in May, 1977.

85.

　　　　　　　　Two teams of welders were trained during March by a representative from Thermit Welding (GB) Ltd. and a start made on track welding. Initially welding was confined to platform lines at Hung Hom Terminus, and then proceed- ed to the new up line between Mong Kok and Kowloon Tong where track was welded into 108 feet lengths. The new oil siding at Fo Tan was welded into long lengths and although laid with the older 95 lb. rail, with concrete sleepers it was the first section of track of modern construction and will be the standard in future.

86.

　　　　　　　　Authority was received during the year to reballast the whole of the railway to a greater depth over a period of five years in conjunction with the adoption of heavier track. The commencement of this work was delayed due to difficulties with the acquisition of land and delays in the completion of the double tracking project, but is hoped that the work will start during mid-1977.

87.

　　　　　　　　A submission was made for supplementary provision under the track reballasting programme for the premature renewal of one mile of track each year in conjunction with the ballasting work, to enable the existing track to be raised to a higher standard before full double tracking is introduced.

PID

88.

　　　　　　　　Authority had been received for the purchase of an ultra-sonic rail testing machine which will be purchased in 1977/78 and two members of the staff will be trained to operate it. This will enable cracks in rails to be detected before they become visible to the naked eye and so increase the safety of the railway and reduce traffic delays.

89.

The increased frequency of traffic makes the time available for track maintenance during the day limited and the periods for possession during the night are reduced. This reduces the efficiency of track mainten- ance work and the increased traffic causes heavier wear. Authority will be sought to obtain a tamping machine for packing and lining the track. This will become more important when the heavier track is extensively in use.

90.

Following the derailment near bridge No. 9 on 20th March, 1977, it was agreed that in future all permanent way work involved in new projects and affecting running lines would be carried out by K.C.R. staff and

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an application will be made to increase the staff for this purpose.

91.

　　　　　　　　　In connection with the development of Sha Tin New Town, civil engineering works were carried out adjacent to, over, and under the railway at a number of locations in Sha Tin. Close liaison was maintained with the consulting engineers, Maunsell Consultants (Asia) Ltd. regarding safety measures to be taken to safeguard the railway. On 4th March 1977 at about 5.08 hours the formwork for the construction of an abutment of an overhead Road Bridge No. 2 collapsed and obstructed the railway near Level Crossing Mile 9 while a railbus approached the section. It caused derailment and damaged the railbus. Train services between University and Sha Tin Railway Stations could not commence until 9.10 hours when the railbus had been re- moved from the site.

92.

Close liaison was also maintained with the Mass Transit Railway Corporation's engineers regarding safety measures to be taken for the cons- truction of H.T.R.C. tunnels underneath the railway at Kowloon Tong.

93.

New Works and Improvements

Site formation work for the construction of the Marshalling Yard at Lo Wu started. Excavated materials were transported from Hong Lok Yuen Borrow area to the filling area at Lo Wu. Up to the end of March, 1977, some 142,000 cu. yd. of filling had been dumped.

Construction work for Fo Tan Oil Sidings was carried out and the oil track was substantially completed while the dry goods track and yard building construction was in progress at the end of the year.

A new platform shelter was erected at Tai Po Kau Station.

Two new latrines were constructed at Tai Po Market and Fanling Stations by the Public Works Department. Two new latrines at Tai Po Kau and University were under construction at the end of the years

Fifteen new platform benches were constructed at Lo Wu Station; the old 3rd class restaurant was demolished and reconstructed as a Store room, the toilets in the 1st class waiting hall were reconstructed and enlarged.

A lorry holding area adjacent to Kowloon Station was under construction at the end of the year.

The windows facing the mainline in the Erecting and Painting Shops at Ho Tung Lau Workshops were protected with wire mesh. As an improvement to the Railway Workshops, the following items were constructed :

washing pit 85 feet long; sand blasting room; and

spray painting room.

94.

Typhoon and Rainstorm Damages

As the result of typhoon and rainstorm during the year, the following remedial works were carried out :-

95.

The slope at the back of Luen Wan Street was resurfaced with chunnam.

Bridge No. 11 was reconstructed by the Railway Division of the P.W.D.

Staff quarters at Sheung Shui and Sha Tin were repaired.

Minor damage to windows and doors of gang huts, staff quarters etc. were made good.

Works undertaken for outside parties

Resiting oil pipes at Hung Hom for the P.W.D.

Laying sewers under one turnout and two tracks at Hung Hom for the Chief Engineer Railways P.W.D.

Laying cable ducts under the track at Mile 7 and Tai Wai for the China Light & Power Company.

Laying 12-way cable ducts under the track at Mile 7 for the Hong Kong Telephone Co.

ए

Others items of minor civil engineering work can be found in Appendix XXI.

PERSONNEL

RAR

96.

　　　　　　　　　　　　　　In the period 1st April 1974 to 31st March 1977 the railway establishment increased from 828 to 1005. An increase of 93% over last

year's establishment of 986. The major increases occurred in the Traffic Section and the Workshops Section where labouring and aritsan staff in- creased by 40%.

Planning and Administration Division

Addition

1 Assistant General Manager

Engineer (Project Manager)

Senior Engineer (Super-

numerary)

Senior Railway Officer

(Training Manager)

Typist

Planning and Administration

Project Management

Liaison with consultants undertaking study on moderniza- tion of K.C.R.

Improvement in job performance

of staff

Deletion

Assistant General Manager (Supernumerary)

Replaced by permanent post

Traffic Division

Addition

Assistant General Manager

Chief Railway Officer

(Operating Manager)

Senior Railway Officer

(Terminals Manager)

Senior Railway Officer (Marketing Officer)

Deletion

Traffic Controller

Assistant Traffic Controllers

Way and Works Section

Administration and management

of Traffic Division

Train operation

Terminals and stations operation

Marketing and public relations

Replaced by 1 post each of A.G.M., C.R.0. and S.R.O.

པ

Addition

Engineer/Assistant Engineer

Assistant Inspector

Foreman

1 Foreman (Supernumerary)

Artisans I

Artisans I (Supernumerary)

Way & Works Trainees

Workshops Section

Development of civil engineering projects

Welding rails

Trainee Platelayers

Addition

1 Electrical Engineer/Assistant

Electrical Engineer

Maintenance of colour light signalling and electrical aspects of plant

Deletion

Railway Attendants (Supernumerary)

Artisans I (Supernumerary)

Artisans II (Supernumerary)

Semi-skilled Labourers (Supernumerary)

Labourers (Supernumerary)

97.

Previously the organisation of the Department was divided into various sections. With the creation of the two Assistant General Manager posts, the Department had been re-divided into three divisions: Planning and Administration Division, Traffic Division, and Technical Division. post of Assistant General Manager (Technical) was under consideration at the end of the year and is expected to be approved in the following year. When this extra post is approved, the three Divisions will be headed by an officer of Assistant General Manager level.

98.

Continued efforts were made during the year to improve manage- ment-and-staff consultation. Meetings with the Railway Traffic Officers' Association and Railway Workers' Union continued on a regular basis. Meetings are now held with Divisional heads and only in the case of dis- agreement on matters which cannot be resolved at those levels are items referred to meetings between the General Manager and the union representa- tives.

99.

Mr. R.E. Gregory, General Manager, visited China from 25th April, 1976 to 9th May, 1976 to discuss with the Chinese railway authorities in Peking matters concerning traffic interchange arrangements and future developments. He went on home leave from 15th July, 1976 to 30th August, 1976 and was again away from Hong Kong for a short while during the Christmas and New Yar period. During these periods, visits were made to the Crown Agents, British Railways and suppliers concerned with Kowloon-Canton Railway projects. During his absence on these occasions, Mr. U.L. Wong, Acting Assistant General Manager, acted in his place as General Manager.

100.

During the year a total of 18 officers retired from the service, among them were Mr. LAI Shu-yan, Assistant Way & Works Engineer and Mr. LAM King-kai, Senior Clerical Officer. Mr. I. Agafuroff, ISO, Treasury Account- ant, also left the service after spending 10 years with the Railway.

101.

PIT

Officers who joined the department during the year included Mr. Sunny CHOI Shun-shing, who became the first Project Manager of the Department, Mr. WOO Chor-kei, who replaced Mr. I. Agafuroff, ISO, as Treasury Accountant, and Mr. Raymond KAN Pak-chung, who was transferred to the Department from Home Affairs Department as Assistant Departmental Secretary.

TRAINING

102.

Training continued to be promoted at all levels. Staff sent on various training courses during the year included the following :

103.

Local Courses

Mr. M.R. Elvy, Way & Works Engineer, attended a Problem Analysis and Decision Making Seminar

Mr. LEUNG Chun-chung, Way & Works Inspector, attended an Introduction to Management Course.

Mr. LI Siu-hop, Assistant Way & Works Inspector, attended a Cantonese Supervisory Course.

Mr. LIANG Min-chung, Senior Clerical Officer, attended a Supervisory Development Course for Clerical Officers.

Overseas Course

Mr. CHOI Yat-how, Traffic Controller, was sent to England to attend a Senior Transport Management Course with British Transport Staff College in Woking from 2nd May, 1976 to 24th July, 1976. He also visited British Railways, London Transport and the Japanese National Railway to study at first hand the techniques used by more advanced Railways in handling the rapid transit of large numbers of passengers. T

Apart from these, a large number of junior supervisory staff

　　　　　　　　part in both the Way & Works and the Workshops Section attended various acci- dent prevention and industrial safety courses organized by the Labour Department.

STAFF WELFARE

ARIES

104.

Membership of the Credit Union of the Railwa Workshops stood at 73 and outstanding loans amounting to $7,698.62 at

year.

105.

P1976,

close of the

Up to 31st March, 1976, the grant made available by Government for welfare purposes amounted to $23,016.40. Of this amount, $16,676.50 was set aside for interest-free relief loans to officers with monthly salaries not exceeding $2,750 and the balance of $6,339.90 was made availa- ble as grants to assist departmental clubs and associations.

106.

The Railway Sports and Recreation Club organized several week- end launch picnics at a nominal price to various scenic spots in Kowloon and the New Territories during the year. Over 500 staff and family mem- bers joined these outings. In addition, the club also organized buffet and dinner gatherings during Christmas and after Chinese New Year. These dinner were well supported by all levels of the staff.

107.

The Workshops Canteen at Ho Tung Lau continued to be well

patronized by the staff of these shops.

R. E. GREGORY GENERAL MANAGER, RAILWAY

AND CHIEF RESIDENT ENGINEER

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館

NG KONG PUBLIC LIBRAR

SUMMARY OF FINANCIAL RESULTS FOR THE PAST THREE YEARS

APPENDIX I

Head

No.

1974-1975

1975-1976

1976-1977

Route Kilometrage-Operated

Gross Railway Receipts

Railway Operating Revenue

....

$30,723,929

$38,611,025

$34,839,595

$28,879,515

$35,520,195

$31,519,452

Railway Operating Expenditure

$21,899,558

$23,298,218

$26,825,806

Nett Operating Revenue

$ 6,979,957

$12,221,977

$ 4,693,646

Percentage of Railway Operating Expenditure to Railway

Operating Revenue

....

75.83

65.59

85.11

Net fixed assets

$39,079,321

$40,772,760

$45,776,073

10.

Percentage of Nett Operating Revenue to net fixed assets Railway Operating Revenue per Route Kilometre Operated Railway Operating Expenditure per Route Kilometre Operated

17.86

802,209

29.98

$1,044,712

10.25

927,043

608,321

685,242

11.

Passenger Receipts

$15,138,697

$17,287,289

12.

Percentage of Passenger Receipts to Gross Railway Receipts

49.27

44.77

788,994

$15,612,030

44.81

13.

Number of Passenger Journeys

13,901,333

13,398,244

12,210,985

14.

Goods Receipts

....

$13,550,112

$18,092,404

$15,848,346

15.

Percentage of Goods Receipts to Gross Railway Receipts

16.

Tons of Goods Hauled

44.11

1,167,292

46.86

1,538,958

45.49

1,386,865

17.

Revenue from other sources

Rentals

Incidentals

Central Mechanical

Workshops Services

Advertising

Sales of Surplus and

Condemned Stores

18.

1974-75 1975-76 1976-77 $1,186,252 $1,976,529 $1,897,960 34,094 $ 63,887 $ 32,802

190,706 $ 140,502 $ 59,076 623,533 $1,049,990 $1,388,365|

535 $

424 $ 1,016 $ 2,035,120

$ 3,231,332

$ 3,379,219

Percentage of Revenue from other sources to Gross

Railway Receipts

6.62

8.37

9.70

Expenditure

Traffic Expenses

Traffic Running Expenses

Traffic Salaries and General

Operating

Kowloon-Canton Railway

Account for the year ended 31st March, 1977

APPENDIX II

1976/77

1975/76

Revenue

1976/77

1975/76

4,489,145

4,402,458

Passenger Services Goods Services

15,612,030

17,287,289

15,848,346

18,092,404

6,686,530 11,175,675

5,340,675 |

10,243,133

Morkshop Services

59,076

31,519,452

140,502

35,520,195

Expenses

Maintenance

Mechanical

6,219,881

Way and structures

6,672,463

Rainstorm damage & other emergency repairs

12,892,344

69,442

5,014,485

5.247,084

10,261,569

116,568

Depreciation

Plant

Rolling Stock

Other

Gross Operating Profit C/F

92,807

1,831,239

89,966

1,832,544

764,299 2,688,345

754,438

2,676,948

26,825,806

23,298,218

4,693,646

12,221,977

Expenditure

31,519,452

1976/77

35,520,195

Profit & Loss Account for the year ended 31st March, 1977

1975/76

Revenue

共

Administrative and General

Expenses and Salries

1,269,129

Contribution in lieu of Rates and Duty

1,541,859

Rent

820,000

1,063,011

1,619,101

820,000

Net loss on disposal of Fixed Assets

243,401

Stores Charges

119,281

Net Profit C/F to Balance Sheet

3,993,670

4,020,119

116,032

Rents and Incidental Revenue

Proceeds of Sales of

ARIES

3,618,144

Surplus Stores

Net Profit on disposal of

Fixed Assets

Gross Operating Profit B/F

11.740,288

8,013,789

15,358,432

31,519,452

35,520,195

1976/77

1975/76

4,693,646

12,221,977

3,319,127

3,090,406

1,016

424

3,320,143

45,625

3,136,455

8,013,789

15,358,432

Notes on the Operating and Profit & Loss Accounts

　　　　　　　　The Kowloon-Canton Railway is owned by the Hong Kong Government whose policy is to avoid cash transactions between its departments. However, the Railway prepares its annual accounts based on commercial principles for the determination of its profitability and as a reflection of the performance of management. In these circumstances the market value of all services rendered to Government departments, the renting to them of railway property and the loss of revenue caused by Government action are included in such accounts. A principal item is the considerable difference between actual income derived from the sale of tickets to students and the amount which they would have paid if normal fares were charged and is in effect a sub- sidy to students. The situation is the same as in the case of the bus and tramways companies which are compensated for the concessionary fares charged to students by the payment by Government.

　　　　　　　　　In order that the Railway accounts can reflect income which is part of the normal revenue of non-government owned railways the following notional credits were included in these accounts :

Subsidy for Scholar Tickets

Value of tickets issued free of charge to Government employees travelling on duty

Conveyance of mail to China

3,352,670

392,199

1,339,215

Rent for Railway land occupied

by Government departments

127,978

5,212,062

foo

RIES

Conversely, notional debits shown in the accounts consisted of :

Contribution in lieu of rate

Contribution in lieu of duty on

diesel oil used in locomotives

Annual rent charge for use

of Government land

Postage through 0.H.M.S.

$629,208

912,651

$ 820,000

$ 1.652

$2,363,511

====CE

Furthermore, the salaries of staff include an element for the

cost of fringe benefits, such as pensions etc.

Kowloon-Canton Railway

Balance Sheet as at 31st March, 1977

APPENDIX III

As at 31st March, 1976

Nett Book Value

As at 31st March, 1977

Assets

At Cost

Depreciation to date

Nett Book Value

Fixed Assets

2,800,827

Tunnels

3,724,830

1,057,376

2,667,454

1,304,814

Bridges

2,953,594

456,141

2,497,453

129,016

Line Protection

172,024

49,152

122,872

495,994

Telegraphs & Telephones

501,579

29,204

472,375

3,179,202

Tracks

3,379,000

878,953

2,500,047

1,536,854

Signals and Switches

2,259,803

790,464

1,469,339

6,438,214

Buildings

8,498,314

2,226,596

6,271,718

898,325

Plant

2,740,453

1,774,136

966,317

23,989,514

40,772,760

Rolling Stock

58,843,576

83,073,173

30,035.078

37,297,100

28.808.498

45,776,073

Current Assets

Cash

40,893

20,963,211

489,548

73.321

Treasury Current Account Advances and Sundry Debtors

歐

21.566,973

62,339,733

Workshop Manufacturing Account

45,388,683

11,740,288

3.477.156

60,606,127

Current Liabilities

757,878

975.728

Accumulated Funds

Profit and Loss Account Balance as at 1.4.76 Profit for the year

Replacement provision no longer required

abilities

Outstanding payment for the purchase of 40 passenger coaches

1,733,606

62,339,733

Miscellaneous Deposits

41,345

19,522,810

641,984

71.176

20,277,315

66,053,388

57,076,073

4,020,119

61,096,192

3.528,251

64,624,443

500,208

928.737

1.428.945

66,053,388

Notes on the Balance Sheet

Capital expenditure does not include the cost of the new railway terminus at Hung Hom and the value of the land on which it stands, and no provision has been made for compensation to the Railway for surrendering the land and buildings in Tsim Sha Tsui, pending agreement on the financial aspects of the removal of the Kowloon Terminus from Tsim Sha Tsui to Hung Hom with Government.

　　　　　　Under the item "bridges" the nett book value of $27,447 has been written off due to the subsidence of bridge No. 11 at Shing Mun River in August offset by capital expenditure of $1,282,220 on associated emergency work for the bridge.

香港公共圖書館

HONG KONG PUBLIC LIBRARIE

APPENDIX IV

Bar Chart of Revenue Collected from Commuter, Suburban

and International Services for the Year 1976/77

Key:

: revenue from international service

　　　　　$ 00,000

: revenue from Suburban service

: revenue from commuter service

香港公共圖書本

LIBRAR

HONG KONG PUBH"

APR MAY JUN JUL AUG SEP

1976

OCT NOV

DEC

JAN

FEB

MAR

1977

KOWLOON-CANTON RAILWAY

BUSINESS STATEMENT

FOR THE YEAR ENDED AT 31st MARCH, 1977

APPENDIX V

Profit Centres

Freight Passenger Tenancies Advertising | Other

Total

92,894 34,839,595

Revenue :

Specific Costs :

Terminals

15,848,346 15,612,030 1,897,960 1,388,365

754,210 5,288,574

Train operation

856,645 3,731,990

Maintenance of

rolling stock

765,585 4,870,445

Other

Total :

Surplus :

Joint Costs :

Headquarter

administration

Workshop

administration

Permanent way

Structures

Signalling

Departmental

train operation

2,376,440j 13,891,009

6,042,784

4,588,635

5,636,030

51,605

51,605 16,319,054

18,520,541

13,471,906 1,721,021 1,897,960 1,388,36541,289

KONG PUBLIC LIBRARIE

HONG KONG N

Amortisation

Fayment to

Government

Rent to Govern-

ment

Store charges

Loss on disposal of fixed assets

Total:

Surplus after

deducting

joint costs :

1,304,427

431,191 4,236,325

2,401,529 670,965

43,099 2,688,345

1,541,859

820,000

119,281

243,401

14,500,422

4,020,119

ANALYSIS OF PASSENGER SERVICE

Part I

Haulage

APPENDIX VI

1975/76 Revenue

Types of Tickets issued

Current Year (1976/77)

Percentage of

Passenger

Journeys

Passenger Kilometres

Revenue

Passenger

Journeys

Passenger Kilometres

Revenue

2,215,489.30 8,592,717.10

Standard:

First

Ordinary

----

....

753,338

6,981,870

18,705,023 142,248,608

2,106,561.05

6.17

7.64

13.49

8,058,408.93

57.18

58.13

51.62

Government:

98.972.60

First

36,253

887,070

105,985.20

0.29

0.36

0.68

209,150.30

Ordinary

....

127,652

3,150,789

187,684.70

1.05

1.29

1.20

Excess Fares:

104,745.98

95,039.02

Passengers travelling without tickets

53,092

1,061,900

106,892.25

0.43

0.68

Others

****

....

103,116.30

0.66

5,760.00

Golfing Tickets

....

300

8,700

960.00

0.01

Monthly Tickets:

(a)

234,164.00

1,070,446.00

First

Ordinary

60,000

....

572,480

1,234,220

10,283,200

157,881.80

0.49

0.51

1.01

654,165.60

4.69

4.20

4.19

4,613,897.00

6-month Scholar Tickets: (a) & (b)

3,626,000

67,153,090

4,068,303.00

29.70

27.44

26.06

(A)17,240,381.30

13,021,020.80 4,219,360.50

(A)17,240, 381.30

Total Part I

12,210,985

244,732,600

(B)15,549,958.83

100.00

99.60

....

Public

Government

11,805,089.93

....

3,744,868.90 (notional)

(B)15,549, 958.83

1975/76 Revenue

Particulars

39,989.00

6,919.10

46,908.10

Platform Tickets

Air-conditioned Tickets (c) Lavatories

Total Part II

17,287,289.40

Total

Parts I and II

Notes:

Part II

Miscellaneous

Current Year (1976/77)

BRARI

Percentage

Revenue

賻

41,818.50

20,253.00

0.27

0.13

62,071.50

0.40

15,612,030.33

100.00

(a) In relation to monthly and scholar tickets, passenger journeys are based on 40 single journeys per month.

(b) The use of scholar tickets is restricted to Ordinary Class and for journeys on days other than Sundays and Public Holidays. They are not available to stations intermediate between designated stations. (c) Air-conditioned tickets were introduced with effect from 7th February, 1977.

SUMMARY OF PASSENGER TRAFFIC

ӨН

Current Year (1976/77)

APPENDIX VII

Percentage of

Number of

1975/76

Inward

Revenue

Nature of Traffic

. or

Outward

passengers over three

years of age carried

Passenger

Revenue

Kilometres

Number

carried

Passenger

Revenue

Kilometres

1,600,487.10

1,503,119.45

Inward

Bookings to and from Lo Wu

'Outward

801,403

804,572

27,247,702

27,355,448

1,666,855.00

1,642,360.10

6.56

11.13

10.72

6.59

11.18

10.56

6,884,008.36

7,252,766.39

Inward

Bookings to and from Stations other than Lo Wu

17,240,381.30

Total

...

BLIC

5,243,226 93,987,948 6,018,361.68 42.94 Outward 5,361,784 96,141,502 6,222,382.05 43.91

38.40

38.70

39.29

40.02

12,210,985

244,732,600

15,549,958.83 100.00

100.00

LIBRARIES

書館

1975/76

Revenue

Nature of Goods

ANALYSIS OF GOODS SERVICE

Part I Goods Service (Merchandise and Livestock)

Current Year (1976/77)

Charged Weight in Kilograms (Figures within parenthesis indicate actual weight)

Kilogram Milometres F

Revenue

Kilogram

Carried

General Merchandise

Percentage of

Kilogram

APPENDIX VIII

Revenue

Kilometres

9,566,777.75 24,714.65

9,226.95

872.35

Invoiced to and from Lo vu

Inward

1,217,583,750 (646,078,000)

Outward

704,155

704,155)

40,389,703, 300 23,941,270

8,984,328.50 20,283.10

87.79

87.53

0.05

56.70

0.13

Invoiced to and from stations other than Lo Wu

Inward

342,750

342,750)

8,549,680

6,630.55

0.03

0.02

0.04

Outward

3,150 (

3,150)

51,710

865.15

0.01

Diesel Oil

3,063,540.35

Invoiced from Lo Wu

Inward

168,231,000 (156,994,000)

5,719,854,000

2,043,342.80

12.13

12.40

12.89

1,386,864,805

46,142,099,960

Livestock *

1,898,475.85

14,563,607.90

Invoiced from Lo Wu

Inward

1,641,682 Head

1,553,501.00

9.80

BLJ

12,608,951.10

100.00

79.57

Part II Goods Service (Miscellaneous)

Current Year (1976/77)

椰

Pevenue

1,868,514.03

1975/76

Revenue

1,969,731.93

25,970.75

2,479.90

6,848.75

1,523,765.00

3,528,796.33

18,092,404.23

Particulars

Handling Receipts Baggage and Specie

Parcels

Vehicles and domestic

animals

Postal

Total

Part II

Total

Parts I and II

IBRARIES

Twenty livestock is approximately equivalent to one ton in weight.

賻

Percentage

Revenue

11.79

24,521.45

0.15

1,883.70

0.01

5,260.65

0.03

1,339,215.00

(notional)

8.45

3,239,394.83

20.43

15,848,345.93

100.00

KOWLOON-CANTON RAILWAY INVESTMENT PROGRAMME 1976/77 - 1985/86

APPENDIX IX

Item (in

order of

priority)

Project Description

HK m

HKS m

1976/77 1977/78 1978/79 1979/80 1980/81 1981/82 1982/83 1983/84 1984/85 1985/86

HKS m HK$ m HK$ m

HK$ m HK$ m HK$ m HK m

Spread of Expenditure

Total

Invest-

ment

HK m

HK$ m

Air-conditioning

of 4 coaches

0.80

Electric induction

heater for retyring

0.09

Rail Motor Trolley

0.65

Mobile lifting jacks

0.25

Tyre retaining ring

fixing machine

0.18

Wheel lathe

1.23

7 *

Re-signalling Hung

Hom to Sha Tin

3.50

4.00

7.50

8 *

Lo Wu Marshalling

Yard ($10.71 m)

2.77

3.19

9.15

9 *

Goods Yard at Fo

Tan ($2.32 m)

1.32

1.00

2.32

10 *

Improvement to

Sheung Shui Station

2.50

Additional paving

area at Hung Hom

Terminal ($1.75 m)

0.30

1.45

+ 12 #

Development of Sha

共圖

2.50

1.75

Tin Station

($21.89 m)

12.84

8.36

+ 13 #

Development of Mong

Kok Station

10.00

10.50

1.50

+ 14 @

Beacon Hill Track

Widening (New Tunnel)

13.27

24.97

12.82

0.94

+ 15

Track Maintenance

Equipment

0.13

1.30

16 *

Re-ballasting of

track

2.40

2.20

21.20

22.00

52.00

2.73

11.20

+ 17

1 locomotive

23.00

+ 18

14 coaches

213.00

2 3.00

$13.00

+ 19 #

Double Track (Sha

Tin Tai Po Market

including develop-

ment of stations)

a. Track (including

signals)

b. Station B

9.00

10.00

15.00 10.50

2.50 10.00 10.00

20 *

Sha Tin Racecourse

Station

0.20

5.68

Kwai Chung to Sha

Tin Line

37.00 37.00

37.00

22 @

Shuen Wan Line

35.00

34.40

BRARIES

}67.

67.00

23 @

Tsim Sha Tsui Line

10.00

40.00

50.00

+ 24

Hong Lok Yuen

Station

2.00

3.00

11.56

111.00

104.40

150.00

5.00

+ 25 @

Double Track (Tai

Po Market - Lo Wu

including develop-

ment of stations)

4.00

7.00

25.00

+ 26 @

Re-signalling for

Double-tracking

(Tai Po Market to

Lo Wu)

8.85

17.70

+ 27 @

Tai Wai Station

2.00

3.00

5.00

+ 28 @

Fo Tan Station

2.00

3.00

5.00

+ 29 @

Kowloon Tong

Station

0.01

8.35

15.71

3.93

28.00

+ 30 (r)

Electrification

(Kowloon to Lo Wu

cost including

overhead installa-

tion and signal

immunisation)

9.00

9.00 16.00 16.00

+ 31 @

Rolling Stock

(electric)

a. Locomotives (0)

b. Cars (96)

Yuen Chau Kok Line

33 @

Tuen Mun

Tai Po

Line ($520 m)

Sha Tin Goods Yard

50.00

100.00

200.00

10.00 70.00 70.00 50,00

200.00

50.00 100.00 100.00 100.00

350.00

(Ma Liu Shui)($10 m)

2.00

4.59

68.17 107.05 280.53 260.42 326.05 134.40 100.00 100.00 102.00

1,448.81

Freight Traffic for the year 1976-77

Upward (Tonnes

APPENDIX X

Month

Downward (Tonnes

Total

April 76

120,532

120,612

May 76

94,554

94,637

June 76

104,731

104,794

July 76

130,328

130,403

August 76

October 76

November 76

September 76

港

Nii

共

110,030

110,074

100,811

158,5941

158,642

141,596

141,664

December 76

130,242

130,338

January 77

107,308

107,362

February 77

85,013

85,050

March 77

707

CKONG PUBLIC LIBR

Note: Livestock is excluded from the above table

102,419

102,478

1,386,158

,386,865

APPENDIX XI

Apples

The principle commodities imported from China by rail

7,372 tonnes

Bamboo poles

2,731

Beans

2,465

Bean noodles

Beer

Bleaching powder

1,511 20,586 2,842

Blankets, cotton

4,155

Bottles

1,016

Bran

1,092

Bricks

2,299

Candies

2,316

Canned goods ...

7,180

Cardboard

7,642

Carpet

1,669

Caustic soda

2,650

肇

Cement

Chemicals.

Chestnuts

31,281 2,976 2,421

Chillies

1,546

Chinaware

Chinese medicine

7,651 9,644

Clay

3,378

Clothing .....

1,489

Commodes

•

2,274

Corn

3,555

Cotton, clothing

8,722

Cotton piece goods

32,303

Cotton, raw

Cotton Yarn

•

15,770 13,145 "

Eggs

37,529

Eggs, preserved

1,529

Electric appliances

Embroideries

Fish, fresh

Fish, frozen

2,081 2,378 2,056 2,551

Fodder

2,692

Fruits, dried Furniture ..

Garlic, dried Glass sheets

Glassware

Grapes Grease

Ironware

3,443

帽

11,329

6,690

3,653

3,610

2,868

1,123

2,730

Iron wire

2,479

Line

1,293

Maize

1,990

Meat, frozen

23,350

Meat, preserved

1,310

=======

Melons

Metal ware

Mineral water

4,360 tonnes

4,314

ย

•

1,410

Newsprint

9,411

Oil, diesel

158,528

Oil, motor, lubrication

2,871

Onions

5,349

Oranges

4,854

Paper

13,522

Paper, toilet

8,058

Peach

8,117

Peanuts

•

1,705

Peanut oil

7,387

Pears

Plums

14,047

1,119

Potatoes ..

10,224

Poultry (frozen)

11,759

Poultry, live

3,726

Prawns, frozen ....

1,066

Pressed wood ........

4,545

Roofing felt ..

1,947

Rape seed oil

9,557

Safety matches

1,305

Salt

2,415

Shoes

3,001

Slate

•

2,138

Soap

1,379

Soda

•

Starch

Stationery

1,542

6,366

3,416

Steel bar

14,262

Stones

1,324

Straw matting

1,692

Sundries

100,120

Thermos Bottles

1,340

Tiles

12,210

Timber

5,843

Tomatoes

8,541

Towels

2,893

Toys

Trunks

Turnips, dried

1,471

1,274

1,784

Turnips, fresh

2,507

Vegetables, fresh

9,485

Vegetables, preserved

Wine

1,877 6,682

803,054 tonnes

ANALYSIS CF TRAIN AND LOCOMOTIVE KILOMETRAGE

(April 1976 March 1977)

Appendix XII

Classification

Diesel Electric

Kilometrage

1975-1976 1976-1977 1975-1976

Rail-bus Kilometrage

1976-1977

Passenger

506,217.15508,426.30

Train

Goods

182,959.38|156,492.95

Kilometrage

Military Special

Ballast Train

10,469.76

6,640.34 8285

4942

Total Train Kilometrage

699

圖

8285

4942

Train Kilometrage

Locomotive

Light Locomotive

Kilometrage

699,646.29671,559.59

Shunting Locomotive 50,800.96 36,186.43

Total Locomotive Kilometrage

758,384.46712,606.80

7,937.21

4,860.78

HONG

KÖ

FUEL COST FOR DIESEL ELECTRIC LOCOMOTIVE

(April 1976 - March 1977).

PUBLI

RIE

Appendix XIII

Previous Year 1975-1976

$1,572,562.75

Current Year

1976-1977

Total cost of diesel oil for main line running

$1,538,264.97

617.45

541.52

2. Average cost per tonne

2,627.3131

Total weight of diesel oil for locomotives (tonnes)

2,626.5623

3.52

Weight per Locomotive Kilometre in Kg.

3.74

CONSUMPTION OF LUBRICANTS FOR LOCOMOTIVES

(April 1976 - March 1977)

Appendix XIV

Previous Year

1975-1976

Current Year

1976-1977

7,704

Total consumption of crank case oil (gallon)

1.016

Consumption per 100 locomotive kilometres in gallons

7,929

1.113

$10.90

3. Average cost of crank case oil for diesel

$10.90

港

electric locomotives per gallon

公

ル

共

ROLLING STOCK

KILOMETRAGE STATISTICS

(April 1976 March 1977)

Appendix XV

館

30.305

Previous Year 1975-1976

$1.386,

HONG

Current Year

1976-1977

Average cost of repair per locomotive Km. (labour and material only)

$1.684

$2.22

Average cost of passenger carriage repair per vehicle km. (labour and material only)

Average cost of diesel fuel per locomotive

$0.331

$2.27

km.

$0.1107

Average cost of lubricating oil per loco- motive km.

$0.1213

Engine Number

Engine Type

Main Generator

Approximate Weight (Fully Loaded)

Number of Drivers

Fuel Oil

CLASSIFICATION OF ROLLING STOCK

(April 1976 March 1977)

Diesel Electric Locomotives

NG KONG

Lubricating Oil

Cooling Water

Sand

Bogie Centres

Driving Wheel Diameter

Bogie Rigid Wheel Base

另外55

General Motors

G12-1310 H.P.

D12

72 8 770 138

12 567C

tons

I.G.

170

I.G.

12 cub.

feet

26'-6" 40"

Length over Head Stocks

Height over Rail Level

Width over Handrails

MOTIVE POWER

Appendix XVI

18 19 20

Gear Ratio

Maximum Permissible Speed

Total Stock at the Beginning of the year

Additions during the year

Reductions during the year

Total Stock at the end of the year

General Motors

G12-1125 H.P.

D15

8 770

138

170

12 567C

tons

I.G. I.G. I.G.

12 cub.

feet

26'-6" 40"

8'-0" 44"-6"

12'-2"

9'-2"

63/14

M.P.H.

21 years

& 8

months

39,760

lbs. 25%

Adhesion

28,000

lbs.

Uuu

General Motors

G16-1800 P.H. 16 567C

D32

98.3 12 664

tons

166

174.3 12 cub.

37'-0" | 40"

12'2" 56"-8" | 13'-0"

91-3"

63/14 62

I.G.

feet

M.P.H.

8'-0" 441-6" 12'-2" 9'-2"

General Motors

G16-1800 H.P.

D32

567C

98.5 12 625

tons

166

175

I.G.

12 cub. 37'-0" | 40" feet

12'2" 56"-8" | 13'-0"

9'-3"

63/14

M.P.H.

General Motors

G26CU-2000 H.P. S32T| 92.1 12 625

16 - 645E

tons

166

I.G. I.G. I.G.

183

6 cub. 32'-

40"

12'2" 51'8" 12'6"

9'-3"

63/14

feet

M.P.H.

General Motors

G26CU-2000 H.P.D32T|| 98

122

16 - 645 E

tons

1000

166

I.G.

183

I.G. I.G.

12 cub.

feet

321

inpo

40"

12-2" 51'8

518 12'6 9-3

63/14

M.P.H.

Average Age of Class

Maximum Tractive Effort

63/94

M.P.H.

19 years

& 8

months

40.320

lbs. 25%

Adhesion

29,300

lbs.

15 years

& 7

months

66,050

lbs. 30%

Adhesion

50,520

lbs.

10 years

& 9

months

66,153

lbs. 30%

Adhesion

50,520

lbs.

3 years

& 1

months

1month

50,770

lbs. 25%

Adhesion

54,880

lbs. 25%

Adhesion

50,400

lbs.

50,400

lbs.

Continuous Tractive Effort

CLASSIFICATION OF ROLLING STOCK PRE-WAR CARRIAGES

APPENDIX XVII

(April 1976

March 1977)

Classification

Average Tare of each Class

Seating

(Ton)

Capacity (Passenger)

Total Stock at

the beginning

of the year

during

the year

Additions

Reductions

during

Ton

Cwt.

Ordinary Class Carriage

2222222

G PUBLIC

102

124

104

Ordinary Class & Brake

Composite Carriage

ARIES

Total :

共圖

Total Stock at the end of the year

Total Seating Capacity (Passenger)

102

306

124

104

312

1402

Classification

AFPENDIX XVIII

Average

Tare of

CLASSIFICATION OF ROLLING STOCK

(April 1976

DNOH

each class

Seating

Capacity (Passenger)

POST-WAR CARRIAGES

March 1977)

Total Stock at the beginning

of the year

Additions

Reductions

during

during the year the year

Total Stock

at the end

Total Seating

capacity

of the year (Passenger)

Ton

First Class Carriage

First Class Compartment Carriage

Ordinary Class Carriage

PUBLIC

22880

504

共

880

136

192

118

1180

118

122

1342

Ordinary Class Carriage

Ordinary Class & Brake Composite Carriage

Ordinary Class & Brake Composite

Carriage

Ordinary Class & Brake Composite

Carriage

LIBRARES

賻

暴

2208

195

345

504

7604

====

CLASSIFICATION OF ROLLING STOCK

GOODS WAGONS

(April 1976 Merch 1977)

APPENDIX XIX

Overall

Average

Carrying

Stock

Total Stock at Additions

Classification

Length

of Wagon

Tare of each Wagon Capacity

the beginning.

during

of the year

the year

Keductions

during

the year

at the end of the year

Total Stock

Total

Carrying

Capacity

Ton

Cwt.

Ton

Flat 45 3/4 metric ton

45'-0"

Flat 45 3/4 metric ton

45'- 0"

Flat 80 ton

32' - 0"1

POBL

450

#8888

共

Lowsided Open 46 1/10 metric ton

451 O"

45 7/20

Lowsided Open 46 1/10 metric ton

40'

011

圖

453 1/2

Highsided Open 45 1/8 metric ton

45'

Covered 44 3/4 metric ton

40'

ᄒᄒ

Brake Van 10 1/6 metric ton

B°P

મા

44 2/5

888

35'

2244

4253 1/2

Classification

65 Ton Break-down Crane

RB-3 Rail Bus, 6 Cyl. Commer

Capacity: 40 Passengers

Dil Tank Wagon

Length: 41' - 1"

Capacity: 44 1/2 tons

Departmental Carriage:

APPENDIX XX

CLASSIFICATION OF DEPARTMENTAL ROLLING STOCK

(April 1976

March 1977)

Reductions

during

the year

Total Stock at the end of the

Year

Average Tare of each

Total Stock at◊

Additions

the beginning

during

Class

of the year

the year

Ton

Cwt.

Gʻ PUBLIC

5 15

No.001 Seating Capacity 60

Storage Space - two 16'0"x 9'2"

No.002 Seating Capacity 48

Storage Space - one 16'0" x 9'2"

No.003 Seating Capacity 20

ARIES

Storage Space - one 16'0" x 9'2"

一共圖書本

Tracks

APPENDIX XXI

Items of Minor Civil Engineering Works

The following work was carried out during the year :-

(a) All fishplates were inspected and greased. 649 lengths of

95 lb. F.B. rails, 3,950 timber sleepers and 2,000 cu. yd. of stone ballast were renewed along the mainline.

(b) 860 prs. of fishplates, 2,600 fishbolts, 17,789 dog spikes and

33,200 Macbeth spikes were replaced on the mainline.

1 in 10 crossings, 1 set of 1 in 8 crossing and 700 coach screws were replaced.

共

Formation and line protection

tection

(a) The embankments and cuttings along the mainline were well

maintained. All fouling points and mile stones were repainted.

(b) Earth filling for the diversion of track in connection with

construction of Bridge No. 30 was completed.

Signalling

All point

(a) All signal wires and point mechanism were maintained.

indicators and speed restriction boards were repainted. (b) Signal posts south of Mong Kok Station and south of Sha Tin

Station were resited in connection with double tracking to Sha Tin.

Tunnels

All tunnels were inspected and maintained in good order. All fastenings for the plastic sheet ceiling inside Tunnel No. 2 were checked and repaired, the side channels were also cleared.

Bridges

(a) Bridges No. 4, 5 and 6 were repainted with epoxy resin.

(6)

Bridges No. 31, 24, 35, 20 and 22 were overhauled and repainted with epoxy resin.

(a)

Reconstruction of Bridge No. 30 was in progress.

Road level crossings

Road level crossings at Mile 7, 9, 13, 18, 19 and 19% were repaired including renewal of defective fastenings and repacking track.

/Stations

....

Stations

(a) All waiting shelters and/or latrines at Mong Kok, Sha Tin,

University, Tai Po Kau, Tai Po Market, Fanling and Sheung Shui Stations were repainted.

(b) Approach roads at Wo Hop Shek, Fanling and Ho Tung Lau Workshops

were re-surfaced with bituminous material.

to make an unloading yard during the period when Bridge No. 11 was under re-construction.

(d) Approx. 1,500 ft. of P.C. channel covers at Kowloon Station Yard

was replaced with mild steel covers.

(e)

The Running Shed at Hung Hom was overhauled and the open area paved with concrete.

Station Buildings and staff quarters

(a) Station buildings and staff quarters at Tai Po Market, Fanling,

Tai Po Kau and University were repainted and repaired.

(b) A counter was constructed at Lo Wu Station for the China Travel

Service (H.K.) Ltd.

installed for a take-away service.

(a)

Staff quarters at Wylie Court were repainted and repaired.

(e) Additional partitions were erected in Rm. 133 in Kowloon Station

for the Traffic Office.

"UBLIC LIBRA

LO WU PASSENGERS

800

共

624.142

635,293

775,564

735,889

600

400Z

200

336.303

309,522

530.901

479.091

804,936

▼ 786,067

1744.045

804,572|

1801,403

840,884

70/71 71/72 72/73 73/74 74/75 75/76 76/77

PASSENGERS TO CHINA

PASSENGERS FROM CHINA

APPENDIX XXII

CIN MILLIONS >

APPENDIX XXIII

12-

10-

·TOTAL PASSENGERS

共圖書館

LOCAL PASSENGERS

PASSENGERS

CARRIED

PUBLIC LIBRAR

67/68 68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77

FINANCIAL YEARS

GOODS (IN THOUSAND METRIC TONS >

1600

1500-

1400

APPENDIX XXIV

1300

1200

1 100

1000

900

800

700-

600-

500

港公共圖書館

KONG PUBLIC LIBRAR

68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77

FINANCIAL YEARS

REVENUE

CIN$┃

MILLIONS)

24-

22-

20-

19.

18-

17-

119

公共圖

港公

-PASSENGER REVENUE

GOODS REVENUE

NETT PROFIT

LIBRARIES

PUBLIC LIBR

LAUB

68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77

FINANCIAL YEARS

APPENDIX XXV

Organization of Kowloon-Canton Railway

(As at 31.3.77)

General Manager

APPENDIX XXVI

Assistant General Manager

Railway Workshops Engineer (In Charge)

Way & Works Engineer (In Charge)}

Assistant General Manager

General

Office

Way & Works

Development

Training Project Treasury

General

Office

Drawing

Office

Engineer

Manager

Accountant

Departmental Secretary

Marketing

Officer

Operating Terminals

Manager Manager

Railway

Stationmasters

Workshops

Engineer

Electrical

Engineer

Way & Works

Inspector

Senior

Clerical

Senior

Clerical

Officer

General

Surveying Drawing

Office

Team

Office

Accounts Pay

Personnel

Office Office

General

Registry

Railway Workshop Inspectors

Foreman

Assistant

Way & Works Inspector

Assistant

Way & Works

Running Shed

Locomotive Running Maintenance Carriage Cleaning Power Signals

Maintenance Footplate Staff Train Examiners

Workshops

Carriage & Wagon Repair

Locomotive

Repair

Electrical

Machine

Blacksmith

Inspector

Foreman

Welding

Track

Team

Cleaning

ilding

Mechanical

Signals

Foundry

Rigger

Paint

Carpenter

Ticket

Printing

Office

REFERENCE LIBRARY

URBAN COUNCIL PUBLIC LIBRARIES

KWANG

TUNG (CHINA)

YUEN LONG

LO WU STATION

SHEUNG SHUI STATION FANLING STATION

WO HOP SHEK SIDING

PROJECTED LINE TO TAI PO INDUSTRIAL ESTATE (4,43 km.)

LO WU

MARSHALLING

YARD

PROJECTED LINE TO

TUEN MUN (28,18 km.)

UBLIC

TUEN

MUN

LAN

TAO

TAI PO MARKET STATION

TOLO HARBOUR

TAI PO KAU

STATION

UNIVERSITY

HOTUNG LAU WORKSHOPS

PROJECTED SHATIN RACECOURSE STATION

POSSIBLE SECOND LINE THROUGHS LAT

NEW TERRITORIES

STATION

FO TAN SIDING

PROJECTED LINE TO KWAI CHUNG (7.25 km.)

SHATIN

STATION

KHAI CHÚNG

HO MAN TIN SIDING

POSSIBLE UNDERGROUND LINE TO TSIM SHA SHUI

MONG KOK STATION

KOWLOON

IBRARIES

SOUTH

CHINA

HONG KONG

APPENDIX XXVII

HOU

LIBRARY

AUTHORITY

LEGEND :-

EXISTING ROUTE PROPOSED ROUTES

SEA

K.C.R. EXISTING & PROPOSED ROUTES

SCALE

250,000

ル

共圖

書本

352.915(HK)

KOW

1976/77)

Hong Kong. Kowloon

Kowloon - Canton

Railway.

KONG PUBLIC LIBRARIE

Annual

港

恤

書館

ONG KONG PUBLIC LIBRAR

G.PHK

Reprography by the Government Printer, Hong Kong 77200-11L-1/78