PUBLIC
RECORD OFFICE
Reference :-
C.O. 882
6
PUBLIC RECORD OFFICE, LONDON
ALLY WITHOUT PERMISSION OF THE BE REPRODUCED PHOTOGRAPHIC-
COPYRIGHT PHOTOGRAPH—NOT TO
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of local traffic. Further, as you have already been informed, when the estimates for the year 1906 were under discussion in the Legislative Council on the 21st ultimo, a strong wish was expressed by the unofficial members that the construction of the Hong Kong section should not be delayed pending negotiations with China with regard to the construction of the Chinese section. As you are also aware from my despatch, No. 257, dated the 16th instant, the Legislature has already sanctioned by Ordinance No. 11 of this year the raising of the necessary funds to carry out the work.
14. In these circumstances have the honour to request that you will give directions to the Consulting Engineers, to whom a copy of Mr. Bruce's report, estimate and plans goes by this mail, to take the necessary steps for proceeding with the construction of the line with the least possible delay.
15. In the meantime the action reported in my confidential despatch of the 5th Septembert is proceeding.
SIR,
I have, &c.,
M. NATHAN,
Governor, &c.
Enclosure in No. 171.
KOWLOON-CANTON RAILWAY SURVEY.
Preliminary Survey-British Territory.
ENGINEER'S REPORT.
Kowloon, October 20, 1905.
In accordance with, and in fulfilment of, the instructions I received from the Consulting Engineers for this railway, Sir John Wolfe Barry and Partners, under date 10th May, 1905, I now have the honour to lay before Your Excellency, on behalf of the Consulting Engineers, the following report on the individual and comparative merits of the only three practicable lines of route for the construction of a single line, standard gauge, adhesion railway, through the New Territory, between Kowloon and Lo Fu Ferry, on the Sham Chun River.
These three routes are as follows:-
(A.) The high level eastern route via Tide Cove (surveyed in 1899 for the British and China Corporation by Mr. P. T. Somerville Large, M.I.C.E.).
Railway No. 1. The low level eastern route vid Tide Cove, suggested by Your
Excellency.
Railway No. 2. The western route following the west coast from Kowloon
vid Sene Hue.
Plans, sections, and estimates for Railways Nos. 1, 2, and 3 accompany this report, for Your Excellency's consideration, and, perhaps, guidance, in deciding upon the route to be adopted.
I have been over all these routes, and have studied them carefully. In fact, I bave, as far as Railways Nos. 1, 2, and 3 are concerned, gone more closely into details than is usual for what is termed, and was originally intended to be, a reconnaissance. But I think Your Excellency will agree with me that there was wisdom in spending a little more time than I originally intended, by carrying levels right through, securing thereby more accurate earthwork quantities and determination of gradients. Also a saving of time on the final location, as no deviations of any importance will now he made from the centre lines shown on the plans. Again the bench marks we have established along the lines of route will prove of great value, and save much time in the levelling for the final survey.
DESCRIPTION OF ROUTES. Route (A).
This route appears to be the best possible high level route to Lo Fu from Kowloon via Tide Cove.
Commencing at the place now known as Blackhead's Reclamation, Kowloon, the line passes, in the first mile, at about the level of the present reclamation under Elgin Road by means of an over-bridge. Under the parade ground in tunnel, emerging
‡ Not reproduced
• No. 167.
† No. 141.
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therefrom about 400 feet north of Austin Road. Total length of tunnel, about 700 yards. No difficulties are then encountered until about 2 miles have been traversed in very much the direction of the new frontier road, which this route follows closely as far as the seventh milestone. At 2 miles a 1 in 40 gradient is adopted, and maintained for a distance of 15,150 feet as an up-grade, and for 15,870 feet as a down-grade. On this gradient there are six tunnels, aggregating 2,750 feet in length, or, say, 920 yards. The last is approached by two 3 c. curves (reverse), containing 144 c. and 163 c. of curvature respectively. A viaduct requiring four spans of 150 feet, with a maximum height of 130 feet, spans the Shin Mun River on this latter curve. Two other viaducts occur in the sixth mile, one of two spans of 100 feet, the other three spans of 100 feet.
About 1 miles beyond the last tunnel, or about 8 miles from Kowloon, the 1 in 40 gradient ceases, and side hill work is at an end.
From this on to Lo Fu Ferry the route would be made identical with that of Railway No. 1, but would, on the whole, be a longer route than that of Railway No. 1 by three miles.
Railway No. 1.
This route commences on a proposed reclamation in Hung How Bay, to the east of Blackhead's Reclamation. The Kowloon terminus of this railway would be situated on the proposed reclamation.
From this to the end of the third mile the work is of a fairly moderate character, with the exception of a heavy cutting on leaving the reclamation site, having a maximum depth of 74 feet, but as this material will be required for reclamation purposes, the magnitude of the cutting may be looked upon with equanimity.
At the beginning of the fourth mile (175,000 feet) the railway pierces "The Range," passing through " Beacon Hill" in tunnel 2,467 yards long.
I am of opinion that, with the exception of some 50 or 60 yards at the north end, the whole of the tunnel will be through the yellow granite of this country, which is not a hard granite to bore through.
It is probable that water in considerable quantities may be encountered during the progress of the works. I have accordingly laid the gradients so as to facilitate drainage by gravitation, and avoid pumping, assuming that the tunnel will be excavated from both ends, and meet at or near the centre.
Owing to the very abrupt slope on both sides of "Beacon Hill," I consider it inadvisable to make provision for the sinking of shafts, and consequently have not included them in my estimate. Having only two faces to work upon will, of course, tend to retard progress, but I think that the probable total rate might be put at four feet per day at each face, working three eight-hour shifts, in which case it would take 2 years to put it through.
Leaving the north end of the tunnel and running down some 3,500 feet of side hill work in the Sha Tin Valley on a 1 in 100 gradient, paddy fields are reached and run through for a distance of about 3,500 feet. Close to the village of Tai Wai the line crosses the Shin Mun River (one of the largest streams in the "New Territory") by means of a bridge of three spans of 30 feet, and at 6 miles from Kowloon Terminus the site of Sha Tin Station is reached. This station is close to the frontier road, and is about the most central position for serving the surrounding villages, of which there are a great number.
From Sha Tin Station to Tai Po Station in the thirteenth mile, the line follows, as closely as possible, the west coast line of Tide Cove, and the south coast line of Tolo Harbour.
With the exception of the tunnelled portion of the railway, this portion is the most expensive to construct, chiefly on account of the large amount of bridging necessary for dealing with tidal water, and of bank protection required to resist the action of waves. The rise of tide there is not more than nine feet, and I originally fixed my rail level at sixteen feet above low water of ordinary spring tides. But having witnessed a typhoon there last August, I deemed it advisable to raise the rail level to eighteen feet above low water, which I think should be sufficient to ensure the safety of the ballast.
At Tai Po Station, a station ground of considerable width may ultimately be required, and facilities should be provided there for loading and discharging sea- borne goods. I have therefore shown on the plan a jetty and landing stage, which would also afford some shelter for small craft in stress of weather.
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