S 10
64. The train derailment occurred on the 14th of June and was caused by a landslide at Mile 10, due to exceptionally heavy rain. Several hundred tons of earth fell into a side cutting on a curve at the moment the train reached the spot travelling at the usual speed of about 35 miles per hour with the result that the front portion of the train was derailed, and the locomotive and first coach pushed bodily over the embankment on to the beach some 24 feet below. Fortunately no lives were lost and only one person, the fireman, suffered minor injury. Ordinary traffic was resumed within 24 hours, and in the meantime passengers were obliged to transfer to waiting trains on either side of the accident. The locomotive and the carriage were seriously damaged and it was a long and difficult task to raise them and haul them back into the Workshops. It was unfortunate that the 65-ton wrecking crane on order had not arrived, as with its assistance the body-work of the coach could have been saved and both vehicles raised much quicker.
Of the wagon derailments, one was a British Section wagon and the other belonged to the Chinese Section. Both accidents occurred at points, the latter the result of worn tyres.
The collision took place at Shum Chun Station on the Chinese Section, where one of the British Section locomotives shunting light was followed up and run into by a Chinese Section train backing.
The two fires were caused by sparks from a new coal then on trial, igniting goods in open trucks.
65. The four deaths recorded were those of a Chinese passenger (male) who jumped from the train whilst in motion, and three Chinese (two male and one female) who were run over while trespassing on the Railway.
66. In addition to the above accidents, one of the minor bridges, a 15-foot arch span near Shatin, collapsed. This occurred on the 29th August after an exceptionally heavy downpour of nearly 16 inches, which caused the banks of an adjacent river to overflow to such an extent that this small bridge was overtaxed and the foundations were undermined. Traffic was naturally interrupted, the train service was reduced to four trains per day each way, and for some days passengers were obliged to transfer to waiting trains on either side of the bridge, but as the heavy rain continued during this period, and there was no through traffic, little inconvenience was felt. The cavity scoured filled in with rubble, two 24-inch pipes laid for drainage and rubble packed up under the distorted arch. The collapsed bridge was condemned as irreparable and a new girder span bridge was designed and commenced forthwith, at a point about 50 yards farther on. This will be completed early in 1924.
was
S 10
64. The train derailment occurred on the 14th of June and was caused by a landslide at Mile 10, due to exceptionally heavy rain. Several hundred tons of earth fell into a side cutting on a curve at the moment the train reached the spot travelling at the usual speed of about 35 miles per hour with the result that the front portion of the train was derailed, and the locomotive and first coach pushed bodily over the embankment on to the beach some 24 feet below. Fortunately no lives were lost and only one person, the fireman, suffered minor injury. Ordinary traffic was resumed within 24 hours, and in the meantime passengers were obliged to transfer to waiting trains on either side of the accident. The locomotive and the carriage were seriously damaged and it was a long and difficult task to raise them and haul them back into the Workshops. It was unfortunate that the 65-ton wrecking crane on order had not arrived, as with its assistance the body- work of the coach could have been saved and both vehicles raised much quicker.
Of the wagon derailments, one was a British Section wagon and the other belonged to the Chinese Section. Both accidents occurred at points, the latter the result of worn tyres.
The collision took place at Shum Chun Station on the Chinese Section, where one of the British Section locomotives shunting light was followed up and run into by a Chinese Section train backing.
The two fires were caused by sparks from a new coal then on trial, igniting goods in open trucks.
65. The four deaths recorded were those of a Chinese passen- ger (male) who jumped from the train whilst in motion, and three Chinese (two male and oue female) who were run over while tres- passing on the Railway.
66. In addition to the above accidents, one of the minor bridges, a 15-foot arch span near Shatin, collapsed. This occurred on the 29th August after an exceptionally heavy downpour of nearly 16 inches, which caused the banks of an adjacent river to overflow to such an extent that this small bridge was overtaxed and the foundations were undermined. Traffic was naturally interrupted, the train service was reduced to four trains per day each way, and for some days passengers were obliged to transfer to waiting trains on either side of the bridge, but as the heavy rain continued during this period, and there was no through traffic, little inconvenience was felt. The cavity scoured filled in with rubble, two 24-inch pipes laid for drainage and rubble packed up under the distorted arch. The collapsed bridge was condemned as irreparable and a new girder span bridge was designed and commenced forthwith, at a point about 50 yards far- ther on. This will be completed early in 1924.
was
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