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78. Experience gained as the result of a further year's work with wheel treads turned to an angle of 1 in 20 and rails laid to 1 in 40 shows that the life of the tyres is lengthened considerably, although there appears to be a liability to wheel slip on curves when the locomotives are hauling maximum loads.
79. No. 7 "A" class engine was involved in a serious derailment at Tong Tou Ha in Chinese territory in January in which the water-wagon and one third-class carriage, both belonging to the British Section, were badly damaged. The engine suffered no ill-effects other than a bent rear cowcatcher. The cause of the accident was not fully established.
80. The bodywork of third-class carriage No. 9 was completely destroyed when the Up Fast train caught fire on January 16th. This coach was rebuilt and replaced in service in March.
81. After the fire, it was decided to minimise risk by extending the existing safety precautions. Fourteen coaches employed in the through service were fitted with glass-fronted brake-cocks, and sliding doors; the former as substitutes for the chain type of alarm signal which was considered to be unsuitable for China, and the latter to replace the hinged type. Four passenger brake-vans were provided with clerestory windows, alterations to the remaining three vans being left until 1938.
82. Third-class coaches Nos. 13 and 25 were damaged severely by bombs dropped by Japanese aircraft in Chinese territory, and had to be rebuilt. One 30-ton goods wagon had the underframe and one bogie destroyed by similar means, while the boiler of engine No. 7 had to be welded, due to machine-gun fire which had penetrated the boiler shell in four places. Several wagons were pierced by bullets with negligible damage.
83. When coach No. 25 was rebuilt, the experiment was made of trying out an all-varnish exterior finish, instead of the usual standard colour paint. The matched teak woodwork was given five coats of copal varnish, while the roof, underframe, and bogies were painted in aluminium. This method was not only cheaper, but improved the general appearance of the car. It is intended to standardize the new finish if it continues to prove satisfactory after twelve months' running.
84. Second-class coach No. 40 was converted into a second-third composite carriage to suit the exigencies of traffic.
85. Motor coach No. 2, upon which work was commenced in 1936, was completed as a streamlined railcar in May and placed in service as the "Canton Belle". This car was fitted out like its sister car the "Taipo Belle", the colour scheme being silver and green instead of silver and blue. The streamlining at the rear was improved by fitting a concave skirt. This not only enhanced the appearance, but prevented an accumulation of mud and dirt. The "Taipo Belle" was treated similarly, later on in the year.
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78. Experience gained as the result of a further year's work with wheel treads turned to an angle of 1 in 20 and rails laid to 1 in 40 shows that the life of the tyres is lengthened considerably, although there appears to be a liability to wheel slip on curves when the locomotives are hauling maximum loads.
79. No. 7 "A" class engine was involved in a serious derailment at Tong Tou Ha in Chinese territory in January in which the water-wagon and one third-class carriage, both belonging to the British Section, were badly damaged. The engine suffered no ill-effects other than a bent rear cowcatcher. The cause of the accident was not fully established.
80. The bodywork of third-class carriage No. 9 was corn- pletely destroyed when the Up Fast train caught fire on January 16th. This coach was rebuilt and replaced in scrvice in March.
81. After the fire, it was decided to minimise risk by extending the existing safety precautions. Fourteen coaches employed in the through service were fitted with glass-fronted brake-cocks, and sliding doors; the former as substitutes for the chain type of alarm signal which was considered to be unsuitable for China, and the latter to replace the hinged type. Four passenger brake-vans were provided with clerestory windows, alterations to the remaining three vans being left until 1938.
82. Third-class coaches Nos. 13 and 25 were damaged severely by bombs dropped by Japanese aircraft in Chinese territory, and had to be rebuilt. One 30-ton goods wagon had the underframe and one bogie destroyed by similar means, while the boiler of engine No. 7 had to be welded, due to machine-gun fire which had penetrated the boiler shell in four places Several wagons were pierced by bullets with negligible damage.
83. When coach No. 25 was rebuilt, the experiment was inade of trying out an all-varnish exterior finish, instead of the usual standard colour paint. The matched teak woodwork was given five coats of copal varnish, while the roof, underframe and bogies were painted in aluminium. This method was not only cheaper, but improved the general appearance of the car. It is intended to standardize the new finish if it continues to prove satisfactory after twelve months' running.
84. Second-class coach No. 40 was converted into a second- third composite carriage to suit the exigencies of traffic.
85. Motor coach No. 2, upon which work was commenced in 1936, was completed as a streamlined railcar in May and placed in service as the "Canton Belle". This car was fitted out like its sister car the "Taipo Belle", the colour scheme being silver and green instead of silver and blue. The stream- lining at the rear was improved by fitting a concave skirt. This not only enhanced the appearance, but prevented an accumula- tion of mud and dirt. The "Taipo Belle'
The Taipo Belle" was treated similarly, later on in the year.
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