S 10
A P
29. An encouraging feature of the year's activities was the volume of export traffic received at Kowloon. Despite the abnormal conditions prevailing in Kwangtung and Hunan, large quantities of wood oil, tea, antimony, firecrackers, cotton, flax, wolfram and zinc were exported to Hong Kong. This, coupled with the number of applications received from commercial firms for wagon space, would appear to indicate that, in times of peace, the future prosperity of the Railway is assured.
30. Local goods traffic receipts rose by 59.22% from $17,706.59 to $28,193.15. This was due to two main causes; first, an increase in the output of lead concentrate from the Lin Ma Hang Mine which uses Fanling Station as a rail head, and second, the rise in population referred to in paragraph 27 of this report. Receipts derived from the activities of the Lin Ma Hang Mine were up by $3,781.76, while the growth in population resulted in the conveyance of more agricultural produce. Traffic was augmented during the last two months of the year by the transport of goods from Lowu to Kowloon and Yaumati which had been man-handled from Chinese territory to the frontier.
2. Rates and Fares.
31. Terminal through passenger fares were increased by 20% on January 1st to help counterbalance the large advance in the price of coal. It was felt by the two Administrations that the higher fares would have no adverse effect on the numbers travelling. The results obtained proved the financial soundness of the measure, the receipts per train mile improving by 54.74%.
32. The special competitive terminal through goods and parcel rates between Kowloon and Canton were doubled on and from April 27th, an exception being made in the case of Chinese Government cargo which continued to be carried at the old rates. Even with this increase, the average rate for all classes of traffic was only 4.46 cents (2/3rds of a penny) per ton mile which cannot be regarded as particularly remunerative, and which compares very unfavourably with the exceptional rate of 1d. per ton mile which was introduced recently on the Nigerian Government Railway for railings of a similar nature. It was certain that terminal through traffic could easily bear these new rates, especially so as they were substantially the same as those levied by the river boats and were still only 86% of the transit traffic rates for goods carried the five miles shorter distance to Shek Pai Junction. The effect of the change on revenue could not be gauged with any degree of accuracy, owing to the combined effect of the subsequent slump in Chinese National currency and the feeling of uncertainty in Canton business circles engendered by developments in the military situation.
33. Through passenger rates between Kowloon and certain stations on the Canton-Hankow Railway were introduced when the through passenger service referred to in paragraph 26 of this report was inaugurated in July. These rates were the sum of the fares charged by the Canton-Hankow Railway and both Sections of this Railway.
34. Local goods rates and passenger fares remained unaltered during the year. It is worthy of chronicle, however, that the zone rates for goods traffic introduced in September 1937 were instrumental in increasing the average revenue earned per ton and per ton mile from $0.93 and .059 in 1937 to $1.01 and .064 in 1938.
3. Operating.
35. To cater for the large volume of through goods traffic handled, it was necessary to run 2,034 special freight trains between January 1st and October 12th, an average of more than 7 per day. It was impracticable to run these trains to a definite timetable, owing to the necessity of making the fullest use of the goods sidings at Kowloon Station by forwarding trains as soon as sufficient wagons were loaded. A further difficulty experienced was the congestion at Shum Chun Station. The continual bombing to which the Chinese Section was subjected
S 10
A P
29. An encouraging feature of the year's activities was the volume of export traffic received at Kowloon.) Despite the abnormal conditions prevailing in Kwangtung and Hunan, large quantities of wood oil, tea, antimony, firecrackers, cotton, flax, wolfram and zinc were exported to Hong Kong. This, coupled with the number of applications received from commercial firms for wagon space, would appear to indicate that, in times of peace, the future prosperity of the Railway is assured.
30. Local goods traffic receipts rose by 59.22% from $17,706.59 to $28,193.15. This was due to two main causes; first, an increase in the output of lead concentrate from the Lin Ma Hang Mine which uses Fanling Station as a rail head, and second, the rise in population referred to in paragraph 27 of this report. Receipts derived from the activities of the Lin Ma Hang Mine were up by $3,781.76, while the growth in population resulted in the conveyance of more agricultural produce. Traffic was augmented during the last two months of the year by the transport of goods from Lowu to Kowloon and Yaumati which had been man-handled from Chinese territory to the frontier.
2. Rates and Fares.
31. Terminal through passenger fares were increased by 20% on January 1st to help counterbalance the large advance in the price of coal. It was felt by the two Administrations that the higher fares would have no adverse effect on the numbers travelling. The results obtained proved the financial soundness of the measure, the receipts per train mile improving by 54.74%.
32. The special competitive terminal through goods and parcel rates between Kowloon and Canton were doubled on and from April 27th, an exception being made in the case of Chinese Government cargo which continued to be carried at the old rates. Even with this increase, the average rate for all classes of traffic was only 4.46 cents (2/3rds of a penny) per ton mile which cannot be regarded as particularly remunerative, and which compares very unfavourably with the exceptional rate of 1d. per ton mile which was introduced recently on the Nigerian Government Railway for railings of a similar nature. It was certain that terminal through traffic could easily bear these new rates, especially so as they were substantially the same as those levied by the river boats and were still only 86% of the transit traffic rates for goods carried the five miles shorter distance to Shek Pai Junction. The effect of the change on revenue could not be gauged with any degree of accuracy, owing to the combined effect of the subsequent slump in Cliinese National currency and the feeling of uncertainty in Canton business circles engendered by developments in the military situation.
33. Through passenger rates between Kowloon and certain stations on the Canton-Hankow Railway were introduced when the through passenger service referred to in paragraph 26 of this report was inaugurated in July. These rates were the sum of the fares charged by the Canton-Hankow Railway and both Sections of this Railway.
34. Local goods rates and passenger fares remained unaltered during the year. It is worthy of chronicle, however, that the zone rates for goods traffic introduced in September 1937 were instrumental in increasing the average revenue earned per ton and per ton mile from $0.93 and .059 in 1937 to $1.01 and .064 in 1938.
3. Operating.
35. To cater for the large volume of through goods traffic handled, it was necessary to run 2,034 special freight trains between January 1st and October 12th, an average of more than 7 per day. It was impracticable to run these trains to a definite timetable, owing to the necessity of making the fullest use of the goods sidings at Kowloon Station by forwarding trains as soon as sufficient wagons were loaded. A further difficulty experienced was the congestion at Shum Chun Station. The continual bombing to which the Chinese Section was subjected
No comments yet.
Private notes are available after approval.