∞
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8
00
throughout the period but have averaged about 250% above those in force prior to the war, although in the case of terminal traffic, this has meant an increase of approximately 800%.
21. The same principles were applied to all goods rates and the average rates for all classes of traffic were approximately 900 above those in force when through traffic ceased in 1938. In addition a terminal charge of 20 cents per ton was levied on outward goods traffic from Kowloon, this charge being raised in order partially to off-set the reduction in the British Section share of through terminal traffic from 28% to 20% in July 1946.
22.
Considerable difficulties were experienced in adjusting rates and fares for down traffic as until November, the basis for all charges were those laid down by the Chinese Ministry of Communications in terms of Chinese Currency. Down rates and fares were quoted in the latter currency, while those in the reverse direction were quoted in terms of Hong Kong currency. However, from November 16th. and for so long as there is a marked difference between the Hong Kong dollar and National currency, the Chinese authorities agreed to the former currency being the basis for all rates and fares between the two sections, with a transaction rate based on the average of the previous 15 days market rate of exchange as quoted by the Bank of China in Hong Kong. This proved beneficial to both sections as previously owing to the continual and rapid decline in the value of Nationl currency, down rates and fares were frequently much less than those for up traffic, and the lack of a recognized formula for dealing with the situation often resulted in unnecessary loss in revenut being sustained.
OPERATING
23. During the Japanese occupation, quantities of rolling stock and equipment were removed from the Colony, and in addition, no maintenance or repairs were carried out to Railway Property. Signalling equipment and Token Instru- ments etc., were in many cases either looted or damaged, with the result that all operations since the re-occupation have been governed to a large extent by the speed with which new equipment and materials could be obtained, and repair and rehabilitation carried out to existing stock. Owing to the necessity of importing materials for Double Wire signalling from Great Britain, and the shortage of signal lamps, it has not been possible to restore the signalling equipment to its former state of efficiency, but numerous repairs and renewals have been carried out and new Token Instruments received from India have been installed. It is therefore difficult to
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compare the operating efficiency with that of pre-war years, but a continuous and steady improvement was effected throughout the period under review.
24. The passenger train service increased from a daily average of 8 trains in May 1946 to 24 at the end of March 1947, and there was also a progressive reduction in the time of the through journey to Canton from 84 hours to 41⁄2 hours. This does not of course compare with the pre-war time of 2 hours 55 minutes, and until new track materials can be obtained and considerable sections of both the British and Chinese Sections of the Railway are re-laid, it is doubtful whether further increases in speed can be made.
25. The daily through service in May consisted of one fast passenger train and one slow train in each direction and this was increased in August to two fast and one slow. The gradual decrease in running time attracted an increasing number of passengers, and the provision of a third train was found necessary. This was introduced in February: the rolling stock consisting of 40-ton covered goods wagons which were converted by the Canton-Hankow Line into passenger coaches by the provision of windows and seats.
26.
The local train service commenced with two trains only in each direction, but the arrival of new locomotives from Great Britain, coupled with repairs and rehabilitation of rolling stock, enabled this number to be increased to three in each direction from November 16th 1946, and to five in each direction from March 1st. 1947. In addition, a rail-bus service was inaugurated on November 16th. and this proved popular with New Territory residents; the number of passen- gers carried and revenue earned by this unit amounting to 21,108 and $15,153.00 respectively.
27. A certain amount of difficulty was experienced in the operation of goods trains, owing to the fact that UNRRA wagons supplied to China were equipped with screw couplings instead of the automatic couplers in common use on this Rail- way and the Chinese Railways. This meant that their use was restricted to block trains as it was not possible to couple them to wagons equipped with automatic couplers. A total of 705 goods trains were run during the eleven months, of which 305 were to Canton, 66 direct to the Canton-Hankow Railway, while 334 were received at Kowloon. Unfortunately the lack of exports from China resulted in the majority of wagons travelling empty in the downward direction.
28. The timekeeping of through trains generally was not satisfactory, but the reasons were in many cases beyond the control of the British Section. Lack of crossing stations on the Chinese Section and the necessity for continuous imposi-
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