PEAK
(Contd.)
Besides these new buildings many of the existing houses were being extended and enlarged. It was the definite commencement of the new era of local residence.
PEAK TRAMWAY
Several interesting illustrations are given to-day of the Peak tram as it was in the late Eighties, when it had first commenced operation. The line-block is a reproduction of a picture which appeared in the Graphic, the well-known illustrated English paper, in December, 1888. It shows the line running up from the station the observer being just below Kennedy Road, with the site of the Union Church to the left in the middle distance. The smaller illustration in the bottom corner shows the engine house and the Peak Hotel, the site of the present Hotel extension being at that time the top of a ravine leading down to Pokfulum. Both drawings were made from photographs sent to the Graphic from Hong Kong, and the Kennedy Road area, it might be noted, shows a complete absence of buildings, much land which was then covered only with trees being now largely built over.
The two photographs also published here show the lower Peak tram station and the upper terminus as they were forty years ago. Both photographs are by Mee Cheung. The marked changes which have since taken place particularly at the top station, are apparent from these old photos.
The idea of a Peak tramway arose some years before the service came into operation. The main plan was to enable residents to move freely up and down the hill-side, instead of depending as they did up to the Eighties entirely on chairs carried by coolies. It can be realised that the coming of the tramway meant the development of the Peak as a European residential area, a subject which will be further explored later in this article.
To revert to the tramway, it was opened (that is, the service commenced to schedule) on May 30, 1888. It is interesting to note what the press of the time had to say about the innovation. The HONG KONG TELEGRAPH of that date states:
"The Peak Tramway commenced operations this morning, the first car leaving St. John Place punctually at 8 o'clock and the succeeding cars being despatched according to the Company's time table.
A few passengers, ladies included, availed themselves of the opportunity to enjoy a ramble over the breezy hills in the early morning, an extremely healthy diversion which we will never tire of recommending to residents in the lower levels after the oppressive nights which they have to endure in this season.
In a later issue it is recorded that about six hundred people travelled up by the tram on the second day of the service.
The following opening time table is interesting. It was adhered to practically throughout 1888:
The cars ran between St. John's Place and Victoria Gap as follows. 8 to 10 a.m. every quarter of an hour. There was an augmented service on Sunday. Down cars between 8 and 10 a.m. were only for first class passengers; there were three classes in those days.
The fares are of interest.
Up journey, 30 cts. first class, 20 cts. second, and 10 cts. third. Down journey, only half the fare up. Seemingly it was desired to tempt the visitors to the upper...
PEAK
(Contd.)
Besides these new buildings many of the existing houses were being extended and enlarged. It was the definite commencement of the new era of local residence.
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PEAK TRAMWAY
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Several interesting illustrations are given to-day of the Peak tram as it was in the late Eighties, when it had first commenced operation. The line-block is a reproduction of a picture which appeared in the Graphic, the well-known illustrated English paper, in December, 1888. It shows the line running up from the station the observer being just below Kennedy Road, with the site of the Union Church to the left in the middle distance. The smaller illustration in the bottom corner shows the engine house and the Peak Hotel, the site of the present Hotel extension being at that time the top of a ravine leading down to Pokfulum. Both. drawings were made from photographs sent to the Graphic from Hong Kong, and the Kennedy Road area, it might be noted, shows a complete absence of buildings, mich land which was then covered only with trees being now largely built over.
The two photographs also published here show the lower Peak tram station and the upper terminus:as they wereforty years ago. Both photographs are by Mee Cheung. The marked changes which have since taken place particularly at the top station, are apparent from these old photos.
The idea of a Peak tramway arose some years before the service came into operation. The main plan was to enable residents to move freely up and down the hill-side, instead of depending as they did up to the Eighties entirely on chairs carried by coolies. It can be realised that the coming of the tramway meant the development of the Peak as a European residential area, a subject which will be further explored later in this article.
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To revert to the tramway, it was opened (that is, the service commenced to schedule) on May 30, 1888. It is interesting to note what the press of the time had to say about the innovation. The HONG KONG TELEGR.PH of that date states:
"The Peak Tramway commenced operations this morning, the first car leaving St. John Place punctually at 8 o'clock and the succeeding cars being despatched according to the Company's time table.
A few passengers, ladies included, availed themselves of the opportunity to enjoy a ramole over the breezy hills in the early morning, an extremely healthy diversion which we will never tire of recommending to residents in the lower levels after the oppressive nights which they have to endure in this season.
In a later issue it is recorded that about six hundred people travelled up by the tram on the second day of the service.
عمر
The following opening time table is interesting. It was adhered to practically throughout 1888:
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The cars ran between St. John's Place and Victoria Gap as follows. 8 to 10 a.. every quarter of an hour. There was an augumented service on Sunday. Down cars between 8 and 10 a.m. were only for first class passengers: there were three classes in those days.
The fares are of interest.
Up journey, 30cts. first class, 20 cts. second, and 10 cts. third. Down journey, only half the fare up. Seemingly it was desired to tempt the visitors to the upper
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