The Kowloon Canton Railway (British Section), Far Eastern Review article – use this version

Peter Crush has sent the following article extracted from The Far Eastern Review (date)

Please note some of the images below are in a slightly different position than in the original article and of a different size.

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KOWLOON-CANTON RAILWAY (BRITISH SECTION)

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(Image 1 caption:) KOWLOON-CANTON RAILWAY – VIEW OF RECLAMATION FOR KOWLOON TERMINAL YARDS AND STATION

The Kowloon-Canton Railway project that has for its purpose the safeguarding of the interests of Hongkong as a distributing center for South China by establishing railway connection with the trunk line that, when completed, will run from Canton to Peking, is perhaps one of the most important undertakings in South China. When the Canton-Hankow section of the trunk line to Peking was projected and a concession granted the American-China Development Company, it was proposed to construct a deep water harbor in the Chinese territory near Canton, the terminus. Hongkong at once realized that if such a port were established and no effort made to secure the benefits of railway connection with the trunk line, her future as a distributing center for South China would be threatened.

A concession was secured in 1898 by the British and Chinese Corporation to build a line connecting Kowloon and Canton which, when completed, would provide the needed railway connection with the trunk line and thus preserve to Hongkong at least her share of the trade even should the deep water harbor contemplated at Canton be realized.

After securing the concession, the British and Chinese Corporation remained inactive and it was not until the Government and commercial interests of Hongkong were roused to the necessity of securing this railway connection at all hazards even to the extent of pledging her revenues, that the project took form. As evidence of the interest taken we quote from the speech of the Hon. Gresham Stewart, Chairman of the Committee of the China Association, made in October,190, in support of a petition to the Governor, as follows:

“Whatever the reason, the fact remains that a big financial body like the British and Chinese Corporation have utterly failed to utilize the concession they have held, and it is unreasonable to suppose that this colony will sit still and run the risk of tremendous injury without doing something to protect itself.” And further, he continued:

“What we would like to see laid down is the broad principle that for the preservation of the colony, and the safeguarding of British interest in South China, the colony be empowered, if necessary, to pledge its credit to ensure the making of the railway and securing the terminus at Kowloon.”

It must be understood that the concession secured by the British and Chinese Corporation contemplated only the construction of the line in Chinese territory. From Canton to the boundary of the leased territory is approximately 89 miles and the distance from the boundary of the leased territory to Kowloon, a distance of 22miles. Up to the time of Mr. Stewart’s speech in October,1905, it might be said that the concessionaires had accomplished nothing. But in the mean time, the American-China Development Company agreed to give up its concession to construct the Canton-Hankow and receive in return the  sum of $6,750,000 U. S. C. in compensation. The Chinese Government failed in an attempt to raise sufficient money by a domestic loan to pay off the American company and was obliged to negotiate a foreign loan. This was the opportunity for Hongkong and arrangements were made by the latter to advance the Chinese the sum of £350,000 secured by the opium revenue of Kwangtung, Hupeh and Hunan, bearing interest at 4-5% per annum and redeemable in 10years. This secured to Hongkong traffic connection with the Canton-Hankow and eliminated the possibility of severe competition from the railway as threatened in the original proposed plans for the Canton terminus.

The Government of Hongkong then proceeded to make arrangements to construct the line through British territory and in the fall of 1905 surveys for final location were completed and submitted and the title to the land for the right of way resumed by the Crown. Before the end of 1905 about two and a half miles embankment work were completed under the direction of the Public Works Department.

The estimated grade of the line from Kowloon to Samchun (the point at the border of British territory) is about one in one hundred. There are about 50 bridges running from five feet in length to the largest one of 200 feet, the latter having two 60 and two 40 foot spans.

These are built largely of masonry and concrete, but where the necessary foundations could not be laid, girder bridges with brick piers were constructed. All the bridges were built “sufficiently wide to accommodate a double track.”

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The most difficult features of construction were the tunnel work and the cuts. In all there are five tunnels, the longest being 7,256 feet and the balance 924 feet, 350 feet, 175 feet and 150 feet respectively. The tunnels 350 feet and 150 feet in length were driven through solid rock, while the operations on the balance found disintegrated granite alternating the solid rock. All the tunnels were driven wide enough to accommodate a double track with the exception of the 7,256 foot, and the span of the arch in each of these tunnels is 35 feet lined with brickwork. The drainage is from the ends of the tunnels in each instance. The cuts were also 35 feet wide in which solid rock and disintegrated granite predominated.

The steel used is the English standard tee rail weighing 85 pounds to the lineal yard, each rail being 35 feet in length. They are being laid with matched joints and ordinary angle bars are utilized. Suspended joints are the standard and five-eighths spikes with chisel point and ordinary hook head are used.

Australian hardwoods are used for sleepers. The standard for jarrah ties is 9” x 5″ x 10 feet and distributed at an average of 2,000 to the mile, while the standard of New South Wales hardword is 10″ x 5″ x 10 feet.

The embankments throughout are 17.5 feet wide designed for a single track except where material was available from the cuts, in which Instances they were widened to 30 feet so as to accommodate the proposed double tracking. The labor used in the construction across the paddy fields was mostly comprised of native women and the vehicle the native basket. The material used in the fields consisted of mud; on the slopes, turf; and the rest of the embankment is built largely of disintegrated granite. The earth from the heavy cuts was transported generally in small dump cars propelled on a two foot gauge track by coolies. These cars were supplied by Arthur Koppel, Berlin.

The labor for the tunnel work was imported from India as the local natives could not be induced to undertake underground work. Finally some of the coolies, returned from South Africa, replaced the Indians, as the former had become expert at this work. Compressed air plants were installed at the ends of the big tunnel to operate the pumps and the drills. Railways were installed to handle the dirt and rock. Contracts for portions of the work on the smaller tunnels were let to Italian contractors.

The bricks used were manufactured by the company in its brick plant installed on the right of way and were transported in Indian carts drawn by bullocks. This means of transport was found satisfactory and economical.

The reclamation work which his to provide a terminal yard at Kowloon with seven or eight miles of sidings is well underway and the work was expedited by utilizing a standard gauge track from the heavy cuts to carry the earth, etc., for the fill. Heavy wooden dump carts hauled by switch engines were used. The rails will be used on the permanent way and the switch engines were part of the company’s regular rolling stock. Sidings will also be provided to connect with the warehouses and godowns.

The rolling stock will be of British standard. Two locomotives have been ordered to add to the present yard engines and the coaches and freight cars will be ready for use by the time the road is officially opened next year. The estimates for the British section alone is believed sufficient to provide rolling stock for over two-thirds of the line from Kowloon to Canton. Along the 22 miles of line there will be five stations. These stations as well as the buildings at Kowloon terminal will be built of brick and of a substantial character.

The cost of this railway has been the subject of much discussion in the colony. The original estimates submitted amounted to $5,053,274. These estimates did not include many items writing of cost and were based on a rather indefinite preliminary survey.

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They did not make provision for rolling stock, shops, etc. Indeed they were not recognized as other than a rough calculation. It was not until June, 1907, that the first comprehensive estimate was submitted by the Resident Engineer. It did not provide for rolling stock or workshops, and amounted to $8,003,642. Again in December, 1907, estimates including rolling stock and resumption of land at Blackhead’s point were submitted which brought the amount up to $9,860,283.83. In May, 1909, the estimates submitted included the workshops and all items of construction with the exception of land purchase or resumption and amounted in all to $11,004,128. It is expected that up to the end of the year 1909, the sum of $10,015,223 will have been expended and the budget for the year 1910 provides for an expenditure of $1,315,625, which will bring the cost of the line up to about $12,000,000. Of the expenditure for 1910, $374,805 will be used for the resumption of land and the balance will be expended as follows: Bridges, $120,000, fencing, $14,653; track, $125,000; workshops, $60,000; stations, $238,300; station machinery, $25,000; furniture, $5,000; rolling stock, $80,- 000; tools and plant for locomotive and carriage shops, $60,000.

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