FER, The Hongkong-Canton Railway
Peter Crush
THE HONGKONG-CANTON RAILWAY
The report of Mr. G. W. Eves, Chief Resident Engineer of the Hongkong-Canton Railway construction, on the progress of the work up to December 31st, 1907, concludes with the announcement that barring accident and unexpected delays the line would be completed by December 1909, so far as the contract work was involved and the line should be open for traffic by the end of May 1910. The importance of this terminal section of the line from Peking cannot as yet be estimated and from a review of the Resident Engineer’s report and the generous support given the project by Hongkong there is every reason to believe that no delay will be occasioned. Some idea of the engineering problems involved in the construction of this may be gathered from the Resident Engineer’s report a copy of which follows:
DESCRIPTION OF ALIGNMENT. – The present alignment is slightly different from that set out by Mr. Bruce. In Kowloon Station Yard, the line has been kept further West nearer Des Voeux Road. At Chain 3,800 Des Voeux and Gascoigne Roads are carried over the line by a very large Bridge.
After passing this Bridge, the grade rises at 1 in 150 to Chain 8.600, near which the line passes over a proposed 100ft. road by a 60ft. Girder Bridge, with 2 side spans of 10 feet Arches for the Pathways.
At Chain 9.700 another 100ft. road (Argyle Street) is crossed by a 60ft. Girder Bridge. As close as possible to this Road, I propose to put a Station for Yaumati.
Passing through a short tunnel, the line crosses another 100ft. road by a 60ft. Span Girder. This is the third Bridge which the Public Works Department have asked the Railway to build, for which there is at present no road except such as is marked on a Map as “Proposed.”
After crossing this road, the grade rises at 1 in 100 towards the hills and at Chain 17.500 enters Beacon Hill Tunnel. There is a short length of level in the centre of the tunnel, Chain 20.700 to 21.300, and the line falls at 1 in 400 to the North Portal at Chain 24.700 where the grade changes to 1 in 100. Near this point, the line crosses the valley on a bridge consisting of three 40 ft. Girders, and runs down the North side to Tai Wai Village where there is a bridge of four 30 ft. Arches over the Shing Mun River.
From this river, the alignment has been completely altered. Instead of continuing on and keeping to the sea side of the road, the line curves to the East and crosses the Taipo Road by a level Shatin Station is placed at Chain 35.000 and at a reduced level of 214.00 which ought to keep the formation dry during typhoons at this point.
Beyond Shatin Station, the coastline gets very rugged and indented with deep bays. It was found impossible to get a line at a low level here without having either very deep cuttings through the spurs or else running the line too far into the sea. For this reason, the grade rises at 1 in 500 and 1 in 1,000 till a height of 230.00 is reached.
Between Chain 43.200, and 44.200, the Taipo Road is diverted to the sea side of the line, as the Railway is too high above the road for level crossings. At Chain 45.300 the road passes under the Railway. Shortly after this, the road rises rapidly and between Chains 45.850 and 46.200 and 46.950 and 47.200 is diverted and kept on the West side of the line by being scarped out of the cutting above the Railway.
Between Chains 48. 100 and 48.450 is a short tunnel, the road going round the spur is carried over the tunnel Portals at both sides.
At Chain 49.500 on Mr. Bruce’s alignment, there was marked a viaduct of 20 spans of 20· feet in rather deep water. In order to avoid this, the new line goes more inland and passes in rather deep cutting through the West side of a hill at Chain 50.400. The line comes out on to the coastline again and is in heavy scarp cutting for some time, with a short tunnel between Chains 51.47 sand 51.625.
The grade runs down then past the village of Cheung Sui Tan and rises again approaching the Taipo tunnel. This tunnel between Chains 62.625 and 63.175 avoids a sharp curve round a very exposed spur to the South of Taipo Station Yard. Going through the spur, instead of round it, allows the line to cross the next bay much nearer the shore and avoids a good deal of bridging in deep water.
Taipo Station Yard is in the same position as Mr. Bruce placed it, but I have raised the level 2 feet to 220.00.
Beyond Taipo, the line deviates very much from Mr. Bruce’s alignment for the first few miles.
The original alignment was very far out in the sea enclosing large tidal areas. The bridges necessary for letting the water out would all have to be founded on wells which would have been very costly requiring a large amount of plant. The new alignment runs right inland after leaving Taipo Station, passing to the West of Taipo Market. The line then gets back on the old alignment for a few chains.
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And then leaves it again to avoid a 6° curve on a 1 in 100 grade.
Fan Ling Station is reached at Chain 96.000 and the frontier at Chain 113.000.
Note.-The various levels quoted are referred to a datum 200 feet below Ordnance Datum.
SURVEY. – AII expenditure under this heading has been completed. The difference between the Actual and Estimated Expenditure
represents a saving on the Total Estimate.
LAND.- Outside Kowloon all the land has been bought with the exception of some lots near the site of Shatin Station.
FORMATION EARTHWORK. – Any quantities and amounts I might give to show progress under this sub-head would be very
deceptive. The total expenditure up to the end of 1907 was under ¼ of the total estimate for the line but about ½ of the total
quantity of earthwork has been done. This is owing to the fact that the commencement of all earthwork cuttings, &c., is generally
the easiest and the quickest done because the material is soft and therefore more cheaply excavated, while the interior is generally
composed of rock which besides being harder to excavate has to be led out a longer distance before it is in its final position in the
bank.
The Departmental System of carrying out works does not lend itself to easily estimating the future expenditure to complete the work
because all work is done by petty contracts on a schedule of rates. The rates are graduated to suit the varying nature of the work
and unless costly borings were taken which would also take some considerable time it would be impossible to make anything like
an estimate of the amount of money required to complete the earthwork on the line. These borings if taken would not assist the
Engineers in any way in carrying out work under this Departmental System.
The Estimate of Expenditure during 1908 must therefore be regarded as approximate only but it should be sufficient to complete all
Earthwork Banks and Cuttings with the exception of the Reclamation in Kowloon Station Yard, a big bank in Shatin Valley and also
another near Taipo. If all goes as at present I think there may be a saving of about 10 per cent or say $250,000.00 under this sub-
head.
FORMATION TUNNELS.- The progress of this work under his sub-head is not quite as much as was expected. This is due to the
unexpected difficulties met with in the nature of the material through which the long tunnel under Beacon Hill is being driven, and
also to the fact that great delays were experienced at home in getting delivery of the plant required for working the tunnel owing to
the workshops generally being very full up of orders.
There are five tunnels on the line but four of these can be neglected as far as expenditure and progress during 1907 is concerned.
On a large tunnel as compared with earthwork the reverse is the case as regards expenditure and progress during the first year of
construction. In the case of a long tunnel a very large amount of material and plant has to· be collected and erected before a proper
start can be made. This increases the expenditure per lineal foot of tunnel during the first year and it would not be right to multiply
out the completion of the tunnel at the same rates as the first lengths.
Up to the end of 1907 the following had been done at Beacon Hill Tunnel :-
SOUTH SIDE. -The heading had been driven 1,075 feet from the face, and a shaft sunk about 90 ft. deep. This shaft is now thrown
out of use but its construction added greatly 'to the length of heading driven. 345 ft. of heading had been widened and fully lined.
NORTH SIDE. -The heading from the open was driven 952 ft. during the year. It was started during the 1 st . week in January 1907. A
shaft was also sunk 270 ft. between January 3 rd . and October 24 th . and 115 feet of heading driven towards the South and 100 ft.
towards the North. These headings are in extremely hard compact rock which I hope will not require any lining of brickwork. On 31 st .
December there was 120 ft. of lining completed.
The plant at both sides is similar. There has been erected a complete double set of Electric Lighting Dynamos and also a double
set of air compressors for driving the rock drills. These compressors are at present used for ventilating as well as driving the drills, a
triplicate set of compressors are on order for ventilating when the headings get further into the hill. A great part of the expenditure
up to date on the tunnel has been for the erection of this plant and the housing of the staff which will not I hope occur this year.
Hardly ⅓ of the heading has been completed and the cost per lineal foot is slightly in excess of the estimate and about 1-15 of the
widening has been executed. This widening is costing considerably more than the estimate and may result in an excess of
$300,000 being required. This is due to the large amount of explosives required and the cost of the labor generally being under-
estimated in the first instance through unforeseen difficulties.
As regards brick-lining it is difficult to say how the estimate will work out. One thousand feet was estimated as requiring to be fully
lined at each end. This will be exceeded at the South side as the decomposed granite is extending much deeper into the hill at this
side than was expected. At the North side the rock got harder and compact much more quickly and the distance estimated to be
fully lined will not be exceeded. The balance of the tunnel was estimated as requiring only an arch overhead to keep chips of stone
from shaking out and falling on passing trains. Part of the tunnel will not require even this so there may be a saving in the lining.
A very large amount of material is at site in the shape of bricks and timber which makes the figures for expenditure look large
compared with the progress, and makes diagrams and figures very deceptive.
Image 2: Caption : VIEW AT KOWLOON END OF TUNNEL SHOWING WORKING PLANT
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The minor tunnels will all be built within the estimate. The expenditure during the past year chiefly consisted of the cost of materials
at the site of works.
FORMATION ROADS.- No expenditure was undertaken under this sub-head.
BRIDGES-MAJOR.- About ½ the estimated expenditure has been expended on the large Bridges. Of these 18 Bridges work has
started on all except about 3 as regards at least collecting of material. Four are complete with the exception of the Ironwork and 3
Arched Bridges are practically keyed in and about half finished. The rest are well in hand. I would consider there will be a saving of
about $50,000 under this head but it is difficult to say as all the foundations are not in as yet.
BRIDGES-MINOR.- About ¼ of the estimated expenditure on this sub-head has been incurred and I consider a good deal more
than ¼ of the work has been finished. Rather a larger number of Minor Bridges have to be built than was at first expected. Owing to
the complicated systems of irrigation in the New Territories the water could not be collected and run through one opening but had
to be split up into several minor bridges and culverts. There will be over 30 minor bridges when the Railway is complete and of
these seven have been absolutely completed with a saving of about 10% on the estimate. Work is well in hand on the other
bridges and there is no reason why the saving on these should not be at least 10% or about $50,000.00.
BRIDGE CULVERTS.- The expenditure on these is keeping well within the estimate though the number is rather in excess of that
estimated for. These culverts are as a rule made only for single line owing to there being no difficulty in lengthening them when the
line requires doubling.
The decrease in expenditure during 1907 in the Main Head of Bridges was owing to the fact that the Survey took rather longer than
was expected and as there was no reason for picking up lost time, no extra rates were given to hurry up the work.
TRACK BALLAST.- Not much work was done under this heading during 1907 owing to the high rates asked by the Chinese
contractors. As there was no object in collecting ballast at this early stage no large contracts were let. A large amount has been put
down for 1908 but it is hoped this amount will not be required. The rates are falling gradually and it is probable that this will be done
for the estimated amount.
TRACK, PERMANENT WAY.- The unforeseen expenditure during 1907 under this sub-head was for rails and sleepers for the
reclamation of Kowloon Station Yard. It was decided to use the permanent rails and sleepers for this work as the use of narrow
gauge rails and sleepers similar to what is in use at the Tunnel
would flood the Colony with such a large amount of this material that it would be difficult to get rid of it at the completion of the work.
This expenditure was for material only.
PLANT.- Under this heading the increase of expenditure was owing to Broad-gauge Engines, &c., being required for the
reclamation in Kowloon Station Yard. These Engines will form part of the permanent equipment of the line. No permanent increase
is foreseen.
GENERAL CHARGES.- The increase here is due to a large original under-estimate and to the difficulties of the line rendering it
necessary to increase the superior grade of the Supervising Staff.
GENERAL PROGRESS.- There are two large works on which depend the final completion of the line:-
(a.) Beacon Hill Tunnel.
(b.) Excavation of Cutting No. 1 which is to form the reclamation for Kowloon Station Yard.
Beacon Hill Tunnel has always been considered the ruling factor as regards the final opening of the line for traffic. At the end of
December the heading going North from the South side and that going South from the shaft at the North side were 4,914 feet apart
which would meet at the end of November 1909 if the present average can be kept up. Six or seven mouths at least would be
required to widen out and lay the rails ready for opening for traffic, say the end of May, 1910.
The reclamation of Kowloon Station Yard with material taken from cutting No. 1 is however taking longer than might be expected
and I trust that the completion of the whole line may not be delayed by any failure on the part of the contractors to finish their
contract within the specified time, viz., December, 1909.
The following comment by the China Mail is an indication of the interest manifested in Hongkong in the opening up of this new
avenue of commerce, and refers specifically to the benefit to be derived by the New Territory by the completion and operation of
this line. The Mail says:
"The question of whether the New Territory is ever going to pay the Government of Hongkong as an investment is one that has
puzzled thoughtful residents for a long time. At the present moment it is unprofitable, no matter how picturesque it might appear
upon the map of South China as a tinge of red against the yellow. The hope is, however, that the railway that is now being pushed
through the red hills at our immediate front will spread the population and open up any resources that the country possesses. The
platitude oft expressed is that with the introduction of railways any country must necessarily flourish, that a stream of commerce is
opened up where commerce was unknown before.
"We have always hoped that such would be the case in our possession across the water, and the hope has been more or less
backed up by the knowledge that Chinese are likely to develop the agricultural resources of the country once transportation to this
market is made easy, whilst whatever latent wealth lies in the ground will come under the notice of financiers who are ever ready to
plant an industry where profits are a prospect.
"Whilst it must not be forgotten that the New Territory was taken over by the British Government solely for its military value in
regard to Hongkong it may yet have a commercial and industrial importance that will be sufficient reward to the Colony of
Hongkong for the money lavished upon its upkeep in the time when revenue returns were not of any substantial value. The greatest
factor towards this desirable consummation is undoubtedly the railway, and whilst residents know that something is being done on
the Kowloon side in the way of laying down a line, few have any conception of the work that has actually been completed during the
past six months. Could a bird's eye view of the territory be taken a remarkable change would be observable in nature's surface.
Through the gaunt red hills men are fighting their way with pick and shovel, with crowbar and dynamite. From Father Neptune the
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"At Hunghom, the reclamation of about five acres of sea bed has to be made and to that end the sea wall
foundation has been done, nullahs and sewers diverted and much of the earth dumped. To bring this earth
down to the sea a temporary railway a mile and a half long has been laid to get at the high portion of the
chief cutting, which is to eventually be about 150 feet deep. Now the railway is tapping the upper level, by
and bye it will come down to the permanent level. This temporary line does not traverse the route of the
permanent line. It skirts round it; dodges down the line of least resistance as it were, and shows up along
the rifle range. Then it dips into where the work is being done, crossing the old water works valley on timber
bridges. Here coolies are operating without stop (individually, however, they are not demonstrating
perpetual motion in the human) and they are at the sea end working on the face of the big hill that has to be
removed just behind the electric power house. On the other side of the range other gangs are digging their
quota and actually a continuous three miles of work is being proceeded with. Some of the bridges are
almost completed; culverts and water channels have been made, and the short tunnel in the first section
has been pierced. Daylight was let in during the week in January and the brick work in the tunnel is well in
hand. This tunnel is being built on the Italian principle, top first, and now that the excavation is through the
hill progress is likely to be rapid.
"All along the route of the first section industry is the order of. the day. The contractors have their forces
well in hand and at the present rate of progress the works are likely to be finished long before the big tunnel
is completed. But the work is not hurried or scamped by any means. It is substantial to a degree. Careful
and constant European supervision of the workmen, who are all Chinese, is evident at every point, and
when we consider the difficulty of instilling new ideas and western methods into the Oriental mind we must
congratulate those responsible and wish their efforts deserved success."
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