Millions of us go to school, to work or to and from the Mainland on the Kowloon-Canton Railway (KCR), but do you know when the service began, and how different it is now compared with the old days? The British section of the KCR began as a single-track system in 1910. Rail was a completely novel means of transport and communication between Canton and Hong Kong in those days, and there were only four permanent stations from Tsim Sha Tsui to Lowu - Tai Po Market, Fanling, the northern terminus at Lowu, and the Kowloon terminus at Tsim Sha Tsui. The old clock tower near the Tsim Sha Tsui Star Ferry concourse is all that remains of the original Kowloon Terminus, which moved to Hung Hom in 1975. The tower is one of Kowloon's major landmarks, and serves as a fitting memento to the age of steam. All of the KCR locomotives were steam powered initially, but diesel power was introduced gradually in the 1950s. The last of the steam locomotives was taken out of service in 1962. An ambitious modernisation programme began in 1973 with the double-tracking and electrification of the railway. By 1983, the single track system had been completely replaced, and the KCR was fully electrified. The new, 12-car units greatly increased capacity and passenger comfort. Today's East Rail system has 34 kilometres and 13 stations between Hung Hom and Lowu, including a special spur to allow Hong Kong's race-goers easy access to Sha Tin Racecourse. A branch line linking Fanling to Sha Tau Kok on the border with China was built in 1912. The line had three stops, each with a simple shelter to protect waiting passengers from the weather. There were no conductors on the trains, and the average journey took 55 minutes - a long time for a short 15-kilometre trip, especially since the carriages were open to the elements, making for an uncomfortable ride in hot or stormy weather. The track on this branch line was a narrow two-foot gauge. In 1923, the KCR placed an order for two steam locomotives from the manufacturer W G Bagnall Ltd of England to replace some of the ageing locomotives on the Fanling-Sha Tau Kok branch line. In the same year, the Hong Kong Government commenced construction of the road to Sha Tau Kok with the view to dispensing with the branch line. The two locomotive were delivered in July of 1924, and began service in September - serving until the closure of the branch line on April 1, 1928. They were sold in 1928 and 1930 to Philippines plantation operator Victoria's Milling, where they remained in service until the early 1990s. Following protracted KCRC and Regional Council negotiations with the Philippine owners, the locomotives' return was secured in 1995. One of them has been restored and is on exhibit in the Hong Kong Railway Museum at Tai Po. If you're on the KCR and hear the announcement 'the next station is Tai Po Market', remember that there is another Tai Po Market station - but the trains don't stop there. The old Tai Po Market Station is quite literally 'off the track', on a siding parallel to the KCR line between the modern Tai Po and Tai Wo stations. The old station is now the home of the Hong Kong Railway Museum, and includes an historic station building, six coaches, a narrow gauge steam locomotive and a display version of a passenger car of the type used until about 20 years ago. The community of Tai Po Market had to be content with a temporary flag station until 1913 when the permanent station was erected on the site where the museum now stands. This station contributed much to the social and economic development of the district. Tai Po naturally developed into an administrative and commercial centre. Farming and fishing were the major sources of livelihood in the old days, and horticulture developed in the mid-19th century. No one is certain why the old Tai Po Market Station was built to a traditional Chinese design while the other stations were constructed on more or less the same Western design, but the novelty was not a detraction. The KCRC's annual report of 1913 notes that this unique station prompted favourable comment from the travelling public. Despite its highly decorative exterior, the building was erected as a purely functional railway station. The section on the northern side of the central hall was used as quarters for staff on night duty, while the southern section contained a booking office, administration office and the signals cabin. Restoration of the facade, the roof and the decoration was completed in 1985. In the course of converting the northern section into an exhibition gallery, two original doorways were discovered and restored. To return the structure to its original configuration, a doorway that had been added later was sealed. Jacky was a summer intern from Hong Kong Shue Yan College. Graphic: oldhkglo
