West Rail Line
West Rail Line
A West Rail Line train arriving at Kam Sheung Road Station
|Locale||Districts: Yau Tsim Mong, Sham Shui Po, Kwai Tsing (no station), Tsuen Wan, Yuen Long, Tuen Mun|
|Ridership||442,600 weekday average
(Sept to Oct 2014)
|Opened||20 December 2003|
|Rolling stock||SP1900/1950 EMU|
|Line length||35.7 km (22.2 mi)|
|Track gauge||1,435 mm (4 ft 8 1⁄2 in)|
|Electrification||25 kV 50 Hz AC|
|West Rail Line|
|Literal meaning||West Rail Line|
The West Rail Line (Chinese: 西鐵綫) is one of the MTR lines in Hong Kong, indicated by the colour dark magenta. It was formerly known as the KCR West Rail (九廣西鐵). The line connects Hung Hom Station in Kowloon and Tuen Mun Station in Tuen Mun, 35.7 km away, in 37 minutes. The railway runs through the cities of Kowloon, Castle Peak and Tsuen Wan.
Currently the West Rail Line only provides a local service at three-minute peak headway, resembling a metro more than a commuter railway. However the line was built to commuter railway standard, anticipating freight and intercity services to Mainland China which were cancelled and superseded by the Guangzhou–Shenzhen–Hong Kong Express Rail Link Hong Kong section.
The line was originally built and operated by the Kowloon-Canton Railway Corporation (KCRC) prior to its merger with the MTR Corporation (MTRC), which took over the line on 2 December 2007 under a 50-year lease.
- 1 History
- 2 Route
- 3 Capacity and ridership
- 4 Fare system
- 5 Stations
- 6 Major incidents
- 7 Future development
- 8 See also
- 9 References
- 10 External links
The 1994 Hong Kong Government Railway Development Strategy report envisaged a domestic passenger service between the North West New Territories (NWNT) and urban Kowloon, a cross-boundary passenger service for passengers travelling between Hong Kong and China, and container freight transport between ports in China and Hong Kong.
In January 1995, the Government invited the Kowloon-Canton Railway Corporation (KCRC) to submit a proposal for the design, construction and operation of the proposed Western Corridor Railway. KCRC submitted a full proposal in November 1995, as did MTRC, and twelve months later the Government adopted KCRC’s proposal. Tuen Mun residents clamoured for a direct connection (or failing that, a costly alternative coastal alignment), and the terminus was duly extended along Tuen Mun Nullah. Along with the Light Rail network, which was reconfigured as a feeder system, the railway was designed to serve 1.08 million residents in northwestern New Territories, 25% of whom lived within walking distance to stations compared to 80% along the Tseung Kwan O Line.p. 39
In August 1996, the KCR Corporation set up the West Rail Steering Committee to oversee all aspects of the project. Originally conceived and carried through to the technical design phase as a 12-car system, parallelling the KCRC-operated East Rail Line, the West Rail project was re-evaluated by the KCRC in autumn of 1998; the present nine-car capacity (of which seven or eight cars are currently run) is a result of improved ultimate headway from 120 seconds to 90.
The first phase of construction included a double-track commuter railway connecting Tuen Mun Station and Nam Cheong Station in newly reclaimed West Kowloon, at a cost of HK$46.4 billion in 2002 prices which was some 28% lower than the original estimate in 1998; later reports cite $51.7 billion in money of the day prices.
Originally, the KCRC expected the West Rail to have a daily ridership of about 340,000 upon commissioning and 500,000 by 2011. Actual figures hovered around 100,000 by April 2004, however, and rose to 170,000 by the end of the year following a series of discounts.
Some 30,000 flats were originally planned to be built along the route between 2006 and 2011, only to be put on hold when the property market crashed. The commuter line was built after the new towns in north-west New Territories, along with road-based transport networks, were nearing completion. Attempts to boost patronage were made by cutting longstanding bus services, which in turn necessitated government compensation to private bus operator Kowloon Motor Bus.
Improvement of signalling system
Kowloon Southern Link
On 16 August 2009, the Kowloon Southern Link from Nam Cheong to East Tsim Sha Tsui Station was opened. At the same time, the existing segment between East Tsim Sha Tsui Station and Hung Hom Station was transferred from the East Rail Line to the West Rail Line, and both services now terminate at Hung Hom.
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The track is mostly underground in Kowloon and fully grade-separated throughout, running from southeast to northwest. It starts at Hung Hom Station at ground level, then goes underground through East Tsim Sha Tsui and Austin stations before emerging at ground level at Nam Cheong Station, sealed along and under the West Kowloon Highway through Lai Chi Kok Park into Mei Foo Station. Bored tunnels traverse densely populated Kwai Chung towards Tsuen Wan West Station on reclaimed land, after which a 5.5 km (3.4 mi) bored rock tunnel leads trains through Tai Lam Country Park to Kam Sheung Road Station. The rest of the track was constructed on a continuous viaduct, running eastwards through the new towns of Yuen Long and Tin Shui Wai, before taking a bend towards the Tuen Mun River and terminating at Tuen Mun Station.
Capacity and ridership
The line is served by 29 seven- and eight-car MTR SP1900/1950 EMUs, of which 26 run during the morning peak service with a 171-second headway: MTRC specifies capacities of 52 seated and 286 standing passengers per car.   Since January 2016, 7-car trains have been progressively converted to 8-car trains for the East West Corridor extension (see § Future development); this will be complete in 2018.
The line increased capacity between the northwest New Territories and urban areas by about 80%, and on the Tuen Mun-Yuen Long Corridor by about 200%. Crowding on trains–or a lack thereof–has been a matter of heated public debate since its inauguration, as the government has no specific indicator for measuring crowdedness in train compartments as of 2014.
Japanese manufacturer Kinki Sharyo quoted car capacities (standing plus seating) upward of 430 for cab cars and 452 for the rest. KCRC's stress tests prior to the system's début specified a crush-load capacity of 2345, or 335 passengers in longitudinal seating for each of its seven cars, which corresponds to seven passengers per square metre in line with MTRC standards. This contrasts with a worst-case allowable planning standard of 5 pax/square metre in the United States.
In industry journals, KCRC engineers and academics quoted ultimate limits upwards of 100,000 under 105-second headways, in nine-car configuration; however, both post-merger MTRC and government planning consultants report that the 'designed maximum one-hour carrying capacity' is actually 64,000, a figure described in Hansard footnotes as 'calculated in terms of the highest train frequency allowed with the existing signaling system'; in the consultants' report, 2011 average loading from Kam Sheung Road to Tsuen Wan West during the busiest morning peak hour stood at 65% (of the 'one-direction passenger capacity of the trains operated along the railway line', the exact figure of which was unspecified): consultants thus referred to "under-utilisation of train capacity"3.11. (The same consultant also forecast 50,000 pax/hr in 2031, given a peak service of 28 tph at 75,000 pax/hr capacity.)
In present operations, parliamentary briefs state that the Kowloon Southern Link raised one-hour carrying capacity from 39,900 to 46,900 pax/hr when headway was shortened from 3.5 minutes to 3.
2013 LegCo submissions from the MTRC confirmed that the capacity was at 46,900 pax/hr, with average train loading during morning peak hours on weekdays (from 6.30am to 9am) at around 70%. Extrapolated, 4.5 pax/square metre would translate to 'maximal overcrowding' by London Underground authorities' definitions; however, James Blake, then Senior Director/Capital Projects of KCRC, noted that 6 pax/square metre was used in demand-capacity projections at peak times, and “this figure would be quite acceptable to the ordinary travelling public even at peak times”p. 11.
In December 2013, the Transport and Housing Bureau submitted detailed definitions to legislators regarding average train loading without specifying the figures: they were eventually released in February 2014 in a Legco subcommittee submission. It recognised that 6 pax/square metre design capacity standards were not achieved in actual operations, and that the service level of new MTR lines is pitched at 4 pax/square metre service benchmark. At 4 pax/square metre, the critical link on the line ran at 99% capacity (34,600 pax/hr) in 2013, partly due to lengthy turnaround times at the present Hung Hom terminus which depressed realizable carrying capacity by 20%.
As with the contemporaneous East Tsim Sha Tsui extension, the KCRC adopted a value of time methodology when fare levels were established for new services, resulting in a significant markup compared to bus and KCRC East Rail services. 
The line also offers day passes and monthly passes.
- Monthly passes
"Tuen Mun-Hung Hom Monthly Pass" and "Tuen Mun-Nam Cheong Monthly Pass" are Octopus-stored monthly unlimited passes between said stations, Light Rail, MTR Bus, and designated minibus routes. They were priced at HK$490 and $420 respectively unless passengers hold valid discounted passes ($410/$330), in which case the discount is rolled on. Connections to the rest of the MTR network are charged to the Octopus as if the journey were made from/to the cheapest of the interchanging West Rail Line station.
- Day passes
"Tuen Mun-Nam Cheong Day Pass" is a $22 electronic/paper ticket combo between said stations, MTR Bus and Light Rail; other onward connections must be made separately by exiting and re-entering the station.
The following is a list of the stations on the West Rail Line.
|Livery and name||District||Connections||Opening date|
|West Rail Line|
|Hung Hom||Yau Tsim Mong||East Rail Line
Through Train services to Mainland China
|30 November 1975[a]|
|East Tsim Sha Tsui||Tsim Sha Tsui Station for Tsuen Wan Line||24 October 2004[a]|
|Austin||[b]||16 August 2009|
|Nam Cheong||Sham Shui Po||Tung Chung Line||20 December 2003|
|Mei Foo||Tsuen Wan Line|
|Tsuen Wan West||Tsuen Wan||[c]|
|Kam Sheung Road||Yuen Long|
|Yuen Long||Yuen Long Stop for Light Rail 610 614 615 761P|
|Tin Shui Wai||Tin Shui Wai Stop for Light Rail 705 706 751 751P 761P|
|Siu Hong||Tuen Mun||Siu Hong Stop for Light Rail 505 610 614 614P 615 615P 751|
|Tuen Mun||Tuen Mun Stop for Light Rail 505 507 751|
- Originally opened as part of the East Rail Line.
- Kowloon Station of the Tung Chung Line and Airport Express and Austin Station of the West Rail Line are not physically connected. There is pedestrian transfer via a footbridge; the journey time is approximately 10 minutes on foot.
- Tsuen Wan West Station of the West Rail Line and Tsuen Wan Station of the Tsuen Wan Line are not physically linked, but green public light bus route 95K (free transfer with an immediate West Rail journey record on the Octopus card) connects the two stations. It normally takes 15-20 minutes to go to Tsuen Wan Station on foot.
At 9:15am on 14 February 2007, a passenger train broke down when one of the voltage transformers mounted on the train (EMU SP1900) roof exploded. It was suspected that the overheated transformer caused its insulating oil to vaporise, thus causing the explosion. The train-borne circuit breaker, which was connected in parallel to the voltage transformer to the train pantograph, was not designed to isolate this kind of fault.
After the incident, all SP1900 EMUs had their voltage transformers replaced. The new voltage transformers are German-made dry type transformers, which will not catch fire even if they fail.
This incident occurred in the southbound direction in the tunnel between Kam Sheung Road and Tsuen Wan West, about 2 kilometres (1.2 mi) north of Tsuen Wan West. Around 650 passengers had to evacuate through the dark tunnel to the station, while around 340 people returned to the ground through a ventilation shaft at Chai Wan Kok. Eleven people were sent to hospital. Train services returned to normal after 4 hours.
Construction is under way for West Rail Line's extension from Hung Hom Station through east Kowloon to Ma On Shan Line at Tai Wai Station. Upon completion of Sha Tin to Central Link (SCL) – Phase I in 2019, passengers can travel between Tuen Mun and Wu Kai Sha without changing trains. 17 new 8-car trains from Changchun Railway Vehicles (HK$1.38 billion), as well as 36 new cars from Itochu-Kinki Sharyo-Kawasaki Consortium (HK$1.18 billion) reconfigured along with 348 existing MTR SP1900/1950 EMUs, will form a fleet of 65 eight-car trains. 
Other proposals being tabled include the Northern Link, a spur line from Kam Sheung Road Station to Lok Ma Chau Station and/or to Sheung Shui via Kwu Tung Station, and two new stations in Hung Shui Kiu and Tuen Mun South. Hung Shui Kiu may house 160,000 in a new town, whereas Tuen Mun South is already home to 90,000 residents.
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LC Paper No. CB(1)308/13-14(05)
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LC Paper No. CB(1)1556/03-04(05)
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- KCRC (September 2005). "Legislative Council Panel on Transport Subcommittee on matters relating to railways: Review of West Rail incidents" (PDF). Legislative Council, Hong Kong. Retrieved 2014-02-20.
- "Kowloon Southern Link Opens on 16 August" (PDF) (Press release). Hong Kong: MTR Corporation. 30 July 2009. Retrieved 18 February 2015.
- MTRC urged to install CCTV cameras, RTHK, 30 January 2011
- "First West Rail Line 8-car Train Ready for Passenger Service from 2 January" (PDF). MTR Corporation. 28 December 2015. Retrieved 29 March 2016.
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- Research Office, Information Services Division (January 2014). "Research Brief Issue No. 4: Measures to ease crowdedness of train compartments in overseas cities" (PDF). Legislative Council, Hong Kong. Retrieved 2014-02-20.
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- KCRC press release
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