As filed with the Securities and Exchange Commission on June 22, 2010

 

 

UNITED STATES
SECURITIES AND EXCHANGE COMMISSION

Washington, DC 20549

 

FORM 20-F

(Mark One)

o		REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) OR 12(g) OF THE SECURITIES EXCHANGE ACT OF 1934

þ		ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the fiscal year ended December 31, 2009

o		TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the transition period from            to           

o		SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

GUANGSHEN RAILWAY COMPANY LIMITED

Mr. Guo Xiangdong
Telephone: (86-755) 2558-7920 or (86-755) 2558-8146
Email: ir@gsrc.com
Facsimile: (86-755) 2559-1480
No. 1052 Heping Road, Shenzhen, People’s Republic of China 518010
(Name, Telephone, E-mail and/or Facsimile number and Address of Company Contact Person)

Securities registered or to be registered pursuant to Section 12(b) of the Act:

Title of Each Class		Name of Each Exchange on which Listed
American Depositary Shares, each representing 50 Class H ordinary shares		New York Stock Exchange, Inc.
Class H ordinary shares, nominal value RMB 1.00 per share		The Stock Exchange of Hong Kong Limited

Securities registered or to be registered pursuant to Section 12(g) of the Act: None

Securities for which there is a reporting obligation pursuant to Section 15(d) of the Act: None

Indicate the number of outstanding shares of each of the Registrant’s classes of capital or common stock as of December 31, 2009:

Domestic shares (A shares), par value RMB 1.00 per share			5,652,237,000
H shares, par value RMB 1.00 per share			1,431,300,000

(including 229,144,050 H shares in the form of American Depositary Shares)

     Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act.

Yes þ   No o

     If this report is an annual or transition report, indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934.

Yes o   No þ

     Indicate by check mark whether the registrant: (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.

Yes þ   No o

     Indicate by check mark whether the registrant has submitted electronically and posted on its corporate Web site, if any, every Interactive Data File required to be submitted and posted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit and post such files).

     Yes o   No o

     Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, or a non-accelerated filer. See definition of “accelerated filer and large accelerated filer” in Rule 12b-2 of the Exchange Act. (Check one):

Large Accelerated Filer þ		Accelerated Filer o				Non-Accelerated Filer o

     Indicate by check mark which basis of accounting the registrant has used to prepare the financial statements included in this filing:

U.S. GAAP o

International Financial Reporting Standards as issued by the International Accounting Standards Board þ

Other o

     If “Other” has been checked in response to the previous question, indicate by check mark which financial statement item the registrant has elected to follow.

Item 17 o   Item 18 o

     If this is an annual report, indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act).

Yes o   No þ

 

 

Table of Contents

		Pages
Forward-Looking Statements			1
Certain Terms and Conventions			1
PART I
ITEM 1. IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISORS			4
ITEM 2. OFFER STATISTICS AND EXPECTED TIMETABLE			4
ITEM 3. KEY INFORMATION			4
Item 3A. Selected Consolidated Financial and Other Data			4
Item 3B. Capitalization and Indebtedness			7
Item 3C. Reasons for the Offer and Use of Proceeds			7
Item 3D. Risk Factors			7
ITEM 4. INFORMATION ON THE COMPANY			15
Item 4A. History and Development of the Company			15
Item 4B. Business Overview			19
Item 4C. Organizational Structure			35
Item 4D. Property, Plant and Equipment			35
ITEM 4A. UNRESOLVED STAFF COMMENTS			36
ITEM 5. OPERATING AND FINANCIAL REVIEW AND PROSPECTS			36
Item 5A. Operating Results			38
Item 5B. Liquidity and Capital Resources			51
Item 5C. Research and Development, Patents and Licenses, etc.			53
Item 5D. Trend Information			54
Item 5E. Off-Balance Sheet Arrangements			55
Item 5F. Tabular Disclosure of Contractual Obligations			55
Item 5G. Safe Harbor			56
ITEM 6. DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES			56
Item 6A. Directors and Senior Management			56
Item 6B. Board Compensation			62
Item 6C. Board Practices			64
Item 6D. Employees			66
Item 6E. Share Ownership			68
ITEM 7. MAJOR SHAREHOLDERS AND RELATED PARTY TRANSACTIONS			68
Item 7A. Major Shareholders			68
Item 7B. Related Party Transactions			69
Item 7C. Interests of Experts and Counsel			78
ITEM 8. FINANCIAL INFORMATION			78
Item 8A. Consolidated Statements and Other Financial Information			78
Item 8B. Significant Changes			80
ITEM 9. THE OFFER AND LISTING			81
Item 9A. Offer and Listing Details			81
Item 9B. Plan of Distribution			81
Item 9C. Markets			82

		Pages
Item 9D. Selling Shareholders			82
Item 9E. Dilution			82
Item 9F. Expenses of the Issue			82
ITEM 10. ADDITIONAL INFORMATION			83
Item 10A. Share Capital			83
Item 10B. Memorandum and Articles of Association			83
Item 10C. Material Contracts			94
Item 10D. Exchange Controls			94
Item 10E. Taxation			95
Item 10F. Dividends and Paying Agents			104
Item 10G. Statement by Experts			104
Item 10H. Documents on Display			104
Item 10I. Subsidiary Information			104
ITEM 11. QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK			105
ITEM 12. DESCRIPTION OF SECURITIES OTHER THAN EQUITY SECURITIES			108
PART II
ITEM 13. DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIES			110
ITEM 14. MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY HOLDERS AND USE OF PROCEEDS			110
ITEM 15. CONTROLS AND PROCEDURES			110
ITEM 16A. AUDIT COMMITTEE FINANCIAL EXPERT			111
ITEM 16B. CODE OF ETHICS			111
ITEM 16C. PRINCIPAL ACCOUNTANT FEES AND SERVICES			112
ITEM 16D. EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT COMMITTEES			112
ITEM 16E. PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND AFFILIATED PURCHASERS			112
ITEM 16F. CHANGE IN OUR CERTIFYING ACCOUNTANT			112
ITEM 16G. CORPORATE GOVERNANCE			112
ITEM 17. FINANCIAL STATEMENTS			114
ITEM 18. FINANCIAL STATEMENTS			114
ITEM 19. EXHIBITS			114
EX-4.3
EX-7.1
EX-8.1
EX-12.1
EX-13.1

Forward-Looking Statements

     Certain information contained in this annual report are forward-looking statements within the meaning of Section 27A of the Securities Act of 1933, as amended, and Section 21E of the Securities and Exchange Act of 1934, as amended. These forward-looking statements can be identified by the use of words or phrases such as “is expected to”, “will”, “is anticipated”, “plan to”, “estimate”, “believe”, “may”, “intend”, “should” or similar expressions, or the negative forms of these words, phrases or expressions, or by discussions of strategy. Such statements are subject to risks, uncertainties and other factors that could cause our actual results to differ materially from our historical results and those presently anticipated or projected. You are cautioned not to place undue reliance on any such forward-looking statements, which speak only as of the date on which such statements were made. Among the factors that could cause our actual results in the future to differ materially from any opinions or statements expressed with respect to future periods include changes in the economic policies of the PRC government, an economic slowdown in the Pearl River Delta region and elsewhere in mainland China, increased competition from other means of transportation, delays in major development projects, a recurrence of the Severe Acute Respiratory Syndrome, or SARS, epidemic or other similar health epidemics or outbreaks, such as avian flu and H1N1 influenza, in Hong Kong or China, foreign currency fluctuations and other factors beyond our control.

     When considering such forward-looking statements, you should keep in mind the factors described in “Item 3D. Risk Factors” and other cautionary statements appearing in “ITEM 5. Operating and Financial Review and Prospects” of this annual report. Such risk factors and statements describe circumstances which could cause actual results to differ materially from those contained in any forward-looking statement.

Certain Terms and Conventions

     Solely for the convenience of the reader, this annual report contains translations of amounts from RMB into U.S. dollars and vice versa at the rate of RMB 6.83 to US$1.00, which is rounded from 6.8259, which was the certified exchange rate for December 31, 2009 as published by the Federal Reserve Board of the United States, except where we specify that a different rate has been used. You should not construe these translations as representations that the RMB amounts actually represent U.S. dollar amounts or could be converted into U.S. dollars at that rate or at all. See “Item 3A. Selected Consolidated Financial and Other Data—Exchange Rate Information” for information regarding the certified exchange rates for U.S. dollar/RMB conversions from January 1, 2005 through June 11, 2010.

     We prepare and publish our consolidated financial statements in RMB.

     Various amounts and percentages set out in this document have been rounded and, accordingly, may account for apparent discrepancies in the tables appearing herein.

     Unless the context otherwise requires or otherwise specified:

•

“Acquisition” means our acquisition of the railway transportation business between Guangzhou and Pingshi and the related assets and liabilities from

			Yangcheng Railway Company according to the asset purchase agreement dated November 15, 2004 between Yangcheng Railway Company and us.
	•		“China” or “PRC” means the People’s Republic of China.
	•		“CEPA” means the Closer Economic Partnership Arrangement between Hong Kong and Chinese Mainland entered into on October 27, 2004, as amended.
	•		“GEDC” means Guangzhou Railway (Group) Guangshen Railway Enterprise Development Company, a wholly owned subsidiary of GRGC.
	•		“GRGC” means Guangzhou Railway (Group) Company, our largest shareholder.
	•		“Company”, “we”, “our”, “our Company” or “us” means Guangshen Railway Company Limited, a joint stock limited company incorporated in Shenzhen, China with limited liability, and its subsidiaries on a consolidated basis.
	•		“HKSE” means the Stock Exchange of Hong Kong Limited.
	•		“HKSE Listing Rules” means the Rules Governing the Listing of Securities on the HKSE.
	•		“Hong Kong” means the Hong Kong Special Administrative Region of the PRC.
	•		“Hong Kong dollars” or “HKD” means Hong Kong dollars, the lawful currency of Hong Kong.
	•		“Macau” means the Macau Special Administrative Region of the PRC.
	•		“MOR” means the Ministry of Railways.
	•		“Pearl River Delta” means the area in and adjacent to the southern part of Guangdong Province, PRC, surrounding the mouth of the Pearl River and its lower reaches.
	•		“RMB” means Renminbi Yuan, the lawful currency of the PRC.
	•		“Restructuring” means the restructuring conducted in connection with our initial public offering in 1996 during which we succeeded to the railroad and certain other businesses of our predecessor company and certain assets and liabilities of GRGC.
	•		“SEC” means the U.S. Securities and Exchange Commission.
	•		“tonne” means metric tonne; and one tonne is approximately 2,205 pounds in weight.
	•		“US$”, “USD” or “U.S. dollars” means U.S. dollars, the lawful currency of the

			United States.
	•		“Yangcheng Railway Company” means Guangzhou Railway Group Yangcheng Railway Enterprise Development Company, a wholly owned subsidiary of GRGC, or its predecessor, Guangzhou Railway Group Yangcheng Railway Company.

PART I

ITEM 1. IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISORS

     Not applicable.

ITEM 2. OFFER STATISTICS AND EXPECTED TIMETABLE

     Not applicable.

ITEM 3. KEY INFORMATION

Item 3A. Selected Consolidated Financial and Other Data

     The following selected consolidated data relating to our consolidated balance sheets as of December 31, 2008 and 2009, and our consolidated comprehensive income statement, changes in equity and cash flows for each of the years ended December 31, 2007, 2008 and 2009 are derived from and are qualified by reference to our audited consolidated financial statements included elsewhere in this annual report and should be read in conjunction with “ITEM 5. Operating and Financial Review and Prospects”. The following selected consolidated data relating to our consolidated balance sheets as of December 31, 2005, 2006 and 2007, and our consolidated income statement, changes in equity and cash flows for each of the years ended December 31, 2005 and 2006 are derived from our previously published audited consolidated financial statements that are not included in this annual report.

     The audited consolidated financial statements from which the selected consolidated financial data set forth below have been derived were prepared in accordance with International Financial Reporting Standards, or IFRS, as issued by the International Accounting Standards Board, or IASB.

		Year ended December 31,
		2005				2006				2007(2)				2008(2)				2009(2)				2009(2)
		RMB				RMB				RMB				RMB				RMB				US$(1)
		(in thousands except for per share data)
Income Statement Data:
Revenue from railroad businesses
— Passenger			2,253,335				2,608,838				5,833,538				6,759,229				7,195,717				1,053,546
— Freight			540,341				565,557				1,326,450				1,324,701				1,210,118				177,177
— Railway network usage and services			305,790				291,489				2,659,529				2,738,425				3,105,654				454,708
Subtotal			3,099,466				3,465,884				9,819,517				10,822,355				11,511,489				1,685,431
Revenue from other businesses			177,462				128,590				688,987				866,300				874,268				128,004
Total revenue			3,276,928				3,594,474				10,508,504				11,688,655				12,385,757				1,813,435
Railroad operating expenses			(2,339,384	)			(2,527,907	)			(8,334,293	)			(9,162,278	)			(9,620,732	)			(1,408,599	)
Other businesses operating expenses			(190,347	)			(166,011	)			(458,819	)			(829,077	)			(797,367	)			(116,745	)
Other income/(expense)			51,628				64,648				49,816				17,703				(19,765	)			(2,894	)
Profit from operations			798,825				965,204				1,765,208				1,715,003				1,947,893				285,197
Profit attributable to shareholders of the Company			646,960				771,513				1,431,415				1,224,129				1,363,458				199,784
Profit from operations per share			0.18				0.22				0.25				0.24				0.27				0.04
Earnings per share for profit attributable to shareholders of the Company

		Year ended December 31,
		2005				2006				2007(2)				2008(2)				2009(2)				2009(2)
		RMB				RMB				RMB				RMB				RMB				US$(1)
— Basic and diluted			0.15				0.17				0.20				0.17				0.19				0.03
Dividends declared per share			0.12				0.08				0.08				0.08				0.08				0.01
Earnings per ADS for profit attributable to shareholders of the Company			7.46				8.73				10.10				8.64				9.63				1.41
Balance Sheet Data (at year end):
Working capital			467,124				4,249,117				433,615				(616,158	)			31,118				(4556	)
Fixed assets			6,346,822				6,738,477				19,995,286				23,903,846				24,048,573				3,521,021
Leasehold land payments			620,798				625,628				607,971				592,368				576,379				84,389
Total assets			11,683,057				24,139,331				26,689,929				28,221,826				28,662,614				4,196,576
Equity attributable to shareholders of the Company			9,796,076				20,169,008				21,125,761				21,783,207				22,581,125				3,306,168
Share capital, issued and outstanding, RMB 1.00 per value,
domestic shares			2,904,250				5,652,237				5,652,237				5,652,237				5,652,237				827,560
H shares			1,431,300				1,431,300				1,431,300				1,431,300				1,431,300				209,561
Cash Flow Statement Data:
Net cash generated from operating activities			1,380,147				1,112,004				1,957,645				1,641,069				2,617,533				383,240
Net cash used in investing activities			(820,915	)			(7,833,331	)			(5,585,414	)			(2,915,785	)			(2,096,154	)			(306,904	)
Net cash (used in)/generated from financing activities			(491,733	)			11,461,030				128,289				483,317				(966,680	)			(141,534	)
Purchase of fixed assets and payment for construction-in-progress			(1,588,374	)			(3,202,670	)			(1,107,320	)			(2,947,804	)			(1,639,674	)			(240,070	)
Dividends paid to shareholders of the Company			(476,904	)			(520,655	)			(566,711	)			(566,683	)			(566,683	)			(82,970	)
Other Data:
Railroad transportation operating income			808,613				999,968				1,538,053				1,660,077				1,890,757				276,832
Other businesses operating income/(loss)			(9,788	)			(34,764	)			277,155				37,223				76,901				11,259

Exchange Rate Information

     We derive a majority of our revenue and incur most of our expenses in RMB. In addition, we maintain our books and records in RMB and our financial statements are prepared

and expressed in RMB. Solely for the convenience of the reader, this annual report contains translations of certain RMB amounts into U.S. dollars and vice versa at RMB 6.83 = USD 1.00, which is rounded from 6.8259, the certified exchange rate for December 31, 2009 as published by the Federal Reserve Board of United States. These translations should not be construed as representations that the RMB amounts could have been or could be converted into U.S. dollars at such rate or at all.

     Effective January 1, 2009, the Federal Reserve Bank of New York discontinued publication of foreign exchange rates certified for customs purposes. Effective January 5, 2009, the Federal Reserve Board of the United States reinstituted the publication of the daily exchange rate data in a weekly version of the H.10 release. The certified exchange rate for RMB published by the Federal Reserve Board of the United States was RMB 6.8320 = US$1.00 on June 11, 2010.

     The following table sets forth information for the RMB concerning (i) the noon buying rate in New York City for cable transfers as certified for customs purposes by the Federal Reserve Bank of New York for the period from January 1, 2005 to December 31, 2008 and (ii) the certified exchange rates as published by the Federal Reserve Board of the United States for the period subsequent to and including January 5, 2009, expressed in RMB per U.S. dollar, for the periods indicated:

		Certified Exchange Rate
Period		Average(1)				High				Low
		(RMB per U.S. dollar)
2005			8.1826				8.2765				8.0702
2006			7.9579				8.0702				7.8041
2007			7.5806				7.8127				7.2946
2008			6.9193				7.2946				6.7800
2009			6.8295				6.8470				6.8176
December			6.8275				6.8299				6.8244
2010
January			6.8269				6.8295				6.8258
February			6.8285				6.8330				6.8258
March			6.8262				6.8270				6.8254
April			6.8256				6.8275				6.8229
May			6.8275				6.8310				6.8245
June (through June 11)			6.8294				6.8322				6.8268

Dividends

     At a meeting of the directors held on April 22, 2010, the directors proposed a final dividend of RMB 0.08 per ordinary share for the year ended December 31, 2009, which was approved at our annual general meeting of shareholders held on June 22, 2010. This proposed dividend has not been reflected as a dividend payable in the financial statements, but instead as equity attributable to equity holders of our Company.

     In accordance with our Articles of Association, dividends for our domestic shares will be paid in RMB while dividends for our H shares will be calculated in RMB and paid in Hong Kong

dollars. Hong Kong dollar dividend payments will then be converted by the depositary and distributed to holders of ADSs in U.S. dollars. The exchange rate was based on the average of the closing exchange rates for RMB to Hong Kong dollars as announced by the People’s Bank of China during the calendar week preceding the date on which the dividend was declared.

Item 3B. Capitalization and Indebtedness

     Not applicable.

Item 3C. Reasons for the Offer and Use of Proceeds

     Not applicable.

Item 3D. Risk Factors

Risks Relating to Our Business

     Any recurrence of a global financial crisis or economic downturn similar to that which occurred in 2008 and early 2009 could materially and adversely affect our business, financial condition, results of operations and prospects.

     The global financial markets experienced periods of extreme volatility and disruption in 2008 and early 2009. The global financial crisis, concerns over inflation or deflation, energy costs, geopolitical risks, and the availability and cost of financing contributed to the unprecedented levels of market volatility and adversely affected the expectations for the continuous growth of the global economy, the capital markets and the consumer industry. These factors, combined with others, resulted in a severe global economic downturn and also a slowdown in the PRC economy. This change in the macro-economic conditions had an adverse impact on our business and operations by causing a decrease in the number of passengers and the volume of freight that we transported in 2009. Although the global and PRC economies began to show signs of recovery in the second half of 2009, any recurrence of a global financial crisis as a result of the recent market volatility arising from the concerns over among other issues, the fiscal stability of certain European countries, may adversely affect the growth of the PRC economy, which could adversely affect our business, financial condition, results of operations and prospects.

     We face competition, which may adversely affect our business growth and results of operations.

     Our passenger and freight transportation businesses face competition from other means of transportation, such as road, air and water transportation. In our passenger transportation business, we compete with the bus and ferry services operating within Hong Kong, Guangzhou, Shenzhen and elsewhere in our service region. We compete for passengers with bus and ferry services in terms of price, speed, comfort, reliability, convenience, service quality, frequency of service and safety. In our freight transportation business, we primarily compete with water, truck and air transportation services operating within our service region. We increasingly compete for freight business with truck operators, shipping companies and airline companies on

the basis of price, reliability, capacity, convenience, service quality, and safety. In addition, the inter-city traffic system is gradually expanding within the Pearl River Delta region and there are a number of new high-speed inter-city passenger rail lines in operation or under construction within our service territory. As a result, the competition in both passenger and freight transportation in our service territory could increase significantly. In December 2009, with the commencement of operations of the Wuhan-Guangzhou passenger line, the MOR restructured the passenger train services provided by our Company or by other railway companies (bureaus) whose trains pass through our service territory to enhance the operational efficiency of the Beijing-Guangzhou line and for better allocation of railway transportation capacity. Such restructuring has resulted in a slight decrease in the number of passengers using our long-distance train services in 2009 and, although we commenced the operation of one pair of passenger trains from Guangzhou to Tongren in March 2010 and another pair of passenger trains from Guangzhou to Xinyang in April 2010 to increase our passenger transportation capacity, we may continue to experience a decrease in the number of passengers using our long-distance train services in the future. Furthermore, the completion of the Guangzhou-Shenzhen section of the Guangzhou-Shenzhen-Hong Kong passenger transportation express railway, which is under construction and is expected to be completed by December 2010, may further increase the competition we face. Increased competition against us may adversely affect our revenue and results of operations. See “Item 4B. Business Overview — Competition” for additional information regarding our competition.

     Any significant decrease in the overall levels of business, industrial, manufacturing and tourism activities within the Pearl River Delta region and elsewhere in China may have a material adverse effect on our revenue and results of operations.

     The volume of freight and the number of passengers we transport are affected by the overall levels of business, industrial, manufacturing and tourism activities within the Pearl River Delta region, which is our main service region, and elsewhere in China, which is in turn affected by many factors beyond our control, such as applicable policies and regulations of the PRC government, perceptions regarding the attractiveness of investing or operating a business within our service region, consumer confidence levels and interest rate levels. Any significant decrease in the overall levels of passenger travel or freight transportation, whether due to an economic slowdown or other reasons, such as freezing weather, floods, earthquake and other natural disasters or a recurrence of the SARS epidemic or outbreaks of avian flu or H1N1 influenza or other similar health epidemics, may have a material adverse effect on our business, results of operations and financial condition. Following China’s accession to the WTO, the policy advantages that Shenzhen currently enjoys due to its status as a special economic zone may be phased out, and its economic growth rate may not be sustained in the long run. Other coastal regions and ports in China may develop at a faster pace and become more competitive than Shenzhen. As a result, part of the freight currently imported or exported through ports in Hong Kong, Shenzhen or Guangzhou may be shipped through other ports in China, which may adversely affect our freight transportation business.

     Changes in freight composition in our freight transportation business may adversely affect our results of operations.

     Historically, our freight transportation revenue was derived mainly from the transportation of construction materials, coal, iron ore, oil, steel and chemicals, in which our railroad transportation services have an advantage over other means of transportation, such as road transportation services. With the restructuring of these industries, the movement of labor, the upgrading of the industrial structure and shift in manufacturing focus in the Pearl River Delta region, some products and materials, such as advanced technological products, which tend to be compact, may be instead shipped by road or air. We face significant competition in the transportation of such low-volume, high-value products. For example, in 2009, the aggregate weight of goods we transported decreased by 11.6% from 2008. Changes in freight composition may affect the usage volume and pricing of our freight transportation services and adversely affect our results of operations.

     Our railroads connect with the railroads of other operators and any disruption in the operation of those railroads, or our cooperation with other operators, could have a material adverse effect on our business and operations.

     Our railroads are an integral part of the PRC national railway network. Our railroads connect with the Beijing-Guangzhou line in the north, the Shenzhen-Kowloon rail line in the south, the Guangzhou-Maoming rail line in the west, and the Guangzhou-Meizhou-Shantou rail line in the east, all of which are owned and operated by other operators. See “Item 4A. History and Development of the Company — Service Territory” for additional information. Our train services use these other railroads to carry passengers and freight to locations outside of our service territory. The performance of our domestic long distance trains services and our Hong Kong Through Trains depends on the smooth operation of these railroads and our cooperation with the operators of these railroads. Any disruption in the operation of these railroads, or our cooperation with any one of these railroad operators for any reason, could have a material adverse effect on our business and results of operations.

     A change to our preferential income tax status as a result of a change of law could have a material adverse effect on our results of operations.

     Before January 1, 2008, as a company located in the Shenzhen Special Economic Zone, we had enjoyed a preferential income tax rate of 15%, rather than the 33% income tax rate then generally applicable to domestic companies in the PRC.

     On March 16, 2007, the National People’s Congress of the PRC promulgated the PRC Enterprise Income Tax Law, or the new EIT Law, which has taken effect from January 1, 2008. According to the new EIT Law, the preferential income tax rate of 15% that was previously applicable to companies incorporated in Shenzhen (like us) and other special economic zones is being gradually phased out in five years beginning from January 1, 2008, and effective from January 1, 2012, the applicable tax rate applicable to us will become 25%, i.e., the unified income tax rate applicable to all domestic companies in the PRC with some minor exceptions. According to the Notice Regarding Implementation of Preferential Enterprise Income Tax in the Transition Period issued by the State Council of the PRC, or the State Council, companies which

used to enjoy a preferential tax rate of 15% are being subject to the following tax rates from 2008 through 2012:

	•		18% for 2008;
	•		20% for 2009;
	•		22% for 2010;
	•		24% for 2011; and
	•		25% for 2012.

     The increase in our effective tax rate as a result of the above and any subsequent changes to the tax laws and regulations in the PRC may adversely affect our operating results.

     Any changes in our right to own and operate our business and assets, our right to profit and our right of asset disposal as previously granted by the MOR and the State Council may have a material adverse effect on our business and results of operations.

     We have been granted certain rights by the MOR and the State Council, with respect to certain aspects of our railroad businesses and operations, and also received legal clarification and confirmation of our asset ownership, corporate powers and relationships with service providers and other entities in the national railway system, in connection with our Restructuring. These rights include the right to own and operate our business and assets, the right to profit and the right of asset disposal. Although these rights were granted to us indefinitely, we cannot assure you that these rights will not be affected by future changes in PRC governmental policies or regulations or that other railway operators will not be granted similar rights within our service region. If another railway operator is granted similar rights within our service region, the level of competition we face will increase significantly.

     Guangzhou Railway (Group) Company as our largest shareholder and one of our major service providers may have interests that conflict with the best interests of our other shareholders and our Company.

     Before our A Share Offering, in December 2006, Guangzhou Railway (Group) Company, or GRGC, held 67% of our issued share capital and was our controlling shareholder. Although the equity interest held by GRGC in our Company decreased to approximately 41% after the completion of the A Share Offering and further to approximately 37.1% as a result of the transfer by GRGC of a portion of its equity interest in our Company to the National Social Security Fund Council in September 2009, GRGC can still exercise substantial influence over our Company. GRGC’s ownership percentage enables it to exercise substantial influence over (i) our policies, management and affairs; (ii) our determinations on the timing and amount of dividend payments and our adoption of amendments to certain of the provisions of our Articles of Association and (iii) the outcome of most corporate actions. Subject to the requirements of applicable laws and regulations in China and the HKSE Listing Rules, GRGC may also cause us to effect certain corporate transactions.

     GRGC’s interests may sometimes conflict with the interests of the other shareholders. We cannot assure you that GRGC, as our largest shareholder, will always vote its shares in a way that benefits the other shareholders of our Company. In addition to its relationship with us as our largest shareholder, GRGC, by itself or through its affiliates, such as GEDC and Guangmeishan Railway Co., Ltd., also provides us with certain services, for which we have limited alternative sources of supply. The interests of GRGC and its affiliates as providers of these services may also conflict with our interests. We have entered into service agreements, and our transactions with GRGC and its affiliates have been conducted on open, fair and competitive commercial terms. However, we only have limited leverage in negotiating with GRGC and its affiliates over the specific terms of the agreements for the provision of these services as there are no alternate suppliers. See “Item 4B. Business Overview—Suppliers and Service Providers” and “Item 7B. Related Party Transactions” for additional information regarding the services provided to us by GRGC and its subsidiaries.

     We have very limited insurance coverage.

     We do not maintain any insurance coverage against third party liabilities, except compulsory automobile liability insurance. In addition, we do not maintain any insurance coverage for most of our property, for business interruption or for environmental damage arising from accidents that occur in the course of our operations. As a result, we have to pay for financial and other losses, damages and liabilities, including those caused by natural disasters and other events beyond our control, out of our own funds, which could have a material adverse effect on our results of operations and financial condition.

     We could incur significant costs for violations of applicable environmental laws and regulations.

     Our railroad operations and real estate ownership are subject to extensive national and local environmental laws and regulations concerning, among other things, gaseous emissions, wastewater discharge, disposal of solid waste and noise control. In addition, environmental liabilities may arise from claims asserted by adjacent landowners or other third parties. As of December 31, 2009, we had not incurred any such liabilities and therefore, had not made any provision for such liabilities. We may also be required to incur significant expenses to remediate any violation of applicable environmental laws and regulations. In 2009, our environmental protection-related expenses were approximately RMB 1.0 million.

     Technological problems attributable to accidents, human error, severe weather or natural disasters could affect the performance or perception of our railway and result in decreases in customers and revenue, unexpected expenses and loss of market share.

     Our operations may be affected from time to time by equipment failures, delays, collisions and derailments attributable to accidents, human error or natural disasters, such as typhoons or floods.

     As our high-speed train service becomes technologically more complex, it may become more difficult for us to upkeep and repair our equipment and facilities as well as to maintain our service and safety standards. Furthermore, as we heavily rely on third parties for technical

upgrades and support with regard to certain equipment and facilities, in case of any problems arising during our operation, our own staff may lack the technical expertise to identify and fix the problems in time. Moreover, the newly upgraded equipment may not be fully compatible with our existing operation system and may not meet our safety, security or other standards. The use of such equipment and facilities could result in malfunctions or defects in our services. In addition to potential technical complications, natural disasters could interrupt our rail services, thus leading to decreased revenue, increased maintenance and higher engineering costs.

     If we experience any equipment failures, delays, temporary cancellations of schedules, collisions and derailments, or any deterioration in the performance or quality of any of our services, it could result in personal injuries, damage of goods, customer claims of damages, customer refunds and loss of goodwill. These problems may lead to decreases in customers and revenue, damage to our reputation, unexpected expenses, loss of passengers and freight customers, incurrence of significant warranty and repair costs, diversion of our attention from our transportation service efforts or strained customer relations, any one of which could materially adversely affect our business. For example, in January and February 2008, certain regions in southern China experienced extraordinary harsh winter weather, which caused equipment failures and delays and cancellations of some of our scheduled trains. As a result, during such period of freezing weather, our cost for repair of equipment increased and our revenue decreased. We cannot assure you that such events will not happen again in the future.

     Extensive government regulation of the railway transportation industry may limit our flexibility in responding to market conditions, competition or changes in our cost structure.

     We are subject to extensive PRC laws and regulations relating to the railway transportation industry. The MOR and other Chinese governmental authorities regulate pricing, speed, train routes, new railway construction projects, and foreign investment in the railway transportation industry. Any significant change in the relevant regulations of the PRC government is likely to have a material impact on our business and results of operations. In addition, our ability to respond to changes in our market conditions may be limited by those regulations set by the MOR and other Chinese governmental authorities.

     The revenue or charges settled by the MOR for certain long-distance passenger train and freight transportation businesses are finally determined by the MOR.

     As described in “Item 7B Related Party Transactions” and Notes 39 and 40 to our audited consolidated financial statements included elsewhere in this annual report, due to the fact that the railway business is centrally managed by the MOR within the PRC, we work in cooperation with the MOR and other railway companies owned and controlled by the MOR for the operation of certain long-distance passenger train and freight transportation businesses within the PRC. The revenue generated from these long-distance passenger and freight transportation businesses is collected and settled by the MOR according to its settlement systems. The charges for the use of the rail lines and services provided by other railway companies are also settled by the MOR based on its systems. Although we can, to certain extent, calculate the revenue and charges settled by the MOR based on our own data and information, the amount of settlement is finally determined by the MOR.

     We may encounter difficulties in complying with the Sarbanes-Oxley Act of 2002.

     The United States Securities and Exchange Commission, as required by Section 404 of the Sarbanes-Oxley Act of 2002, adopted rules requiring every public company in the United States to include a management report on such company’s internal control over financial reporting in its annual report, which contains management’s assessment of the effectiveness of the company’s internal control over financial reporting. In addition, an independent registered public accounting firm must report on the effectiveness of the company’s internal control over financial reporting. These requirements first applied partially to our annual report on Form 20-F for the year ended December 31, 2006 by requiring our management to provide a report regarding the assessment of the effectiveness of our internal control over financial reporting. Although we have concluded that we maintained effective internal control over financial reporting for each of the years ended December 31, 2007, 2008 and 2009, we may not be able to conclude in future years that we have effective internal control over financial reporting, in accordance with the Sarbanes-Oxley Act of 2002. See “Item 15. Controls and Procedures.”

     Moreover, in future years, even if our management concludes that our internal control over financial reporting is effective, our independent registered public accounting firm may disagree. If our independent registered public accounting firm is not satisfied with our internal control over financial reporting or the level at which our internal control over financial reporting is designed or operated, or if the independent registered public accounting firm interprets the requirements, rules or regulations differently than we do, then they may issue an adverse opinion. Any of these possible outcomes could result in an adverse reaction in the financial marketplace due to a loss of investor confidence in the reliability of our reporting processes, which could adversely impact the market price of our H shares and ADSs. In addition, we will continue to incur significant costs and use significant management and other resources in order to comply with Section 404 of the Sarbanes-Oxley Act of 2002.

Risks Relating to Conducting Business in China

     Substantially all of our assets are located in China and substantially all of our revenue is derived from our operations in China. Accordingly, our results of operations and prospects are subject, to a significant extent, to the economic, political and legal developments in China.

     China’s economic, political and social conditions, as well as government policies, could affect our business.

     As we are established, and operate substantially all of our businesses, in China, any changes in the political, economic and social conditions of the PRC or any changes in PRC governmental policies or regulations, including a change in the PRC government’s economic or monetary policies or railway or other transportation regulations, may have a material adverse effect on our business and operations and our results of operations. The economic environment in the PRC differs significantly from the United States and many Western European countries in terms of its structure, stage of development, capital reinvestment, growth rate, level of government involvement, resource allocation, self-sufficiency, rate of inflation and balance of payments position. The PRC government’s economic reform policies since 1978 have resulted in a gradual reduction in state planning in the allocation of resources, pricing and management of

assets, and a shift towards the utilization of market forces. The PRC government is expected to continue its reforms, and many of its economic and monetary policies still need to be developed and refined. We cannot assure you that future changes in governmental policies or regulation will not have a material adverse effect on our business, operations or results of operations.

     Government control of currency conversion may adversely affect our operations and financial results.

     Our books and records are maintained and our financial statements are prepared and presented in RMB, which is not a freely convertible currency. All foreign exchange transactions involving RMB must be transacted through banks and other institutions authorized by the People’s Bank of China, or PBOC. We receive substantially all of our revenue in RMB. We need to convert a portion of our revenue into other currencies to meet our foreign currency obligations, such as payment of cash dividends on our H shares and equipment purchases from overseas regions. In addition, the existing foreign exchange limitations under PRC law could affect our ability to obtain foreign currencies through debt financing, or to obtain foreign currencies for capital expenditures or for distribution of cash dividends on our H shares.

     Fluctuation of the RMB could adversely affect our financial condition and results of operations.

     The value of the RMB fluctuates and is subject to changes in market conditions as well as China’s political and economic conditions. Since 1994, the conversion of RMB into foreign currencies, including Hong Kong and U.S. dollars, has been based on rates set by the PBOC, which are set daily based on the previous day’s inter-bank foreign exchange market rates and current exchange rates on the world financial markets. On July 21, 2005, the PRC government changed its decade-old policy of pegging the value of the RMB to the U.S. dollar. Under the new policy, the RMB is permitted to fluctuate within a narrow and managed band against a basket of certain foreign currencies. As of June 11, 2010, this change in policy has resulted in a more than 20% appreciation of the RMB against the U.S. dollar ever since July 2005. While the international reaction to the RMB revaluation has generally been positive, there remains significant international pressure on the PRC government to adopt an even more flexible currency policy, which could result in a further and more significant appreciation of the RMB against the U.S. dollar. We have certain U.S. dollar-denominated and HK dollar-denominated assets and the appreciation of RMB could result in a decrease of the value of these assets. For further information on our foreign exchange risks and certain exchange rates, see “Item 3A. Selected Consolidated Financial and Other Data” and “ITEM 11. Quantitative and Qualitative Disclosures About Market Risk — Currency Risks.” We cannot assure you that any future movements in the exchange rate of RMB against the United States dollar or other foreign currencies will not adversely affect our results of operations and financial condition.

     The differences with respect to the PRC legal system could limit the legal protections available to you.

     As the PRC and the U.S. have different legal systems and the court decisions in China do not have binding force on subsequent cases, there are significant differences between the PRC legal system and the U.S. legal system. In addition, because the PRC Company Law is different

in certain important aspects from company laws in Hong Kong, United States and other common law countries and regions and because the PRC laws and regulations dealing with business and economic matters, including PRC securities laws, are still evolving, you may not enjoy shareholder protections to which you may be entitled in Hong Kong, the United States or other jurisdictions.

     We face risks related to health epidemics and other outbreaks.

     Our business could be adversely affected by the effects of avian flu, H1N1 influenza, SARS or other epidemics or outbreaks. China reported a number of cases of SARS in April 2004. In 2005 and 2006, there were reports of occurrences of avian flu in various parts of China, including a few confirmed human cases. In 2009, China reported a few occurrences of H1N1 influenza in several provinces. Any prolonged recurrence of avian flu, H1N1 influenza, SARS or other adverse public health developments in China may have a material adverse effect on our business operations, including our ability to travel or ship products in Southern China, as well as temporary closure of our business. Such closures or travel or shipment restrictions would severely disrupt our business operations and adversely affect our results of operations. We have not adopted any written preventive measures or contingency plans to combat any future outbreak of avian flu, H1N1 influenza, SARS or any other epidemic.

ITEM 4. INFORMATION ON THE COMPANY

Item 4A. History and Development of the Company

Overview

     We were established as a joint stock limited company under the Company Law of the PRC on March 6, 1996, and have conducted our business for fourteen years. Our legal name is , and its English translation is Guangshen Railway Company Limited. Our registered office is located at No. 1052 Heping Road, Shenzhen, Guangdong Province, The People’s Republic of China, 518010. Our telephone number is (86-755) 2558-7920 or 2558-8146 and our fax number is (86-755) 2559-1480.

     In May 1996, our H shares (stock code: 00525) were listed on the HKSE and our American Depositary Shares, or ADSs (ticker symbol: GSH), were listed on the New York Stock Exchange, Inc., or the NYSE. Our A shares (stock code: 601333) were listed on the Shanghai Stock Exchange in December 2006. We are currently the only PRC railway enterprise with shares concurrently listed in Shanghai, Hong Kong and New York.

     We are mainly engaged in passenger and freight transportation businesses on the Shenzhen-Guangzhou-Pingshi Railway, which is 481.2 kilometers long, running vertically through Guangdong Province. The Guangzhou-Pingshi Railway is the southern part of Beijing-Guangzhou Railway, which connects Northern China with Southern China. The Guangzhou-Shenzhen Railway is strategically located and links with major railway networks in China, including the Beijing-Guangzhou, Beijing-Kowloon, Sanshui-Maoming, Pinghu-Nantou, and Pinghu-Yantian lines, as well as to the Kowloon-Canton Railway in Hong Kong, which is an important component of the transportation network of southern China, as well as the only

railway channel linking Hong Kong with Mainland China. The Guangzhou-Shenzhen Railway is currently one of the most modern railways in the PRC as well as the first wholly fenced railway with four parallel lines in the PRC that allows passenger trains and freight trains to run on separate lines.

     Passenger transportation is our principal business. As of December 31, 2009, we operated 218 pairs of passenger trains in accordance with our daily train schedule, including 100 pairs of inter-city express trains between Guangzhou and Shenzhen, 13 pairs of Hong Kong Through Trains (including 11 pairs of Guangzhou-Kowloon Through Trains, one pair of Zhaoqing-Kowloon Through Trains and one pair of Beijing/Shanghai-Kowloon Through Trains) and 105 pairs of long-distance passenger trains. With our efforts to promote the development of high-speed passenger trains, our domestically manufactured electric multiple units trains, known as “China Railway High-Speed” or “CRHs”, with a top speed of 200 kilometers per hour, transported most of our passengers between Guangzhou and Shenzhen. One pair of CRHs between Guangzhou and Shenzhen is dispatched every 10 minutes on average during peak hours, in accordance with our “As-Frequent-As-Buses” operating model.

     Freight transportation is another important segment of our business. Our railways are closely linked with, and we have developed business partnerships with, neighbouring ports, logistic bases, building materials markets, large factories and mines. We are also well-equipped with various freight facilities and can efficiently transport full load cargo, single load cargo, containers, bulky and overweight cargo, dangerous cargo, fresh and live cargo and oversized cargo. Our partnerships and facilities provide us with competitive advantages in transporting freight for medium to long distances in the PRC.

Background, Restructuring and Acquisition

     The railroad system between Guangzhou and Shenzhen was part of the original “Canton-Kowloon” railroad, which began operations in 1911. In 1949, following the establishment of the PRC, the railroad was divided into two sections, with the first linking Guangzhou and Shenzhen, and the second, across the Hong Kong border and separately owned, linking Luohu and the Kowloon peninsula in Hong Kong. The Guangzhou to Shenzhen railroad has been operated since 1949 by a sub-division of the Guangzhou Railway Bureau, a predecessor to GRGC.

     In 1979, Guangshen Railway Company, our predecessor, in conjunction with KCR, which has been merged into the MTR Corporation, or MTR, was engaged in the joint operation of Hong Kong Through Train passenger services between Guangzhou and Hong Kong.

     In 1984, to exploit the rapid growth in the Pearl River Delta, Guangshen Railway Company, our predecessor, was established pursuant to the approval of the State Council as a state-owned enterprise administered by the Guangzhou Railway Bureau. At that time, Guangshen Railway Company had only a single-line railroad. Since then, large capital expenditures have been made to expand and upgrade its facilities and services. In 1987, construction of the second line was completed. In 1991, Guangshen Railway Company began the construction of a semi- high-speed rail line and purchased high-speed locomotives and passenger coaches, which can provide passenger train services at speeds of more than 160 kilometers per hour. Our high-speed line was the first of its kind in China. Commercial

operation of the high-speed trains commenced in December 1994.

     We were established as a joint stock limited company on March 6, 1996 following the Restructuring, which was carried out to reorganize the railroad assets and related businesses of Guangshen Railway Company and certain of its subsidiaries. As part of the Restructuring, 2,904,250,000 state legal person shares, par value RMB 1.00 per share, of our Company were issued to GRGC, a state-owned enterprise controlled by the MOR. Guangshen Railway Company retained the assets, liabilities and businesses not assumed by us, including units providing staff quarters and social services such as health care, education, public security and other ancillary services, as well as subsidiaries or joint ventures whose businesses do not relate to railroad operations and do not compete with our businesses. As part of our Restructuring, Guangshen Railway Company was renamed Guangzhou Railway (Group) Guangshen Railway Enterprise Development Company, or GEDC.

     Since April 1, 1996, we have been able to set our own prices for our high-speed train services and charge a premium over average national prices for our other passenger and freight train services. See “Item 4B. Business Overview — Regulatory Overview — Pricing” for a more detailed description of our pricing scheme.

     We completed our initial public offering of class H ordinary shares, or H shares, and our American depositary shares, or ADSs, in May 1996. In that offering, we issued a total of 1,431,300,000 H shares, par value RMB 1.00 per share. Our H shares are listed for trading on the HKSE and our American depositary shares, or ADSs, each representing 50 H shares, are listed for trading on the NYSE.

     On November 15, 2004, we entered into an asset purchase agreement with Yangcheng Railway Company to acquire the railway transportation business between Guangzhou and Pingshi and related assets and liabilities, or the Acquisition. In order to finance such Acquisition, on December 13, 2006, we issued 2,747,987,000 A shares that are now listed for trading on the Shanghai Stock Exchange (stock code: 601333) and raised approximately RMB 10.0 billion from the A Share Offering. After the A Share Offering, approximately 41% of our issued and outstanding shares were owned by GRGC, while institutional and public shareholders own approximately 59% of our issued and outstanding ordinary shares, including A shares, H shares and ADSs.

     On December 28, 2006, we paid RMB 5.27 billion out of the proceeds raised from the A Share Offering to Yangcheng Railway Company. On January 1, 2007, the railway transportation business of the Guangzhou-Pingshi Railway came under our control as a result of the Acquisition. As a result, our operations expanded from a regional railway to a national trunk line network and our operating railway distance extended from 152 kilometers to 481.2 kilometers, running vertically through the entire Guangdong Province. In June 2007, we paid the remaining balance in the amount of RMB 4.87 billion to Yangcheng Railway Company.

     In March 2006 and July 2007, we conducted organizational reforms to streamline our organization and improve efficiency. Through these reforms, we restructured, and reallocated the responsibilities of our administrative and functional departments and made the following departments the functional departments under the supervision of our general manager: the

General Administrative Department, Finance Department, Human Resources Department, Transportation Administrative Department, Security Supervisory Department, Diversified Business Management Department and Audit Department. Our frontline production and operational departments were generally not affected by this organizational reform. In October 2007, we adjusted our overall railway transportation business units into 13 units. In April 2010, in order to further reduce our administrative expenses and improve the overall efficiency of our administration system, we made efforts to optimize our internal management structure, including establishing the General Administrative Department, the Human Resources Department, the Planning and Finance Department, the Operation Management Department and the Audit Department, each of which is under the supervision of our general manager, and outsourcing all other administrative functions to external service providers.

Service Territory

     Our rail lines traverse the Pearl River Delta and also run vertically through Guangdong Province, an area which benefited early from the PRC economic reform policies that began in the late 1970s. Throughout the 1980s and early 1990s, the economy of the Pearl River Delta, fueled by foreign investments, grew rapidly. The Pearl River Delta is currently one of the most affluent and fastest growing areas in China.

     As of June 11, 2010, we had 48 stations situated on our rail lines, providing passenger and freight transportation services for cities, towns and ports situated along the Shenzhen-Guangzhou-Pingshi corridors and Hong Kong (which we serve in conjunction with MTR). In addition to our Hong Kong Through Train passenger service in conjunction with the MTR, we also allow Hong Kong-bound freight trains to use our railroad.

     The Shenzhen-Guangzhou-Pingshi railroad is an integral component of the PRC national railway network, and provides nationwide access to passenger and freight traffic from southern China to other regions of mainland China as described below:

     Northbound. At Pingshi, our rail line connects with the Beijing-Guangzhou line, which is one of the major trunk lines linking southern China with Beijing and northern China. Another trunk line connecting northern and southern China, the Beijing-Hong Kong rail line, includes the section of our line from Dongguan to Shenzhen.

     Southbound. Our line connects at Shenzhen with the rail line owned by the MTR that runs to Kowloon, Hong Kong.

     Westbound. Our line connects with the Guangzhou-Maoming rail line operated by Sanmao Railway Company, a company in which GRGC holds a 49% equity interest, that runs through the western part of Guangdong Province, connecting with other rail lines that continue on into the Guangxi Zhuang Autonomous Region, which provides access to southwestern China.

     Eastbound. Our rail line intersects at Dongguan with the Guangzhou-Meizhou-Shantou rail line operated by Guangmeishan Railway Company, a company jointly established by GRGC, the Guangdong Provincial Railway Company and other public investors. A section of this line forms, along with our Dongguan to Shenzhen segment, a part of the Beijing-Hong Kong rail line, which terminates in Kowloon, Hong Kong.

     At Pinghu, our rail line connects with two local port lines: one of them, Pingnan Railway, principally serves three ports located in western Shenzhen—Shekou, Chiwan and Mawan — and the other, Pingyan Railway, serves Yantian port, an international deepwater port located in eastern Shenzhen. At the Huangpu and Xiayuan stations in Guangzhou, our line connects with Huangpu port and Xinsha port. Our rail line also connects with certain industrial districts, commercial districts and the facilities of many of our customers through spur lines, which are rail lines running off the main line that are used and typically financed by a freight customer or a group of freight customers and maintained by us for a fee. We believe that the customers connected to these spur lines and customers with goods that must be shipped through these regional ports are likely to use our services on a long-term basis.

Item 4B. Business Overview

Business Operations

     Our principal businesses are railroad passenger and freight transportation and railway network usage and services, which collectively generated 92.9% of our total revenue in 2009.

     On January 1, 2007, we acquired the railway transportation business of Guangzhou-Pingshi Railway. The Acquisition was financed with the proceeds from the A Share Offering.

     On April 18, 2007, after the national railway system of China implemented its sixth large-scale railway speed-up project, we commenced operation of the Fourth Rail Line between Guangzhou and Shenzhen. The Guangzhou-Shenzhen Railway is the first wholly fenced four-line railway in China that enables passenger trains and freight trains to run on separate lines. The start-up of the Fourth Rail Line has enhanced our transportation capacity.

     In 2007, we also put our domestically manufactured high-speed electric train sets into operation, which has been popular with our passengers. In addition, we continued to implement our “As-Frequent-As-Buses” operating model and improved our passenger service equipment. We have also focused on improving our corporate governance and safety procedures.

     In 2008, we further increased the frequency of our inter-city express trains between Guangzhou and Shenzhen and operated up to 120 pairs of such inter-city express trains on a daily basis. At the same time, we made great efforts to increase the number of domestic long-distance trains we operated. For example, we commenced the operation of the long-distance passenger trains between Shenzhen and Shaoguan and between Guangzhou and Zhengzhou in March 2008 and July 2008, respectively.

     In February 2009, we launched the Finance IC card and Fastpass card systems at stations along the Guangzhou-Shenzhen line, which enabled the passengers to board the trains by flashing the cards without having to queue for tickets. This has led to an increase in the passenger volume along the Guangzhou-Shenzhen line as it brings more convenience to our customers. From May 1, 2009, we began to operate our Guangzhou-Shenzhen inter-city trains under a stop-at-all-stations operating model, which allows passengers to get on and off the trains at all intermediary stations on that line, including Dongguan, Shilong and Zhangmutou stations. In addition, in order to increase the transportation capacity of our long-distance

passenger lines, beginning from January 1, 2009, we converted the Guangzhou-Xi’an temporary passenger trains to regular passenger trains.

     In 2009, our total revenue was RMB 12,385.8 million, representing an increase of 6.0% from RMB 11,688.7 million in 2008. Our revenue from railroad passenger transportation service, freight transportation service, railway network usage and services and other businesses was RMB 7,195.7 million, RMB 1,210.1 million, RMB 3,105.6 million and RMB 874.3 million, respectively, accounting for 58.1%, 9.8%, 25.1% and 7.0%, respectively, of our total revenue in 2009. Our profit attributable to shareholders was RMB 1,364.5 million, representing an increase of 11.5% from RMB 1,224.1 million in 2008. The revenue from our other businesses was RMB 874.3 million, representing an increase of 0.9% from RMB 866.3 million in 2008.

     The table below summarizes our railroad transportation revenue and traffic volume in each of the five years ended December 31, 2005, 2006, 2007, 2008 and 2009.

		Year ended December 31,
		2005				2006				2007(7)				2008(7)				2009(7)
Passenger Transportation
Total passenger revenue (RMB millions)			2,253.34				2,608.84				5,833.54				6,759.23				7,195.71
Total passengers (millions)(1)			33.00				35.98				73.05				83.82				81.84
Revenue per passenger (RMB)(2)			N/A				N/A				N/A				N/A				N/A
Total passenger-kilometers (millions)			4,539.10				4,842.7				26,278.2				27,923.70				27,233.10
Revenue per passenger-kilometer (RMB)(3)			0.50				0.54				0.22				0.24				0.26
Freight Transportation
Total freight revenue (RMB millions)			540.34				565.56				1,326.45				1,324.70				1,210.12
Total freight tonnes (millions)			31.89				30.71				71.01				70.14				61.99
Revenue per tonne (RMB)(4)			16.94				18.42				18.68				18.89				19.52
Total tonne-kilometers (millions)			2,294.80				2,276.3				15,306.9				15,557.37				13,446.70
Revenue per tonne-kilometer (RMB)(5)			0.24				0.25				0.09				0.09				0.09
Railway Network Usage and Services (RMB millions)(6)			305.79				291.49				2,659.53				2,738.43				3,105.65

Passenger Transportation

     Passenger transportation is our largest business segment, accounting for 58.1% of our total revenue and 62.5% of our railroad transportation revenue in 2009. Our passenger train services can be categorized as follows:

	•		intercity high-speed express trains between Guangzhou and Shenzhen;
	•		Hong Kong Through Trains between Hong Kong and Guangzhou; and
	•		domestic long-distance trains.

     As of December 31, 2009, we operated 218 pairs of passenger trains per day (each pair of trains meaning trains making one round-trip between two points), representing a decrease of 21.5 pairs from 239.5 pairs as of December 31, 2008, of which:

	•		100 pairs were high-speed express passenger trains operating between Guangzhou and Shenzhen (including 15 stand-by pairs), representing a decrease of 20 pairs;
	•		13 pairs were Hong Kong Through Trains, including 11 pairs of Hong Kong Through Trains, one pair of through train between Zhaoqing and Kowloon, and one through train that operates on alternating days either on the Beijing-Kowloon line or the Shanghai-Kowloon line; and

•

105 pairs were domestic long-distance passenger trains, representing a decrease of 1.5 pairs from 106.5 pairs as of December 31, 2008, which included 16.5 pairs of long-distance passenger trains operated by us between Shenzhen and Yueyang, between Shenzhen and Shanghai South, between Shenzhen and Beijing West, between Kowloon and Beijing West, between Shenzhen and Shaoguan, between Guangzhou and Chongqing North, between Guangzhou and Wanzhou, between Guangzhou and Liuzhou, between Guangzhou and Xi’an, between Guangzhou and Taizhou, between Guangzhou and Shanghai South, between Guangzhou and Jiujiang, between Chenzhou and Foshan, between Guangzhou and Zhangjiajie, between Guangzhou and Lhasa and between Sanya and Beijing West, and 88.5 pairs of domestic long-distance trains, operated by other operators but originating or terminating on, or passing through, our railroad.

     The table below sets out passenger revenue and volumes for our Hong Kong Through Trains and domestic trains in each of 2007, 2008 and 2009:

		Total passenger revenue												Total passengers												Revenue per passenger
		2007				2008				2009				2007				2008				2009				2007				2008				2009
		(RMB millions)												(millions)																(RMB)
Guangzhou-Shenzhen Trains			1,494.2				1,973.1				2,046.6				24.7				32.1				33.5				60.5				61.5				61.1
Hong Kong Through Trains (1)			430.5				380.3				378.4				3.2				3.1				2.8				134.5				122.1				135.2
Long-distance Trains (1)			3,908.8				4,405.8				4,770.6				45.1				48.6				45.5				N/A	(2)			N/A	(2)			N/A	(2)
Combined passenger operations			5,833.5				6,759.2				7,195.6				73.0				83.8				81.8				N/A	(2)			N/A	(2)			N/A	(2)

     Guangzhou-Shenzhen Trains. In 2009, our passenger transportation services on the trains between Guangzhou and Shenzhen contributed a substantial portion to our railroad passenger transportation revenue. In 2009, we did not operate any regular speed inter-city train between Guangzhou and Shenzhen. As of December 31, 2009, we operated, on average, a total of 100 pairs of CRH high-speed passenger trains between Guangzhou and Shenzhen daily. Such CRH high-speed trains are capable of running at about 200 kilometers per hour. The number of passengers traveling on our Guangzhou-Shenzhen trains increased by 4.4% from 32.1 million in 2008 to 33.5 million in 2009. The revenue from our Guangzhou-Shenzhen trains increased by 3.7% from RMB 1,973.1 million in 2008 to RMB 2,046.6 million in 2009. The increase in passenger volume of Guangzhou-Shenzhen trains was primarily due to (i) the implementation of a stop-at-all-stations operating model from May 2009, which enables the passengers to get on or off our trains at intermediary stations, such as Dongguan, Shilong and

Zhangmutou stations; (ii) further improvement of the “As-Frequent-As-Buses” operating model of Guangzhou-Shenzhen trains; (iii) a decrease in the severity of the impact of the financial crisis and the outbreak of H1N1 influenza upon the volume of our passengers as compared to 2008 and (iv) the implementation of the Finance IC card and Fastpass card systems since February 2009 at stations along Guangzhou-Shenzhen line, which enable the passengers to board the train by flashing the cards without having to queue for tickets, bringing more convenience for passengers and resulting in an increase in the volume of our passengers.

     Hong Kong Through Trains. We currently operate, jointly with the MTR, 13 pairs of Hong Kong Through Trains, including 11 pairs of Guangzhou-Kowloon Through Trains, one pair of Zhaoqing-Kowloon Through Trains, and another pair of through train that operates on alternate days either on the Beijing-Kowloon line or the Shanghai-Kowloon line. We operate certain Hong Kong Through trains in cooperation with MTR. We are responsible for the operation of the Beijing-Kowloon Through Trains and eight pairs of Guangzhou-Kowloon Through Trains while MTR is responsible for the operation of three pairs of Guangzhou-Kowloon Through Trains. In addition, we also provide railway network usage services to MTR for the Hong Kong Through Trains it operates.

     The Hong Kong Through Train services beyond Guangzhou to Foshan, Zhaoqing, Beijing and Shanghai are provided by GRGC and Shanghai Railway Bureau. Revenue from these Hong Kong Through Trains on the Guangzhou-Hong Kong section are shared between MTR and us, in proportion to our track mileage for the Hong Kong Through Train services, with 81.2% accruing to us and 18.8% to MTR. In addition, we share all related costs with MTR at the same rate for the Hong Kong Through Train services.

     Most of the passengers taking our Hong Kong Through Trains are from Hong Kong, Macau, Taiwan and foreign countries, and many are business travelers. As the prices for our Hong Kong Through Train services are higher than the prices we charge for our domestic train services, these Hong Kong Through Train services produce higher per-passenger revenue than our other passenger train services.

     In 2009, the volume of passengers who traveled on the Hong Kong Through Trains decreased by 2.4% from 3.115 million in 2008 to 2.799 million in 2009. The decrease was mainly due to (i) the global financial crisis and economic downturn; (ii) the outbreak of H1N1 influenza and the freezing weather around the end of 2009 and (iii) the increased frequency of Guangzhou-Shenzhen inter-city express trains which has diverted a portion of the Hong Kong Through Train passengers. The revenue from Hong Kong Through Trains decreased by 0.5% from RMB 380.3 million in 2008 to RMB 378.4 million in 2009 mainly due to the fact that the operation of Beijing-Kowloon Through Trains has been handed over to our Company since January 1, 2009, leading to growth in the revenue attributable to our Company, which partially offset the decrease in revenue from the Hong Kong Through Trains caused by the decline in the volume of passengers.

     Domestic Long-distance Trains. As of December 31, 2009, we operated on a daily basis 105 pairs of domestic long-distance passenger trains on our rail lines to cities in Guangdong,

Hunan, Hubei, Jiangxi, Anhui, Jiangsu, Liaoning, Shanxi, Gansu, Fujian, Heilongjiang, Jilin, Zhejiang, Hebei, Henan, Sichuan, Yunnan, Shandong provinces, Chongqing, Shanghai, Beijing, Tianjin, Guangxi Autonomous Region and Tibet Autonomous Region. In 2009, the number of passengers traveling on our long-distance trains was 45.5 million, representing a decrease of 6.4% from 48.6 million in 2008. The decrease in the volume of passengers of the long-distance trains was mainly attributable to (i) the decrease in the number of migrant workers traveling by train as a result of the closures or bankruptcies of some small and medium size enterprises in the Pearl River Delta caused by the global financial crisis and economic downturn and (ii) the outbreak of H1N1 influenza and the freezing weather around the end of 2009.

     In 2009, our revenue from long-distance trains was RMB 4,770.6 million, representing an increase of 8.3% from RMB 4,405.8 million in 2008, mainly due to (i) the increase in the volume of passengers for the trains directly operated by us, despite the decrease in the total number of passengers for the long-distance trains passing through our service territory; (ii) the increase in the revenue generated from the operation of Beijing-Kowloon Through Trains and (iii) the fact that there were no severe weather conditions occurring in the first quarter of 2009 in contrast to the same period of 2008.

     Major Stations. The following are the major train stations owned and operated by us as of December 31, 2009:

     Guangzhou East Station. Our Guangzhou East Station provides services for our railway transportation services between Guangzhou and Shenzhen and between Guangzhou and Hong Kong and provides a hub for long-distance trains to different locations within China. Our Guangzhou East Station is connected to Lines 1 and 3 of the Guangzhou municipal subway. As of December 31, 2009, the Guangzhou East Station handled on a daily basis 12 pairs of Hong Kong Through Trains, 100 pairs of Guangzhou-Shenzhen trains, 15 pairs of long-distance passenger trains between the Guangzhou East Station and other locations in China, including Shantou, Nanchang, Hefei, Macheng, Shenyang North, Xiangfan, Tsingtao, Yingtan, Harbin, Xiamen, Taiyuan and Beijing West (one train every two days), Shanghai (one train every two days), Shaoguan, Chenzhou, Shanghai South, and six pairs of passenger trains passing through the Guangzhou East Station. In 2009, the number of passengers traveling from Guangdong East Station was approximately 17.3 million.

     Dongguan Station. Our intermediate station at Dongguan is the point of connection between our line and the neighboring Dongguan-Meizhou-Shantou rail line, and is also the point where our line intersects with the Beijing-Hong Kong rail line. Dongguan Station, by connecting our rail line to the Beijing-Hong Kong line, also facilitates passenger service between Kowloon and Zhaoqing. As of December 31, 2009, this station handled on a daily basis the transfer service for nine pairs of domestic long-distance passenger trains, 100 pairs of Guangzhou-Shenzhen high-speed passenger trains and 10 pairs of Hong Kong Through Trains. In 2009, the number of passengers traveling from Dongguan Station was approximately 4.2 million.

     Shenzhen Station. Our Shenzhen Station is located in the Shenzhen Special Economic Zone, close to the Luohu Station on the Guangzhou-Kowloon rail line and connected to Line 1 of Shenzhen’s subway system. In 2002, we introduced China’s first computerized ticket hall in our Shenzhen Station. As of December 31, 2009, our Shenzhen Station handled on a daily basis

more than 100 pairs of Guangzhou-Shenzhen passenger trains and 18 pairs of domestic long-distance passenger trains between Shenzhen and other locations in China, including Beijing (two pairs), Changsha, Shaoguan, Wuchang (four pairs), Shantou, Zhengzhou, Fuzhou, Shenyang, Xi’an, Changde, Jiujiang, Yueyang, Guilin, and Shanghai. In 2009, the number of passengers traveling from Shenzhen Station was approximately 18.9 million.

     Shaoguan East Station. Our Shaoguan East Station is an important transportation hub in the north part of Guangdong Province, which handles both passengers and freight transportation. In the year ended December 31, 2009, our Shaoguan East Station handled on a daily basis 53 pairs of passenger trains. In 2009, the number of passengers traveling from Shaoguan East Station was approximately 3.6 million.

     Guangzhou Station. Guangzhou Station is the largest passenger station in South China and is connected with the Beijing-Guangzhou Railway, Guangzhou-Maoming Railway, Guangzhou-Shenzhen Railway and Guangmeishan Railway. Our Guangzhou Station is also indirectly connected with the Beijing-Kowloon Railway via the Guangzhou-Shenzhen Railway. In the year ended December 31, 2009, our Guangzhou Station handled on a daily basis 86 pairs of passenger trains and 156 pairs during the Chinese New Year holiday period. In 2009, the number of passengers traveling from Guangzhou Station was 29.7 million. During the Chinese New Year holiday period in 2009, the number of daily passengers traveling from our Guangzhou Station exceeded 520,000.

Freight Transportation

     Revenue from our freight transportation accounted for 9.8% of our total revenue and 10.5% of our railroad transportation revenue in 2009. Our principal market for freight is domestic medium and long-haul freight, originating and/or terminating outside the Shenzhen-Guangzhou-Pingshi corridor. We are well equipped with various freight facilities and can efficiently transport full load cargo, single load cargo and containers. We have established business cooperation with ports, logistics bases and specialized building materials markets in our service region.

     The majority of the freight we transport is high-volume, medium to long-distance freight received from and/or transferred to other rail lines. A portion of the freight we transport both originates and terminates in the Shenzhen-Guangzhou-Pingshi corridor. We classify our freight business into three categories:

	•		inbound freight, which is primarily freight unloaded at freight stations and spur lines connected to ports on our rail line or in Hong Kong;
	•		outbound freight, which is primarily freight bound for other regions in Mainland China as well as foreign countries loaded at our train stations and spur lines connected to ports on our rail line or in Hong Kong; and
	•		pass-through freight, which refers to freight that travels on our rail line, but which does not originate from or terminate at our rail line.

     The total tonnage of freight we transported in 2009 was 62.0 million tonnes, representing a decrease of 11.6% from 70.1 million tonnes in 2008. Revenue from freight transportation business in 2009 was RMB 1,210.1 million, representing a decrease of 8.7% from RMB 1,324.7 million in 2008. This decrease is primarily due to the global financial crisis and the slowdown of business activities in the Pearl River Delta region.

     We serve a broad customer base and ship a wide range of goods in our freight transportation business. We are not dependent upon any particular customers or industries.

     We transport a broad range of goods, which can generally be classified as follows: metal ores, coal, containers, construction materials, steel, petroleum, and other goods. The majority of our inbound freight consists of raw materials and essential production materials for manufacturing, industrial and construction activities, while the majority of our outbound freight consists of imported mineral ores as well as coal and goods produced or processed within our service territory, for customers throughout China and abroad.

     The following table shows the composition of our freight volume by percentage for the three years ended December 31, 2007, 2008 and 2009 (based on tonnes transported):

		Outbound Freight												Inbound (and Pass-through) Freight
		2007				2008				2009				2007				2008				2009
														As a Percentage of Total Inbound
		As a Percentage of Total Outbound Freight												(and Pass-through) Freight
Construction materials			44.9	%			40.6	%			37.7	%			36.5	%			34.7	%			37.0	%
Energy products			27.3	%			26.0	%			25.6	%			24.7	%			22.9	%			22.1	%
Food products			2.8	%			3.1	%			3.4	%			14.9	%			15.3	%			11.7	%
Chemicals			3.2	%			3.3	%			2.8	%			9.3	%			10.1	%			11.1	%
Manufactured goods			2.1	%			3.0	%			4.0	%			1.3	%			1.7	%			1.6	%
Containers			13.2	%			17.5	%			20.0	%			9.6	%			11.8	%			13.4	%
Other goods			6.5	%			6.5	%			6.5	%			3.7	%			3.5	%			3.1	%
Total			100	%			100	%			100	%			100	%			100	%			100	%

Railway Network Usage and Services Business

     Revenue from our railway network usage and services accounted for 25.1% of our total revenue and 27.0% of our railroad transportation revenue in 2009. Railway network usage and services mainly include the locomotive traction, track usage, electric catenaries (overhead wires used to transmit electrical energy to trains), vehicle coupling and other services. In 2009, our revenue from railway network usage and services was RMB 3,105.7 million, representing an increase of 13.4% from RMB 2,738.4 million in 2008. The increase in revenue from railway network usage and services was principally due to the increase in the number of long-distance trains operated by other railway companies (bureaus) that use our tracks and services as a result of the adjustment of the national railway operating diagram in April 2009.

     The following table shows the composition of our revenue from railway network usage and services for the three years ended December 31, 2007, 2008 and 2009:

		2007				2008				2009
		(RMB millions)
Locomotive traction			1,155.3				1,114.2				1,359.9
Track usage			919.7				953.5				1,026.7
Electric catenaries			211.2				281.8				283.3
Vehicle coupling			216.6				224.0				275.4
Other services			156.7				164.9				160.4
Total			2,659.5				2,738.4				3,105.7

Other Businesses

     We engage in other businesses principally related to our railroad transportation business. Revenue from our other businesses accounted for 7.0% of our total revenue in 2009. Our other businesses mainly consist of sale of materials and supplies, maintenance and repair of trains, on-board catering services, labor services, operation of restaurants, hotels and warehouses, and other businesses related to railway transportation.

     Revenue from our other businesses in 2009 was RMB 874.3 million representing an increase of 0.9% from RMB 866.3 million in 2008. The increase in revenue from other businesses was mainly due to the increase in demand for our train maintenance services.

     The table below sets out the revenue for our other businesses, by categories of activity, in each of 2007, 2008 and 2009:

														As a Percentage of Total Revenue
		Revenue												from Other Businesses
		2007				2008				2009				2007				2008				2009
		(RMB millions)
Sale of materials and supplies			103.8				227.7				154.1				15.1	%			26.3	%			17.6	%
Maintenance of trains			239.2				225.5				241.4				34.7	%			26.0	%			27.6	%
On-board catering services			67.3				106.5				118.5				9.8	%			12.3	%			13.5	%
Labor services			49.7				62.2				67.8				7.2	%			7.2	%			7.8	%
Other services related to railway transportation			229.0				244.4				292.5				33.2	%			28.2	%			33.5	%
Total			689.0				866.3				874.3				100	%			100	%			100	%

Seasonality of Our Railway Transportation Business

     There is some seasonality in our businesses. The first quarter of each year typically contributes the highest portion of our annual revenue, mainly because it coincides with the Spring Festival holidays (Chinese New Year holidays) when Chinese people customarily travel from all over the country back to their hometowns. In addition, the New Year holidays, the Qingming Festival Holidays, the Labor Day holidays, the Dragon Boat Festival Holidays, summer holidays and the National Day holidays in China are also high travel seasons. During these holidays, we usually operate additional passenger trains to meet the increased transportation demand.

Sales

Passenger Transportation

     Our passenger tickets are currently sold primarily at ticket counters located in our train stations. Additionally, our tickets are sold in Hong Kong and major cities in the Guangdong Province through ticket agents, travel agents and hotels, at our usual prices plus nominal commissions. Substantially all of our tickets are sold in cash.

     Hong Kong Through Train tickets are sold in Guangdong Province through our own ticket outlets, as well as through various hotels and travel agents. In Hong Kong, these tickets are sold exclusively by the MTR. As MTR’s sales network for these tickets is relatively limited, MTR has engaged the China Travel Service (HK) Ltd., or CTS, as the primary agent for such sales on a non-exclusive basis. In 2003, we established an online ticket sales system with MTR for the Hong Kong Through Trains.

     In 2005, we initiated passenger flows connection between long-distance trains in the Guangzhou area and Guangzhou-Shenzhen trains and in 2006, we succeeded in introducing the IC Card Ticketing System.

     In February 2009, we launched the Finance IC card and Fastpass card systems at stations along the Guangzhou-Shenzhen line, which enabled the passengers to board the trains by flashing the cards without having to queue for tickets.

     The current settlement method stipulated by the MOR for passenger transportation provides that all revenue from passenger train services (including revenue generated from luggage and parcel services) is considered passenger transportation revenue and belongs to the railway bureau that operates that train. The railway bureau in turn pays other railway bureaus the fees for the use of their rail lines, hauling services, in-station passenger services, water supply, electricity for electric locomotives and contact wire use fees, etc. Under this settlement method, the railway bureaus operating the long-distance train services are required to pay us the following fees: (i) the portion of the revenue from the sale of tickets that is higher than the PRC national railway standards due to our special pricing standards and (ii) other fees including those for railroad line usage, in-station passenger service, haulage service, power supply for electric locomotives, usage fees of contact wires and water supply. This settlement method does not apply to the settlement of our revenue from the passenger trains between Guangzhou and Shenzhen, between Beijing and Hong Kong, between Shanghai and Hong Kong, between Zhaoqing and Hong Kong and the Hong Kong Through Trains. See “Item 4B. Business Overview — Regulatory Overview — Pricing.”

Freight Transportation

     Generally, we collect payment for our freight service directly from our customers. For inbound freight, we collect transportation fees incurred on our line from the receiving party prior to the release of the freight. For outbound freight, we collect the total transportation fees from the dispatching party, retain the portion allocated to us and remit the remainder to the other railroad operators on a monthly basis either directly or through a national settlement procedure administered by the MOR. These collection procedures also apply to freight transported to or from Hong Kong.

     For pass-through freight, payments are collected at the originating stations, and allocated

portions for the use of our rail line are remitted to us through the national settlement procedure administered by the MOR. We generally receive such funds within a month after the service is provided.

     Freight customers in the Guangzhou-Shenzhen area either deal directly with us or use shipping agents. As a practical matter, we have been able to meet demands for outbound freight transportation services on a short notice.

     Pursuant to the settlement methods issued by the MOR, which became effective from January 1, 2005, all freight transportation fees relating to post parcels and luggage, containers and special goods shall be collected by Zhongtie Parcels Courier Company Limited, Zhongtie Container Transportation Company Limited and Zhongtie Special Goods Transportation Company Limited, or collectively the Professional Transportation Companies. The Professional Transportation Companies shall pay railway usage fees to relevant railway bureaus and companies, including us. In order to make itemized revenue from freight match freight volume, and remain comparable with previous years, these railway usage fees have been recorded, as appropriate, as revenue generated from freight dispatch, as well as freight reception and transit, based on the freight dispatched or received and transited.

Competition

     We provide passenger and freight transportation services on the Shenzhen-Guangzhou-Pingshi Railway. As the Wuhan-Guangzhou passenger line commenced operation in December 2009, which passes through our service territory, we compete for long-distance travelling passengers against other railway service providers. In addition, in areas where our railroad connects with lines of other railway companies, such as in the Guangzhou area where our railroad connects with the Guangzhou-Maoming Line, and in the Dongguan area where our railroad connects with the Guangzhou-Meizhou-Shantou Line, we face competition from the railway companies operating in these areas. We also face competition from the providers of a variety of other means of transportation within our service territory.

     With respect to passenger transportation, we face competition from bus services, which are available between Guangzhou and Hong Kong, between Guangzhou and Shenzhen and between many other locations that we provide passenger transportation services. Bus fares are typically lower than the fares for our passenger train services. Furthermore, buses can offer added convenience to passengers by departing from or arriving at locations outside their central terminals, such as hotels. However, train services generally offer greater speed, safety and reliability than bus services. In addition, since the implementation of our “As-Frequent-As-Buses” operating model in October 2001, our high-speed train services and Hong Kong Through Train services have enabled us to compete more effectively with bus operators in terms of speed and frequency. We also compete to a lesser extent with commercial air passenger transportation services and ferry services operating between Guangzhou and Hong Kong.

     With respect to freight transportation, we face increasing competition from truck transportation in the medium- and short-distance freight transportation market as the expressway and highway networks in our service region and neighboring areas have increasingly improved. By comparison, in the long-distance freight transportation market, especially in the areas where

water transportation is not well developed, our freight transportation service has many advantages compared to truck transportation due to the higher cost of truck transportation, susceptibility of truck transportation to traffic conditions and a scarcity of heavy duty trucks. Our freight transportation also competes with water transportation as the waterway networks have increasingly improved. Supported by its more extensive network, railway freight transportation is more competitive in terms of speed and safety compared to water transportation, especially in those areas that are far from coasts and main waterways. As air freight is very expensive and attracts a different group of customers, we do not consider that our freight transportation services face significant competition from air freight. In China, a significant portion of the bulky freight with low added-value is still transported by railroad.

Equipment, Tracks and Maintenance

     As of December 31, 2009, we owned 12 high-speed diesel locomotives, 56 regular-speed passenger diesel locomotives, 55 freight diesel locomotives, 50 shunting locomotives, 73 high-speed electric passenger train, 74 regular-speed electric passenger train, 29 high speed CRHs, 1,431 regular-speed passenger coaches and seven trial locomotives. We currently use 20 high speed CRHs for our passenger transportation business between Guangzhou and Shenzhen.

     The freight cars we use are all leased from the MOR, to which we pay uniform rental fees based on the national standards set by the MOR. The amounts of such usage fees and depreciation charges we paid to the MOR in 2007, 2008 and 2009 were approximately RMB 156.6 million, RMB 176.9 million and RMB 162.7 million, respectively.

     From 2007, we started the operation of our CRHs, which we bought from Bombardier Sifang Power (Qingdao) Transportation Ltd. and Bombardier Sweden Transportation Ltd. Each CRH has the top speed of 200 kilometers per hour and we believe that the introduction of CRHs has strengthened our capability to deliver safety, speed, comfort and quality in our transport services and increased our efficiency and competitiveness.

     Our repair and maintenance facilities, including our Guangzhou passenger vehicle maintenance facility, Shipai passenger vehicle maintenance facility and Guangzhou North vehicle maintenance facility, provide services for general maintenance and routine repairs on our coaches and locomotives. Major repairs and overhauls are performed by manufacturers or qualified railway bureaus or plants. The repair and maintenance services for the CRHs are provided by our Guangzhou East Concord operation department.

     We believe that our existing tracks and equipment meet the needs of our current business and operations. Most of the rails and ties on our main lines have been installed within the last decade and are maintained and upgraded on an ongoing basis as required. In 2006 and 2007, as part of our Fourth Rail Line construction, we made improvements to 24.6 kilometers of railroad. In 2008 and 2009, we made improvements to approximately 73 kilometers and 141 kilometers of railroad, respectively.

     On January 1, 2007, the railway transportation business of the Guangzhou-Pingshi Railway came under our control. As a result of this Acquisition, our operation has expanded from a regional railway to a national trunk line network. Our operating railway distance has

been extended from 152 kilometers to 481.2 kilometers, running vertically through the entire Guangdong Province. In addition, the expansion of our operation scale and scope of passenger and freight services as described above will allow us to benefit from greater economics of scale in our operations.

     In 2007, we completed the construction of the Fourth Rail Line. The Fourth Rail Line allows high-speed passenger trains and other passenger and freight trains to run on separate lines, thus improving the transportation capacity of high-speed passenger trains, domestic long-distance trains and freight trains.

Major Suppliers and Service Providers

     We purchase our locomotives and coaches, as well as most other railway equipment and materials, directly from China Northern Locomotive & Rolling Stock Industry (Group) Corporation, China Southern Locomotive & Rolling Stock Industry (Group) Corporation and China Railway Materials and Supplies Corporation, all of which are state-owned enterprises. In addition, we purchased the CRHs from Bombardier Sifang Power (Qingdao) Transportation Ltd., a Sino—foreign equity joint venture, and Bombardier Sweden Transportation Ltd. We also purchase equipment from foreign vendors or other domestic suppliers. We are not materially dependent upon any domestic or foreign suppliers.

     We lease a portion of the locomotives and rolling stock that are used in our transportation operations from GRGC and its subsidiaries, which also provide services for these locomotives and rolling stock under contracts which stipulate fees based on a cost plus profit formula. The profit portion is fixed for a 10-year term at 8% of costs. Costs include all actual costs related to providing and servicing the locomotives and rolling stock. Because such costs are affected by inflation, we are subject to inflationary risks in connection with our payment obligations under these service contracts. GRGC and some of its subsidiaries, such as Guangmeishan Railway Company, have similar agreements with us to provide services and assistance with respect to our railroad operations. GEDC and Yangcheng Railway Company provide public security for our employees and their families under a contract and in exchange for fee payments.

     Under the Rules Governing the Listing of Securities on the HKSE, or the HKSE Listing Rules, transactions between us and our connected persons constitute connected transactions and such transactions are normally subject to reporting, announcement and/or shareholders’ approval unless otherwise waived by the HKSE. Our independent non-executive directors review and certify annually that these contracts are entered into on normal commercial terms that are fair and reasonable to us. The above transactions are exempted from the strict compliance of the requirements under the HKSE Listing Rules in relation to connected transactions, subject to certain conditions set forth in the waiver letter issued by the HKSE. On January 13, 2006, we entered into a provisional comprehensive services agreement with GRGC, or the GRGC Provisional comprehensive services agreement, and a comprehensive services agreement with GEDC, or the GEDC comprehensive services agreement, both of which became effective on March 3, 2006 after being approved at our shareholders’ general meeting. On April 19, 2007, we and GEDC entered into a supplemental agreement to the GEDC comprehensive services agreement that shortened the term of the GEDC comprehensive services agreement to December 31, 2007 and increased the annual cap on related party transactions from RMB 76.4

million to RMB 139.7 million. On December 27, 2007, at the second extraordinary shareholders’ general meeting for the year 2007, our independent shareholders approved the increase of the annual cap for the services provided by Yangcheng Railway Company in the year ended December 31, 2007 from RMB 260 million to RMB 389 million. Meanwhile, the second extraordinary shareholders’ general meeting also approved the new comprehensive service agreements that we entered with GRGC, GEDC and Yangcheng Railway Company on November 5, 2007 and the annual caps for the related-party transactions between us and each of GRGC, GEDC and Yangcheng Railway Company for the years ended December 31, 2008, 2009 and 2010. In addition, on December 4, 2008, at the first extraordinary shareholders’ general meeting for the year 2008, our independent shareholders approved further amendments to the new comprehensive service agreements and the annual caps for related-party transactions between us and each of GRGC, GEDC and Yangcheng Railway Company for the years ended December 31, 2008, 2009 and 2010.

     In 2009, the total amount of the payments we made to GRGC and its subsidiaries accounted for 27.9% of our railroad business operating costs for the year. See “Item 7B. Related Party Transactions.”

     The electricity we use, including electricity used for our lines, is supplied through various entities under the jurisdiction of the Guangdong provincial power bureau on normal commercial terms. In 2007, 2008 and 2009, we paid approximately RMB 402.6 million, RMB 606.9 million and RMB 561.5 million, respectively, in electricity charges.

     Our five largest customers accounted for less than 30% of our revenue, and our five largest suppliers of raw materials accounted for less than 30% of our purchases in 2009.

Regulatory Overview

     As a joint stock limited company with publicly traded shares, we are subject to regulation by the PRC securities regulatory authorities with respect to our compliance with PRC securities laws and regulations. We are also subject to industry regulation by the MOR within the overall framework of the PRC national railway system.

National Railway System

     Railroads in the PRC fall largely into three categories: state-owned railroads, jointly owned railroads and local railroads. State-owned railroads are invested by the central government of the PRC. The state-owned railway system comprises over 70% of all rail lines, including all trunk lines, and operates as a nationwide integrated system under the supervision and management of the MOR.. Jointly owned railroads are jointly invested and operated by the central government of the PRC, the local government and other foreign or domestic investors. Local railroads consist of regional lines usually within provincial or municipal boundaries that have been constructed under the sponsorship of local governments or local enterprises to serve local needs. Although the MOR does not operate other railroads, it provides guidance, coordination, supervision and assistance with respect to industry matters to such other railroads. The MOR’s responsibilities include the centralized coordination of train routing and scheduling nationwide, planning of freight shipments and freight car allocations, overseeing equipment

standardization and maintenance requirements, and financial oversight and revenue clearing throughout the national railway system.

     Prior to March 18, 2005, the MOR divided the national railway system into 15 regions, each overseen and operated by a separate railway bureau or railway group company. Ten of these 15 administrations were further subdivided on a geographical basis into 41 railway sub-administrations or railway general companies. On March 18, 2005, the MOR issued a notice, pursuant to which all railway general companies were dissolved and three new railway group companies were established. As a result, the number of railway group companies increased to 18. Railway group companies are directly responsible for passenger and freight transportation as well as the coordination and supervision of operations carried out by train stations within their respective service territory.

Transport Operations

     The transport operations of the PRC national railway system are organized under the centralized regulation of the MOR. In order to promote efficient utilization of the railroad network nationwide, the MOR supervises and coordinates traffic flow on national trunk lines and through any connection points, where two rail lines operated by different companies connect to each other, in the system. Based on route capacity, available equipment and national priorities, the MOR formulates and issues the plans to the railway bureaus or railway group companies regarding routings on trunk lines, allocation of transportation capacities between railway bureaus or railway group companies at the connection points and allocation of freight cars to railway bureaus or railway group companies. The MOR also regulates the dispatch of empty freight cars to designated locations in order to enhance the utilization rate of the freight cars within the national railway system. Within the plans set forth by the MOR, each railway bureau and railway group company supervises and coordinates traffic within its own jurisdiction.

     Our passenger and freight operations that involve long-distance routing beyond our own lines, are conducted, in general, pursuant to quota allocations from GRGC based on the quota allocations GRGC receives from the MOR. The plans and schedules for our passenger and freight services that are conducted solely on our own lines are determined by us; while our passenger and freight services that run beyond our own lines are subject to overall planning and scheduling of GRGC and/or the MOR.

     Since March 1996, the MOR and GRGC have provided us with substantially greater latitude in our transportation operations. In particular, we were granted sufficient autonomy over passenger services on our own line, including autonomy over speed, frequency and train car mix. Pursuant to this authority, we have implemented a strategy of scheduling more high-speed trains, running shorter passenger trains more frequently, and adjusting the train schedules on our line to meet passenger demand. On October 21, 2001, we successfully launched our “As-Frequent-As-Buses” operating model, which provides intercity express train services. As of December 31, 2009, the total number of inter-city high-speed passenger trains running daily between Guangzhou and Shenzhen was 100 pairs (including 15 pairs of stand-by trains). We currently have 105 pairs of long-distance trains and 13 pairs of Hong Kong Through Trains.

     Where our service runs beyond our own line, clearance by and coordination with GRGC

is necessary. To the extent that we operate long-distance services beyond GRGC’s jurisdiction, they are subject to coordination and clearance by the MOR. In addition, in order to enable GRGC and the MOR to allocate freight cars and control traffic going through connection points, we are required to provide GRGC with prior written notice, on a monthly basis, of the number and types of freight cars we will require, as well as the number of our freight trains that will go through particular connection points. Furthermore, we must still carry out special shipping tasks, such as emergency aid and military and diplomatic transport, as directed by the MOR or GRGC. Revenue from military and diplomatic transport generally account for less than 1% of our total transportation revenue. Emergency aid transport is required only during periods of natural disasters declared by the PRC government, and is provided free of charge.

Pricing

     In general, the MOR is responsible for preparing a proposal for the baseline pricing standards for the nationwide railway system with respect to freight and passenger transportation. Such proposed pricing standards will take effect after being approved by and/or filed with relevant PRC government authorities.

     Pursuant to relevant approvals from the MOR and other relevant PRC government authorities, we have some discretion to adjust and determine our service price. With respect to our freight transportation services within our Guangzhou-Shenzhen lines, we may set our prices within a range between 50% and 150% of national price levels. With respect to our passenger transportation services, we may set the prices for our regular speed Guangzhou-Shenzhen trains within a range between 25% and 225% of national price levels, and may freely determine the prices for our high-speed express trains between Guangzhou and Shenzhen. In addition, we set the prices for our Hong Kong Through Trains in consultation with MTR, our business partner and the prices for our Hong Kong Through Trains are higher than the prices we charge for our domestic train services.

Environmental Protection

     We believe that we are in material compliance with all applicable PRC national and local environmental protection laws and regulations. We have not been fined or cited for any activities that have caused environmental damages. We have 14 wastewater treatment facilities used for purposes of treating wastewater generated from cleaning of special cargo freight cars, locomotives, coaches and from residential use of our employees. We pay regular fees to local authorities for the discharge of waste substances. In 2009, our environmental protection-related expenses remained stable at RMB 1.0 million as in 2008.

Insurance

     Pursuant to applicable PRC regulations, we are liable for the compensation to passengers for bodily injury arising from accidents up to the limit of RMB 150,000/person and RMB 2,000/person for loss of or damage to carry-on parcels. With respect to loss of or damage to baggage, parcels and freight, our customers may elect to purchase insurance administered by the MOR for up to their declared value. Passengers who do not elect to purchase insurance in respect of their baggage and/or parcels may nevertheless recover up to RMB 15 for each

kilogram of damaged or lost baggage and/or parcels. Freight transport customers who elect not to purchase insurance, may recover up to RMB 100 for each tonne of damaged or lost freight or RMB 2,000 for each package, depending on the methods adopted to calculate such freight.

     We do not currently maintain any insurance coverage with third party carriers against third party liabilities. Consistent with what we believe to be the customary practice among railway operators in the PRC, we do not maintain insurance coverage for our property and facilities (other than for our automobiles), for business interruption or for environmental damage arising from accidents on our property or relating to our operations. As a result, in the event of an accident or other event causing loss, destruction or damage to our property or facilities, causing interruption to our normal operations or causing liability for environmental damage or clean-up, we will have to cover losses and damages out of our own pockets. See “Item 3D. Risk Factors — Risks Relating to Our Business — We have very limited insurance coverage”.

     In addition, we have taken out basic retirement insurance, basic medical insurance, work-related personal injury insurance policies and child-bearing insurance for our employees.

Item 4C. Organizational Structure

     The following table lists the significant subsidiaries of our Company as of December 31, 2009:

		Country of				Percentage of Interest held
Name		Incorporation				by our Company
Guangshen Railway Dongqun Trade and Commerce Service Company		PRC					100	%
Shenzhen Fu Yuan Enterprise Development Company Limited		PRC					100	%
Shenzhen Guangshen Railway Travel Service Ltd.		PRC					100	%
Shenzhen Pinghu Qun Yi Railway Store Loading and Unloading Company Limited		PRC					55	%
Dongguan Changsheng Enterprise Company Limited		PRC					51	%
Shenzhen Railway Station Passenger Services Company Limited		PRC					100	%
Guangzhou Tielian Economy Development Company Limited		PRC					50.5	%
Shenzhen Nantie Construction Supervision Company		PRC					76.66	%
Guangzhou Railway Huangpu Service Company Limited		PRC					100	%
Shenzhen Guangshen Railway Economic and Trade Enterprise Company Limited		PRC					100	%
Shenzhen Railway Property Management Company Limited		PRC					100	%
Guangzhou Dongqun Advertising Company Limited		PRC					100	%
Shenzhen Shenhuasheng Storage and Transportation Company Limited		PRC					100	%

Item 4D. Property, Plant and Equipment

     We occupy a total area of approximately 39.7 million square meters, among which, we own the land use right of approximately 11.7 million square meters on which our buildings and facilities of Guangzhou-Shenzhen railway are located, and we lease approximately 28.0 million square meters from GRGC for the Guangzhou-Pingshi Railway.

     With respect to the land for which we hold the land use rights, the terms range from 36.5 to 50 years, terminating between 2031 and 2055. Pursuant to relevant PRC regulations currently in effect, these land use rights are renewable at the end of their terms upon execution of relevant documentation and payment of applicable fees. With respect to the land leased from GRGC, the

term is 20 years, terminating in 2027. Based on the land lease agreement we entered into with GRGC in 2004, we can renew such lease at our discretion upon the expiration of the term of such land lease.

     As of December 31, 2009, we had not obtained the land use right certificates, or Land Certificates, of certain parcels of land of our Company with an aggregate area of approximately 1,620,894 square meters. After consultation with our Company’s PRC legal counsel, we believe there is no legal hurdle for us to apply for and to obtain the Land Certificates and we do not believe the current lack of Land Certificates will lead to any material adverse impact on the operation of our business. Accordingly, we do not consider any provision for impairment necessary.

     As of December 31, 2009, we had not obtained the ownership certificates of certain buildings, or Building Ownership Certificates, with an aggregate area of approximately 252,247 square meters, which had an aggregate carrying value of approximately RMB1,329.8 million. After consultation with our Company’s legal counsel, we believe that there is no legal hurdle for us to apply for and obtain the Building Ownership Certificates and it should not lead to any material adverse impact on the operation of our business. Accordingly, we do not consider any provision for impairment necessary.

     Railroad operators typically require substantial land use rights for track, freight and maintenance yards, stations and related facilities. The availability of convenient rail transportation generally enhances the value of land along a rail line. We have not engaged and do not have any current plans to engage in commercial development of any of our land use rights for use other than in connection with our existing businesses. We do not at present intend to contribute capital to engage in any land development projects in the future. However, we may contribute land use rights not otherwise being fully utilized by us for equity stakes in these projects if we believe these opportunities are economically viable. Any development projects will require approval from PRC government authorities responsible for regulating land development.

     As of June 11, 2010, we had 48 stations situated on our rail line, of which the Guangzhou East Station is the largest, occupying an area of 402,438 square meters.

     For additional information regarding our property, plant and equipment, see “Item 4B. Business Overview — Equipment, Tracks and Maintenance” and Notes 6 and 8 to our audited consolidated financial statements included elsewhere in this annual report.

ITEM 4A. UNRESOLVED STAFF COMMENTS

     We do not have any unresolved Staff comments that are required to be disclosed under this item.

ITEM 5. OPERATING AND FINANCIAL REVIEW AND PROSPECTS

     This discussion and analysis should be read in conjunction with our audited consolidated financial statements included elsewhere in this annual report. Our audited consolidated financial statements are prepared in accordance with International Financial Reporting

Standards as issued by IASB.

Overview

     Our principal businesses are railroad passenger and freight transportation as well as railway network usage and services on the Shenzhen-Guangzhou-Pingshi railway and certain long-distance passenger transportation services. We also operate the Hong Kong Through Trains under a cooperative arrangement with MTR in Hong Kong. Prior to the Acquisition, our key strategic focus in recent years was to provide high-speed passenger train services in the Guangzhou-Shenzhen corridor. After the Acquisition, we aim to establish ourselves as a comprehensive railway service provider on the Shenzhen-Guangzhou-Pingshi corridor by providing passenger transportation, freight transportation and railway network usage and services to our customers. In addition to our core railroad transportation business, we also engage in other businesses that complement our core businesses, including on-board and station sales, restaurant services, as well as advertising and tourism.

     For the year ended December 31, 2009, our total revenue was RMB 12,385.8 million, profit attributable to shareholders was RMB 1,364.5 million, and earnings per share were RMB 0.19. Railroad business revenue accounted for 93.4%, 92.6% and 92.9% of our total revenue in 2007, 2008 and 2009, respectively.

     In 2007, we acquired the railway transportation business of Guangzhou-Pingshi Railway, which was financed with the proceeds from our A Share Offering. We also commenced operation of our Fourth Rail Line between Guangzhou and Shenzhen, put into operation our domestically manufactured high-speed electric train sets and continued to implement our “As-Frequent-As-Buses” operating model in 2007.

     In 2008, we further increased the frequency of our inter-city passenger trains between Guangzhou and Shenzhen and operated up to 120 pairs of such inter-city passenger trains on a daily basis. At the same time, we made great efforts to increase the number of domestic long-distance trains we operated. For example, we commenced the operation of the long-distance passenger trains between Shenzhen and Shaoguan and between Guangzhou and Zhengzhou in March 2008 and July 2008, respectively.

     Starting from January 1, 2009, the operation of Beijing-Kowloon Through Trains was handed over to our Company. In February 2009, we installed and implemented the Finance IC card and Fastpass card systems at all stations for the Guangzhou-Shenzhen inter-city trains. Since May 1, 2009, we began to operate our Guangzhou-Shenzhen inter-city trains under the stop-at-all-stations operating model, which led to an increase in the passenger traffic at each intermediary station, including Dongguan, Shilong and Zhangmutou stations.

     Passenger transportation is our principal business. In 2009, the total number of our passengers was 81.8 million, representing a decrease of 2.4% from 83.8 million in 2008. However, due to the handover of operation of Beijing-Kowloon Through Trains to our Company beginning on January 1, 2009 and the implementation of the Finance IC card and Fastpass card systems, we achieved an increase in our passenger transportation revenue from RMB 6,759.2 million in 2008 to RMB 7,195.7 million in 2009, representing an increase of 6.5%.

     We transported a total of 62.0 million tonnes of freight in 2009, representing a decrease of 11.6% from 2008. Freight transportation revenue in 2009 was RMB 1,210.1 million, representing a decrease of 8.7% from 2008.

     Revenue from our railway network usages and services business was RMB 3,105.7 million in 2009, representing an increase of 13.4% from 2008.

     Revenue from our other businesses was RMB 874.3 million in 2009, representing an increase of 0.9% from 2008.

Item 5A. Operating Results

Principal Factors Affecting Our Results of Operations

     Economic Development in the Pearl River Delta Region and the PRC. We are mainly engaged in railway transportation services on the trains between Pingshi, Guangzhou and Shenzhen, certain long-distance trains and Hong Kong Through Trains. Our results of operations relating to passenger transportation are influenced by the economic development in the Pearl River Delta region. The level of economic activities in the Pearl River Delta region, including the economic cooperation among Hong Kong, Macau and mainland China, affects the number of business people and migrant workers traveling in this region. In addition, the average income levels of residents in this region and elsewhere in the PRC affects the number of the tourists departing from or arriving at our train stations. The majority of the freight we transport is large-volume, medium- to long-distance freight received from and/or transferred to other railway lines. Economic development in the PRC, including but not limited to the Pearl River Delta region, determines the market demand for such goods as coal, iron ore, steel and therefore indirectly affects the market demand of freight train transportation service. Furthermore, the recent global financial crisis and economic downturn had adversely affected economies and businesses around the world, including in China. Due to the global economic downturn, the economic situation in China was severe in the second half of 2008. This change in the macro-economic conditions had an adverse impact on our business and operations by causing a decrease in the number of passengers and the volume of freight that we transported in 2009. Although the economy in China, as well as in many other places around the world, has recovered since the second half of 2009, the global financial crisis and economic downturn may continue to have a material and adverse effect on our businesses, results of operations and financial condition.

     Competitive Pressure from other Means of Transportation. Sales for our passenger transportation services are also affected by the competitive pressure from other means of transportation, such as the automobile, bus, ferry and airplane services. For example, the fast growth in the number of privately owned vehicles and a higher penetration of bus services affect the number of train passengers traveling short distances and any significant decrease in the air transportation prices affects the number of train passengers traveling long distances. Our sales of the freight transportation services are also affected by the competition from other means of transportation, such as water, truck and freight transportation services.

     PRC Policies. We are allowed to be more flexible in setting the prices of both passenger transportation and the freight transportation services as compared to other domestic railroad

operators. Material changes in the policies of the PRC government that affect such preferential treatments will affect our results of operations.

Year ended December 31, 2009 compared with year ended December 31, 2008

Revenue

     In 2009, our total revenue was RMB 12,385.8 million, representing an increase of 6.0% from RMB 11,688.7 million in 2008. Our revenue from railroad passenger transportation service, freight transportation service, railway network usage and services and other businesses was RMB 7,195.7 million, RMB 1,210.1 million, RMB 3,105.7 million and RMB 874.3 million, respectively, accounting for approximately 58.1%, 9.8%, 25.1% and 7.0%, respectively, of our total revenue in 2009.

     Passenger transportation service. Passenger transportation remains our most important business. As of December 31, 2009, we operated 218 pairs of passenger trains daily, representing a decrease of 21.5 pairs from the number in operation as of December 31, 2008. There were 100 pairs of high-speed passenger trains between Guangzhou and Shenzhen, a decrease of 20 pairs compared to 2008, 13 pairs of Hong Kong Through Trains, and 105 pairs of long-distance passenger trains, a decrease of 1.5 pairs compared to 2008.

     In 2009, our total number of passengers was 81.8 million, representing a decrease of 2.4% from 83.8 million in 2008. Our revenue from passenger transportation was RMB 7,195.7 million in 2009, representing an increase of 6.5% from RMB 6,759.2 million in 2008. The decrease in the total number of passengers in 2009 was mainly due to the decrease in the number of passengers using our Hong Kong Through Trains and long-distance trains services, which was a result of the reduced number of people travelling in the Pearl River Delta region caused by the financial crisis and economic downturn and the outbreak of H1N1 influenza in China in 2009. Despite the decrease in the total number of passengers, our revenue from passenger transportation increased in 2009, primarily due to our effective marketing efforts in 2009 and the fact that our long-distance passenger transportation was not adversely affected by extreme weather conditions such as severe snow storms that occurred in 2008. The increase in our revenue from passenger transportation in 2009 was also due to the increase in the revenue generated from the Guangzhou-Shenzhen inter-city trains as a result of the implementation of a stop-at-all-stations operating model for the Guangzhou-Shenzhen inter-city trains from May 2009, as well as the introduction of the Finance IC card and Fastpass card systems since February 2009.

     The following table sets forth our revenue from passenger transportation and the number of passengers for the three years ended December 31, 2009:

		Year ended December 31,												Change in 2009 from
		2007				2008				2009				2008
Revenue from passenger transportation (RMB thousands)			5,833,538				6,759,229				7,195,717				6.5	%
Total passengers (thousands) (1)			73,053				83,825				81,838				(2.4	%)
Revenue per passenger (RMB)(2)			N/A				N/A				N/A				N/A
Total passenger-kilometers (millions)			26,278.2				27,923.7				27,233.1				(2.5	%)
Revenue per passenger-kilometer (RMB)			0.22				0.24				0.26				8.3	%

     In 2009, we did not make any adjustment to the pricing policies of our passenger transportation services.

     Freight transportation. Freight transportation is another important business segment for us. The total tonnage of freight we transported in 2009 was 62.0 million tonnes, representing a decrease of 11.6% from 70.1 million tonnes in 2008. Revenue from our freight transportation business in 2009 was RMB 1,210.1 million, representing a decrease of 8.7% from RMB 1,324.7 million in 2008. In 2009, we adjusted the method for categorizing revenue generated from outbound and inbound and pass-through freight, and a portion of the revenue previously recorded as revenue from inbound and pass-through freight was recognized as revenue generated from outbound freight. Based on the new categorization method for our freight transportation revenue:

	•		in 2009, our outbound freight tonnage was 17.6 million tonnes, representing an increase of 4.6% from 16.8 million tonnes in 2008. Our outbound freight revenue was RMB 285.2 million in 2009, representing an increase of 0.9% from RMB 282.7 million in 2008. Our outbound freight tonnage increased in 2009 due to (i) the partial recovery of our freight transportation business, along with the economic recovery of China, from the decline caused by the global financial crisis and economic downturn in 2008 and (ii) an increase in the freight transportation volume of our Beijing-Guangzhou line.
	•		in 2009, our inbound and pass-through freight tonnages were 44.4 million tonnes, representing a decrease of 16.8% from 53.3 million tonnes in 2008. Our inbound and pass-through freight revenue was RMB 836.4 million in 2009, representing a decrease of 11.8% from RMB 948.2 million in 2008. Our inbound and pass-through freight revenue decreased mainly because of the decrease in the inbound and pass-through freight tonnages, as a result of the decrease in freight transported to harbors for exportation, which was affected by the PRC government’s policy to encourage domestic enterprises to focus on meeting demand from the domestic market.

     The following table sets forth our revenue from freight transportation and the volumes of commodities we shipped for the three years ended December 31, 2009:

		Year ended December 31,												Change in 2009 from
		2007				2008				2009				2008
Revenue from freight transportation (RMB thousands)			1,326,450				1,324,701				1,210,118				(8.7	%)
— Revenue from outbound freight transportation(1)			216,888				282,678				285,186				0.9	%
— Revenue from inbound(1) and pass-through transportation			1,010,665				948,177				836,408				(11.8	%)
Revenue from other freight transportation services			98,897				93,848				88,524				(5.7	%)
Total freight tonnes (thousands of tonnes)			71,010				70,141				61,987				(11.6	%)
— Outbound freight tonnage			19,056				16,847				17,622				4.6	%
— Inbound and pass-through freight tonnage			51,955				53,295				44,365				(16.8	%)
Revenue per tonne (RMB)			18.68				18.89				19.52				3.3	%
Total tonne-kilometers (millions)			15,306.9				15,557.4				13,446.7				(13.6	%)
Revenue per tonne-kilometer (RMB)			0.09				0.09				0.09				—

     In 2009, we did not make any adjustments to the pricing policies of our freight transportation services.

     Railway Network Usage and Services Business. Revenue from our railway network usage and services accounted for 25.1% of our total revenue and 27.0% of our railroad business revenue in 2009. Railway network usage and services mainly include locomotive traction, track usage, electric catenaries, vehicle coupling and other services. In 2009, our revenue from railway network usage and services was RMB 3,105.7 million, representing an increase of 13.4% from RMB 2,738.4 million in 2008. The increase was mainly due to the increase in the number of long-distance trains operated by other railway companies that use our tracks and services, which led to the increase in related revenue.

     Other Businesses. Our other businesses mainly consist of the sale of materials and supplies, maintenance of trains, on-board catering services, labor services, operation of restaurants, hotels and warehouses, and other businesses related to railway transportation. Revenue from other businesses in 2009 was RMB 874.3 million, representing an increase of 0.9% from RMB 866.3 million in 2008.

     The table below sets forth a breakdown of our revenue from the different categories of other businesses for the three years ended December 31, 2009:

		Year ended December 31,
		2007				2008				2009
						(RMB millions)
Revenue from other businesses			689.0				866.3				874.3
— Sale of materials and supplies			103.8				227.7				154.1
— Maintenance of trains			239.2				225.5				241.4
— On-board catering services			67.3				106.5				118.5
— Labor services			49.7				62.2				67.8
— Other railway transportation related businesses			229.0				244.4				292.5

Operating Expenses

     In 2009, our total operating expenses were RMB 10,418.1 million, representing an increase of 4.3% from RMB 9,991.4 million in 2008. The following table sets forth the principal operating expenses associated with our railroad businesses, as a percentage of our railroad business revenue, for 2007, 2008 and 2009:

		Year ended December 31,
		2007				2008				2009
Railroad businesses revenue (RMB millions)			9,819.5				10,822.4				11,511.5
Business tax			2	%			2	%			2	%
Labor and benefits			20	%			20	%			20	%
Equipment leases and services			26	%			25	%			26	%
Lease of land use right			0.51	%			0.46	%			0.45	%
Materials and supplies			13	%			12	%			12	%
Repair costs, excluding materials and supplies			5	%			6	%			5	%
Depreciation and amortization of leasehold land payments			10	%			11	%			11	%
Fee for social services			4	%			4	%			3	%
Utility and office expenses			1	%			1	%			1	%
Others			3	%			4	%			3	%
Operating expenses ratio(1)			85	%			85	%			84	%
Railroad businesses operating margin			15	%			15	%			16	%

     Railway Operating Expenses. Our total railway operating expenses increased by 5.0% from RMB 9,162.3 million in 2008 to RMB 9,620.7 million in 2009. The following sets forth a breakdown of major changes by line item:

	•		Equipment leases and services. Our expenses for equipment leases and services mainly consist of railway line usage fees, train hauling fees and train leasing fees paid to other railway bureaus. In 2009, our expenses relating to equipment leases and services amounted to RMB 2,974.8 million, representing an increase of 12.1% from RMB 2,653.2 million in 2008. This was mainly due to increased railway usage fees paid by us as result of (i) our takeover of the entire operation of Beijing-Kowloon Through Train since January 2009 and (ii) the change in the status of the Guangzhou-Xi’an trains from temporarily operated trains to regularly operated trains.
	•		Depreciation. Our depreciation expenses of fixed assets increased by 8.0% from RMB 1,145.6 million in 2008 to RMB 1,237.4 million in 2009, mainly due to the increase in depreciation expenses relating to the CRHs and the Fourth Rail Line between Guangzhou and Shenzhen.
	•		Labor and benefits. In 2009, our labor and benefits expenses amounted to RMB 2,277.1 million, representing an increase of 7.1% from RMB 2,125.4 million in 2008. The increase was mainly due to the increase in employees’ basic salaries, allowances and benefits.

•

Business tax. Our business tax in 2009 was RMB 267.0 million, representing an increase of 5.5% from RMB 253.0 million in 2008. The increase was mainly due to the increase in our operating revenue.

     Other than the above increases, certain line items of our operating expenses decreased in 2009:

	•		Others. Our other railway operating expenses decreased by 13.8% from RMB 382.2 million in 2008 to RMB 329.6 million in 2009. This was mainly because we did not incur as severe weather conditions in the first quarter of 2009 as in the first quarter of 2008, and therefore did not spend the related operating costs.
	•		Repair (excluding materials and supplies). Our repair expenses decreased by 12.2% from RMB 670.2 million in 2008 to RMB 588.3 million in 2009, primarily because we completed most of our previously planned repair work in 2008 and therefore managed to reduce repair expenses in 2009.
	•		Utility and office expense. Our utility and office expense decreased by 7.9% from RMB 121.4 million in 2008 to RMB 111.8 million in 2009. This was mainly due to our efforts to control costs on administration and transportation in response to the recent global financial crisis and economic downturn.
	•		Social service expenses. Our social service expenses decreased by 6.8% from RMB 400.5 million in 2008 to RMB 373.3 million in 2009. This was primarily because (i) we did not experience as severe weather conditions in the first quarter of 2009 as in the first quarter of 2008 and therefore incurred less expenses for implementing security measures and (ii) in 2009, we were no longer required to implement the security measures required by the PRC government for the Beijing 2008 Olympic Games.

Profit from Operations

     Our profit from operations increased by 13.6% from RMB 1,715.0 million in 2008 to RMB 1,947.9 million in 2009 primarily due to (i) an increase in our revenue from long-distance train services, (ii) an increase in revenue as a result of our implementation of the stop-at-all-stations operating model for Guangzhou-Shenzhen inter-city trains from May 1, 2009, and (iii) a decrease in our non-operating expenses due to the effective cost controls of our Company.

Taxation

     On March 16, 2007, the National People’s Congress of the PRC promulgated the PRC Enterprise Income Tax Law, or the new EIT Law, which has taken effect from January 1, 2008. According to the new EIT Law, the preferential income tax rate of 15% that was previously applicable to companies incorporated in Shenzhen (like us) and other special economic zones are being gradually phased out in five years beginning from January 1, 2008. During the five years, the applicable tax rates will be 18%, 20%, 22%, 24% and 25% for 2008, 2009, 2010, 2011 and 2012, respectively. After such five-year period and effective from January 1, 2012, the tax rate

applicable to us will be fixed at 25%, i.e., the unified income tax rate applicable to all domestic companies in the PRC (with limited exceptions).

     As we are registered and established in the Shenzhen Special Economic Zone, we were subject to income tax in 2009 at a rate of 20%, which was 5% lower than the standard income tax rate of 25% generally applicable to PRC companies. According to relevant tax regulations, our subsidiaries were subject to income tax at the rate of either 20% or 25%, depending on the location of incorporation. Our income tax expense was RMB 348.9 million in 2009, representing an effective tax rate of 20.4% and an increase of RMB 71.6 million compared to RMB 277.3 million in 2008. The increase was mainly due to the overall increase in our effective income tax rate.

Profit attributable to shareholders of the Company

     As a result of the above, our consolidated net profit increased by 11.4% from RMB 1,224.1 million in 2008 to RMB 1,364.5 million in 2009.

Year ended December 31, 2008 compared with year ended December 31, 2007

Revenue

     In 2008, our total revenue was RMB 11,688.7 million, representing an increase of 11.2% from RMB 10,508.5 million in 2007. Our revenue from railroad passenger transportation service, freight transportation service, railway network usage and services and other businesses was RMB 6,759.2 million, RMB 1,324.7 million, RMB 2,738.4 and RMB 866.3 million, respectively, accounting for approximately 57.8%, 11.3%, 23.4% and 7.4%, respectively, of our total revenue in 2008.

     Passenger transportation service. In 2008, our total number of passengers was 83.8 million, representing an increase of 14.7% from 73.1 million in 2007. Our revenue from passenger transportation was RMB 6,759.2 million in 2008, representing an increase of 15.9% from RMB 5,833.5 million in 2007. Such increase in revenue from passenger transportation was primarily due to the increase in our revenue from Guangzhou-Shenzhen trains and long-distance trains, which was partially offset by the decrease in our revenue from Hong Kong Through Trains.

     Freight transportation. The total tonnage of freight we transported in 2008 was 71.0 million tonnes, representing a decrease of 1.3% from 71.0 million tonnes in 2007. Revenue from freight transportation business in 2008 was RMB 1,324.7 million, representing a decrease of 0.1% from RMB 1,326.4 million in 2007. According to our adjusted categorization method of revenue generated from freight transportation, which was adopted in 2009:

•

in 2008, our outbound freight tonnage was 16.8 million tonnes, representing a decrease of 11.6% from 19.1 million tonnes in 2007. Our outbound freight revenue was RMB 282.7 million in 2008, representing an increase of 30.3% from RMB 216.9 million in 2007. The Company’s outbound freight tonnage declined due to the freezing weather at the beginning of 2008, the upgrading of the industrial structure in the Pearl River Delta region and the global financial crisis and economic downturn. The increase in outbound

			freight revenue was primarily due to (i) the increase in railway freight transportation tariffs in 2008 against 2007 as a result of the price adjustment in November 2007 and (ii) an increase in the delivery of higher value-added processed goods.
	•		in 2008, our inbound and pass-through freight tonnages were 53.3 million tonnes, representing an increase of 2.6% from 52.0 million tonnes in 2007, primarily due to the increase in the pass-through freight tonnages. Our inbound and pass-through freight revenue was RMB 948.2 million in 2008, representing a decrease of 6.1% from RMB 101.1 million in 2007, primarily due to the decrease in our inbound freight revenue as a result of the decrease in inbound freight tonnages.

     Railway Network Usage and Services Business. Revenue from our railway network usage and services accounted for 23.4% of our total revenue and 25.3% of our railroad business revenue in 2008. Railway network usage and services mainly include locomotive traction, track usage, electric catenaries, vehicle coupling and other services. In 2008, our revenue from railway network usage and services was RMB 2,738.4 million, representing an increase of 3.0% from RMB 2,659.5 million in 2007. The increase was mainly due to (i) the increase in the number of long-distance trains operated by other railway companies that use our tracks and services, which led to the increase in related revenue, and (ii) the change in electric locomotive routing, which resulted in a decrease in revenue from locomotive traction and an increase in revenue from use of electric catenaries.

     Other Businesses. Our other businesses mainly consist of the sale of materials and supplies, maintenance of trains, on-board catering services, labor services, operation of restaurants, hotels and warehouses, and other businesses related to railway transportation. Revenue from other businesses in 2008 was RMB 866.3 million, representing an increase of 25.7% from RMB 689.0 million in 2007. The increase in revenue from other businesses was mainly due to (i) the refueling in our territory by some long-distance trains operated by other railway companies, and (ii) our commencement of self-catering services on certain trains.

Operating Expenses

     In 2008, our total operating expenses were RMB 9,991.4 million, representing an increase of 13.6% from RMB 8,793.1 million in 2007.

     Railway Operating Expenses. Our total railway operating expenses increased by 9.9% from RMB 8,334.3 million in 2007 to RMB 9,162.3 million in 2008. The following sets forth a breakdown of major changes by line item:

	•		Business tax. Our business tax in 2008 was RMB 253.0 million, representing an increase of 14.1% from RMB 221.8 million in 2007. The increase was mainly due to the increase in our operating revenue.
	•		Labor and benefits. In 2008, our labor and benefits expenses amounted to RMB 2,125.4 million, representing an increase of 10.2% from RMB 1,928.2 million in 2007. The increase was mainly due to (i) the increase in employees’ basic salaries and benefits and (ii) the increase in the number of operating staff and workload as a result of the increase in the number of trains in operation during the year.

	•		Equipment leases and services. Our expenses for equipment leases and services mainly consist of railway line usage fees, train hauling fees and train leasing fees paid to other railway bureaus. In 2008, our expenses relating to equipment leases and services amounted to RMB 2,653.2 million, representing an increase of 2.2% from RMB 2,595.2 million in 2007. This was mainly due to (i) the temporary change in locomotives and routes of the long-distance trains as a result of the freezing weather at the beginning of 2008, which led to the increase in railway network expenses; (ii) the operation of Guangzhou-Zhengzhou trains in July 2008 and the corresponding increase in railway network expenses and (iii) the change in electric locomotive routing, which led to the increase in locomotive traction expenses. Such increase was partially offset by the fact that we did not incur any expenses relating to the lease of “Blue Arrow” high-speed electric train-sets in 2008.
	•		Materials and supplies. Our materials and supplies expenses consist mainly of materials, fuel, water and electricity expenses. In 2008, our materials and supplies expenses were RMB 1,345.7 million, representing an increase of 8.5% from RMB 1,240.8 million in 2007. The increase was mainly due to (i) the increase in the prices of fuel, electricity and other railway-related materials and (ii) the increased consumption of materials, fuel, water and electricity as a result of the increase in the number of trains we operated in 2008.
	•		Repair (excluding materials and supplies). Our repair expenses increased by 45.7% from RMB 460.1 million in 2007 to RMB 670.2 million in 2008, primarily due to (i) an increase in repairs of locomotives, cars, buildings and structures as a result of the increase in the number of trains we operated in 2008 and the expansion of our business and (ii) the addition of new vegetation and tree planting along the rail lines to strengthen the roadbed.
	•		Depreciation. Our depreciation expenses of fixed assets increased by 13.8% from RMB 1,006.7 million in 2007 to RMB 1,145.6 million in 2008, mainly due to the increase in depreciation expenses relating to the CRHs and the Fourth Rail Line between Guangzhou and Shenzhen.
	•		Utility and office expense. Our utility and office expense increased by 10.6% from RMB 109.8 million in 2007 to RMB 121.4 million in 2008. This was mainly due to the increase in security expenses during the Beijing 2008 Olympic Games.
	•		Others. Our other railway operating expenses increased by 23.4% from RMB 309.9 million in 2007 to RMB 382.2 million in 2008. This was mainly due to the increase in communication fees as a result of the installation of the train monitoring system and the upgrade of communication technology.

Profit from Operations

     Our profit from operations decreased by 2.8% from RMB 1,765.2 million in 2007 to RMB 1,715.0 million in 2008 due to a higher increase in our operating expenses as compared to the increase in our revenue.

Taxation

     Our income tax expense was RMB 277.3 million in 2008, representing an effective tax rate of 18.5% and an increase of RMB 44.9 million compared to RMB 232.3 million in 2007. The increase was mainly due to the overall increase in our effective income tax rate.

Profit attributable to shareholders of the Company

     Our consolidated net profit decreased by 14.5% from RMB 1,431.4 million in 2007 to RMB 1,224.1 million in 2008.

Critical Accounting Policies and Estimates

     Our audited consolidated financial statements have been prepared in accordance with IFRS. Our principal accounting policies are set out in Note 2 to our audited consolidated financial statements. IFRS also requires us to exercise our judgment in the process of applying our accounting policies. The areas involving a higher degree of judgment or complexity, or areas where assumptions and estimates are significant to the financial statements are disclosed in Note 4 to our audited consolidated financial statements included elsewhere in this annual report. Although these estimates are based on our best knowledge of current events and actions, actual results ultimately may differ from those estimates.

     In 2009, a new standard regarding segment information was introduced to the IFRS, which requires segment information to be presented on the same basis as that used for internal reporting purposes of a company. This has resulted in changes the presentation of our reported segments for the years ended December 31, 2007, 2008 and 2009.

Revenue recognition

     Revenue comprises the fair value of the consideration received or receivable for the sale of goods and services in the ordinary course of our business activities. Revenue is shown net of value-added tax, returns, rebates and discounts and after eliminating sales within our Company.

     We recognize revenue when the amount of revenue can be reliably measured, it is probable that future economic benefits will flow to the entity, and specific criteria have been met for each of our business activities as described below. We base our estimates on historical results, taking into consideration the type of customers, the type of transactions and other specifics of each arrangement.

     Revenue from railway business: revenue from railway business includes revenue from passenger and freight services and revenue from railway network usage and services. Revenue from railway business is recognized when the services are rendered and revenue can be reliably measured.

     Revenue from other businesses: revenue from other businesses is recognized once the related services or goods are delivered, the related risks and rewards of ownership have been transferred and revenue can be reliably measured.

     Interest income: we recognize interest income using the effective interest method. When a receivable is impaired, we reduce the carrying amount to its recoverable amount, being the estimated future cash flow discounted at original effective interest rate of the instrument, and we continue unwinding the discount as interest income. Interest income on impaired receivables is recognized using the original effective interest rate.

     Dividend income: dividend income is recognized when the right to receive payment is established.

     Rental income: revenue from operating lease arrangements is recognized on a straight-line basis over the period of the respective leases.

Fixed assets

     The railway industry is capital intensive. Under IFRS, fixed assets are initially recorded at cost less accumulated depreciation and impairment loss. Cost represents the purchase price of the asset and other costs incurred to bring the asset into intended use. Subsequent costs are included in the asset’s carrying amount or recognized as a separate asset, as appropriate, only when it is probable that future economic benefits associated with the asset will flow to the Company and the cost of the item can be measured reliably. The carrying amount of the replaced part is derecognized. All other repairs and maintenance are charged to the comprehensive income statement during the financial period in which they are incurred. Depreciation is calculated using the straight-line method to write off the cost amount, after taking into account the estimated residual value of not more than 4% of cost, of each asset over its estimated useful life. The estimated useful lives are as follows:

Buildings (Note a)		20 to 40 years
Leasehold improvements		Shorter of useful life or lease terms
Track, bridges and service roads (Note a)		16 to 100 years
Locomotives and rolling stock		20 years
Communications and signaling systems		8 to 20 years
Other machinery and equipment		4 to 25 years

     The assets’ residual values and estimated useful lives are reviewed, and adjusted if appropriate, at each balance sheet date.

     Where the carrying amount of an asset is greater than its estimated recoverable amount, it is written down immediately to its recoverable amount.

     Gains and losses on disposals are determined by comparing the sales proceeds with the carrying amount and are recognized within “other (expense)/income — net” included in the comprehensive income statement.

Trade and other receivables

     Trade receivables are amounts due from customers for merchandise sold or services performed in the ordinary course of business. If collection of trade and other receivables is expected to be completed within one year or less (or in the normal operating cycle of the business if longer), they are classified as current assets. If not, they are recorded as non-current assets.

     Trade and other receivables are recognized initially at fair value and subsequently measured at amortized cost using the effective interest method, less provision for impairment. A provision for impairment of receivables is established when there is evidence that we will not be able to collect all amounts due according to the original terms of the receivables. Significant financial difficulties of the debtor, probability that the debtor will enter into bankruptcy or financial reorganization, and default or delinquency in payments are considered indicators that the receivable is impaired. The amount of the provision is the difference between the asset’s carrying amount and the present value of estimated future cash flows, discounted at the original effective interest rate.

Trade payables

     Trade payables are recognized initially at fair value and subsequently measured at amortized cost using the effective interest method. Accounts payable are classified as current liabilities if payment is due within one year or less (or in the normal operating cycle of the business if longer). If not, they are recorded as non-current liabilities.

Goodwill

     Goodwill represents the excess of the cost of an acquisition over the fair value of share of the net identifiable assets of the acquired subsidiary/associate at the date of acquisition. Goodwill arising from acquisitions of subsidiaries is disclosed separately on our balance sheet. Goodwill is tested for impairment annually or, whenever there is an indication of impairment, and carried at cost less accumulated impairment losses. Impairment losses on goodwill are not reversed. Gains and losses on the disposal of an entity include the carrying amount of goodwill relating to the entity sold.

     Goodwill is allocated to cash-generating units at a segment level for the purpose of impairment testing. The allocation is made to those cash-generating units or groups of cash-

generating units, identified according to operating segment, that are expected to benefit from the business combination in which the goodwill arose.

Impairment of investment in subsidiaries, associates and non-financial assets

     Assets that have an indefinite useful life, for example goodwill, are not subject to amortization and are tested annually for impairment. Assets that are subject to amortization are reviewed for impairment whenever events or changes in circumstances indicate that the carrying amount may not be recoverable. An impairment loss is recognized for the amount by which the asset’s carrying amount exceeds its recoverable amount. The recoverable amount is the higher of an asset’s fair value less costs to sell and value in use. For the purposes of assessing impairment, assets are grouped at the lowest levels for which there are separately identifiable cash flows (cash-generating units). Non-financial assets other than goodwill that suffered impairment are reviewed for possible reversal of the impairment at each reporting date.

     Impairment testing of the investments in subsidiaries or associates is required upon receiving dividends from these investments if the dividend exceeds the total comprehensive income of the subsidiary or associate in the period the dividend is declared or if the carrying amount of the investment in the separate financial statements exceeds the carrying amount in the consolidated financial statements of the investee’s net assets including goodwill.

Current and deferred income tax

     The current income tax charge is calculated on the basis of the tax laws enacted or substantively enacted at the balance sheet date in the PRC where our subsidiaries and associates operate and generate taxable income. We periodically evaluate positions taken in tax returns with respect to situations in which applicable tax regulation is subject to interpretation and establish provisions where appropriate on the basis of amounts expected to be paid to the tax authorities.

     Deferred income tax is provided in full, using the liability method, on temporary differences arising between the tax bases of assets and liabilities and their carrying amounts in the audited consolidated financial statements included elsewhere in this annual report. However, the deferred income tax is not accounted for if it arises from initial recognition of an asset or liability in a transaction other than a business combination that at the time of the transaction affects neither accounting nor taxable profit or loss. Deferred income tax is determined using tax rates (and laws) that have been enacted or substantially enacted by the balance sheet date and are expected to apply when the related deferred income tax asset is realized or the deferred income tax liability is settled.

     Deferred income tax assets are recognized to the extent that it is probable that future taxable profit will be available against which the temporary differences can be utilized.

     Deferred income tax is provided on temporary differences arising on investments in subsidiaries and associates, except where the timing of the reversal of the temporary difference is controlled by us and it is probable that the temporary difference will not reverse in the foreseeable future.

     Deferred income tax assets and liabilities are offset when there is a legally enforceable right to offset current tax assets against current tax liabilities and when the deferred income tax assets and liabilities relate to income taxes levied by the same taxation authority on either the taxable entity or different taxable entities where there is an intention to settle the balances on a net basis.

Employee benefits

     We make contributions to employee benefit funds operated by the local governments for pension, housing, safety and other employee benefit matters. We have no payment obligations once the contributions have been paid according to the relevant laws and regulations. The contributions to such statutory employee benefit funds are recognized as staff costs when they are due.

     Termination benefits are payable when qualified employees accept voluntary redundancy in exchange for such benefits, subject to approval by our management. We recognize retirement benefits after forming a formal final decision to terminate an employee or to provide retirement benefits after an employee accepts an offer for voluntary redundancy. Benefits due more than 12 months after the balance sheet date are discounted to present value.

Item 5B. Liquidity and Capital Resources

     Our principal source of capital has been cash flow from operations and cash flow from financing activities, and our principal uses of capital are to fund capital expenditures, investment and payment of taxes and dividends.

     We had net current assets of RMB31.1 million as of December 31, 2009, while we had net current liabilities of RMB616.2 million as of December 31, 2008, primarily due to the repayment of short-term bank borrowings of RMB 510.0 million in 2009 from the proceeds we raised from the issuance of RMB 3.5 billion of 4.79% fixed rate notes due 2014.

     We generated approximately RMB 2,617.5 million of net cash flow from operating activities in 2009. Substantially all of our revenue was received in cash, with accounts receivable arising primarily from long-distance passenger train services provided and pass-through freight transactions originating from other railway companies whose lines connect to our railroad. Similarly, some accounts payable arise from payments for railroad transportation services that we collect on behalf of other railroad companies and should pay to these companies. Accounts receivable and payable were generally settled either quarterly or monthly between us and the other railroad companies. Most of our revenue generated from our other businesses was also received in cash. We also have accounts payable associated with the purchase of materials and supplies in our other businesses.

     In 2009, other than operating expenses, our cash outflow mainly related to the following:

	•		repayment of borrowings of RMB 3,900 million;
	•		capital expenditures of approximately RMB 1,639.7 million, representing a decrease of 44.4% from RMB 2,947.8 million in 2008; and

•

payment of dividends of approximately RMB 566.7 million.

     Our capital expenditures for 2009 consisted primarily of the following projects:

	•		purchasing 25G and 25T passenger trains;
	•		purchasing CRHs;
	•		constructing the Buji passenger station; and
	•		upgrading and expanding the transportation equipment for the Shenzhen-Guangzhou-Pingshi Railway.

     Funds not required for immediate use are kept in short term investments and bank deposits. We had cash and cash equivalents of approximately RMB 1,115.7 million as of December 31, 2009.

     As of December 31, 2009, we had an overdue time deposit in the amount of approximately RMB 31.4 million placed with Zengcheng Licheng Urban Credit Cooperative, or Licheng, which we were unable to recover before the fixed deposit term that expired in 1998. We had initiated legal proceedings and obtained a judgment against Licheng in our favor regarding the repayment. The court ordered a stay of execution of the judgment obtained by our Company because Licheng was undergoing its liquidation process. The amount of the fixed deposit remained unpaid as of December 31, 2009. The said overdue time deposit has no material impact on the capital usage and operations of our Company. We had presented the gross outstanding balance in other receivables and full provision had been made for impairment in prior years. Except for such overdue time deposit, we have no other overdue time deposit that has not been repaid. We have not encountered any difficulty in withdrawing deposits. We have placed most of our deposits with commercial banks in the PRC.

     As of December 31, 2009, we did not have any entrusted deposits placed with any financial institutions in the PRC and we did not engage in any trust business.

     In order to satisfy our operational needs, to supplement our working capital and to improve our debt structure, our Company issued RMB 3.5 billion 4.79% fixed rate notes due 2014, or the Notes, on December 16, 2009. The Notes were issued at face value and bear fixed interest at 4.79% per annum. As of December 31, 2009, we had unsecured notes payable of RMB 3,465.8 million in connection with our issuance of the Notes. See Exhibit 4.3 to this annual report for the material terms of the Notes. As of December 31, 2009, we had approximately RMB 1.5 billion in unutilized banking facilities.

Cash Flow

     Our net cash and cash equivalents in 2009 decreased by approximately RMB 445.3 million from 2008. The table below sets forth certain items in our consolidated cash flow statements for 2008 and 2009, and the percentage change in these items from 2008 to 2009.

		Year ended December 31,								Change in 2009
		2008				2009				from 2008
		(RMB thousands)
Net cash generated from operating activities			1,641,069				2,617,533				59.5	%
Net cash used in investing activities			(2,915,785	)			(2,096,154	)			(28.1	%)
Net cash (used in)/generated from financing activities			483,317				(966,680	)			(300.0	%)
Net decrease in cash and cash equivalents			(791,399	)			(445,301	)			43.7	%

     Our principal source of capital was revenue generated from operating activities and cash flow from financing activities. Our net cash inflow from operating activities increased from RMB 1,641.1 million in 2008 to RMB 2,617.5 million in 2009, representing an increase of RMB 976.5 million, mainly due to an increase in our operating profit.

     In 2009, our net cash used in investment activities decreased from RMB 2,915.8 million in 2008 to RMB 2,096 million, representing a decrease of RMB 820 million, mainly due to the decrease in expenses in connection with the purchase of CRHs and the construction of certain fixed assets and construction-in-progress relating to the Fourth Rail Line.

     In 2009, our net cash used in financing activities was RMB 966.7 million, while our net cash generated from financing activities was RMB 483.3 million in 2008. The change in our cash flows from financing activities was primarily due to the less financing need for our railway constructions and the repayment of our outstanding long-term and short-term bank borrowings in 2009.

     Our working capital was mainly used for capital expenditures, operating expenses and payment of taxes and dividends and temporary cash investments. In 2009, our expenses for the purchase of fixed assets and payments for construction-in-progress totalled RMB 1.639.7 million. In addition, we paid RMB 270.6 million for income taxes and approximately RMB 566.7 million for dividends.

     We believe we have sufficient financial resources to meet our operational and development requirements in 2010.

Item 5C. Research and Development, Patents and Licenses, etc.

     We do not generally conduct our own research and development with respect to major capital projects. In the past, in connection with our high-speed train and electrification projects, our predecessor relied upon the engineering and technical services of various research and design institutes under the MOR. In recent years, we conducted limited research and development activities in connection with the implementation of automated ticket sales, including the development of related computer software.

     We do not anticipate a significant need for research and development services in the foreseeable future, and do not expect to require any such services in connection with our other businesses. To the extent that these services are needed, we expect to engage outside service providers to satisfy this need. In connection with major engineering and construction projects, as well as major equipment acquisitions, we intend to conduct technical research and feasibility

studies with relevant engineering service organizations, so as to ensure the cost-effectiveness of our capital expenditures.

Item 5D. Trend Information

     The Pearl River Delta has been one of China’s fastest growing economic regions. We believe that various factors, including the increasing economic cooperation within the Pearl River Delta region and its adjacent areas, the “Relaxed Individual Travel” program, the improvement of the subway system in Shenzhen and Guangzhou, will continue to increase passenger travel and freight transportation within our service region. We expect the PRC government’s current economic, import and export, foreign investment and infrastructure policies to generate additional demand for transportation services in our service areas. These policies and measures may have both positive and negative effects on our business development. They are expected to promote economic growth and create new demand for our transportation services.

     At the same time, however, with the improvement of highway and waterway transportation facilities, we anticipate additional competition. In addition, the economic measures PRC government implemented to manage its economy may have an impact on our business and results of operations in 2010. In addition, any change of the benchmark interest rates set by the PRC government and the implementation of other applicable policies may have an impact on our business and results of operations in 2010.

     While the PRC government is in the progress of lessening restrictions on foreign investment, the opening up of domestic railway transportation will be gradual and we expect competition from foreign and domestic railway to be limited in the short term. However, China’s entry into the WTO may increase other Chinese coastal cities’ significance in trading. As a result, part of the freight currently transferred through ports in Hong Kong and Shenzhen may be diverted to other ports in the PRC, which could adversely affect our freight transportation business. In addition, as the PRC government lifts control over foreign investments, including allowing foreign participation in railway construction, our railway monopoly position in our service region may be challenged by foreign strategic investment. We believe that we are prepared for the challenges as well as the opportunities that have arisen or will arise with China’s accession to the WTO.

     In addition, the recent global financial crisis and economic downturn had adversely affected economies and businesses around the world, including in China. Due to the global economic downturn, the economic situation in China was severe in the second half of 2008. This change in the macro-economic conditions had an adverse impact on our business and operations by causing a decrease in the number of passengers and the volume of freight that we transported in 2009. Although the economy in China, as well as in many other places around the world, has recovered since the second half of 2009, the global financial crisis and economic downturn may continue to have a material and adverse effect on our businesses, results of operations and financial condition.

     In 2010, China’s economy is expected to grow at a comparable rate as in previous years. The reform and development of the national railway system will be accelerated. With the

strengthening economic cooperation in the Pan Pearl River Delta and the further implementation of CEPA, it is expected that there will be a continuing increase of demand in the passenger and freight transportation markets in our service territory and we will embrace favorable business environment and development opportunities. We believe that the overall transportation business will maintain a positive growth trend in 2010.

Item 5E. Off-Balance Sheet Arrangements

     There are no off-balance sheet arrangements that have or are reasonably likely to have a current or future effect on our financial condition, changes in financial condition, revenue or expenses, results of operations, liquidity, capital expenditures or capital resources that is material to investors.

Item 5F. Tabular Disclosure of Contractual Obligations

     The following table sets forth our contractual obligations, capital commitments and operating lease commitments as of December 31, 2009 for the periods indicated.

Contractual Obligations Payments Due by Period

		Payment due by period
		(RMB thousands)
						Less than 1
Contractual Obligations		Total				year				1-3 year				3-5 year				More than 5 years
Long-Term Debt Obligations			4,331,942				167,650				335,300				3,828,992				—
Capital Expenditure Obligation			248,630				236,898				11,732				—				—
Operating Lease Obligations(1)			1,258,000				74,000				148,000				148,000				888,000
Other Long-Term Liabilities Reflected on the Company’s Balance Sheet under IFRS			231,939				57,172				101,650				70,342				2,775
Total			6,070,511				535,720				596,682				4,047,334				890,775

     Based on the current progress of our new projects, we estimate that our capital expenditures for 2010 will amount to approximately RMB 2.0 billion, which consists primarily of the following projects:

	•		constructing new ancillary facilities for the Guangzhou-Shenzhen Fourth Rail Line;
	•		constructing the Buji passenger station; and
	•		upgrading the supporting facilities to improve safety for railway transportation.

Item 5G. Safe Harbor

Safe Harbor

     See “Forward-Looking Statements.”

ITEM 6. DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES

Item 6A. Directors and Senior Management

Directors

     Our board of directors is composed of six non-independent directors and three independent directors. Except for Mr. Xu Xiaoming, Mr. Guo Zhuxue, Mr. Li Liang, Mr. Luo Qing and Mr. Shen Yi, all the other current directors were elected or re-elected at our annual shareholders’ general meeting held on June 26, 2008 by cumulative voting. Mr. Xu Xiaoming and Mr. Guo Zhuxue were elected as directors at our annual shareholders’ general meeting held on June 22, 2010. Mr. Li Liang and Mr. Luo Qing were elected as directors at our annual shareholders’ general meeting held on June 25, 2009 and Mr. Shen Yi was elected as director at our shareholders’ extraordinary general meeting held on December 4, 2008. The business address of each of our directors is No. 1052 Heping Road, Shenzhen, People’s Republic of China 518010.

     The table below sets forth the information relating to our directors as of June 22, 2010:

								Date First Elected or
Name		Age				Position		Appointed
Xu Xiaoming			55			Chairman of the Board of Directors			2010
Guo Zhuxue			43			Director			2010
Shen Yi			55			Director and General Manager			2008
Li Liang			50			Director			2009
Yu Zhiming			51			Director			2008
Luo Qing			45			Director			2009
Dai Qilin			42			Independent Director			2008
Wilton Chau Chi Wai			48			Independent Director			2004
Lv Yuhui			55			Independent Director			2008

     Xu Xiaoming, age 55, joined our Company in June 2010 and is the Chairman of our Board of Directors. Mr. Xu holds a bachelor’s degree and is a senior engineer. Mr. Xu started working in the railway industry in 1973 and has more than 35 years’ experience in transportation management. Prior to joining our Company, Mr. Xu has served various senior management positions with Zhengzhou Railway Bureau and the Transport Bureau of the MOR. Immediately before joining our Company, Mr. Xu worked as the Chief Dispatch Officer of the MOR. In May 2010, Mr. Xu was appointed as Chairman of GRGC.

     Guo Zhuxue, age 43, joined our Company in June 2010 and is a director of our Company. Mr. Guo holds a bachelor’s degree and is a senior engineer. Mr. Guo has extensive experience in

the operation and organization of railway transportation. Mr. Guo previously held various managerial positions with the Transport Bureau of the MOR. He has been acting as the Vice Chairman and general manager of GRGC since January 2008.

     Shen Yi, age 55, joined our Company in October 2008 and is a Director and the General Manager of our Company. Mr. Shen graduated from the Northern Jiaotong University (currently known as Beijing Jiaotong University) with a bachelor’s degree in Transportation. Mr. Shen has over 30 years experience in railway transportation management in China. He previously was the general manager of Hong Kong Qiwen Trade Company Limited, Guangmeishan Railway Company Limited and Huaihua Railway Company. Before joining our Company, he was the general manager of Shichang Railway Company Limited.

     Li Liang, age 50, joined our Company in June 2009 and is a Director of our Company. He is a university graduate and an engineer. Mr. Li previously served in various positions including head of Anyang Engineering Section and Xinxiang Engineering Section of Xinxiang Sub-bureau of Zhengzhou Railway Bureau, deputy head of Zhengzhou Sub-bureau and Wuhan Sub-bureau of Zhengzhou Railway Bureau and deputy head of Wuhan Railway Bureau. He has been an executive deputy general manager of GRGC since December 2006.

     Yu Zhiming, age 51, joined our Company in June 2008 and is a Director of our Company. He has a university qualification and a master’s degree in Engineering. He is a senior accountant with numerous years of experience in finance. He was the director of the finance sub-division of Wuhan Railway Sub-bureau of Zhengzhou Railway Bureau. From 2005 to 2006, he was the director of the finance division and capital settlement center of Wuhan Railway Bureau. He was a standing vice director of the capital settlement center of the MOR from September 2006 to April 2008. Mr. Yu has been the chief accountant of GRGC since April 2008.

     Luo Qing, age 45, joined our Company in June 2009 and is a Director of our Company. Mr. Luo graduated with a bachelor’s degree in Economic Management from the Correspondence Institute of the Party School of the Central Committee of the Chinese Communist Party. He has served in various positions including athlete, coach and secretary-general of Guangdong provincial sports team, trade union of Guangzhou Sub-bureau of Guangdong Railway Bureau, trade union of Yangcheng Railway Company, Locomotive Sports Association of Yangcheng Railway Company and Locomotive Sports Association of GRGC. From April 2006 to November 2008, he was the chief of the organization division of the trade union of GRGC. He has been the chairman of trade union of our Company since November 2008.

     Dai Qilin, age 42, joined our Company in June 2008 and is an independent non-executive Director of our Company. Mr. Dai holds a master’s degree in Accounting. Mr. Dai is a senior accountant and is qualified to practice as a PRC certified public accountant and a PRC certified public appraiser. Mr. Dai has served in various professional positions in the finance department of the MOR from 1986 to 1997. Mr. Dai is currently the managing director of Beijing Zhongluhua Certified Public Accountants Limited and also a supervisor of Beijing Zhongluhuafeng Project Consultancy Co., Ltd. Prior to his joining Beijing Zhongluhua Certified Public Accountants in April 2001, he was an accountant, senior accountant and deputy head of Beijing Huafeng Certified Public Accountants Limited from 1997 to 2001.

     Wilton Chau Chi Wai, age 48, joined our Company in June 2004 and is an independent non-executive Director of our Company. Dr. Chau obtained a bachelor’s degree in Applied Mathematics from the University of Hong Kong, a bachelor of laws degree from the University of Wolverhampton, a master of business administration degree from the University of Wales and a doctorate of business administration degree from the University of Newcastle in Australia. Dr. Chau is a fellow member of the Association of Chartered Certified Accountants and a member of Singapore Institute of Arbitrators. Since 1987, Dr. Chau has served in senior positions in various financial institutes overseeing investment and development in railway, road and airport infrastructure projects. Dr. Chau is currently chairman of QLeap Venture Limited and managing partner of QLeap Asia Limited. Dr. Chau also serves several companies as board advisor or director, including CL Shield Foundation Ltd., Zhiduosheng Digital Technology Co., Ltd. and Shenzhen Tianlang Times Technology Co. Ltd.

     Lv Yuhui, age 55, joined our Company in June 2008 and is an independent non-executive Director of our Company. Mr. Lv holds a postgraduate degree from the Department of Finance and Trading of the Chinese Academy of Social Science. Mr. Lv is a senior accountant. Mr. Lv is currently the deputy general manager and chief accountant of Beijing Jingtie North Investment Management Company, chief financial officer and deputy general manager of China Railway Joint Logistics Company Limited, and a director of Inner Mongolia China Railway Tailida Joint Logistics Company Limited. Mr. Lv also served as general manager of Beijing Railway International Travel Agency Company Limited, as chief accountant of Beijing Jingtie International Travel Agency Company Limited and as chief accountant of Huayun Travel Investment (Group) Company Limited.

Supervisors

     The table below sets forth the information relating to our supervisors as of June 22, 2010:

								Date First Elected
Name		Age				Position		or Appointed
Xu Ling			54			Chairman of the supervisory committee			2010
Chen Shaohong			43			Supervisor			2008
Wang Jianping			53			Supervisor			2008
Li Zhiming			49			Supervisor			2005
Xu Huiliang			47			Supervisor			2010
Liu Xilin			54			Supervisor			2008

     Xu Ling, age 54, joined our Company in June 2010 and is the Chairman of the Supervisory Committee of our Company. Mr. Xu holds a bachelor’s degree. Mr. Xu started his career in the railway industry in 1977 and has more than 30 years’ experience in railway transportation management. He previously held various managerial positions with GRGC and Huaihua Railway Company. Mr. Xu has been a member of the senior management of GRGC since March 2010.

     Chen Shaohong, age 43, joined our Company in June 2008 and is a Supervisor of our Company. Mr. Chen graduated from South China Normal University and is an economist. From 2001, he was a deputy chief and also chief of the structural reform division of the corporate

management office, deputy head of the corporate management office, and deputy chief and chief of the corporate and legal affairs division of GRGC. Since June 2008, he has served as the deputy chief economist of GRGC.

     Wang Jianping, age 53, joined our Company in June 2008 and is a Supervisor of our Company. Mr. Wang graduated from the Party School of CPC, majoring in Economics and Management. In 1974, Mr. Wang joined the railway departments and served in various managerial positions in GRGC since then. Since June 2007, Mr. Wang has been the director of the human resources department of GRGC.

     Li Zhiming, age 49, joined our Company in May 2005 and is a Supervisor of our Company. Mr. Li graduated from the Party School of CPC, majoring in Economics and Management and is an accountant. Since 1981, Mr. Li has served in various managerial positions in Hengyang Railway Sub-administration and Changsha Railway Company. From 1996 to March 2005, he served as the chief of the finance sub-division of Changsha Railway Company. Since April 2005, Mr. Li has been the head of the audit department of GRGC.

     Xu Huiliang, age 47, joined our Company in 1992 and is a Supervisor of our Company. Mr. Huang graduated from the Southwest Jiaotong University, majoring in Computer Science and Technology. Mr. Xu holds a master’s degree in engineering and is a senior engineer. Mr. Xu has extensive experience in working in the railway-related information and technology industry and has developed and completed numerous computer engineering projects. Mr. Xu was named as the “Expert entitled to Special Allowance from the State Council” in 2001. Mr. Xu has been the chief of the technology division of our Company since March 2009. Mr. Xu has been elected as a Supervisor by the employee representatives of our Company since June 2010.

     Liu Xilin, age 54, joined our Company in January 2007 and is a Supervisor of our Company. Mr. Liu graduated from the Party School of the CPC and majored in Economics and Management. He has served as the deputy station master of Dalang, director of Enterprise Management Office of Yangcheng Railway Company, and section head of Guangzhou North Rolling Stock Section. Mr. Liu has served as the section head of Guangzhou Rolling Stock Section since January 2007 and has been elected as a Supervisor by the employee representatives of our Company since April 2008.

Senior Management

     The table below sets forth information relating to our senior management as of June 22, 2010:

Name		Age		Position		Date First Elected or Appointed
Shen Yi		55		General Manager		2008
Mu Anyun		50		Deputy General Manager		2009
Tang Xiangdong		41		Chief Accountant		2008
Guo Xiangdong		44		Company Secretary		2004

     Shen Yi is our Director and General Manager.

     Mu Anyun, age 50, joined our Company in February 2009 and is a Deputy General Manager of our Company. Mr. Mu obtained a master’s degree in Business Management from Macau University of Technology and Science and is an economist. In 1981, Mr. Mu joined the railway industry and has served in various managerial positions in Guangzhou Railway Bureau and GRGC. From May 2000 to February 2009, he served as Director and Deputy General Manager of Guangmeishan Railway Company Limited. Since February 2009, he has served as Deputy General Manager of our Company.

     Tang Xiangdong, age 41, is Chief Accountant of our Company. Mr. Tang obtained a master’s degree in Business Management from Jinan University and is a senior accountant. In June 1990, Mr. Tang joined the railway departments and has served in various managerial positions in the labor and capital department, diversified business department and capital settlement center. From March 2006 to December 2008, he served as the director of the accounting department. Since December 2008, Mr. Tang has served as the Chief Accountant of our Company.

     Guo Xiangdong, age 44, is Company Secretary. Mr. Guo graduated from Central China Normal University with a bachelor’s degree in Laws and a master’s degree in Business Administration. Mr. Guo is an economist. He joined our Company in 1991 and has served as Deputy Section Chief, Deputy Director and Director of Secretariat of the Board. Mr. Guo has been Company Secretary of our Company since January 2004.

Additional Information

     Our non-independent directors, members of our supervisory committee and senior management also serve as the directors, supervisors or senior management members in other companies as follows:

Name		Position
Xu Xiaoming		Chairman of the Board of Directors of:
		•    GRGC
		•    Guangdong Pearl Delta Inter-city Railway Transportation Company Limited
		•    Guangmeishan Railway Company Limited
		•    Sanmao Railway Company Limited
		•    Shichang Railway Company Limited
		•    Yuehai Railway Company Limited
		•    Guangzhu Railway Company Limited
		•    Hainan Donghuan Railway Company Limited
		•    Xiashen Railway Guangdong Company Limited
		•    Ganshao Railway Company Limited
		•    China Railway (Hong Kong) Holdings Company Limited
Guo Zhuxue		Chairman of the Board of Directors of:
		•    Hukun Railway Passenger Line Hunan Company Limited
		Vice Chairman of the Board of Directors and General Manager of:

Name		Position
		•    GRGC
Shen Yi		Director of:
		•    Guangzhou Tiecheng Industrial Company Limited
Li Liang		Executive Deputy General Manager of:
		•    GRGC
Yu Zhiming		Chairman of the supervisory committee of:
		•    Yuehai Railway Company Limited
		•    Guangshengang Passenger Line Company Limited
		•    Guangdong Pearl Delta Inter-city Railway Transportation Company Limited
		•    Maozhan Railway Company Limited
		Director of:
		•    Guangmeishan Railway Company Limited
		•    Sanmao Railway Company Limited
		•    Shichang Railway Company Limited
		•    Hainan Donghuan Railway Company Limited
		•    Hukun Railway Passenger Line Hunan Company Limited
		•    Ganshao Railway Company Limited
		•    China Railway Container Transportation Company Limited
		•    China Railway Special Goods Transportation Company Limited
		Supervisor of:
		•    Guangzhu Railway Company Limited
		Chief Accountant of:
		•    GRGC
Xu Ling		Chairman of the supervisory committee of:
		•    Guangmeishan Railway Company Limited
		•    Sanmao Railway Company Limited
		Supervisor of:
		•    Guangzhu Railway Company Limited
Chen Shaohong		Director of:
		•    Yuehai Railway Company Limited
		•    Guangdong Tieqing International Travel Agency Limited
		•    Guangmeishan Railway Company Limited
		•    Xiashen Railway Guangdong Company Limited
		•    Jinyue Railway Company Limited
		•    Sanmao Railway Enterprise Development Company Limited
		Chairman of the supervisory committee of:
		•    Shichang Railway Company Limited
		•    Hukun Railway Passenger Line Hunan Company Limited

Name		Position
		Supervisor of:
		•    Hainan Donghuan Railway Company Limited
		•    Ganshao Railway Company Limited
		•    Sanmao Railway Company Limited
		•    China Railway Express Co., Ltd.
Li Zhiming		Chairman of the supervisory committee of:
		•    Guangdong Tieqing International Travel Agency Company Limited
		•    Beijing Xingguangji Economy and Trade Company Limited
		•    Guangzhou Tiecheng Industrial Company Limited
		Supervisor of:
		•    Sanmao Railway Company Limited
		•    Sanmao Railway Enterprise Development Company Limited
		•    Guangmeishan Railway Company Limited
		•    Hukun Railway Passenger Line Hunan Company Limited
		•    Xiashen Railway Guangdong Company Limited
		•    Ganshao Railway Company Limited
		•    Guiguang Railway Company Limited
		•    Nanguang Railway Company Limited
		•    Jinyue Railway Company Limited
		•    Yuehai Railway Company Limited
		•    Shichang Railway Company Limited
		•    Hong Kong Qiwen Company
Tang Xiangdong		Supervisor of:
		•    Guangdong Tiecheng Industrial Company Limited

     The lines operated by Guangmeishan Railway Company, Sanmao Railway Company, Shichang Railway Company, Yuehai Railway Company and Shenzhen Pingnan Railway Company are all local railroads. Sanmao Railway Enterprise Development Company and Guangdong Tieqing International Travel Agency Company are subsidiaries of GRGC. Guangzhou Tiecheng Industrial Company is our joint venture partner. We are currently involved in certain legal proceedings relating to this joint venture. See “Item 8A.7—Legal Proceedings” for details of such legal proceedings.

Item 6B. Board Compensation

Directors and Senior Management

     Total remuneration of our directors, supervisors and senior management members during

2009 included wages, bonuses, other schemes and allowances. Directors or supervisors who are also officers and employees of our Company receive certain other benefits in kind from GRGC, GEDC or us, such as subsidized or medical insurance, housing and transportation, as customarily provided by the railway companies in the PRC to their employees.

     The aggregate amount of cash remuneration paid by our Company in 2009 to all individuals who are our directors, supervisors and senior management members was approximately RMB 3.6 million, of which approximately RMB 3.2 million was paid to our non-independent directors and supervisors and approximately RMB 0.4 million was paid to the independent non-executive directors.

     The aggregate amount of cash remuneration we paid during the year ended December 31, 2009 for pension and retirement benefits to all individuals who are currently our directors, supervisors and senior management members was approximately RMB 0.2 million.

Interests of Our Directors, Supervisors and Other Senior Management in Our Share Capital

     As of December 31, 2009, there was no record of interests or short positions (including the interests or short positions which were taken or deemed to have under the provisions of the Hong Kong Securities and Futures Ordinance) held by our directors or supervisors in our shares, debentures or other securities, or securities of any of our associated corporation (within the meaning of the Hong Kong Securities and Futures Ordinance) in the register required to be kept under section 352 of the Hong Kong Securities and Futures Ordinance. We had not received notification of such interests or short positions from any of our directors or supervisors as required to be made to us and the HKSE pursuant to the Model Code for Securities Transactions by Directors of Listed Companies in Appendix 10 to the HKSE Listing Rules. We have not granted any of our directors or supervisors, or any of their respective spouses or children under the age of 18, any right to subscribe for any of our shares or debentures.

Service Contracts of Our Directors and Supervisors

     Each of our directors and supervisors has entered into a service agreement with us. Except as disclosed, no other service contract has been entered into between any of our subsidiaries or us on one hand, and any of our directors or supervisors on the others, that cannot be terminated by us within one year without payment of compensation (other than statutory compensation).

Contracts Entered into by Our Directors and Supervisors

     None of our directors or supervisors had any direct or indirect material interests in any contract of significance subsisting during the year ended on December 31, 2009 or at December 31, 2009 to which we or any of our subsidiaries was a party.

Remuneration of Our Directors and Supervisors

     The level of remuneration of our directors and supervisors was determined by reference to various factors, including the prevailing rates of remuneration in Shenzhen, where we are located, and the job nature of each of our directors and supervisors. The remuneration and

annual incentive of the Directors and the Supervisors will be considered and recommended by the Remuneration Committee and will be approved and authorized by the shareholders at shareholders’ general meetings of our Company. No Director or Supervisor is involved in determining his own remuneration.

Item 6C. Board Practices

Board of Directors

     In accordance with our currently effective Articles of Association, our board of directors comprises nine directors, one of whom is the chairman. Directors are appointed at our shareholders’ general meeting through voting, and serve for a term of three years. Upon the expiration of the term of their office, they can serve consecutive terms if re-appointed at the next shareholders’ general meeting. The service contracts that we have entered into with our directors do not provide for any payment of compensation upon termination.

Supervisory Committee

     We have a supervisory committee consisting of five to seven supervisors. Supervisors serve a term of three years. Upon the expiration of their terms of office, they may be re-appointed to serve consecutive terms. The supervisory committee is presided over by a chairman who may be elected or removed with the consent of two-thirds or more of the members of the supervisory committee. The term of office of the chairman is three years, renewable upon re-election. Our supervisory committee currently consists of four representatives of the shareholders who may be elected or removed by our shareholders’ general meeting, and two representatives of our employees who may be elected by our employees at the employees’ congress or employees’ general meeting or through any other democratic means. Members of our supervisory committee may also attend meetings of the board of directors. The current members of our supervisory committee are: Xu Ling, Wang Jianping, Chen Shaohong, Li Zhiming, Xu Huiliang and Liu Xilin. Mr. Xu Ling was elected as a Supervisor of our Company as a shareholder representative at our annual shareholders’ general meeting held on June 22, 2010. The other three shareholder representatives of our supervisory committee were elected or re-elected at the annual shareholders’ general meeting held on June 26, 2008. Mr. Liu Xilin and Mr. Xu Huiliang were elected as the Supervisors of our Company as employee representatives at the employees’ congress held in April 2008 and June 2010, respectively. The term of these supervisors is 3 years. Our supervisory committee held four meetings during the year ended December 31, 2009, at which resolutions concerning identified key issues were passed and notified to our board of directors. Our supervisors attended shareholders’ general meetings, meetings of our board of directors and other important meetings concerning our operation during the year ended December 31, 2009. Our supervisory committee reviews the report of our directors, the financial report and proposed profit distribution presented by our board of directors at our annual general meeting of shareholders.

     Supervisors attend board meetings as non-voting members. The supervisory committee is accountable to the shareholders’ general meeting and has the following duties and responsibilities:

	•		to examine the Company’s financial situation;
	•		to supervise the performance of duties of the directors, general manager, deputy general managers and other senior management; to propose the dismissal of directors, general manager, deputy general managers and other senior management who have violated any law, administrative regulations, the Articles of Association or resolutions of the shareholders’ general meetings;
	•		to demand a director, general manager, deputy general manager or any other senior management to rectify such breach when the acts of such persons are harmful to the Company’s interest;
	•		to propose the convening of shareholders’ general meetings, and to convene and chair the shareholders’ general meetings if the board of directors fails to perform this duty as stipulated in the Articles of Association;
	•		to propose motions to shareholders’ general meetings; and
	•		to initiate legal proceedings against any director, general manager, deputy general manager and other senior management in accordance with Article 152 of the Company Law.