於約 2248 時，往烏溪沙方向的 WKS066 號班車於紅磡站開出，準備駛入何文田站時，駕駛室的電腦顯示列車的「集電弓」自動降下，代表列車與架空電纜的接觸點可能出現異常
同一時間，架空電纜的安全裝置啟動，使柯士甸至宋皇臺一段的牽引電流跳掣，列車車長即時通知車務控制中心處理，並將列車繼續駛往何文田站，以便讓乘客有序從月台離開車廂
車務控制中心再安排另一班列車停止服務後，接載車站職員檢查架空電纜的情況，他們發現剛性電纜（Overhead Rigid Conductor Rail）頂部的接地綫鬆脫
車務控制中心便將啟德至紅磡一段改為單綫雙程行車，讓工程人員搶修，並以維持全綫列車服務，確保乘客深夜能接駁其他行車綫和輕鐵路綫
及後，工程人員發現接地綫鬆脫乃由於有組件鬆脫所致，於剛性電纜上乃十分罕見，而此路段過去三年一直在有列車運作的情況下，亦未曾出現明顯的異常，因此工程人員會與電纜的法國生產商阿爾斯通，詳細了解事故起因，避免同樣問題再次發生
At about 2248 hours, in-cab displays on the Wu Kai Sha bound service WKS066 indicated that its pantographs had automatically lowered when the train was approaching Ho Man Tin Station, which might suggest irregularities at the contact points between the train and the overhead power lines
Safety devices of the overhead power lines were activated simultaneously and the traction current supply was tripped between Austin and Sung Wong Toi. The train captain immediately reported the situation to the Operations Control Centre and endeavoured to move the train to Ho Man Tin Station in order to let passengers to exit in an orderly fashion
The Operations Control Centre then took another train out of service and used it to carry station staff to inspect the overhead power lines. It was then discovered that the earthing wire that was usually atop the Overhead Rigid Conductor Rail had become detached
Single line traffic had been implemented between Kai Tak and Hung Hom by the Operations Control Centre. This allowed emergency repair to be carried out whilst maintaining train services across the entire line to enable connections with other running lines and Light Rail routes late at night
Engineers later found the cause of the issue to be the loosening of parts, which was something rarely seen on Overhead Rigid Conductor Rail. There had been no significant abnormalities during the past three years when trains had been operating at the incident section. As the next step, engineers will follow up the cause closely with the French manufacturer Alstom to prevent future re-occurrences
