The International Development of China

In regard to the question of remuneration, the development of Canton as a world port will be the most profitable undertaking of the kind in the International Development Scheme.Because, besides its commanding position as a commercial metropolis and its possession of advantageous facilities as a manufacturing center of South China, a modern residential city is in great demand in this part of the country.The well-to-do people and merchants of this rich delta as well as those retired Chinese merchants and millionaires abroad all over the world are very eager to spend their remaining days at home.But owing to the lack of modern conveniences and comforts they reluctantly remain in foreign countries.Thus to build a new city with modern equipments for residential purposes alone, in Canton, would pay splendidly.The land outside of Canton is at present about 200 dollars a mow.If the land marked off for the future city of Canton should be taken up by the State on the same basis as elsewhere in this International Development Scheme, immediately after the streets are laid out and improvements made, the price of land would rise from ten to fifty times its original value.

The landscape of the environment of Canton is exceptionally beautiful and charming.It is an ideal place for planning a garden city with attractive parks.The location of the city of Canton resembles that of Nanking but is of greater magnitude and beauty.It possesses three natural elements—deep water, high mountains, and vast extent of level land which furnish facilities for an industrial and commercial center and provide as well natural scenery for the enjoyment of man.The beautiful valleys and hills of the northern shore of the Pearl River could be laid out for ideal winter resorts and the high mountain tops could be utilized for summer resorts.

Within the city limits at the northwest corner, a rich coal field has been found.When the coal is mined and modern plants for generating electricity and producing gas are provided, then cheap electricity and gas could be had for transportation, for manufacturing, for lighting, heating, and cooking purposes.And so the present wasteful methods of transportation, and expensive fuels for manufacturing and cooking for the populous city of Canton can be done away with entirely.Thus great economic wonders could be wrought by such improvements.The present population of Canton is over a million and if our development plan is carried out, this city would grow in leaps and bounds within a very short time.The population will become greater than any other city and the profit of our undertaking will become correspondingly large.

PART II
The Improvement of the Waterway System of Canton

The most important waterway system in South China is the Canton system.Besides this the others are not of much importance and will be dealt with elsewhere with their ports.In dealing with the Canton system of waterways, I have to divide it as follows:

a.The Canton Delta

To improve the Canton Delta we have to consider the proposition from three points of view: First, the problem of flood prevention; second, the problem of navigation; and third, the problem of reclamation.Each of these problems affects the others so the solution of one will help that of the others.

First, the problem of flood prevention.The frequent repetition of floods in recent years has wrought great disasters to the people in the neighborhood of Canton.It has destroyed lives by the thousands and property by the millions.The part which suffers most is the country between Canton and Lupao, lying just immediately north of the Canton Delta. This fatal spot is, I think, created by the silting up of the main outlet of the North River immediately below Sainam. On account of this, the North River has to find its outlets through the West River by the short canal at Samshui and through two small streams one from Sainam, and another from Lupao. The former runs in a northeasterly direction and the latter in a southeasterly direction and they join at Kuanyao. From this point, the river takes a northeasterly course as far as Kumli, thence, turning southeast, passes the west suburb of Canton. Since the North River is silted up below Sainam, its channel above that spot is also getting shallower every year. At present the river above Samshui city is only about four or five feet deep. When the North River rises its water generally finds its way into the West River through the Kongkun Canal. But if the West River should rise at the same time, then there would be no outlet for the North River and its water would accumulate until it overflowed its dikes above and below Lupao. This would naturally cause the dikes to break at some point and allow the water to rush out and flood the whole country that is meant to be protected by these dikes. The remedy for the North River is to reopen the main outlet below Sainam and have the whole channel dredged deep from Tsingyuen to the sea. Fortunately, in our improvement of the navigation of the Canton Delta, we have to do the same thing; so this one work will serve two purposes.

The remedy for the West River is that the shallow part just at its junction with the sea between Wangkum and Sanchoo Islands should be trained by walls on both sides—a long one on the left, and a short one on the right—so as to concentrate the current to cut the river bed here to a depth of twenty feet or more. In this way, a uniform depth is secured, for after passing the Moto Entrance the West River has an average depth of 20 to 30 feet right along its whole course through this delta. With a uniform depth all the way to the sea, the undercurrent will run quickly and drain off the flood water more rapidly. Besides the deepening process, both shores should be regulated so as to give a uniform width to the channel. Midstream shoals and islands should be removed.

The East River Valley does not suffer so severely from floods as those of the other two rivers, the West and the North, and its remedy will be provided in the regulation of the river for navigation.This will be dealt with in that connection.

Second, the problem of navigation in the Canton Delta in connection with the three rivers.In dealing with this question we commence with the West River.In former days the traffic between the West River Valley and Canton always passed through Fatshan and Samshui, a distance of about 35 miles.But since the silting up of the Fatshan Channel below Sainam, the traffic has to take a great detour by descending the Pearl River southeastward as far as Fumen, then turn northwest into the Shawan Channel, then southeast into the Tamchow Channel, and then west into the Tailiang Channel and south into the Junction Channel and Maning Reach. Here it enters into the West River and runs a northwesterly direction up to Samshui Junction on this river. The whole journey covers a distance of about 95 miles, which compared with the old route is longer by 60 miles. The traffic between Canton and the West River Valley is very great. At present there are many thousands of steam launches plying between Canton City and the outlying districts, and more than half of that number are carrying traffic to and fro on the West River. Every boat has to run 95 miles on each trip whereas if the channel between Samshui and Canton is improved, the distance would be only 35 miles. What a great saving it will be!

In our project to improve the Canton Approach and Harbor, I suggested the draining of a deep channel from the sea to Whampoa and from Whampoa to Tamchow Channel.We now have to prolong this channel from its Tamchow Junction up to Samshui Junction on the West River.This Channel should be made at least 20 feet deep so as to join the deeper water of the West River above the Samshui Junction.And the same depth should be maintained in the North River itself some distance above Samshui, so as to give facility for the navigation of larger vessels up the river when the whole waterway is improved.

To improve the East River for navigation in the Canton Delta we should concentrate the current of its estuaries into one single outlet by using the right channel which joins the Pearl River at Davids Island, thus deepening the channel as well as shortening the distance between Canton and the East River districts when the upper part of the river is improved.

Another improvement in the Canton Delta for navigation is the opening of a straight canal between Canton City and Kongmoon so as to shorten the passage of the heavy traffic between this metropolis and the Szeyap districts.This canal should begin by straightening the Chanchun Creek south of Canton as far as Tsznai.Then crossing the Tamchow Channel it should enter into the Shuntuck Creek and follow this creek to its end emerging into the Shuntuck Branch at right angles.From there, a new canal must be cut straight to the turn of the Tailiang Channel near Yungki, then the canal should follow this channel through Yellow Reach as far as the Junction Bend.Here another new canal must be cut through to the Hoichow Creek, then it should follow Kuchan Channel to the main channel of the West River, and crossing it enter into the Kongmoon Branch.Thus, a straight canal can be formed between Canton and Kongmoon.In order to understand the improvement of the Canton Delta more clearly see Maps XIV and XV.

Third, the problem of reclamation.A very profitable undertaking in the Canton Delta is the reclamation of new land.This process has been going on for centuries.Many thousands of acres of new land are thus being added to cultivation from year to year. But hitherto all the reclamation has been effected by private enterprise only, and there are no regulations for it. So sometimes this private enterprise causes great detriment to public welfare such as blocking up navigable channels and causing floods. A glaring case is the reclamation work just above the Moto Islands, which blocks more than half of the Main Channel of the West River. In the regulation of the West River, I propose to cut this new land away. In order to protect the public welfare, the reclamation work in this Delta must be taken up by the State and the profits must go to defray the expenses of improving this waterway system for navigation, as well as for the prevention of floods. At present, the area that can be gradually reclaimed is large in extent. On the left side of the Canton Estuary, the available area is about 40 square miles, and on the right side, about 140 square miles. On the estuaries of the West River from Macao to Tongkwa Island, there is an available area of about 200 square miles. Of the 380 square miles, about one fourth would be ready for reclamation within the next ten years. That is to say about 95 square miles could be reclaimed and put to cultivation within a decade. As one square mile contains 640 acres and one acre six mow, so 95 square miles will be equal to 364,800 mow. As cultivated land in this part of China generally costs more than fifty dollars a mow, so, if fifty dollars be taken as the average rate, the value of these 364,800 mow would amount to $18,240,000. This will help a great deal to defray the expenses of improving the waterway for navigation and for preventing floods in this Delta.

b.The West River

The West River is at present navigable for comparatively large river steamers up to Wuchow, a distance of 220 miles by water from Canton, and for small steamers up to Nanning, a distance of 500 miles from Canton, at all seasons.As for small crafts, the West River is navigable in most of its branches, west to the Yunnan frontier, north to Kweichow, northeast to Hunan and the Yangtze Valley by the Shingan Canal.

In improving the West River for navigation I shall divide the work into subsections as follows:

(1) From Samshui to Wuchow.

(2) From Wuchow to the junction of the Liukiang.

(3) Kweikiang or the North Branch of the West River from Wuchow to Kweilin and beyond.

(4) The South Branch from Shunchow to Nanning.

(1) From Samshui to Wuchow.This part of the West River is generally deep and does not need much improvement for vessels up to ten-foot draught excepting at a few points.The midstream rocks should be blasted and removed and sand banks and dilating parts should be regulated by submerged dikes to secure a uniform channel and to make the velocity of the current even, so that a stable fairway could be maintained all the year round. The traffic of this river would be sufficiently great to pay for all the improvements which we propose to make.

(2) From Wuchow to the Junction of the Liukiang.At this junction, a river port should be built to connect the deep navigation from the sea and the shallow navigation of Hungshui Kiang and the Liukiang which penetrate the rich mineral districts of Northwest Kwangsi and Southwest Kweichow.This port will be about fifty miles from Shunchow which is the junction of the Nanning branch of the river.So here, we have only to improve a distance of fifty miles, for the improvement of the river between Shunchow and Wuchow will be included in the plan for the Nanning Port.Dams and locks would be necessary to make this part of the river navigable for ten-foot draught vessels.But these dams at the same time would serve the purpose of producing water power.

(3) Kweikiang or the North Branch of the West River from Wuchow to Kweilin and beyond.As Kweikiang is smaller, shallower and has more rapids along its course, so its improvement will be more difficult than that of the other parts of the waterway.But this will be a very profitable proposition in this Southern waterway project, for this river not only serves the purpose of transportation in this rich territory but will also serve as a passage for through traffic between the Yangtze and the West River valleys. The improvement should commence from the junction at Wuchow up to Kweilin, and thence upward to the Shingan Canal, then downward to the Siang River, and thereby connecting with the Yangtze River. A series of dams and locks should be built for vessels to ascend to the inter-watershed canal and another series should descend on the other side. The expenses of building these two series of dams and locks could not be estimated until accurate surveys are made. But I am sure this project will be a paying one.

(4) From Shunchow to Nanning.This portion of the Yuhkiang is navigable for small steamers up to Nanning, the center of commerce in South Kwangsi.From Nanning small crafts can navigate through the Yuhkiang as far as the east border of Yunnan, and through Tsokiang as far as the north border of Tongking.If this waterway be improved up to Nanning, then it would be the nearest deep river port for the rich mineral districts of the whole southwest corner of China, which includes the whole province of Yunnan, a greater part of Kweichow and half of Kwangsi.The immediate neighborhood of Nanning is also very rich in minerals, such as antimony, tin, iron, coal and also in agricultural products.So to make Nanning the head of a deep water communication system will be a paying proposition.To improve the waterway up to Nanning, a few dams and locks along its course will have to be built for vessels of ten-foot draught to go up as well as for water power.The expense for this work cannot be estimated without detailed surveys but it would probably be much less than the improvement of Kweikiang from Wuchow to the Shingan Canal.

c.The North River

The North River from Samshui to Shiuchow is about 140 miles long.The greater part of its course is confined in the hilly districts, but after it emerges from the Tsingyuen Gorge it comes into a wide, open country, which connects with the plain of Canton.Here the dangerous floods occur most often.Since the silting up of its proper outlet below Sainam, the North River from that point up to the gorge has become shallower every year, so the dikes at the left side, that is, on the side of the plain, often break thus causing the inundation of the whole plain above Canton.Thus the regulation of the river at this part has two aspects to be considered: First, the prevention of floods and second, the improvement for navigation.In dealing with the first aspect nothing could be better than deepening the river by dredging.In the improvement of the Canton Approach and Harbor and also of the Canton Delta, we have to cut a deep channel right from the deep sea up to Sainam.In the improvement of the lower part of the North River, we have simply to continue the cutting process higher up until we have a deep channel, say 15 to 20 feet as far as the Tsingyuen Gorge, either by artificial or natural means.By this deepening of the bottom of the river, the present height of the dikes will be quite enough to protect the plains from being flooded.

In dealing with the second aspect, as we have already deepened the part of the river from Sainam to the Tsingyuen Gorge for flood prevention, we have at the same time solved the navigation question.It has now only the upper part to be dealt with.I propose to make this river navigable up to Shiuchow, the center of commerce as well as the center of the coal and iron fields of Northern Kwangtung.To improve the part above the gorge for navigation, dams and locks should be built in one or two places before a ten-foot draught vessel can ascend up to that point.Although this river is parallel with the Hankow-Canton Railway, yet if the coal and iron fields of Shiuchow are properly developed, a deep waterway will still be needed for cheap transportation of such heavy freight as iron and coal to the coast.So to build dams for water power and to construct locks for navigation in this river will be a profitable undertaking as well as a necessary condition for the development of this part of the country.

d.The East River

The East River is navigable for shallow crafts up to Laolung Sze, a distance of about 170 miles from the estuary at the lower point of Davids Island near Whampoa.Along its upper course, rich iron and coal deposits are found.Iron has been mined here since time immemorial.At present most of the utensils used in this province are manufactured from the iron mined. So to make a deep navigable waterway up to these iron and coal fields will be most remunerative.

To improve the East River for navigation as well as for flood prevention, I propose to start the work at the lower point of Davids Island as stated in the improvement of the Canton Approach.From here, a deep channel should be dredged up to Suntang, and a mile above that point a new channel should be opened in the direction of Tungkun city, by connecting the various arms of water between these two places and joining the left branch of the East River immediately above Tungkun city.All other channels leading from this new channel to the Pearl River should be closed up to normal water level so as to make these closed-up channels serve as flood outlets in rainy seasons.Thus by blocking up the rest of the estuaries of the East River, all the water would form one strong current which would dredge the river bottom deeper, and maintain the depth permanently.The body of the river should be trained to a uniform width right along its course up to tidal point, and above this point, the river should be narrowed in proportion to its volume of water.Thus the whole river would dredge itself deep far up above Waichow city.The railway bridge at the south side of Shelung should be made a turning bridge so as to permit large steamers to pass through it.Some sharp turns of the river should be reduced to gentle curves and midstream obstacles should be removed.The portion of the river above Waichow should be provided with dams and locks so as to enable ten-foot draught vessels to ascend as near as possible to the iron and coal fields in the valley.

PART III
The Construction of the Southwestern Railway System of China

The southwestern part of China comprises Szechwan, the largest and richest province of China Proper, Yunnan, the second largest province, Kwangsi and Kweichow which are rich in mineral resources, and a part of Hunan and Kwangtung.It has an area of 600,000 square miles, and a population of over 100,000,000.This large and populous part of China is almost untouched by railways, except a French line of narrow gauge from Laokay to Yunnanfu, covering a distance of 290 miles.

There are great possibilities for railway development in this part of the country.A network of lines should radiate fan-like from Canton as pivot to connect every important city and rich mineral field with the Great Southern Port.The construction of railways in this part of China is not only needed for the development of Canton but also is essential for the prosperity of all the southwestern provinces.With the construction of railways rich mines of various kinds could be developed and cities and towns could be built along the lines.Developed lands are still very cheap and undeveloped lands and those with mining possibilities cost almost next to nothing even though not state owned. So if all the future city sites and mining lands be taken up by the government before railway construction is started, the profit would be enormous. Thus no matter how large a sum is invested in railway construction, the payment of its interest and principal will be assured. Besides, the development of Canton as a world port is entirely dependent upon this system of railways. If there be no such network of railway traversing the length and breadth of the southwestern section of China, Canton could not be developed up to our expectations.

The southwestern section of China is very mountainous, except the Canton and Chengtu plains, which have an area of from 3,000 to 4,000 square miles each.The rest of the country is made up almost entirely of hills and valleys with more or less open space here and there.The mountains in the eastern part of this section are seldom over 3,000 feet high but those near the Tibetan frontier generally have an altitude of 10,000 feet or more.The engineering difficulties in building these railways are much greater than those of the northwestern plain.Many tunnels and loops will have to be constructed and so the construction costs of the railway per mile will be greater than in other parts of China.

With Canton as the terminus of this system of railroads, I propose that the following lines be constructed:

a.The Canton-Chungking Line via Hunan

This line will start from Canton and follow the same direction as the Canton-Hankow line as far as the junction of the Linkiang with the North River.From that point the railroad turns into the valley of Linkiang, and follows the course of the river upward above the city of Linchow.There it crosses the watershed between the Linkiang and the Taokiang and proceeds to Taochow, Hunan.Thence it follows the Taokiang to Yungchow, Paoking, Sinhwa, and Shenchow, and up to Peiho across the boundary of Hunan into Szechwan by Yuyang.From Yuyang the line proceeds across the mountain to Nanchuen, thence to Chungking after crossing the Yangtze.This railway which has a total length of about 900 miles passes through a rich mineral and agricultural country.In the Linchow district north of Kwangtung, rich coal, antimony, and wolfram deposits are found; in southwestern Hunan, tin, antimony, coal, iron, copper and silver; and at Yuyang, east of Szechwan, antimony and quicksilver. Among agricultural products found along this line we may mention sugar, groundnuts, hemp, tung oil, tea, cotton, tobacco, silk, grains, etc. There is also an abundance of timber, bamboo and various kinds of forest products.

b.The Canton-Chungking Line via Hunan and Kweichow

This line is about 800 miles in length, but as it runs in the same track with line (a) from Canton to Taochow, a distance of about 250 miles, it leaves only 550 miles to be accounted for.This line, therefore, actually begins at Taochow, Hunan, and goes through the northeastern corner of Kwangsi passing by Chuanchow, and then through the southwestern corner of Hunan passing by Chengpu and Tsingchow.Thence it enters into Kweichow by Sankiang and Tsingkiang and crosses a range of hill to Chengyuan.From Chengyuan this line has to cross the watershed between Yuan Kiang and Wukiang to Tsunyi.From Tsunyi it will follow the trade route which leads to Kikiang and then crosses the Yangtze by the same bridge as line (a) to Chungking.This railway will also pass through rich mineral and timber districts.

c.The Canton-Chengtu Line via Kweilin and Luchow

This line is about 1,000 miles long.It runs from Canton directly west to Samshui, where it crosses the North River to the mouth of Suikong.Then, it ascends the valley of the same name to Szewui and Kwongning.Next, it enters into Kwangsi at Waisap, thence to Hohsien and Pinglo.From there it follows the course of the Kweikiang up to Kweilin.Thus the rich iron and coal fields that lie between these two provincial capitals, Canton and Kweilin, will be tapped.From Kweilin the road turns west to Yungning and then proceeds to follow the Liukiang valley into Kweichow province at Kuchow.From Kuchow it goes to Tukiang and Pachai and following the same valley it crosses a range of hills into Pingyueh, thence it goes across the Yuankiang watershed into the Wukiang valley at Wengan and Yosejen.From Yosejen it follows the trade route through Luipien hills to Jenhwai, Chishui, and Nachi.Then it crosses the Yangtzekiang to Luchow.From Luchow, it runs through Lungchang, Neikiang, Tzechow, Tseyang and Kienchow to Chengtu.The last part of the line traverses very rich and populous districts of the famous Red Basin of Szechwan province.The middle portion of this line between Kweilin and Luchow lies in a very rich mineral country which possesses great possibilities for further development.This line will open up a thinly populated part for the crowded districts at both ends of the line.

d.The Canton-Chengtu Line via Wuchow and Suifu

This line is about 1,200 miles in distance.It commences at the west end of the Samshui bridge which crosses the North River at that point for line (c), and following the left bank of the West River enters the Shiuhing Gorge to the Shiuhing city.It passes Takhing, Wuchow, and Tahwang along the same bank.While the river here turns southwestwards the line turns northwestwards to Siangchow and then crosses Liukiang to Liuchow and Kingyuan.Then it goes to Szegenhsien and across the Kwangsi and Kweichow border to Tushan and Tuyun.From Tuyun the line turns more westerly to Kweiyang, the capital of Kweichow Province.Next, it proceeds to Kiensi and Tating and then leaving the Kweichow border at Pichieh it enters Yunnan at Chenhiung.Turning northward to Lohsintu and crossing the Szechwan border at that point, it proceeds to Suifu.From Suifu the road follows the course of the Minkiang, passes by Kiating and enters the Chengtu plain to Chengtu, the capital of Szechwan.This line runs from one densely populated district to another and passes through a wide strip of thinly populated and undeveloped country in the middle.Along its course many rich iron and coal fields, silver, tin, antimony, and other valuable metal deposits are found.

e.The Canton-Yunnanfu-Tali-Tengyueh Line

This line is about 1,300 miles in length from Canton to the Burma border at Tengyueh.The first 300 miles of the line from Canton to Tahwang will be the same as line (d). From the Tahwang junction this line branches off to Wusuan and following in a general way the course of the Hungshui Kiang passes through Tsienkiang and Tunglan. Then it cuts across the southwestern corner of Kweichow province passing by Sinyihsien and thence enters Yunnan province at Loping and by way of Luliang to Yunnanfu, the capital of the province. From Yunnanfu this line runs through Tsuyung to Tali, then turns southwestwards to Yungchang and Tengyueh ending at the Burma border.

At Tunglan, near the Kweichow border in Kwangsi, a branch line of about 400 miles should be projected.This line should follow the Pepan Kiang valley, up to Kotuho, and Weining.Thence it enters Yunnan at Chaotung, and crosses the Yangtze River at Hokeow, where it enters Szechwan.Crossing the Taliang mountain, it goes to Ningyuan.This branch line taps the famous copper field between Chaotung and Ningyuan, the richest of its kind in China.

The main line running through the length of Kwangsi and Yunnan from east to west, will be of international importance, for at the frontier it will join the Rangoon Bhamo line of the Burmese Railway System.It will be the shortest road from India to China.It will bring the two populous countries nearer to each other than now.By the new way the journey can be made in a few days, whereas by the present sea-route it takes as many weeks.

f.The Canton-Szemao Line

This line to the border of Burma is about 1,100 miles long.It starts from south of Canton, passes Fatshan, Kunshan, and crosses the West River from Taipinghü to Samchowhü.Thence it proceeds to Koming, Sinhing, and Loting.After passing Loting it crosses the Kwangsi border at Pingho, and proceeds to Junghsien and then westward, crossing the Yukiang branch of the West River, to Kweihsien.Thence it runs north of Yukiang to Nanning.At Nanning a branch line of 120 miles should be projected.Following the course of the Tsokiang it goes to Lungchow where it turns southward to Chennankwan on the Tongking border to join the French line at that point.The main line from Nanning proceeds in the same course as the upper Yukiang to Poseh.Then it crosses the border into Yunnan at Poyai, and by way of Pamen, Koukan, Tungtu and Putsitang to Amichow, where it crosses the French Laokay-Yunnan line.From Amichow it proceeds to Linanfu, Shihping and Yuankiang where it crosses the river of the same name.Thence it passes through Talang, Puerhfu and Szemao and finally ends at the border of Burma near the Mekong River.This line taps the rich tin, silver, and antimony deposits of south Yunnan and Kwangsi, while rich iron and coal fields are found right along the whole line.Gold, copper, mercury, and lead are also found in many places.As regards agricultural products, rice and groundnuts are found in great abundance, also camphor, cassia, sugar, tobacco, and various kinds of fruits.

g.The Canton-Yamchow Line

This line is about 400 miles long measuring from the west end of the Sikiang bridge.Starting from Canton it runs on the tracks of line (f) as far as the farther side of the bridge over the West River.Thence it branches off to the southwest to Hoiping and Yanping, and by way of Yeungchun to Kochow and Fachow.At Fachow, a branch line of 100 miles should be projected to Suikai, Luichow and Haian on the Hainan Straits where, by means of a ferry, it connects with Hainan Island.The main line continues from Fachow westward to Sheshing, Limchow, Yamchow and ends on the Annam border at Tunghing, where it may connect with a French line to Haiphong.This line is entirely within the Kwangtung province.It passes through a very populous and productive country.Coal and iron are found along the whole line, while gold and antimony, in some parts.Agricultural products, as sugar, silk, camphor, ramie, indigo, groundnuts, and various kinds of fruits are raised here.

The total length of this system as outlined above is about 6,700 miles.In addition there will be two connecting lines between Chengtu and Chungking; another from east of Tsunyi on line (b) southward to Wengan on line (c); another from Pingyueh on line (c) to Tuyun on line (d); another from the border of Kweichow on line (d) through Nantan and Noti to Tunglan on line (e), thence through Szecheng to Poseh on line (f). These connecting lines total about 600 miles. So the grand total will be about 7,300 miles.

This system will be intersected by three lines.First, the existing French line from Laokay to Yunnanfu with a projected line from Yunnanfu to Chungking crosses line (f) at Amichow, line (e) at Weining, line (d) at Suifu, line (c) at Luchow, and meets lines (a) and (b) at Chungking.Second, the projected British line from Shasi to Sinyi crosses line (a) at Shenchow, line (b) at Chenyuen, line (c) at Pingyueh, line (d) at Kweiyang and a branch of line (e) at a point west of Yungning.Third, the projected American line from Chuchow to Yamchow crosses line (a) at Yungchow, line (b) at Chuanchow, line (c) at Kweilin, line (d) at Liuchow, line (e) at Tsienkiang, line (f) at Nanning, and meets line (g) at Yamchow.Thus, if this system and the three projected French, British, and American lines are completed, Southwestern China would be well provided with railway communications.

All these lines will run through the length and breadth of a vast mineral country, in which most of the essential and valuable metals of the world are found.There is no place in the world which possesses as here so many varieties of rare metals, such as wolfram, tin, antimony, silver, gold, and platinum and at the same time so richly provided with the common but essential metals, such as copper, lead, and iron.Furthermore, almost every district in this region is abundantly provided with coal, so much so that there is a common saying: "Mu mei pu lih cheng," that is, "Nobody would build a city where there is no coal underneath." The idea was that in case of a siege those within the city might obtain fuel from under the ground. In Szechwan, petroleum and natural gas are also found in abundance.

Thus, we see that this Southwestern Railway System for the development of mineral resources in the mountainous regions of Southwestern China is just as important as the Northwestern Railway System is for the development of agricultural resources in the vast prairies of Mongolia and Turkestan.These railway systems are a necessity to the Chinese people and a very profitable undertaking to foreign capitalists.They are of about equal length, viz.—about 7,000 miles.The cost per mile of the Southwestern System will be at least twice that of the Northwestern System, but the remuneration from the development of mineral resources will be many times that from the development of agricultural resources.

PART IV
The Construction of Coast Ports and Fishing Harbors

After planning the three world ports on the coast of China, it is time for me to go on and deal with the development of second-and third-class seaports and fishing harbors along the whole coast in order to complete a system of seaports for China. Recently, my projected plan of the Great Northern Port was so enthusiastically received by the people of Chili Province that the Provincial Assembly has approved the project and decided to carry it out at once as a provincial undertaking. For this object, a loan of $40,000,000 has been voted. This is an encouraging sign and doubtless the other projects will be taken up sooner or later by either the provinces or the Central Government, when the people begin to realize their necessity. I propose that four second-class seaports and nine third-class seaports and numerous fishing harbors should be constructed.

The four second-class seaports will be arranged so as to be placed in the following manner: one on the extreme north, one on the extreme south, and the other two midway between the three great world ports.

I shall deal with them according to the order of their future importance as follows:

a.Yingkow

Yingkow is situated at the head of the Liaotung Gulf and was once the only seaport of Manchuria.Since the improvement of Talien as a seaport, the trade of Yingkow has dwindled and lost half of its former business. As a seaport, Yingkow has two disadvantages, first, the shallowness of its approach from the sea and second, the blocking up by ice for several months in winter. Its only advantages over Talien is that it is situated at the mouth of the Liaoho and has inland water communication throughout the Liao valley in south Manchuria. The half of the former trade that it still holds at present against Talien is entirely due to the inland water facility. To make Yingkow outmatch Talien again in the future and become first in importance after the three great world ports, we must improve its inland water communication, as well as deepen its approach from the sea. In regard to the improvement of the approach work similar to the improvement of the Canton Approach should be adopted. Besides the construction of a deep channel, about twenty feet in depth, reclamation work should be carried out at the same time. For, the shallow and extensive swamp at the head of the Liaotung Gulf could be turned into rice-producing land from which great profit could be derived. Regarding the inland water communication, not only the water system in the Liao valley but also the Sungari and the Amur Systems have to be improved. The most important work is the construction of a canal to connect these systems and this I shall now discuss in the next paragraph.

The Liaoho-Sungari Canal is the most important factor in the future prosperity of Yingkow.It is by this canal only that this port can be made the most important of the second-class seaports in China and further the vast forest lands, the virgin soil and the rich mineral resources of North Manchuria can be connected by water communication with Yingkow. So this canal is all important for Yingkow, without which Yingkow as a seaport could at most hold her present position, a town of 60,000 to 70,000 inhabitants and an annual trade of $30,000,000 to $40,000,000 only and could never gain a place as the first of the second-class seaports in China. This canal can be cut either south of Hwaiteh in a line parallel to the South Manchurian Railway between Fan Kia Tun and Sze Tung Shan, a distance of less than ten miles, or north of Hwaiteh in a line between Tsing-shan-pao and Kaw-shan-tun, a distance of about fifteen miles. In the former case the canal is shorter but it makes the waterway as a whole longer, while in the latter case, the canal is about twice as long but it makes the waterway as a whole shorter between the two systems. In either line, there are no impassable physical obstacles. Both lines are on the plain but the elevation of the one may be higher than that of the other, which is the only factor that will determine the choice between the two. If this canal is constructed, then the rich provinces of Kirin and Heilungkiang and a portion of Outer Mongolia will be brought within direct water communication with China Proper. At present, all water traffic has to go by way of the Russian Lower Amur, then round a great detour of the Japan Sea before reaching China Proper. This canal will not only be a great necessity to Yingkow as a seaport, but will also have a great bearing on the whole Chinese nation economically and politically. With the Liaoho-Sungari Canal completed Yingkow will be the grand terminus of the inland waterway system of all Manchuria and Northeastern Mongolia; and with the approach from the sea deepened it will also be a seaport next in importance only to the three first-class world ports.

b.Haichow

Haichow is situated on the eastern edge of the central plain of China.This plain is one of the most extensive and fertile areas on earth.As a seaport, Haichow is midway between the two great world ports along the coast line, namely the Great Northern and the Great Eastern Ports.It has been made as the terminus of the Hailan railway, the trunk line of central China from east to west.Haichow also possesses the facility of inland water communication.If the Grand Canal and the other waterway systems are improved, it will be connected with the Hoangho Valley in North China, the Yangtze Valley in Central China, and the Sikiang Valley in South China.Its deep sea approach is comparatively good, being the only spot along the 250 miles of the North Kiangsu coast that could be reached by ocean steamers to within a few miles of the shore.To make Haichow a seaport for 20 feet draught vessels, the approach has to be dredged for many miles from the mouth of the river before the four fathom line could be reached. Although possessing better advantages than Yingkow, in being ice free, Haichow, as a second-class seaport, has to be content to take a second place after Yingkow, because she does not have as vast a hinterland as Yingkow, nor such a monopolistic position in regard to inland water communication.

c.Foochow

Foochow, the capital of Fukien Province, ranks third among our second-class seaports.Foochow is already a very large city, its inhabitants being nearly a million.It is situated at the lower reach of the Min River, about 30 miles from the sea.The hinterland of this port is confined to the Min Valley with an area of about 30,000 square miles.The territory beyond this valley will be commanded by other coast or river ports, so the area commanded by this port is much smaller than that by Haichow.Consequently, it could be given only the third place in the category of second-class seaports.The Foochow approach from the Outer Bar to Kinpei Entrance is very shallow.After this Entrance is passed, the river is confined on both sides by high hills and becomes narrow and deep right up to Pagoda Anchorage.

I propose that a new port should be constructed at the lower part of Nantai Island.For here land is cheap and there will be plenty of room for modern improvement.A locked basin for shipping could be constructed at the lower point of Nantai Island, just above Pagoda Anchorage. The left branch of the Min River above Foochow City should be blocked up so as to concentrate the current to flush the harbor at the south side of Nantai. The blocked-up channel on the north side of that island should be left to be reclaimed by natural process or may be used as a tidal basin to flush the channel below Pagoda Anchorage, if it is found necessary. The upper Min River must be improved as far as possible for inland water traffic. Its lower reach from Pagoda Anchorage to the sea must be trained and regulated to secure a through channel of 30 feet or more to the open sea. Thus Foochow could also be made a calling port for ocean liners that ply between the world ports.

d.Yamchow

Yamchow is situated at the head of Tongking Gulf in the extreme south of the China Coast.This city is about 400 miles west of Canton—the Great Southern Port.All the districts lying west of Yamchow will find their way to the sea by this port 400 miles shorter than by Canton.As sea transportation is commonly known to be twenty times cheaper than rail transportation, the shortening of a distance of 400 miles to the sea means a great deal economically to the provinces of Szechuan, Yunnan, Kweichow, and a part of Kwangsi.Although Nanning, an inland water port, lying northwest of Yamchow, is much nearer to the hinterland than Yamchow, yet it could not serve this hinterland as a seaport. So all the direct import and export trade will find Yamchow the cheapest shipping stage.

To improve Yamchow as a seaport the Lungmen River should be regulated in order to secure a deep channel to the city, and the estuary should be deepened by dredging and training to provide a good approach to the port.This port has been selected as the terminus of the Chuchow Yamchow Railway (Chu-Kin line) which will run from Hunan through Kwangsi into Kwangtung.Although the hinterland of this port is much larger than that of Foochow, yet I still rank it after that city because the area commanded by it is also commanded by Canton, the southern world port, and by Nanning, the river port, and so all internal as well as indirect import and export trade must go to the other two ports.It is only the direct foreign trade that will use Yamchow.Thus, in spite of its extensive hinterland it is very improbable that it could outmatch Foochow in the future as a second-class port.

Besides the three great world ports, and the four second-class ports, I propose to construct nine third-class ports along the China coast, from north to south, as follows:

a.Hulutao

Hulutao is an ice-free and deep-water port, situated on the west side of the head of Liaotung Gulf, about 60 miles from Yingkow. As a winter port for Manchuria, it is in a more advantageous position than Talien for it is about 200 miles shorter by rail to the sea than the latter and is on the edge of a rich coal field. When this coal field and the surrounding mineral resources are developed, Hulutao will become the first of the third-class ports and a good outlet for Jehol and Eastern Mongolia. This port may be projected as an alternative to Yingkow, as the sole port of Manchuria and Eastern Mongolia, if a canal could be constructed to connect it with the Liaoho. It is only by inland water communication that Yingkow could be made the important port of Manchuria in the future and it will be the same in the case of Hulutao. So if inland water communication could be secured for Hulutao it will entirely displace Yingkow. If it is found to be economically cheaper in the long run to construct a Hulutao-Liaoho Canal than to construct a deep harbor at Yingkow, the Hulutao harbor will have to be placed on the northwest side of the peninsula instead of on the southwest as at present projected. For the present site has not enough room for anchorage without building an extensive breakwater into the deep sea, which will be a very expensive work. Furthermore, there would not be room enough for city planning on the narrow peninsula, whereas on the other side, the city could be built on the mainland with unlimited space for its development.

I suggest that a sea wall be built from the northern point of Lienshanwan to the northern point of Hulutao to close up the Lienshan Bay and make it into a closed harbor, and an entrance be opened in the neck of Hulutao to the south side where deep water is found. This closed harbor will be over 10 square miles in extent but only some parts need to be dredged to the required depth at present. On the north side of the harbor, another entrance into the neighboring bay should be left open between the sea wall and the shore, and another breakwater should be built across the next bay. From there, a canal should be constructed either by cutting into the shore or by building a wall parallel with the coast line until it reaches the lowland from where a canal should be cut to connect with the Liaoho. If a canal is thus constructed for Hulutao, then it will at once take the place of Yingkow and become the first of the second-class ports.

b.The Hoangho Port

The Hoangho Port will be situated at the estuary of the Hoangho on the southern side of the Gulf of Pechihli, about 80 miles from our Great Northern Port.When the Hoangho regulation is completed its estuary will be approachable by ocean steamers, and a seaport will naturally spring up there.As it commands a considerable part of the northern plain in the provinces of Shantung, Chili, and Honan and possesses the facility of inland water communication, this port is bound to become an important third-class port.

c.Chefoo

Chefoo is an old treaty port situated on the northern side of the Shantung Peninsula.Once it was the only ice-free port in the whole of North China.Since the development of Talien in the north and the development of Tsingtau in the south its trade has dwindled considerably.As a seaport, it will undoubtedly hold its own when the railroads in the Shantung Peninsula are developed, and the artificial harbor is completed.

d.Ningpo

Ningpo is also an old treaty port, situated on a small river, the Yungkiang, in the eastern part of Chekiang province.It has a good approach, deep water reaching right up to the estuary of the river.The harbor can be easily improved by simply training and straightening two bends along its course up to the city.Ningpo commands a very small but rich hinterland.Its people are very enterprising, and are famed for their workmanship and handicrafts second only to those of Canton.Thus Ningpo is bound to become a manufacturing city when China is industrially developed.But owing to the proximity of the Great Eastern Port, Ningpo will not likely have much import and export trade directly with foreign countries.Most of its trade will be carried on with the Great Eastern Port.So a moderate harbor for local and coast-wise traffic will be quite sufficient for Ningpo.

e.Wenchow

Wenchow is situated near the mouth of the Wukiang in south Chekiang.This seaport has a wider hinterland than Ningpo, its surrounding districts being very productive.If railroads are developed it will undoubtedly command considerable local trade.At present the harbor is very shallow, unapproachable by even moderate-sized coastal steamers.I suggest that a new harbor at Panshiwei, north of Wenchow Island be constructed.For this purpose, a dike should be built between the northern bank and the head of Wenchow Island to block up the river entirely on the northern side of that island leaving only a lock entrance.The Wukiang should be led through the channel on the south side of the island for the purpose of reclaiming the vast expanse of the near-by shallows as well as for draining the upper stream.The approach from the southern side of Hutau Island to the port should be dredged.On the right side of the approach, a wall should be built in the shallow between Wenchow Island and Miau Island and in the shallows between Miau Island and Sanpam Island so as to form a continuous wall to prevent the silt of Wukiang from entering into the approach.Thus a permanent deep channel will be secured for the new port of Wenchow.

f.Amoy

Amoy, an old treaty port, is situated on the island of Siming.It has a great, deep, and fine harbor, commanding a considerable hinterland in southern Fukien and Kiangsi, very rich in coal and iron deposits. This port carries on a busy trade with the Malay Archipelago and the Southeastern Asian Peninsula. Most of the Chinese residents in the southern islands, Annam, Burma, Siam, and the Malay States are from the neighborhood of Amoy. So the passenger traffic between Amoy and the southern colonies is very great. If railways are developed to tap the rich iron and coal fields in the hinterland, Amoy is bound to develop into a much larger seaport than it is at present. I suggest that a modern port be constructed on the west side of the harbor to act as an outlet for the rich mineral fields of southern Fukien and Kiangsi. This port should be equipped with modern plants in order to connect land and sea transportation.

g.Swatow

Swatow is situated at the mouth of the Hankiang at the extreme east of Kwangtung.In relation to emigration, Swatow is much similar to Amoy, for it also supplies a great number of colonists to southeastern Asia and the Malay Archipelago.So its passenger traffic with the south is just as busy as Amoy.As a seaport Swatow is far inferior to Amoy, on account of its shallow approach.But in regard to inland water communication, Swatow is in a better position as the Hankiang is navigable for many hundreds of miles inland by shallow crafts.The country around Swatow is very productive agriculturally, being second only to the Canton Delta along the Southern seaboard. In the upper reaches of the Hankiang there are very rich iron and coal deposits. The approach to the port of Swatow can be improved easily by a little training and dredging, thus making it a fine local port.

h.Tienpak

Tienpak is situated at a point in the coast of Kwangtung province between the estuary of the West River and the island of Hainan.Its surrounding districts are rich in agricultural products and mineral deposits.So a shipping port in this part is quite necessary.Tienpak can be made into a fine harbor by entirely walling in the bay from its west side and by opening a new entrance into the deep water in the neck of the peninsula southeast of the bay.Thus a good approach could be secured.The harbor is very wide but only a part need be dredged for large vessels and the rest of the space could be used by fishing boats and other shallow crafts.

i.Hoihou

Hoihou is situated on the north side of Hainan Island on the strait of the same name, opposite Haian on the Luichow Peninsula.Hoihou is a treaty port, similar to Amoy and Swatow, supplying a great number of colonists to the south; Hainan is a very rich but undeveloped island. Only the land along the coast is cultivated, the central part being still covered by thick forests and inhabited by aborigines, and it is very rich in mineral deposits. When the whole island is fully developed, the port of Hoihou will be a busy harbor for export and import traffic. The harbor of Hoihou is very shallow, and so even small vessels have to anchor miles away in the roadstead outside. This is very inconvenient for passengers and cargoes, so the improvement of the Hoihou harbor is a necessity. Furthermore this harbor will be the ferry point between this island and the mainland for railway traffic when the railway systems of the mainland and the island are completed.

Fishing Harbors

As regards fishing harbors all our first-, second-, and third-class ports must also furnish facilities and accommodations for fishery.Thus all of these, i.e., three first-class ports, four second-class ports, and nine third-class ports, will be fishing harbors as well.But besides these sixteen ports there is still room and need to construct more fishing harbors along the coast of China.I propose, therefore, that five fishing harbors be constructed along the northern coast, that is, along the coast of Fengtien, Chihli, and Shantung, as follows:

(1) Antung, on Yalu River, on the border of Korea.

(2) Haiyangtao, on the Yalu Bay, south of Liaotung Peninsula.

(3) Chinwangtao, on the coast of Chihli, between the Liaotung and Pechihli gulfs, the present ice-free port of Chihli province.

(4) Lungkau, on the northwestern side of Shantung Peninsula.

(5) Shitauwan, at the southeastern point of the Shantung Peninsula.

Six fishing harbors should be constructed along the eastern coast, that is, along the coasts of Kiangsu, Chekiang, and Fukien, as follows:

(6) Shinyangkang, on the eastern coast of Kiangsu, south of the old mouth of the Hoangho.

(7) Luszekang, at the northern point of the Yangtze Estuary.

(8) Changtukang, in the midst of Chusan Archipelago.

(9) Shipu, north of Sammen Bay, east of Chekiang.

(10) Funing, between Foochow and Wenchow, east of Fukien.

(11) Meichow Harbor, north of Meichow Island, between Foochow and Amoy.

Four fishing harbors should be constructed on the southern coast, that is, along the seaboard of Kwangtung and Hainan Island, as follows.

(12) Sanmei, on the eastern coast of Kwangtung, between Hongkong and Swatow.

(13) Sikiang Mouth.This harbor should be on the northern side of Wangkum Island.When the Sikiang Mouth is regulated, the Wangkum Island will be connected with the mainland by a sea wall, so a good harbor site could thus be provided.

(14) Haian, situated at the end of the Luichow Peninsula opposite to Hoihou, on the other side of Hainan Strait.

(15) Yulinkang a fine natural harbor at the extreme south of the Hainan Island.

These fifteen fishing harbors with the greater ports, numbering 31 in all, will link up the whole coast line of China from Antung, on the Korean border to Yamchow, near the Annam border, providing, on an average, a port for every 100 miles of coast line.This completes my project of seaports and fishing harbors for China.

At first sight objections might be raised that too many seaports and fishing harbors are provided for one country.But I must remind my readers that this one country, China, is as big as Europe and has a population larger than that of Europe.If we take a similar length of the coast line of western Europe we would see that there are many more ports in Europe than in China.Besides, the coast line of Europe is many times longer than that of China, and in every hundred miles of the European coast line there are more than one considerable-sized port.Take Holland, for instance.Its whole area is not larger than the hinterland of Swatow, one of our third-class seaports, yet it possesses two first-class ports, Amsterdam and Rotterdam, and numerous small fishing ports.Let us also compare our country with the United States of America in regard to seaports. America has only one fourth the population of China yet the number of ports on her Atlantic coast alone is many times more than the number provided in my plan. Thus, this number of ports for China for the future is but a bare necessity. And I have considered only those that will pay from the beginning so as to adhere strictly to the principle of remuneration that was laid down at the outset of my first program. See Map XVI.

PART V
The Establishment of Shipbuilding Yards

When China is well developed according to my programs, the possession of an oversea mercantile fleet, of ships for coastal and inland water transportation, and of a large fishing fleet will be an urgent necessity.Before the outbreak of the late World War, the world's seagoing tonnage was 45,000,000 tons.If China is equally developed industrially, according to the proportion of her population, she would need at least 10,000,000 tons of oversea and coastal shipping for her transportation service.The building of this tonnage must be a part of our industrial development scheme; for cheap materials and labor can be obtained in the country, and so we could build ships for ourselves much cheaper than any foreign country could do for us.And besides the building of a seagoing fleet, we have to build our inland water crafts and fishing fleets.Foreign shipping yards could not do this service for us on account of the impracticability of transporting such numerous small crafts across the ocean. Thus, in any case, China has to put up her own yards to build her inland water crafts and fishing fleets. So the establishment of ship building yards is a necessary as well as a profitable undertaking from the beginning. The shipping yards should be established at such river and coastal ports that have the facility of supplying materials and labor. All the yards should be under one central management. Large capital should be invested in the project so as to procure a yearly output of 2,000,000 tons of various kinds of vessels.

All types of vessels should be standardized both in design and equipment.The old and wasteful types of inland water crafts and fishing boats should be replaced by modern efficient designs.The inland water crafts should be designed on the basis of certain standard draughts such as the 2-foot, 5-foot, and 10-foot classes.The fishing trawlers should be standardized into the one-day, the five-day, and the ten-day service class.The coastal transports should be standardized into the 2,000-, the 4,000-, and the 6,000-ton class, and for oversea transports we should have standardized ships of 12,000-, 24,000-, and 36,000-ton classes.Thus, the many thousands of inland water crafts and fishing junks that now ply the rivers, lakes, and coasts of China may be displaced by new and cheaper crafts of a few standard types which could perform better services at less expense.

---

PROGRAM IV.

In my first and third programs, I have described my plans for the Northwestern Railway System and the Southwestern Railway System.The former is for the purpose of relieving the congestion of population in the coast districts and the Yangtze Valley by opening up for colonization the vast unpopulated territory in Mongolia and Sinkiang, as well as of developing the Great Northern Port.The latter is for the purpose of exploiting the mineral resources of Southwestern China, as well as of developing the Great Southern Port—Canton.More railroads will be needed for the adequate development of the whole country.So in this fourth program, I shall deal entirely with railroads which will complete the 100,000 miles proposed in my introductory part of this International Development Scheme.The program will be as follows:

PART I
The Central Railway System

This will be the most important railway system in China.The area which it serves comprises all of China Proper north of the Yangtze and a part of Mongolia and Sinkiang.The economic nature of this vast region is that the southeastern part is densely populated while the northwestern part is thinly populated, and that the southeastern part possesses great mineral wealth while the northwestern part possesses great potential agricultural resources.So every line of this system will surely pay as the Peking-Mukden line has proved.

With the Great Eastern Port and the Great Northern Port as termini of this system of railroads, I propose that, besides the existing and projected lines in this region, the following be constructed, all of which shall constitute the Central Railway System.

a.The Great Eastern Port-Tarbogotai Line

This line begins at the Great Eastern Port on the seaboard, and runs in a northwesterly direction to Tarbogotai on the Russian frontier, covering a distance of about 3,000 miles.If Shanghai be the Great Eastern Port, the Shanghai-Nanking Railway will form its first section.But if Chapu be chosen, then this line should skirt the Taihu Lake on the southwest through the cities of Huchow, Changhing, and Liyang to Nanking, then crossing the Yangtze at a point south of Nanking, to Chiantsiao and Tingyuen.Thence, the line turns westward to Showchow and Yingshang, and enters Honan province at Sintsai.After crossing the Peking-Hankow line at Kioshan, and passing Piyang, Tanghsien, and Tengchow, it turns northwestward to Sichwan and Kingtsekwan, and enters the province of Shensi. Ascending the Tan Kiang Valley, it passes through Lungkucha and Shangchow, and crosses the Tsinling Pass to Lantien and Sian, the capital of Shensi, formerly the capital of China. From Sian, it goes westward, following the valley of the Weiho. It passes through Chowchih, Meihsien, and Paoki and enters the province of Kansu at Sancha, thence proceeding to Tsinchow, Kungchang, Titao, and Lanchow, the capital of Kansu. From Lanchow it follows the old highway which leads into Liangchow, Kanchow, Suchow, Yumen, and Ansichow. Thence it crosses the desert in a northwesterly direction to Hami, where it turns westward to Turfan. At Turfan this line meets the Northwestern Railway System and runs on the latter's track to Urumochi and Manass where it leaves that track and proceeds northwesterly to Tarbogotai on the frontier, crossing the Shair Mountain on the way. This line runs from one end of the country to the other encountering in its entire length of 3,000 miles only four mountain passes, all of which are not impassable for they have been used from time immemorial, as trade highways of Asia.

b.The Great Eastern Port-Urga Line

This line starts from the Great Eastern Port and uses the same track as line (a) as far as Tingyuen, the second city after crossing the Yangtze River at Nanking.From Tingyuen, its own track begins and the line proceeds in a northwesterly direction to Hwaiyuan, on the Hwai River, thence to Mongcheng, Kwoyang, and Pochow. Turning more northward, it crosses the Anhwei border into Honan, and passing through Kweiteh it crosses the Honan border into Shantung. After passing through Tsaohsien, Tingtao, and Tsaochow, it crosses the Hoangho and enters Chihli province. Passing through Kaichow it re-enters Honan to Changteh, thence it follows the Tsingchangho valley, in a northwesterly direction, across the Honan border into Shansi. Here the line enters the northeastern corner of the vast iron and coal field of Shansi. After entering Shansi, the line follows the river valley to Liaochow and Yicheng, and crosses the watershed into the Tungkwoshui Valley to Yutse and Taiyuan. From Taiyuan, it proceeds northwestward through another rich iron and coal field of Shansi to Kolan. Thence, it turns westward to Poate, where it crosses the Hoangho to Fuku, in the northeastern corner of Shensi. From Fuku, the line proceeds northward, cuts through the Great Wall into the Suiyuan District and crosses the Hoangho to Saratsi. From Saratsi, the line runs in a northwesterly direction across the vast prairie to Junction A of the Northwestern Trunk Line, where it joins the common track of the Dolon Nor-Urga line to Urga. This line runs from a thickly populated country at one end in Central China to the vast thinly populated but fertile regions of Central Mongolia, having a distance of about 1,300 miles from Tingyuen to Junction A.

c.The Great Eastern Port-Uliassutai Line

Starting from the Great Eastern Port, this line follows line (a) as far as Tingyuen, and line (b) as far as Pochow.At Pochow, it branches off on its own track and proceeds westward across the border to Luye, in Honan.Thence it turns northwestward to Taikang, Tungsu, and Chungmow where it meets the Hailan line and runs in the same direction with it to Chengchow, Jungyang, and Szeshui.From Szeshui it crosses the Hoangho to Wenhsien, thence to Hwaiking and over the Honan border into Shansi.It now passes through Yangcheng, Chinshui, and Fowshan to Pingyang where it crosses the Fen River and proceeds to Puhsien and Taning, then westward to the border where it crosses the Hoangho into Shensi.Thence it proceeds to Yenchang, and follows the Yenshui Valley to Yenan, Siaokwan, and Tsingpien.Then running along the south side of the Great Wall, it enters Kansu, and crosses the Hoangho to Ninghsia.From Ninghsia, it proceeds northwestward across the Alashan Mountain to Tingyuanying at the edge of the desert.Thence it proceeds in a straight line northwestward to Junction B of the Northwestern Railway System, where it joins that system and runs to Uliassutai.This part of the line passes through desert and grassland both of which could be improved by irrigation.The distance of this line from Pochow to Junction B is 1,800 miles.

d.The Nanking-Loyang Line

This line runs between two former capitals of China, passes through a very populous and fertile country, and taps a very rich coal field at the Loyang end.It starts from Nanking, running on the common track of lines (a) and (b) and branches off at Hwaiyuan westward to Taiho.After passing Taiho, it crosses the Anhwei border into Honan.Thence it runs alongside the left bank of the Tashaho to Chowkiakow, a large commercial town.From Chowkiakow, it proceeds to Linying where it crosses the Peking-Hankow line thence to Hiangcheng and Yuchow where the rich coal field of Honan lies.After Yuchow it crosses the Sungshan watershed to Loyang where it meets the Hailan line running from east to west.This line is about 300 miles from Hwaiyuan to Loyang.

e.The Nanking-Hankow Line

This line will run alongside the left bank of the Yangtzekiang, connecting with Kiukiang by a branch line.It starts on the opposite side of Nanking and goes southwest to Hochow, Wuweichow and Anking, the capital of Anwei province.After Anking, it continues in the same direction to Susung and Hwangmei, where a branch should be projected to Siaochikow, thence across the Yangtze River to Kiukiang.After Hwangmei, the line turns westward to Kwangchi, then northwestward to Kishui, and finally westward to Hankow. It covers a distance of about 350 miles through a comparatively level country.

f.The Sian-Tatung Line

This line starts from Sian and runs northward to Sanyuan, Yaochow, Tungkwan, Yichun, Chungpu, Foochow, Kanchuan, and Yenan, where it meets the Great Eastern Port-Uliassutai line.From Yenan, it turns northeastward to Suiteh, Michih, and Kiachow on the right bank of the Hoangho.Thence it runs along the same bank to the junction of the Weifen River with the Hoangho (on the opposite side), where it crosses the Hoangho to the Weifen Valley and proceeds to Singhsien and Kolan, there crossing the Great Eastern Port-Urga line.From Kolan, it proceeds to Wuchai and Yangfang, where it crosses the Great Wall to Sochow and then Tatung there meeting the Peking-Suiyuan line.This line is about 600 miles long.It passes through the famous oil field in Shensi, and the northern border of the northwestern Shansi coal field.At Tatung, where it ends, it joins the Peking-Suiyuan line and through the section from Tatung to Kalgan it will connect with the future Northwestern System which will link Kalgan and Dolon Nor together.

g.The Sian-Ninghsia Line

This line will start from Sian in a northwesterly direction to Kingyanghsien, Shunhwa, and Sanshui.After Sanshui, it crosses the Shensi border into Kansu at Chengning and then turns west to Ningchow. From Ningchow, it follows the Hwan Valley along the left bank of the river up to Kingyangfu and Hwanhsien, where it leaves the bank and proceeds to Tsingping and Pingyuan, where it meets the Hwan River again and follows that valley up to the watershed. After crossing the watershed, it proceeds to Lingchow, then across the Hoangho to Ninghsia. This line covers a distance of about 400 miles and passes through a rich mineral and petroleum country.

h.The Sian-Hankow Line

This is a very important line connecting the richest portion of the Hoangho Valley with the richest portion of the central section of the Yangtze Valley.It starts from Sian on the track of line (a), crosses the Tsingling and descends the Tankiang Valley as far as Sichwan.At this point, it branches off southward across the border into Hupeh, and following the left bank of the Han River, passes Laohokow to Fencheng, opposite Siangyang.After Fencheng, it follows continuously the same bank of the Han River to Anlu, thence proceeding in a direct line southeastward to Hanchwan and Hankow.This line is about 300 miles long.

i.The Sian-Chungking Line

This line starts from Sian almost directly southward, crosses the Tsingling Mountain into the Han Valley, passes through Ningshen, Shihchuan, and Tzeyang, ascends the Jenho Valley across the southern border of Shensi into the province of Szechwan at Tachuho. Then crossing the watershed of the Tapashan into the Tapingho Valley, it follows that valley down to Suiting and Chuhsien. Thence it turns to the left side of the valley to Linshui and follows the trade road to Kiangpeh and Chungking. The entire distance of this line is about 450 miles through a very productive region and rich timber land.

j.The Lanchow-Chungking Line

This line starts from Lanchow southwestward and follows the same route as line (a) as far as Titao.Thence, it branches off and ascends the Taoho Valley across the Minshan watershed into the Heishui Valley following it down to Kiaichow and Pikow.After Pikow, it crosses the Kansu border into Szechwan and proceeds to Chaohwa, where the Heishuiho joins the Kialing.From Chaohwa, it follows the course of the Kialing River down to Paoning, Shunking, Hochow, and Chungking.The line is about 600 miles long, running through a very productive and rich mineral land.

k.The Ansichow-Iden line

This line passes through the fertile belt of land between the Gobi Desert and the Altyntagh Mountain.Although this strip of land is well watered by numerous mountain streams yet it is very sparsely populated, owing to the lack of means of communication. When this line is completed, this strip of land will be most valuable to Chinese colonists. The line starts from Ansichow westward to Tunhwang, and skirts the southern edge of the Lobnor Swamp to Chochiang. From Chochiang, it proceeds in the same direction via Cherchen to Iden where it connects with the terminus of the Northwestern System. With this System, it forms a continuous and direct line from the Great Eastern Port to Kashgar at the extreme west end of China. This line from Ansichow to Iden is about 800 miles in length.

l.The Chochiang-Koria Line

This line runs across the desert alongside the lower part of the Tarim River.The land on both sides of the line is well watered and will be valuable for colonization as soon as the railroad is completed.This line is about 250 miles in length and connects with the line that runs along the northern edge of the desert.It is a short cut between fertile lands on the two sides of the desert.

m.The Great Northern Port-Hami Line

This line runs from the Great Northern Port in a northwesterly direction by way of Paoti and Siangho to Peking.From Peking it runs on the same track with the Peking-Kalgan Railway to Kalgan, where it ascends the Mongolian Plateau. Then it follows the caravan road northwestward to Chintai, Bolutai, Sessy, and Tolibulyk. From Tolibulyk, it takes a straight line westward crossing the prairie and desert of both the Inner and Outer Mongolia to Hami where it connects with the Great Eastern Port-Tarbogotai line which runs almost directly west to Urumochi, the capital of Sinkiang. Thus, it will be the direct line from Urumochi to Peking and the Great Northern Port. This line is about 1,500 miles in length, the greater part of which will run through arable land and so when it is completed it will form one of the most valuable railways for colonization.

n.The Great Northern Port-Sian Line

This line will run westward from the Great Northern Port to Tientsin.From here it runs southwestward to Hokien, passing through Tsinghai and Tachen.From Hokien, it runs more westerly to Shentseh, Wuki, and Chengting where it joins the Chengtai line as well as crosses the Kinhan line.From Chengting it takes the same road as the narrow gauge Chengtai line which has to be reconstructed into standard gauge so as to facilitate through trains to Taiyuan and farther on.From Taiyuan it runs southwestward to Kiaocheng, Wenshui, Fenchow, Sichow, and Taning.After Taning it turns westward and crossing the Hoangho, it turns southwestward to Yichwan, Lochwan, and Chungpu where it joins the Sian-Tatung line and runs on the same tracks to Sian. Its length is about 700 miles over very rich and extensive iron, coal, and petroleum fields, as well as productive agricultural lands.

o.The Great Northern Port-Hankow Line

This line starts from the Great Northern Port skirting the coast to Petang, Taku, and Chikow, thence to Yenshan and crosses the Chili border into Shantung at Loling.From Loling, it goes to Tehping, Linyi and Yucheng where it crosses the Tientsin-Pukow line, proceeds to Tungchang and Fanhsien, and then crosses the Hoangho to Tsaochow.After Tsaochow it passes the Shantung border into Honan, crossing the Hailan line to Suichow.From Suichow it proceeds to Taikang where it crosses line (c), then to Chenchow and Chowkiakow where it crosses line (d) and thence to Siangcheng, Sintsai, Kwangchow, and Kwangshan.After Kwangshan it crosses the boundary mountain into Hupeh, passing through Hwangan to Hankow.This line is about 700 miles long, running from the Great Northern Port to the commercial center of central China.

p.The Hoangho Port-Hankow Line

This line starts from the Hoangho Port in a southwesterly direction to Pohsing, Sincheng, and Changshan, then across the Kiauchow-Tsinan line to Poshan.Thence it ascends the watershed into the Wen Valley to Taian where it crosses the Tientsin-Pukow line to Ningyang and Tsining. From Tsining it proceeds in a straight line southwestward to Pochow in Anhwei, and Sintsai in Honan. At Sintsai it joins the Great Northern Port-Hankow line to Hankow. The distance of this line from the Hoangho Port to Sintsai is about 400 miles.

q.The Chefoo-Hankow Line

This line starts at Chefoo on the northern side of the Shantung Peninsula and crosses that Peninsula to Tsimo, on the southern side, via Laiyang and Kinkiakow.From Tsimo it proceeds southwestward across the shallow mud flat at the head of Kiauchow Bay in a straight line to Chucheng.After Chucheng it crosses the watershed into the Shuho Valley to Chuchow and Ichow, then proceeds to Hsuchow where it meets the Tientsin-Pukow line and the Hailan line.From Hsuchow it runs on the same track with the Tientsin-Pukow line as far as Suchow in Anhwei, then branches off to Mongcheng and Yinchow, and crosses the border into Honan at Kwangchow, where it meets the Great Northern Port-Hankow line and proceeds together to Hankow.This line from Chefoo to Kwangchow is about 550 miles in length.

r.The Haichow-Tsinan Line

This line starts from Haichow following the Linhung River to Kwantunpu, then turns westward to Ichow.From Ichow it turns first northward then northwestward, passing by Mongyin and Sintai to Tai-an.At Tai-an it joins the Tsinpu line and proceeds in the same track to Tsinan. This line covers a distance, from Haichow to Tai-an, of about 110 miles, tapping the coal and iron fields of southern Shantung.

s.The Haichow-Hankow Line

This line starts at Haichow in a southwesterly direction, goes to Shuyang and Sutsien, probably in the same route as the projected Hailan line.From Sutsien it proceeds to Szechow and Hwaiyuan, where it crosses the Great Eastern Port Urga and Uliassutai lines.After Hwaiyuan it goes to Showchow and Chenyangkwan, thence continuing in the same direction across the southeastern corner of Honan and the boundary mountain into Hupeh, proceeds to Macheng and Hankow, covering a distance of about 400 miles.

t.The Haichow-Nanking Line

This line goes from Haichow southward to Antung then inclining a little south to Hwaian.After Hwaian it crosses the Paoying Lake (which will be reclaimed according to the regulation of the Hwaiho in Part IV, Program II) to Tienchang and Luho, thence to Nanking.Distance, about 180 miles.

u.The Sinyangkang-Hankow Line

This line starts from Sinyangkang to Yencheng, then crossing the Tasung Lake (which will be reclaimed) to Hwaian. From Hwaian it turns southwestward passing over the southeastern corner of the Hungtse Lake (which will also be reclaimed) to Suyi, in Anhwei. After Suyi, it crosses the Tientsin-Pukow line near Mingkwang, to Tingyuen, where it meets lines (b) and (c). After Tingyuen, it proceeds to Lu-an and Hwoshan, then crosses the boundary mountain into Hupeh passing through Lotien to Hankow, a distance of about 420 miles.

v.The Luszekang-Nanking Line

This line starts at Luszekang, a fishing harbor to be constructed at the extremity of the northern point of the Yangtze Estuary.From Luszekang it proceeds westward to Tungchow where it turns northwestward to Jukao, and then westward to Taichow, Yangchow, Luho, and Nanking.This line is about 200 miles long.

w.The Coast Line

This line starts at the Great Northern Port, and follows the Great Northern Port-Hankow line as far as Chikow, where it begins its own line.Keeping along the coast, it crosses the Chili border to the Hoangho Port, in Shantung, then proceeds to Laichow where it takes a straight cut away from the coast to Chaoyuan and Chefoo, thus avoiding the projected Chefoo-Weihsien line.From Chefoo it proceeds southeastward through Ninghai to Wenteng, where one branch runs to Jungcheng and another to Shihtao. The main line turns southwestward to Haiyang and Kinkiakow, where it joins the Chefoo-Hankow line, and follows it as far as the western side of Kiauchow Bay, thence southward to Lingshanwei. From Lingshanwei the line proceeds southwestward along the coast to Jichao, and crosses the Shantung border into Kiangsu, passing Kanyu to Haichow. Thence it proceeds southeastward to Yencheng, Tungtai, Tungchow, Haimen, and Tsungming Island which will be connected with the mainland by the regulation works of Yangtze embankment. From Tsungming trains can be ferried over to Shanghai. This line from Chikow to Tsungming is about 1,000 miles in length.

x.The Hwoshan-Wuhu-Soochow-Kashing Line

This line starts from Hwoshan to Shucheng and Wuwei, then across the Yangtze River to Wuhu.After Wuhu it goes to Kaoshun, Liyang, and Ihing, then crosses over the northern end of Taihu (which will be reclaimed) to Soochow, where it meets the Shanghai-Nanking line.From Soochow it turns southward to Kashing on the Shanghai-Hangchow line.This line runs over very populous and rich districts of Anhwei and Kiangsu provinces, covering a distance of about 300 miles, which will form the greater part of the shortest line from Shanghai to Hankow.

PART II
The Southeastern Railway System

This system covers the irregular triangle which is formed by the Coast line between the Great Eastern and the Great Southern Ports, as the base, by the Yangtze River from Chungking to Shanghai, as one side, and by line (a) of the Canton-Chungking Railway as the other side, with Chungking as the apex.This triangle comprises the provinces of Chekiang, Fukien, and Kiangsi, and a part respectively of Kiangsu, Anhwei, Hupeh, Hunan, and Kwangtung.This region is very rich in mineral and agricultural products, especially iron and coal deposits which are found everywhere.And the whole region is thickly populated.So railway construction will be very remunerative.

With the Great Eastern Port and the Great Southern Port and the second-and third-class ports that lie between the two as termini of this system of railroads, I propose that the following lines be constructed:

a.The Great Eastern Port-Chungking Line

This line connects the commercial center of western China—Chungking—with the Great Eastern Port in almost a straight route south of the Yangtze River.It starts from the Great Eastern Port and goes to Hangchow, then through Linan, Ghanghwa, to Hweichow, in Anhwei.From Hweichow it proceeds to Siuning and Kimen, then crosses the border into Kiangsi and passing Hukow reaches Kiukiang.From Kiukiang it follows the right bank of the Yangtze, crosses the Hupeh border to Hingkwochow and then proceeds to Tungshan and Tsungyang, where it passes over the border to Yochow in Hunan.From Yochow it takes a straight line across the Tungting Lake (which will be reclaimed) to Changteh.From Changteh it proceeds up the Liu Shui Valley, passing through Tzeli, and crossing the Hunan border to Hofeng, in Hupeh and then to Shinan and Lichwan.At Shinan a branch should be projected northeastward to Ichang, and at Lichwan another branch should be projected northwestward to Wanhsien, both on the left side of the Yangtze River.After Lichwan it crosses the Hupeh border into Szechwan, passing Shihchu to Foochow, then passes the Wukiang and proceeds along the right side of the Yangtze River as far as lines (a) and (b) of the Canton-Chungking Railway and then crosses together on the same bridge to Chungking on the other side of the river. The length of this line including branches, is about 1,200 miles.

b.The Great Eastern Port-Canton Line

This is a straight line from one first-class seaport to another.It starts from the Great Eastern Port and goes to Hangchow, then turning southwestward, follows the left bank of the Tsien Tang River through Fuyang, Tunglu to Yenchow and Chuchow.Then it proceeds across the Chekiang-Kiangsi border to Kwangsin.From Kwangsin it goes through Shangtsing and Kinki to Kienchang, then proceeds to Nanfeng, Kwangchang, and Ningtu.After Ningtu it proceeds to Yutu, Sinfeng, Lungnan, and crossing the boundary mountain of Kiangsi and Kwangtung, to Changning.Thence via Tsungfa it goes to Canton, covering a distance of about 900 miles.

c.The Foochow-Chinkiang Line

This line starts from Foochow, goes by way of Loyuan and Ningteh to Fuan, and then proceeds across the Fukien-Chekiang border to Taishun, Kingning, Yunho, and Chuchow.Thence it proceeds to Wuyi, Yiwu, Chukih, and Hangchow.After Hangchow it goes to Tehtsing and Huchow and then crosses the Chekiang border into Kiangsu. Then it proceeds by way of Ihing, Kintan, and Tanyang to Chinkiang. This line is about 550 miles in length.

d.The Foochow-Wuchang Line

This line starts from Foochow and following the left bank of the Min River and passing Shuikow and Yenping reaches Shaowu.After Shaowu, it proceeds across the Fukien border into Kiangsi and then passes through Kienchang and Fuchow to Nanchang, the capital of Kiangsi.From Nanchang it proceeds to Hingkwo, in Hupeh, and passes on to Wuchang, the capital of Hupeh.It covers a distance of about 550 miles.

e.The Foochow-Kweilin Line

This line starts from Foochow, crosses the Min River and proceeds by way of Yungfu, Tatien, Ningyang, and Liencheng to Tingchow.Thence it crosses the Fukien-Kiangsi border to Shuikin.From Shuikin it proceeds to Yutu and Kanchow and then to Shangyiu and Chungyi.After Chungyi it crosses the Kiangsi-Hunan border to Kweiyanghsien and Chenchow, where it crosses the Canton-Hankow line to Kweiyangchow.Thence it continues to Sintien, Ningyuan, and Taochow, where it meets lines (a) and (b) of the Canton-Chungking Railway.After Taochow it turns southward following the Taoho Valley to the Kwangsi border and then crossing it, proceeds to Kweilin. This line covers a distance of about 750 miles.

f.The Wenchow-Shenchow Line

This line begins from the new Wenchow Port and follows the left bank of the Wukiang as far as Tsingtien.From Tsingtien it proceeds to Chuchow and Suenping and turns westward across the Chekiang border to Yushan in Kiangsi.After Yushan it goes to Tehsing, Loping, and then skirting the southern shore of Poyang Lake goes through Yukan to Nanchang, the capital of Kiangsi.From Nanchang it proceeds to Juichow, Shangkao, and Wantsai, then crosses the Kiangsi border to Liuyang in Hunan, and Changsha, the capital of Hunan.After Changsha it goes to Ningsiang, Anhwa, and Shenchow where it connects with line (a) of the Canton-Chungking Railway, and with the Shasi-Singyi line.This line covers a distance of about 850 miles.

g.The Amoy-Kienchang Line

This line starts from the new port of Amoy and goes to Changtai, then following the Kiulungkiang to Changping, Ningyang, Tsingliu, and Kienning.After Kienning it proceeds across the Kiangsi border to Kienchang, where it connects with the Great Eastern Port-Canton line, the Foochow-Wuchang line, and the Kienchang-Yuanchow line.This line covers a distance of about 250 miles.

h.The Amoy-Canton Line

This line starts at the new port of Amoy, and proceeds to Changchow, Nantsing, and Siayang, where it crosses the Fukien border to Tapu, in Kwangtung.From Tapu it goes to Tsungkow, Kaying, Hinning, and Wuhwa.After Wuhwa it crosses the watershed between the Hankiang and the Tungkiang rivers to Lungchan, then following the Tungkiang down to Hoyun, it crosses another watershed to Lungmoon, Tsengshin and Canton.This line covers a distance of about 400 miles.

i.The Swatow-Changteh Line

This line starts from Swatow, proceeds to Chaochow, Kaying, and then crosses the Kwangtung border to Changning in Kiangsi.From Changning it crosses the watershed into Kungkiang Valley and follows that river down to Hweichang and Kanchow.From Kanchow it proceeds to Lungchuan, Yungning, and Lienhwa, where it crosses the Kiangsi border into Hunan.After that, it proceeds to Chuchow and Changsha, the capital of Hunan.From Changsha it goes to Ningsiang, Yiyang, and Changteh where it ends, connecting with the Great Eastern Port-Chungking line, and the Shasia-Singyi line.This line covers a distance of about 650 miles.

j.The Nanking-Siuchow Line

This line starts from Nanking and runs along the right bank of the Yangtze to Taiping, Wuhu, Tungling, Chichow, and Tungliu. After Tungliu it passes over the Anhwei border into Kiangsi, at Pengtseh, and goes to Hukow. At Hukow it meets the Great Eastern Port-Chungking line and crosses the bridge together with that line to the projected Poyang Port. From the Poyang Port it runs along the west shore of the Poyang Lake through Nanking and Wucheng to Nanchang, where it meets the Wenchow-Shenchow and Foochow-Wuchang lines. From Nanchang it proceeds up the Kan Kiang Valley, via Linkiang to Kian, where it crosses the projected Kienchang-Yuanchow line. After Kian, it proceeds to Kanchow where it crosses the Foochow-Kweilin line. Thence it goes to Nankanghsien and Nanan. After Nanan it crosses the boundary mountain, Tayuling, into Kwangtung at Nanyung, thence passes through Chihing to Siuchow, where it meets the Canton-Hankow line. This line covers a distance of about 800 miles.

k.The Nanking-Kaying Line

This line starts from Nanking, proceeds to Lishui and Kaoshun and then crosses the Kiangsu border into Anhwei at Suencheng.From Suencheng it proceeds to Ningkwo and Hweichow.After Hweichow it crosses the Anhwei border into Chekiang, passing through Kaihwa, Changshan, and Kiangshan, and leaving Chekiang enters Fukien at Pucheng.From Pucheng it proceeds via Kienningfu to Yenping where it crosses the Foochow-Wuchang line and then goes through Shahsien and Yungan to Ningyang, where it meets the Foochow-Kweilin and Amoy-Kienchang lines. From Ningyang it proceeds to Lungyen and Yungting, then joining the Amoy-Canton line at Tsungkow proceeds together to Kaying, its terminus. This line runs over a distance of about 750 miles.

l.The Coast Line Between the Great Eastern and the Great Southern Ports

This line starts from the Great Southern Port—Canton—proceeds in the same direction as the Canton-Kowloon line as far as Shelung and then goes its own way following the course of the Tungkiang River to Waichow.From Waichow it proceeds to Samtochuck, Haifung, and Lukfung, then turning northeastward goes to Kityang and Chaochow.After Chaochow it goes to Jaoping, then crossing the Kwangtung-Fukien border to Chaoan.Thence it proceeds to Yunsiao, Changpu, Changchow, and Amoy.From Amoy it proceeds to Chuanchow, Hinghwa, and Foochow, the capital of Fukien.After Foochow it proceeds in the same direction as the Foochow-Chinkiang line, as far as Fuan, then turns eastward to Funing, and northward to Futing.After Futing it crosses the Fukien border into Chekiang and proceeds through Pingyang to Wenchow.At Wenchow it crosses the Wukiang and proceeds to Lotsing, Hwangyen, and Taichow.Thence, it proceeds through Ninghai to Ningpo, its own terminus, where it connects with the Ningpo-Hangchow line, thus linking it up with the Great Eastern Port via Hangchow.This line covers a distance from Canton to Ningpo of about 1,100 miles.

m.The Kienchang-Yuanchow Line

This line starts from Kienchang and runs through Yihwang, Loan, Yungfeng, and Kishui to Kian, where it crosses the Nanking-Siuchow line.After Kian it proceeds to Yungsin and Lienhwa where it meets the Swatow-Changteh line.Thence it crosses the Kiangsi border into Hunan, at Chaling, then through Anjen to Hengchow where it crosses the Canton-Hankow line.From Hengchow the line proceeds to Paoking where it crosses line (a) of the Canton-Chungking Railway then westward to Yuanchow, its terminus, where it joins with the Shasi-Singyi line.This line covers a distance of about 550 miles.The total length of this Southeastern Railway System is about 9,000 miles.

PART III
The Northeastern Railway System

This system will cover the whole of Manchuria, a part of Mongolia, and a part of Chihli province—an area of nearly 500,000 square miles, with a population of 25,000,000.This region is surrounded by mountains on three sides and opens on the south to the Liaotung Gulf.Amidst these three mountain ranges lies a vast and fertile plain drained by three rivers—the Nonni on the north, the Sungari on the northeast, and the Liaoho on the south. This part of China was once regarded as a desert, but since the completion of the Chinese Eastern Railway it has been found to be the most productive soil in China. It supplies the whole of Japan and a part of China with nitrogenous food in the form of soya bean. This bean, the wonderful properties of which were early discovered by the Chinese, contains the richest nitrogenous substance among vegetables and has been used as a meat substitute for many thousand years. Vegetable milk is extracted from this bean, and from this milk various kinds of preparations are made. The extraction from this bean has been proved by modern chemists to be richer than any kind of meat. The Chinese and the Japanese have used this kind of artificial meat and milk from time immemorial. Recently food administrators in Europe and America have paid great attention to this meat substitute, while the export of soya bean to Europe and America has steadily increased. This Manchu-Mongolian plain is destined to be the source of the world's supply of soya bean. Besides soya bean, this plain also produces a great quantity of various kinds of grains, and supplies the entire Eastern Siberia with wheat. The Manchurian mountains are exceedingly rich in timber and minerals—gold being especially found in great quantities in many localities.

Railway construction in this region has proved to be a most profitable undertaking.At present there are already three railway systems tapping this rich country, viz. , the Peking-Mukden line, the best paying railroad in China, the Japanese South-Manchurian Railway, also a very remunerative line, and the Chinese Eastern Railway, the best paying portion of the whole Siberian system. Besides these, there are many lines projected by the Japanese. In order to develop this rich region properly a network of railways should be projected.

Before dealing with the separate lines of this network of railways, I should like to propose a center for them, just as the spider's nest is to a cobweb.I shall name this central city "Tungchin," the Eastern Mart, which should be situated at a point southwest of the junction of the Sungari and Nonni rivers, about 110 miles west by south from Harbin, and will be in a more advantageous position than the latter.This new city will be the center not only of the railway system but also of the inland water communication when the Liaoho-Sungari Canal is completed.

With the projected city of Tungchin as a center, I propose the following lines:

a.The Tungchin-Hulutao Line

This is the first line that radiates from this projected Manchurian railway center, and is the shorter of the two direct lines that lead to the ice-free ports on the Liaotung-Chihli Gulf.It runs almost parallel to the South Manchurian Railway, the distance between the two lines being about 80 miles at the northern end, converging to 40 miles at Sinmin, and diverging again after that point.According to the original agreement with the former Russian Government, no parallel line within 100 miles was allowed to be built.But such restriction must be abolished under this new International Development Scheme for the benefit of all concerned.This line starts from Tungchin, and proceeds southward across the vast Manchurian plain by Changling, Shuangshan, Liaoyuan, and Kangping, to Sinmin in a straight line covering a distance of about 270 miles. After Sinmin, the line joins the Peking-Mukden Railway and runs on the same track for a distance of about 130 miles to Hulutao.

b.The Tungchin-Great Northern Port Line

This line is the second that radiates from this railway center direct to a deep water ice-free seaport.It starts from Tungchin, proceeding in a southwesterly direction, passes Kwangan, midway between Tungchin and the West Liaoho, and many other small settlements before it crosses the Liaoho.After crossing the Liaoho, it enters the mountainous regions of the Jehol district by a valley to Fowsin, a hsien city, and crosses the watershed into the Talingho Valley.After passing through the Talingho Valley, the line crosses another watershed into the Luan Valley by a branch of the same river.Then it penetrates the Great Wall and proceeds to the Great Northern Port by way of Yungping and Loting.The whole length of this line is about 550 miles, the first half of which is on level land and the second half in mountainous country.

c.The Tungchin-Dolon Nor Line

This is the third line that radiates from the railway center and proceeds nearly in a westerly direction across the plain to Taonan where it crosses the projected Aigun-Jehol line (Japanese), and also meets the termini of two other projected lines, the Changchun-Taonan and the Tsengkiatun-Taonan (Japanese). After Taonan, the line turns more southward by skirting along the foothills of the southeastern side of the Great Khingan range where vast virgin forests and rich minerals are found. Then it passes through the upper Liaoho Valley formed by the Great Khingan Mountain on the north, and the Jehol Mountain on the south and through the towns of Linsi and Kingpang to Dolon Nor, where it meets the trunk line of the Northwestern Railway system. This line covers a distance of about 480 miles, a greater part of which is on level land.

d.The Tungchin-Kerulen Line

This is the fourth line that radiates from the Tungchin Railway center.It runs in a northwesterly direction almost parallel with the Harbin-Manchuli line of the Chinese Eastern Railway, the distance between the two lines varying from 100 to 130 miles.The line starts from Tungchin on the north side of the junction of the Nonni and Sungari rivers and proceeds westward across the Nonni River to Talai, and then turns northwestward across the plain into the valley of the north branch of the Guileli River.After entering the valley, it follows the stream up to its source, then crosses the Great Khingan Mountain watershed into the Mongolian Plain by the Khalka River, and follows the right bank of this river to the north end of Bor Nor Lake. Thence it turns directly westward to the Kerulen River, and follows the south bank of the river to Kerulen. This line covers a distance of about 630 miles.

e.The Tungchin-Moho Line

This is the fifth line that radiates from this railway center.It starts from the north side of the junction of the Nonni and Sungari rivers, and proceeds northwestward across the northern end of the Great Manchurian Plain to Tsitsiha.At Tsitsiha, it joins the projected Kinchow-Aigun line and proceeds together northwestward alongside the left bank of the Nonni River as far as Nunkiang where it separates from the other.Thence it resumes the northwesterly direction and proceeds into the upper Nonni Valley until the headwater is reached.Then it crosses the northern extremity of the Great Khingan Range to Moho, where it joins the terminus of the Dolon Nor-Moho line.This line is about 600 miles long.About a quarter of this length runs on the plain, the second quarter runs along the lower Nonni Valley, the third along the Upper Valley, and the fourth runs in mountainous but gold-bearing regions, where only physical difficulties are to be expected.

f.The Tungchin-Korfen Line

This is the sixth line from the railway center.It also starts on the northern side of the Nonni-Sungari junction, and proceeds across the plain by the cities Chaotung and Tsingkang. After Tsingkang it crosses the Tungkun River, proceeds to Hailun, and then, ascending the Tungkun Valley, crosses the watershed of the Little Khingan Mountain. Thence it descends into the Korfen Valley and proceeds by Chelu to Korfen on the right bank of the Amur River. This line covers a distance of 350 miles, two thirds of which run on comparatively level land and one third in mountainous district. This is the shortest line from Tungchin to the Amur River and the Russian territory on yonder side.

g.The Tungchin-Yaoho Line

This is the seventh line that radiates from this railway center.It starts from the northern side of the Nonni-Sungari junction and traverses the plain on the left of the Sungari River by Chaochow, then crosses the Chinese Eastern Railway, and the Hulan River to Hulan.After Hulan, it proceeds to Payen, Mulan, and Tungho, then crosses the Sungari River to Sansing, now called Ilan.Thence it proceeds into the Wokan Valley and crosses the watershed by Chihsingshitse and Takokai into the Noloho Valley and passing by various villages and towns along this river to Yaohohsien, ends at the junction of the Noloho and the Ussuri River.This line covers a distance of 500 miles in very fertile country.

h.The Tungchin-Yenchi Line

This is the eighth line that radiates from this railway center.It starts from the eastern side of the Nonni-Sungari junction and proceeds in a southeasterly direction on the right side of the Sungari River to Fuyu or Petunai and various towns along the road on the same side of the river until it comes across the Harbin-Talien Railway, then turns away from the road and proceeds eastward to Yushu and Wuchang.After Wuchang, the line turning more southward, proceeds to Fengtechang and then follows the same direction to Omu.At Omu, it crosses the Mutan River, then proceeds to Liangshuichuan and Shehtauho, where it joins the Japanese Hweining-Kirin line and proceeds together to Yenchi.This line covers a length of about 330 miles through very rich agricultural and mineral country.

i.The Tungchin-Changpeh Line

This is the ninth line that radiates from the Tungchin railway center.It starts from the south side of the Nonni-Sungari junction and proceeds in a southeasterly direction across the plain to Nungan.After Nungan, it crosses the Itung River and proceeds continuously in the same direction across several branches of the same river to Kiudaichan, where it joins the Changchun-Kirin line and proceeds together as far as Kirin.After Kirin, it goes its own way following the right bank of the Sungari River in a southeasterly direction to the junction of Lafaho River and turns southward along the same bank of the Sungari to Huatien. After Huatien, it continues in the same course up to Toutaokiang, as far as Fusung, then turns southeastward into the Sunghsiangho Valley and proceeds upward to the Changpeh Shan watershed by skirting the south side of the Celestial Lake, then turns southward following the Aikiang River to Changpeh on the Korean frontier. This line covers a distance of about 330 miles. Some great difficulties are to be overcome in the last portion of the line where it crosses the Changpeh watershed.

j.The Hulutao-Jehol-Peking Line

With this line I shall begin to deal with a new group of the Northeastern Railway System which will make Hulutao, the ice-free port on the Liaotung Gulf as their center and terminus.This, the first line, starts from Hulutao and proceeds westward up the Shaho Valley to Sintaipienmen.Thence it crosses the mountainous district through Haiting, Mangniuyingtse, and Sanshihkiatse to Pingchuan, and continues in the same direction to Jehol or Chengteh.After Jehol, it proceeds by the old imperial highway to Lwanping, then turns southwestward to Kupehkow where it penetrates the Great Wall.Thence it follows the same highway through Miyun and Shunyi to Peking.This line covers a distance of about 270 miles.

k.The Hulutao-Kerulen Line

This is the second line of the Hulutao radiation.It starts from this seaport and proceeds northward through the mountainous region of Jehol by Kienping and Chihfeng.Thence, the line follows the highway across the Upper Valley of Liaoho to Chianchang, Sitoo, Takinkou, and Linsi.After Linsi, it proceeds up the Lukiako Valley and crosses the watershed at the southern extremity of the Great Khingan Mountain, through Kanchumiao and Yufuchih.Then it proceeds to Payenbolak, Uniket, and Khombukure where it joins with the Dolon Nor-Kerulen line and proceeds together to Kerulen.This line up to Khombukure covers a distance of about 450 miles, tapping a very rich mineral, timber, and agricultural country.

l.The Hulutao-Hailar Line

This, the third line, starts from Hulutao and proceeds by way of Chinchow along the west side on the Talingho River to Yichow, where it crosses the Talingho to Chinghopienmen and Fowsin.After Fowsin, the line goes northward to Suitung, thence, crossing the Siliaoho to Kailu, it proceeds between the Great and Little Fish Lakes to Kinpan and Tachuan.Then it proceeds across the Great Khingan Mountain into the Oman Valley and follows the same river to Hailar.This line covers a distance of about 600 miles passing through rich mineral and agricultural land and virgin forests.

m.The Hulutao-Antung Line

This, the fourth line, starts from Hulutao and proceeding northeastward, follows the course of the projected Liaoho-Hulutao Canal, and then goes eastward to Newchwang and Haicheng.From there it proceeds southeastward to Sinmuchen, where it joins the Antung-Mukden line and proceeds together to Antung on the Korean border.This line covers a distance of about 220 miles.This together with the Hulutao-Jehol-Peking line will make the shortest line from Antung and beyond, i.e., Korea, to Peking.

n.The Moho-Suiyuan Line

With this as the first I am going to deal with another group of lines in this system.These will be the circumferential lines which link up the radii from the Tungchin center in two semicircles, the outer and the inner.This Moho-Suiyuan line starts from Moho and proceeds along the right bank of the Amur River to Ussuri, Omurh, Panga, Kaikukang, Anlo, and Woshimen.After this point, the river bends more southward and the line follows the same bend to Ankan, Chahayen, Wanghata, and Huma.From Huma, it proceeds to Sierhkenchi, Chila, Manchutun, Heiho, and Aigun where it meets the terminus of the Chinchow-Aigun line.After Aigun, the line turns more eastward to Homolerhchin, Chilirh, and Korfen where it meets the terminus of the Tungchin-Korfen line. Thence it proceeds to Wuyun, Foshan, and Lopeh. After Lopeh, it goes to Hokang at the junction of the Amur and Sungari. At this point, the line crosses the Sungari River to Tungkiang and proceeds to Kaitsingkow, Otu, and Suiyuan where it ends. This line covers a distance of 900 miles running all its way through the gold-producing region.

o.The Huma-Chilalin or Shihwei Line

This is merely a branch of the Moho-Suiyuan line.It starts from Huma and follows the Kumara River passing by the Taleitse Gold Mine and Wapalakow Gold Mine.Then it proceeds up the Kumara River in a westerly and southwesterly direction to its southern source and there it crosses the watershed into the Halarh Valley, thence descending the valley to Chilalin or Shihwei.This line covers a distance of about 320 miles running in an extremely rich gold district.

p.The Ussuri-Tumen-Yalu-Coast Line

This, the second line of the outer semicircle, starts by continuing the first line at Suiyuan, and proceeds along the left bank of the Ussuri River, passing Kaulan, Fuyeu, and Minkang, to Yaoho, where it meets the terminus of the Tungchin-Yaoho line.From Yaoho, it runs parallel to the Russian Ussuri Railway on the east side of the river as far as Fulin.After Fulin, it parts from the Russian line by turning westward following the Mulingho River to Mishan on the northwestern corner of the Hanka Lake. Thence it goes to Pinganchin, turns southward alongside the boundary line and crosses the Harbin-Vladivostok line at Siusuifen Station to Tungning. After Tungning, it continues the same southward course alongside the boundary line to a point between Szetaukow and Wutaukow, then turns westward to Hunchun, and northwestward to Yenchi where it meets the projected Japanese Hweining-Kirin line. From Yenchi, it follows the Japanese line to Holung, and proceeds southwestward by the left side of the Tumen River across the watershed into the Yalu Valley, where it meets the Tungchin-Changpeh line. After Changpeh it turns westward and northwestward following the right bank of the Yalu to Linkiang, thence southwestward, still following the right bank of the Yalu, to Tsianhsien and then continues in the same direction, along the Yalu bank, to Antung, where it meets the Antung-Mukden Railway. After Antung, it proceeds to Tatungkow at the mouth of the Yalu, thence along the coast to Takushan and Chwangho, then westward through Situn and Pingfangtien to join the South Manchurian Railway at Wukiatun. This line covers a distance of 1,100 miles, which runs from end to end right along the southeastern boundary of Manchuria.

q.The Linkiang-Dolon Nor Line

This is the third line of the outer semicircle of the Tungchin railway center, and connects the radiating lines south of the center. It starts from Linkiang at the southwestward turn of the Yalu River, and proceeds across the mountainous region passing by Tunghwa, Hingking, and Fushun, to Mukden, where it crosses the South Manchurian Railway. From Mukden, it goes together with the Peking-Mukden line as far as Sinmin, where it crosses the Tungchin-Hulutao line and proceeds northwestward through Sinlihtun to Fowsin. After Fowsin the line enters the hilly district of the upper Liaoho Valley, and proceeds to Chihfeng, after passing through numerous small villages and camping places in this vast pasture. After Chihfeng the line proceeds through the Yinho Valley by Sanchotien, Kungchuling, and Tachientse, to Famuku, thence follows the Tulakanho to Dolon Nor, covering a distance of about 500 miles.

r.The Chikatobo-Sansing or Ilan Line

This is the first line of the inner semicircle which connects the radiating lines from the Tungchin railway center on the northeast.It starts from Chikatobo on the upper reach of the Amur, and proceeds eastward and southeastward through many valleys and mountains of the Great Khingan Range to Nunkiang.After Nunkiang, it goes in a more southerly direction to Keshan, thence to Hailun, and then crosses the Sungari to Sansing or Ilan.This line covers a distance of about 700 miles, passing through an agricultural and gold-producing country.

s.The Sansing or Ilan-Kirin Line

This is the second line of the inner semicircle.It starts from Sansing and proceeds southwestward along the right bank of the Mutan River through Tauchan, Erchan, Sanchan, and Szuchan, to Chengtse where it crosses the Harbin-Vladivostok line.Then it goes to Ninguta, after crossing over the Mutan River from right to the left bank.After Ninguta it proceeds southwestward passing through Wungcheng, Lanchichan, Talachan, and Fungwangtien, to Omu.From Omu it joins the Japanese Hweining-Kirin line and proceeds westward to Kirin.This line covers a distance of about 200 miles, along the fertile Mutan Valley.

t.The Kirin-Dolon Nor Line

This is the third line of the inner semicircle in the Tungchin system.It starts from Kirin and follows the old highway westward to Changchun where it meets the termini of the Chinese Eastern Railway from the north and the Japanese South Manchurian Railway from the south.After Changchun, it proceeds across the plain to Shuangshan where it meets the Tungchin-Hulutao line and the Japanese Szupingkai-Chengkiatun-Taonan line.From Shuangshan, it crosses the Liao River to Liaoyuan, thence it traverses the vast plain, crossing the Tungchin-Great Northern Port line and goes to Suitung where it meets the Hulutao-Hailar line.After Suitung, it proceeds up the Liao Valley where it comes across the Hulutao-Kerulen line and then crosses the watershed to Dolon Nor where it ends. This line covers a distance of 500 miles. This completes the cobweb system of the projected North-Eastern Railway. The total length of this entire system is about 9,000 miles.

PART IV
The Extension of the Northwestern Railway System

The Northwestern Railway System covers the region of Mongolia, Sinkiang, and a part of Kansu, an area of 1,700,000 square miles.This territory exceeds the area of the Argentine Republic by 600,000 square miles.Argentina is now the greatest source of the world's meat supply, while the Mongolian pasture is not yet developed, owing to the lack of transportation facilities.As Argentina has superseded the United States in supplying the world with meat, so the Mongolian pasture will some day take the place of Argentina, when railways are developed and cattle raising is scientifically improved.Thus the construction of railroads in this vast food-producing region is an urgent necessity as a means of relieving the world from food shortage.In the first program of this International Development Scheme, I proposed 7,000 miles of railways for this vast and fertile region, for the purpose of developing the Great Northern Port, and relieving the congested population of southeastern China. But this 7,000 miles of railways form merely a pioneer line. In order to develop this virgin continent properly, more railways have to be constructed. Therefore in this plan, namely, the Extension of the Northwestern Railway System, I propose the following lines:

a.The Dolon Nor-Kiakata Line

This line starts from Dolon Nor and proceeds in a northwesterly direction, following the caravan road across the vast pasture to Khorkho, Kuoto, and Suliehto. After Suliehto, it crosses the boundary line into Outer Mongolia by the same road to Khoshentun, Lukuchelu, and Yangto. Thence it crosses the Kerulen River to Otukunkholato, and enters the hilly region where it crosses the Kerulen watershed and the Chikoi watershed. The water from the Kerulen watershed flows into the Amur, and thence into the Pacific Ocean, while the water from the Chikoi watershed flows into Lake Baikal, and thence to the Arctic Ocean. After crossing the Chikoi watershed, it follows a branch of the Chikoi River to Kiakata. This line covers a distance of about 800 miles.

b.The Kalgan-Urga-Tannu Ola Line

This line starts from Kalgan at the Great Wall, and proceeds northwestward up the plateau, crosses a range of hills into the Mongolian prairie, and goes to Mingan, Boroldshi, Ude, and Khobor, where it crosses the Dolon Nor-Urumochi trunk line.After Khobor, it proceeds across the vast and rich pasture of Mubulan, then proceeds in a straight line through Mukata and Nalaiha to Urga.From Urga, it goes into the hilly district crossing Selenga Valley to a point opposite the southern end of Lake Kos Gol, and then turns northward across a range of mountains to Khatkhyl on the southern shore of Kos Gol.After Khatkhyl, it skirts Kos Gol Lake along the western shore for some distance, then turns northwestward and westward, following the course of the Khua Kem River to a point near its exit at the frontier line, then turns southwestward up the Kemtshik Valley to its headwater, passes through Pakuoshwo, and ends at the boundary line between the Russian and Chinese territories. This line covers a distance of about 1,700 miles.

c.The Suiyuan-Uliassutai-Kobdo Line

This line starts from Suiyuan in the northwestern corner of Shansi, and proceeds in a northwesterly direction across the hilly country into the Mongolian pasture to Tolibulyk, where it crosses the Great Northern Port-Hami line, and the Great Eastern Port-Urga line.After Tolibulyk, it proceeds in a straight line in the same direction passing through Barunsudshi to the capital of Tuchetu.Thence it continues in the same straight line northwestward to Gorida.After Gorida, it follows the caravan road to Kolitikolik where it crosses the Great Northern Port-Urumochi trunk line.From Kolitikolik, the line turns northwestward, then westward and proceeds across many streams and valleys and passes by many small towns to Uliassutai.At Uliassutai, it crosses the B.Junction-Frontier branch of the Great Eastern Port-Urumochi line.After Uliassutai, the line proceeds westward following the trade road, passes through Khuduku, Bogu, Durganor, and Sakhibuluk to Kobdo.Thence the line turns northwestward to Khonga, Ukha, and Clegei, then westward to Beleu and ends at the frontier.This line is about 1,500 miles long.

d.The Tsingpien-Tannu Ola Line

This line starts from Tsingpien at the Great Wall, on the northern border of Shensi, proceeds through the Ordos country by Bonobalgasun, Orto, and Shinchao, and then crosses the Hoangho to Santaoho.From Santaoho, it proceeds across Charanarinula Mountain into Mongolian prairie in a northwesterly direction to Kurbansihata where it crosses the Peking-Hami line, then it goes to Unikuto and Enkin, where it crosses the Great Northern Port-Urumochi line.After Enkin, the line enters into a valley and watered district, proceeds northward to Karakorum, and then turns northwestward across various streams and valleys of the tributary of the Selenga River by Sabokatai and Tsulimiau.After Tsulimiau, it proceeds in the same direction across the Selenga River, follows its branch, the Telgir Morin River, up to its source and crosses the watershed into Lake Teri Nor.Then it follows the outlet of the Teri Nor to the Khua Kem River, where it ends by joining the Kalgan Urga-Tannu Ola line.This line covers a distance of about 1,200 miles.

e.The Suchow-Kobdo Line

This line starts from Suchow in a northwesterly direction penetrating the Great Wall at Chiennew, and proceeds to the coal field, about 150 miles from Suchow.Then it goes to Habirhaubuluk and Ilatoli.A short way from this place the line comes across the Peking-Hami line and then proceeds to Balaktai. After this the line passes a bit of pure desert to Timenchi. After entering the hilly and watered country it proceeds to Gaskhiu where it crosses the Great Northern Port-Urumochi trunk line. After Gaskhiun, it proceeds to Wolanhutok, Tabateng, and Tabutu where it joins the Kucheng and Kobdo highway and following it, proceeds to Kobdo, through Batokuntai and Sutai. Here the line ends, covering a distance of about 700 miles.

f.The Northwestern Frontier Line

This line starts from Ili following the Urumochi-Ili line to Santai, on the eastern side of Zairam Lake, then proceeds northeastward by itself to Tuszusai on the west side of Ebi Lake.After Tuszusai it proceeds to Toli where it crosses the Central Trunk line, that is, the Great Eastern Port-Tarbogotai line.Thence it goes to Namukotai and Stolokaitai by passing through a vast forest and a rich coal field.From Stolokaitai, the line follows the highway and proceeds to Chenghwaszu, the capital of Altai province.Thence it crosses a mountain range by the Urmocaitu Pass into the Kobdo Valley, and follows the course of the Kobdo River to Beleu where it joins the Suiyuan-Kobdo line and proceeds to Clegei.From Clegei, it proceeds by itself to Tabtu via Usungola and Ulamkom.At Tabtu, it joins the other line again and proceeds together to the Khua Kem River in the Tannu Ola district.It then turns eastward ascending the river to the junction of the Bei Kem and Khua Kem rivers, then starts again on its own course, following the former river and proceeds up to its source in a northeasterly direction ending at the frontier. This line covers a distance of about 900 miles.

g.The Tihwa or Urumochi-Ulankom Line

This line starts from Tihwa following the Dolon Nor trunk line to Fowkang, then proceeds by its own route almost northward through Chipichuan to Khorchute.From Khorchute, it turns northeastward and proceeds across a hilly district to Kaiche, then to Turhuta, where it crosses a branch line from Junction C.of the Great Northern Port-Urumochi line.After Turhuta, it turns northward, proceeds up the Pakaningale Valley to Zehoshita, and then crosses the Tilikta Pass.Thence it turns northeastward proceeding across the newly cultivated country to Kobdo.After Kobdo, it proceeds through a fertile plateau, by crossing many rivers and skirting many lakes to Ulankom, where it ends by joining the Northwestern Frontier line.It covers a distance of about 550 miles.

h.The Gaskhiun-Tannu Ola Line

This line starts from Gaskhiun and proceeds northeastward across a hilly and watered country through Hatonhutuk and Talangjoleu, to Pornulu.After Pornulu, the line proceeds across the Sapkhyn Valley by Huchirtu and Porkho to Uliassutai where it meets the Suiyuan-Kobdo, and the Great Eastern Port-Uliassutai lines. After Uliassutai, the line proceeds northward to a quite new country by first crossing the headwaters of Selenga, then the headwaters of the Tess River. In the Tess Valley the line crosses a vast virgin forest. After emerging from this forest it proceeds northwestward across the watershed into the Khua Kem Valley in Tannu Ola and ends by joining the Northwestern Frontier line. This line covers a distance of about 650 miles.

i.The Uliassutai-Kiakata Line

This line starts from Uliassutai and runs on the track of the Gaskhiun-Tannu Ola line, until it reaches the Eder River, a branch of the Selenga.Then, turning off eastward, it begins its own course and proceeds downward following the course of the Eder River, crossing the Tsingpien-Tannu Ola line, to the junction of this river with the Selenga.There it joins the Kalgan-Urga-Tannu Ola line and proceeds together eastward in the common track for some distance until the other line turns southeastward, when this line turns northeastward following the Selenga down to Kiakata.This line covers a distance of about 550 miles, running through a fertile valley.

j.The Chensi or Barkul-Urga Line

This line starts from Chensi or Barkul and proceeds northeastward across a cultivated region through Tutaku to Urkesiat. After Urkesiat, it crosses the Suchow-Kobdo line, then traverses the vast pasture on the north side of the Gobi Desert to Suchi and Dalantura. Thence it turns more northward across the Great Eastern Port-Uliassutai line, and the Dolon Nor-Urumochi line to Tashunhutuk. After this point the line crosses the Suiyuan-Uliassutai line at Ologai and proceeds over the watershed into the Selenga Valley where it crosses the Tsingpien-Tannu Ola line at Sabokatai. From here it turns eastward across a hilly and watered region to Urga. This line covers a distance of about 800 miles.

k.The Suchow-Urga Line

This line starts from Suchow and proceeds by Kinta to Maumu, and then follows the Taoho or Edsina River, which waters this strip of oasis, to the lakes.Thence it crosses the Gobi Desert, where it meets the crossing lines of the Peking-Hami and the Great Eastern Port-Uliassutai railways and with them forms a common junction.From this junction it proceeds across desert and pasture lands to another railway crossing which is formed by the Suiyuan-Kobdo and Tsingpien-Tannu Ola lines, also forming a common junction together.Thence it proceeds into pasture land through Hatengtu and Tolik to Sanintalai, where it crosses the Dolon Nor-Urumochi line.After Sanintalai, the line proceeds through Ulanhoshih and many other small towns and encampments to Urga.This line covers a distance of about 700 miles. One third of this length is through the desert and the other two thirds through watered pasture land.

l.The Desert Junction-Kerulen Line

This line starts from the Desert Junction, proceeds northeastward to the postural land and crosses the Tsingpien-Tannu Ola line south of Ulan Nor Lake.Thence it proceeds to the Tuchetu Capital where it crosses the Suiyuan-Kobdo line.After the Tuchetu Capital it goes across a pasture to Junction A.From Junction A.it proceeds to Ulanhutuk and Chientingche, then crosses the Kalgan-Tannu Ola line to Zesenkhana.From Zesenkhana, the line follows the course of the Kerulen River down in a northeasterly direction to the city of Kerulen, where it crosses the Dolon Nor-Kerulen line, and meets the Kerulen-Tungchin line.This line covers a distance of about 800 miles.

m.The Khobor-Kerulen-Chikatobo Line

This line starts from Khobor, the crossing junction of the Dolon Nor-Urumochi, and the Kalgan-Urga-Tannu Ola lines, and proceeds northeastward across a vast pasture to Khoshentun, where it crosses the Dolon Nor-Kiakata line.After Khoshentun, it proceeds in the same direction across a similar pasture to Kerulen, where it crosses the Dolon Nor-Kerulen line.Then it proceeds first along the right bank of the Kerulen River, then crosses to the left side, and passes along the northwestern side of Hulan Lake. After Hulan Lake, the line crosses the Chinese Eastern Railway, and the Arguna River, then proceeds along the right bank of the river to Chikatobo, where the line ends by joining the Dolon Nor-Moho and the Chikatobo-Sansing lines. This line covers a distance of about 600 miles. The first half of it runs on dry land and the second half on watered land.

n.The Wuyuan-Taonan Line

This line starts from Wuyuan at the northwest bend of the Hoangho and proceeds northeastward across the Sheiten Ula Mountain and pasture to Tolibulyk, where it meets the crossing junction of three lines—the Peking-Hami line, the Suiyuan-Kobdo line, and the Great Eastern Port-Urga line.From Tolibulyk the line proceeds continuously in the same direction across a pasture to Khobor where it meets the crossing junction of the Dolon Nor-Urumochi and the Peking-Urga lines, and also the terminus of the Khobor-Kerulen line.After Khobor the line turns more eastward and runs across the Dolon Nor-Kiakata line midway to Khombukure, where it crosses the Dolon Nor-Kerulen and the Hulutao-Kerulen lines.From Khombukure the line proceeds to Dakmusuma, where it crosses the Dolon Nor-Moho line.Thence it goes eastward across the Great Khingan Mountain to Tuchuan, then turns southeastward to Taonan, where it ends.This line covers a distance of about 900 miles.

o.The Wuyuan-Dolon Nor Line

This line starts from Wuyuan and proceeds northeastward across the Sheiten Ula Mountain to Maomingan, where it crosses the Great Eastern Port-Urga line.Then it proceeds across the vast pasture and the Suiyuan-Kobdo line to Bombotu, where it passes over the Peking-Hami line.After Bombotu, the line turns eastward and proceeds across the Kalgan-Urga-Tannu Ola line, then goes to Dolon Nor, where it ends by joining the Dolon Nor-Mukden-Linkiang line, which forms a direct route from the upper Hoangho Valley to the rich Liaoho Valley.This line covers a distance of about 500 miles.

p.The Yenki-Ili Line

This line starts from Yenki or Karashar, and proceeds northwestward across the mountain pass into the Ili Valley.It then follows the Kunges River downward, in a westerly direction, traversing a most fertile valley, to Ining and Kuldja or Ili, the principal city of the Ili district near the Russian border, where it joins the Ili-Urumochi line.This line covers a distance of about 400 miles.

q.The Ili-Hotien Line

This line starts from Ili or Kuldja, proceeds southward across the Ili River, then eastward along the left side of the river and then southeastward and southward to Bordai. From here it turns southwestward into Tekes Valley and proceeding upward crosses the Tekes River to Tienchiao and then ascends the mountain pass. After the mountain pass the line turns southeastward, traverses a vast coal field and then turns southwestward to Shamudai, where it crosses the Turfan-Kashgar line. From Shamudai it turns southward across the fertile zone of the north side of the Tarim Valley, to Bastutakelak. Then it proceeds southwestward to Hotien passing by on the way many small settlements in the fertile zone of the Hotien River which flows across the desert. At Hotien the line meets the Kashgar-Iden line. After Hotien the line proceeds upward to the highland south of the city and ends at the frontier. This line covers a distance of about 700 miles.

r.The Chensi-Kashgar Line and Its Branches

This line starts from Chensi and proceeds southwestward along the Tienshan pasture through Yenanpoa, Shihkialoong, and Taolaitse to Chikoching, then along the Tienshan forest through Wutungkwo, Tungyenchi, Siyenchi, and Olong to Sensien, where it crosses the Central Trunk line.After Sensien it proceeds along the northern edge of the Tarim Desert through Lakesun City and Shehchuan to Hora, where it crosses the Cherchen-Koria line.From Hora the line proceeds along the course of the Tarim River, passing by many new settlements, fertile regions, and virgin forests, to Bastutakelak, where it crosses the Ili-Hotien line. Thence it goes through Pachu to Kashgar where it meets the Urumochi-Iden line. After Kashgar it proceeds northwestward to the frontier where it ends. Attached to this line are two branches. The first branch proceeds from Hora southwestward through many oases to Cherchen. The second proceeds from Pachu southwestward along the Yarkand River to Sache and then westward to Puli near the frontier. This line including the branches covers a distance of about 1,600 miles. The total length of this entire system is about 16,000 miles. See general map.

PART V
The Highland Railway System

This, the last part of my railway program, is the most difficult and most expensive undertaking of its kind; consequently, it must be the least remunerative of all the railway enterprises in China.So no work should be attempted in this part until all the other parts are fully developed.But when all the other parts are well equipped with railways then railway construction in this highland region will also be remunerative, despite the difficulties and the highly expensive work in construction.

The highland region consists of Tibet, Kokonor, and a part of Sinkiang, Kansu, Szechwan, and Yunnan, an area of about 1,000,000 square miles.Tibet is known to be the richest country in the world for gold deposits. Furthermore the adjacent territories possess rich agricultural and pastural lands. This vast region is little known to the outside world. The Chinese call Tibet "the Western Treasury," for, besides gold, there are other kinds of metals especially copper, in great quantities. Indeed the name of the Western Treasury is most appropriately applied to this unknown region. When the world's supply of precious metals are exhausted, we have to resort to this vast mineral bearing region for supply. So railways will be necessary at least for mining purposes. I therefore propose the following lines: