The International Development of China

a. The Grand Canal

The Grand Canal connects with the Yangtze at a point opposite Chinkiang and runs northward right up to Tientsin, a distance of over 600 miles. We understand that a detailed survey of the Kiangpeh part of the canal has begun and the work of improving it will commence soon. In our project, I propose to substitute the Kiangpeh portion of the Grand Canal by the Yangtze outlet of the Hweiho.

b. The Hweiho

The Hweiho rises in the northwest corner of Honan and runs southeast and east to the north of Anhwei and Kiangsu. Its outlets have been sealed up in recent years so its water has accumulated in the Hungtse Lake and it depends upon evaporation as its only means of disposing the water. Thus in the heavy rainy season, it floods a vast extent of the country surrounding the lake and causes great misery to millions of people. So the conservancy of the Hweiho is a very urgent question of China to-day. Recently many investigations have been made and many plans proposed. Mr. Jameson, chief engineer for the American Red Cross Society, has proposed two outlets for the Hweiho: one following the old course of the Yellow River to the sea and another through Paoying and Kao-yu Lakes to the Yangtze. In this project I propose to follow Mr. Jameson's plan for the sea outlet only as far as the old Yellow River and for the Yangtze outlet only as far as Yangchow. When the sea outlet or north branch reaches the old Yellow River I will lead it across into the Yenho and follow the Yenho to its northern turn. From there, we cut across the narrow strip of land into the Kuanho which enters the sea at the nearest deep water line. This saves a great deal of work of excavating the old course of the Hoangho. When the southern branch reaches Yangchow, I propose to make the canal pass east of that city instead of west as Mr. Jameson proposed, so that its current will join the Yangtze in the same direction at the new curve below Chinkiang city.

Both of these outlets or branches of the Hweiho should be made at least twenty feet deep right along, so that coastal vessels from the north to the Yangtze could use them as passage instead of going round the Yangtze estuary, thus shortening the distance by about 300 miles. And with twenty feet depth for both outlets, the Hweiho and the Hungtse Lake would be well drained and the present bottom of the lake, which is sixteen feet above sea level would be converted into agricultural land at once. Thus 6,000,000 mow of land could be reclaimed according to the estimate of Mr. Jameson, from the Hungtse and the neighboring lakes. If twenty dollars a mow be taken for its value, a sum of $120,000,000 could be netted. Besides this direct profit to the Government, there is an area of some 17,000 square miles of occasionally flooded land which would be made flood-proof so that normally we shall have two crops a year instead of two only in five years. That is to say, the 17,000 square miles or 10,880,000 acres will be made to produce five times more than at present. For instance, if the value of the gross production be estimated at fifty dollars an acre, then the total value would be $544,000,000 Mex. and five times this sum would amount to $2,720,000,000 Mex. What an enormous profit to the country!

c. The Kiangnan Waterway System

This system comprises the South Grand Canal, the Whangpoo, the Taihu, and its connections. The most important improvement I intend to make here is to widen and deepen the Wuhu-Ihsing Waterway between the Yangtze and the Taihu, and from there to dredge a deep channel right through the Taihu to a point midway of the Grand Canal between Suchow and Kashing. At Kashing, divide it into two branches:—one following the Kashing Sunkiang Canal to Whangpoo, and the other, to the Projected Port at Chapu. This waterway between the Yangtze and the Whangpoo, before it reaches Shanghai, should be made as wide and deep as possible so as to make it carry sufficient water to flush the Shanghai harbor as well as to provide a shorter passage for inland water vessels between the Yangtze and the seaports. This waterway will act as silt carrier by which the Taihu and the various lakes alongside of it may be reclaimed in the future. Besides the main object for which this canal is assigned, the reclamation scheme and the local traffic would also add profit to it. This makes its remuneration doubly sure. As no accurate surveys of the shallow Taihu and other lakes and swamps could be obtained, the exact number of mow to be reclaimed could not be given here. But in a rough estimate I should say that the reclaimed space of the Kiangnan Lakes would be about the same in extent as those of Kiangpeh (the North of the Yangtze).

d. The Poyang Waterway System

This system drains the entire area of Kiangzi province. Every hsien, city, and important town is reached by waterway. Waterways are the only means of communication in this province as well as in all the provinces of Southeastern China, before the advent of railways. The lower part of the Kiangsi waterway system suffers the same irregularities as those of the lower Yangtze as both are on low land. So, to regulate it, a similar work as that for the Yangtze should be applied. The Poyang Lake should be divided by deep channels from the junction of each river, and these should join together to form larger channels and finally unite into one main channel at a point near Chuki and, running through the narrow part of the lake, join the Yangtze at Hukow. The sides of the deep channels should be lined with submerged stone ridges as high as the shallow part of the lake, whereby the channels would serve the purpose of draining as well as of navigation.

The shallow space beside those channels will be reclaimed into arable land in due time. So the work of regulating the Poyang channels will be well paid by reclamation.

e. The Han River

This river is navigable for small crafts through its main body up to Hanchung in the southwest corner of Shensi; and through its branches up to Nanyang and Shekichen in the southwest corner of Honan. This navigable stream commands quite a large area of watershed. The upper part, that is above Siangyang, is in mountainous country. From Siangyang to Shayang it is in a wide, open valley and below Shayang it runs into the Hupeh swamp.

To improve this river dams should be built above Siangyang in order to utilize water power as well as to make locks for larger crafts to ascend to the navigable point now navigable only for small crafts. Below Siangyang, where the river is very wide and shallow, rudimental dikes should be constructed of stones or piles in order to restrict its channel and to reclaim the shallow space on both sides by natural process. In the swamp, the river should be straightened and deepened. A new canal between the Han and the Yangtze at Shasi should be constructed to provide a shorter passage between Hankow and Shasi and beyond. This canal in the swamp should be open to the lakes along its course so as to let the silt-carrying water enter into them in the flood season, thus filling them up quicker.

f. The Tungting System

This system of waterway drains the whole province of Hunan and beyond. The most important branches are the Siangkiang and the Yuankiang. The former runs through Hunan into the northeast corner of Kwangsi province and connects with the Sikiang system by a canal near Kweilin. The latter runs across the west border of Hunan into the eastern part of Kweichow province. Both could be improved for the navigation of large crafts. The canal between the Yangtze and the Sikiang watersheds should be reconstructed and modern locks should be provided in it as well as along the two waterways. Thus, vessels of ten feet draught may freely pass between the Yangtze and the Sikiang. The Tungting Lake should be drained by deep channels in the same manner as the Poyang Lake, and its shallow space reclaimed by natural process.

g. The Upper Yangtze

I include the part from Hankow to Ichang also in the Upper Yangtze, because it is at Hankow that the ocean navigation ends, and the inland water communication begins. So, in dealing with the improvement of the Upper Yangtze, I will begin at Hankow. At present the Upper Yangtze is navigable for shallow draught steamers up to Kiating, a point about 1,100 miles above Hankow by river. If improvement be made farther on, than shallow draught steamers could navigate right up to Chengtu, the capital of Szechuen province, and the center of the richest plain in West China, about sixty miles up the Min River.

To improve the Upper Yangtze from Hankow to Yochow, the work is much similar to that of the lower part. The channel should be regulated by rudimental dikes. The concave embankments in sharp bends should be protected by stone or concrete; obstacles in midstream should be removed. The great loop, called the Farmer Bend, above Kinkow, should be cut through at the neck of Paichow, and the sharp point of Hanchin Kwang should be cut away to make the curve of the river more gentle.

The tortuous part of the Yangtze, north of the Tungting Lake, between Kinho Kow and Skipper Point, should be blocked up altogether and a new channel made through Tungting Lake, returning to the Yangtze by the Yochow Channel. This avoids the crooked passage and shortens the river course considerably. From Skipper Point to Ichang the dilatations should be restricted by dikes of stone or piling, and some sharp points of the shores should be cut away to make the curves more gentle.

The Yangtze River above Ichang enters the Gorges which run about a hundred miles up to the Szechuen depression, known as the Red Basin. This part of the river from Ichang right along to its source is confined by rocky banks, very narrow and deep, having an average depth of six fathoms and at some particular points even thirty fathoms. Many rapids and obstructions occur along its course.

To improve the Upper Yangtze, the rapids should be dammed up to form locks to enable crafts to ascend the river as well as to generate water power. Obstructions should be blasted and boulders removed. Thus, a ten-foot channel right along from Hankow to Chungking could be obtained so that through inland water transportation could be established from Chungking to Peking in the north and to Canton in the south, as well as to all navigable points in China Proper all the year round. In this way, transportation expenses to the richest emporium in West China could be reduced hundredfold. The benefit to the people will be enormous and the encouragement to commerce will indeed be great.

PART V
The Establishment of Large Cement Works

Steel and cement are the basis of modern construction, and the most important factors of the material civilization of the present age. In the various projects of our development scheme, the demand for steel and cement will be so enormous that all manufacturing countries combined will not be able to supply the needs. Therefore, in our first program, I have proposed to establish large steel works in the rich iron and coal fields in the provinces of Shansi and Chili; so in this second program I propose to establish large cement works along the shores of the Yangtze River. The Yangtze Valley is exceptionally rich in materials for cement,—limestone and coal lying side by side at the water edge along the navigable channel from Chinkiang upward. Thus, local supplies could be created for local needs.

At present, there is one cement works at Shihuiyau near Hoangshikang at the upper reach. It is situated between a deep water wharf and a limestone hill. The limestone is so near by that it can be cut and shoveled into the kilns immediately. Between Hankow and Kiukiang there are many places possessing the same advantage. Below Kiukiang, there are also many such advantageous positions as Matang, Wushiki and many others between Kiukiang and Anking. Between Anking and Nanking there are exceptionally good locations for putting up cement works such as Tatung, Tikang, and Tsaishisze, all these places being provided abundantly with limestone and coal and iron, lying side by side.

With the huge harbor works, city building, and embankment construction, the market for cement will be so great that a capital of one to two hundred million dollars should be invested for the supply. This work should be started gradually in accord with the acceleration of the other works of the general development so that one project will further the other, and over-production and waste of capital individually in any of the parts of the general scheme will be guarded against. This will help make each of them a profitable business by itself.

PROGRAM III

The main feature of the third program will be the construction of a great southern port which will complete the plan for three first-class seaports in China as proposed in the preliminary part of this International Development Scheme. Our Great Southern Port will naturally be Canton, which is not only the center of commerce in South China but also the largest city in all China. Until recent times it was the largest city on the coasts of the Pacific, and the center of commerce of Asia. With the development of China, Canton will surely resume its former importance. Around this southern metropolis I formulate the third program as follows:

PART I
The Improvement of Canton as a World Port

Canton's position as a seaport has been taken away by Hongkong since its cession to England after the Opium War. But as a commercial center of South China, Canton still holds its own, despite the advantages of deep-water harbor, the artificial improvements of Hongkong, and the political dominance of England. The loss of its position as a seaport is entirely due to the ignorance of the Chinese people who never made any combined effort to improve the welfare of the country, and also to the corrupt government and officials of the Manchu dynasty. Since the establishment of the Republic, the people have begun to awake very rapidly and many schemes have been suggested to make Canton a seaport. This awakening of the millions of Chinese has caused much apprehension to the Hongkong Government. The authorities of that colony have been doing their utmost to hinder every move to restore Canton as a seaport and try to nip every scheme in the bud. Of course, if Canton is improved and made into a world port, then all the services that Hongkong performs for her as a shipping stage would be dispensed with altogether. But a developed Canton and a prosperous China will recompense Hongkong in various ways a hundred times more than its present position as the monopolized ocean port of a backward and poor China. Just look at the port of Victoria in British Columbia, which was once the only seaport of West Canada as well as the Northwestern region of the United States, but it prospered very little then with an undeveloped hinterland despite its monopolistic character. Whereas as soon as the rival ports arose, Vancouver on its own side, and Seattle and Tacoma on the American side, all within the same distance as Hongkong is to Canton, all of them because of a developed hinterland prospered wonderfully, despite the keen competition between them as seaports. Thus, we see that competitive seaports like Vancouver, Seattle, and Tacoma instead of killing Victoria, as was once supposed by shortsighted people, have made it more prosperous than ever. Then, why doubt that a prosperous Canton and a developed China would not give the same result to Hongkong? This is but a natural outcome. Therefore, there should be no fear that a prosperous Canton and a developed China would be harmful to Hongkong as a free port. So, instead of doing the utmost as hitherto to hinder the development of Canton as a seaport, the Hongkong authorities should do their utmost to encourage such a project. Besides, the development of Canton and South China will benefit the English as a whole commercially a hundred times more than Hongkong can do at present. Although the local authorities of that crown colony do not see far enough to realize it, however, I believe that the great statesmen and captains of industries in the now mightiest empire of the world would surely see it. With this belief in my mind I feel quite safe in giving publicity to the scheme of my international development of Canton as a world port in South China.

Canton is situated at the head of the Canton Delta, which is formed by the junction of three rivers—the Sikiang or West River, the Peikiang or North River, and the Tungkiang or East River. The area of this delta is about 3,000 square miles and it has the most fertile alluvial soil known in China. The land yields three crops a year—two crops of rice and one crop of other products such as potatoes or beets. In silk culture, it gives eight crops every year. The most delicious fruits of many varieties are produced in this delta. This is the most thickly populated district of all China. Within this delta and its immediate neighborhood, more than half of the population of Kwangtung province is found. This is the reason why, despite the great productivity of this fertile delta, large quantities of foods have to be supplied by the surrounding country as well as by foreign imports. Before the age of machinery Canton for centuries was well known as an industrial center of Eastern Asia. The workmanship and handicraft of its people are still unequaled in many parts of the world. If machinery will be introduced in its industries under our international development scheme, Canton will soon recover its former grandeur as a great manufacturing center.

As a world port, Canton is in a most advantageous position. Being situated at the junction of three navigable rivers and at the head of the ocean navigation it is a pivot of inland water as well as ocean communication in South China. If the Southwestern railway system is completed, then Canton will be equal in importance to the two great ports in North and East China, in regard to transportation facilities. The ocean approach of Canton is generally deep excepting at two points which can be easily trained and dredged to enable modern liners to pass in and out at any hour. The deep water line of the ocean reaches up to Lingting Island, where the depth is from 8 to 10 fathoms. Above Lingting, the channel gets shallower (about 3 or 4 fathoms) and runs about 15 miles up to the Fumen Entrance. From this point the water becomes deep again (between 6 and 10 fathoms) right up to the Second Bar—a distance of 20 miles. At the Second Bar, the water is about 18 to 20 feet deep for only a few hundred yards. After crossing the Second Bar, the water becomes deep again for a distance of 10 miles averaging about 30 feet deep up to the First Bar which will be the city limit of our future Canton.

To improve the Approach to Canton, I suggest that two submerged training walls be built at the left side of Canton Estuary above Lingting Island—one from the shore to the head of the Kongsu Bank, and another from the end of the same bank to the head of the Lingting Bank. The first training wall will be 3 to 4 feet under water just at the same level of the bank. The second wall will be from 4 feet at one end to 16 feet at the other, which are the levels of the respective banks which it connects. (See (1) (3) Map XI.) It will cross a channel of 24 feet deep between them. These two walls together with the four-foot Kongsu Bank will act as one continuous wall and will direct the undercurrent which now runs between the left shore and Lingting Bank, into the middle part of the estuary, thus cutting a channel between the bar and the bank of the same name to meet the deep water on the west side of Lingting Island. On the right side of the Canton Estuary, a training wall should be built from the lower part of Fraser Bank in a southeasterly direction across the 24-foot channel into the Lingting Bar ending at the east edge of that bar. (See (2) Map XI.) Thus, with these submerged walls on both sides of the estuary to confine the undercurrent in the middle, a very deep channel can be formed to connect with the Fumen Entrance at one end and the Lingting trough at the other both of which are about 50 feet deep so that a thoroughfare from deep sea right up to the Second Bar of the Pearl River will be created.

These submerged sea walls taken together are about 8 miles in length and will be built only 6 to 12 feet from the bottom of the sea. The expenses will not be much while the acceleration of the natural reclamation process will be very great. Thus, the lands that will be formed on both sides by these walls will far more than repay the expenses of the work of building these walls.

To regulate the Approach of Canton, in that part of the Pearl River from the Fumen Entrance to Whampoa, I suggest that the East River Estuaries be concentrated in a single outlet by using the uppermost channel which joins the Pearl River at the lower point of Davids Island. The other outlets of the East River, which joins the Pearl River below the Second Bar, should be closed up by dams built to the height of the normal water level so as to permit them to serve as flood channels in the rainy season. By concentrating the whole volume of water of the East River above the Second Bar, a stronger current could be obtained to flush the upper part of this section of the river.

In the training works of this section, I propose that several jetties should be built as follows: First, a jetty from Elliot Island at point (A) to the farther side of Calcutta Shoal opposite the lower point of Parker Island. This will block the current between Elliot Island and Calcutta Shoal and divert it into the present 36-foot channel thus making it deeper by its natural force. Second, another jetty from Bolton Island, at point (B) to midstream terminating at the lower side of the Second Bar, on the right side of the river. Third, a jetty from the lower point of Pattinger Island at (C) to midstream terminating at the lower side of the same bar on the left side of the river. Thus the Second Bar would be flushed by the concentrated current created by these two jetties. The shallow bottom above these jetties should be dredged to the required depth. If a rocky bottom is found at this bar it should be blasted and removed, so as to give a uniform depth to the whole approach. Fourth, the channel between the right bank of the river and Bolton Island should be blocked up at (D). Fifth, a jetty from Pattinger Island at (E) to the head of the Second Bar Bank in midstream so as to cut off the current at the left side of the river and to increase the velocity in the middle channel. Sixth, a jetty from the right shore at (F) about midway between Danes Island and the Second Bar, should be built to the head of the Midstream Shoal so as to cut off the current at the right side of the river. And seventh, another jetty from the lower point of Davids Island at (G) to midstream opposite to the end of jetty (F). Jetties (G) and (F) will concentrate the current of the upper Pearl River while at the same time jetty (G) will also turn the East River current into the same direction as that of the Pearl River. (See Map XII.)

By these seven jetties, the current between Whampoa and Fumen could be controlled and the bottom of the river flushed to a depth of 40 feet or more, thus creating a thoroughfare for ocean-going steamers from the open sea right up to the city of Canton. These jetties taken together will be not more than 5 miles in length and mostly in very shallow water. After the building of these jetties, land will be rapidly formed between jetties along both sides of the channel by natural process. The reclaimed land alone will be quite enough to pay the expenses of constructing these jetties, aside from the fact that the main object of regulating the river and opening up a deep channel for ocean transportation will have been realized.

Having dealt with the approach to Canton, we may now take up the improvement of Canton City itself as a world port. The harbor limit of Canton will be at the First Bar. From there, the harbor will follow the deep water of Cambridge Reach and the water between Whampoa and Danes Island into American Reach. At this point it will cut through Actaeon Island to the south of Honam Island and follow the Elliot Passage to Mariners Island. From Mariners Island following the Fatshan Creek, a straight channel should be cut in a southwesterly direction to the Tamchow Channel. Thus, a new waterway will be made from the First Bar to Tamchow Channel, a distance of about 25 miles. This waterway will be the main outlet of the North River as well as a thoroughfare for the West River, and will also serve as the harbor of Canton. By conveying all the water of the North River and a part of that of the West River through this waterway, the current will be strong enough to flush the harbor to a depth of 40 feet or more. (See Map XIII.)

The new city of Canton will be extended from Whampoa to Fatshan, separated by the Macao Fort and Shameen Reaches. The section that lies east of this water should be developed into commercial quarters and that west of it into factory quarters. The factory section should be transected by canals connecting with the Fati and Fatshan creeks so as to give cheap transportation facilities to every factory. In the commercial section, tidal wharves with modern plants and warehouses should be provided. A bund should be built from the First Bar Island along the north side of the new waterway, the west side of Honam to connect with the bund of Shameen, and the northwestern side of Canton city. Another bund should be built from above Fati along the east side of Fati Island to Mariners Island thence turning southwest along the left bank of the new waterway. The Front Reach, that is, the river between the present Canton city and Honam Island should be filled up from the upper point of Honam to Whampoa for city building.

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: