The International Development of China

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: