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CHINA
has been brought inside the Chinese City at the Chien Men or Southern Gate of the Manchu City, and the construction of a circular railway to link up the various grand trunk termini in Peking has made progress, the railway running round three parts of the city. Later, it is proposed to erect a grand central station near the Temple of Heaven. A branch line has been made from the Chien Men terminus to Tung Chow, the head of the water-ways; and both the French and Germans pushed on the trunk lines being built under their exclusive auspices in Chihli, Honan, and in Shantung, respectively; but this work has been suspended since the outbreak of the European war.
The Chinese Government Railway statistics for 1920, issued in June, 1922, show that the Government railways in China cover 6,420 kilometres. Provincial and private railways cover a further 773 kilometres, and "concessioned" railways 3,780 kilometres. Thus, the total length of the railway systems of China is 10,973 kilometres, or 6,818 miles. China has, approximately, 54,000 of population per mile of railway in operation. This compares in very striking fashion with India, which has 13,000 of population per mile of railway, and, in making the comparison, it must be remembered that in India a wide extension of the railway system has for many years been held to be one of the essential needs of the country. On the other hand, the extensive use of waterways in China will always serve to keep these railway average figures higher than in other countries. In 1920 operating revenues at $91,443,932 showed an increase of $8,396,541, while operating expenses at $42,780,106 were $4,339,566 higher. After deducting all charges, the true net surplus in 1920 was $40,814,448 against $36,449,392 in the previous year. The railway system now operating in China is located principally north of the Yangtsze River. The Shanghai-Nanking, the Shanghai Hangchow-Ningpo, and the Hupeh-Hunan lines extend the system into South China. Construction plans are on foot to connect up other short lines operating in the south. In plans for future constructions, Southern China is well provided with prospective lines. An important development took place in 1916 when the American firm of Siems-Carey Construction Co. signed, on May 17th, a contract with the Chinese Government for the building of railways in China. On September 29th the detailed plan for the working out of the original agreement was decided upon. Under these agreements Siems-Carey were to have entire charge of the construction of the rail- ways to be built under the contract, and the American International Corporation (with which Siems-Carey is affiliated) undertook the flotation of the bonds for the Chinese Government in this work. The railways contemplated were as follows, though it was pro- vided that if they were not feasible equal mileage should be allotted elsewhere in China:
1.-From Fengcheng in Shansi Province to Ningsia in Kansu Province. 2.-From Ningsia in Kansu Province to Lanchowfu in Kansu Province. 3.-From Hangchow in Chekiang Province to Wenchow in Chekiang Province. 4. From Hengchowfu in Hunan Province to Nanning in Kwangsi Province. 5.- From Lu Hwei in Kwangtung Province to Chungchow in Kwangtung Province.
These lines were to be built upon a percentage basis as initiated by Pauling & Company in their Shasi-Shingyifu railway agreement. Negotiations, however, were inter- rupted for various reasons, but since then the survey of 1,600 miles of railway has been commenced.
During recent years the Japanese have shown an interest in the railway development of Manchuria and Mongolia, as well as Shantung, and during 1918 they concluded agreements with the Chinese Government for the construction of the following lines:-
From Taonanfu to Jehol.
Changchun to Taonanfu.
Kirin to Kaiyuan via Hailung.
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a point on the Taonanfu-Jehol Railway to a seaport.
Also from Tsinanfu, Shantung province, to Shunteh in Chihli.
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Kaomi, Shantung province, to Hsuchow in Kiangsu.
The Manchuria group of lines ignores the Chinchow-Aigun agreement held by Americans, which, however, is regarded now as a dead letter, owing to the Japanese opposition it encountered when it was first mooted.
Great diversity exists on Chinese Railways in the type of locomotives used, due to the fact that the funds for constructing the various railways were furnished by different foreign markets, and in many of the loan agreements it is stated by implication, at
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