Jaime Shan
22
burning of coral or shells is as a rule better for building purposes, so the absence of rock limestone, if such turns out to be the case, does not matter. A lead mine was worked for some years on the side of Tai-Mo Show, but the working discontinued for some reason about 6 years ago. Galena was also found near Kowloon, and on the north side of
In Lantao, and elsewhere. These workings should be examined by a mining expert, and the
In
richness of the ore ascertained. The natives also speak of alluvial tin being found. Silver and lead were worked on the south of the island of Lantao within recent years, but without success financially possibly due rather to Chinese official interference and bad management than to the absence of a paying richness in the ore. Expensive buildings were erected on the sea-shore, and machinery said to have cost 100,000 dollars im- ported and erected. Even when the speculation collapsed, the plant was valued at $30,000, all of which is said to have been abandoned. Only the foundations and cement floors of some of the buildings remain, and the brick chimney shaft of the smelting
/ works.
the Taxing Shin
In
Shatian
Shatian
say
I should that on Theu range gneiss syenite and trap rocks predominate. Massive boulders of gneiss of a bluish grey or greenish colour are scattered over the mountain side and in the ravines. On the slopes in which the best pasturage is found there is a stiff yellow clay, with veins of quartz gravel.
The smaller
Lantao Island is chiefly granite on the south face and trap rocks on the north, the latter feing consequently much better covered with vegetation and trees. islands, such as Cheung-chau, P'ing-chau, and Lamma seem to be almost entirely granite!
It will be understood that as only12 days in all were spent in the exploration of the mainland and islands, no accurate or close geological survey was possible, the pre- dominating rocks were judged as much from the stone used in the paved footpaths, stream crossings, sea walls, and houses, as from the bed rocks on the hill sides, usually difficult of access. This geological description of the country is therefore of a very sketchy and imperfect character, and a closer and more careful examination by a professional geologist, or an expert in mineralogy, will doubtless bring to light much that has escaped my observation.
Appendix No. 3.
TABLE SHOWING THE DISTRIBUTION OF RACES.
No.
Division.
4
Cn-Long...
Punti
Hakka
Raves.
9918
Total Population in each Division.
5,000
No. of Villages.
Population.
}
Punti
4
5,000
1
2
Sham Chun
Punti
20
12.900
Hakka
6
1,180
26
14,080
14,080
3
Sha Tau Kok
Hakka
51
Punti
1
8,530 70
55
8,600
8,600
49
20,980
10
2,040
59
23,020
23,020
60
10,210
122
10,660
182 20,870
20,870
(How Loon)
6
Kau Lung (Koudron).,
Panti Hakka
22
5,830
32
9,200
54
15,030
15,030
7
Islands
Punti
5
9,150
Hakka
31
4,460
Tanka
7
110
43
13,720
13,720
Total
423
100,320
5
Sheung Ü
Punti
Hakka
::
::
::
10
23
No. 4
Report on Appendi Neil new wads
211
1
abyte Brunsty
A
Jui
[tin
One of the first and most pressing needs is a good cart road on an easy trace from the shores of Mirs Bay, where it approaches nearest to Kowloon city, over to British Kowloon. Such a road can readily be made as a continuation of the road already con- structed on the west side of the peninsula to Mong-kok-ts. The trace would pass through Tai-kok-ts and along the sea coast past Lai-chi-kok, Keo-pa-kang, &c., rising by an easy gradient until it passed round the end of the southerly mountain range, and entered the valley leading down towards Sha- Inlet in Mirs Bay. Leaving Shaon the right, the trace would pass the villages of Tai-Wai, Cheung-Lung, Fo- tan, and keeping up by Kau-to, drop again to the important centre of Taip market Taipo His town at the head of Tolo harbour. From Feah the road should follow the existing Taps Hi paths up the valley to the north-west to Sham Chun. The line I have indicated only scales 22 miles on the map, and I am of opinion that a good carriage road trace would turn out to be not more than 25 or 26 miles. I put this road first, as I consider it far and away the most important; it would pass through the centre of the territory, and not only would afford rapid and easy access to Hong Kong markets for villagers with produce to dispose of, but would render the administration of the new territory
simple. Besides this, there is daily communication by junks from different points Taipo Hu
on Mirs Bay with Tai-pa-hi and Sha-waitin
Next in importance I would put a road from Sham Chün to Shaauk or Starling
Inlet. This road would be about 10 miles long and on very easy gradients, the greatest shalau Kok elevation between these two towns being only 80 feet above sea level.
1
The de road on the east side of British Kowloon through Hung-Ho should Diens be carried on to Kowloon city, and generally following the existing footpath through a low pass in the chain of hills, be continued on to the important town of Sai-Kung on the shores of Port Shelter. This road should eventually be continued across the dividing range to the shore of Tolo Harbour in Mirs Bay.
The roads so far described should in my opinion be what I would designate as second class carriage roads, 12 feet wide, all rivers and streams permanently bridged with stone or iron structures, stone cross drains, and surfaced with the best gravel or disintegrated rock obtainable locally, all soft ground having a bottoming of large stones; 1 in 18 should be the steepest gradients permitted. On-such roads Chinese ponies in light two-wheeled carriages could readily accomplish 8 miles an hour, bringing Sham- Chum within a three hours' drive of Kowloon. I roughly estimate the cost of such roads at $10,000 a mile, but in the absence of surveys and sections this must be con- sidered rather of a guess.
JaimóSkán
Besides these, some good bridle roads should be constructed, the most important being one leaving the first main road above described where it enters the valley leading to Sha-tin, skirting the hills close above Tsn-wan follow the telegraph line path through one of the gaps on Tai-Mo-Shat down into the Pat-heung Valley, and so on to Un long hi and Piangshan by Kam-tur. A road/joining long-h with Sham- Chun would also be desirable. Another useful road would be one connecting Patouag Valley With Tai po hii through the Lam-tsün valley, a low ridge of hills between the two making this a simple matter. These bridle roads should be 6 feet wide, with stone culverts over the smaller streams, and paved fords over the larger ones, to save expense in bridging. The gradients should be limited to 1 in 10, but carriage road gradients adopted if possible, with a view to future developments. The natural sur- face might be left. I estimate that such roads should not cost more than $2,000 a mile.
Kant in His
Unlong Hin
1 Taipo Flic
land
bing
Pal-Heung
[ün