led to appointment of Secretary Wang to audit the accounts on the spot, and no arts will prevent so skilled a workman from discovering the truth. As the line is now being handed over to business management, it is requisite to review its abuses and its future.
"The essentials in railway cases are finance and construction. If the money is raised unjustly the people will rise, and if the line is not wisely built the biggest funds will never accomplish the job.
"Now as to construction. Hu Chun pretends to take the whole matter easily, whereas the Head Director, Ch'iao, found it too serious for him. The whole line- Ichang up to Ch'engtu-comes to 2,600 to 2,700 li, and Hsu-liang reckoned the cost, at only double ordinary track rate, at about 50,000,000 taels. As investigation proves this is far too low, let us consider only the Ichang-Wan-hsien section. This included the Wu-shan gorge, 1,000 li of hill and valley necessitating cuttings and tunnels, so that the Szechuan engineer estimated 100,000 taels, the British over 70,000 taels, and the Japanese over 60,000 taels. Taking the average, this means a total of 70,000,000 to 80,000,000 taels-even if the distance by land is not longer than that by water. As for the time needed for building, the British put this section at ten years. There remain 1,600 or 1,700 li to Chengtu, which section is also not over ordinary ground, which means that the total cost of the line will run over 100,000,000 taels, and that twenty years will pass before completion. As from poverty-stricken Szechuan it has taken three years to wring these 7,000,000 or 8,000,000 taels, it would take thirty years to raise the capital for the Ichang-Wan-hsien section alone. Such a vast scheme, with the interests of the Szechuan people and resources, and the foreign intervention and frontier risks, cannot be lightly undertaken. Besides, the I-Wan section must be completed from both ends before trains can run, and its upkeep be provided for, that is, this vast capital would bring in nothing for a dozen years. Any one with any sense would see that this work can never start, or if started never succeed-which shows what a fool Hu Chun is.
"The Hukuang Viceroy, knowing the magnitude of the undertaking, proposed joint action, but the Szechuan gentry refused. Then his Excellency suggested each province doing its own portion, but Hu Chun insisted on Szechuan's undertaking all from Ichang westward, and this was assented to, the Hupei part being redeemable after twenty-five years. If either of the original schemes had been adopted after three years there would have been some actual work to show, as each would have started from its end. Last year the Peking officials revived his Excellency Chang's first proposals, but the Szechuan officers were too proud of doing Hupei's work to agree to drop it. And now after another year nothing has happened except expensive building and entertainments and gambling away the deputies' and gentry's salaries. No wonder 1,500,000 taels has been wasted and popular suspicion raised. In the 5th moon Hu Chun wired that the trace was laid down and the surveys completed. Now the gorges section is as great a work as the Suez Canal, and demands an engineer of the highest skill and experience. So last year the Hukuang Viceroy's Memorial pointed out the doubt of possibility of tunnelling the hills, and the Board of Communications suggested the special engagement of first-class Belgian and Norwegian engineers, as no student who had been abroad was equal to such a location survey, and any error might involve throwing away several millions. The pressing needs of the moment are to organize the Company properly according to law and to improve the share-collecting system, to found a bank, combine the provinces, and on the lines of Hunan and Kuangtung's new rules raise the missing capital for financing the whole job. As important is the engagement of first-class foreign engineers to locate the trace anew and then to begin on the I-Wan section from both ends at once, instead of building a cul-de-sac line inland. might get the gentry of both provinces to form one general Company and give up the The Board twenty-five years redemption idea; otherwise, each province attending to its own part, people will not put money into such a piecemeal project as the past three years have shown. The only other method possible is for the Court to appoint a head and let the shareholders decide as to employés and measures, the head, as representative of the gentry and merchants of the two provinces, arranging with the two Viceroys as to funds, surveys, purchase of land, &c. This is what I mean by reforming the scheme of construction.
"These proposals, which will spare the people's means and facilitate railway affairs, have no light bearing on the general situation, otherwise too many cooks will spoil the broth, and there will be no hope of completing the job.
"A rescript hands the above to the Board of Communications for consideration and report.
5
Soochow-Ningpo Railway.
The "Nan Fang Pao" of the 6th October discusses the Wai-wu Pu's attempt to force a foreign loan for the Soochow-Hangchow-Ningpo Railway. The writer quotes a Japanese as saying that foreign trade in China has at one step changed from an economic to a political question of influence, and thence will change as quickly to a military question, India and Egypt being sad examples to China. "Such a warning from an outsider we think a disgrace to our rulers and, still worse, a bad omen for the future. India and Egypt perished from the incoming of foreign capital, but also because the treasury was empty, the people impoverished, while tyrannous sovereigns and vile officers shortsightedly welcomed foreign funds to supply their pleasures. If our own resources can be applied to our own industries in abundance, no such reckless and suicidal policy need be adopted, and if only China discourages foreign capital her fate need not be that of India and Egypt. While the people remain sunk in ignorance and no reforms start, a crisis may necessitate foreign aid, but the Canton-Hankow Railway redemption proved our readiness to seize an opportunity to secure lost rights, and, the draft Agreement proving useless, the Soochow-Hangchow-Ningpo Railway funds have been got together, survey work completed, when not an ignorant person but a mighty Board, at the threat of outsiders, suddenly would force the gentry and traders of two provinces to raise a foreign loan!
"Some say that this is due to foreign intrigue. All foreign States try to promote trade by improving communications and getting hold of railway rights. But of late our people are waking up to the danger of foreign-built railways, and projects of resumption are rife, so foreigners have changed offers to finance lines as a blind to their aggressive plans. As the people are not to be duped, the foreigners chose a critical moment for squeezing our incapable Government by threats of armed intervention, or they make diplomatic demands, or use bribes to effect their purpose. Perhaps this explains the present case as it does others.
"Others ascribe it to the Government's rooted slackness, which neglects all State matters and popular interests for dissipation and private struggles for wealth and rank. The foreigners present demand found them ignorant of law and the particulars of the case and ready to accept any threatening demand. Thus they earn the foreigners' contempt, and will alienate the people while not ready to maintain any administrative act to be unalterable.
"Others, again, say that this is due to the old ways of each putting responsibility on someone else. Our statesmen, instead of taking their part in vindicating our rights at home and abroad, always disclaim any power to act and seek the easiest present way out of every difficulty, as now they no doubt hope the provinces will not acquiesce, and so will give an excuse to offer to the foreigner.
"If our statesmen's action on this subject arises from one of the above three causes it is not so very reprehensible; if not, the Wai-wu Pu should not have entered on discussion of foreign exorbitant demands or interfered with the provinces' past action. If the Board professes to be trying to find a compromise to save interest on both sides, it should remember that encouragement of foreign capital being injurious to vital interests of the State, even without the extra burden of security pledged, the result will be to render the completed line of no benefit except to the foreigner, whose claim to interfere with the lives and property of the provinces will be the stronger for the loan. In case of default the result may be ruin to China, as the Japanese says, and as a Government that should be the defence of the people, instead of refuting outsiders, adopt this lowest policy of compromise in regard to the railway, it is certain that when weightier matters than this arise, as they often will, this case will be quoted against the Wai-wu Pu with success, and this is why I see in this case shame to the Government and sorrow for China's future.'
The Nan Fang Pao" of the 25th October discusses the forced borrowing for Kiangsu and Chekiang Railways and the permitted rice purchase by Japanese at Wuhu. Yang, of Siangtan, says our Government now is one that shirks its responsibility. Towards foreigners it is a presenting, towards its own people it is a robbing, Government. Mere shirking of responsibility implies being a spectator, but still not disregard for people's lives and property nor the forcible handing of them over to outsiders. But our present Government goes so far as to play jackal to tiger, guide to robber, as though it feared the Powers' own resources would not suffice to extinguish our China nor China's straits to crush our people, and so must hurry on the date of our dismemberment and ruin. Some say of late the Government has been keen on genuine reforms in accordance...
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led to appointment of Secretary Wang to audit the accounts on the spot, and no arts will prevent so skilled a workman from discovering the truth. As the line is now being handed over to business management, it is requisite to review its abuses and its future.
"The essentials in railway cases are finance and construction. If the money is raised unjustly the people will rise, and if the line is not wisely built the biggest funds will never accomplish the job.
"Now as to construction. Hu Chun pretends to take the whole matter easily, whereas the Head Director, Ch'iao, found it too serious for him. The whole line- Ichang up to Ch'engtu-comes to 2,600 to 2,700 l, and Hsu-liang reckoned the cost, at only double ordinary track rate, at about 50,000,000 taels. As investigation proves this is far too low, let us consider only the Ichang-Wan-hsien section. This included the Wu-shan gorge, 1,000 i of hill and valley necessitating cuttings and tunnels, so that the Szechuan engineer estimated 100,000 taels, the British over 70,000 taels, and the Japanese over 60,000 taels. Taking the average, this means a total of 70,000,000 to 80,000,000 taels-even if the distance by land is not longer than that by water. As for the time needed for building, the British put this section at ten years. There remain 1,600 or 1,700 li to Chengtu, which section is also not over ordinary ground, which means that the total cost of the line will ran over 100,000,000 taels, and that twenty years will pass before completion. As from poverty-stricken Szechuan it has taken three years to wring these 7,000,000 or 8,000,000 taels, it would take thirty years to raise the capital for the Ichang-Wan-hsien section alone. Such a vast scheme, with the interests of the Szechuan people and resources, and the foreign intervention and frontier risks, cannot be lightly undertaken. Besides, the I-Wan section must be completed from both ends before trains can run, and its upkeep be provided for, that is, this vast capital would bring in nothing for a dozen years. Any one with any sense would see that this work can
never start, or if started never succeed-which shows what a fool Hu Chun is.
"The Hukuang Viceroy, knowing the magnitude of the undertaking, proposed joint action, but the Szechuan gentry refused. Then his Excellency suggested each province doing its own portion, but Hu Chun insisted on Szechuan's undertaking all from Ichang westward, and this was assented to, the Hapei part being redeemable after twenty-five years. If either of the original schemes had been adopted after three years there would have been some actual work to show, as each would have started from its end. Last year the Peking officials revived his Excellency Chang's first proposals, but the Szechuan officers were too proud of doing Hupei's work to agree to drop it. And now after another year nothing has happened except expensive building and entertainments and gambling away the deputies' and gentry's salaries. No wonder 1,500,000 taels has been wasted and popular suspicion raised. In the 5th moon Hu Chun wired that the trace was laid down and the surveys completed. Now the gorges section is as great a work as the Suez Canal, and demands an engineer of the highest skill and experience. So last year the Hukuang Viceroy's Memorial pointed out the doubt of possibility of tunnelling the hills, and the Board of Communications suggested the special engage- ment of first-class Belgian and Norwegian engineers, as no student who had been abroad was equal to such a location survey, and any error might involve throwing away several millions. The pressing needs of the moment are to organize the Company properly according to law and to improve the share-collecting system, to found a bank, combine the provinces, and on the lines of Hunan and Kuangtung's new rules raise the missing capital for financing the whole job. As important is the engagement of first-class foreign engineers to locate the trace anew and then to begin on the I-Wan section from both ends at once, instead of building a cul-de-sac line inland. might get the gentry of both provinces to form one general Company and give up the The Board twenty-five years redemption idea; otherwise, each province attending to its own part, people will not put money into such a piecemeal project as the past three years have shown. The only other method possible is for the Court to appoint a head and let the shareholders decide as to employés and measures, the head, as representative of the gentry and merchants of the two provinces, arranging with the two Viceroys as to fands, surveys, purchase of land, &c. This is what I mean by reforming the scheme of
construction.
"These proposals, which will spare the people's means and facilitate railway affairs, have no light bearing on the general situation, otherwise too many cooks will spoil the broth, and there will be no hope of completing the job.
"A rescript hands the above to the Board of Communications for consideration and report."
5
Soochow-Ningpo Railway.
The "Nan Fang Pao" of the 6th October discusses the Wai-wu Pu's attempt to force a foreign loan for the Soochow-Hangchow-Ningpo Railway. The writer quotes a Japanese as saying that foreign trade in China has at one step changed from an economie to a political question of influence, and thence will change as quickly to a military question, India and Egypt being sad examples to China. "Such a warning from am outsider we think a disgrace to our rulers and, still worse, a bad omen for the future. India and Egypt perished from the incoming of foreign capital, but also because the treasury was empty, the people impoverished, while tyrannous sovereigns and vile officers shortsightedly welcomed foreign funds to supply their pleasures. If our own resources can be applied to our own industries in abundance, no such reckless and suicidal policy need be adopted, and if only China discourages foreign capital her fate need not be that of India and Egypt. While the people remain sunk in ignorance and no reforms start, a crisis may necessitate foreign aid, but the Canton-Hankow Railway redemption proved our readiness to seize an opportunity to secure lost rights, and, the draft Agreement proving useless, the Soochow-Hangchow-Ningpo Railway funds have been got together, survey work completed, when not an ignorant person but a mighty Board, at the threat of outsiders, suddenly would force the gentry and traders of two provinces to raise a foreign loan !
"Some say that this is due to foreign intrigue. All foreign States try to promote trade by improving communications and getting hold of railway rights. But of late our people are waking up to the danger of foreign-built railways, and projects of resumption are rife, so foreigners have changed offers to finance lines as a blind to their aggressive plans. As the people are not to be duped, the foreigners chose a critical moment for squeezing our incapable Government by threats of armed intervention, or they make diplomatic demands, or use bribes to effect their purpose. Perhaps this explains the present case as it does others.
"Others ascribe it to the Government's rooted slackness, which neglects all State matters and popular interests for dissipation and private struggles for wealth and rank. The foreigners present demand found them ignorant of law and the particulars of the case and ready to accept any threatening demand. Thus they earn the foreigners' contempt, and will alienate the people while not ready to maintain any administrative act to be unalterable.
"Others, again, say that this is due to the old ways of each pulting responsibility on some one else. Our statesmen, instead of taking their part in vindicating our rights at home and abroad, always disclaim any power to act and seek the easiest present way out of every difficulty, as now they no doubt hope the provinces will not acquiesce, and so will give an excuse to offer to the foreigner.
"If our statesmen's action on this subject arises from one of the above three causes it is not so very reprehensible; if not, the Wai-wa Pu should not have entered on discussion of foreign exorbitant demands or interfered with the provinces' past action. If the Board professes to be trying to find a compromise to save interest on both sides, it should remember that encouragement of foreign capital being injurious to vital interests of the State, even without the exira burden of security pledged, the result will be to render the completed line of no benefit except to the foreigner, whose claim to interfere with the lives and property of the provinces will be the stronger for the loan. In case of default the result may be ruin to China, as the Japanese says, and as a Government that should be the defence of the people, instead of refuting outsiders, adopt this lowest policy of compromise in regard to the railway, it is certain that when weightier matters than this arise, as they often will, this case will be quoted against the Wai-wu Pu with success, and this is why I see in this case shame to the Government and sorrow for China's future.'
The Nan Fang Pao" of the 25th October discusses the forced borrowing for Kiangsu and Chekiang Railways and the permitted rice purchase by Japanese at Wuhu. Yang, of Siangtan, says our Government now is one that shirks its responsibility. Towards foreigners it is a presenting, towards its own people it is a robbing, Government. Mere shirking of responsibility implies being a spectator, but still not disregard for people's lives and property nor the forcible handing of them over to outsiders. But our present Government goes so far as to play jackal to tiger, guide to robber, as though it feared the Powers' own resources would not suffice to extinguish our China nor China's straits to crush our people, and so must hurry on the date of our dismemberment and ruin. Some say of late the Government has been keen on genuine reforms in accordance
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0
55
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