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    {
        "id": 428238,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-371 - Public Offices - 1910",
        "page_number": 163,
        "title": "CO129-371 - Public Offices - 1910",
        "content_text": "2\n\nBy this means the Taotai thinks that his own reputation is safeguarded, while the East Asiatic Company's stipulation for an increase in the price is also complied with.\n\nDredging was recommenced on the 27th ultimo after an interval of just over two months, during which the condition of the Astraea Channel has not appreciably deteriorated. Although slight shoaling took place at both ends of the channel, the scour of the tide acted with greater force than was expected along the Gough Island shore, and kept that portion of the channel at a satisfactory depth.\n\nThe governor, Lui Cheng, arrived from Soochow on the 26th ultimo, and inspected the conservancy works on the 29th ultimo. In the course of conversation a few days later he expressed himself to me as generally satisfied with the progress of the works, and informed me that he had engaged a foreign engineer to make an independent report on them for the Chinese Government.\n\nThe engineer in question is a Swede named Hugo von Heidenstam, of the Swedish-Asiatic Consulting Engineering Company. Little is known of him beyond that he is a friend of Mr. Ku Hung-ming.\n\nI am transmitting under separate cover a copy of the latest survey published by the Conservancy Board.\n\nI have, &c.\n\nPELHAM L. WARREN.\n\n3\n\nnecessary to make the proposed addition with regard to asking for instructions\" Experience shows that it takes several months for the different legations to receive such instructions, and the Chinese would probably regard the intimation as tantamount to shelving the question.\n\nJ. N. JORDAN.\n\nEnclosure 4 in No. 1.\n\nDean's Circular No. 169 of December 18, 1909, respecting the Whangpoo Conservancy,\n\nDANS la circulaire No. 160 ci-jointe le doyen a été autorisé à adresser au Wai-wou Pou, au nom du corps diplomatique, et en réponse à son office du 26 octobre dernier (voir circulaire No. 141), une note constatant l'impossibilité où se trouvent les chefs de mission d'acquiescer aux déclarations du Gouvernement chinois, en vertu desquelles il ne considère comme dégagé des obligations du protocole final afférentes à la ratification du Whangpou.\n\nEn soumettant à ses honorables collègues la minute de cette note, il les prie de vouloir bien lui faire savoir s'ils peuvent l'approuver.\n\nKUCZYNSKI.\n\nEnclosure 2 in No. 1.\n\nDean's Circular No. 160 of November 27, 1909, respecting the Whangpoo Conservancy,\n\nNE sachant lesquels des honorables collègues ont eu sous les yeux les observations notées sur la circulaire No. 147 du 6 novembre, le doyen croit utile de la faire recirculer pour que ceux de ces messieurs qui ne l'ont pas encore fait en puissent prendre connaissance. En même temps il pense que la dernière note officielle du Wai-wou Pou du 26 octobre dernier (circulaire No. 141) exige une réponse, en tant qu'il ne lui paraît pas possible de laisser le Gouvernement chinois sous l'impression que sa communication a pu être considérée comme satisfaisante.\n\nMais étant informé que plusieurs des collègues veulent demander des instructions à leurs Gouvernements, le doyen croit que la seule réponse à donner au Wai-wou Pou en ce moment serait un accusé de réception de la dite note. On ajouterait que, tant que l'œuvre de la régularisation du Whangpou n'est pas achevée dans l'extension et les limites du protocole final, les représentants des Puissances ne sauraient acquiescer à la déclaration du Gouvernement chinois d'être dégagé de ses obligations contractuelles.\n\nLa note se terminerait en disant que le corps diplomatique se réserve de revenir sur le sujet aussitôt que seront arrivées les instructions que plusieurs des représentants ont demandées à leurs Gouvernements.\n\nLe doyen serait reconnaissant à ses honorables collègues de vouloir bien lui faire savoir s'ils acceptent sa proposition ou s'ils préfèrent un autre mode de solution.\n\nEnfin, il a l'honneur de porter à la connaissance de MM. les chefs de mission que, d'après un télégramme reçu le 27 novembre du consul d'Autriche-Hongrie à Shanghai, les travaux de dragage ont été recommencés le même jour.\n\nKUCZYNSKI.\n\nMonseigneur,\n\nEnclosure 5 in No. 1.\n\nDean of Diplomatic Body to Wai-wu Pu.\n\nLe 14 décembre, 1909.\n\nJ'AI l'honneur d'accuser réception à votre Altesse de sa lettre en date du 20 octobre dernier, relative aux travaux de rectification et d'amélioration du Whangpou. Je n'ai pas manqué de la communiquer aux chefs de mission accrédités à Pekin.\n\nCeux-ci n'ont pas cru pouvoir adopter le point de vue exposé, dans la circonstance, par le Gouvernement Impérial. Les représentants des Puissances ont estimé, en effet, que tant que l'œuvre de la régularisation du Whangpou n'aurait pas été achevée dans l'extension et les limites du protocole final de 1901, le Gouvernement chinois ne saurait être considéré comme dégagé des obligations auxquelles il a souscrit.\n\nMes collègues m'ont, en conséquence, prié de faire connaître à votre Altesse l'impossibilité où ils se trouvent d'acquiescer aux déclarations que je leur avais transmises.\n\nJe saisis, &c.\n\nEnclosure 3 in No. 1.\n\nMinute by Sir J. Jordan on Dean's Circular No. 160 of November 27, 1909.\n\nI AGREE with the terms of the reply which the dean proposes to make to the last note from the Wai-wu Pu, as stated in the second paragraph of this circular.\n\nBut if our honourable colleagues accept the dean's suggestion and agree to inform the Wai-wu Pu that they cannot consider the Chinese Government absolved from its obligations so long as the work on the Whangpoo is not completed to the extent and within the limits provided by the final Protocol, that seems to me all that is required to secure unanimity of action, and I venture to hope that it may not be considered\n\n161\n\n17",
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    {
        "id": 429140,
        "series_id": 27,
        "series_slug": "histsyn-co129-engine",
        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-372 - Public Offices - 1910",
        "page_number": 481,
        "title": "CO129-372 - Public Offices - 1910",
        "content_text": "2\n\nopposition to the Rijke scheme. Seeing that it was no use pursuing the subject further, I contented myself with pointing out that such an international commission would only involve further expense and delay.\n\nThe upshot of the whole discussion was that the Dean was authorised to address the note, copy of which I have the honour to enclose, to the Wai-wu Pu,* requesting as a first step to be furnished with a copy of the report of the Chinese commissioner in order to ascertain what were the intentions of the Chinese Government in regard to continuing the work on the Whangpoo.\n\nOn the 15th June I received from Sir Pelham Warren a copy of a report on the Whangpoo Conservancy by Mr. Merrill, Commissioner of Customs at Shanghai, and translations of the memorial to the Throne of the two Viceroys, Jui Cheng, ex-Viceroy of Nanking and Special Commissioner, and the present Viceroy Chang, and of a set of twelve regulations drawn up by them.†\n\nIn transmitting these documents, copies of which I have the honour to enclose, Sir Pelham Warren expressed the opinion that the memorial was too vague in its references to the works \"planned\" and \"completed\" to be taken as a definite statement of Chinese policy, and he drew my attention to the fact that only the first seven of the regulations are to be strictly carried out,\" as if the memorialists were aware that the remaining five must be subject to the views of the foreign representatives. Mr. Merrill's memorandum he qualified as being about as good a presentation as can be made of the case against the provision of further funds by the Chinese Government.\n\nThe documents were considered by the consular body, who decided to take no action with regard to the Viceroy's memorial, while as to Mr. Merrill's report, they determined, before expressing any opinion on his proposals, to ask Mr. Merrill to allow it to be submitted to M. de Rijke for his official opinion.\n\nMr. Merrill in his memorandum lays stress on the success that has attended the execution of the two principal features in M. de Rijke's scheme, viz., the closing of the old ship channel and the deepening of the Junk or Astraea Channel, and the building of the jetty where the Whangpoo flows into the Yang-tsze, and he holds that the great results achieved fully vindicate the wisdom and soundness of M. de Rijke's main plans. He then proceeds to deal with the necessity of providing for the preservation of the work done, and the best and most economical means of securing that end, pointing out that the fate of Shanghai as a commercial metropolis is bound up with the maintenance of the navigability of the river. He enumerates what he considers the most necessary additional works mentioned in M. de Rijke's report of the 15th April, 1909, which should be carried out as the funds available may permit, viz., the training work on the right side of the river below Pheasant Point, to be followed by the cutting away of Pheasant Point; the construction of protective cribwork above the Kajow Creek to check erosion of the banks; and dredging in the entrance of the Soochow Creek. The execution of any or all of these works depending on the provision of the necessary finances, Mr. Merrill goes into a detailed examination of the estimated expenditure and receipts of the board up to the 30th September, when both the dredging and the jetty contracts are expected to be completed, and he finally comes to the conclusion that the total maximum funds at the disposal of the board for future work after the 30th September, 1910, will be roughly 650,000 taels, out of which he recommends the purchase of a dredger and dredging outfit for 500,000 taels, the remainder to be used so long as it lasts for the maintenance of a greatly reduced staff and for carrying out the most important parts of the works of maintenance and improvement as set forth above while waiting for the arrival of the dredger.\n\nMr. Merrill then turns to the question of the provision of further funds, and he estimates that with an additional sum of 300,000 taels a-year an adequate staff could be maintained, a dredger kept at work, and further works of maintenance and improvement carried on. He holds, however, that the Chinese Government, having fulfilled the condition of the 1905 agreement as to supplying funds, cannot be expected to contribute further, and that therefore resort must be had to special taxation of the trade and shipping of Shanghai. He suggests that the necessary sum might be raised by a levy of 2 per cent. on customs duties, which would bring in 180,000 taels and a levy of tonnage dues of 13 candareens per ton on shipping entering the port, which would produce 135,000 taels; but he clearly foresees that the consent of the foreign representatives to such taxation could only be obtained by conceding some measure of foreign control of the proceeds of the taxes; he suggests foreign representation on the conservancy board, which has proved so successful in the case of the Haiho Conservancy Board.\n\n•\n\nThe memorial of the Viceroys is not half so satisfactory or reasonable. The whole tenour of this document is that, whether the work is finished or not, the Chinese Government cannot, under any circumstances, be called upon to incur any more expenditure when once the whole amount stipulated in the agreement of 1905 has been exhausted. The Chinese duties and obligations are then at an end, and the conservancy board should then be abolished, the engineers and employés discharged, and the Shanghai taotai entrusted with the maintenance of the works.\n\nThe twelve regulations appear to call for no special comment, as they are clearly inacceptable if the work at present completed is to be preserved, let alone the execution of the unfinished portions of the de Rijke scheme.\n\nI have, &c.\n\nW. G. MAX MÜLLER.\n\n477",
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "document_key": "CO129-373 - Public Offices - 1910",
        "page_number": 403,
        "title": "CO129-373 - Public Offices - 1910",
        "content_text": "402\n\n16\n\nM. de Rijke proposes to remove by dredging, carried out in two belts having depths of 9 and 13 feet respectively at low-water ordinary spring tide, the total quantity of material to be removed being estimated at 1,700,000 cubic yards.\n\nCutting Back of Pootung Point.\n\n82. At Pootung Point it is also proposed to cut back the sharp angle formed in the right bank to the extent shown on drawing No. 1, the dredging being carried out in two belts having depths of 15 and 18 feet, respectively, at low-water ordinary spring tide. The total quantity of this dredging is estimated at 931,000 cubic yards.\n\nCutting Back of Bank at Native City.\n\n83. M. de Rijke's complete scheme contemplates the cutting back of the bank at the Native City, to the extent likewise shown on drawing No. 1. The dredging, in this case also, would be carried out in two belts, having depths of 12 and 15 feet respectively at low-water ordinary spring tide. The total quantity of materials to be removed at this place is estimated at 2,204,000 cubic yards.\n\nFurther Works.\n\n84. The total of the dredging works proposed but not commenced is thus about 7,500,000 cubic yards, and upon their relative desirability, as also upon the other works suggested, we shall offer our remarks in subsequent parts of this report. Various smaller works are also proposed by M. de Rijke, thus carrying the improvements to the upper harbour limit.\n\nIX. THE EFFECTS PRODUCED BY THE WORKS ALREADY EXECUTED.\n\n85. We now come to a consideration of the effects which have been produced in the river, by the construction of the works so far as they have been carried out. Approaching this question it will be of interest, if, in the first instance, we give some figures showing the results actually achieved, and afterwards refer to the opinions expressed by those directly interested in the navigation of the river.\n\nEffect on Outer Bar.\n\n86. In April 1902 the harbour-master stated in a report that there was at that time, on the Outer Bar, a depth of only 13 feet below Customs datum (15 feet at low-water ordinary spring tide). In February 1907, before the commencement of the works, the depth, according to the same authority was 14 ft. 6 in, below Customs datum (16 ft. 6 in, low-water ordinary spring tide).\n\n87. From M. de Rijke's report for the quarter ending the 31st December, 1909, it appears that there was then a depth of 18 feet at low-water ordinary spring tide over a width of 1,050 feet from the jetty, and of 22 feet at low-water ordinary spring tide over a width of 600 feet. Thus the Outer Bar practically no longer exists, notwithstanding that there has been no dredging over this portion of the river.\n\nEffect on Inner Bar.\n\n88. With respect to the Inner Bar, we have, in paragraph 36, given the small depths of water which were, at various dates, available over that obstruction. By the recent closing of the Ship Channel and the opening out of the Juuk Channel (now called \"Astra\" Channel, on account of His Majesty's ship \"Astræa\" having been the first vessel to pass through it on the 5th May, 1909), all questions regarding the old Inner Bar have been disposed of. The depth of water adopted for the \"Astræa Channel\", although less than that which existed for a limited width in the old Ship Channel, is throughout its length considerably greater than was formerly available over the Inner Bar, at the outlet of the Ship Channel. Inasmuch as the minimum depth over the Inner Bar limited the draught available for navigation between Woosung and Shanghai, it is evident, as will be further explained in succeeding paragraphs, that a very valuable improvement has been effected by the disappearance of the Inner Bar as one result of the works which have been already carried out.\n\n17\n\n89. In the achievement of this satisfactory result it should be noted that throughout the whole of the constructive operations the minimum or fouling depth previously available between Shanghai and the Yang-tsze, by way of the Ship Channel, was never diminished nor was the navigation of the river interfered with.\n\nDepth over Inner Bar during Progress of Works.\n\n90. In support of this last-named statement particulars supplied by the harbour-master show that the \"official\" minimum depth below Customs datum in the Ship Channel in 1906, the year before the works were commenced, was 10 ft. 6 in. in August; in 1907 the least depth was 11 feet in September; in 1908 it was 10 ft. 6 in. in the same month; and in 1909 it was not less than 11 ft. 6 in. up to the 1st July, at which date the Astræa Channel was opened, for general navigation by day, with a minimum depth of 13 feet below Customs datum. On the 15th September following lights were exhibited and the channel opened for general traffic both by day and by night, the old Ship Channel being finally abandoned.\n\nDepth in Astrea Channel.\n\n91. With regard to the present depth in the Astræa Channel, the harbour-master, in a memorandum dated the 14th February, 1910, states that \"a fairway at least 600 feet wide at its narrowest part, with a depth of not less than 13 feet at lowest low-water spring tides (i.e., Customs datum) has been maintained since the opening of the channel.\" He further states, \"within the next two weeks it is confidently considered that we will be able to signal 15 feet at lowest low-water spring tides. It must be borne in mind that this office's low-water datum is 2 feet below that of the Conservancy Board.\" (See paragraph 13 above.)\n\n92. We may add that the depth signalled indicates the draught of the vessel which may pass through the channel, so that, allowing, say, 1 foot of water under the keel, and 2 feet, the difference between the Customs datum and the Conservancy datum, the depth of 15 feet, when signalled by the harbour-master, would correspond with 18 feet at low-water ordinary spring tides aimed at by M. de Rijke. It further appears from M. de Rijke's report for the quarter ending the 31st December, 1909, that, with the exception of one small patch having a depth of 17 ft. 6 in., 18 feet at low-water ordinary spring tides, was available over an average width of, say, 950 feet. Messrs. Wilson and Matthews inform us that while at Shanghai they satisfied themselves by actual soundings of the accuracy of the above figures.\n\nEffect of Scour in the Astrea Channel.\n\n93. With regard to the scouring action of the currents in Astræa Channel, it may be noted that by comparing soundings taken in September 1907 with those of June 1908 M. de Rijke found that the material actually removed was 2,643,000 cubic yards (2,464,000 cubic yards in barges) had been removed by dredging, leaving a balance removed by scour of 1,056,000 cubic yards. The same calculation was repeated in September 1909, when it was found that a total quantity of 9,976,000 cubic yards has been removed, of which 4,716,000 cubic yards (7,078,000 cubic yards in barges) had been dredged, leaving a balance of 5,260,000 cubic yards as having been scoured. These results appear to us to be very satisfactory as affecting the prospects of the future maintenance of the channel as now developed by the works which have been carried out.\n\n94. It is also interesting in this connection to note that last autumn, prior to the letting of the latest dredging contract referred to in paragraph 74, after all dredging operations in the Astra Channel had been suspended for two months the official depth was not reduced, although it is right to add that the pilots of two of the steam-ship companies state that they observed some shoaling.\n\n95. In answer to enquiries by Messrs. Wilson and Matthews as to whether any increase in the range of tide at Shanghai had been observed since the opening of the Astræa Channel, or as to the time of high water having become relatively earlier in consequence of improved tidal development, M. de Rijke informed them that, although no definite observations had been made, he was of opinion there had been certain changes of the character referred to. In this connection the harbour-master also stated that he considered there had been a marked improvement in the channel above Gough Island and that an \"increased flow of tide\" was apparent.\n\n[2958 hh-1]\n\nF",
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        "id": 429667,
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        "series_title": "CO129 Colonial Office Hong Kong Records 理藩院香港檔案",
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        "page_number": 404,
        "title": "CO129-373 - Public Offices - 1910",
        "content_text": "# 18\n\nEffect on the Navigation of the River.\n\n96. In order to ascertain as far as practicable the general opinion of those principally concerned in the improvement of the Wangpoo, Messrs. Wilson and Matthews, when at Shanghai, interviewed several gentlemen interested in the shipping and general trade of the river, who courteously afforded them valuable information.\n\n97. Amongst these gentlemen were Mr. Merrill, Commissioner of Customs, and one of the members of the Wangpoo Conservancy Board; Mr. Landale, chairman of the Shanghai Municipal Council, and local manager of Messrs. Jardine, Matheson, and Co.; Mr. Marshall, agent of the P. and O. Company and chairman of the Shipping Conference; Mr. Wright, deputy chairman of the Chamber of Commerce, of Messrs. Butterfield and Swire; M. Michelau, of Messrs. Melchors, agents for the North German Lloyd and Hamburg-America Shipping Companies; M. de Thuy, agent for the Messageries maritimes; and Captain Schellhoss, technical attaché to the German consulates in China.\n\n98. In addition to the gentlemen above named, Messrs. Wilson and Matthews had several interviews with Captain Carlson, the harbour-master, who at all times readily furnished such information as was desired from him, also ship-masters and pilots of the P. and O., Norddeutscher Lloyd, Messageries maritimes, Ocean Steamship, and other companies. It is gratifying that the agents and pilots of the Norddeutscher Lloyd and Messageries maritimes companies were good enough to furnish such information on the spot, seeing that, as already remarked in paragraph 3 we have unfortunately not been successful in meeting the representatives of these companies in London.\n\n99. Although it is not necessary to follow in detail the opinions expressed by these gentlemen, we may state that, with regard to the broad question at issue, they were practically unanimous in the opinion that the Astrea Channel is greatly superior for navigation purposes to the old Ship Channel, both on account of its straighter course and its greater width of dead water. They also earnestly hoped that the works in progress would be fully completed. Whilst putting forward the foregoing views and opinions, we should also remark that M. de Rijke's scheme has on other grounds been the subject of much adverse criticism, to which reference will be made hereafter in section XI.\n\nX. THE COST OF THE UNDERTAKING.\n\nWork Fund.\n\n100. As already described (paragraph 25) the cost of the whole of the works had, by the convention of 1905, to be borne by the Chinese Government, the amount being estimated at twenty annual instalments of 460,000 Haikwan taels, or a total of 9,200,000 Haikwan taels. This sum may therefore be taken here as the work fund.\n\n101. In order to prosecute vigorously the two main portions of the undertaking, viz., the Woosung Jetty Works and the opening of the Junk Channel, it became necessary at the commencement of the undertaking to arrange for a fund of 4,500,000 Haikwan taels for immediate contracts.\n\n102. There was, however, as already pointed out, a reservation in the convention that if a greater sum of 460,000 Haikwan taels was required in any one year, China might obtain a loan for the same, interests being defrayed out of the capital sum of 9,200,000 Haikwan taels. The result thus came about that a loan was obtained for 2,998,235 Haikwan taels, being fixed as representing the total interest to be paid on the same. The effective sum forming the work fund was thus reduced to 6,201,764 Haikwan taels. This last-named amount has, however, since been augmented by the addition of 300,000 Shanghai taels, specially granted last year. This total work fund, therefore, stands as follows:-\n\nOriginal capital sum9,200,000\nLess interest on loan2,998,235\nTotal net sum6,201,764\nSpecial grant300,000\nTotal net work fund7,208,765\n\n19\n\nContract Work.\n\n103. Contract No. 1, for the construction of the Woosung jetty and contingent works, amounted to 1,997,798 Shanghai taels, to which must be added a sum of 23,326 Shanghai taels for extra work, making a total of 2,028,124 Shanghai taels. Contract No. 2, for dredging in the Junk Channel, amounted to 2,000,000 Shanghai taels, to which must be added 7,614 Shanghai taels for extra work, making a total of 2,007,014 Shanghai taels. Contract No. 3, for further dredging in Astræa Channel, amounted to 264,000 Shanghai taels. These three contracts therefore necessitated a total expenditure of 4,292,738 Shanghai taels.\n\n\"Own Administration\" Work.\n\n104. The sum expended on \"own administration\" work (i.e., work carried out departmentally by the board under M. de Rijke) amounted at the 31st December, 1909, to 2,132,833 Shanghai taels.\n\nTotal Expenditure on Works.\n\n105. It will be seen from the foregoing that at the end of last year, including both “contract\" and \"own administration\" works, a total sum of 6,425,571 Shanghai taels has been expended, leaving an available balance of only 783,194 Shanghai taels out of the total net \"work fund\" of 7,208,765 Shanghai taels referred to in paragraph 102.\n\n106. Our information regarding the financial aspect of the works was obtained through Mr. A. G. H. Carruthers, secretary to the Whangpoo Conservancy.\n\nXI-CRITICISMS OF THE WORKS WHICH HAVE BEEN CARRIED OUT.\n\n107. Whilst at Shanghai Messrs. Wilson and Matthews obtained, as far as it was practicable to do so, particulars of the grounds on which the criticisms of M. de Rijke's scheme and the operations in connection therewith were based, and in many cases had the advantage of bearing the objections directly from their originators.\n\n108. They were fortunate in having several interviews with M. Michelau, whose firm, as already mentioned, are agents for the North German Lloyd and Hamburg-America Shipping Companies, and also with Captain Schellhoss. These gentlemen courteously received them, and afforded the fullest information as to the objections raised by the German community and the reasons for the same.\n\n109. In the first place, M. de Rijke was severely criticised for having commenced the works in 1907 on lines practically corresponding with those which he had laid down in 1895, notwithstanding that in the meantime great alterations had taken place in the river; this in particular reference to the selection of Junk Channel for improvement rather than Ship Channel.\n\nMemorandum of the \"Deutsche Vereinigung.\"\n\n110. In November 1907, some months after the present works were commenced, we understand, a copy of a memorandum, addressed to the German Imperial consul-general and supported by the German Association (\"Deutsche Vereinigung\") of Shanghai, was forwarded by that association to the chairman of the Shanghai Chamber of Commerce, with a letter dated the 5th November, 1907.\n\n111. The memorandum supported the contention that Ship Channel should be adhered to as the permanent navigation route, and stated that, although at the date of M. de Rijke's report of 1898 the Ship Channel was shoaling, in 1907, when the works were about to be commenced, the same channel was again deepening and the Junk Channel shoaling.\n\n112. In support of the latter statement the memorandum quotes the following from M. de Rijke's quarterly report, dated the 26th January, 1907:\n\n\"The depth of water in the river generally has greatly increased, owing to the heavy rain washing out the channel (Ship Channel), and consequently defence work has proved more difficult. Gough Island Reach, where some of the largest works have to be made, has grown much deeper, and the shoaling of Ship Channel will be much more expensive than at first estimated.\"\n\nPage 403",
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        "id": 429670,
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        "content_text": "25\n\n24\n\ninspections now that the works are drawing towards completion. The requisite plant and facilities, and also a competent staff should be likewise provided, such as may be required for the speedy and effective carrying out of such renewals as may be required from time to time.\n\nPrompt Repairs essential.\n\n141. Works of this character will certainly require repairs and renewals, the more so as they are laid on a sandy and alluvial bed. It is essential that such repairs and reinstatements as are found to be necessary should be promptly undertaken, as otherwise damage might arise, causing the breaching of the banks, which would readily have been arrested, at trifling cost, by timely repairs. If neglected such damage might lead to serious results, and a possible loss of much of the good effect which has undoubtedly been secured. On these grounds, therefore, we would strongly recommend that the question of the adequate and continuous maintenance of these important works should without loss of time be duly considered, and suitable provision made accordingly.\n\n142. The present depth along the face of the main parallel dam at Upper Gough averages about 25 feet, and nowhere, we understand, does it exceed 29 feet at low water. It is satisfactory to observe that there does not appear to be any tendency to scour along this length of the work of a character likely to endanger its safety.\n\nAs to the Maintenance of Depth in the Astrea Channel.\n\n143. The present cross-sectional area in the Astrea Channel is considerably less than that at, or in the vicinity of, Black Point; the latter, as already stated, having been adopted as a standard when fixing the \"normal lines.\" The respective sectional areas in December last were approximately 32,000 square feet in Black Point Reach, the values of the two sections from a point of view of conductivity being, at the same date, in the proportion of about 75 to 100 feet. M. de Rijke does not consider that the régime of the Astræa Channel is at present quite satisfactory, but we gather from his quarterly reports to the Conservancy Board that there was a steady increase in cross-sectional area up to the end of December in last year when, as stated in paragraph 92, there was a depth of 18 feet at low-water ordinary spring tides for a width of about 950 feet between the \"normal line\" for the full length of the channel.\n\n144. We have very carefully considered what effect that natural scour of the river may be expected to have on the maintenance of this depth in the Astræa Channel and are of opinion that if, in the first place, a channel of adequate and properly proportioned cross-sectional area be provided by dredging, there is no reason to anticipate that any large amount of dredging will be required to assist the natural scour in maintaining it. The data available at present are insufficient to enable us to express a very definite opinion on this point, but we certainly incline to the view, from general experience, that the channel should maintain itself to the 18 feet depth with but little, if any, dredging. An important fact favouring this view is that referred to in paragraph 93 of this report, viz., that during the process of dredging the Astræa Channel large quantities of material have been removed by the current over and above that excavated by the dredgers, thus indicating that there is apparently surplus of scouring power for the maintenance of the channel.\n\n145. The quantity of water, moreover, which now runs into the cul-de-sac formed by the old Ship Channel, should as this latter becomes filled by the process of natural silting be largely diverted through the Astræa Channel, thus adding to the tidal volume in the upper part of the river and forming an additional scouring medium for this channel. The silting process referred to will also be assisted by the depositing of dredging in the Ship Channel, which is a convenient site for that purpose.\n\nAs to the Upper River and Creeks.\n\n146. We strongly endorse the remarks by M. de Rijke on the serious results to be apprehended from the want of care and interests shown in the upper river and in the creeks subsidiary to the Whangpoo, to which the regrettable condition of affairs referred to in paragraphs 44 and 45 hereof is to be ascribed.\n\nXV.-OPINION WITH RESPECT TO THE FURTHER WORKS PROPOSED BUT NOT YET COMMENCED.\n\n147. We have now to investigate the further works which have been suggested for the training of the river and propose to deal with them under three heads, viz.:--\n\n(1.) Works which we consider to be essential in order to permanently secure the benefits already derived from the undertaking as carried out to date, for which funds should be at once obtained.\n\n(2.) Works of importance, for the construction of some of which, at all events, the necessary funds should be provided as early as possible.\n\n(3.) Works which for the present need not be proceeded with, though ultimately some of them will be required.\n\nHead 1.\n\n148. Works which we consider to be essential in order to permanently secure the benefits already derived from the undertaking, as carried out to date, for which funds should be at once obtained. Under this head we would include the following:-\n\n(a.) The final closing of the old Ship Channel by the completion of the main parallel dam above Upper Gough to the level of high-water level spring tide and the completion of the double-cross dam No. 1.\n\n(b.) The full carrying out of the present dredging contract of 1,200,000 cubic yards.\n\nHead 2.\n\n149. Works of importance, for the construction of some of which, at all events, the necessary funds should be provided as early as possible.\n\nUnder this heading we would include the whole of the training works proposed by M. de Rijke on both sides of the river between the upper end of the Astræa Channel and Cosmopolitan Dock. It will be seen that the principal object of the works on the left bank is to fix the channel of the river within the \"normal lines\" as laid down, and thus to prevent the formation of an inshore or flood channel between Long Flat and Point. As previously mentioned in this report (paragraph 78), a shallow channel exists along this shore which, if it were to develop to any great extent, would be detrimental to the main waterway. The works shown on right bank of the river consist, as will be seen, of short cribs and parallel work, their object being to protect the river bank, which in many places over this length, and especially between Tung Kow Creek and Black Point, is in a wasting condition.\n\n150. Under this head we place the training works on the right bank of the river below Pheasant Point. At the present moment we are not convinced of the desirability or necessity for these works, but if future experience indicates that the Fort Jetty is not sufficient by itself to maintain the deep-water channel at the confluence of the Whangpoo with the Yang-tsze, and that the formation of a channel on the opposite shore is followed by a loss of depth on the main channel, it may be necessary that that be constructed. As regards the dredging on the convex side at Pheasant Point, it may be noted that the channel there, for the full width required for navigation, has already a depth of 18 feet, so that, from this point of view, no addition is required. Moreover, it is very questionable whether this dredging would have any permanent result, as experience shows that shoaling rapidly recurs on the convex side under similar circumstances.\n\nAs to Works mentioned under Heads 1 and 2.\n\n151. If the works above enumerated, under heads 1 and 2, be dealt with as suggested, the river may then be considered to be in a sufficiently satisfactory and stable condition from Shanghai to its mouth. In this connection we may add that all those interested in the river who have been consulted considered it was essential that the training of the river should eventually be completed up to the point to which it is proposed the works should be carried, i.e., Cosmopolitan Dock.\n\nΗ [2958 kh-1]\n\n406",
        "txt_file_path": "txt/2diw2n4r2/CO129-373 - Public Offices - 1910.txt",
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