Directory_and_Chronicle_1917 — Page 772

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CHINA

Peking terminus being at Machiapu, a point two miles from the Tartar city, whence a short electric line connected it with one of the principal gates; the traffic developed so rapidly that in 1898-9 the line had to be doubled. From Lukouchiao (or Marco Polo's Bridge) a line of about eighty miles in length was constructed southward to Paoting- fu, the capital of the province of Chihli; this line, in October, 1899, was handed over by the British constructors to the Belgian Syndicate as an integral factor in the great trans-continental line from Peking to Hankow. These lines were all inore or less deliberately and in some parts completely destroyed by the Chinese during 1900. The Railways, as foreign innovations, were particularly hateful to the Boxers, who in many cases attacked the lines with a fury as intense as it was insensate : burning the stations, destroying bridges, firing the sleepers and carrying off the metals. Later on, track destruction was a strong feature of the strategy of the Imperial troops, and from their point of view, wisely so. It was the cutting of the Railway that was the sole cause of Admiral Seymour's failure in his gallant attempt to rescue the Legations. All the lines in North China were attacked and badly cut. Some then the terminus at Peking 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 prohosed to erect a grand central station. 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 suspender since outbreak of the Europeon war. Railway vandalism was the first evidence of the savagery and magnitude of the Boxer sedition. It is significant that the Imperial Government was so inert in protecting its own property. Now, however, there is no need to preach the gospel of railway construction, and only lack of funds retards the completion of many new lines.

An official report issued in 1916 showed that the operated mileage of Government Railways was 3,543 miles, to which have to be added 150 miles of private lines and 1,500 of "concessioned lines"; in all, 5,193 miles. It is interesting to note that the greater part of railway construction has taken place north of the Yangtze River. If the Shanghai Nanking Railway be included and from the commercial point of view it should be grouped with the Northern interests only 10.372 per cent. of the total operating mileage in China ies south of the Yangtsze waterway. In plans for future constructions, however, Southern China is well provided with prospective lines. An important development took place in 1916 when the American firm of Siems & Carey 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 are to have entire charge of the construction of the railways to be built under the contract, and the American International Corporation (with which Siems & Carey is affiliated) has undertaken the flotation of the bonds for the Chinese Government in this work. The railways contemplated are as follows, though it is provided that if they are not feasible equal mileage shall 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 are to be built upon a percentage basis as initiated by Pauling & Company in their Shasi-Shingyifu railway agreement

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 least, that other things being equal the country that makes the loan should enjoy preference in furnishing the material for construction.

Before studying the appended tables it should be borne in mind that the com- paratively high percentage of general expenses in China is to some extent due to the fact that considerable forces of police have to be maintained by the railways and that the use of foreign languages always necessitates the duplication of correspondence, and extra work of translation. Another cause is that the nileage operated by each Ad-

ninistration is comparatively small, averaging less than 230 miles.