Directory_and_Chronicle_1917 — Page 877

SHANGHAI

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between Shanghai and Woosung, where the deterioration of the navigable channel has been progressive since the opening of the port in 1843. When first frequented by foreign shipping an extensive widening of the channel was found imme liately inside Woosung, and this led to a shallowing of the streain; presently an island commenced to grow up in this shallow part, which divided the stream into two channels and at the same time deflected the current towards the right bank, with consequent erosion on that side. The result of these causes was that both channels were blocked by bars, impassable at low water to all but the most shallow-draught river boats, and the large ocean-going steamers could only enter the river at high-water springs. At other periods goods intended to be landed at Shanghai had to be conveyed some thirteen miles in lighters. The enforced detention of the vessels as well as the cost of lighterage were heavy charges on the commerce of the port.

The unsatisfactory condition of the lower river was a constant cause of complaint to the Government, since about 1850, when the deterioration of the channel commenced to assume alarming proportions, and dredging has been urged by the foreign Governments having the largest interest in the commerce of the port. Un- fortunately in this, as in many other things concerning the good of the port, the reactionary authorities at the Capital were able to shelter themselves behind the representatives of the Powers less interested in commerce, and as by traditional arrangements numbers alone count in such affairs Peking was always able to evade its responsibilities. The late Imperial Government, largely guided by statesmen of whom Li Hung Chang was a characteristic type, looked upon the Bar at Woosung as a powerful aid in their policy of exclusion, and refused to do anything towards the improvement of the navigation, or deliberately took measures which they knew would prove ineffective. The foreign merchants, assisted by the Municipality, took steps to have the lower river surveyed and reported on by competent foreign hydraulic engineers. After the defeat of the anti-foreign party in 1900, and the capture, by foreign troops, of Peking, these reports were accepted, and a River Authority on the model of that formed for the port of London, wherein local as well as Imperial interests were represented, was agreed on by all parties, and it was hoped that the difficulties, entirely political, of the case had been surmounted and that work would be immediately commenced. It is not necessary here to go into details, but the same retarding influences were still at work. A reactionary viceroy of the Kiangnan provinces was the tool chosen; he offered to undertake the work of controlling the river under the advice of a foreign engineer, over the appointment of whom the foreign Powers were to have a veto; and, ever ready with China to accept the promise for the deed, the foreign representatives, apparently impressed by the engagement that the viceroy should undertake the whole of the financial burden, instead of its being shared by the beneficiaries, as in the accepted scheme, agreed to the new proposi- tion. The result so far has been that Mr. de Rijke, the gentleman formerly con- sulted by the mercantile community of Shanghai, an engineer of standing who has carried out several important works in connection with the Japanese Government, was appointed Engineer-in-Chief by the Chinese Government in June. 1906, under a Board consisting of the Shanghai Taotai and the Commissioner of Customs. The two main obstructions in the river were the Outer Bar, in the mouth, and the Inner Bar, a little farther up river. Through the first a channel was scoured by building a concave jetty, starting from the left shore across to deep water. To evade the second obstruction, the channel was diverted from the east side to the west of Gough Island by fascine work and dredging. The dredging work, amounting to about 8,000,000 cubic yards, was done under contract by three large bucket and two suction-dredgers, the jetty in the mouth of the river across the Outer Bar being constructed by contract. The other draining works, especially those of diverting the river from the old Ship Channel to the present Junk or Astrea Channel, were made under the Board's own administration. In September, 1909, all the shipping was transferred to the new channel, then 18 feet deep at low water, and 600 feet broad. Communication with the sea was not interrupted for a single day. In 1910 the Shanghai Chamber of Commerce invited a report on Mr. de Rijke's work from three eminent British Engineers, Sir John Wolfe Barry, K.C.B., Sir William Matthews. K.C.M.G., and Mr. Anthony G. Lyster, and their report, dated 25th July, 1910, endorsed Mr. de Rijke's scheme and recommendation in the fullest manner pos- sible. During 1910, work was carried out sparingly, funds being exhausted, until at the end of that year Mr. de Rijke left for home, and the greater part of the staff was dismissed.

In December, 1910, with the approval of the Diplomatic Body in Peking, Mr. H. von Heidenstam, Royal Swedish Corps of Engineers, was appointed Engineer-