Directory_and_Chronicle_1923 — Page 628

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CHINA

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in the south. In plans for future constructions, Southern China is well provided with prospective lines. An important development took place in 1916 when the American firm of Siems Carey Construction Co. 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 were to have entire charge of the construction of the rail- ways to be built under the contract, and the American International Corporation (with which Siems-Carey is affiliated) undertook the flotation of the bonds for the Chinese Government in this work. The railways contemplated were as follows, though it was pro- vided that if they were not feasible equal mileage should 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 Tangchow 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 were to be built upon a percentage basis as initiated by Pauling & Com- pany in their Shasi-Shingyifu railway agreement. Negotiations, however, were interrupt- ed for various reasons, but now the survey of 1,600 miles of railway has been commenced During recent years the Japanese have shown an interest in the railway development of Manchuria and Mongolia, as well as Shantung, and during 1918 they concluded agreements with the Chinese Government for the construction of the

ollowing lines:-

From Taonanfu to Jehol.

"

Changchun to Taonanfu.

Kirin to Kaiyuan via Hailung.

a point on the Taonanfu-Jehol Railway to a seaport

Also from Tsinanfu, Shantung province, to Shunteh in Chihli.

""

Kaomi, Shantung province, to Hsuchow in Kiangsu.

The Manchuria group of lines ignores the Chinchow-Aigun agreement held by Americans, which, however, is regarded now as a dead letter, owing to the Japanese opposition it encountered when it was first mooted.

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. Now, however, an energetic effort is being made by the Ministry of Communications through its foreign advisers to effect an all-round system of unification. A good start has been made with accounts and statistics. Through traffic is also being given increasing attention by both the Chinese and Japanese authorities.

Statement of revenue of principal railways in 1920-

Name of Line

Operating Revenues Operating Expenses

1

Peking-Hankow

Peking-Mukden

Tientsin-Pukow

Shanghai-Nanking

$25,827,213.65

$10,320,779.92

23,146,505.11

8,528,764.62

16,155,459.01

7,646,963.45

6,204,604.20

3,512,569,59

Peking-Suiyuan

Cheng-Tai

W

Shanghai-Hangchow-Ningpo

Kirin-Changchun

Kaifeng-Honan

Taokow-Chinghua

Canton-Kowloon

5,632,053.54

2,547,740,13

3,851,805.21

3,340,842.40

2,959,880.31

1,485,828.22

2,188,494.83

563,515.40

1,762,566.90

975,278.17

1,207,921.51

1,430,651.54

1,028,201.87

631,976.76

Ssu-Tao

Chuchow-Pinghsiang

Hupeh-Hunan

Changchow-Amoy

708,438.25

928,213.87

598,042.39

87,992.61

159,711.32

186,072.00

+4 •

13,034.02

592,917,85

Chinese Government Railways, 1920

91,443,932.12

42,780,106.53

Do..

1919...

83,047,390,24

38.440,540,62

Increase

8,396,541.88

4,339,56 .91