Directory_and_Chronicle_1925 — Page 650

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CHINA

on the Gulf of Liao-tung on the other. This track was only completed in the early part of 1900, and during the summer months was, between Kinchow and Newehwang, largely destroyed by the Chinese so as to preclude the advanee of Russian forces on Peking via Manchuria. A line from Peking to Tientsin was opened in 1897, the Peking terminus being at Machiapu, a point two miles from the Tartar eity, whence a short electric line connected it with one of the principal gates; the traffic developed so rapidly that in 1898-9 the electric 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 more 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 earrying 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 out. Since 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 lias made progress, the railway running round three parts of the city. Later, it is proposed to ereet a grand central station near the Temple of Heaven. 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 suspended since the outbreak of the European war.

The Chinese Government Railway statistics for 1920, issued in June, 1922, show that the Government railways in China eover 6,420 kilometres. Provincial and private railways eover a further 773 kilometres, and "concessioned" railways 3,780 kilometres. Thus, the total length of the railway systems of China is 10,973 kilometres, or 6,818 miles. China has, approximately, 54,000 of population per mile of railway in operation. This compares in very striking fashion with India, which has 13,000 of population per mile of railway, and, in making the comparison, it must be reinembered that in India a wide extension of the railway system has for many years been held to be one of the essential needs of the country. On the other hand, the extensive use of waterways in China will always serve to keep these railway average figures higher than in other countries. In 1920 operating revenues at $91,443,932 showed an increase of 8,396,541, while operating expenses at $42,780,106 were $1,339,566 higher. After dedueting all charges, the true net surplus in 1920 was $40,814,448 against $36,449,392 in the previous year. The railway system now operating in China is located principally north of the Yangtsze River. The Shanghai-Nanking, the Shanghai Hangehow-Ningpo, and the Hupeh-Hunan lines extend the system into South China. Construction plans are on foot to conneet up other short lines operating 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 Fengeheng in Shansi Province to Ningsia in Kansu Province. 2.-From Ningsia in Kansu Province to Lanehowfu in Kansu Province. 3.--From Hangchow in Chekiang Province to Wenchow in Chekiang Province. 4.-From Hengehowfu in Hunan Province to Nanning in Kwangsi Province. 5.- From Lu Hwei in Kwangtung Province to Chungehow in Kwangtung Province.

These lines were to be built upon a percentage basis as initiated by Pauling & Company in their Shasi-Shingyifu railway agreement. Negotiations, however, were inter- rupted for various reasons, but since then the survey of 1,600 miles of railway has been commenced.