NAVIGATION ON THE YANGTSE
123
The Peking government claims that even greater floods took place during the summer of 1954, but because of the reconstruction work carried out on the dyke system by the Communists, the damage was much less. The dyke system, they say, has been still further strengthened since 1954.
In spite of its great depth along much of its length, navigation on the Yangtse always posed special problems. The main channel changes course from time to time, while the strength of the current varies from season to season. Foreign steamers usually carried two pilots, but in spite of all precautions many steamers have been lost on the river. Towards the end of the era of foreign shipping, losses had been greatly reduced by means of more efficient pilotage, greater knowledge and better charts, improved lighting, and other aids to navigation.
Life on the Yangtse was very different from that on the coast, and had a strong fascination for most of those who experienced it. The river steamers penetrated right into the heart of China, where conditions were widely different. Even in the 1920's and 1930's the countryside and towns bordering on the Middle and Upper River remained much as they had been in the previous five or six hundred years. Foreign trade and influence had barely touched the fringes of social life and customs evolved many centuries earlier.
The heyday of Yangtse travel was in the 1920's and 1930's, when it was possible to travel in comfort, and even luxury, although not always in complete safety, from Shanghai to Chung-king, and beyond to Chengtu and Sui Fu. At that period there were four large companies operating regular services along the whole navigable length of the river, with something like a hundred steamers between them. There were also several small companies operating a few steamers each. The China Merchants Steam Navigation Company with 31 ships had the largest river fleet, followed by the China Navigation Company and the Indo-China Steam Navigation Company with 21 ships each, and then the Japanese Nisshin Kisen Kaisha with 15 ships. A German company had started a service in 1900, at the same time as the Japanese, but had been compelled to withdraw during the 1914-18 war, and had never resumed the service. At least four steamers left Shanghai for Hankow every day, where connection was made
NAVIGATION ON THE YANGTSE
123
The Peking government claims that even greater floods took place during the summer of 1954, but because of the reconstruction work carried out on the dyke system by the Communists, the damage was much less. The dyke system, they say, has been still further strengthened since 1954.
In spite of its great depth along much of its length, navigation on the Yangtse always posed special problems. The main channel changes course from time to time, while the strength of the current varies from season to season. Foreign steamers usually carried two pilots, but in spite of all precautions many steamers have been lost on the river. Towards the end of the era of foreign shipping, losses had been greatly reduced by means of more efficient pilotage, greater knowledge and better charts, improved lighting, and other aids to navigation.
Life on the Yangtse was very differem from that on the coast, and had a strong fascination for most of those who experienced it. The river steamers penetrated right into the heart of China, where conditions were widely different. Even in the 1920's and 1930's the country side and towns bordering on the Middle and Upper River remained much as they had been in the previous five or six hundred years. Foreign trade and influence had barely touched the fringes of social life and customs evolved many centuries earlier.
The heyday of Yangtse travel was in the 1920's and 1930's, when it was possible to travel in comfort, and even luxury, although not always in complete safety, from Shanghai to Chung- king, and beyond to Chengtu and Sui Fu. At that period there were four large companies operating regular services along the whole navigable length of the river, with something like a hundred steamers between them. There were also several small companies operating a few steamers each. The China Merchants Steam Navigation Company with 31 ships had the largest river fleet, followed by the China Navigation Company and the Indo-China Steam Navigation Company with 21 ships each, and then the Japanese Nisshin Kisen Kaisha with 15 ships. A German company had started a service in 1900, at the same time as the Japanese, but had been compelled to withdraw during the 1914-18 war, and had never resumed the service. At least four steamers left Shanghai for Hankow every day, where connection was made
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