The International
Development of China

By
Sun Yat-sen

With 16 Maps in the Text and a Folding Map at end

G. P. Putnam's Sons
New York and London
The Knickerbocker Press
1922

Copyright, 1922
by
Sun Yat-sen

Made in the United States of America

This work is
affectionately dedicated
to
Sir James and Lady Cantlie
My revered teacher and devoted friends
to whom I once owed my life

[PREFACE]

As soon as Armistice was declared in the recent World War, I began to take up the study of the International Development of China, and to form programs accordingly. I was prompted to do so by the desire to contribute my humble part in the realization of world peace. China, a country possessing a territory of 4,289,000 square miles, a population of 400,000,000 people, and the richest mineral and agricultural resources in the world, is now a prey of militaristic and capitalistic powers—a greater bone of contention than the Balkan Peninsula. Unless the Chinese question can be settled peacefully, another world war greater and more terrible than the one just past will be inevitable. In order to solve the Chinese question, I suggest that the vast resources of China be developed internationally under a socialistic scheme, for the good of the world in general and the Chinese people in particular. It is my hope that as a result of this, the present spheres of influence can be abolished; the international commercial war can be done away with; the internecine capitalistic competition can be got rid of, and last, but not least, the class struggle between capital and labor can be avoided. Thus the root of war will be forever exterminated so far as China is concerned.

Each part of the different programs in this International Scheme, is but a rough sketch or a general policy produced from a layman's thought with very limited materials at his disposal. So alterations and changes will have to be made after scientific investigation and detailed survey. For instance, in regard to the projected Great Northern Port, which is to be situated between the mouths of the Tsingho and the Lwanho, the writer thought that the entrance of the harbor should be at the eastern side of the port but from actual survey by technical engineers, it is found that the entrance of the harbor should be at the western side of the port instead. So I crave great indulgence on the part of experts and specialists.

I wish to thank Dr. Monlin Chiang, Mr. David Yui, Dr. Y. Y. Tsu, Mr. T. Z. Koo, and Dr. John Y. Lee, who have given me great assistance in reading over the manuscripts with me.

Sun Yat-sen.

Canton, April 25, 1921.

[CONTENTS]

[MAPS]

The International Development
of China

[THE INTERNATIONAL DEVELOPMENT OF CHINA]
A Project to Assist the Readjustment of Post-Bellum Industries

It is estimated that during the last year of the World War the daily expenses of the various fighting nations amounted to two hundred and forty millions of dollars gold. It is accepted by even the most conservative, that only one half of this sum was spent on munitions and other direct war supplies, that is, one hundred and twenty millions of dollars gold. Let us consider these war supplies from a commercial point of view. The battlefield is the market for these new industries, the consumers of which are the soldiers. Various industries had to be enlisted and many new ones created for the supplies. In order to increase the production of these war commodities day by day, people of the warring countries and even those of the neutral states had to be content with the barest necessities of life and had to give up all former comforts and luxuries.

Now the war is ended and the sole market of these war supplies has closed, let us hope, forever, for the good of humanity. So, from now on we are concerned with the problem as to how a readjustment may be brought about. What must be considered first is the reconstruction of the various countries, and next the supply of comforts and luxuries that will have to be resumed. We remember that one hundred and twenty million dollars were spent every day on direct war supplies. Let us then suppose that the two items mentioned will take up one half of this sum, that is, sixty millions of dollars a day which will still leave us a balance of sixty million dollars a day. Besides, the many millions of soldiers who were once consumers will from now on become producers again. Furthermore, the unification and nationalization of all the industries, which I might call the Second Industrial Revolution, will be more far-reaching than that of the first one in which Manual Labor was displaced by Machinery. This second industrial revolution will increase the productive power of man many times more than the first one. Consequently, this unification and nationalization of industries on account of the World War will further complicate the readjustment of the post-war industries. Just imagine sixty million dollars a day or twenty-one billions and nine hundred millions of dollars a year of new trade created by the war suddenly have to stop when peace is concluded! Where in this world can Europe and America look for a market to consume this enormous saving from the war?

If the billions of dollars worth of war industries can find no place in the post-bellum readjustment, then they will be a pure economic waste. The result will not only disturb the economic condition of the producing countries, but will also be a great loss to the world at large.

All the commercial nations are looking to China as the only "dumping ground" for their over-production. The pre-war condition of trade was unfavorable to China. The balance of imports over exports was something over one hundred million dollars gold annually. The market of China under this condition could not expand much for soon after there will be no more money or commodities left for exchanging goods with foreign countries. Fortunately, the natural resources of China are great and their proper development would create an unlimited market for the whole world and would utilize the greater part, if not all of the billions of dollars worth of war industries soon to be turned into peace industries.

China is the land that still employs manual labor for production and has not yet entered the first stage of industrial evolution, while in Europe and America the second stage is already reached. So China has to begin the two stages of industrial evolution at once by adopting the machinery as well as the nationalization of production. In this case China will require machinery for her vast agriculture, machinery for her rich mines, machinery for the building of her innumerable factories, machinery for her extensive transportation systems and machinery for all her public utilities. Let us see how this new demand for machinery will help in the readjustment of war industries. The workshops that turn out cannon can easily be made to turn out steam rollers for the construction of roads in China. The workshops that turn out tanks can be made to turn out trucks for the transportation of the raw materials that are lying everywhere in China. And all sorts of warring machinery can be converted into peaceful tools for the general development of China's latent wealth. The Chinese people will welcome the development of our country's resources provided that it can be kept out of Mandarin corruption and ensure the mutual benefit of China and of the countries coöperating with us.

It might be feared by some people in Europe and America that the development of China by war machinery, war organization and technical experts might create unfavorable competition to foreign industries. I, therefore, propose a scheme to develop a new market in China big enough both for her own products and for products from foreign countries. The scheme will be along the following lines:

I. The Development of a Communications System.

(a) 100,000 miles of Railways.

(b) 1,000,000 miles of Macadam Roads.

(c) Improvement of Existing Canals.

(1) Hangchow-Tientsin Canals.

(2) Sikiang-Yangtze Canals.

(d) Construction of New Canals.

(1) Liaoho-Sunghwakiang Canal.

(2) Others to be projected.

(e) River Conservancy.

(1) To regulate the Embankments and Channel of the Yangtze River from Hankow to the Sea thus facilitating Ocean-going Ships to reach that port at all seasons.

(2) To regulate the Hoangho Embankments and Channel to prevent floods.

(3) To regulate the Sikiang.

(4) To regulate the Hwaiho.

(5) To regulate various other rivers.

(f) The Construction of more Telegraph Lines and Telephone and Wireless Systems all over the Country.

II. The Development of Commercial Harbors.

(a) Three largest Ocean Ports with future capacity equalling New York Harbor to be constructed in North, Central and South China.

(b) Various small Commercial and Fishing Harbors to be constructed along the Coast.

(c) Commercial Docks to be constructed along all navigable rivers.

III. Modern Cities with public utilities to be constructed in all Railway Centers, Termini and alongside Harbors.

IV. Water Power Development.

V. Iron and Steel Works and Cement Works on the largest scale in order to supply the above needs.

VI. Mineral Development.

VII. Agricultural Development.

VIII. Irrigational Work on the largest scale in Mongolia and Sinkiang.

IX. Reforestation in Central and North China.

X. Colonization in Manchuria, Mongolia, Sinkiang, Kokonor, and Thibaut.

(a) 100,000 miles of Railways.

(b) 1,000,000 miles of Macadam Roads.

(c) Improvement of Existing Canals.

(1) Hangchow-Tientsin Canals.

(2) Sikiang-Yangtze Canals.

(d) Construction of New Canals.

(1) Liaoho-Sunghwakiang Canal.

(2) Others to be projected.

(e) River Conservancy.

(1) To regulate the Embankments and Channel of the Yangtze River from Hankow to the Sea thus facilitating Ocean-going Ships to reach that port at all seasons.

(2) To regulate the Hoangho Embankments and Channel to prevent floods.

(3) To regulate the Sikiang.

(4) To regulate the Hwaiho.

(5) To regulate various other rivers.

(f) The Construction of more Telegraph Lines and Telephone and Wireless Systems all over the Country.

(1) Hangchow-Tientsin Canals.

(2) Sikiang-Yangtze Canals.

(1) Liaoho-Sunghwakiang Canal.

(2) Others to be projected.

(1) To regulate the Embankments and Channel of the Yangtze River from Hankow to the Sea thus facilitating Ocean-going Ships to reach that port at all seasons.

(2) To regulate the Hoangho Embankments and Channel to prevent floods.

(3) To regulate the Sikiang.

(4) To regulate the Hwaiho.

(5) To regulate various other rivers.

(a) Three largest Ocean Ports with future capacity equalling New York Harbor to be constructed in North, Central and South China.

(b) Various small Commercial and Fishing Harbors to be constructed along the Coast.

(c) Commercial Docks to be constructed along all navigable rivers.

If the above program could be carried out gradually, China will not only be the "Dumping Ground" for foreign goods but actually will be the "Economic Ocean" capable of absorbing all the surplus capital as quickly as the Industrial Nations can possibly produce by the coming Industrial Revolution of Nationalized Productive Machinery. Then there will be no more competition and commercial struggles in China as well as in the world.

The recent World War has proved to Mankind that war is ruinous to both the Conqueror and the Conquered, and worse for the Aggressor. What is true in military warfare is more so in trade warfare. Since President Wilson has proposed a League of Nations to end military war in the future, I desire to propose to end the trade war by coöperation and mutual help in the Development of China. This will root out probably the greatest cause of future wars.

The world has been greatly benefited by the development of America as an industrial and a commercial Nation. So a developed China with her four hundred millions of population, will be another New World in the economic sense. The nations which will take part in this development will reap immense advantages. Furthermore, international coöperation of this kind cannot but help to strengthen the Brotherhood of Man. Ultimately, I am sure, this will culminate to be the keystone in the arch of the League of Nations.

In order to carry out this project successfully I suggest that three necessary steps must be taken: First, that the various Governments of the Capital-supplying Powers must agree to joint action and a unified policy to form an International Organization with their war work organizers, administrators and experts of various lines to formulate plans and to standardize materials in order to prevent waste and to facilitate work. Second, the confidence of the Chinese people must be secured in order to gain their coöperation and enthusiastic support. If the above two steps are accomplished, then the third step is to open formal negotiation for the final contract of the project with the Chinese Government. For which I suggest that it be on the same basis as the contract I once concluded with the Pauling Company of London, for the construction of the Canton-Chungking Railway, since it was the fairest to both parties and the one most welcomed by the Chinese people, of all contracts that were ever made between China and the foreign countries.

And last but not least, a warning must be given that mistakes such as the notorious Sheng Shun Hwai's nationalized Railway Scheme in 1911 must not be committed again. In those days foreign bankers entirely disregarded the will of the Chinese people, and thought that they could do everything with the Chinese Government alone. But to their regret, they found that the contracts which they had concluded with the Government, by heavy bribery, were only to be blocked by the people later on. Had the foreign bankers gone in the right way of first securing the confidence of the Chinese people, and then approaching the Government for a contract, many things might have been accomplished without a hitch. Therefore, in this International Project we must pay more attention to the people's will than ever before.

If my proposition is acceptable to the Capital-supplying Powers, I will furnish further details.

[PROGRAM I]

The industrial development of China should be carried out along two lines: (1) by private enterprise and (2) by national undertaking. All matters that can be and are better carried out by private enterprise should be left to private hands which should be encouraged and fully protected by liberal laws. And in order to facilitate the industrial development by private enterprise in China, the hitherto suicidal internal taxes must be abolished, the cumbersome currency must be reformed, the various kinds of official obstacles must be removed, and transportation facilities must be provided. All matters that cannot be taken up by private concerns and those that possess monopolistic character should be taken up as national undertakings. It is for this latter line of development that we are here endeavoring to deal with. In this national undertaking, foreign capital have to be invited, foreign experts and organizers have to be enlisted, and gigantic methods have to be adopted. The property thus created will be state owned and will be managed for the benefit of the whole nation. During the construction and the operation of each of these national undertakings, before its capital and interest are fully repaid, it will be managed and supervised by foreign experts under Chinese employment. As one of their obligations, these foreign experts have to undertake the training of Chinese assistants to take their places in the future. When the capital and interest of each undertaking are paid off, the Chinese Government will have the option to employ either foreigners or Chinese to manage the concern as it thinks fit.

Before entering into the details of this International development scheme, four principles have to be considered:

(1) The most remunerative field must be selected in order to attract foreign capital.

(2) The most urgent needs of the nation must be met.

(3) The lines of least resistance must be followed.

(4) The most suitable positions must be chosen.

In conformity with the above principles, I formulate Program I as follows:

I. The construction of a great Northern Port on the Gulf of Pechili.

II. The building of a system of railways from the Great Northern Port to the Northwestern extremity of China.

III. The Colonization of Mongolia and Sinkiang (Chinese Turkestan).

IV. The construction of canals to connect the inland waterway systems of North and Central China with the Great Northern Port.

V. The development of the Iron and Coal fields in Shansi and the construction of an Iron and Steel Works.

These five projects will be worked out as one program, for each of them will assist and accelerate the development of the others. The Great Northern Port will serve as a base of operation of this International Development Scheme, as well as a connecting link of transportation and communication between China and the outer world. The other four projects will be centered around it.

PART I
The Great Northern Port

I propose that a great deep water and ice free port be constructed on the Gulf of Pechili. The need of such a port in that part of China has been keenly felt for a long time. Several projects have been proposed such as the deepening of the Taku Bar, the construction of a harbor in the Chiho estuary, the Chinwangtao Harbor which has actually been carried out on a small scale and the Hulutao Harbor which is on the point of being constructed. But the site of my projected port is in none of these places for the first two are too far from the deep water line and too near to fresh water which freezes in winter. So it is impossible to make them into deep water and ice free ports, while the last two are too far away from the center of population and are unprofitable as commercial ports. The locality of my projected port is just at midway between Taku and Chinwangtao and at a point between the mouths of the Tsingho and Lwanho, on the cape of the coast line between Taku and Chinwangtao. This is one of the points nearest to deep water in this Gulf. With the fresh water of the Tsingho and Lwanho diverted away, it can be made a deep water and ice free port without much difficulty. Its distance to Tientsin is about seventy or eighty miles less than that of Chinwangtao to Tientsin. Moreover, this port can be connected with the inland waterway systems of North and Central China by canal, whereas in the case of Chinwangtao and Hulutao this could not be done. So this port is far superior as a commercial harbor than Hulutao or Chinwangtao which at present is the only ice free port in the Gulf of Pechili.

From a commercial standpoint this port will be a paying proposition from the very beginning of its construction, owing to the fact that it is situated at the center of the greatest salt industry in China. The cheapest salt is produced here by sun evaporation only. If modern methods could be added, also utilizing the cheap coal near by, the production could increase many times more and the cost could thus be made cheaper. Then it can supply the whole of China with much cheaper salt. By this industry alone it is quite sufficient to support a moderate sized harbor which must be the first step of this great project. Besides, there is in the immediate neighborhood the greatest coal mine that has yet been developed in China, the Kailan Mining Company. The output of its colliery is about four million tons a year. At present the company uses its own harbor, Chinwangtao, for shipping its exports. But our projected port is much nearer to its colliery than Chinwangtao. It can be connected with the mine by canal thus providing it with a much cheaper carriage than by rail to Chinwangtao. Furthermore, our projected port will in future consume much of the Kailan coal. Thus eventually the Company must use our port as a shipping stage for its exports. Tientsin, the largest commercial center in North China, has no deep harbor and is ice bound several months a year in winter, and so has to use our projected port entirely as an outlet for its world trade. This is the local need only but for this alone it is quite sufficient to make our projected port a paying proposition.

But my idea is to develop this port as large as New York in a reasonable limit of time. Now, let us survey the hinterland to see whether the possibility justifies my ideal or not. To the southwest are the provinces of Chili and Shansi, and the Hoangho valley with a population of nearly a hundred millions. To the northwest are the undeveloped Jehol district and the vast Mongolian Prairie with their virgin soil waiting for development, Chili with its dense population and Shansi with its rich mineral resources have to depend upon this port as their only outlet to the sea. And if the future Dolon Nor and Urga Railway is completed with connection to the Siberian line then Central Siberia will also have to use this as its nearest seaport. Thus its contributing or rather distributing area will be larger than that of New York. Finally, this port will become the true terminus of the future Eurasian Railway System, which will connect the two continents. The land which we select to be the site of our projected port is now almost worth next to nothing. Let us say two or three hundred square miles be taken up as national property absolutely for our future city building. If within forty years we could develop a city as large as Philadelphia, not to say New York, the land value alone will be sufficient to pay off the capital invested in its development.

The need of such a port in this part of China goes without saying. For the provinces of Chili, Shansi, Western Shantung, Northern Honan, a part of Fengtien and the greater part of Shensi and Kansu with a population of about 100 millions are lacking of a seaport of this kind. Mongolia and Sinkiang as well as the rich coal and iron fields of Shansi will also have to depend on the Chili coast as their only outlet to the sea. And the millions of congested population of the coast and the Yangtze valley need an entrance to the virgin soil of the Mongolian Prairie and the Tienshan Valley. The port will be the shortest doorway and the cheapest passage to these regions.

Figure 1

The locality of our projected port is nearest to deep water line, and far away from any large river which might carry silt to fill up the approach of the harbor like those of the Hoangho entrance and the Yangtze estuary which cause great trouble to conservancy work. So it has no great natural obstacle to be overcome. Moreover, it is situated in an arid plain with few people living on it, so it has no artificial hindrance to be overcome. We can do whatever we please in the process of construction.

Figure 2

As regards the planning and estimation of the work of the harbor construction and city building, I must leave them to experts who have to make extensive surveys and soundings before detailed plan and proper estimation could be made. Whereas for rough reference see Map I, and figures 1 and 2.[A]

[A] As soon as this first program reached the American Legation in Peking, the former Minister, Dr. Paul S. Reinsch, immediately sent an expert to survey the site which the writer indicated, and found that it is really the best site on the Chili Coast for a world harbor, excepting that the entrance of the port should be at the west side instead of the east side as the writer proposed. Detailed plans have been made as figures 1 and 2.

PART II
The Northwestern Railway System

Our projected Railway will start at the Great Northern Port and follow the Lwan Valley to the prairie city of Dolon Nor, a distance of three hundred miles. This railway should be built in double tracks at the commencement. As our projected Port is a starting point to the sea, so Dolon Nor is a gate to the vast prairie which our projected Railway System is going to tap. It is from Dolon Nor our Northwestern Railway System is going to radiate. First, a line N. N. E. will run parallel to the Khingan Range to Khailar, and thence to Moho, the gold district on the right bank of the Amur River. This line is about eight hundred miles in length. Second, a line N. N. W. to Kurelun, and thence to the frontier to join the Siberian line near Chita. This line has a distance of about six hundred miles. Third, a trunk line northwest, west, and southwest, skirting off the northern edge of the desert proper, to Urumochi at the western end of China, a distance of about one thousand six hundred miles all on level land. Fourth, a line from Urumochi westward to Ili, a distance of about four hundred miles. Fifth, a line from Urumochi southeast across the Tienshan gap into the Darim basin, then turning southwest running along the fertile zone between the southern watershed of the Tienshan and the northern edge of the Darim Desert, to Kashgar, and thence turning southeast to another fertile zone between the eastern watershed of the Pamir, the northern watershed of the Kuenlum Mountain and the southern edge of the Darim Desert, to the city of Iden or Keria, a distance of about one thousand two hundred miles all on level land. Sixth, a branch from the Dolon Nor Urumochi Trunk Line, which I shall call Junction A, to Urga and thence to the frontier city Kiakata, a distance of about three hundred and fifty miles. Seventh, a branch from Junction B to Uliassutai and beyond N. N. W. up to the frontier, a distance of about six hundred miles. And eighth, a branch from Junction C northwest to the frontier, a distance of about four hundred and fifty miles. See Map II.

Regarded from the principle of "following the line of least resistance" our projected railways in this program is the most ideal one. For most of the seven thousand miles of lines under this project are on perfectly level land. For instance, the Trunk Line from Dolon Nor to Kashgar and beyond, about a distance of three thousand miles right along is on the most fertile plain and encounters no natural obstacles, neither high mountains nor great rivers.

Regarded from the principle of "the most suitable position," our projected railways will command the most dominating position of world importance. It will form a part of the trunk line of the Eurasian system which will connect the two populous centers, Europe and China, together. It will be the shortest line from the Pacific Coast to Europe. Its branch from Ili will connect with the future Indo-European line, and through Bagdad, Damascus and Cairo, will link up also with the future African system. Then there will be a through route from our projected port to Capetown. There is no existing railway commanding such a world important position as this.

Regarded from the principle of the "most urgent need of the Nation," this railway system becomes the first in importance, for the territories traversed by it are larger than the eighteen provinces of China Proper. Owing to the lack of means of transportation and communication at present these rich territories are left undeveloped and millions of laborers in the congested provinces along the Coast and in the Yangtze Valley are without work. What a great waste of natural and human energies. If there is a railway connecting these vast territories, the waste labor of the congested provinces can go and develop these rich soils for the good not only of China but also of the whole commercial world. So a system of railways to the northwestern part of the country is the most urgent need both politically and economically for China to-day.

I have intentionally left out the first principle—"the most remunerative field must be selected"—not because I want to neglect it but because I mean to call more attention to it and treat it more fully. It is commonly known to financiers and railway men that a railway in a densely populated country from end to end is the best paying proposition, and a railway in a thinly settled country from end to end is the least paying one. And a railway in an almost unpopulated country like our projected lines will take a long time to make it a paying business. That is why the United States Government had to grant large tracts of public lands to railway corporations to induce them to build the Transcontinental lines to the Pacific Coast, half a century ago. Whenever I talked with foreign railway men and financiers about the construction of railways to Mongolia and Sinkiang, they generally got very shy of the proposition. Undoubtedly they thought that it is for political and military reasons only that such a line as the Siberian Railway was built, which traversed through a thinly populated land. But they could not grasp the fact which might be entirely new to them, that a railway between a densely populated country and a sparsely settled country will pay far better than one that runs from end to end in a densely populated land. The reason is that in economic conditions the two ends of a well populated country are not so different as that between a thickly populated country and a newly opened country. At the two ends of a well populated country, in many respects, the local people are self-supplying, excepting a few special articles which they depend upon the other end of the road to supply. So the demand and supply between the two places are not very great, thus the trade between the two ends of the railway could not be very lucrative. While the difference of the economic condition between a well populated country and an unpopulated country is very great. The workers of the new land have to depend upon the supplies of the thickly populated country almost in everything excepting foodstuffs and raw materials which they have in abundance and for disposal of which they have to depend upon the demand of the well populated district. Thus the trade between the two ends of the line will be extraordinarily great. Furthermore, a railway in a thickly populated place will not affect much the masses which consist of the majority of the population. It is only the few well-to-do and the merchants and tradesmen that make use of it. While with a railway between a thickly populated country and a sparsely settled or unsettled country, as soon as it is opened to traffic for each mile, the masses of the congested country will use it and rush into the new land in a wholesale manner. Thus the railway will be employed to its utmost capacity in passenger traffic from the beginning. The comparison between the Peking-Hankow Railway and the Peking-Mukden Railway in China is a convincing proof.

The Peking-Hankow Railway is a line of over eight hundred miles running from the capital of the country to the commercial center in the heart of China right along in an extraordinarily densely settled country from end to end. While the Peking-Mukden line is barely six hundred miles in length running from a thickly populated country to thinly populated Manchuria. The former is a well paying line but the latter pays far better. The net profit of the shorter Peking-Mukden Line is sometimes three to four millions more yearly than that of the longer Peking-Hankow line.

Therefore, it is logically clear that a railway in a thickly populated country is much better than one that is in a thinly populated country in remuneration. But a railway between a very thickly populated and a very thinly populated or unpopulated country is the best paying proposition. This is a law in Railway Economics which hitherto had not been discovered by railway men and financiers.

According to this new railway economic law, our projected railway will be the best remunerative project of its kind. For at the one end, we have our projected port which acts as a connecting link with the thickly populated coast of China and the Yangtze Valley and also the two existing lines, the Kingham and the Tsinpu, as feeders to the projected port and the Dolon Nor line. And at the other end, we have a vast and rich territory, larger than China Proper, to be developed. There is no such vast fertile field so near to a center of a population of four hundred millions to be found in any other part of the world.

PART III
The Colonization of Mongolia and Sinkiang

The Colonization of Mongolia and Sinkiang is a complement of the Railway scheme. Each is dependent upon the other for its prosperity. The colonization scheme, besides benefitting the railway, is in itself a greatly profitable undertaking. The results of the United States, Canada, Australia, and Argentina are ample proofs of this. In the case of our project, it is simply a matter of applying waste Chinese labor and foreign machinery to a fertile land for production for which its remuneration is sure. The present Colonization of Manchuria, notwithstanding its topsy turvy way which caused great waste of land and human energy, has been wonderfully prosperous. If we would adopt scientific methods in our colonization project we could certainly obtain better results than all the others. Therefore, I propose that the whole movement be directed in a systematic way by state organization with the help of foreign experts and war organizers, for the good of the colonists particularly and the nation generally.

The land should be bought up by the state in order to prevent the speculators from creating the dog-in-the-manger system, to the detriment of the public. The land should be prepared and divided into farmsteads, then leased to colonists on perpetual term. The initial capital, seeds, implements and houses should be furnished by the state at cost price on cash or on the instalment plan. For these services, big organizations should be formed and war work measures should be adopted in order to transport, to feed, to clothe and to house every colonist on credit in his first year.

As soon as a sufficient number of colonists is settled in a district, franchise should be given for self-government and the colonists should be trained to manage their own local affairs with perfect democratic spirit.

If within ten years we can transport, let us say, ten millions of the people, from the congested provinces of China, to the Northwestern territory to develop its natural resources, the benefit to the commercial world at large will be enormous. No matter how big a capital that shall have been invested in the project it could be repaid within a very short time. So in regard to its bearing to "the principle of remuneration" there is no question about it.

Regarded from "the principle of the need of the Nation" colonization is the most urgent need of the first magnitude. At present China has more than a million soldiers to be disbanded. Besides, the dense population will need elbow room to move in. This Colonization project is the best thing for both purposes. The soldiers have to be disbanded at great expense and hundreds of millions of dollars may be needed for disbandment alone, in paying them off with a few months' pay. If nothing more could be done for these soldiers' welfare, they will either be left to starve or to rob for a living. Then the consequences will be unimaginable. This calamity must be prevented and prevented effectively. The best way for this is the colonization scheme. I hope that the friendly foreign financiers, who have the welfare of China at heart, when requested to float a reorganization loan for the Chinese Government in the future, will persist on the point—that the money furnished must first be used to carry out the colonization scheme for the disbanded soldiers. Otherwise, their money will only work disasters to China.

For the million or more of the soldiers to be disbanded, the district between our projected port and Dolon Nor is quite enough to accommodate them. This district is quite rich in mineral resources and is very sparsely settled. If a railway is to start at once from the projected port to Dolon Nor these soldiers could be utilized as a pioneer party for the work of the port, of the railway, of the developing of the adjacent land beyond the Great Wall, and of preparing Dolon Nor as a jumping ground for further colonization development of the great northern plain.

PART IV
The Construction of Canals to connect the Inland Waterway Systems of North and Central China with the Great Northern Port

This scheme will include the regulation of the Hoangho and its branches, the Weiho in Shensi, and the Fenho in Shansi and connecting canals. The Hoangho should be deepened at its mouth in order to give a good drawing to clear its bed of silt and carry the same to the sea. For this purpose, jetties should be built far out to the deep sea, as those at the mouths of the Mississippi in America. Its embankments should be parallel in order to make the width of the channel equal right along, so as to give equal velocity to the current which will prevent the deposit of silt at the bottom. By dams and locks, it could be made navigable right up to Lanchow, in the province of Kansu, and at the same time water power could be developed. The Weiho and the Fenho can also be treated in the same manner so as to make them navigable to a great extent in the provinces of Shensi and Shansi. Thus the provinces of Kansu, Shensi, and Shansi can be connected by waterway with our projected port on the Gulf of Pechili, so that cheap carriage can be provided for the rich mineral and other products from these three hitherto secluded provinces.

The expenses of regulating the Hoangho may be very great. As a paying project, it may not be very attractive but as a flood preventive measure, it is the most important task to the whole nation. This river has been known as "China's Sorrow" for thousands of years. By its occasional overflow and bursting of its embankments, millions of lives and billions of money have been destroyed. It is a constant source of anxiety in the minds of all China's statesmen from time immemorial. A permanent safeguard must be effected, once for all, despite the expenses that will be incurred. The whole nation must bear the burden of its expenses. To deepen its mouth, to regulate its embankments and to build extra dykes are only half of the work to prevent flood. The entire reforestation of its watershed to prevent the washing off of loess is another half of the work in the prevention of flood.

The Grand Canal, the former Great Waterway of China between the North and the South for centuries, and now being reconstructed in certain sections, should be wholly reconstructed from end to end, in order to restore the inland waterway traffic from the Yangtze Valley to the North. The reconstruction of this canal will be a great remunerative concern for it runs right along from Tientsin to Hangchow in an extremely rich and populous country.

Another new canal should be constructed from our projected port to Tientsin to link up all the inland waterway systems to the new port. This new canal should be built extra wide and deep, let us say, similar to the present size of the Peiho, for the use of the coasting and shallow-draft vessels which the Peiho now accommodates for other than the winter seasons. The banks of this canal should be prepared for factory sites so as to enable it to pay not only by its traffic but also from the land on both sides of its banks.

As for planning and estimating these river and canal works, the assistance of technical experts must be solicited.

PART V
The Development of the Iron and Coal Fields in Chili and Shansi, and the Construction of Iron and Steel Works

Since we have in hand in this program the work of the construction of the Great Northern Port, the work of the building of a system of railways from the Great Northern Port to the North Western Extremity of China, the work of the Colonization of Mongolia and Sinkiang, and the work of the construction of canals and improvement of rivers to connect with the Great Northern Port, the demand for materials will be very great. As the iron and coal resources of every industrial country are decreasing rapidly every year, and as all of them are contemplating the conservation of their natural resources for the use of future generations, if all the materials for the great development of China were to be drawn from them, the draining of the natural resources of those countries will be detrimental for their future generations. Besides, the present need of the post-bellum reconstruction of Europe has already absorbed all the iron and coal that the industrial world could supply. Therefore, new resources must be opened up to meet the extraordinary demand of the development of China.

The unlimited iron and coal fields of Shansi and Chili should be developed on a large scale. Let us say a capital of from five hundred to a thousand million dollars Mex. should be invested in this project. For as soon as the general development of China is started we would have created a vast market for iron and steel which the present industrial world will be unable to supply. Think of our railway construction, city building, harbor works, and various kinds of machineries and implements that will be needed! In fact, the development of China means the creation of a new need of various kinds of goods, for which, we must undertake to create the supply also, by utilizing the raw materials near by. Thus a great iron and steel works is an urgent necessity as well as a greatly profitable project.

In this First Program, we have followed the four principles set forth at the outset pretty closely. As needs create new needs and profits promote more profits, so our first program will be the forerunner of the other great developments, which we will deal with shortly.

[PROGRAM II]

As the Great Northern Port is the center of our first program, so the Great Eastern Port will be the center of our second program. I shall formulate this program as follows:

I. The Great Eastern Port.

II. The regulating of the Yangtze Channel and embankments.

III. The Construction of River Ports.

IV. The Improvement of Existing Waterways and Canals in connection with the Yangtze.

V. The Establishment of large Cement Works.

PART I
The Great Eastern Port

Although Shanghai is already the largest port in all China, as it stands it will not meet the future needs and demands of a world harbor. Therefore there is a movement at present among the foreign merchants in China to construct a world port in Shanghai. Several plans have been proposed such as to improve the existing arrangement, to build a wet dock by closing the Whangpoo, to construct a closed harbor on the right bank of the Yangtze outside of Whangpoo, and to excavate a new basin just east of Shanghai with a shipping canal to Hangchow Bay. It is estimated that a cost of over one hundred million dollars Mex. must be spent before Shanghai can be made a first-class port.

According to the four principles I set forth in Program I, Shanghai as a world port for Eastern China is not in an ideal position. The best position for a port of that kind is at a point just south of Chapu on the Hangchow Bay. This locality is far superior to Shanghai as an eastern port for China from the standpoint of our four principles as set forth in our first program. Henceforth, in our course of discussion, we shall call this the "Projected Port" so as to distinguish it from Shanghai, the existing port of Eastern China.

The Projected Port

The "Projected Port" will be on the Bay which lies between the Chapu and the Kanpu promontories, a distance of about fifteen miles. A new sea wall should be built from one promontory to the other and a gap should be left at the Chapu end, a few hundred feet from the hill as an entrance to the harbor. The sea wall should be divided into five sections of three miles each. For the present, one section of three miles in length and one and a half miles in width should be built and a harbor of three or more square miles so formed would be sufficient. With the growth of commerce one section after another could be added to meet the needs. The front sea wall should be built of stone or concrete, while the transverse wall between the sea wall and the land side should be built of sand and bush mattress as a temporary structure to be removed in case of the extension of the harbor. Once a harbor is formed there need be no trouble regarding the future conservancy work, for there is no silt-carrying water in the vicinity by which the harbor and its approaches may be silted up afterwards. The entrance of our harbor is in the deepest part of the Hangchow Bay, and from the entrance to the open sea there is an average depth of six to seven fathoms at low water. The largest ocean liner could therefore come into port at any hour. Thus as a first-class seaport in Central China our Projected Port is superior to Shanghai. See Map III.

From the viewpoint of the principle of the line of least resistance, our Projected Port will be on new land which will offer absolute freedom for city planning and industrial development. All public utilities and transportation plants can be constructed according to the most up-to-date methods. This point alone is an important factor for a future city like ours which in time is bound to grow as large as New York City. If one hundred years ago human foresight could have foreseen the present size and population of New York, much of the labor and money spent could have been saved and blunders due to shortsightedness avoided in meeting conditions of the ever growing population and commerce of that city. With this in view a great Eastern Port in China should be started on new ground to insure room for growth proportionate to its needs.

Moreover, all the natural advantages which Shanghai possesses as a central mart and Yangtze Port in Eastern China are also possessed by our Projected Port. Furthermore, our Projected Port in comparison with Shanghai is of shorter distance, by rail communication, to all the large cities south of the Yangtze. And if the existing waterway between this part of the country and Wuhu were improved then the water communication with the upper Yangtze would also be shorter from our Projected Port than from Shanghai. And all the artificial advantages possessed by Shanghai as a large city and a commercial center in this part of China can be easily attained by our Projected Port within a short time.

Comparing Shanghai with our Projected Port from a remunerative point of view in our development scheme, the former is much inferior in position to the latter, for valuable lands have to be bought and costly plants and existing arrangements have to be scrapped the cost of which alone is enough to construct a fine harbor on our projected site. Therefore, it is highly advisable to construct another first-class port for Eastern China like the one I here propose, leaving Shanghai to be an inland mart and manufacturing center as Manchester is in relation to Liverpool, Osaka to Kobe, and Tokyo to Yokohama.

Our Projected Port will be a highly remunerative proposition for the cost of construction will be many times cheaper than Shanghai and the work simpler. The land between Chapu and Kanpu and farther on will not cost more than fifty to one hundred dollars a mow. The State should take up a few hundred square miles of land in this neighborhood for the scheme of our future city development. Let us say two hundred square miles of land at the price of one hundred dollars a mow be taken up. As six mows make an acre and six hundred and forty acres a square mile, two hundred square miles would cost 76,000,000 dollars Mex. An enormous sum for a project indeed! But the land could be fixed at the present price and the State could buy only that part of land which will immediately be taken up and used. The other part of the land would remain as State land unpaid for and left to the original owners' use without the right to sell. Thus the State only takes up as much land as it could use in the development scheme at a fixed price which remains permanent. The payment then would be gradual. The State could pay for the land from its unearned increment afterwards. So that only the first allotment of land has to be paid for from the capital fund; the rest will be paid for by its own future value. After the first section of the harbor is completed and the port developed, the price of land then would be bound to rise rapidly, and within ten years the land value within the city limits would rise to various grades from a thousand to a hundred thousand dollars per mow. Thus the land itself would be a source of profit. Besides there would also be the profit from the scheme itself, i.e., the harbor and the city. Because of its commanding position, the harbor has every possibility of becoming a city equal to New York. It would probably be the only deep-water seaport for the Yangtze Valley and beyond, an area peopled by two hundred million inhabitants, twice the population of the whole United States. The rate of growth of such a city would be in proportion to the rate of progress of the working out of the development scheme. If war work methods, that is, gigantic planning and efficient organization, were applied to the construction of the harbor and city, then an Oriental New York City would spring up in a very short time.

Shanghai as the Great Eastern Port

If only to provide a deep-water harbor for the future commerce in this part of China is our object then there is no question about the choice between Shanghai and our Projected Port. From every point of view Shanghai is doomed. However, in our scheme of development of China, Shanghai has certain claims for our consideration which may prove its salvation as an important city. The curse of Shanghai as a world port for future commerce is the silt of the Yangtze which fills up all its approaches rapidly every year. This silt, according to the estimation of Mr. Von Heidenstam, Engineer-in-chief of the Whangpoo Conservancy Board, is a hundred million tons a year and is sufficient to cover an area of forty square miles ten feet deep. So before Shanghai can be considered ever likely to become a world port this silt problem must first be solved. Fortunately, in our program, we have the regulation of the Yangtze Channels and Embankments, which will coöperate in solving the problem of Shanghai. Thus with this scheme in mind we might just as well consider that the silt question of Shanghai has been solved and let us go ahead, while leaving the regulation of the Yangtze Estuary to the next part, to deal with the improvement of the Shanghai Harbor.

There are many plans proposed by experts for improving the Shanghai Harbor as stated before, and some of them will necessitate the scrapping of all the work which has been done by the Whangpoo Conservancy Board for the last twelve years, at the cost of eleven million taels. Here I wish to present a layman's plan for the consideration of specialists and the public.

My project for the construction of a world harbor in Shanghai is to leave the existing arrangement intact from the mouth of the Whangpoo to the junction of Kao Chiao Creek above Gough Island. Thus all the work hitherto done by the Whangpoo Conservancy Board for the last twelve years will be saved. The plan is to cut a new canal from the junction of Kao Chiao Creek right into Pootung to prolong that part of the channel which has been completed by the Conservancy Work, and to enlarge the curve along the right side of the Whangpoo River and join it again, at the second turn above Lunghwa Railway Junction, so as to make the river from that point to a point opposite Yangtzepoo Point almost in a straight line and thence a gentle curve to Woosung. This new canal would encircle nearly thirty square miles of land which would form the civic center and the New Bund of our future Shanghai. Of course the present crooked Whangpoo right in front of Shanghai would have to be filled up to form boulevards and business lots. It goes without saying that the reclaimed lots from the Whangpoo would become State property and the land between this and the new river and beyond should be taken up by the State and put at the disposal of the International Development Organization. Thus it may be possible for Shanghai to compete with our Projected Port economically in its construction and therefore to attract foreign capital, to the improvement of Shanghai as a future world port. See Map IV.

Below Yangtzepoo Point I propose to build a wet dock. This dock should be laid between the left bank of the present Whangpoo, from Yangtzepoo Point to the turn above Gough Island and the left bank of the new river. The space of the dock should be about six square miles. A lock entrance is to be constructed at the point above Gough Island. The wet dock should be forty feet deep and the new river can also be made the same depth by flushing with the water, not as proposed by experts, from a lock canal between the Yangtze and the Taihu, at Kiangyin, but from our improved waterway between this part of the country and Wuhu so that a much stronger current could be obtained.

As we see that the present Whangpoo has to be reclaimed from the second turn above Lunghwa Railway Junction to Yangtzepoo Point for city planning, then the question of how to dispose of the Soochow Creek must be answered. I propose that this stream should be led alongside the right bank of the future defunct river and straight on to the upper end of the wet dock, thence joining the new canal. At the point of contact of the Creek and the wet dock a lock entrance may be provided in order to facilitate water traffic from Soochow as well as the inland water system directly with the wet dock.

As the first principle in our program was remuneration, all our plans must strictly follow this principle. To create Pootung Point, therefore, as a civic center and to build a new Bund farther on along the left bank of the new canal in order to increase the value of the new land which would result from this scheme must be kept in mind. Only by so doing would the construction of Shanghai as a deep harbor be worth while. And only by creating some new and valuable property in this fore-doomed port could Shanghai be saved from the competition of our Projected Port. After all, the most important factor for the salvation of Shanghai is the solution of the silt question of the Yangtze Estuaries. Now let us see what effect and bearing the regulating of the Yangtze Channel and Embankments have upon the question, and this we are going to deal with in the next part.

PART II
The Regulating of the Yangtze River

The regulating of the Yangtze River may be divided as follows:

• a. From the deep-water line of the sea to Whangpoo Junction.
• b. From Whangpoo Junction to Kiangyin.
• c. From Kiangyin to Wuhu.
• d. From Wuhu to Tungliu.
• e. From Tungliu to Wusueh.
• f. From Wusueh to Hankow.

a. Regulating of the Estuary from Deep-water Line Up to the Junction of Whangpoo

It is a natural law that the obstruction to navigation in all rivers is begun at their mouths, therefore the improvement of any river for navigation must start from the estuary. The Yangtze River is no exception to this rule, therefore to regulate the Yangtze, we must begin by dealing with its estuaries.

The Yangtze has three estuaries, namely: The North Branch lying between the left bank and the Island of Tsungming, the North Channel lying between the Tsungming Island and the Tungsha Banks and the South Channel lying between the Tungsha Banks and the right bank. Henceforth for the sake of convenience I shall call them the North, Middle, and South Channels.

The silting up of a river's mouth is due to the loss of velocity in its current when the water gets into the wide opening at its junction with the sea and causes the silt to deposit there. The remedy is to maintain the velocity of the current by narrowing the mouth of the river so that it equals that of the upper part. In this way the silt is suspended in the water moving on into the deep sea. The narrowing process may be accomplished by walls or training jetties. And thus the silt may be carried by the water into the deepest part of the open sea and before it settles down upon the bottom a returning tide will carry it from the approach into the shallow parts on both sides of the river's mouth. The mouth of a river can be kept clear from deposit of silt by the action and reaction of the ebb and flow tide. The conservancy of an estuary of any river is accomplished by utilizing these natural forces.

In order to regulate the estuary of the Yangtze we have to study the three channels which form its mouth and to find out which of these channels is to be selected as the regulated entrance into the sea. In Mr. Von Heidenstam's proposal for the improvement of the approach of Shanghai Harbor, he recommends two alternatives, viz., either to block up the North and Middle Channels and to leave the South Channel only for the mouth of the Yangtze, or to train the South Channel only and leave the other two alone. For the present, he thinks, perhaps for the sake of economy, the latter scheme would be enough. But the training of the South Channel alone as the approach to Shanghai would leave it in a state of perpetual anxiety as has been apprehended by Mr. Von Heidenstam and other experts, for the main volume of the water of the Yangtze may be diverted into either of the other two channels and leave the Southern one to be silted up at any time. Therefore to make the approach of Shanghai once for all safe and permanent, it is necessary to block up two of the three channels, leaving only one as an approach to the port. This is also the only feasible way of regulating the estuary of the Yangtze.

In our scheme of regulating the Yangtze Estuary I should recommend using the North Channel only and to block the other two. Because the North Channel is the shortest way to the deep-sea line and by using it as the only mouth of the Yangtze, we have on both sides of it more shallow banks to be reclaimed by its silt. Thus the expenditure would be less and the results greater. But this would leave Shanghai in the lurch. Therefore in a coöperative scheme like this I would apply the theory of killing two birds with one stone by using the Middle Channel, since it would suit both of our purposes. The reason for this is because the regulating of the Yangtze Estuary and the securing of a Shanghai approach have different purposes, hence we must consider them differently.

In my project of regulating the Yangtze Estuary I have two aims, namely, to secure a deep channel to the open sea and to save as much silt as possible for the purpose of reclamation of land. The Middle Channel provides three ready receptacles for the deposit of the silt for the formation of new land: the Haimen, the Tsungming, and the Tungsha Banks. Besides these banks there are many hundreds of square miles of shallow bottom which in the course of ten or twenty years will also form land. As remuneration is our first principle we must consider it in every step of our progress. The reclamation of about a thousand square miles of land even in forty not to say twenty years would be ample profit. At the lowest estimate the reclaimed land would be worth twenty dollars per mow. If after ten years five hundred square miles would be ready for cultivation purposes then we would gain a profit of 38,000,000 dollars. Whereas to make an approach by the South Channel the receptacle ground will be on one side only, that is, the Tungsha Banks, while on the right of the approach is the deep Hangchow Bay which would take hundreds of years to fill up, and in the meanwhile half of the silt would be wasted. To Shanghai as a seaport the silt is a curse but to the shallow banks the silt would be a blessing.

Since it is a profitable undertaking to reclaim the above mentioned banks and the neighboring shallows, we can quite well afford to build a double stone wall from the shore end of the Yangtze right out into the deep sea far beyond Shaweishan Island which is a distance of about forty miles. A stone wall from one fathom to five fathoms in height at low-water level would likely not exceed an average cost of two hundred thousand dollars a mile as cheap stone can easily be obtained from the granite islands nearby, in the Chusan Archipelago. A wall of forty miles on each side that is eighty miles in all will cost sixteen million dollars or thereabouts. And considering that 200 or 300 square miles of Haimen, Tsungming, and the Tungsha banks could be converted into arable land within a short time, the expense of building the wall is well justified. Furthermore, the construction of this wall means that there will be a safe and permanent approach for a world port in Shanghai as well as a deep outlet for the Yangtze. See Map V.

The regulating wall on the right side should be built from the junction of the Whangpoo by prolongation of its right jetty describing a gentle curve into the depths of the South Channel and turning toward the opposite side and cutting through the Blockhouse Island into the Middle Channel, then running eastward right into the five-fathom line southeast of Shaweishan Island. The left wall would be a continuation from that of Tsungming at Tsungpaosha Island parallel with the right wall by a distance of about two miles. This wall should curve to a point at or near Drinkwater Point at Tsungming Island, then project into the five-fathom line at the open sea passing by just at the south side of the Shaweishan Island. A glance at the map here attached would be sufficient to show how the future outlet of the Yangtze as well as the future approach of Shanghai should be. The two regulating submerged walls on both sides would be as high as low-water level so as to give a free passage of the water over the top at flood tide. This will serve the purpose of carrying back the silt from the sea when the tide comes in, thus to reclaim the shallow spaces inclosed behind the walls on both sides of the river more quickly than otherwise. The new channel formed by these two parallel walls would likely be deeper than the present South Channel outside the Whangpoo, which is forty to fifty feet deep because the velocity of the current will be greater than the present one, due to the concentration of three channels into one. Furthermore, the depth would be more uniform and stable than at present. Although the regulating walls end at the five-fathom line, the momentum of the current would continue beyond that point, and so would cut into the deep water outside. This would serve the double purpose of draining the Yangtze Estuary as well as keeping open the approach to Shanghai.

b. From Whangpoo Junction to Kiangyin

This part of the channel of the Yangtze River is most irregular and changeable. The widest part is over ten miles while the Kiangyin Narrow is only but three-quarters of a mile. The depth of the channel at the open part is from five to ten fathoms while that of Kiangyin Narrow is twenty fathoms. Judging by the depth of the water at this point a width of one and a half miles must be provided for the channel in order to slow down the current and to give a uniform velocity right along the river. So the two-mile wide channel at Whangpoo Junction has to be tabulated into one mile and a half at Kiangyin. See Map VI.

The north or left embankment commencing at Tsungpao Sha continues with the sea wall and makes a convex curve up to Tsungming Island at a point about six miles northwest from Tsungming city. Then it follows along the shore of Tsungming right up to Mason Point and transversing across the north channel parallel to the north shore at a distance of three or four miles right up to Kinshan Point, thence it cuts across the deep channel which was formed in recent years and curves southwestward to join the shore northeast of Tsingkiang and follows the shore line for a distance of about seven or eight miles, then cuts into the land side to give this part of the river a width of one and a half miles from the fort at the Kiangyin side. This embankment from Tsungpao Sha to Tsingkiang Point opposite Kiangyin fort is about one hundred miles in length.

South of Tsungming Island a part of this embankment and a part of the wall that projects into the sea together inclose a shallow space of about 160 square miles good for reclamation purposes. The other part of the embankment, which runs from Mason Point at the head of Tsungming Island to Tsingkiang shore, incloses another space of about 130 square miles.

The right embankment starts at the end of the left jetty of Whangpoo Junction and, skirting along the Paoshan shore and passing the Blonde Shoal into the deep, crosses the Confucius Channel on into Actaon Shoal and follows the right side of Harvey Channel on to Plover Point. Then it turns northwest across the deep channel into Langshan Flats, thence recrosses the deep channel at Langshan crossing into Johnson Flats, then joins the Pitman King Island, and thence skirts along the shore right into the foot of the hills at Kiangyin forts. This embankment incloses two shallow spaces: one above and the other below Plover Point, together about 160 square miles. Alongside of both of these embankments there are shallow spaces amounting to about 450 square miles, a great part of which having already formed land and a part already appearing in low water. When these spaces are cut off from the moving current the process of reclamation would be made to work more rapidly so it is not extravagant to hope that within the course of twenty years the whole of these 450 square miles would be completely reclaimed and ready for cultivation. The profits from the new lands thus reclaimed would amount to about $29,760,000 if only taken at $20 per mow. The profits from the new lands would be netted from the beginning of the work and would increase every year up to the completion of the reclamation process.

With a profit of $30,000,000 in the course of twenty years before us, it is a worth-while proposition to take up. Now let us see what amount of capital should be invested before the whole project of our reclamation work could be completed. In order to reclaim this 450 square miles of land two hundred miles of embankments have to be built. Part of these projected embankments will be along the shore line, a greater part will be in midstream, and a small part in deep channel. Those along the shore line need not be bothered with except that the concave surface must be protected with stone or concrete work. Those in midstream should be filled up with stone ten feet or less below low-water level just enough to give a resistance to the undercurrent in order to prevent it from running sideward. Thus the main current would follow the line of least resistance and cut the channel, as directed by the rudimental embankment, by its own force. This rudimental embankment would cost less than the sea wall which I estimated at $200,000 per mile. Except at one point, that is, the junction of the North Channel at Mason Point, which has to be blocked up entirely, the cost for which, as has been estimated by experts, would amount to over a million dollars for a distance of two or three miles. Thus the profits accruing from the reclaimed lands would be quite sufficient to pay for the embankments. So far we see that the regulating of the Yangtze from the sea to Kiangyin is a self-paying proposition from the reclamation of land alone, aside from the improvement of the navigation of the Yangtze River.

c. From Kiangyin to Wuhu

This part of the river is quite different in nature from that below Kiangyin. Its channel is more stable and only in a few places sharp curves occur and the water has cut into the concave sides of the land, thus occasionally making new channels along the sides of the two shores. This section of the river is about 180 miles in length. See Map VII.

The regulating works here would be more complicated than those below Kiangyin. For besides the dilated parts which have to be reclaimed in the same manner as those of the lower part of the river, the sharp curves have to be straightened and side channels have to be blocked, and midstream islands have to be removed, and narrows have to be widened to give uniform width to the river. However, most of the existing embankments in this part could be left as they are except some of the concave surfaces of the shores have to be protected by either stone or concrete work. The regulating works of the channel and the embankments can be done by artificial means as well as by natural processes so as to economize as much as possible. The cost of the whole works of this part of the river cannot be accurately estimated until a detail survey is made; but in a rough guess $400,000 per mile may not be very far from the mark. Thus 180 miles will cost $72,000,000 exclusive of the expenses for the widening of the point between Nanking and Pukow, in which case valuable properties will have to be removed.

The Kwachow cut is to straighten the three sharp curves in front of and above Chinkiang by converting them into one. Two and a half miles of the land in the northern shore opposite Chinkiang will have to be cut into in order to form a new channel of a mile or more in width. The part of the river in front of, and above and below Chinkiang has to be reclaimed. The new land thus reclaimed would form the water front of Chinkiang city, the value of which may be sufficient to defray the cost of the work and compensate for the land taken away on the northern shore, to form the new channel. So the works of this part will be at least a self-paying proposition.

The narrow between Pukow and Hsiakwan from pier to pier is barely six cables wide. The depth of the water in this narrow from the shallowest to the deepest is six to twenty-two fathoms. The land of the Hsiakwan side had occasionally sunk away on account of the too rapid current and the depth of the water. This indicates that this part is too narrow for the volume of the Yangtze water to pass. Therefore a wider passage must be provided for. In order to do so, the whole town of Hsiakwan must be sacrificed as the river must be widened right up to the foot of the Lion Hill, so as to provide a passage of a mile wide at this point. What the cost for the compensation of this valuable property of Hsiakwan will be will have to be submitted to the experts for a careful investigation before it can be determined. This will be the most costly part of the whole project for the regulating of the Yangtze. But undoubtedly some equally valuable property can be created along the riverside near by in place of Hsiakwan, so that a balance may be realized by the work itself.

The channel below the Nanking Pukow Narrow will follow the short passage alongside of the foot of the Mofushan to Wulungshan. The loop around the island north of Nanking will have to be blocked up in order to straighten the course of the river.

The section of the river from Nanking to Wuhu is almost in a straight line with three dilatations along its course one just above Nanking the other two just above and below the East and West pillars. To regulate the first dilatation the channel above Me-tse-chow should be blocked up and the island outside of it should be partly cut to widen the proper channel. To regulate the other two dilatations the river should be made to curve toward Taiping Fu to follow the deep channel on the right bank. The left channel should be blocked up. The islands along this curve should be partly or wholly removed. To regulate the dilatation above the Pillars, the Friends Channel should be blocked up and Friends Island be partly cut away. And the left bank below Wuhu should also be cut to give the channel a uniform width.

d. From Wuhu to Tungliu

This part of the river is about 130 miles in length. Along its course there are six dilatations, the most prominent of which is the one that lies immediately below Tungling, which extends over ten miles from side to side. In each of these dilatations there are usually two or three channels with newly formed islands between them. The deep passage often changes from one side to the other, and it is not uncommon that all of the channels are filled up at the same time, thus stopping navigation altogether for a considerable period. See Map VIII.

In regulating the part of the river from ten miles above Wuhu to ten miles below Tatung, I propose to cut a new channel through the midstream islands formed by the three dilatations and the sharp corners of the shore, in order to straighten as well as to shorten the river, as marked by the dotted lines in the map attached here. The cost of the cut could not be estimated until a detail survey is made. But as soon as the embankments are laid out the natural force of the river's own current will do a great part of the dredging work, so that the expenses of the cutting for the new channel will be much less than usual. Above Tatung there are two sharp turns of the left shore to be cut. One is on the left shore at the point where the beacon now stands about twelve miles from Tatung. In this place a few miles of the left shore will have to be cut away. The other cut is just below the city of Anking hence to Kianglung beacon, a distance of about six miles. By this cut we do away with the sharp turns of the river at Chuan Kiang Kau. These cuttings would cost much more than the piling of stone at the lower reach of the river. It is quite certain that the reclamation of the side channels of this part will not cover the cost of the cuttings. Therefore this part of the regulating work will not be self-paying, but the navigation of the Yangtze, the protection it gives to both sides of the land, and the prevention of floods in the future will amply compensate for such work.

e. From Tungliu to Wusueh

This part of the river is about eighty miles in length. The land along the right bank is generally hilly while that along the left is low. Along its course there are four dilatations. In three of these dilatations the current has cut into the left or northern bank of the river and then turns back into its main course again almost at right angles. At such points the bank is very unstable. Between the channels of these dilatations islands are being formed. See Map IX.

The regulating works of this part are much easier to construct than those of the lower part. The three diverting semicircular channels have to be blocked up at the upper ends, and the lower openings left open for silt to go into at flood seasons in order to reclaim them by the natural process. The other dilatations should be narrowed in from both sides by jetties. A few places will have to be cut, the most important being the Pigeon Island and the turn above Siau Ku Shan. Some of the midstream islands will have to be removed, and a few wide places filled up in order to make the channel uniform, so as to give a regular minimum depth of six fathoms right along the whole course.

f. From Wusueh to Hankow

This part of the river is about one hundred miles long. Above Wusueh we enter into the hilly country on both sides. The river here is generally about half a mile wide, with a depth of from five to twelve fathoms or sometimes more in certain places. See Map X.

To regulate this part of the river a few wide spaces have to be reclaimed to give a uniform channel, and the side channels at three or four places closed up. Then we can make a channel with a uniform depth of from six to eight fathoms at all seasons. At Collison Island section of the river the Ayres Channel has to be closed up, leaving the winter channel alone so as to give a gentle curve above and below this island. At Willes Island and Gravenor Island point the Round Channel and the channel between these two islands must be blocked up. The river must be made to cut through Willes Island to make a shorter curve. At Bouncer Island the South channel must be blocked up and above this the Low Point turn must be cut away to form a gentler curve. From this point to Hankow the river should be made narrower first by reclaiming the right side as far as the meeting of the southwest curve with the right bank then the reclamation should start at the opposite side of the left bank and right up along the front of Hankow Settlement until the Han River Mouth is reached. Thus a depth of six to eight fathoms can be secured right up to the Bund of Hankow.

To sum up, the whole length of the regulating course of the river from the deep sea to Hankow is about 630 miles. The embankments will be twice this length; that is, 1,260 miles. I have estimated that the sea wall at the mouth of the river could be built at $200,000 a mile, thus for both sides $400,000 a mile will be sufficient for the 140 miles from the deep sea to Kiangyin. For, in this part we have only the two embankments to deal with, which merely requires the tumbling of stones into the water until the pile is strong enough to hold the current to a directed course. As soon as these stone ridges on both sides of the river are formed, nature will do the rest to make the channel deep. The work for this part, therefore, is simple.

But the work for certain sections of the upper part of the river is more complicated as about fifty or sixty miles of solid land of from ten to twenty feet above water level and thirty to forty feet below have to be cut in order to straighten the river's course. Of this cutting and removing work, how much will have to be done artificially and how much can be done by nature, I leave to the experts to estimate. Excepting this, the other parts of this work, I think, cannot cost much more than $400,000 a mile. So that the whole work from the sea to Hankow, a distance of 630 miles will cost about $252,000,000, or let us say, including the unknown part, $300,000,000 for the completion of the entire project for the regulating of the Yangtze River. By this regulating of the Yangtze River, we secure an approach of 600 miles inland for ocean-going vessels into the very center of a continent of two hundred millions of people of which half or one hundred million is located immediately along 600 miles of the great water highway. As regards remuneration for the work, this project will be more profitable than either the Suez or Panama Canal.

Although we could not find means whereby the works above Kiangyin may be made self-paying as those of the sections below by the reclamation of land, profit from city building along the course of the river can be realized after the regulating work is completed.

In conclusion, I must say that the figures given concerning the harbor works and the Yangtze regulation are merely rough estimates which must be in the nature of the case. As regards the costs of building the rudimental dikes at the estuary of the Yangtze as well as along the dilating parts of the river, the estimation may seem too low. But the data on which I base my estimate are as follows: First, my own observation of the private enterprise of reclamation by building dikes at the Canton delta around my native village; second, the cheap stone that can be obtained at the Chusan Archipelago; third, the estimation of Mr. Tyler, Coast Inspector of the Maritime Customs for the blocking up of the North Channel at the upper end of Tsungming Island, where the narrowest part is about three miles. He says that a million taels or more is necessary for the work. Or, let us say, in round figures, five hundred thousand dollars (Mex.) a mile. This is two and a half times my estimate. Now, let us compare the difference. The three-mile channel at the upper end of Tsungming has an average depth of twenty feet of water, while in my project the sea wall or dikes will be built in water having an average of less than two thirds of this depth. Moreover, the work of blocking up the North Channel entirely at a right angle is many times more costly than that of building a rudimental dike of the same length in a parallel line with the current. Since five hundred thousand dollars are enough to block up cross-wise a mile of river twenty feet deep, two fifths of that sum should be quite sufficient to finance the work that I have projected. While writing this, I came across an article in the Chicago Railway Review, May 17, 1919, dealing with the same subject, which states that steel skeleton is a better and cheaper substitute for stone or other materials for building dikes and jetties in a muddy river like ours. Thus, by this new method, we may be able to construct embankments, with cheaper material than I have hitherto known. So, although the estimate which I have made may be somewhat low, yet it is not so far from correct as it seems at first sight.

PART III
The Construction of River Ports

The construction of river ports along the Yangtze between Hankow and the sea will be one of the most remunerative propositions in our development scheme. For this part of the Yangtze Valley is richest in agricultural and mineral products in China and is very densely populated. With the cheap water transportation provided by the completion of the regulating work both sides of this water highway will surely become industrial beehives. And with cheap labor near by, it will not be a surprise if in the near future both banks will become two continuous cities, as it were, right along the whole extent of the river from Hankow to the sea. In the meantime a few suitable spots should be chosen for profitable city development. For this purpose I will start from the lower part of the river as follows:

• a. Chinkiang and North Side.
• b. Nanking and Pukow.
• c. Wuhu.
• d. Anking and South Side.
• e. Poyang Port.
• f. Wuhan.

a. Chinkiang and North Side

Chinkiang is situated at the junction of the Grand Canal and the Yangtze. It was an important center of inland water traffic between the north and the south before the steam age. But it will resume its former grandeur and become more important when the old inland waterway is improved, and new ones are constructed. For it is the gateway between the Hoangho and Yangtze valleys. Besides, by the southern portion of the Grand Canal, Chinkiang is connected with the Tsientang valley—the richest part of China. Thus, this city is bound to grow into a great commercial center in the near future.

In our regulation work of the Yangtze, we shall add a piece of new land, over six square miles, in front of Chinkiang. This land on the south side of the river will be utilized for city-planning for our new Chinkiang. On the north side, land should also be taken up by the state to build another city. The north side will be bound to outgrow that of the south for the whole of Hoangho Valley could only emerge into the Yangtze by waterway through this point. Docks should be built between here and Yangchow for accommodation of inland vessels, and modern facilities should be provided for transhipment between inland vessels and ocean-going steamers. This port should be made as a distributing center as well as a collecting center for the salt of the eastern coast. This, with the help of modern methods, will reduce transportation expenses. Stone or concrete bunds or quays should be built on both sides of the river and tidal jetties should be provided for train ferries. In time, when commerce grows, tunnels or bridges may be added to facilitate traffic of the two sides. The streets should be wide so as to meet modern demands. The water front and its neighborhood should be planned for industrial and commercial uses and the land beyond should be planned for residential purpose. Every modern public utility should be provided. In regard to the details of planning the city, I must leave them to the expert.

b. Nanking and Pukow

Nanking was the old capital of China before Peking, and is situated in a fine locality which comprises high mountains, deep water and a vast level plain—a rare site to be found in any part of the world. It also lies at the center of a very rich country on both sides of the lower Yangtze. At present, although ruined and desolate, it still has a population of over a quarter of a million. Once it was the home of many industries especially silk and now the finest satin and velvet are still produced here. Nanking has yet a greater future before her when the resources of the lower Yangtze Valley are properly developed.

In the regulation of the Yangtze I propose to cut away the town of Hsiakwan, so that the wharf of Nanking could be removed into the deep channel between Metsechow and the outskirt of Nanking. This channel should be blocked up, thereby a wet dock could be formed to accommodate all ocean-going vessels. This point is much nearer the inhabited parts of the city than Hsiakwan. And the land between this projected wet dock and the city could form a new commercial and industrial quarter which would be many times larger than Hsiakwan. Metsechow in time, when commerce grows, may also be developed into city lots and business quarters. For the future development of Nanking the land within and without the city should be taken up at the present price under the same principle which I have proposed for the Projected Port at Chapu.

Pukow, opposite Nanking, on the other side of the river, will be the great terminus of all the railways of the great northern plain to the Yangtze. It will be the nearest river port for the rich coal and iron fields of Shansi and Honan, giving access to the lower Yangtze district and hence to the sea. As the great transcontinental trunk line to the sea whether terminating at Shanghai or at our Projected Port, would pass through this point, the construction of a tunnel under the Yangtze to connect Nanking and Pukow by rail at the same time when the cities are being constructed, will not be at all premature. This will at once make possible a through train journey from Shanghai to Peking.

Concrete or stone embankment should be built along the shore above and below the present Pukow point many miles in each direction. Modern streets should be laid out on the land within the embankment so as to be ready for various building purposes. The land on the north side of the river should be taken up by the state for public uses of this international development scheme on the same basis as at our Projected Ports.

c. Wuhu

Wuhu is a town of 120,000 inhabitants and is the center of the rice trade in the lower part of the Yangtze. It is at this point that I propose to make an intake of the water which will go to flush the Whangpoo River at Shanghai, and which will form the upper end of a canal to the sea at Chapu. In the regulating work of the Yangtze the concave part above the junction of the Yangki Ho has to be filled up and the convex part of the opposite side has to be cut away. The junction of the projected canal and the river will be at about a mile or so below the Lukiang junction. The projected canal will run northeast to a point between the southeast corner of Wuhu city and the foot of the hill. There it joins the Yangki Ho and, following the course as far as Paichiatien, branches off in the northeastern direction. This gives Wuhu a southeast waterfront along the left side of the canal. New bunds should be built along both sides of the canal as well as alongside the Yangtze and at the junction of the canal docks for inland vessels should be constructed with modern plants for transhipment of goods. Wide streets should be laid out from the Bund of the Yangtze far into the inland following the direction of the canal. The bund alongside the Yangtze should be reserved for commercial purposes and those alongside the canal for factories. Wuhu is in the midst of a rich iron and coal field, so it will surely become an industrial center when this iron and coal field is properly developed. Cheap materials, cheap labor, and cheap foodstuffs are abundant at the spot waiting for modern science and machinery to turn them into greater wealth for the benefit of mankind.

d. Anking and South Side

Anking, the capital of Anhwei, was once a very important city but since its destruction by the Taiping war it has never recovered its former greatness. Its present population is about 40,000 only. Its immediate neighborhood is very rich in mineral and agricultural products. The great tea district of Liu-an and the rich mineral district in the southeastern corner of Honan province will have to make Anking their shipping port when railways are developed. In the Yangtze Conservancy work, the concave turn of the river in front and west of the city has to be filled up. This reclaimed land should be for the extension of a new city, where modern transportation plants should be built.

Eagle Point, on the south side opposite Anking should be cut away to make the river curve more gently and to give the channel a uniform width. A new city should be laid out at this point, for from here we command the vast tea districts of southern Anhwei and western Chekiang. The rich inland city of Hweichow, with the highly productive country around it, will have to make this port its shipping station. As Wuhu is the center of the rice trade these twin cities of Anking will be the centers of the tea trade. Like Wuhu, these twin cities are also situated in the midst of rich iron and coal fields which will assist them to become important industrial centers in the near future. So to build twin cities at this point of the river will be a very profitable undertaking.

e. The Poyang Port

I propose to construct a port at a point between the Poyang Lake and the Yangtze River. This will be the sole port of the Kiangsi province. Every city of this province is connected by natural waterways which, if improved, will become a splendid water transportation system. The province of Kiangsi has a population of 30,000,000 and is extremely rich in mineral resources. A modern port acting as a commercial and industrial center for the development of this resourceful province would be a most remunerative proposition in our project.

The site of the port will be on the west side of the entrance to the Poyang Lake and the right bank of the Yangtze. It will be an entirely new city built on new ground, part of which will be reclaimed from the shallow side of the lake. In the regulating work of the Poyang Channel, a training wall should be built from the foot of the Taku Tang Hill to Swain Point opposite to Stone Bell Hill of Hukow. A closed dock should be constructed within this training wall for the accommodation of inland water vessels. The city should be laid out on the triangular space formed by the right bank of the Yangtze, the left side of the Poyang Lake and the foot hill of the Lushan Mountain. This triangle is about 10 miles on each side, excellent for city development. The porcelain industry should be established here instead of at Kingteh Chen, for great damages often occur owing to the lack of transportation facilities, and to the necessity of transhipment for the export of the finished articles from the latter place. Modern plants on a large scale should be adopted for the manufacturing of cheap wares as well as fine articles in our projected Poyang Port, for here we shall have the greater advantage of collecting raw materials than at Kingteh Chen. Thus the concentrating of the various manufactures in an advantageous center will result in quickening the growth of our new city. This Poyang Port is bound to grow into one of the great commercial and manufacturing centers in China, judging from the possibilities of Kiangsi alone. It will not only be a great shipping port of the Yangtze but will also be a railway center between North and South China. Thus to develop this port on a large scale is quite justifiable from an economic point of view.

f. Wuhan

Wuhan signifies the three cities of Wuchang, Hankow, and Hanyang. This point is the headwater of our projected ocean passage, the pivot of the railway system of China Proper, and will become the most important commercial metropolis in the country. The population of these three cities is over a million and could be easily doubled or trebled if improvements would be made. At present, Hanyang possesses the largest iron works in China, and Hankow, many modern industries, while Wuchang is becoming a great cotton manufacturing city. Besides, Hankow is the trade center of Central and West China, and the greatest tea market we have. The provinces of Hupeh, Hunan, Szechuen, and Kweichow and a part of Honan, Shensi, and Kansu all depend upon Hankow as their only port in the outside world. When railways are developed in China, Wuhan will be still more important and will surely become one of the greatest cities in the world. So in planning the future city of Wuhan we must adopt for its development a scale as large as that of New York or London.

In the regulation of the Yangtze embankments, we have to reclaim the front of Hankow from the jetty of Lungwangmiao at the junction of the Han River right along the left bank to the point where the Yangtze turns eastward. This reclaimed space will be at an average of about 500 to 600 yards wide. This will narrow down the river at this part to give a uniform channel of 5 to 6 cables in width and to give the Hankow settlement a strip of valuable land along its waterfront. This will also help to pay a part of the expenses for city construction. The sharp bend of the Han River just before it joins the Yangtze should be straightened so as to make a gentler curve around Lungwangmiao Point and thus enable the currents of both rivers to flow in the same direction at their junction. The Hanyang embankment will follow pretty closely the present shore line but not beyond the iron works jetty. The wide space of the river above Wuchang city should be walled in to make a closed dock for inland water as well as ocean going vessels. Below Wuchang, an embankment parallel to that of the left side should be built so as to make the future city extend far below the present one. A tunnel should be constructed to connect both embankments at a point where the Kinghan railway makes its first turn when it comes to the Yangtze River. And another tunnel or bridge should be constructed between Hankow and Hanyang on one side and Wuchang on the other at the junction of the Han River and the Yangtze. Additional tunnels or bridges may be constructed at different points when the city grows larger in the future. All the outlying land of these trio-cities should be taken up on the same basis as at our projected seaports, so that private monopoly and speculation in land may be prevented, and that the unearned increment will go to the State to help the payment of capital and interest on the foreign loans which are to be made in this international development scheme.

PART IV
The Improvement of the Existing Waterways and Canals

The existing waterways and canals in connection with the Yangtze may be enumerated as follows:

• a. The Grand Canal.
• b. The Hweiho.
• c. The Kiangnan Waterway System.
• d. The Poyang Waterway System.
• e. The Han River.
• f. The Tungting System.
• g. The Upper Yangtze.

a. The Grand Canal

The Grand Canal connects with the Yangtze at a point opposite Chinkiang and runs northward right up to Tientsin, a distance of over 600 miles. We understand that a detailed survey of the Kiangpeh part of the canal has begun and the work of improving it will commence soon. In our project, I propose to substitute the Kiangpeh portion of the Grand Canal by the Yangtze outlet of the Hweiho.

b. The Hweiho

The Hweiho rises in the northwest corner of Honan and runs southeast and east to the north of Anhwei and Kiangsu. Its outlets have been sealed up in recent years so its water has accumulated in the Hungtse Lake and it depends upon evaporation as its only means of disposing the water. Thus in the heavy rainy season, it floods a vast extent of the country surrounding the lake and causes great misery to millions of people. So the conservancy of the Hweiho is a very urgent question of China to-day. Recently many investigations have been made and many plans proposed. Mr. Jameson, chief engineer for the American Red Cross Society, has proposed two outlets for the Hweiho: one following the old course of the Yellow River to the sea and another through Paoying and Kao-yu Lakes to the Yangtze. In this project I propose to follow Mr. Jameson's plan for the sea outlet only as far as the old Yellow River and for the Yangtze outlet only as far as Yangchow. When the sea outlet or north branch reaches the old Yellow River I will lead it across into the Yenho and follow the Yenho to its northern turn. From there, we cut across the narrow strip of land into the Kuanho which enters the sea at the nearest deep water line. This saves a great deal of work of excavating the old course of the Hoangho. When the southern branch reaches Yangchow, I propose to make the canal pass east of that city instead of west as Mr. Jameson proposed, so that its current will join the Yangtze in the same direction at the new curve below Chinkiang city.

Both of these outlets or branches of the Hweiho should be made at least twenty feet deep right along, so that coastal vessels from the north to the Yangtze could use them as passage instead of going round the Yangtze estuary, thus shortening the distance by about 300 miles. And with twenty feet depth for both outlets, the Hweiho and the Hungtse Lake would be well drained and the present bottom of the lake, which is sixteen feet above sea level would be converted into agricultural land at once. Thus 6,000,000 mow of land could be reclaimed according to the estimate of Mr. Jameson, from the Hungtse and the neighboring lakes. If twenty dollars a mow be taken for its value, a sum of $120,000,000 could be netted. Besides this direct profit to the Government, there is an area of some 17,000 square miles of occasionally flooded land which would be made flood-proof so that normally we shall have two crops a year instead of two only in five years. That is to say, the 17,000 square miles or 10,880,000 acres will be made to produce five times more than at present. For instance, if the value of the gross production be estimated at fifty dollars an acre, then the total value would be $544,000,000 Mex. and five times this sum would amount to $2,720,000,000 Mex. What an enormous profit to the country!

c. The Kiangnan Waterway System

This system comprises the South Grand Canal, the Whangpoo, the Taihu, and its connections. The most important improvement I intend to make here is to widen and deepen the Wuhu-Ihsing Waterway between the Yangtze and the Taihu, and from there to dredge a deep channel right through the Taihu to a point midway of the Grand Canal between Suchow and Kashing. At Kashing, divide it into two branches:—one following the Kashing Sunkiang Canal to Whangpoo, and the other, to the Projected Port at Chapu. This waterway between the Yangtze and the Whangpoo, before it reaches Shanghai, should be made as wide and deep as possible so as to make it carry sufficient water to flush the Shanghai harbor as well as to provide a shorter passage for inland water vessels between the Yangtze and the seaports. This waterway will act as silt carrier by which the Taihu and the various lakes alongside of it may be reclaimed in the future. Besides the main object for which this canal is assigned, the reclamation scheme and the local traffic would also add profit to it. This makes its remuneration doubly sure. As no accurate surveys of the shallow Taihu and other lakes and swamps could be obtained, the exact number of mow to be reclaimed could not be given here. But in a rough estimate I should say that the reclaimed space of the Kiangnan Lakes would be about the same in extent as those of Kiangpeh (the North of the Yangtze).

d. The Poyang Waterway System

This system drains the entire area of Kiangzi province. Every hsien, city, and important town is reached by waterway. Waterways are the only means of communication in this province as well as in all the provinces of Southeastern China, before the advent of railways. The lower part of the Kiangsi waterway system suffers the same irregularities as those of the lower Yangtze as both are on low land. So, to regulate it, a similar work as that for the Yangtze should be applied. The Poyang Lake should be divided by deep channels from the junction of each river, and these should join together to form larger channels and finally unite into one main channel at a point near Chuki and, running through the narrow part of the lake, join the Yangtze at Hukow. The sides of the deep channels should be lined with submerged stone ridges as high as the shallow part of the lake, whereby the channels would serve the purpose of draining as well as of navigation.

The shallow space beside those channels will be reclaimed into arable land in due time. So the work of regulating the Poyang channels will be well paid by reclamation.

e. The Han River

This river is navigable for small crafts through its main body up to Hanchung in the southwest corner of Shensi; and through its branches up to Nanyang and Shekichen in the southwest corner of Honan. This navigable stream commands quite a large area of watershed. The upper part, that is above Siangyang, is in mountainous country. From Siangyang to Shayang it is in a wide, open valley and below Shayang it runs into the Hupeh swamp.

To improve this river dams should be built above Siangyang in order to utilize water power as well as to make locks for larger crafts to ascend to the navigable point now navigable only for small crafts. Below Siangyang, where the river is very wide and shallow, rudimental dikes should be constructed of stones or piles in order to restrict its channel and to reclaim the shallow space on both sides by natural process. In the swamp, the river should be straightened and deepened. A new canal between the Han and the Yangtze at Shasi should be constructed to provide a shorter passage between Hankow and Shasi and beyond. This canal in the swamp should be open to the lakes along its course so as to let the silt-carrying water enter into them in the flood season, thus filling them up quicker.

f. The Tungting System

This system of waterway drains the whole province of Hunan and beyond. The most important branches are the Siangkiang and the Yuankiang. The former runs through Hunan into the northeast corner of Kwangsi province and connects with the Sikiang system by a canal near Kweilin. The latter runs across the west border of Hunan into the eastern part of Kweichow province. Both could be improved for the navigation of large crafts. The canal between the Yangtze and the Sikiang watersheds should be reconstructed and modern locks should be provided in it as well as along the two waterways. Thus, vessels of ten feet draught may freely pass between the Yangtze and the Sikiang. The Tungting Lake should be drained by deep channels in the same manner as the Poyang Lake, and its shallow space reclaimed by natural process.

g. The Upper Yangtze

I include the part from Hankow to Ichang also in the Upper Yangtze, because it is at Hankow that the ocean navigation ends, and the inland water communication begins. So, in dealing with the improvement of the Upper Yangtze, I will begin at Hankow. At present the Upper Yangtze is navigable for shallow draught steamers up to Kiating, a point about 1,100 miles above Hankow by river. If improvement be made farther on, than shallow draught steamers could navigate right up to Chengtu, the capital of Szechuen province, and the center of the richest plain in West China, about sixty miles up the Min River.

To improve the Upper Yangtze from Hankow to Yochow, the work is much similar to that of the lower part. The channel should be regulated by rudimental dikes. The concave embankments in sharp bends should be protected by stone or concrete; obstacles in midstream should be removed. The great loop, called the Farmer Bend, above Kinkow, should be cut through at the neck of Paichow, and the sharp point of Hanchin Kwang should be cut away to make the curve of the river more gentle.

The tortuous part of the Yangtze, north of the Tungting Lake, between Kinho Kow and Skipper Point, should be blocked up altogether and a new channel made through Tungting Lake, returning to the Yangtze by the Yochow Channel. This avoids the crooked passage and shortens the river course considerably. From Skipper Point to Ichang the dilatations should be restricted by dikes of stone or piling, and some sharp points of the shores should be cut away to make the curves more gentle.

The Yangtze River above Ichang enters the Gorges which run about a hundred miles up to the Szechuen depression, known as the Red Basin. This part of the river from Ichang right along to its source is confined by rocky banks, very narrow and deep, having an average depth of six fathoms and at some particular points even thirty fathoms. Many rapids and obstructions occur along its course.

To improve the Upper Yangtze, the rapids should be dammed up to form locks to enable crafts to ascend the river as well as to generate water power. Obstructions should be blasted and boulders removed. Thus, a ten-foot channel right along from Hankow to Chungking could be obtained so that through inland water transportation could be established from Chungking to Peking in the north and to Canton in the south, as well as to all navigable points in China Proper all the year round. In this way, transportation expenses to the richest emporium in West China could be reduced hundredfold. The benefit to the people will be enormous and the encouragement to commerce will indeed be great.

PART V
The Establishment of Large Cement Works

Steel and cement are the basis of modern construction, and the most important factors of the material civilization of the present age. In the various projects of our development scheme, the demand for steel and cement will be so enormous that all manufacturing countries combined will not be able to supply the needs. Therefore, in our first program, I have proposed to establish large steel works in the rich iron and coal fields in the provinces of Shansi and Chili; so in this second program I propose to establish large cement works along the shores of the Yangtze River. The Yangtze Valley is exceptionally rich in materials for cement,—limestone and coal lying side by side at the water edge along the navigable channel from Chinkiang upward. Thus, local supplies could be created for local needs.

At present, there is one cement works at Shihuiyau near Hoangshikang at the upper reach. It is situated between a deep water wharf and a limestone hill. The limestone is so near by that it can be cut and shoveled into the kilns immediately. Between Hankow and Kiukiang there are many places possessing the same advantage. Below Kiukiang, there are also many such advantageous positions as Matang, Wushiki and many others between Kiukiang and Anking. Between Anking and Nanking there are exceptionally good locations for putting up cement works such as Tatung, Tikang, and Tsaishisze, all these places being provided abundantly with limestone and coal and iron, lying side by side.

With the huge harbor works, city building, and embankment construction, the market for cement will be so great that a capital of one to two hundred million dollars should be invested for the supply. This work should be started gradually in accord with the acceleration of the other works of the general development so that one project will further the other, and over-production and waste of capital individually in any of the parts of the general scheme will be guarded against. This will help make each of them a profitable business by itself.

[PROGRAM III]

The main feature of the third program will be the construction of a great southern port which will complete the plan for three first-class seaports in China as proposed in the preliminary part of this International Development Scheme. Our Great Southern Port will naturally be Canton, which is not only the center of commerce in South China but also the largest city in all China. Until recent times it was the largest city on the coasts of the Pacific, and the center of commerce of Asia. With the development of China, Canton will surely resume its former importance. Around this southern metropolis I formulate the third program as follows:

I. The Improvement of Canton as a World Port.

II. The Improvement of the Waterway System of Canton.

III. The Construction of the Southwestern Railway System of China.

IV. The Construction of Coast Ports and Fishing Harbors.

V. The Establishment of Shipbuilding Yards.

PART I
The Improvement of Canton as a World Port

Canton's position as a seaport has been taken away by Hongkong since its cession to England after the Opium War. But as a commercial center of South China, Canton still holds its own, despite the advantages of deep-water harbor, the artificial improvements of Hongkong, and the political dominance of England. The loss of its position as a seaport is entirely due to the ignorance of the Chinese people who never made any combined effort to improve the welfare of the country, and also to the corrupt government and officials of the Manchu dynasty. Since the establishment of the Republic, the people have begun to awake very rapidly and many schemes have been suggested to make Canton a seaport. This awakening of the millions of Chinese has caused much apprehension to the Hongkong Government. The authorities of that colony have been doing their utmost to hinder every move to restore Canton as a seaport and try to nip every scheme in the bud. Of course, if Canton is improved and made into a world port, then all the services that Hongkong performs for her as a shipping stage would be dispensed with altogether. But a developed Canton and a prosperous China will recompense Hongkong in various ways a hundred times more than its present position as the monopolized ocean port of a backward and poor China. Just look at the port of Victoria in British Columbia, which was once the only seaport of West Canada as well as the Northwestern region of the United States, but it prospered very little then with an undeveloped hinterland despite its monopolistic character. Whereas as soon as the rival ports arose, Vancouver on its own side, and Seattle and Tacoma on the American side, all within the same distance as Hongkong is to Canton, all of them because of a developed hinterland prospered wonderfully, despite the keen competition between them as seaports. Thus, we see that competitive seaports like Vancouver, Seattle, and Tacoma instead of killing Victoria, as was once supposed by shortsighted people, have made it more prosperous than ever. Then, why doubt that a prosperous Canton and a developed China would not give the same result to Hongkong? This is but a natural outcome. Therefore, there should be no fear that a prosperous Canton and a developed China would be harmful to Hongkong as a free port. So, instead of doing the utmost as hitherto to hinder the development of Canton as a seaport, the Hongkong authorities should do their utmost to encourage such a project. Besides, the development of Canton and South China will benefit the English as a whole commercially a hundred times more than Hongkong can do at present. Although the local authorities of that crown colony do not see far enough to realize it, however, I believe that the great statesmen and captains of industries in the now mightiest empire of the world would surely see it. With this belief in my mind I feel quite safe in giving publicity to the scheme of my international development of Canton as a world port in South China.

Canton is situated at the head of the Canton Delta, which is formed by the junction of three rivers—the Sikiang or West River, the Peikiang or North River, and the Tungkiang or East River. The area of this delta is about 3,000 square miles and it has the most fertile alluvial soil known in China. The land yields three crops a year—two crops of rice and one crop of other products such as potatoes or beets. In silk culture, it gives eight crops every year. The most delicious fruits of many varieties are produced in this delta. This is the most thickly populated district of all China. Within this delta and its immediate neighborhood, more than half of the population of Kwangtung province is found. This is the reason why, despite the great productivity of this fertile delta, large quantities of foods have to be supplied by the surrounding country as well as by foreign imports. Before the age of machinery Canton for centuries was well known as an industrial center of Eastern Asia. The workmanship and handicraft of its people are still unequaled in many parts of the world. If machinery will be introduced in its industries under our international development scheme, Canton will soon recover its former grandeur as a great manufacturing center.

As a world port, Canton is in a most advantageous position. Being situated at the junction of three navigable rivers and at the head of the ocean navigation it is a pivot of inland water as well as ocean communication in South China. If the Southwestern railway system is completed, then Canton will be equal in importance to the two great ports in North and East China, in regard to transportation facilities. The ocean approach of Canton is generally deep excepting at two points which can be easily trained and dredged to enable modern liners to pass in and out at any hour. The deep water line of the ocean reaches up to Lingting Island, where the depth is from 8 to 10 fathoms. Above Lingting, the channel gets shallower (about 3 or 4 fathoms) and runs about 15 miles up to the Fumen Entrance. From this point the water becomes deep again (between 6 and 10 fathoms) right up to the Second Bar—a distance of 20 miles. At the Second Bar, the water is about 18 to 20 feet deep for only a few hundred yards. After crossing the Second Bar, the water becomes deep again for a distance of 10 miles averaging about 30 feet deep up to the First Bar which will be the city limit of our future Canton.

To improve the Approach to Canton, I suggest that two submerged training walls be built at the left side of Canton Estuary above Lingting Island—one from the shore to the head of the Kongsu Bank, and another from the end of the same bank to the head of the Lingting Bank. The first training wall will be 3 to 4 feet under water just at the same level of the bank. The second wall will be from 4 feet at one end to 16 feet at the other, which are the levels of the respective banks which it connects. (See (1) (3) Map XI.) It will cross a channel of 24 feet deep between them. These two walls together with the four-foot Kongsu Bank will act as one continuous wall and will direct the undercurrent which now runs between the left shore and Lingting Bank, into the middle part of the estuary, thus cutting a channel between the bar and the bank of the same name to meet the deep water on the west side of Lingting Island. On the right side of the Canton Estuary, a training wall should be built from the lower part of Fraser Bank in a southeasterly direction across the 24-foot channel into the Lingting Bar ending at the east edge of that bar. (See (2) Map XI.) Thus, with these submerged walls on both sides of the estuary to confine the undercurrent in the middle, a very deep channel can be formed to connect with the Fumen Entrance at one end and the Lingting trough at the other both of which are about 50 feet deep so that a thoroughfare from deep sea right up to the Second Bar of the Pearl River will be created.

These submerged sea walls taken together are about 8 miles in length and will be built only 6 to 12 feet from the bottom of the sea. The expenses will not be much while the acceleration of the natural reclamation process will be very great. Thus, the lands that will be formed on both sides by these walls will far more than repay the expenses of the work of building these walls.

To regulate the Approach of Canton, in that part of the Pearl River from the Fumen Entrance to Whampoa, I suggest that the East River Estuaries be concentrated in a single outlet by using the uppermost channel which joins the Pearl River at the lower point of Davids Island. The other outlets of the East River, which joins the Pearl River below the Second Bar, should be closed up by dams built to the height of the normal water level so as to permit them to serve as flood channels in the rainy season. By concentrating the whole volume of water of the East River above the Second Bar, a stronger current could be obtained to flush the upper part of this section of the river.

In the training works of this section, I propose that several jetties should be built as follows: First, a jetty from Elliot Island at point (A) to the farther side of Calcutta Shoal opposite the lower point of Parker Island. This will block the current between Elliot Island and Calcutta Shoal and divert it into the present 36-foot channel thus making it deeper by its natural force. Second, another jetty from Bolton Island, at point (B) to midstream terminating at the lower side of the Second Bar, on the right side of the river. Third, a jetty from the lower point of Pattinger Island at (C) to midstream terminating at the lower side of the same bar on the left side of the river. Thus the Second Bar would be flushed by the concentrated current created by these two jetties. The shallow bottom above these jetties should be dredged to the required depth. If a rocky bottom is found at this bar it should be blasted and removed, so as to give a uniform depth to the whole approach. Fourth, the channel between the right bank of the river and Bolton Island should be blocked up at (D). Fifth, a jetty from Pattinger Island at (E) to the head of the Second Bar Bank in midstream so as to cut off the current at the left side of the river and to increase the velocity in the middle channel. Sixth, a jetty from the right shore at (F) about midway between Danes Island and the Second Bar, should be built to the head of the Midstream Shoal so as to cut off the current at the right side of the river. And seventh, another jetty from the lower point of Davids Island at (G) to midstream opposite to the end of jetty (F). Jetties (G) and (F) will concentrate the current of the upper Pearl River while at the same time jetty (G) will also turn the East River current into the same direction as that of the Pearl River. (See Map XII.)

By these seven jetties, the current between Whampoa and Fumen could be controlled and the bottom of the river flushed to a depth of 40 feet or more, thus creating a thoroughfare for ocean-going steamers from the open sea right up to the city of Canton. These jetties taken together will be not more than 5 miles in length and mostly in very shallow water. After the building of these jetties, land will be rapidly formed between jetties along both sides of the channel by natural process. The reclaimed land alone will be quite enough to pay the expenses of constructing these jetties, aside from the fact that the main object of regulating the river and opening up a deep channel for ocean transportation will have been realized.

Having dealt with the approach to Canton, we may now take up the improvement of Canton City itself as a world port. The harbor limit of Canton will be at the First Bar. From there, the harbor will follow the deep water of Cambridge Reach and the water between Whampoa and Danes Island into American Reach. At this point it will cut through Actaeon Island to the south of Honam Island and follow the Elliot Passage to Mariners Island. From Mariners Island following the Fatshan Creek, a straight channel should be cut in a southwesterly direction to the Tamchow Channel. Thus, a new waterway will be made from the First Bar to Tamchow Channel, a distance of about 25 miles. This waterway will be the main outlet of the North River as well as a thoroughfare for the West River, and will also serve as the harbor of Canton. By conveying all the water of the North River and a part of that of the West River through this waterway, the current will be strong enough to flush the harbor to a depth of 40 feet or more. (See Map XIII.)

The new city of Canton will be extended from Whampoa to Fatshan, separated by the Macao Fort and Shameen Reaches. The section that lies east of this water should be developed into commercial quarters and that west of it into factory quarters. The factory section should be transected by canals connecting with the Fati and Fatshan creeks so as to give cheap transportation facilities to every factory. In the commercial section, tidal wharves with modern plants and warehouses should be provided. A bund should be built from the First Bar Island along the north side of the new waterway, the west side of Honam to connect with the bund of Shameen, and the northwestern side of Canton city. Another bund should be built from above Fati along the east side of Fati Island to Mariners Island thence turning southwest along the left bank of the new waterway. The Front Reach, that is, the river between the present Canton city and Honam Island should be filled up from the upper point of Honam to Whampoa for city building.

In regard to the question of remuneration, the development of Canton as a world port will be the most profitable undertaking of the kind in the International Development Scheme. Because, besides its commanding position as a commercial metropolis and its possession of advantageous facilities as a manufacturing center of South China, a modern residential city is in great demand in this part of the country. The well-to-do people and merchants of this rich delta as well as those retired Chinese merchants and millionaires abroad all over the world are very eager to spend their remaining days at home. But owing to the lack of modern conveniences and comforts they reluctantly remain in foreign countries. Thus to build a new city with modern equipments for residential purposes alone, in Canton, would pay splendidly. The land outside of Canton is at present about 200 dollars a mow. If the land marked off for the future city of Canton should be taken up by the State on the same basis as elsewhere in this International Development Scheme, immediately after the streets are laid out and improvements made, the price of land would rise from ten to fifty times its original value.

The landscape of the environment of Canton is exceptionally beautiful and charming. It is an ideal place for planning a garden city with attractive parks. The location of the city of Canton resembles that of Nanking but is of greater magnitude and beauty. It possesses three natural elements—deep water, high mountains, and vast extent of level land which furnish facilities for an industrial and commercial center and provide as well natural scenery for the enjoyment of man. The beautiful valleys and hills of the northern shore of the Pearl River could be laid out for ideal winter resorts and the high mountain tops could be utilized for summer resorts.

Within the city limits at the northwest corner, a rich coal field has been found. When the coal is mined and modern plants for generating electricity and producing gas are provided, then cheap electricity and gas could be had for transportation, for manufacturing, for lighting, heating, and cooking purposes. And so the present wasteful methods of transportation, and expensive fuels for manufacturing and cooking for the populous city of Canton can be done away with entirely. Thus great economic wonders could be wrought by such improvements. The present population of Canton is over a million and if our development plan is carried out, this city would grow in leaps and bounds within a very short time. The population will become greater than any other city and the profit of our undertaking will become correspondingly large.

PART II
The Improvement of the Waterway System of Canton

The most important waterway system in South China is the Canton system. Besides this the others are not of much importance and will be dealt with elsewhere with their ports. In dealing with the Canton system of waterways, I have to divide it as follows:

• a. The Canton Delta.
• b. The West River.
• c. The North River.
• d. The East River.

a. The Canton Delta

To improve the Canton Delta we have to consider the proposition from three points of view: First, the problem of flood prevention; second, the problem of navigation; and third, the problem of reclamation. Each of these problems affects the others so the solution of one will help that of the others.

First, the problem of flood prevention. The frequent repetition of floods in recent years has wrought great disasters to the people in the neighborhood of Canton. It has destroyed lives by the thousands and property by the millions. The part which suffers most is the country between Canton and Lupao, lying just immediately north of the Canton Delta. This fatal spot is, I think, created by the silting up of the main outlet of the North River immediately below Sainam. On account of this, the North River has to find its outlets through the West River by the short canal at Samshui and through two small streams one from Sainam, and another from Lupao. The former runs in a northeasterly direction and the latter in a southeasterly direction and they join at Kuanyao. From this point, the river takes a northeasterly course as far as Kumli, thence, turning southeast, passes the west suburb of Canton. Since the North River is silted up below Sainam, its channel above that spot is also getting shallower every year. At present the river above Samshui city is only about four or five feet deep. When the North River rises its water generally finds its way into the West River through the Kongkun Canal. But if the West River should rise at the same time, then there would be no outlet for the North River and its water would accumulate until it overflowed its dikes above and below Lupao. This would naturally cause the dikes to break at some point and allow the water to rush out and flood the whole country that is meant to be protected by these dikes. The remedy for the North River is to reopen the main outlet below Sainam and have the whole channel dredged deep from Tsingyuen to the sea. Fortunately, in our improvement of the navigation of the Canton Delta, we have to do the same thing; so this one work will serve two purposes.

The remedy for the West River is that the shallow part just at its junction with the sea between Wangkum and Sanchoo Islands should be trained by walls on both sides—a long one on the left, and a short one on the right—so as to concentrate the current to cut the river bed here to a depth of twenty feet or more. In this way, a uniform depth is secured, for after passing the Moto Entrance the West River has an average depth of 20 to 30 feet right along its whole course through this delta. With a uniform depth all the way to the sea, the undercurrent will run quickly and drain off the flood water more rapidly. Besides the deepening process, both shores should be regulated so as to give a uniform width to the channel. Midstream shoals and islands should be removed.

The East River Valley does not suffer so severely from floods as those of the other two rivers, the West and the North, and its remedy will be provided in the regulation of the river for navigation. This will be dealt with in that connection.

Second, the problem of navigation in the Canton Delta in connection with the three rivers. In dealing with this question we commence with the West River. In former days the traffic between the West River Valley and Canton always passed through Fatshan and Samshui, a distance of about 35 miles. But since the silting up of the Fatshan Channel below Sainam, the traffic has to take a great detour by descending the Pearl River southeastward as far as Fumen, then turn northwest into the Shawan Channel, then southeast into the Tamchow Channel, and then west into the Tailiang Channel and south into the Junction Channel and Maning Reach. Here it enters into the West River and runs a northwesterly direction up to Samshui Junction on this river. The whole journey covers a distance of about 95 miles, which compared with the old route is longer by 60 miles. The traffic between Canton and the West River Valley is very great. At present there are many thousands of steam launches plying between Canton City and the outlying districts, and more than half of that number are carrying traffic to and fro on the West River. Every boat has to run 95 miles on each trip whereas if the channel between Samshui and Canton is improved, the distance would be only 35 miles. What a great saving it will be!

In our project to improve the Canton Approach and Harbor, I suggested the draining of a deep channel from the sea to Whampoa and from Whampoa to Tamchow Channel. We now have to prolong this channel from its Tamchow Junction up to Samshui Junction on the West River. This Channel should be made at least 20 feet deep so as to join the deeper water of the West River above the Samshui Junction. And the same depth should be maintained in the North River itself some distance above Samshui, so as to give facility for the navigation of larger vessels up the river when the whole waterway is improved.

To improve the East River for navigation in the Canton Delta we should concentrate the current of its estuaries into one single outlet by using the right channel which joins the Pearl River at Davids Island, thus deepening the channel as well as shortening the distance between Canton and the East River districts when the upper part of the river is improved.

Another improvement in the Canton Delta for navigation is the opening of a straight canal between Canton City and Kongmoon so as to shorten the passage of the heavy traffic between this metropolis and the Szeyap districts. This canal should begin by straightening the Chanchun Creek south of Canton as far as Tsznai. Then crossing the Tamchow Channel it should enter into the Shuntuck Creek and follow this creek to its end emerging into the Shuntuck Branch at right angles. From there, a new canal must be cut straight to the turn of the Tailiang Channel near Yungki, then the canal should follow this channel through Yellow Reach as far as the Junction Bend. Here another new canal must be cut through to the Hoichow Creek, then it should follow Kuchan Channel to the main channel of the West River, and crossing it enter into the Kongmoon Branch. Thus, a straight canal can be formed between Canton and Kongmoon. In order to understand the improvement of the Canton Delta more clearly see Maps XIV and XV.

Third, the problem of reclamation. A very profitable undertaking in the Canton Delta is the reclamation of new land. This process has been going on for centuries. Many thousands of acres of new land are thus being added to cultivation from year to year. But hitherto all the reclamation has been effected by private enterprise only, and there are no regulations for it. So sometimes this private enterprise causes great detriment to public welfare such as blocking up navigable channels and causing floods. A glaring case is the reclamation work just above the Moto Islands, which blocks more than half of the Main Channel of the West River. In the regulation of the West River, I propose to cut this new land away. In order to protect the public welfare, the reclamation work in this Delta must be taken up by the State and the profits must go to defray the expenses of improving this waterway system for navigation, as well as for the prevention of floods. At present, the area that can be gradually reclaimed is large in extent. On the left side of the Canton Estuary, the available area is about 40 square miles, and on the right side, about 140 square miles. On the estuaries of the West River from Macao to Tongkwa Island, there is an available area of about 200 square miles. Of the 380 square miles, about one fourth would be ready for reclamation within the next ten years. That is to say about 95 square miles could be reclaimed and put to cultivation within a decade. As one square mile contains 640 acres and one acre six mow, so 95 square miles will be equal to 364,800 mow. As cultivated land in this part of China generally costs more than fifty dollars a mow, so, if fifty dollars be taken as the average rate, the value of these 364,800 mow would amount to $18,240,000. This will help a great deal to defray the expenses of improving the waterway for navigation and for preventing floods in this Delta.

b. The West River

The West River is at present navigable for comparatively large river steamers up to Wuchow, a distance of 220 miles by water from Canton, and for small steamers up to Nanning, a distance of 500 miles from Canton, at all seasons. As for small crafts, the West River is navigable in most of its branches, west to the Yunnan frontier, north to Kweichow, northeast to Hunan and the Yangtze Valley by the Shingan Canal.

In improving the West River for navigation I shall divide the work into subsections as follows:

(1) From Samshui to Wuchow.

(2) From Wuchow to the junction of the Liukiang.

(3) Kweikiang or the North Branch of the West River from Wuchow to Kweilin and beyond.

(4) The South Branch from Shunchow to Nanning.

(1) From Samshui to Wuchow. This part of the West River is generally deep and does not need much improvement for vessels up to ten-foot draught excepting at a few points. The midstream rocks should be blasted and removed and sand banks and dilating parts should be regulated by submerged dikes to secure a uniform channel and to make the velocity of the current even, so that a stable fairway could be maintained all the year round. The traffic of this river would be sufficiently great to pay for all the improvements which we propose to make.

(2) From Wuchow to the Junction of the Liukiang. At this junction, a river port should be built to connect the deep navigation from the sea and the shallow navigation of Hungshui Kiang and the Liukiang which penetrate the rich mineral districts of Northwest Kwangsi and Southwest Kweichow. This port will be about fifty miles from Shunchow which is the junction of the Nanning branch of the river. So here, we have only to improve a distance of fifty miles, for the improvement of the river between Shunchow and Wuchow will be included in the plan for the Nanning Port. Dams and locks would be necessary to make this part of the river navigable for ten-foot draught vessels. But these dams at the same time would serve the purpose of producing water power.

(3) Kweikiang or the North Branch of the West River from Wuchow to Kweilin and beyond. As Kweikiang is smaller, shallower and has more rapids along its course, so its improvement will be more difficult than that of the other parts of the waterway. But this will be a very profitable proposition in this Southern waterway project, for this river not only serves the purpose of transportation in this rich territory but will also serve as a passage for through traffic between the Yangtze and the West River valleys. The improvement should commence from the junction at Wuchow up to Kweilin, and thence upward to the Shingan Canal, then downward to the Siang River, and thereby connecting with the Yangtze River. A series of dams and locks should be built for vessels to ascend to the inter-watershed canal and another series should descend on the other side. The expenses of building these two series of dams and locks could not be estimated until accurate surveys are made. But I am sure this project will be a paying one.

(4) From Shunchow to Nanning. This portion of the Yuhkiang is navigable for small steamers up to Nanning, the center of commerce in South Kwangsi. From Nanning small crafts can navigate through the Yuhkiang as far as the east border of Yunnan, and through Tsokiang as far as the north border of Tongking. If this waterway be improved up to Nanning, then it would be the nearest deep river port for the rich mineral districts of the whole southwest corner of China, which includes the whole province of Yunnan, a greater part of Kweichow and half of Kwangsi. The immediate neighborhood of Nanning is also very rich in minerals, such as antimony, tin, iron, coal and also in agricultural products. So to make Nanning the head of a deep water communication system will be a paying proposition. To improve the waterway up to Nanning, a few dams and locks along its course will have to be built for vessels of ten-foot draught to go up as well as for water power. The expense for this work cannot be estimated without detailed surveys but it would probably be much less than the improvement of Kweikiang from Wuchow to the Shingan Canal.

c. The North River

The North River from Samshui to Shiuchow is about 140 miles long. The greater part of its course is confined in the hilly districts, but after it emerges from the Tsingyuen Gorge it comes into a wide, open country, which connects with the plain of Canton. Here the dangerous floods occur most often. Since the silting up of its proper outlet below Sainam, the North River from that point up to the gorge has become shallower every year, so the dikes at the left side, that is, on the side of the plain, often break thus causing the inundation of the whole plain above Canton. Thus the regulation of the river at this part has two aspects to be considered: First, the prevention of floods and second, the improvement for navigation. In dealing with the first aspect nothing could be better than deepening the river by dredging. In the improvement of the Canton Approach and Harbor and also of the Canton Delta, we have to cut a deep channel right from the deep sea up to Sainam. In the improvement of the lower part of the North River, we have simply to continue the cutting process higher up until we have a deep channel, say 15 to 20 feet as far as the Tsingyuen Gorge, either by artificial or natural means. By this deepening of the bottom of the river, the present height of the dikes will be quite enough to protect the plains from being flooded.

In dealing with the second aspect, as we have already deepened the part of the river from Sainam to the Tsingyuen Gorge for flood prevention, we have at the same time solved the navigation question. It has now only the upper part to be dealt with. I propose to make this river navigable up to Shiuchow, the center of commerce as well as the center of the coal and iron fields of Northern Kwangtung. To improve the part above the gorge for navigation, dams and locks should be built in one or two places before a ten-foot draught vessel can ascend up to that point. Although this river is parallel with the Hankow-Canton Railway, yet if the coal and iron fields of Shiuchow are properly developed, a deep waterway will still be needed for cheap transportation of such heavy freight as iron and coal to the coast. So to build dams for water power and to construct locks for navigation in this river will be a profitable undertaking as well as a necessary condition for the development of this part of the country.

d. The East River

The East River is navigable for shallow crafts up to Laolung Sze, a distance of about 170 miles from the estuary at the lower point of Davids Island near Whampoa. Along its upper course, rich iron and coal deposits are found. Iron has been mined here since time immemorial. At present most of the utensils used in this province are manufactured from the iron mined. So to make a deep navigable waterway up to these iron and coal fields will be most remunerative.

To improve the East River for navigation as well as for flood prevention, I propose to start the work at the lower point of Davids Island as stated in the improvement of the Canton Approach. From here, a deep channel should be dredged up to Suntang, and a mile above that point a new channel should be opened in the direction of Tungkun city, by connecting the various arms of water between these two places and joining the left branch of the East River immediately above Tungkun city. All other channels leading from this new channel to the Pearl River should be closed up to normal water level so as to make these closed-up channels serve as flood outlets in rainy seasons. Thus by blocking up the rest of the estuaries of the East River, all the water would form one strong current which would dredge the river bottom deeper, and maintain the depth permanently. The body of the river should be trained to a uniform width right along its course up to tidal point, and above this point, the river should be narrowed in proportion to its volume of water. Thus the whole river would dredge itself deep far up above Waichow city. The railway bridge at the south side of Shelung should be made a turning bridge so as to permit large steamers to pass through it. Some sharp turns of the river should be reduced to gentle curves and midstream obstacles should be removed. The portion of the river above Waichow should be provided with dams and locks so as to enable ten-foot draught vessels to ascend as near as possible to the iron and coal fields in the valley.

PART III
The Construction of the Southwestern Railway System of China

The southwestern part of China comprises Szechwan, the largest and richest province of China Proper, Yunnan, the second largest province, Kwangsi and Kweichow which are rich in mineral resources, and a part of Hunan and Kwangtung. It has an area of 600,000 square miles, and a population of over 100,000,000. This large and populous part of China is almost untouched by railways, except a French line of narrow gauge from Laokay to Yunnanfu, covering a distance of 290 miles.

There are great possibilities for railway development in this part of the country. A network of lines should radiate fan-like from Canton as pivot to connect every important city and rich mineral field with the Great Southern Port. The construction of railways in this part of China is not only needed for the development of Canton but also is essential for the prosperity of all the southwestern provinces. With the construction of railways rich mines of various kinds could be developed and cities and towns could be built along the lines. Developed lands are still very cheap and undeveloped lands and those with mining possibilities cost almost next to nothing even though not state owned. So if all the future city sites and mining lands be taken up by the government before railway construction is started, the profit would be enormous. Thus no matter how large a sum is invested in railway construction, the payment of its interest and principal will be assured. Besides, the development of Canton as a world port is entirely dependent upon this system of railways. If there be no such network of railway traversing the length and breadth of the southwestern section of China, Canton could not be developed up to our expectations.

The southwestern section of China is very mountainous, except the Canton and Chengtu plains, which have an area of from 3,000 to 4,000 square miles each. The rest of the country is made up almost entirely of hills and valleys with more or less open space here and there. The mountains in the eastern part of this section are seldom over 3,000 feet high but those near the Tibetan frontier generally have an altitude of 10,000 feet or more. The engineering difficulties in building these railways are much greater than those of the northwestern plain. Many tunnels and loops will have to be constructed and so the construction costs of the railway per mile will be greater than in other parts of China.

With Canton as the terminus of this system of railroads, I propose that the following lines be constructed:

• a. The Canton-Chungking line via Hunan.
• b. The Canton-Chungking line via Hunan and Kweichow.
• c. The Canton-Chengtu line via Kweilin and Luchow.
• d. The Canton-Chengtu line via Wuchow and Suifu.
• e. The Canton-Yunnanfu-Tali-Tengyueh line ending at the Burma border.
• f. The Canton-Szemao line.
• g. The Canton-Yamchow line ending at Tunghing, on the Annam border.

a. The Canton-Chungking Line via Hunan

This line will start from Canton and follow the same direction as the Canton-Hankow line as far as the junction of the Linkiang with the North River. From that point the railroad turns into the valley of Linkiang, and follows the course of the river upward above the city of Linchow. There it crosses the watershed between the Linkiang and the Taokiang and proceeds to Taochow, Hunan. Thence it follows the Taokiang to Yungchow, Paoking, Sinhwa, and Shenchow, and up to Peiho across the boundary of Hunan into Szechwan by Yuyang. From Yuyang the line proceeds across the mountain to Nanchuen, thence to Chungking after crossing the Yangtze. This railway which has a total length of about 900 miles passes through a rich mineral and agricultural country. In the Linchow district north of Kwangtung, rich coal, antimony, and wolfram deposits are found; in southwestern Hunan, tin, antimony, coal, iron, copper and silver; and at Yuyang, east of Szechwan, antimony and quicksilver. Among agricultural products found along this line we may mention sugar, groundnuts, hemp, tung oil, tea, cotton, tobacco, silk, grains, etc. There is also an abundance of timber, bamboo and various kinds of forest products.

b. The Canton-Chungking Line via Hunan and Kweichow

This line is about 800 miles in length, but as it runs in the same track with line (a) from Canton to Taochow, a distance of about 250 miles, it leaves only 550 miles to be accounted for. This line, therefore, actually begins at Taochow, Hunan, and goes through the northeastern corner of Kwangsi passing by Chuanchow, and then through the southwestern corner of Hunan passing by Chengpu and Tsingchow. Thence it enters into Kweichow by Sankiang and Tsingkiang and crosses a range of hill to Chengyuan. From Chengyuan this line has to cross the watershed between Yuan Kiang and Wukiang to Tsunyi. From Tsunyi it will follow the trade route which leads to Kikiang and then crosses the Yangtze by the same bridge as line (a) to Chungking. This railway will also pass through rich mineral and timber districts.

c. The Canton-Chengtu Line via Kweilin and Luchow

This line is about 1,000 miles long. It runs from Canton directly west to Samshui, where it crosses the North River to the mouth of Suikong. Then, it ascends the valley of the same name to Szewui and Kwongning. Next, it enters into Kwangsi at Waisap, thence to Hohsien and Pinglo. From there it follows the course of the Kweikiang up to Kweilin. Thus the rich iron and coal fields that lie between these two provincial capitals, Canton and Kweilin, will be tapped. From Kweilin the road turns west to Yungning and then proceeds to follow the Liukiang valley into Kweichow province at Kuchow. From Kuchow it goes to Tukiang and Pachai and following the same valley it crosses a range of hills into Pingyueh, thence it goes across the Yuankiang watershed into the Wukiang valley at Wengan and Yosejen. From Yosejen it follows the trade route through Luipien hills to Jenhwai, Chishui, and Nachi. Then it crosses the Yangtzekiang to Luchow. From Luchow, it runs through Lungchang, Neikiang, Tzechow, Tseyang and Kienchow to Chengtu. The last part of the line traverses very rich and populous districts of the famous Red Basin of Szechwan province. The middle portion of this line between Kweilin and Luchow lies in a very rich mineral country which possesses great possibilities for further development. This line will open up a thinly populated part for the crowded districts at both ends of the line.

d. The Canton-Chengtu Line via Wuchow and Suifu

This line is about 1,200 miles in distance. It commences at the west end of the Samshui bridge which crosses the North River at that point for line (c), and following the left bank of the West River enters the Shiuhing Gorge to the Shiuhing city. It passes Takhing, Wuchow, and Tahwang along the same bank. While the river here turns southwestwards the line turns northwestwards to Siangchow and then crosses Liukiang to Liuchow and Kingyuan. Then it goes to Szegenhsien and across the Kwangsi and Kweichow border to Tushan and Tuyun. From Tuyun the line turns more westerly to Kweiyang, the capital of Kweichow Province. Next, it proceeds to Kiensi and Tating and then leaving the Kweichow border at Pichieh it enters Yunnan at Chenhiung. Turning northward to Lohsintu and crossing the Szechwan border at that point, it proceeds to Suifu. From Suifu the road follows the course of the Minkiang, passes by Kiating and enters the Chengtu plain to Chengtu, the capital of Szechwan. This line runs from one densely populated district to another and passes through a wide strip of thinly populated and undeveloped country in the middle. Along its course many rich iron and coal fields, silver, tin, antimony, and other valuable metal deposits are found.

e. The Canton-Yunnanfu-Tali-Tengyueh Line

This line is about 1,300 miles in length from Canton to the Burma border at Tengyueh. The first 300 miles of the line from Canton to Tahwang will be the same as line (d). From the Tahwang junction this line branches off to Wusuan and following in a general way the course of the Hungshui Kiang passes through Tsienkiang and Tunglan. Then it cuts across the southwestern corner of Kweichow province passing by Sinyihsien and thence enters Yunnan province at Loping and by way of Luliang to Yunnanfu, the capital of the province. From Yunnanfu this line runs through Tsuyung to Tali, then turns southwestwards to Yungchang and Tengyueh ending at the Burma border.

At Tunglan, near the Kweichow border in Kwangsi, a branch line of about 400 miles should be projected. This line should follow the Pepan Kiang valley, up to Kotuho, and Weining. Thence it enters Yunnan at Chaotung, and crosses the Yangtze River at Hokeow, where it enters Szechwan. Crossing the Taliang mountain, it goes to Ningyuan. This branch line taps the famous copper field between Chaotung and Ningyuan, the richest of its kind in China.

The main line running through the length of Kwangsi and Yunnan from east to west, will be of international importance, for at the frontier it will join the Rangoon Bhamo line of the Burmese Railway System. It will be the shortest road from India to China. It will bring the two populous countries nearer to each other than now. By the new way the journey can be made in a few days, whereas by the present sea-route it takes as many weeks.

f. The Canton-Szemao Line

This line to the border of Burma is about 1,100 miles long. It starts from south of Canton, passes Fatshan, Kunshan, and crosses the West River from Taipinghü to Samchowhü. Thence it proceeds to Koming, Sinhing, and Loting. After passing Loting it crosses the Kwangsi border at Pingho, and proceeds to Junghsien and then westward, crossing the Yukiang branch of the West River, to Kweihsien. Thence it runs north of Yukiang to Nanning. At Nanning a branch line of 120 miles should be projected. Following the course of the Tsokiang it goes to Lungchow where it turns southward to Chennankwan on the Tongking border to join the French line at that point. The main line from Nanning proceeds in the same course as the upper Yukiang to Poseh. Then it crosses the border into Yunnan at Poyai, and by way of Pamen, Koukan, Tungtu and Putsitang to Amichow, where it crosses the French Laokay-Yunnan line. From Amichow it proceeds to Linanfu, Shihping and Yuankiang where it crosses the river of the same name. Thence it passes through Talang, Puerhfu and Szemao and finally ends at the border of Burma near the Mekong River. This line taps the rich tin, silver, and antimony deposits of south Yunnan and Kwangsi, while rich iron and coal fields are found right along the whole line. Gold, copper, mercury, and lead are also found in many places. As regards agricultural products, rice and groundnuts are found in great abundance, also camphor, cassia, sugar, tobacco, and various kinds of fruits.

g. The Canton-Yamchow Line

This line is about 400 miles long measuring from the west end of the Sikiang bridge. Starting from Canton it runs on the tracks of line (f) as far as the farther side of the bridge over the West River. Thence it branches off to the southwest to Hoiping and Yanping, and by way of Yeungchun to Kochow and Fachow. At Fachow, a branch line of 100 miles should be projected to Suikai, Luichow and Haian on the Hainan Straits where, by means of a ferry, it connects with Hainan Island. The main line continues from Fachow westward to Sheshing, Limchow, Yamchow and ends on the Annam border at Tunghing, where it may connect with a French line to Haiphong. This line is entirely within the Kwangtung province. It passes through a very populous and productive country. Coal and iron are found along the whole line, while gold and antimony, in some parts. Agricultural products, as sugar, silk, camphor, ramie, indigo, groundnuts, and various kinds of fruits are raised here.

The total length of this system as outlined above is about 6,700 miles. In addition there will be two connecting lines between Chengtu and Chungking; another from east of Tsunyi on line (b) southward to Wengan on line (c); another from Pingyueh on line (c) to Tuyun on line (d); another from the border of Kweichow on line (d) through Nantan and Noti to Tunglan on line (e), thence through Szecheng to Poseh on line (f). These connecting lines total about 600 miles. So the grand total will be about 7,300 miles.

This system will be intersected by three lines. First, the existing French line from Laokay to Yunnanfu with a projected line from Yunnanfu to Chungking crosses line (f) at Amichow, line (e) at Weining, line (d) at Suifu, line (c) at Luchow, and meets lines (a) and (b) at Chungking. Second, the projected British line from Shasi to Sinyi crosses line (a) at Shenchow, line (b) at Chenyuen, line (c) at Pingyueh, line (d) at Kweiyang and a branch of line (e) at a point west of Yungning. Third, the projected American line from Chuchow to Yamchow crosses line (a) at Yungchow, line (b) at Chuanchow, line (c) at Kweilin, line (d) at Liuchow, line (e) at Tsienkiang, line (f) at Nanning, and meets line (g) at Yamchow. Thus, if this system and the three projected French, British, and American lines are completed, Southwestern China would be well provided with railway communications.

All these lines will run through the length and breadth of a vast mineral country, in which most of the essential and valuable metals of the world are found. There is no place in the world which possesses as here so many varieties of rare metals, such as wolfram, tin, antimony, silver, gold, and platinum and at the same time so richly provided with the common but essential metals, such as copper, lead, and iron. Furthermore, almost every district in this region is abundantly provided with coal, so much so that there is a common saying: "Mu mei pu lih cheng," that is, "Nobody would build a city where there is no coal underneath." The idea was that in case of a siege those within the city might obtain fuel from under the ground. In Szechwan, petroleum and natural gas are also found in abundance.