PROGRAM III
The main feature of the third program will be the constructionof a great southern port which will complete the plan for three first-class seaports in China as proposed in the preliminary part of thisInternational Development Scheme. Our Great Southern Port willnaturally be Canton, which is not only the center of commerce inSouth China but also the largest city in all China. Until recent timeit was the largest city on the coasts of the Pacific, and the centerof commerce of Asia. With the development of China, Canton willsurely resume its former importance. Around this southern me-tropolis 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 Hong-kong since its cession to England after the Opium War. But as acommercial center of South China, Canton still holds its own, de-spite the advantages of deep-water harbor, the artificial improve-ments of Hongkong, and the political dominance of England. Theloss of its position as a seaport is entirely due to the ignorance ofthe Chinese people who never made any combined effort to
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improve the welfare of the country, and also to the corrupt gov-ernment and officials of the Manchu Dynasty. Since the establish-ment of the Republic, the people have begun to awake very rapidlyand many schemes have been suggested to make Canton a sea-port. This awakening of the millions of Chinese has caused muchapprehension to the Hong Kong Government. The authorities of thatcolony have been doing their utmost to hinder every move to re-store 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, thenall the services that Hong Kong performs for her as a shipping stagewould be dispensed with altogether. But a developed Canton anda prosperous China will recompense Hongkong in various ways ahundred times more than its present position as the monopolizedocean port of a backward and poor China. Just look at the port ofVictoria in British Columbia, which was once the only seaport ofWest Canada as well as the Northwestern region of the United States,but it prospered very little then with an undeveloped hinterlanddespite its monopolistic character. Whereas as soon as the rival portsarose, Vancouver on its own side, and Seattle and Tacoma on theAmerican side, all within the same distance as Hongkong is to Can-ton, all of them because of a developed hinterland prospered won-derfully, despite the keen competition between them as seaports.Thus, we see that competitive seaports like Vancouver, Seattle, andTacoma instead of killing Victoria, as was one supposed by short-sighted people, have made it more prosperous than ever. Then, whydoubt that a prosperous Canton and a developed China would notgive the same result to Hongkong? This is but a natural outcome.Therefore, there should be no fear that a prosperous Canton anda developed China would be harmful to Hongkong as a free port.So, instead of doing the utmost as hitherto to hinder the devel-opment of Canton as a seaport, the Hongkong authorities shoulddo their utmost to encourage such a project. Besides, the devel-opment of Canton and South China will benefit the English as awhole commercially a hundred times more than Hongkong can doat present. Although the local authorities of that crown colony do
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not see far enough to realize it, however, I believe that the greatstatesmen and captains of industries in the now mightiest empireof the world would surely see it. With this belief in my mind I feelquite safe in giving publicity to the scheme of my international de-velopment of Canton as a world port in South China. Canton is situated at the head of the Canton Delta, which isformed by the junction of three rivers-the Sikiang or West River,the Peikiang or North River, and the Tungkiang or East River. Thearea of this delta is about 3,000 square miles and it has the mostfertile alluvial soil known in China. The land yields three crops ayear-two crops of rice and one crop of other products such as po-tatoes or beets. In silk culture, it gives eight crops every year. Themost delicious fruits of many varieties are produced in this delta.This is the most thickly populated district of all China. Within thisdelta and its immediate neighborhood, more than half of the pop-ulation of Kwangtung province is found. This is the reason why,despite the great productivity of this fertile delta, large quantitiesof foods have to be supplied by the surrounding country as wellas by foreign imports. Before the age of machinery, Canton for cen-turies was well known as an industrial center of Eastern Asia. Theworkmanship and handicraft of its people are still unequaled inmany parts of the world. If machinery will be introduced in its in-dustries under our international development scheme, Canton willsoon recover its former grandeur as a great manufacturing center. As a world port, Canton is in a most advantageous position. Be-ing situated at the junction of three navigable rivers and at the headof the ocean navigation, it is a pivot of inland water as well as oceancommunication in South China. If the Southwestern railway sys-tem is completed, then Canton will be equal in importance to thetwo great ports in North and East China, in regard to transporta-tion facilities. The ocean approach of Canton is generally deep ex-cepting at two points which can be easily trained and dredged toenable modern liners to pass in and out at any hour. The deep
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water line of the ocean reaches up to Lingting Island, where thedepth is from 8 to 10 fathoms. Above Lingting, the channel get shal-lower (about 3 or 4 fathoms) and runs about 15 miles up to theFumen Entrance. From this point the water becomes deep again(between 6 and 10 fathoms) right up to the Second Bar-a distanceof 20 miles. At the Second Bar, the water is about 18 to 20 feetdeep for only a few hundred yards. After crossing the Second Bar,the water becomes deep again for a distance of 10 miles averagingabout 30 feet deep up to the First Bar which will be the city limitof our future Canton.
To improve the Approach to Canton, I suggest that two sub-merged training walls be built at the left side of Canton Estuaryabove Lingting Island-one from the shore to the head of the KongsuBank, and another from the end of the same bank to the head ofthe Lingting Bank. The first training wall will be 3 to 4 feet underwater just at the same level of the bank. The second wall will befrom 4 feet at one end to 16 feet at the other, which are the levelsof the respective banks which it connects. (See (1) (3) Map XI.)It will cross a channel of 24 feet deep between them. These twowalls together with the four-foot Kongsu Bank will act as one con-tinuous wall and will direct the undercurrent which now runs be-tween the left shore and Lingting Bank, into the middle part of theestuary, thus cutting a channel between the bar and the bank ofthe same name to meet the deep water on the west side of Ling-ting Island. On the right side of the Canton Estuary, a training wallshould be built from the lower part of Fraser Bank in a southeast-erly direction across the 24-foot channel into the Lingting Bar end-ing at the east edge of that bar. (See (2) Map XI.) Thus, with thesesubmerged walls on both sides of the estuary to confine the under-current in the middle, a very deep channel can be formed to con-nect with the Fumen Entrance at one end and the Lingting troughat the other both of which are about 50 feet deep so that a thor-oughfare from deep sea right up to the Second Bar of the Pearl Riverwill be created.

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These submerged sea walls taken together are about 8 milesin length and will be built only 6 to 12 feet from the bottom ofthe sea. The expenses will not be much while the acceleration ofthe natural reclamation process will be very great. Thus, the landsthat will be formed on both sides by these walls will far more thanrepay the expenses of the work of building these walls. To regulate the Approach of Canton, in that part of the PearlRiver from the Fumen Entrance to Whangpoo, I suggest that theEast River Estuaries be concentrated in a single outlet by using theuppermost channel which joins the Pearl River at the lower pointof Davids Island. The other outlets of the East River, which joinsthe Pearl River below the Second Bar, should be closed up by damsbuilt to the height of the normal water level so as to permit themto serve as flood channels in the rainy season. By concentratingthe whole volume of water of the East River above the Second Bar,a stronger current could be obtained to flush the upper part of thissection of the river.
In the training works of this section, I propose that several jet-ties should be built as follows: First, a jetty from Elliot Island atpoint (A) to the farther side of Calcutta Shoal opposite the lowerpoint of Parker Island. This will block the current between ElliotIsland and Calcutta Shoal and divert it into the present 36-foot chan-nel thus making it deeper by its natural force. Second, another jettyfrom Bolton Island, at point (B) to midstream terminating at thelower 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 midstreamterminating at the lower side of the same bar on the left side ofthe river. Thus the Second Bar would be flushed by the concen-trated current created by these two jetties. The shallow bottomabove these jetties should be dredged to the required depth. If arocky bottom is found at this bar it should be blasted and removed,so as to give a uniform depth to the whole approach. Fourth, thechannel between the right bank of the river and Bolton Island should
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be blocked up at (D). Fifth, a jetty from Pattinger Island at (E) tothe head of the Second Bar Bank in midstream so as to cut off thecurrent at the left side of the river and to increase the velocity inthe middle channel. Sixth, a jetty from the right shore at (F) aboutmidway between Danes Island and the Second Bar, should be builtto the head of the Midstream Shoal so as to cut off the current atthe right side of the river. And seventh, another jetty from the lowerpoint of Davids Island at (G) to midstream opposite to the end ofjetty (F). Jetties (G) and (F) will concentrate the current of the up-per Pearl River while at the same time jetty (G) will also turn theEast River current into the same direction as that of the Pearl River.(See Map XII.)
By these seven jetties, the current between Whangpoo and Fu-men could be controlled and the bottom of the river flushed to adepth 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 lengthand mostly in very shallow water. After the building of these jet-ties, land will be rapidly formed between jetties along both sidesof the channel by natural process. The reclaimed land alone willbe quite enough to pay the expenses of consturcting these jetties,aside from the fact that the main object of regulating the river andopening up a deep channel for ocean transportation will have beenrealized.
Having dealt with the approach to Canton, we may now takeup the improvement of Canton City itself as a world port. The har-bor limit of Canton will be at the First Bar. From there, the harborwill follow the deep water of Cambridge Reach and the water be-tween Whampoa and Danes Island into American Reach. At thispoint it will cut through Actason Island to the south of Honam Is-land and follow the Elliot Passage to Mariners Island. From Mar-iners Island following the Fatshan Creek, a straight channel shouldbe cut in a southwesterly direction to the Tamchow Channel. Thus,
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a new waterway will be made from the First Bar to Tamchow Chan-nel, a distance of about 25 miles. This waterway will be the mainoutlet of the North River as well as a thoroughfare for the WestRiver, and will also serve as the harbor of Canton. By conveyingall the water of the North River and a part of that of the West Riverthrough this waterway, the current will be strong enough to flushthe harbor to a depth of 40 feet or more. (See Map XIII.) The new city of Canton will be extended from Whangpoo toFatshan, separated by the Macao Fort and Shameen Reaches. Thesection that lies east of this water should be developed into com-mercial quarters and that west of it into factory quarters. The fac-tory section should be transected by canals connecting with theFati and Fatshan Creeks so as to give cheap transportation facil-ities to every factory. In the commercial section, tidal wharves withmodern plants and warehouses should be provided. A bund shouldbe built from the First Bar Island along the north side of the newwaterway, the west side of Honam Island to connect with the bundof Shameen, and the northwestern side of Canton city. Anotherbund should be built from above Fati along the east side of FatiIsland to Mariners Island thence turning southwest along the leftbank of the new waterway. The Front Reach, that is, the river be-tween the present Canton city and Honam Island should be filledup from the upper point of Honam to Whampoa for city building. In regard to the question of remuneration, the developmentof Canton as a world port will be the most profitable undertakingof the kind in the International Development Scheme. Because, be-sides its commanding position as a commercial metropolis and itspossession of advantageous facilities as a manufacturing center ofSouth China, a modern residential city is in great demand in thispart of the country. The well-to-do people and merchants of thisrich delta as well as those retired Chinese merchants and million-aires abroad all over the world are very eager to spend theirremaining days at home. But owing to the lack of modern
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conveniences and comforts they reluctantly remain in foreign coun-tries. Thus to build a new city with modern equipments for res-idential purposes alone, in Canton, would pay splendidly. The landoutside of Canton is at present about 200 dollars a mow. If the landmarked off for the future city of Canton should be taken up by theState on the same basis as elsewhere in this International Devel-opment Scheme, immediately after the streets are laid out and im-provements made, the price of land would rise from ten to fifty timesits original value.
The landscape of the environment of Canton is exceptionallybeautiful and charming. It is an ideal place for planning a gardencity with attractive parks. The location of the city of Canton re-sembles 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 indu-strial and commercial center and provide as well natural sceneryfor the enjoyment of man. The beautiful valleys and hills of thenorthern shore of the Pearl River could be laid out for ideal winterresorts and the high mountain tops could be utilized for summerresorts.
Within the city limits at the northwest corner, a rich coal fieldhas been found. When the coal is mined and modern plants for gen-erating electricity and producing gas are provided, then cheap elec-tricity and gas could be had for transportation, for manufacturing,for lighting, heating, and cooking purposes. And so the presentwasteful methods of transportation, and expensive fuels for manu-facturing and cooking for the populous city of Canton can be doneaway with entirely. Thus great economic wonders could be wroughtby such improvements. The present population of Canton is overa million and if our development plan is carried out, this city wouldgrow in leaps and bounds within a very short time. The populationwill become greater than any other city and the profit of our under-taking will become correspondingly large.

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PART II
THE IMPROVEMENT OF THE WATERWAY SYSTEM
OF CANTON
The most important waterway system in South China is theCanton system. Besides this the others are not of much importanceand will be dealt with elsewhere with their ports. In dealing withthe 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 prop-osition from three points of view: First, the problem of flood pre-vention; second, the problem of navigation; and third, the problemof reclamation. Each of these problems affects the others so thesolution of one will help that of the others.
First, the problem of flood prevention. The frequent repetitionof floods in recent years has wrought great disasters to the peoplein the neighborhood of Canton. It has destroyed lives by the thou-sands and property by the millions. The part which suffers mostis the country between Canton and Lupao, lying just immediatelynorth of the Canton Delta. This fatal spot is, I think, created by thesilting up of the main outlet of the North River immediately belowSainam. On account of this, the North River has to find its outletsthrough the West River by the short canal at Samshui and through
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two small streams one from Sainam, and another from Lupao. Theformer runs in a northeasterly direction and the latter in a south-easterly direction and they join at Kuanyao. From this point, theriver takes a northeasterly course as far as Kamli, thence, turningsoutheast, passes the west suburb of Canton. Since the North Riveris silted up below Sainam, its channel above that spot is also get-ting shallower every year. At present the river above Samshui cityis only about four or five feet deep. When the North River risesits water generally finds its way into the West River through theKongkun Canal. But if the West River should rise at the same time,then there would be no outlet for the North River and its waterwould accumulate until it overflowed its dikes above and below Lu-pao. This would naturally cause the dikes to break at some pointand allow the water to rush out and flood the whole country thatis meant to be protected by these dikes. The remedy for the NorthRiver is to reopen the main outlet below Sainam and have the wholechannel dredged deep from Tsingyuen to the sea. Fortunately, inour improvement of the navigation of the Canton Delta, we haveto do the same thing; so this one work will serve two purposes. The remedy for the West River is that the shallow part just atits junction with the sea between Wangkum and Sanchoo Islandsshould 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 tocut the river bed here to a depth of twenty feet or more. In thisway, a uniform depth is secured, for after passing the Moto Entrancethe West River has an average depth of 20 to 30 feet right alongits whole course through this delta. With a uniform depth all theway to the sea, the undercurrent will run quickly and drain off theflood water more rapidly. Besides the deepening process, bothshores should be regulated so as to give a uniform width to the chan-nel. Mid-stream shoals and islands should be removed. The East River Valley does not suffer so severely from floodsas those of the other two rivers, the West and the North, and its
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remedy will be provided in the regulation of the river for naviga-tion. This will be dealt with in that connection. Second, the problem of navigation in the Canton Delta in con-nection with the three rivers. In dealing with this question we com-mence with the West River. In former days the traffic between theWest River Valley and Canton always passed through Fatshan andSamshui, a distance of about 35 miles. But since the silting up ofthe Fatshan Channel below Sainam, the traffic has to take a greatdetour by descending the Pearl River south eastward as far as Fu-men, then turn northwest into the Shawan Channel, then south-east into the Tamchow Channel, and then west into the TailiangChannel and south into the Junction Channel and Maning Reach.Here it enters into the West River and runs a northwesterly direc-tion up to Samshui Junction on this river. The whole journey cov-ers a distance of about 95 miles, which compared with the old routeis longer by 60 miles. The traffic between Canton and the WestRiver Valley is very great. At present there are many thousandsof steam lanches plying between Canton City and the outlyingdistricts, and more than half of that number are carrying traffic toand fro on the West River. Every boat has to run 95 miles on eachtrip whereas if the channel between Samshui and Canton is im-proved, the distance would be only 35 miles. What a great savingit will be!
In our project to improve the Canton Approach and Harbor,I suggested the draining of a deep channel from the sea to Whang-poo and from Whampoa to Tamchow Channel. We now have toprolong this channel from its Tamchow Junction up to SamshuiJunction on the West River. This Channel should be made at least20 feet deep so as to join the deeper water of the West River abovethe Samshui Junction. And the same depth should be maintainedin the North River itself some distance above Samshui, so as to givefacility for the navigation of larger vessels up the river when thewhole waterway is improved.

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To improve the East River for navigation in the Canton Deltawe should concentrate the current of its estuaries into one singleoutlet by using the right channel which joins the Pearl River at Da-vids Island, thus deepening the channel as well as shortening thedistance between Canton and the East River districts when the up-per part of the river is improved.
Another improvement in the Canton Delta for navigation is theopening of a straight canal between Canton City and Kongmoonso as to shorten the passage of the heavy traffic between this me-tropolis and the Szeyap districts. This canal should begin by straight-ening the Chanchun Creek south of Canton as far as Tsznai. Thencrossing the Tamchow Channel it should enter into the ShuntuckCreek and follow this creek to its end emerging into the ShuntuckBranch at right angles. From there, a new canal must be cut straightto the turn of the Tailiang Channel near Yungki, then the canalshould follow this channel through Yellow Reach as far as the Junc-tion Bend. Here another new canal must be cut through to the Hoi-chow Creek, then it should follow Kuchan Channel to the mainchannel of the West River, and crossing it enter into the Kong-moon Branch. Thus, a straight canal can be formed between Can-ton and Kongmoon. In order to understand the improvement ofthe Canton Delta more clearly see Maps XIV and XV. Third, the problem of reclamation. A very profitable undertak-ing in the Canton Delta is the reclamation of new land. This pro-cess has been going on for centuries. Many thousands of acres ofnew land are thus being added to cultivation from year to year. Buthitherto all the reclamation has been effected by private enter-prise only, and there are no regulations for it. So sometimes thisprivate enterprise causes great detriment to public welfare suchas blocking up navigable channels and causing floods. A glaring caseis the reclamation work just above the Moto Islands, which blocksmore than half of the Main Channel of the West River. In the reg-ulation of the West River, I propose to cut this new land away. In
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order to protect the public welfare, the reclamation work in thisDelta must be taken up by the State and the profits must go to de-fray the expenses of improving this waterway system for naviga-tion, as well as for the prevention of floods. At present, the areathat can be gradually reclaimed is large in extent. On the left sideof the Canton Estuary, the available area is about 40 square miles,and on the right side, about 140 square miles. On the estuaries ofthe West River from Macao to Tongkwa Island, there is an avail-able area of about 200 square miles. Of the 380 square miles, aboutone fourth would be ready for reclamation within the next ten years.That is to say about 95 square miles could be reclaimed and putto cultivation within a decade. As one square mile contains 640acres and one acre six mow, so 95 square miles will be equal to364,800 mow. As cultivated land in this part of China generallycosts more than fifty dollars a mow, so, if fifty dollars be taken asthe average rate, the value of these 364,800 mow would amountto $18,240,000. This will help a great deal to defray the expensesof improving the waterway for navigation and for preventing floodsin this Delta.

B. The West River
The West River is at present navigable for comparatively largeriver steamers up to Wuchow, a distance of 220 miles by water fromCanton, and for small steamers up to Nanning, a distance of 500miles from Canton, at all seasons. As for small crafts, the West Riveris navigable in most of its branches, west to the Yunnan frontier,north to Kweichow, northeast to Hunan and the Yangtze Valley bythe Shingan Canal.
In improving the West River for navigation I shall divide thework into subsections as follows:
(1) From Samshui to Wuchow.
(2) From Wuchow to the junction of the Liukiang.
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(3) Kweikiang or the North Branch of the West River from Wu-chow to Kweilin and beyond.
(4) The South Branch from Shunchow to Nanning. (1) From Samshui to Wuchow. This part of the West River isgenerally deep and does not need much improvement for vesselsup to ten-foot draught excepting at a few points. The midstreamrocks should be blasted and removed, and sand banks and dilatingparts should be regulated by submerged dikes to secure a uniformchannel and to make the velocity of the current even, so that astable fairway could be maintained all the year round. The trafficof this river would be sufficiently great to pay for all the improve-ments which we propose to make.
(2) From Wuchow to the Junction of the Liukiang. At this junc-tion, a river port should be built to connect the deep navigationfrom the sea and the shallow navigation of Hungshui Kiang and theLiukiang which penetrate the rich mineral districts of NorthwestKwangsi and Southwest Kweichow. This port will be about fifty milesfrom Shunchow which is the junction of the Nanning branch ofthe river. So here we have only to improve a distance of fifty miles,for the improvement of the river between Shunchow and Wuchowwill be included in the plan for the Nanning Port. Dams and lockswould be necessary to make this part of the river navigable for ten-foot draught vessels. But these dams at the same time would servethe purpose of producing water power.
(3) Kweikiang or the North Branch of the West River from Wu-chow to Kweilin and beyond. As Kweikiang is smaller, shallowerand has more rapids along its course, so its improvement will bemore difficult than that of the other parts of the waterway. But thiswill be a very profitable proposition in this Southern waterway pro-ject, for this river not only serves the purpose of transportation inthis rich territory but will also serve as a passage for throughtraffic between the Yangtze and the West River valleys. The
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improvement should commence from the junction at Wuchow upto Kweilin, and thence upward to the Shingan Canal, then down-ward to the Siang River, and thereby connecting with the YangtzeRiver. A series of dams and locks should be built for vessels to as-cend to the inter-watershed canal and another series should de-scend on the other side. The expenses of building these two seriesof dams and locks could not be estimated until accurate surveysare made. But I am sure this project will be a paying one. (4) From Shunchow to Nanning. This portion of the Yukiangis navigable for small steamers up to Nanning, the center of com-merce in South Kwangsi. From Nanning small crafts can navigatethrough the Yukiang as far as the east border of Yunnan, andthrough Tsokiang as far as the north border of Tongking. If this wa-terway be improved up to Nanning, then it would be the nearestdeep river port for the rich mineral districts of the whole south-west corner of China, which includes the whole province of Yun-nan, a greater part of Kweichow and half of Kwangsi. The immediateneighborhood of Nanning is also very rich in minerals, such as an-timony, tin, iron, coal and also in agricultural products. So to makeNanning the head of a deep water communication system will bea paying proposition. To improve the waterway up to Nanning, afew dams and locks along its course will have to be built for ves-sels of ten-foot draught to go up as well as for water power. Theexpense for this work cannot be estimated without detailed sur-veys but it would probably be much less than the improvementof Kweikiang from Wuchow to the Shingan Canal.

C. The North River
The North River from Samshui to Siuchow is about 140 mileslong. 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 thedangerous floods occur most often. Since the silting up of its
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proper outlet below Sainam, the North River from that point upto the gorge has become shallower every year, so the dikes at theleft side, that is, on the side of the plain, often break thus causingthe inundation of the whole plain above Canton. Thus the regu-lation of the river at this part has two aspects to be considered:First, the prevention of flood and second, the improvement of nav-igation. In dealing with the first aspect nothing could be better thandeepening the river by dredging. In the improvement of the Can-ton Approach and Harbor and also of the Canton Delta, we haveto cut a deep channel right from the deep sea up to Sainam. Inthe improvement of the lower part of the North River, we have sim-ply to continue the cutting process higher up until we have a deepchannel, say 15 to 20 feet as far as the Tsingyuen Gorge, eitherby artificial or natural means. By this deepening of the bottom ofthe river, the present height of the dikes will be quite enough toprotect the plains from being flooded.
In dealing with the second aspect, as we have already deep-ened the part of the river from Sainam to the Tsingyuen Gorge forflood prevention, we have at the same time solved the navigationquestion. It has now only the upper part to be dealt with. I pro-pose to make this river navigable up to Siuchow, the center ofcommerce as well as the center of the coal and iron fields of North-ern Kwangtung. To improve the part above the gorge for naviga-tion, dams and locks should be built in one or two places beforea ten-foot draught vessel can ascend up to that point. Although thisriver is parallel with the Canton-Hankow Railway, yet if the coaland iron fields of Siuchow are properly developed, a deep water-way will still be needed for cheap transportation of such heavyfreight as iron and coal to the coast. So to build dams for waterpower and to construct locks for navigation in this river will be aprofitable undertaking as well as a necessary condition for the de-velopment of this part of the country.

D. The East River.

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The East River is navigable for shallow crafts up to Laolung Sze,a distance of about 170 miles from the estuary at the lower pointof Davids Island near Whangpoo. Along its upper course, rich ironand coal deposits are found. Iron has been mined here since timeimmemorial. At present most of the utensils used in this provinceare manufactured from the iron mined. So to make a deep nav-igable waterway up to these iron and coal fields will be mostremunerative.
To improve the East River for navigation as well as for floodprevention, I propose to start the work at the lower point of Da-vids Island as stated in the improvement of the Canton Approach.From here, a deep channel should be dredged up to Suntang, anda mile above that point a new channel should be opened in thedirection of Tungkun city, by connecting the various arms of wa-ter between these two places and joining the left branch of the EastRiver immediately above Tungkun city. All other channels leadingfrom this new channel to the Pearl River should be closed up tonormal water level so as to make these colsed-up channels serveas flood outlets in rainy seasons. Thus by blocking up the rest ofthe estuaries of the East River, all the water would form one strongcurrent which will dredge the river bottom deeper, and maintainthe depth permanently. The body of the river should be trainedto a uniform width right along its course up to tidal point, and abovethis point, the river should be narrowed in proportion to its vol-ume of water. Thus the whole river would dredge itself deep farup above Waichow city. The railway bridge at the south side of She-lung should be made a turning bridge so as to permit large steam-ers to pass through it. Some sharp turns of the river should bereduced to gentle curves and midstream obstacles should be re-moved. The portion of the river above Waichow should be pro-vided with dams and locks so as to enable ten-foot draught vesselsto ascend as near as possible to the iron and coal fields in thevalley.

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PART III
THE CONSTRUCTION OF THE SOUTHWESTERN RAILWAY
SYSTEM OF CHINA
The southwestern part of China comprises Szechwan, the larg-est and richest province of China Proper, Yunnan, the second larg-est province, Kwangsi and Kweichow which are rich in mineralresources, and a part of Hunan and Kwangtung. It has an area of600,000 square miles, and a population of over 100,000,000. Thislarge 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 partof the country. A network of lines should radiate fan-like from Can-ton as pivot to connect every important city and rich mineral fieldwith the Great Southern Port. The construction of railways in thispart of China is not only needed for the development of Cantonbut also is essential for the prosperity of all the southwestern pro-vinces. With the construction of railways rich mines of various kindscould be developed and cities and towns could be built along thelines. Developed lands are still very cheap and undeveloped landsand those with mining possibilities cost almost next to nothing eventhough not state owned. So if all the future city sites and mininglands be taken up by the government before railways constructionis started, the profit would be enormous. Thus no matter how largea sum is invested in railway construction, the payment of its in-terest and principal will be assured. Besides, the development ofCanton as a world port is entirely dependent upon this system ofrailways. If there be no such network of railway traversing the lengthand breadth of the southwestern section of China, Canton couldnot be developed up to our expectations.
The southwestern section of China is very mountainous,
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except the Canton and Chengtu plains, which have an area of from3,000 to 4,000 square miles each. The rest of the country is madeup almost entirely of hills and valleys with more or less open spacehere and there. The mountains in the eastern part of this sectionare seldom over 3,000 feet high but those near the Tibetan fron-tier generally have an altitude of 10,000 feet or more. The engi-neering difficulties in building these railways are much greater thanthose of the northwestern plain. Many tunnels and loops will haveto be constructed and so the construction costs of the railway permile will be greater than in other parts of China. With Canton as the terminus of this system of railroads, I pro-pose 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 An- nam border.

A. The Canton-Chungking Line via Hunan
This line will start from Canton and follow the same directionas the Canton-Hankow line as far as the junction of the Linkiangwith the North River. From that point the railroad turns into the
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valley of Linkiang, and follows the course of the river upward abovethe city of Linchow. There it crosses the watershed between theLinkiang and the Taokiang and proceeds to Taochow, Hunan.Thence it follows the Taokiang to Yungchow, Paoking, Sinhwa, andShenchow, and up to Peiho across the boundary of Hunan intoSzechwan by Yuyang. From Yuyang the line proceeds across themountain to Nanchuen, thence to Chungking after crossing theYangtze. This railway which has a total length of about 900 milespasses through a rich mineral and agricultural country. In the Lin-chow district north of Kwangtung, rich coal, antimony, and wol-fram deposits are found; in southwestern Hunan, tin, antimony, coal,iron, copper and silver; and at Yuyang, east of Szechwan, antimonyand quicksilver. Among agricultural products found along this linewe may mention sugar, groundnuts, hemp, tung oil, tea, cotton, to-bacco, silk, grains, etc. There is also an abundance of timber, bam-boo 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 sametrack with line (a) from Canton to Taochow, a distance of about250 miles, it leaves only 550 miles to be accounted for. This line,therefore, actually begins at Taochow, Hunan, and goes throughthe northeastern corner of Kwangsi passing by Chuanchow, andthen through the southwestern corner of Hunan passing by Chengpuand Tsingchow. Thence it enters into Kweichow by Sankiang andTsingkiang and crosses a range of hill to Chengyuan. From Cheng-yuan this line has to cross the watershed between Yuankiang andWukiang to Tsunyi. From Tsunyi it will follow the trade route whichleads to Kikiang and then crosses the Yangtze by the same bridgeas line (a) to Chungking. This railway will also pass through richmineral and timber districts.

C. The Canton-Chengtu Line via Kweilin and Luchow
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This line is about 1,000 miles long. It runs from Canton directlywest to Samshui, where it crosses the North River to the mouthof Suikiang. Then, it ascends the valley of the same name to Szewuiand Kwangning. Next, it enters into Kwangsi at Waisap, thence toHohsien and Pinglo. From there it follows the course of the Kwei-kiang up to Kweilin. Thus the rich iron and coal fields that lie be-tween these two provincial capitals, Canton and Kweilin, will betapped. From Kweilin the road turns west to Yungning and thenproceeds to follow the Liukiang valley into Kweichow province atKuchow. From Kuchow it goes to Tukiang and Pachai and follow-ing the same valley it crosses a range of hills into Pingyueh, thenceit goes across the Yuankiang watershed into the Wukiang valleyat Wengan and Yosejen. From Yosejen it follows the trade routethrough Luipien Hills to Jenhwai, Chishui, and Nachi. Then it crossesthe Yangtze to Luchow. From Luchow, it runs through Lungchang,Neikiang, Tzechow, Tzeyang and Kienchow to Chengtu. The lastpart of the line traverses very rich and populous districts of thefamous Red Basin of Szechwan province. The middle portion ofthis line between Kweilin and Luchow lies in a very rich mineralcountry which possesses great possibilities for further develop-ment. This line will open up a thinly populated part for the crowdeddistricts 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 atthe west end of the Samshui bridge which crosses the North Riverat that point for line (c), and following the left bank of the WestRiver enters the Shiuhing Gorge to the Shiuhing city. It passes Tak-hing, Wuchow, and Tahwang along the same bank. While the riverhere turns southwestwards the line turns northwestwards to Si-angchow and then crosses Liukiang to Liuchow and Kingyuan. Thenit goes to Szegenhsien and across the Kwangsi and Kweichow borderto Tushan and Tuyun. From Tuyun the line turns more westerlyto Kweiyang, the capital of Kweichow province. Next, it proceeds
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to Kiensi and Tating and then leaving the Kweichow border at Pi-chieh it enters Yunan at Chenhiung. Turning northward to Loh-sintu and crossing the Szechwan border at that point, it proceedsto Suifu. From Suifu the road follows the course of the Minkiang,passes by Kiating and enters the Chengtu plain to Chengtu, the cap-ital of Szechwan. This line runs from one densely populated dis-trict to another and passes through a wide strip of thinly populatedand undeveloped country in the middle. Along its course many richiron and coal fields, silver, tin, antimony, and other valuable metaldeposits are found.

E. The Canton-Yunnanfu-Tali-Tengyueh Line
This line is about 1,300 miles in length from Canton to theBurma border at Tengyueh. The first 300 miles of the line fromCanton to Tahwang will be the same as line (d). From the Tah-wang junction this line branches off to Wusuan and following ina general way the course of the Hungshui Kiang passes throughTsienkiang and Tunglan. Then it cuts across the southwestern cor-ner of Kweichow province passing by Sinyihsien and thence ent-ers Yunnan province at Loping and by way of Luliang to Yunnanfu,the capital of the province. From Yunnanfu this line runs throughTsuyung to Tali, then turns southwestwards to Yungchang andTengyueh ending at the Burma border.
At Tunglan, near the Kweichow border in Kwangsi, a branchline of about 400 miles should be projected. This line should fol-low the Pepan Kiang valley, up to Kotuho, and Weining. Thenceit enters Yunnan at Chaotung, and crosses the Yangtze River at Hok-eow, where it enters Szechwan. Crossing the Taliang mountain, itgoes to Ningyuan. This branch line taps the famous copper fieldbetween Chaotung and Ningyuan, the richest of its kind in China. The main line running through the length of Kwangsi and Yun-nan from east to west, will be of international importance, for at
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the frontier it will join the Rangoon Bhamo line of the BurmeseRailway System. It will be the shortest road from India to China.It will bring the two populous countries nearer to each other thannow. By the new way the journey can be made in a few days, wher-eas 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 crossesthe West River from Taipinghu to Samchowhu. Thence it proceedsto Koming, Sinhing, and Loting. After passing Loting it crosses theKwangsi border at Pingho, and proceeds to Junghsien and thenwestward, crossing the Yukiang branch of the West River, to Kweih-sien. Thence it runs north of Yukiang to Nanning. At Nanning abranch line of 120 miles should be projected. Following the courseof the Tsokiang it goes to Lungchow where it turns southward toChennankwan on the Tongking border to join the French line atthat point. The main line from Nanning proceeds in the same courseas the upper Yukiang to Poseh. Then it crosses the border into Yun-nan at Poyai, and by way of Pamen, Koukan, Tungtu and Putsitangto Amichow, where it crosses the French Laokay-Yunnan line. FromAmichow it proceeds to Linanfu, Shihping and Yuankiang whereit crosses the river of the same name. Thence it passes through Ta-lang, Puerhfu and Szemao and finally ends at the border of Burmanear the Mekong River. This line taps the rich tin, silver, and an-timony deposits of south Yunnan and Kwangsi, while rich iron andcoal fields are found right along the whole line. Gold, copper, mer-cury, and lead are also found in many places. As regards agricul-tural products, rice and groundnuts are found in great abundance,also camphor, cassia, sugar, tobacco, and various kind of fruits.
G. The Canton-Yamchow Line
This line is about 400 miles long measuring from the west end
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of the Sikiang bridge. Starting from Canton it runs on the tracksof 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, abranch line of 100 miles should be projected to Suikai, Luichowand Haian on the Hainan Straits where, by means of a ferry, it con-nects with Hainan Island. The mainline continues from Fachowwestward to Sheshing, Limchow, Yamchow and ends on the An-nam border at Tunghing, where it may connect with a French lineto Haiphong. This line is entirely within the Kwangtung province.It passes through a very populous and productive country. Coal andiron are found along the whole line, while gold and antimony, insome 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 6,700miles. In addition there will be two connecting lines betweenChengtu 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 online (d) through Nantan and Noti to Tunglan on line (e), thencethrough Szecheng to Poseh on line (f). these connecting lines totalabout 600 miles. So the grand total will be about 7,300 miles. This system will be intersected by three lines. First, the exist-ing French line from Laokay to Yunnanfu with a projected line fromYunnanfu to Chungking crosses line (f) at Amichow, line (e) at Wein-ing, line (d) at Suifu, line (c) at Luchow, and meets lines (a) and(b) at Chungking. Second, the projected British line from Shasi toSinyi crosses line (a) at Shenchow, line (b) at Chengyuan, line (c)at Pingyueh, line (d) at Kweiyang and a branch of line (e) at a pointwest of Yungting. Third, the projected American line from Chu-chow to Yamchow crosses line (a) at Yungchow, line (b) at Chu-anchow, line (c) at Kweilin, line (d) at Liuchow, line (e) atTsienkiang, line (f) at Nanning, and meets line (g) at Yamchow. Thus,
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if this system and the three projected French, British, and Amer-ican lines are completed, Southwestern China would be well pro-vided with railway communications.
All these lines will run through the length and breadth of a vastmineral country, in which most of the essential and valuable me-tals of the world are found. There is no place in the world whichpossesses as here so many varieties of rare metals, such as wol-fram, tin, antimony, silver, gold, and platinum and at the same timeso richly provided with the common but essential metals, such ascopper, lead, and iron. Furthermore, almost every district in thisregion is abundantly provided with coal, so much so that there isa common saying: "Mu mei pu lih cheng," that is, "Nobody wouldbuild a city where there is no coal underneath." The idea was thatin case of a siege those within the city might obtain fuel from un-der the ground. In Szechwan, petroleum and natural gas are alsofound in abundance.
Thus, we see that this Southwestern Railway System for thedevelopment of mineral resources in the mountainous regions ofSouthwestern China is just as important as the Northwestern Rail-way System is for the development of agricultural resources in thevast prairies of Mongolia and Turkestan. These railway systems area necessity to the Chinese people and a very profitable undertak-ing to foreign capitalists. They are of about equal length, viz.--about7,000 miles. The cost per mile of the Southwestern System willbe at least twice that of the Northwestern System, but the remune-ration from the development of mineral resources will be manytimes that from the development of agricultural resources.
PART IV
THE CONSTRUCTION OF COAST PORTS AND
FISHING HARBORS

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After planning the three world ports on the coast of China, itis time for me to go on and deal with the development of second-and third-class seaports and fishing harbors along the whole coastin order to complete a system of seaports for China. Recently, myprojected plan of the Great Northern Port was so enthusiasticallyreceived by the people of Chihli Province that the Provincial As-sembly has approved the project and decided to carry it out at onceas a provincial undertaking. For this object, a loan of $40,000,000has been voted. This is an encouraging sign and doubtless the otherprojects will be taken up sooner or later by either the provincesor the Central Government, when the people begin to realize theirnecessity. I propose that four second-class seaports and nine third-class seaports and numerous fishing harbors should be constructed. The four second-class seaports will be arranged so as to be placedin the following manner: one on the extreme north, one on the ex-treme south, and the other two midway between the three greatworld ports.
I shall deal with them according to the order of their futureimportance as follows:
A. Yingkow.
B. Haichow.
C. Foochow.
D. Yamchow.

A. Yingkow
Yingkow is situated at the head of the Liaotung Gulf and wasonce the only seaport of Manchuria. Since the improvement of Ta-lien as a seaport, the trade of Yingkow has dwindled and lost half
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of its former business. As a seaport, Yingkow has two disadvantages,first, the shallowness of its approach from the sea and second, theblocking up by ice for several months in winter. Its only advan-tages over Talien is that it is situated at the mouth of the Liaohoand has inland water communication throughout the Liao valleyin south Manchuria. The half of the former trade that it still holdsat present against Talien is entirely due to the inland water facil-ity. To make Yingkow outmatch Talien again in the future and be-come first in importance after the three great world ports, we mustimprove its inland water communication, as well as deepen its ap-proach from the sea. In regard to the improvement of the approachwork similar to the improvement of the Canton Approach shouldbe adopted. Besides the construction of a deep channel, abouttwenty feet in depth, reclamation work should be carried out atthe same time. For, the shallow and extensive swamp at the headof the Liaotung Gulf could be turned into rice-producing land fromwhich great profit could be derived. Regarding the inland watercommunication, not only the water system in the Liao valley butalso the Sungari and the Amur Systems have to be improved. Themost important work is the construction of a canal to connect thesesystems and this I shall now discuss in the next paragraph. The Liaoho-Sungari Canal is the most important factor in thefuture prosperity of Yingkow. It is by this canal only that this portcan be made the most important of the second-class seaports inChina and further the vast forest lands, the virgin soil and the richmineral resources of North Manchuria can be connected by watercommunication with Yingkow. So this canal is all important forYingkow, without which Yingkow as a seaport could at most holdher present position, a town of 60,000 to 70,000 inhabitants andan annual trade of $30,000,000 to $40,000,000 only and could nevergain a place as the first of the second-class seaports in China. Thiscanal can be cut either south of Hwaiteh in a line parallel to theSouth Manchurian Railway between Fan Kia Tun and Sze TungShan, a distance of less than ten miles, or north of Hwaiteh in a
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line between Tsing-shan-pao and Kaw-shan-tun, a distance of aboutfifteen miles. In the former case the canal is shorter but is makesthe waterway as a whole longer, while in the latter case, the canalis about twice as long but it makes the waterway as a whole shorterbetween the two systems. In either line, there are no impassablephysical obstacles. Both lines are on the plain but the elevationof the one may be higher than that of the other, which is the onlyfactor that will determine the choice between the two. If this canalis constructed, then the rich provinces of Kirin and Heilungkiangand a portion of Outer Mongolia will be brought within direct wa-ter communication with China Proper. At present, all water traffichas to go by way of the Russian Lower Amur, then round a greatdetour of the Japan Sea before reaching China Proper. This canalwill not only be a great necessity to Yingkow as a seaport, but willalso have a great bearing on the whole Chinese nation econom-ically and politically. With the Liaoho-Sungari Canal completedYingkow will be the grand terminus of the inland waterway sys-tem of all Manchuria and Northeastern Mongolia; and with the ap-proach from the sea deepened it will also be a seaport next inimportance only to the three first-class world ports.
B. Haichow
Haichow is situated on the eastern edge of the central plain ofChina. This plain is one of the most extensive and fertile areas onearth. As a seaport, Haichow is midway between the two great worldports along the coast line, namely the Great Northern and the GreatEastern Ports.
It has been made as the terminus of the Hailan railway, thetrunk line of central China from east to west. Haichow also pos-sesses the facility of inland water communication. If the Grand Ca-nal and the other waterway systems are improved, it will beconnected with the Hoangho Valley in North China, the YangtzeValley in Central China, and the Sikiang Valley in South China.
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Its deep sea approach is comparatively good, being the only spotalong the 250 miles of the North Kiangsu coast that could be reachedby ocean steamers to within a few miles of the shore. To make Hai-chow a seaport for 20 feet draught vessels, the approach has to bedredged for many miles from the mouth of the river before the fourfathoms line could be reached. Although possessing better advan-tages than Yingkow, in being ice free, Haichow, as a second-classseaport, has be content to take a second place after Yingkow, be-cause she does not have as vast a hinterland as Yingkow, nor sucha monopolistic position in regard to inland water communication.
C. Foochow
Foochow, the capital of Fukien province, ranks third among oursecond-class seaports. Foochow is already a very large city, its in-habitants being nearly a million. It is situated at the lower reachof the Min River, about 30 miles from the sea. The hinterland ofthis port is confined to the Min Valley with an area of about 30,000square miles. The territory beyond this valley will be commandedby other coast or river ports, so the area commanded by this portis much smaller than that by Haichow. Consequently, it could begiven only the third place in the category of second-class seaports.The Foochow approach from the Outer Bar to Kinpei Entrance isvery shallow. After this Entrance is passed, the river is confinedon both sides by high hills and becomes narrow and deep right upto Pagoda Anchorage.
I propose that a new port should be constructed at the lowerpart of Nantai Island. For here land is cheap and there will be plentyof room for modern improvement. A locked basin for shipping couldbe constructed at the lower point of Nantai Island, just above Pa-goda Anchorage. The left branch of the Min River above FoochowCity should be blocked up so as to concentrate the current to flushthe harbor at the south side of Nantai. The blocked-up channel onthe north side of that island should be left to be reclaimed by
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natural process or may be used as a tidal basin to flush the chan-nel below Pagoda Anchorage, if it is found necessary. The upperMin River must be improved as far as possible for inland water traf-fic. Its lower reach from Pagoda Anchorage to the sea must betrained and regulated to secure a through channel of 30 feet or moreto the open sea. Thus Foochow could also be made a calling portfor ocean liners that ply between the world ports.
D. Yamchow
Yamchow is situated at the head of Tongking Gulf in the ex-treme south of the China coast. This city is about 400 miles westof Canton-the Great Southern Port. All the districts lying west ofYamchow will find their way to the sea by this port 400 miles shorterthan by Canton. As sea transportation is commonly known to betwenty times cheaper than rail transportation, the shortening ofa distance or 400 miles to the sea means a great deal economicallyto the provinces of Szechwan, Yunnan, Kweichow, and a part ofKwangsi. Although Nanning, an inland water port, lying northwestof Yamchow, is much nearer to the hinterland than Yamchow, yetit could not serve this hinterland as a seaport. So all the direct im-port and export trade will find Yamchow the cheapest shipping stage. To improve Yamchow as a seaport the Lungmen River shouldbe regulated in order to secure a deep channel to the city, and theestuary should be deepened by dredging and training to providea good approach to the port. This port has been selected as the ter-minus of the Chuchow Yamchow Railway (Chu-Kin line) which willrun from Hunan through Kwangsi into Kwangtung. Although thehinterland of this port is much larger than that of Foochow, yetI still rank it after that city because the area commanded by it isalso commanded by Canton, the southern world port, and by Nan-ning, the river port, and so all internal as well as indirect importand export trade must go to the other two ports. It is only the di-rect foreign trade that will use Yamchow. Thus, in spite of its
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extensive hinterland it is very improbable that it could outmatchFoochow in the future as a second-class port.
Besides the three great world ports, and the four second-classports, I propose to construct nine third-class ports along the Chinacoast, from north to south, as follows:
A. Hulutao.
B. Hoangho Port.
C. Chefoo.
D. Ningpo.
E. Wenchow.
F. Amoy.
G. Swatow.
H. Tienpak.
I. Hoihou.

A. Hulutao
Hulutao is an ice-free and deep-water port, situated on the westside of the head of Liaotung Gulf, about 60 miles from Yingkow.As a winter port for Manchuria, it is in a more advantageous po-sition than Talien for it is about 200 miles shorter by rail to thesea than the latter and is on the edge of a rich coal field. Whenthis coal field and the surrounding mineral resources are devel-oped, Hulutao will become the first of the third-class ports and agood outlet for Jehol and Eastern Mongolia. This port may be
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projected as an alternative to Yingkow, as the sole port of Man-churia and Eastern Mongolia, if a canal could be constructed to con-nect it with the Liaoho. It is only by inland water communicationthat Yingkow could be made the important port of Manchuria inthe future and it will be the same in the case of Hulutao. So if in-land water communication could be secured for Hulutao it will en-tirely displace Yingkow. If it is found to be economically cheaperin the long run to construct a Hulutao-Liaoho Canal than to con-struct a deep harbor at Yingkow, the Hulutao harbor will have tobe placed on the northwest side of the peninsula instead of on thesouthwest as at present projected. For the present site has notenough room for anchorage without building an extensive break-water into the deep sea, which will be a very expensive work. Fur-thermore, there would not be room enough for city planning onthe narrow peninsula, whereas on the other side, the city could bebuilt on the mainland with unlimited space for its development. I suggest that a sea wall be built from the northern point ofLienshanwan to the northern point of Hulutao to close up the Lien-shan Bay and make it into a closed harbor, and an entrance be op-ened in the neck of Hulutao to the south side where deep wateris found. This closed harbor will be over 10 square miles in extentbut only some parts need to be dredged to the required depth atpresent. On the north side of the harbor, another entrance into theneighboring bay should be left open between the sea wall and theshore, and another breakwater should be built across the next bay.From there, a canal should be constructed either by cutting intothe shore or by building a wall parallel with the coast line untilit reaches the lowland from where a canal should be cut to con-nect with the Liaoho. If a canal is thus constructed for Hulutao,then it will at once take the place of Yingkow and become the firstof the second-class ports.

B. The Hoangho Port

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The Hoangho Port will be situated at the estuary of the Hoan-gho on the southern side of the Gulf of Pechihli, about 80 miles fromour Great Northern Port. When the Hoangho regulation is com-pleted its estuary will be approachable by ocean steamers, and aseaport will naturally spring up there. As it commands a consid-erable part of the northern plain in the provinces of Shantung, Chihli,and Honan and possesses the facility of inland water communi-cation, this port is bound to become an important third-class port.
C. Chefoo
Chefoo is an old treaty port situated on the northern side ofthe Shantung Peninsula. Once it was the only ice-free port in thewhole of North China. Since the development of Talien in the northand the development of Tsingtau in the south its trade has dwin-dled considerably. As a seaport, it will undoubtedly hold its ownwhen the railroads in the Shantung Peninsula are developed, andthe artificial harbor is completed.

D. Ningpo
Ningpo is also an old treaty port, situated on a small river, theYungkiang, in the eastern part of Chekiang province. It has a goodapproach, deep water reaching right up to the estuary of the river.The harbor can be easily improved by simply training and straight-ening two bends along its course up to the city. Ningpo commandsa very small but rich hinterland. Its people are very enterprising,and are famed for their workmanship and handicrafts second onlyto those of Canton. Thus Ningpo is bound to become a manufac-turing city when China is industrially developed. But owing to theproximity of the Great Eastern Port, Ningpo will not likely havemuch import and export trade directly with foreign countries. Mostof its trade will be carried on with the Great Eastern Port. So a mod-erate harbor for local and coast-wise traffic will be quite sufficientfor Ningpo.

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E.Wenchow
Wenchow is situated near the mouth of the Wukiang in southChekiang. This seaport has a wider hinterland than Ningpo, its sur-rounding districts being very productive. If railroads are developedit will undoubtedly command considerable local trade. At presentthe harbor is very shallow, unapproachable by even moderate-sizedcoastal steamers. I suggest that a new harbor at Panshiwei, northof Wenchow Island be constructed. For this purpose, a dike shouldbe built between the northern bank and the head of Wenchow Is-land to block up the river entirely on the northern side of that is-land leaving only a lock entrance. The Wukiang should be ledthrough the channel on the south side of the island for the pur-pose of reclaiming the vast expanse of the near-by shallows as wellas for draining the upper stream. The approach from the southernside of Hutau Island to the port should be dredged. On the rightside of the approach, a wall should be built in the shallow betweenWenchow Island and Miau Island and in the shallows between MiauIsland and Sanpam Island so as to form a continuous wall to pre-vent the silt of Wukiang from entering into the approach. Thus apermanent deep channel will be secured for the new port ofWenchow.

F.Amoy
Amoy, an old treaty port, is situated on the island of Siming.It has a great, deep, and fine harbor, commanding a considerablehinterland in southern Fukien and Kiangsi, very rich in coal andiron deposits. This port carries on a busy trade with the MalayArchipelago and the Southeastern Asian Peninsula. Most of theChinese residents in the southern islands, Annam, Burma, Siam,and the Malay States are from the neighborhood of Amoy. So thepassenger traffic between Amoy and the southern colonies is verygreat. If railways are developed to tap the rich iron and coal fieldsin the hinterland, Amoy is bound to develop into a much larger
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seaport than it is at present. I suggest that a modern port be con-structed on the west side of the harbor to act as an outlet for therich mineral fields of southern Fukien and Kiangsi. This port shouldbe equipped with modern plants in order to connect land and seatransportation together.

G. Swatow
Swatow is situated at the mouth of the Hankiang at the extremeeast of Kwangtung. In relation to emigration, Swatow is much sim-ilar to Amoy, for it also supplies a great number of colonists tosoutheastern Asia and the Malay Archipelago. So its passenger traf-fic with the south is just as busy as Amoy. As a seaport Swatowis far inferior to Amoy, on account of its shallow approach. But isregard to inland water communication, Swatow is in a better po-sition as the Hankiang is navigable for many hundreds of miles in-land by shallow crafts. The country around Swatow is veryproductive agriculturally, being second only to the Canton Deltaalong the Southern seaboard. In the upper reaches of the Hankiangthere are very rich iron and coal deposits. The approach to the portof Swatow can be improved easily by a little training and dredging,thus making it a fine local port.

H. Tienpak
Tienpak is situated at a point in the coast of Kwangtung pro-vince between the estuary of the West River and the island of Hai-nan. Its surrounding districts are rich in agricultural products andmineral deposits. So a shipping port in this part is quite necessary.Tienpak can be made into a fine harbor by entirely walling in thebay from its west side and by opening a new entrance into the deepwater in the neck of the peninsula southeast of the bay. Thus a goodapproach could be secured. The harbor is very wide but only a partneed be dredged for large vessels and the rest of the space couldbe used by fishing boats and other shallow crafts.
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I.Hoihou
Hoihou is situated on the north side of Hainan Island on thestrait of the same name, opposite Haian on the Luichow Peninsula.Hoihou is a treaty port, similar to Amoy and Swatow, supplyinga great number of colonists to the south; Hainan is a very rich butundeveloped island. Only the land along the coast is cultivated, thecentral part being still covered by thick forests and inhabited byaborigines, and it is very rich in mineral deposits. When the wholeisland is fully developed, the port of Hoihou will be a busy harborfor export and import traffic. The harbor of Hoihou is very shal-low, and so even small vessels have to anchor miles away in theroadstead outside. This is very inconvenient for passengers and car-goes, so the improvement of the Hoihou harbor is a necessity. Fur-thermore this harbor will be the ferry point between this islandand the mainland for railway traffic when the railway systems ofthe mainland and the island are completed.

FISHING HARBORS
As regards fishing harbors all out first-, second-, and third-classports must also furnish facilities and accommodations for fishery.Thus all of these, i.e., three first-class ports, four second-class ports,and nine third-class ports, will be fishing harbors as well. But besidesthese sixteen ports there is still room and need to construct morefishing harbors along the coast of China. I propose, therefore, thatfive fishing harbors be constructed along the northern coast, thatis, along the coast of Fengtien, Chihli, and Shantung, as follows: (1) Antung, on Yalu River, on the border of Korea. (2) Haiyangtao, on the Yalu Bay, south of Liaotung Peninsula. (3) Chinwangtao, on the coast of Chihli, between the Liaotungand Pechihli gulfs, the present ice-free port of Chihli province.
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(4) Lungkau, on the northwestern side of Shantung Peninsula. (5) Shitauwan, at the southeastern point of the ShantungPeninsula.
Six fishing harbors should be constructed along the easterncoast, that is, along the coasts of Kiangsu, Chekiang, and Fukien,as follows:
(6) Shinyangkang, on the eastern coast of Kiangsu, south of theold mouth of the Hoangho.
(7) Luszekang, at the northern point of the Yangtze Estuary. (8) Changtukang, in the midst of Chusan Archipelago. (9) Shipu, north of Sammen Bay, east of Chekiang. (10) Funing, between Foochow and Wenchow, east of Fukien. (11) Meichow Harbor, north of Meichow Island, between Foo-chow and Amoy.
Four fishing harbors should be constructed on the southerncoast, that is, along the seaboard of Kwangtung and Hainan Island,as follows:
(12) Sanwei, on the eastern coast of Kwangtung, between Hong-kong and Swatow.
(13) Sikiang Mouth, This harbor should be on the northern sideof Wangkum Island. When the Sikiang Mouth is regulated, theWangkum Island will be connected with the mainland by a sea wall,so a good harbor site could thus be provided.

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(14) Haian, situated at the end of the Luichow Peninsula op-posite to Hoihou, on the other side of Hainan Strait. (15) Yulinkang, a fine natural harbor at the extreme south ofthe Hainan Island.
These fifteen fishing harbors with the greater ports, number-ing 31 in all, will link up the whole coast line of China from An-tung, on the Korean border to Yamchow, near the Annam border,providing, on an average, a port for every 100 miles of coast line.This completes my project of seaports and fishing harbors for China. At first sight objections might be raised that too many seaportsand fishing harbors are provided for one country. But I must re-mind my readers that this one country, China, is as big as Europeand has a population larger than that of Europe. If we take a sim-ilar length of the coast line of western Europe we would see thatthere are many more ports in Europe than in China. Besides, thecoast line of Europe is many times longer than that of China, andin every hundred miles of the European coast line there are morethan one considerable sized port. Take Holland, for instance. Itswhole area is not larger than the hinterland of Swatow, one of ourthird-class seaports, yet it possesses two first-class ports, Amster-dam and Rotterdam, and numerous small fishing ports. Let us alsocompare our country with the United States of America in regardto seaports. America has only one fourth the population of Chinayet the number of ports on her Atlantic coast alone is many timesmore than the number provided in my plan. Thus, this number ofports for China for the future is but a bare necessity. And I haveconsidered only those that will pay from the beginning so as to ad-here strictly to the principle of remuneration that was laid downat the outset of my first program. See Map XVI.
PART V

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THE ESTABLISHMENT OF SHIPBUILDING YARDS
When China is well developed according to my programs, thepossession of an oversea mercantile fleet, of ships for coastal andinland water transportation, and of a large fishing fleet will be anurgent necessity. Before the outbreak of the late World War, theworld's seagoing tonnage was 45,000,000 tons. If China is equallydeveloped industrially, according to the proportion of her popu-lation, she would need at least 10,000,000 tons of oversea andcoastal shipping for her transportation service. The building of thistonnage must be a part of our industrial development scheme; forcheap materials and labor can be obtained in the country, and sowe could build ships for ourselves much cheaper than any foreigncountry could do for us. And besides the building of a seagoing fleet,we have to build our inland water crafts and fishing fleets. Foreignshipping yards could not do this service for us on account of theimpracticability of transporting such numerous small crafts acrossthe ocean. Thus, in any case, China has to put up her own yardsto build her inland water crafts and fishing fleets. So the establish-ment of ship building yards is necessary as well as a profitable under-taking from the beginning. The shipping yards should be establishedat such river and coastal ports that have the facility of supplyingmaterials and labor. All the yards should be under one central man-agement. Large capital should be invested in the project so as toprocure a yearly output of 2,000,000 tons of various kinds of vessels. All types of vessels should be standardized both in design andequipment. The old and wasteful types of inland water crafts andfishing boats should be replaced by modern efficient designs. Theinland water crafts should be designed on the basis of certain stand-ard draughts such as the 2-foot, 5-foot, and 10-foot classes. The fish-ing trawlers should be standardized into the one-day, the five-day,and the ten-day service classes. The coastal transports should bestandardized into the 2,000-, the 4,000-, and the 6,000-ton classes,and for oversea transports we should have standardized ships of
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12,000-, 24,000-, and 36,000-ton classes. Thus, the many thousands,of inland water crafts and fishing junks that now ply the rivers, lakes,and coasts of China may be displaced by new and cheaper craftsof a few standard types which could perform better services at lessexpense.

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