PROGRAM IV
In my first and third programs, I have described my plans forthe Northwestern Railway System and the Southwestern RailwaySystem. The former is for the purpose of relieving the congestionof population in the coast districts and the Yangtze Valley byopening up for colonization the vast unpopulated territory in Mon-golia and Sinkiang, as well as of developing the Great Northern Port.The latter is for the purpose of exploiting the mineral resourcesof Southwestern China, as well as of developing the Great South-ern Port-Canton. More railroads will be needed for the adequatedevelopment of the whole country. So in this fourth program, I shalldeal entirely with railroads which will complete the 100,000 milesproposed in my introductory part of this International Develop-ment Scheme. The program will be as follows:
I. The Central Railway System
II. The Southeastern Railway System.
III. The Northeastern Railway System.
IV. The Extension of the Northwestern Railway System. V. The Highland Railway System.
VI. The Establishment of Locomotive and Car Factories.
PART I
THE CENTRAL RAILWAY SYSTEM
This will be the most important railway system in China. Thearea which it serves comprises all of China Proper north of theYangtze and a part of Mongolia and Sinkiang. The economic
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nature of this vast region is that the southeastern part is denselypopulated while the northwestern part is thinly populated, and thatthe southeastern part possesses great mineral wealth while thenorthwestern part possesses great potential agricultural resources.So every line of this system will surely pay as the Peking-Mukdenline has proved.
With the Great Eastern Port and the Great Northern Port astermini of this system of railroads, I propose that, besides the ex-isting and projected lines in this region, the following be constructed,all of which shall constitute the Central Railway System. A. The Great Eastern Port-Tarbogotai line.
B. The Great Eastern Port-Urga line.
C. The Great Eastern Port-Uliassutai line.
D. The Nanking-Loyang line.
E. The Nanking-Hankow line.
F. The Sian-Tatung line.
G. The Sian-Ninghsia line.
H. The Sian-Hankow line.
I. The Sian-Chungking line.
J. The Lanchow-Chungking line.
K. The Ansichow-Iden line.
L. The Chochiang-Koria line.

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M. The Great Northern Port-Hami line.
N. The Great Northern Port-Sian line.
O. The Great Northern Port-Hankow line.
P. The Hoangho Port-Hankow line.
Q. The Chefoo-Hankow line.
R. The Haichow-Tsinan line.
S. The Haichow-Hankow line.
T. The Haichow-Nanking line.
U. The Sinyangkang-Hankow line.
V. The Luszekang-Nanking line.
W. The Coast line.
X. The Hwoshan-Kashing line.

A. The Great Eastern Port-Tarbogotai Line
This line begins at the Great Eastern Port on the seaboard, andruns in a northwesterly direction to Tarbogotai on the Russian fron-tier, covering a distance of about 3,000 miles. If Shanghai be theGreat Eastern Port, the Shanghai-Nanking Railway will form its firstsection. But if Chapu be chosen, then this line should skirt the TaihuLake on the southwest through the cities of Huchow, Changhing,and Liyang to Nanking, then crossing the Yangtze at a point southof Nanking, to Chiautsiao and Tingyuen. Thence, the line turnswestward to Showchow and Yingshang, and enters Honan province
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at Sintsai. After crossing the Peking-Hankow line at Kioshan andpassing Piyang, Tanghsien, and Tengchow, it turns northwestwardto Sichwan and Kingtsekwan, and enters the province of Shensi.Ascending the Tan Kiang Valley, it passes through Lungkucha andShangchow, and crosses the Tsinling Pass to Lantien and Sian, thecapital of Shensi, formerly the capital of China. From Sian, it goeswestward, following the valley of the Weiho. It passes throughChowchih, Meihsien, and Paoki and enters the province of Kansuat Sancha, thence proceeding to Tsinchow, Kungchang, Titao, andLanchow, the capital of Kansu. From Lanchow it follows the oldhighway which leads into Liangchow, Kanchow, Suchow, Yumen,and Ansichow. Thence it crosses the desert in a northwesterly di-rection to Hami, where it turns westward to Turfan. At Turfan thisline meets the Northwestern Railway System and runs on the latter'strack to Urumochi and Manass where it leaves that track and pro-ceeds northwesterly to Tarbogotai on the frontier, crossing the ShairMountain on the way. This line runs from one end of the countryto the other encountering in its entire length of 3,000 miles onlyfour mountain passes, all of which are not impassable for they havebeen used from time immemorial, as trade highways of Asia.
B. The Great Eastern Port-Urga Line
The line starts from the Great Eastern Port and uses the sametrack as line (a) as far as Tingyuen, the second city after crossingthe Yangtze River at Nanking. From Tingyuen, its own track be-gins and the line proceeds in a northwesterly direction to Hwaiy-uan, on the Hwai River, thence to Mongcheng, Kwoyang, andPochow. Turning more northward, it crosses the Anhwei borderinto Honan, and passing through Kweiteh it crosses the Honanborder into Shantung. After passing through Tsaohsien, Tingtao,and Tsaochow, it crosses the Hoangho and enters Chihli province.Passing through Kaichow it re-enters Honan to Changteh, thenceit follows the Tsingchangho valley, in a northwesterly direction,across the Honan border into Shansi. Here the line enters the
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northern corner of the vast iron and coal field of Shansi. After ent-ering Shansi, the line follows the river valley to Liaochow and Yi-cheng, and crosses the watershed into the Tungkwoshui Valley toYutse and Taiyuan. From Taiyuan, it proceeds northwestwardthrough another rich iron and coal field of Shansi to Kolan. Thence,it turns westward to Poate, where it crosses the Hoangho to Fuku,in the northeastern corner of Shensi. From Fuku, the line proceedsnorthward, cuts through the Great Wall into the Suiyuan Districtand crosses the Hoangho to Saratsi. From Saratsi, the line runs ina northwesterly direction across the vast prairie to Junction A ofthe Northwestern Trunk Line, where it joins the common track ofthe Dolon Nor-Urga line to Urga. This line runs from a thickly pop-ulated country at one end in Central China to the vast thinly pop-ulated but fertile regions of Central Mongolia, having a distance ofabout 1,300 miles from Tingyuen to Junction A.

C. The Great Eastern Port-Uliassutai Line
Starting from the Great Eastern Port, this line follows line (a)as far as Tingyuen, and line (b) as far as Pochow. At Pochow, itbranches off on its own track and proceeds westward across theborder to Luye, in Honan. Thence it turns northwestward to Tai-kang, Tungsu, and Chungmow where it meets the Hailan line andruns in the same direction with it to Chengchow, Jungyang, andSzeshui. From Szeshui it crosses the Hoangho to Wenhsien, thenceto Hwaiking and over the Honan border into Shansi. It now passesthrough Yancheng, Chinshui, and Fowshan to Pingyang where itcrosses the Fen River and proceeds to Puhsien and Taning, thenwestward to the border where it crosses the Hoangho into Shensi.Thence it proceeds to Yenchang, and follows the Yenshui Valleyto Yenan, Siaokwan, and Tsingpien. Then running along the southside of the Great Wall, it enters Kansu, and crosses the Hoanghoto Ninghsia. From Ninghsia, it proceeds northwestward across theAlashan Mountain to Tingyuanying at the edge of the desert. Thenceit proceeds in a straight line northwestward to Junction B of the
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Northwestern Railway System, where it joins that system and runsto Uliassutai. This part of the line passes through desert and grass-land both of which could be improved by irrigation. The distanceof this line from Pochow to Junction B is 1,800 miles.
D. The Nanking-Loyang Line
This line runs between two former capitals of China, passesthrough a very populous and fertile country, and taps a very richcoal field at the Loyang end. It starts from Nanking, running onthe common track of lines (a) and (b) and branches off at Hwaiy-uan westward to Taiho. After passing Taiho, it crosses the Anhweiborder into Honan. Thence it runs alongside the left bank of theTashaho to Chowkiakow, a large commercial town. From Chow-kiakow, it proceeds to Linying where it crosses the Peking-Hankowline thence to Hiangcheng and Yuchow where the rich coal fieldof Honan lies. After Yuchow it crosses the Sungshan watershed toLoyang where it meets the Hailan line running from east to west.This line is about 300 miles from Hwaiyuan to Loyang.
E. The Nanking-Hankow Line
This line will run alongside the left bank of the Yangtze River,connecting with Kiukiang by a branch line. It starts on the oppo-site side of Nanking and goes southwest to Hochow, Wuweichowand Anking, the capital of Anhwei province. After Anking, it con-tinues in the same direction to Susung and Hwangmei, where abranch should be projected to Siaochikow, thence across theYangtze River to Kiukiang. After Hwangmei, the line turns west-ward to Kwangchi, then northwestward to Kishui, and finally west-ward to Hankow. It covers a distance of about 350 miles througha comparatively level country.

F. The Sian-Tatung Line

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This line starts from Sian and runs northward to Sanyuan, Yao-chow, Tungkwan, Yichun, Chungpu, Foochow, Kanchuan, and Ye-nan, where it meets the Great Eastern Port-Uliassutai line. FromYenan, it turns northeastward to Suiteh, Michih, and Kiachow onthe right bank of the Hoangho. Thence it runs along the same bankto the junction of the Weifen River with the Hoangho (on the op-posite side), where it crosses the Hoangho to the Weifen Valleyand proceeds to Singhsien and Kolan, there crossing the Great East-ern Port-Urga line. From Kolan it proceeds to Wuchai and Yang-fang, where it crosses the Great Wall to Sochow and then Tatungthere meeting the Peking-Suiyuan line. This line is about 600 mileslong. It passes through the famous oil field in Shensi, and the north-ern border of the northwestern Shansi coal field. At Tatung, whereit ends, it joins the Peking-Suiyuan line and through the sectionfrom Tatung to Kalgan it will connect with the future Northwest-ern System which will link Kalgan and Dolon Nor together.
G. The Sian-Ninghsia Line
This line will start from Sian in a northwesterly direction toKingyanghsien, Shunhwa, and Samshui. After Samshui, it crosses theShensi border into Kansu at Chengning and then turns west to Ning-chow. From Ningchow, it follows the Hwan Valley along the leftbank of the river up to Kingyangfu and Hwanhsien, where it leavesthe bank and proceeds to Tsingping and Pingyuan, where it meetsthe Hwan River again and follows that valley up to the watershed.After crossing the watershed, it proceeds to Lingchow, then acrossthe Hoangho to Ninghsia. This line covers a distance of about 400miles and passes through a rich mineral and petroleum country.
H. The Sian-Hankow Line
This is a very important line connecting the richest portion ofthe Hoangho Valley with the richest portion of the central sectionof the Yangtze Valley. It starts from Sian on the track of line (a),
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crosses the Tsingling and descends the Tankiang Valley as far asSichwan. At this point, it branches off southward across the borderinto Hupeh, and following the left bank of the Han River, passesLaohokow to Fencheng, opposite Siangyang. After Fencheng, it fol-lows continuously the same bank of the Han River to Anlu, thenceproceeding in a direct line southeastward to Hanchwan and Han-kow. This line is about 300 miles long.

I. The Sian-Chungking Line
This line starts from Sian almost directly southward, crossesthe Tsingling Mountain into the Han Valley, passes through Ning-shen, Shihchuan, and Tzeyang, ascends the Jenho Valley across thesouthern border of Shensi into the province of Szechwan at Ta-chuho. Then crossing the watershed of the Tapashan into the Ta-pingho Valley, it follows that valley down to Suiting and Chuhsien.Thence it turns to the left side of the valley to Linshui and followsthe trade road to Kiangpeh and Chungking. The entire distance ofthis line is about 450 miles through a very productive region andrich timber land.

J. The Lanchow-Chungking Line
Thin line starts from Lanchow southwestward and follows thesame route as line (a) as far as Titao. Thence, it branches off andascends the Taoho Valley across the Minshan watershed into theHeishui Valley following it down to Kiaichow and Pikow. After Pi-kow, it crosses the Kansu border into Szechwan and proceeds toChaohwa, where the Heishuiho joins the Kialing. From Chaohwa,it follows the course of the Kialing River down to Paoning, Shunk-ing, Hochow, and Chungking. The line is about 600 miles long, run-ning through a very productive and rich mineral land.
K. The Ansichow-Iden Line

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This line passes through the fertile belt of land between theGobi Desert and the Altyntagh Mountain. Although this strip of landis well watered by numerous mountain streams yet it is very sparselypopulated, owing to the lack of means of communication. Whenthis line is completed, this strip of land will be most valuable toChinese colonists. The line starts from Ansichow westward toTunhwang, and skirts the southern edge of the Lobnor Swamp toChochiang. From Chochiang, it proceeds in the same direction viaCherchen to Iden where it connects with the terminus of the North-western System. With this System, it forms a continuous and di-rect line from the Great Eastern Port to Kashgar at the extremewest end of China. This line from Ansichow to Iden is about 800miles in length.

L. The Chochiang-Koria Line
This line runs across the desert alongside the lower part of theTarim River. The land on both sides of the line is well watered andwill be valuable for colonization as soon as the railroad is com-pleted. This line is about 250 miles in length and connects withthe line that runs along the northern edge of the desert. It is a shortcut between fertile lands on the two sides of the desert.
M. The Great Northern Port-Hami Line
This line runs from the Great Northern Port in a northwest-erly direction by way of Paoti and Siangho to Peking. From Pekingit runs on the same track with the Peking-Kalgan Railway to Kal-gan, where it ascends the Mongolian Plateau. Then it follows thecaravan road northwestward to Chintai, Bolutai, Sessy, and Tolib-ulyk. From Tolibulyk, it takes a straight line westward crossing theprairie and desert of both the Inner and Outer Mongolia to Hamiwhere it connects with the Great Eastern Port-Tarbogotai line whichruns almost directly west to Urumochi, the capital of Sinkiang. Thus,it will be the direct line from Urumochi to Peking and the Great
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Northern Port. This line is about 1,500 miles in length, the greaterpart of which will run through arable land and so when it is com-pleted it will form one of the most valuable railways for colonization.
N. The Great Northern Port-Sian Line
This line will run westward from the Great Northern Port toTientsin. From here it runs southwestward to Hokien, passingthrough Tsinghai and Tachen. From Hokien, it runs more westerlyto Shentseh, Wuki, and Chengting where it joins the Chengtai lineas well as crosses the Kinhan line. From Chengting it takes the sameroad as the narrow gauge Chengtai line which has to be recon-structed into standard gauge so as to facilitate through trains to Taiy-uan and farther on. From Taiyuan it runs southwestward toKiaocheng, Wenshui, Fenchow, Sichow, and Taning. After Taningit turns westward and crossing the Hoangho, it turns southwest-ward to Yichwan, Lochwan, and Chungpu where it joins the Sian-Tatung line and runs on the same tracks to Sian. Its length is about700 miles over very rich and extensive iron, coal, and petroleumfields, as well as productive agricultural lands.
O. The Great Northern Port-Hankow Line
This line starts from the Great Northern Port skirting the coastto Petang, Taku, and Chikow, thence to Yenshan and crosses theChihli border into Shantung at Loling. From Loling, it goes to Teh-ping, Linyi and Yucheng where it crosses the Tiestsin-Pukow line,proceeds to Tungchang and Fanhsien, and then crosses the Hoan-gho to Tsaochow. After Tsaochow it passes the Shantung borderinto Honan, crossing the Hailan line to Suichow. From Suichow itproceeds to Taikang where it crosses line (c), then to Chenchowand Chowkiakow where it crosses line (d) and thence to Siang-cheng, Sintsai, Kwangchow, and Kwangshan. After Kwangshan itcrosses the boundary mountain into Hupeh, passing through Hwan-gan to Hankow. This line is about 700 miles long, running from
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the Great Northern Port to the commercial center of central China.
P. The Hoangho Port-Hankow Line
This line starts from the Hoangho Port in a southwesterly di-rection to Pohsing, Sincheng, and Changshan, then across theKiauchow-Tsinan line to Poshan. Thence it ascends the watershedinto the Wen Valley to Taian where it crosses the Tientsin-Pukowline to Ningyang and Tsining. From Tsining it proceeds in a straightline southwestward to Pochow in Anhwei, and Sintsai in Honan.At Sintsai it joins the Great Northern Port-Hankow line to Han-kow. The distance of this line from the Hoangho Port to Sintsai isabout 400 miles.

Q. The Chefoo-Hankow Line
This line starts at Chefoo of the northern side of the ShantungPeninsula and crosses that Peninsula to Tsimo, on the southern side,via Laiyang and Kinkiakow. From Tsimo it proceeds southwest-ward across the shallow mud flat at the head of Kiauchow Bay ina straight line to Chucheng. After Chucheng it crosses the water-shed into the Shuho Valley to Chuchow and Ichow, then proceedsto Hsuchow where it meets the Tientsin-Pukow line and the Hai-lan line. From Hsuchow it runs on the same track with the Tientsin-Pukow line as far as Suchow in Anhwei, then branches off to Mong-cheng and Yinchow, and crosses the border into Honan at Kwang-chow, where it meets the Great Northern Port-Hankow line andproceeds together to Hankow. This line from Chefoo to Kwang-chow is about 550 miles in length.

R. The Haichow-Tsinan Line
This line starts from Haichow following the Linhung River toKwantunpu, then turns westward to Ichow. From Ichow it turnsfirst northward then northwestward, passing by Mongyin and
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Sintai to Taian. At Taian it joins the Tsinpu line and proceeds inthe same track to Tsinan. This line covers a distance, from Hai-chow to Taian, of about 110 miles, tapping the coal and iron fieldsof southern Shantung.

S. The Haichow-Hankow Line
This line starts at Haichow in a southwesterly direction, goesto Shuyang and Sutsien, probably in the same route as the pro-jected Hailan line. From Sutsien it proceeds to Szechow and Hwaiy-uan, where it crosses the Great Eastern Port-Urga and Uliassutailines. After Hwaiyuan it goes to Showchow and Chenyangkwan,thence continuing in the same direction across the southeasterncorner of Honan and the boundary mountain into Hupeh, proceedsto Macheng and Hankow, covering a distance of about 400 miles.
T. The Haichow-Nanking Line
This line goes from Haichow southward to Antung then includ-ing a little south to Hwaian. After Hwaian it crosses the PaoyingLake (which will be reclaimed according to the regulation of theHwaiho in Part IV, Program II) to Tienchang and Luho, thence toNanking. Distance, about 180 miles.

U. The Sinyangkang-Hankow Line
This line starts from Sinyangkang to Yencheng, then crossingthe Tasung Lake (which will be reclaimed) to Hwaian. From Hwa-ian it turns southwestward passing over the southeastern cornerof the Hungtse Lake (which will also be reclaimed) to Suyi, in Anh-wei. After Suyi, it crosses the Tientsin-Pukow line near Mingkwang,to Tingyuen, where it meets lines (b) and (c). After Tingyuen, itproceeds to Liuan and Hwoshan, then crosses the boundary moun-tain into Hupeh passing through Lotien to Hankow, a distance ofabout 420 miles.

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V. The Luszekang-Nanking Line
This line starts at Luszekang, a fishing harbor to be constructedat the extremity of the northern point of the Yangtze Estuary. FromLuszekang it proceeds westward to Tungchow where it turns north-westward to Jukao, and then westward to Taichow, Yangchow, Luho,and Nanking. This line is about 200 miles long.
W. The Coast Line
This line starts at the Great Northern Port, and follows the GreatNorthern Port-Hankow line as far as Chikow, where it begins itsown line. Keeping along the coast, it crosses the Chihli border tothe Hoangho Port, in Shantung, then proceeds to Laichow whereit takes a straight cut away from the coast to Chaoyuan and Che-foo, thus avoiding the projected Chefoo-Weihsien line. From Che-foo it proceeds southeastward through Ninghai to Wenteng, whereone branch runs to Jungcheng and another to Shihtao. The mainline turns southwestward to Haiyang and Kinkiakow, where it joinsthe Chefoo-Hankow line, and follows it as far as the western sideof Kiauchow Bay, thence southward to Lingshanwei. From Ling-shanwei the line proceeds southwestward along the coast to Jichao,and crosses the Shantung border into Kiangsu, passing Kanyu toHaichow. Thence it proceeds southeastward to Yencheng, Tung-tai, Tungchow, Haimen, and Tsungming Island which will be con-nected with the mainland by the regulation works of Yangtzeembankment. From Tsungming trains can be ferried over to Shan-ghai. This line from Chikow to Tsungming is about 1,000 miles inlength.

X. The Hwoshan-Wuhu-Soochow-Kashing Line
This line starts from Hwoshan to Shucheng and Wuwei, thenacross the Yangtze River to Wuhu. After Wuhu it goes to Kaoshun,Liyang, and Ihing, then crosses over the northern end of Taihu
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(which will be reclaimed) to Soochow, where it meets theShanghai-Nanking line. From Soochow it turns southward to Kash-ing on the Shanghai-Hangchow line. This line runs over very pop-ulous and rich districts of Anhwei and Kiangsu provinces, coveringa distance of about 300 miles, which will form the greater part ofthe shortest line from Shanghai to Hankow.

PART II
THE SOUTHEASTERN RAILWAY SYSTEM
This system covers the irregular triangle which is formed bythe Coast line between the Great Eastern and the Great SouthernPorts, as the base, by the Yangtze River from Chungking to Shan-ghai, as one side, and by line (a) of the Canton-Chungking Railwayas the other side, with Chungking as the apex. This triangle com-prises the provinces of Chekiang, Fukien, and Kiangsi, and a partrespectively of Kiangsu, Anhwei, Hupeh, Hunan, and Kwangtung.This region is very rich in mineral and agricultural products, espe-cially iron and coal deposits which are found everywhere. And thewhole region is thickly populated. So railway construction will bevery remunerative.
With the Great Eastern Port and the Great Southern Port andthe second- and third-class ports that lie between the two as ter-mini of this system of railroads, I propose that the following linesbe constructed:
A. The Great Eastern Port-Chungking Line.
B. The Great Eastern Port-Canton Line.
C. The Foochow-Chinkiang Line.
D. The Foochow-Wuchang Line.

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E. The Foochow-Kweilin Line.
F. The Wenchow-Shenchow Line.
G. The Amoy-Kienchang Line.
H. The Amoy-Canton Line.
I. The Swatow-Changteh Line.
J. The Nanking-Siuchow Line.
K. The Nanking-Kaying Line.
L. The Coast Line Between the Great Eastern and the Great Southern Ports.
M. The Kienchang-Yuanchow Line.

A. The Great Eastern Port-Chungking Line
This line connects the commercial center of western China-Chungking-with the Great Eastern Port in almost a straight routesouth of the Yangtze River. It starts from the Great Eastern Portand goes to Hangchow, then through Linan, Changhwa, to Hwei-chow, in Anhwei. From Hweichow it proceeds to Siuning and Ki-men, then crosses the border into Kiangsi and passing Hukowreaches Kiukiang. From Kiukiang it follows the right bank of theYangtze, crosses the Hupeh border to Hingkwochow and then pro-ceeds to Tungshan and Tsungyang, where it passes over the borderto Yochow in Hunan. From Yochow it takes a straight line acrossthe Tungting Lake (which will be reclaimed) to Changteh. FromChangteh it proceeds up the Liu Shui Valley, passing through Tzeli,and crossing the Hunan border to Hofeng, in Hupeh and then toShinan and Lichwan. At Shinan a branch should be projected
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northeastward to Ichang, and at Lichwan another branch shouldbe projected northwestward to Wanhsien, both on the left side ofthe Yangtze River. After Lichwan it crosses the Hupeh border intoSzechwan, passing Shihchu to Foochow, then passes the Wukiangand proceeds along the right side of the Yangtze River as far as lines(a) and (b) of the Canton-Chungking Railway and then crosses to-gether on the same bridge to Chungking on the other side of theriver. The length of this line including branches, is about 1,200 miles.
B. The Great Eastern Port-Canton Line
This is a straight line from one first-class seaport to another.It starts from the Great Eastern Port and goes to Hangchow, thenturning southwestward, follows the left bank of the Tsien Tang Riverthrough Fuyang, Tunglu to Yenchow and Chuchow. Then it pro-ceeds across the Chekiang-Kiangsi border to Kwangsin. FromKwangsin it goes through Shangtsing and Kinki to Kienchang, thenproceeds to Nanfeng, Kwangchang, and Ningtu. After Ningtu it pro-ceeds to Yutu, Sinfeng, Lungnan, and crossing the boundary moun-tain of Kiangsi and Kwangtung, to Changning. Thence via Tsungfait goes to Canton, covering a distance of about 900 miles.
C. The Foochow-Chinkiang Line
This line starts from Foochow, goes by way of Loyuan and Ning-teh to Fuan, and then proceeds across the Fukien-Chekiang borderto Taishun, Kingning, Yunho, and Chuchow. Thence it proceeds toWuyi, Yiwu, Chukih, and Hangchow. After Hangchow it goes toTehtsing and Huchow and then crosses the Chekiang border intoKiangsu. Then it proceeds by way of Ihing, Kintan, and Tanyangto Chinkiang. This line is about 550 miles in length.
D. The Foochow-Wuchang Line
This line starts from Foochow and following the left bank of
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the Min River and passing Shuikow and Yenping reaches Shaowu.After Shaowu, it proceeds across the Fukien border into Kiangsiand then passes through Kienchang and Fuchow to Nanchang, thecapital of Kiangsi. From Nanchang it proceeds to Hingkwo, in Hu-peh, and passes on to Wuchang, the capital of Hupeh. It covers adistance of about 550 miles.

E. The Foochow-Kweilin Line
This line starts from Foochow, crosses the Min River and proceedsby way of Yungfu, Tatien, Ningyang, and Liencheng to Tingchow.Thence it crosses the Fukien-Kiangsi border to Shuikin. From Shui-kin it proceeds to Yutu and Kanchow and then to Shangyiu andChungyi. After Chungyi it crosses the Kiangsi-Hunan border toKweiyanghsien and Chenchow, where it crosses the Canton-Hankowline to Kweiyangchow. Thence it continues to Sintien, Ningyuan,and Taochow, where it meets lines (a) and (b) of the Canton-Chungking Railway. After Taochow it turns southward followingthe Taoho Valley to the Kwangsi border and then crossing it, pro-ceeds to Kweilin. This line covers a distance of about 750 miles.
F. The Wenchow-Shenchow Line
This line begins from the new Wenchow Port and follows theleft bank of the Wukiang as far as Tsingtien. From Tsingtien it pro-ceeds to Chuchow and Suenping and turns westward across theChekiang border to Yushan in Kiangsi. After Yushan it goes to Teh-sing, Loping, and then skirting the southern shore of Poyang Lakegoes through Yukan to Nanchang, the capital of Kiangsi. From Nan-chang it proceeds to Juichow, Shangkao, and Wantsai, then crossesthe Kiangsi border to Liuyang in Hunan, and Changsha, the capitalof Hunan. After Changsha it goes to Ningsiang, Anhwa, and Shen-chow where it connects with line (a) of the Canton-Chungking Rail-way, and with the Shasi-Singyi line. This line covers a distance ofabout 850 miles.

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G. The Amoy-Kienchang Line
This line starts from the new port of Amoy and goes to Chang-tai, then following the Kiulungkiang to Changping, Ningyang, Tsing-liu, and Kienning. After Kienning it proceeds across the Kiangsiborder to Kienchang, where it connects with the Great EasternPort-Canton line, the Foochow-Wuchang line, and the Kienchang-Yuanchow line. This line covers a distance of about 250 miles.
H. The Amoy-Canton Line
This line starts at the new port of Amoy, and proceeds to Chang-chow, Nantsing, and Siayang, where it crosses the Fukien borderto Tapu, in Kwangtung. From Tapu it goes to Tsungkow, Kaying,Hinning, and Wuhwa. After Wuhwa it crosses the watershed be-tween the Hankiang and the Tungkiang rivers to Lungchun, thenfollowing the Tungkiang down to Hoyun, it crosses another water-shed to Lungmoon, Tsengshin and Canton. This line covers a dis-tance of about 400 miles.

I. The Swatow-Changteh Line
This line starts from Swatow, proceeds to Chaochow, Kaying,and then crosses the Kwangtung border to Changning in Kiangsi.From Changning it crosses the watershed into Kungkiang Valleyand follows that river down to Hweichang and Kanchow. From Kan-chow it proceeds to Lungchuan, Yungning, and Lienhwa, where itcrosses the Kiangsi border into Hunan. After that, it proceeds toChuchow and Changsha, the capital of Hunan. From Changsha itgoes to Ningsiang, Yiyang, and Changteh where it ends, connect-ing with the Great Eastern Port-Chungking line, and the Shasi-Singyi line. This line covers a distance of about 650 miles.
J. The Nanking-Siuchow Line

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This line starts from Nanking and runs along the right bank ofthe Yangtze to Taiping, Wuhu, Tungling, Chichow, and Tungliu. Af-ter Tungliu it passes over the Anhwei border into Kiangsi, at Pengt-seh, and goes to Hukow. At Hukow it meets the Great EasternPort-Chungking line and crosses the bridge together with that lineto the projected Poyang Port. From the Poyang Port it runs alongthe west shore of the Poyang Lake through Nankang and Wuchengto Nanchang, where it meets the Wenchow-Shenchow andFoochow-Wuchang lines. From Nanchang it proceeds up the KanKiang Valley, via Linkiang to Kian, where it crosses the projectedKienchang-Yuanchow line. After Kian, it proceeds to Kanchow whereit crosses the Foochow-Kweilin line. Thence it goes to Nankangh-sien and Nanan. After Nanan it crosses the boundary mountain,Tayuling, into Kwangtung at Nanyung, thence passes through Chih-ing to Siuchow, where it meets the Canton-Hankow line. This linecovers a distance of about 800 miles.

K. The Nanking-Kaying Line
This line starts from Nanking, proceeds to Lishui and Kaoshunand then crosses the Kiangsu border into Anhwei at Suencheng.From Suencheng it proceeds to Ningkwo and Hweichow. AfterHweichow it crosses the Anhwei border into Chekiang, passingthrough Kaihwa, Changshan, and Kiangshan, and leaving Chekiangenters Fukien at Pucheng. From Pucheng it proceeds via Kienningfuto Yenping where it crosses the Foochow-Wuchang line and thengoes through Shahsien and Yungan to Ningyang, where it meetsthe Foochow-Kweilin and Amoy-Kienchang lines. From Ningyangit proceeds to Lungyen and Yungting, then joining the Amoy-Cantonline at Tsungkow proceeds together to Kaying, its terminus. Thisline runs over a distance of about 750 miles.

L. The Coast Line Between the Great Eastern and the Great Southern Ports

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This line starts from the Great Southern Port-Canton- pro-ceeds in the same direction as the Canton-Kowloon line as far asShelung and then goes its own way following the course of the Tung-kiang River to Waichow. From Waichow it proceeds to Samtochuck,Haifung, and Lukfung, then turning northeastward goes to Kityangand Chaochow. After Chaochow it goes to Jaoping, then crossingthe Kwangtung-Fukien border to Chaoan. Thence it proceeds toYunsiao, Changpu, Changchow, and Amoy. From Amoy it proceedsto Chuanchow, Hinghwa, and Foochow, the capital of Fukien. Af-ter Foochow it proceeds in the same direction as the Foochow-Chinkiang line, as far as Fuan, then turns eastward to Funing, andnorthward to Futing. After Futing it crosses the Fukien border intoChekiang and proceeds through Pingyang to Wenchow. At Wen-chow it crosses the Wukiang and proceeds to Lotsing, Hwangyen,and Taichow. Thence, it proceeds through Ninghai to Ningpo, itsown terminus, where it connects with the Ningpo-Hangchow line,thus linking it up with the Great Eastern Port via Hangchow. Thisline covers a distance from Canton to Ningpo of about 1,100 miles.
M. The Kienchang-Yuanchow Line
This line starts from Kienchang and runs through Yihwang,Loan, Yungfeng, and Kishui to Kian, where it crosses the Nanking-Siuchow line. After Kian it proceeds to Yungsin and Lienhwa whereit meets the Swatow-Changteh line. Thence it crosses the Kiangsiborder into Hunan, at Chaling, then through Anjen to Hengchowwhere it crosses the Canton-Hankow line. From Hengchow the lineproceeds to Paoking where it crosses line (a) of the Canton-Chungking Railway then westward to Yuanchow, its terminus, whereit joins with the Shasi-Singyi line. This line covers a distance of about550 miles.
The total length of this Southeastern Railway System is about9,000 miles.

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PART III
THE NORTHEASTERN RAILWAY SYSTEM
This system will cover the whole of Manchuria, a part of Mon-golia, and a part of Chihli province─an area of nearly 500,000 squaremiles, with a population of 25,000,000. This region is surroundedby mountains on three sides and opens on the south to the Liao-tung Gulf. Amidst these three mountain ranges lies a vast and fer-tile plain drained by three rivers-the Nonni on the north, the Sungarion the northeast, and the Liaoho on the south. This part of Chinawas once regarded as a desert, but since the completion of the Chi-nese Eastern Railway it has been found to be the most productivesoil in China. It supplies the whole of Japan and a part of Chinawith nitrogenous food in the form of soya bean. This bean, the won-derful properties of which were early discovered by the Chinese,contains the richest nitrogenous substance among vegetables andhas been used as a meat substitute for many thousand years. Veg-etable milk is extracted from this bean, and from this milk variouskinds of preparations are made. The extraction from this bean hasbeen proved by modern chemists to be richer than any kind of meat.The Chinese and the Japanese have used this kind of artificial meatand milk from time immemorial. Recently food administrators inEurope and America have paid great attention to this meat sub-stitute, while the export of soya bean to Europe and America hassteadily increased. This Manchu-Mongolian plain is destined to bethe source of the world's supply of soya bean. Besides soya bean,this plain also produces a great quantity of various kinds of grains,and supplies the entire Eastern Siberia with wheat. The Manchur-ian mountains are exceedingly rich in timber and minerals--goldbeing especially found in great quantities in many localities. Railway construction in this region has proved to be a mostprofitable undertaking. At present there are already three railwaysystems tapping this rich country, viz., the Peking-Mukden line, the
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best paying railroad in China, the Japanese South-ManchurianRailway, also a very remunerative line, and the Chinese EasternRailway, the best paying portion of the whole Siberian system. Be-sides these, there are many lines projected by the Japanese. In or-der to develop this rich region properly a network of railways shouldbe projected.
Before dealing with the separate lines of this network of rail-ways, I should like to propose a center for them, just as the spider'snest is to a cobweb. I shall name this central city "Tungchin," theEastern Mart, which should be situated at a point southwest of thejunction of the Sungari and Nonni rivers, about 110 miles west bysouth from Harbin, and will be in a more advantageous positionthan the latter. This new city will be the center not only of the rail-way system but also of the inland water communication when theLiaoho-Sungari Canal is completed. With the projected city of Tung-chin as a center, I propose the following lines: A. The Tungchin-Hulutao line.
B. The Tungchin-Great Northern Port line.
C. The Tungchin-Dolon Nor line.
D. The Tungchin-Kerulen line.
E. The Tungchin-Moho line.
F. The Tungchin-Korfen line.
G. The Tungchin-Yaoho line.
H. The Tungchin-Yenchi line.
I. The Tungchin-Changpeh line.

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J. The Hulutao-Jehol-Peking line.
K. The Hulutao-Kerulen line.
L. The Hulutao-Hailar line.
M. The Hulutao-Antung line.
N. The Moho-Suiyuan line.
O. The Huma-Chilalin or Shihwei line.
P. The Ussuri-Tumen-Yalu-Coast line.
Q. The Linkiang-Dolon Nor line.
R. The Chikatobo-Sansing or Ilan line.
S. The Sansing or Ilan-Kirin line.
T. The Kirin-Dolon Nor line.

A. The Tungchin-Hulutao Line
This is the first line that radiates from this projected Manchur-ian railway center, and is the shorter of the two direct lines thatlead to the ice-free ports on the Liaotung-Chihli Gulf. It runs almostparallel to the South Manchurian Railway, the distance betweenthe two lines being about 80 miles at the northern end, converg-ing to 40 miles at Sinmin, and diverging again after that point. Ac-cording to the original agreement with the former RussianGovernment, no parallel line within 100 miles was allowed to bebuilt. But such restriction must be abolished under this new Inter-national Development Scheme for the benefit of all concerned. Thisline starts from Tungchin, and proceeds southward across the vast
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Manchurian plain by Changling, Shuangshan, Liaoyuan, and Kang-ping, to Sinmin in a straight line covering a distance of about 270miles. After Sinmin, the line joins the Peking-Mukden Railway andruns on the same track for a distance of about 130 miles to Hulutao.
B. The Tungchin-Great Northern Port Line
This line is the second that radiates from this railway centerdirect to a deep water ice-free seaport. It starts from Tungchin, pro-ceeding in a southwesterly direction, passes Kwangan, midway be-tween Tungchin and the West Liaoho, and many other smallsettlements before it crosses the Liaoho. After crossing the Liaoho,it enters the mountainous regions of the Jehol district by a valleyto Fowsin, a hsien city, and crosses the watershed into the Talin-gho Valley. After passing through the Talingho Valley, the linecrosses another watershed into the Luan Valley by a branch of thesame river. Then it penetrates the Great Wall and proceeds to theGreat Northern Port by way of Yungping and Loting. The wholelength of this line is about 550 miles, the first half of which is onlevel land and the second half in mountainous country.
C. The Tungchin-Dolon Nor Line
This is the third line that radiates from the railway center andproceeds nearly in a westerly direction across the plain to Taonanwhere it crosses the projected Aigun-Jehol line (Japanese), and alsomeets the termini of two other projected lines, the Changchun-Taonan and the Tsengkiatun-Taonan (Japanese). After Taonan, theline turns more southward by skirting along the foothills of thesoutheastern side of the Great Khingan range where vast virgin for-ests and rich minerals are found. Then it passes through the upperLiaoho Valley formed by the Great Khingan Mountain on the north,and the Jehol Mountain on the south and through the towns of Linsiand Kingpang to Dolon Nor, where it meets the trunk line of theNorthwestern Railway system. This line covers a distance of about
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480 miles, a great part of which is on level land.
D. The Tungchin-Kerulen Line
This is the fourth line that radiates from the Tungchin Railwaycenter. It runs in a northwesterly direction almost parallel with theHarbin-Manchuli line of the Chinese Eastern Railway, the distancebetween the two lines varying from 100 to 130 miles. The line startsfrom Tungchin on the north side of the junction of the Nonni andSungari rivers and proceeds westward across the Nonni River toTalai, and then turns northwestward across the plain into the val-ley of the north branch of the Guileli River. After entering the val-ley, it follows the stream up to its source, then crosses the GreatKhingan Mountain watershed into the Mongolian Plain by theKhalka River, and follows the right bank of this river to the northend of Bor Nor Lake. Thence it turns directly westward to the Ker-ulen River, and follows the south bank of the river to Kerulen. Thisline covers a distance of about 630 miles.

E. The Tungchin-Moho Line
This is the fifth line that radiates from this railway center. Itstarts from the north side of the junction of the Nonni and Sungaririvers, and proceeds northwestward across the northern end of theGreat Manchurian Plain to Tsitsiha. At Tsitsiha, it joins the projectedChinchow-Aigun line and proceeds together northwestward along-side the left bank of the Nonni River as far as Nunkiang where itseparates from the other. Thence it resumes the northwesterly di-rection and proceeds into the upper Nonni Valley until the head-water is reached. Then it crosses the northern extremity of the GreatKhingan Range to Moho, where it joins the terminus of the DolonNor-Moho line. This line is about 600 miles long. About a quarterof this length runs on the plain, the second quarter runs along thelower Nonni Valley, the third along the Upper Valley, and the fourthruns in mountainous but gold-bearing regions, where only
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physical difficulties are to be expected.

F. The Tungchin-Korfen Line
This is the sixth line from the railway center. It also starts onthe northern side of the Nonni-Sungari junction, and proceeds acrossthe plain by the cities Chaotung and Tsingkang. After Tsingkangit crosses the Tungkun River, proceeds to Hailun, and then, ascend-ing the Tungkun Valley, crosses the watershed of the Little Khin-gan Mountain. Thence it descends into the Korfen Valley andproceeds by Chelu to Korfen on the right bank of the Amur River.This line covers a distance of 350 miles, two thirds of which runon comparatively level land and one third in mountainous district.This is the shortest line from Tungchin to the Amur River and theRussian territory on yonder side.

G. The Tungchin-Yaoho Line
This is the seventh line that radiates from this railway center.It starts from the northern side of the Nonni-Sungari junction andtraverses the plain on the left of the Sungari River by Chaochow,then crosses the Chinese Eastern Railway, and the Hulan River toHulan. After Hulan, it proceeds to Payen, Mulan, and Tungho, thencrosses the Sungari River to Sansing, now called Ilan. Thence itproceeds into the Wokan Valley and crosses the watershed by Chih-singshitse and Takokai into the Noloho Valley and passing by var-ious villages and towns along this river to Yaohohsien, ends at thejunction of the Noloho and the Ussuri River. This line covers a dis-tance of 500 miles in very fertile country.

H. The Tungchin-Yenchi Line
This is the eighth line that radiates from this railway center.It starts from the eastern side of the Nonni-Sungari junction andproceeds in a southeasterly direction on the right side of the
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Sungari River to Fuyu or Petunai and various towns along the roadon the same side of the river until it comes across the Harbin-Talien Railway, then turns away from the road and proceeds east-ward to Yushu and Wuchang. After Wuchang, the line turning moresouthward, proceeds to Fengtechang and then follows the same di-rection to Omu. At Omu, it crosses the Mutan River, then proceedsto Liangshuichuan and Shehtauho, where it joins the JapaneseHweining-Kirin line and proceeds together to Yenchi. This line cov-ers a length of about 330 miles through very rich agricultural andmineral country.

I. The Tungchin-Changpeh Line
This is the ninth line that radiates from the Tungchin railwaycenter. It starts from the south side of the Nonni-Sungari junctionand proceeds in a southeasterly direction across the plain to Nun-gan. After Nungan, it crosses the Itung River and proceeds con-tinuously in the same direction across several branches of the sameriver to Kiudaichan, where it joins the Changchun-Kirin line andproceeds together as far as Kirin. After Kirin, it goes its own wayfollowing the right bank of the Sungari River in a south-easterlydirection to the junction of Lafaho River and turns southward alongthe same bank of the Sungari to Huatien. After Huatien, it conti-nues in the same course up to Toutaokiang, as far as Fusung, thenturns southeastward into the Sunghsiangho Valley and proceedsupward to the Changpeh Shan watershed by skirting the south sideof the Celestial Lake, then turns southward following the AikiangRiver to Changpeh on the Korean frontier. This line covers a dis-tance of about 330 miles. Some great difficulties are to be over-come in the last portion of the line where it crosses the Changpehwatershed.

J. The Hulutao-Jehol-Peking Line
With this line I shall begin to deal with a new group of the
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Northeastern Railway System which will make Hulutao, the ice-free port on the Liaotung Gulf as their center and terminus. This,the first line, starts from Hulutao and proceeds westward up theShaho Valley to Sintaipienmen. Thence it crosses the mountai-nous district through Haiting, Mangniuyingtse, and Sanshihkiatseto Pingchuan, and continues in the same direction to Jehol orChengteh. After Jehol, it proceeds by the old imperial highway toLwanping, then turns southwestward to Kupehkow where it pen-etrates the Great Wall. Thence it follows the same highway throughMiyun and Shunyi to Peking. This line covers a distance of about270 miles.

K. The Hulutao-Kerulen Line
This is the second line of the Hulutao radiation. It starts fromthis seaport and proceeds northward through the mountainous re-gion of Jehol by Kienping and Chihfeng. Thence, the line followsthe highway across the Upper Valley of Liaoho to Chianchang, Si-too, Takinkou, and Linsi. After Linsi, it proceeds up the LukiakoValley and crosses the watershed at the southern extremity of theGreat Khingan Mountain, through Kanchumiao and Yufuchih. Thenit proceeds to Payenbolak, Uniket, and Khombukure where it joinswith the Dolon Nor-Kerulen line and proceeds together to Kerulen.This line up to Khombukure covers a distance of about 450 miles,tapping a very rich mineral, timber, and agricultural country.
L. The Hulutao-Hailar Line
This, the third line, starts from Hulutao and proceeds by wayof Chinchow along the west side on the Talingho River to Yichow,where it crosses the Talingho to Chinghopienmen and Fowsin. Af-ter Fowsin, the line goes northward to Suitung, thence, crossingthe Siliaoho to Kailu, it proceeds between the Great and Little FishLakes to Kinpan and Tachuan. Then it proceeds across the GreatKhingan Mountain into the Oman Valley and follows the same river
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to Hailar. This line covers a distance of about 600 miles passingthrough rich mineral and agricultural land and virgin forests.
M. The Hulutao-Antung Line
This, the fourth line, starts from Hulutao and proceeding north-eastward, follows the course of the projected Liaoho-Hulutao Ca-nal, and then goes eastward to Newchwang and Haicheng. Fromthere it proceeds southeastward to Simuchen, where it joins theAntung-Mukden line and proceeds together to Antung on the Kor-ean border. This line covers a distance of about 220 miles. Thistogether with the Hulutao-Jehol-Peking line will make the shortestline from Antung and beyond, i.e., Korea, to Peking.
N. The Moho-Suiyuan Line
With this as the first I am going to deal with another group oflines in this system. These will be the circum-ferential lines whichlink up the radii from the Tungchin center in two semicircles, theouter and the inner. This Moho-Suiyuan line starts from Moho andproceeds along the right bank of the Amur River to Ussuri, Omurh,Panga, Kaikukang, Anlo, and Woshimen. After this point, the riverbends more southward and the line follows the same bend to An-kan, Chahayen, Wanghata, and Huma. From Huma, it proceeds toSierhkenchi, Chila, Manchutun, Heiho, and Aigun where it meetsthe terminus of the Chinchow-Aigun line. After Aigun, the line turnsmore eastward to Homolerhchin, Chilirh, and Korfen where it meetsthe terminus of the Tungchin-Korfen line. Thence it proceeds toWuyun, Foshan, and Lopeh. After Lopeh, it goes to Hokang at thejunction of the Amur and Sungari. At this point, the line crossesthe Sungari River to Tungkiang and proceeds to Kaitsingkow, Otu,and Suiyuan where it ends. This line covers a distance of 900 milesrunning all its way through the gold-producing region.
O. The Huma-Chilalin or Shihwei Line

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This is merely a branch of the Moho-Suiyuan line. It starts fromHuma and follows the Kumara River passing by the Taleitse GoldMine and Wapalakow Gold Mine. Then it proceeds up the KumaraRiver in a westerly and southwesterly direction to its southernsource and there it crosses the watershed into the Halarh Valley,thence descending the valley to Chilalin or Shihwei. This line cov-ers a distance of about 320 miles running in an extremely rich golddistrict.

P. The Ussuri-Tumen-Yalu-Coast Line
This, the second line of the outer semicircle, starts by conti-nuing the first line at Suiyuan, and proceeds along the left bankof the Ussuri River, passing Kaulan, Fuyeu, and Minkang, to Yaoho,where it meets the terminus of the Tungchin-Yaoho line. FromYaoho, it runs parallel to the Russian Ussuri Railway on the eastside of the river as far as Fulin. After Fulin, it parts from the Rus-sian line by turning westward following the Mulingho River to Mis-han on the northwestern corner of the Hanka Lake. Thence it goesto Pinganchin, turns southward alongside the boundary line andcrosses the Harbin-Vladivostok line at Siusuifen Station to Tung-ning. After Tungning, it continues the same southward course along-side the boundary line to a point between Szetaukow andWutaukow, then turns westward to Hunchun, and northwestwardto Yenchi where it meets the projected Japanese Hweining-Kirinline. From Yenchi, it follows the Japanese line to Holung, and por-ceeds southwestward by the left side of the Tumen River acrossthe watershed into the Yalu Valley, where it meets the Tungchin-Changpeh line. After Changpeh it turns westward and northwest-ward following the right bank of the Yalu to Linkiang, thence south-westward, still following the right bank of the Yalu, to Tsianhsienand then continues in the same direction, along the Yalu bank, toAntung, where it meets the Antung-Mukden Railway. After Antung,it proceeds to Tatungkow at the mouth of the Yalu, thence alongthe coast to Takushan and Chwangho, then westward through
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Situn and Pingfangtien to join the South Manchurian Railway atWukiatun. This line covers a distance of 1,100 miles, which runsfrom end to end right along the southeastern boundary ofManchuria.

Q. The Linkiang-Dolon Nor Line
This is the third line of the outer semicircle of the Tungchinrailway center, and connects the radiating lines south of the center.It starts from Linkiang at the southwestward turn of the Yalu River,and proceeds across the mountainous region passing by Tunghwa,Hingking, and Fushun, to Mukden, where it crosses the South Man-churian Railway. From Mukden, it goes together with the Peking-Mukden line as far as Sinmin, where it crosses the Tungchin-Hulutaoline and proceeds northwestward through Sinlihtun to Fowsin. Af-ter Fowsin the line enters the hilly district of the upper Liaoho Val-ley, and proceeds to Chihfeng, after passing through numerous smallvillages and camping places in this vast pasture. After Chihfeng theline proceeds through the Yinho Valley by Sanchotien, Kungchul-ing, and Tachientse, to Famuku, thence follows the Tulakanho toDolon Nor, covering a distance of about 500 miles.
R. The Chikatobo-Sansing or Ilan Line
This is the first line of the inner semicircle which connects theradiating lines from the Tungchin railway center on the northeast.It starts from Chikatobo on the upper reach of the Amur, and pro-ceeds eastward and southeastward through many valleys and moun-tains of the Great Khingan Range to Nunkiang. After Nunkiang, itgoes in a more southerly direction to Keshan, thence to Hailun,and then crosses the Sungari to Sansing or Ilan. This line coversa distance of about 700 miles, passing through an agricultural andgold-producing country.

S. The Sansing or Ilan-Kirin Line

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This is the second line of the inner semicircle. It starts fromSansing and proceeds southwestward along the right bank of theMutan River through Tauchan, Erchan, Sanchan, and Szuchan, toChengtse where it crosses the Harbin-Vladivostok line. Then it goesto Ninguta, after crossing over the Mutan River from right to theleft bank. After Ninguta it proceeds southwestward passing throughWungcheng, Lanchichan, Talachan, and Fungwangtien, to Omu.From Omu it joins the Japanese Hweining-Kirin line and proceedswestward to Kirin. This line covers a distance of about 200 miles,along the fertile Mutan Valley.

T. The Kirin-Dolon Nor Line
This is the third line of the inner semicircle in the Tungchinsystem. It starts from Kirin and follows the old highway westwardto Changchun where it meets the termini of the Chinese EasternRailway from the north and the Japanese South Manchurisn Rail-way from the south. After Changchun, it proceeds across the plainto Shuangshan where it meets the Tungchin-Hulutao line and theJapanese Szupingkai-Chengkiatun-Taonan line. From Shuangshan,it crosses the Liao River to Liaoyuan, thence it traverses the vastplain, crossing the Tungchin-Great Northern Port line and goes toSuitung where it meets the Hulutao-Hailar line. After Suitung, itproceeds up the Liao Valley where it comes across the Hulutao-Kerulen line and then crosses the watershed to Dolon Nor whereit ends. This line covers a distance of 500 miles. This completes the cobweb system of the projected North-Eastern Railway. The total length of this entire system is about 9,000miles.

PART IV
THE EXTENSION OF
THE NORTHWESTERN RAILWAY SYSTEM

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The Northwestern Railway System covers the region of Mon-golia, Sinkiang, and a part of Kansu, an area of 1,700,000 squaremiles. This territory exceeds the area of the Argentine Republicby 600,000 square miles. Argentina is now the greatest source ofthe world's meat supply, while the Mongolian pasture is not yetdeveloped, owing to the lack of transportation facilities. As Argen-tina has superseded the United States in supplying the world withmeat, so the Mongolian pasture will some day take the place of Ar-gentina, when railways are developed and cattle raising is scien-tifically improved. Thus the construction of railroads in this vastfood-producing region is an urgent necessity as a means of reliev-ing the world from food shortage. In the first program of this Inter-national Development Scheme, I proposed 7,000 miles of railwaysfor this vast and fertile region, for the purpose of developing theGreat Northern Port, and relieving the congested population ofsoutheastern China. But this 7,000 miles of railways form merelya pioneer line. In order to develop this virgin continent properly,more railways have to be constructed. Therefore in this plan,namely, the Extension of the Northwestern Railway System, I pro-pose the following lines:
　A. The Dolon Nor-Kiakata line.
　B. The Kalgan-Urga-Tannu Ola line.
　C. The Suiyuan-Uliassutai-Kobdo line.
　D. The Tsingpien-Tannu Ola line.
　E. The Suchow-Kobdo line.
　F. The Northwestern Frontier line.
　G. The Tihwa or Urumochi-Ulankom line.
　H. The Gaskhiun-Tannu Ola line.

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　I. the Uliassutai-Kiakata line.
　J. The Chensi or Barkul-Urga line.
　K. The Suchow-Urga line.
　L. The Desert Junction-Kerulen line.
　M. The Khobor-Kerulen-Chikatobo line.
　N. The Wuyuan-Taonan line.
　O. The Wuyuan-Dolon Nor line.
　P. The Yenki-Ili line.
　Q. The Ili-Hotien line.
　R. The Chensi-Kashgar line and its branches.

A.The Dolon Nor-Kiakata Line
　This line starts from Dolon Nor and proceeds in a northwest-erly direction, following the caravan road across the vast pastureto Khorkho, Kuoto, and Suliehto. After Suliehto, it crosses the boun-dary line into Outer Mongolia by the same road to Khoshentun,Lukuchelu, and Yangto. Thence it crosses the Kerulen River to Ot-ukunkholato, and enters the hilly region where it crosses the Ker-ulen watershed and the Chikoi watershed. The water from theKerulen watershed flows into the Amur, and thence into the Pa-cific Ocean, while the water from the Chikoi watershed flows intoLake Baikal, and thence to the Arctic Ocean. After crossing the Chi-koi watershed, it follows a branch of the Chikoi River to Kiakata.This line covers a distance of about 800 miles.
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B. The Kalgan-Urga-Tannu Ola Line
　This line starts from Kalgan at the Great Wall, and proceedsnorthwestward up the plateau, crosses a range of hills into the Mon-golian prairie, and goes to Mingan, Boroldshi, Ude, and Khobor,where it crosses the Dolon Nor-Urumochi trunk line. After Kho-bor, it proceeds across the vast and rich pasture of Mubulan, thenproceeds in a straight line through Mukata and Nalaiha to Urga.From Urga, it goes into the hilly district crossing Selenga Valleyto a point opposite the southern end of Lake Kos Gol, and thenturns northward across a range of mountains to Khatkhyl on thesouthern shore of Kos Gol. After Khatkhyl, it skirts Kos Gol Lakealong the western shore for some distance, then turns northwest-ward and westward, following the course of the Khua Kem Riverto a point near its exit at the frontier line, then turns southwest-ward up the Kemtshik Valley to its headwater, passes through Pak-uoshwo, and ends at the boundary line between the Russian andChinese territories. This line covers a distance of about 1,700 miles.
C. The Suiyuan-Uliassutai-Kobdo Line
　This line starts from Suiyuan in the northwestern corner ofShansi, and proceeds in a northwesterly direction across the hillycountry into the Mongolian pasture to Tolibulyk, where it crossesthe Great Northern Port-Hami line, and the Great Eastern Port-Urga line. After Tolibulyk, it proceeds in a straight line in the samedirection passing through Barunsudshi to the capital of Tuchetu.Thence it continues in the same straight line northwestward to Go-rida. After Gorida, it follows the caravan road to Kolitikolik whereit crosses the Great Northern Port-Urumochi trunk line. From Kol-itikolik, the line turns northwestward, then westward and proceedsacross many streams and valleys and passes by many small townsto Uliassutai. At Uliassutai, it crosses the B Junction-Frontier branchof the Great Eastern Port-Urumochi line. After Uliassutai, the lineproceeds westward following the trade road, passes through
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Khuduku, Bogu, Durganor, and Sakhibuluk to Kobdo. Thence theline turns northwestward to Khonga, Ukha, and Clegei, then west-ward to Beleu and ends at the frontier. This line is about 1,500 mileslong.

D. The Tsingpien-Tannu Ola Line
　This line starts from Tsingpien at the Great Wall, on the north-ern border of Shensi, proceeds through the Ordos country by Bon-obalgasun, Orto, and Shinchao, and then crosses the Hoangho toSantaoho. From Santaoho, it proceeds across Charanarinula Moun-tain into Mongolian prairie in a northwesterly direction to Kur-bansihata where it crosses the Peking-Hami line, then it goes toUnikuto and Enkin, where it crosses the Great Northern Port-Urumochi line. After Enkin, the line enters into a valley and wa-tered district, proceeds northward to Karakorum, and then turnsnorthwestward across various streams and valleys of the tributaryof the Selenga River by Sabokatai and Tsulimiau. After Tsulimiau,it proceeds in the same direction across the Selenga River, followsits branch, the Telgir Morin River, up to its source and crosses thewatershed into Lake Teri Nor. Then it follows the outlet of the TeriNor to the Khua Kem River, where it ends by joining the Kalgan-Urga-Tannu Ola line. This line covers a distance of about 1,200 miles.
E. The Suchow-Kobdo Line
　This line starts from Suchow in a northwesterly direction pen-etrating the Great Wall at Chiennew, and proceeds to the coal field,about 150 miles from Suchow. Then it goes to Habirhaubuluk andIhatoli. A short way from this place the line comes across thePeking-Hami line and then proceeds to Balaktai. After this the linepasses a bit of pure desert to Timenchi. After entering the hilly andwatered country it proceeds to Gaskhiun where it crosses the GreatNorthern Port-Urumochi trunk line. After Gaskhiun, it proceeds toWolanhutok, Tabateng, and Tabutu where it joins the Kucheng and
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Kobdo highway and following it, proceeds to Kobdo, through Bat-okuntai and Sutai. Here the line ends, covering a distance of about700 miles.

F. The Northwestern Frontier Line
　This line starts from Ili following the Urumochi-Ili line to San-tai, on the eastern side of Zairam Lake, then proceeds northeast-ward by itself to Tuszusai on the west side of Ebi Lake. After Tuszusaiit proceeds to Toli where it crosses the Central Trunk line, that is,the Great Eastern Port-Tarbogotai line. Thence it goes to Namuk-otai and Stolokaitai by passing through a vast forest and a rich coalfield. From Stolokaitai, the line follows the highway and proceedsto Chenghwaszu, the capital of Altai province. Thence it crossesa mountain range by the Urmocaitu Pass into the Kobdo Valley,and follows the course of the Kobdo River to Beleu where it joinsthe Suiyuan-Kobdo line and proceeds to Clegei. From Clegei, it pro-ceeds by itself to Tabtu via Usungola and Ulankom. At Tabtu, itjoins the other line again and proceeds together to the Khua KemRiver in the Tannu Ola district. It then turns eastward ascendingthe river to the junction of the Bei Kem and Khua Kem Rivers, thenstarts again on its own course, following the former river and pro-ceeds up to its source in a northeasterly direction ending at thefrontier. This line covers a distance of about 900 miles.
G. The Tihwa or Urumochi-Ulankom Line
　This line starts from Tihwa following the Dolon Nor trunk lineto Fowkang, then proceeds by its own route almost northwardthrough Chipichuan to Khorchute. From Khorchute, it turns north-eastward and proceeds across a hilly district to Kaiche, then to Tur-huta, where it crosses a branch line from Junction C of the GreatNorthern Port-Urumochi line. After Turhuta, it turns northward, pro-ceeds up the Pakaningale Valley to Zehoshita, and then crosses theTilikta Pass. Thence it turns northeastward proceeding across the
Int. Development of China, July 20, 1920 241

newly cultivated country to Kobdo. After Kobdo, it proceeds througha fertile plateau, by crossing many rivers and skirting many lakesto Ulankom, where it ends by joining the Northwestern Frontierline. It covers a distance of about 550 miles.

H. The Gaskhiun-Tannu Ola Line
　This line starts from Gaskhiun and proceeds northeastwardacross a hilly and watered country through Hatonhutuk and Ta-langjoleu, to Pornulu. After Pornulu, the line proceeds across theSapkhyn Valley by Huchirtu and Porkho to Uliassutai where it meetsthe Suiyuan-Kobdo, and the Great Eastern Port-Uliassutai lines. Af-ter Uliassutai, the line proceeds northward to a quite new countryby first crossing the headwaters of Selenga, then the headwatersof the Tess River. In the Tess Valley the line crosses a vast virginforest. After emerging from this forest it proceeds northwestwardacross the watershed into the Khua Kem Valley in Tannu Ola andends by joining the Northwestern Frontier line. This line coversa distance of about 650 miles.

I. The Uliassutai-Kiakata Line
　This line starts from Uliassutai and runs on the track of theGaskhiun-Tannu Ola line, until it reaches the Eder River, a branchof the Selenga. Then, turning off eastward, it begins its own courseand proceeds downward following the course of the Eder River,crossing the Tsingpien-Tannu Ola line, to the junction of this riverwith the Selenga. There it joins the Kalgan-Urga-Tannu Ola line andproceeds together eastward in the common track for some distanceuntil the other line turns southeastward, when this line turns north-eastward following the Selenga down to Kiakata. This line coversa distance of about 550 miles, running through a fertile valley.
J. The Chensi or Barkul-Urga Line

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This line starts from Chensi or Barkul and proceeds northeast-ward across a cultivated region through Tutaku to Urkesiat. AfterUrkesiat, it crosses the Suchow-Kobdo line, then traverses the vastpasture on the north side of the Gobi Desert to Suchi and Dalan-tura. Thence it turns more northward across the Great EasternPort-Uliassutai line, and the Dolon Nor-Urumochi line to Tashun-hutuk. After this point the line crosses the Suiyuan-Uliassutai lineat Ologai and proceeds over the watershed into the Selenga Valleywhere it crosses the Tsingpien-Tannu Ola line at Sabokatai. Fromhere it turns eastward across a hilly and watered region to Urga.This line covers a distance of about 800 miles.
K. The Suchow-Urga Line
　This line starts from Suchow and proceeds by Kinta to Maumu,and then follows the Taoho or Edsina River, which waters this stripof oasis, to the lakes. Thence it crosses the Gobi Desert, where itmeets the crossing lines of the Peking-Hami and the Great EasternPort-Uliassutai railways and with them forms a common junction.From this junction it proceeds across desert and pasture lands toanother railway crossing which is formed by the Suiyuan-Kobdoand Tsingpien-Tannu Ola lines, also forming a common junctiontogether. Thence it proceeds into pasture land through Hatengtuand Tolik to Sanintalai, where it crosses the Dolon Nor-Urumochiline. After Sanintalai, the line proceeds through Ulanhoshin andmany other small towns an encampments to Urga. This line cov-ers a distance of about 700 miles. One thirds of this length is throughthe desert and the other two thirds through watered pasture land.
L. The Desert Junction-Kerulen Line
　This line starts from the Desert Junction, proceeds northeast-ward to the pastural land and crosses the Tsingpien-Tannu Ola linesouth of Ulan Nor Lake. Thence it proceeds to the Tuchetu Capitalwhere it crosses the Suiyuan-Kobdo line. After the Tuchetu
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Capital it goes across a pasture to Junction A. From Junction A,it proceeds to Ulanhutuk and Chientingche, then crosses theKalgan-Tannu Ola line to Zesenkhana. From Zesenkhana, the linefollows the course of the Kerulen River down in a north-easterlydirection to the city of Kerulen, where it crosses the Dolon Nor-Kerulen line, and meets the Kerulen-Tungchin line. This line cov-ers a distance of about 800 miles.

M. The Khobor-Kerulen-Chikatobo Line
　This line starts from Khobor, the crossing junction of the Do-lon Nor-Urumochi, and the Kalgan-Urga-Tannu Ola lines, and pro-ceeds northeastward across a vast pasture to Khoshentun, whereit crosses the Dolon Nor-Kiakata line. After Khoshentun, it proceedsin the same direction across a similar pasture to Kerulen, whereit crosses the Dolon Nor-Kerulen line. Then it proceeds first alongthe right bank of the Kerulen River, then crosses to the left side,and passes along the northwestern side of Hulan Lake. After Hu-lan Lake, the line crosses the Chinese Eastern Railway, and the Ar-guna River, then proceeds along the right bank of the river toChikatobo, where the line ends by joining the Dolon Nor-Moho andthe Chikatobo-Sansing lines. This line covers a distance of about600 miles. The first half of it runs on dry land and the second halfon watered land.

N. The Wuyuan-Taonan Line
　This line starts from Wuyuan at the northwest bend of theHoangho and proceeds northeastward across the Sheiten Ula Moun-tain and pasture to Tolibulyk, where it meets the crossing junctionof three lines-the Peking-Hami line, the Suiyuan-Kobdo line, andthe Great Eastern Port-Urga line. From Tolibulyk the line proceedscontinuously in the same direction across a pasture to Khobor whereit meets the crossing junction of the Dolon Nor-Urumochi and thePeking-Urga lines, and also the terminus of the Khobor-Kerulen line.
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After Khobor the line turns more eastward and runs across the Do-lon Nor-Kiakata line midway to Khombukure, where it crosses theDolon Nor-Kerulen and the Hulutao-Kerulen lines. From Khom-bukure the line proceeds to Dakmusuma, where it crosses theDolon Nor-Moho line. Thence it goes eastward across the GreatKhingan Mountain to Tuchuan, then turns southeastward toTaonan, where it ends. This line covers a distance of about900 miles.

O. The Wuyuan-Dolon Nor Line
　This line starts from Wuyuan and proceeds northeastward acrossthe Sheiten Ula Mountain to Maomingan, where it crosses the GreatEastern Port-Urga line. Then it proceeds across the vast pasture andthe Suiyuan-Kobdo line to Bombotu, where it passes over thePeking-Hami line. After Bombotu, the line turns eastward and pro-ceeds across the Kalgan-Urga-Tannu Ola line, then goes to DolonNor, where it ends by joining the Dolon Nor-Mukden-Linkiang line,which forms a direct route from the upper Hoangho Valley to therich Liaoho Valley. This line covers a distance of about 500 miles.
P. The Yenki-Ili Line
　This line starts from Yenki or Karashar, and proceeds north-westward across the mountain pass into the Ili Valley. It then fol-lows the Kunges River downward, in a westerly direction, traversinga most fertile valley, to Ining and Kuldja or Ili, the principal cityof the Ili district near the Russian border, where it joins the Ili-Urumochi line. This line covers a distance of about 400 miles.
Q. The Ili-Hotien Line
　This line starts from Ili or Kuldja, proceeds southward acrossthe Ili River, then eastward along the left side of the river andthen southeastward and southward to Bordai. From here it turns
Int. Development of China, July 20, 1920 245

southwestward into Tekes Valley and proceeding upward crossesthe Tekes River to Tienchiao and then ascends the mountain pass.After the mountain pass the line turns southeastward, traverses avast coal field and then turns southwestward to Shamudai, whereit crosses the Turfan-Kashgar line. From Shamudai it turns south-ward across the fertile zone of the north side of the Tarim Valley,to Bastutakelak. Then it proceeds southwestward to Hotien pas-sing by on the way many small settlements in the fertile zone ofthe Hotien River which flows across the desert. At Hotien the linemeets the Kashgar-Iden line. After Hotien the line proceeds up-ward to the highland south of the city and ends at the frontier. Thisline covers a distance of about 700 miles.

R. The Chensi-Kashgar Line and Its Branches
　This line starts from Chensi and proceeds southwestward alongthe Tienshan pasture through Yenanpao, Shihkialoong, and Tao-laitse to Chikoching, then along the Tienshan forest through Wu-tungkwo, Tungyenchi, Siyenchi, and Olong to Sensien, where itcrosses the Central Trunk line. After Sensien it proceeds along thenorthern edge of the Tarim Desert through Lakesun City and Sheh-chuan to Hora, where it crosses the Cherchen-Koria line. From Horathe line proceeds along the course of the Tarim River, passing bymany new settlements, fertile regions, and virgin forests, to Bas-tutakelak, where it crosses the Ili-Hotien line. Thence it goes throughPachu to Kashgar where it meets the Urumochi-Iden line. AfterKashgar it proceeds northwestward to the frontier where it ends.Attached to this line are two branches. The first branch proceedsfrom Hora southwestward through many oases to Cherchen. Thesecond proceeds from Pachu southwestward along the YarkandRiver to Sache and then westward to Puli near the frontier. Thisline including the branches covers a distance of about 1,600 miles.The total length of this entire system is about 16,000 miles. Seegeneral map.

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PART V
THE HIGHLAND RAILWAY SYSTEM
　This, the last part of my railway program, is the most difficultand most expensive undertaking of its kind; consequently, it mustbe the least remunerative of all the railway enterprises in China.So no work should be attempted in this part until all the other partsare fully developed. But when all the other parts are well equippedwith railways then railway construction in this highland region willalso be remunerative, despite the difficulties and the highly ex-pensive work in construction.
　The highland region consists of Tibet, Kokonor, and a part ofSinkiang, Kansu, Szechwan, and Yunnan, an area of a about1,000,000 square miles. Tibet is known to be the richest countryin the world for gold deposits. Furthermore the adjacent territor-ies possess rich agricultural and pastural lands. This vast region islittle known to the outside world. The Chinese call Tibet "the West-ern Treasury," for, besides gold, there are other kinds of metals espe-cially copper, in great quantities. Indeed the name of the WesternTreasury is most appropriately applied to this unknown region.When the world's supply of precious metals are exhausted, we haveto resort to this vast mineral bearing region for supply. So railwayswill be necessary at least for mining purposes. I therefore proposethe following lines:
　A. The Lhasa-Lanchow line.
　B. The Lhasa-Chengtu line.
　C. The Lhasa-Tali-Cheli line.
　D. The Lhasa-Taklongshong line.

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　E. The Lhasa-Yatung line.
　F. The Lhasa-Laichiyaling line.
　G. The Lhasa-Nohho line.
　H. The Lhasa-Iden line.
　I. The Lanchow-Chochiang line.
　J. The Chengtu-Dzunsasak line.
　K. The Ningyuan-Cherchen line.
　L. The Chengtu-Menkong line.
　M. The Chengtu-Yuankiang line.
　N. The Suifu-Tali line.
　O. The Suifu-Mengting line.
　P. The Iden-Gortok line.

A. The Lhasa-Lanchow Line
　This is the most important line of this system for it connectsthe capital city of Tibet-a vast secluded region with several mil-lions of people-with the central trunk line of the country. The routewhich it passes through is inhabitable and is already slightly in-habited in the region between the ends of the proposed line. Soit will probably be a paying line from the beginning. This line startsfrom Lhasa, following the old imperial highway in a northward di-rection and porceeds by Talong to Yarh, which lies on the south-eastern side of Tengri Nor Lake. After Yarh, the line turns more
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eastward and proceeds across the watershed from the Sanpo Val-ley to the Lukiang Valley by the Shuangtsu Pass. Thence turningmore eastward the line proceeds across the headwater of the Lu-kiang to that of the Yangtze by passing many valleys, streams, andmountain passes. Then it crosses the main body of the UpperYangtze, which is here known as the Kinshakiang, over the Hu-husair Bridge. After crossing the bridge, it turns southeastward, theneastward across the Yangtze Valley into the Hoangho Valley, whereit passes through many small towns and encampments into theStarry Sea region. At the Starry Sea, the line passes between thelakes of Oring Nor and Tsaring Nor. Thence it turns northeastwardacross the southeast valley of the Zaidam region, and returns intothe Hoangho Valley again. Then it proceeds through Katolapo andvarious towns to Dangar, now called Hwangyuan, situated near theborder between Kansu and Kokonor. After Dangar, the line turnssoutheastward following the course of the Sining River, proceedsdownward through a very rich valley and passes through Sining,Nienpai, and hundreds of small towns and villages to Lanchow. Thisline covers a distance of 1,100 miles.

B. The Lhasa-Chengtu Line
　This line starts from Lhasa and proceeds northeastward on theformer imperial highway by Teking and Nanmo to Motsukungchia.Thence it turns southeastward and northeastward to Giamda. FromGiamda, the line turns northward, then northeastward where it pro-ceeds through the Tolala Pass to Lhari. After Lhari the line goesin an easterly direction and passes Pianpa, Shihtuh, and many smalltowns to Lolongchong. Thence it crosses the Lukiang by the KayuBridge and then turns northeastward to Kinda and Chiamdo. AfterChiamdo the line instead of following the imperial high way south-eastward to Batang, turns northeastward, following another traderoute, and proceeds to Payung at the northwestern corner of Szech-wan. From Payung, it proceeds across the Kinshakiang over thebridge near Sawusantusze. The line then turns southeastward,
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enters the Ichu Valley and proceeds downward to Kantzu on theYalung River. Thence it proceeds to Chango and Yinker, to Badion the Great Golden River, and Mongan on the Little Golden River.After Mongan, the line goes through the Balan Pass to Kwanhsien,and entering the Chengtu Plain, reaches Chengtu by Pihsien. Thisline covers a distance of about 1,000 miles.

C. The Lhasa-Tali-Cheli Line
　This line starts from Lhasa by the same track as the Lhasa-Chengtu line as far as Giamda. From Giamda, it proceeds by itsown track southeastward, following a branch of the Sanpo Riverto Yulu, where this branch joins its main stream. After Yulu, it fol-lows the left bank of the Sanpo River passing by Kongposaga toTimchao. From Timchao, the line truns away from the Sanpo Riverand proceeds in an eastward direction to Timchong city, Ikung,Kuba, and Shuachong. After Shuachong, the line proceeds south-eastward to Lima, thence eastward to Menkong on the Lukiang.From Menkong, the line turns southward and goes along the rightbank of the Lukiang passing Samotung to Tantau. Then crossingthe Lukiang, it proceeds across the watershed through Gaiwa vil-lage to the Lantsang (or Mekong) River, and to Hsiaoweisi beyondit. After Hsiaoweisi, it follows the river bank to the Chenghsin Cop-per Mine, thence it turns away from the river and proceeds by Hosi,Erhyuan, Tengchow, and Shangkwang to Tali. From Tali, the lineproceeds to Hsiakwan, Fengyi, Menghwa, and then meets the Lant-sang River again at Paotien. Thence it follows the left bank south-ward right through to Cheli, where it ends. This line covers a distanceof 900 miles.

D. The Lhasa-Taklongshong Line
　This line starts from Lhasa and proceeds southward by way ofTeking to the Sanpo River where turning eastward it follows theleft bank of the river to Sakorshong. After crossing the Sanpo River
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to Chetang, it proceeds southward by Chikablung, Menchona, Taw-ang, Dhirangjong to Taklongshong and continues farther on untilit reaches the Assam frontier. This line covers a distance of 200miles.

E. The Lhasa-Yatung Line
　This line starts from Lhasa and proceeds southwestward by Cha-shih following the former imperial highway by Yitang and Kianglito Chushui. At Chushui, it crosses to Sanpo River over the MulihBridge to Chakamo on the south side, thence to Tamalung, Paiti,Tabolung, and Nagartse. After Nagartse, the line turns westwardto Jungku, Lhalung, and Shachia. At Shachia, the line leaves theformer imperial highway and turns southwestward again and pro-ceeds via Kula to Yatung at the Sikkim border. This line covers adistance of 250 miles.

F. The Lhasa-Laichiyaling Line and Branches
　This line starts from Lhasa and proceeds northwestward by Cha-shih following the former imperial road to Little Taking, and west-ward to Yangpachin and Sangtolohai. Thence turning southwestward, it proceeds to Namaling and Tangto, and crosses the SanpoRiver at Lhaku. After Lhaku, the line turns westward to Shigatse,the second important city in Tibet whence it proceeds in the samedirection to Chashihkang, Pangcholing, and Lhatse all on the rightside of the Sanpo River. From Lhatse, a branch line starts south-westward via Chayakor and Dingri to Niehlamuh on the Nepalborder. The main line, however, crosses to the left side of the SanpoRiver and proceeds on the same highway via Nabringtaka to Ta-dum where another branch line proceeds southwestward to the Ne-pal border. The main line continues northwestward via Tamusa andChoshan to Gortok, thence turning westward it proceeds to Lai-chiyaling on the Sutlej River and ends on the Indian border. Thisline, including the two branches, covers a distance of 850 miles.
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G. The Lhasa-Nohho Line
　This line starts from Lhasa and runs in the same track as line(f) to Sangtolohai where it proceeds by its own line northwest-ward to Teching, Sangchashong, and Taktung. Thence, it enters intothe richest gold field in Tibet and through Wengpo, Tulakpa,Kwangkwei, and Ikar reaches Nohho, where the line ends. It cov-ers a distance of 700 miles.

H. The Lhasa-Iden Line
　This line starts from Lhasa, following the common track of lines(f) and (g) to the southwestern corner of Tengri Lake, whence itproceeds by its own track northwestward by Lungmajing, Tipoktoloand four or five other small places to Sari. After Sari, the line pen-etrates a vast tract of uninhabited land to Pakar and Suketi. Thencecrossing the mountain passes and descending from the highlandto the Tarim Basin through Sorkek to Yasulakun, the line joins theCherchen-Iden railway of the Northwestern System and proceedson the same track to Iden. This line covers a distance of 700 miles.
I. The Lanchow-Chochiang Line
　This line starts from Lanchow, on the same track of the Lhasa-Lanchow line as far as the southeastern corner of the Lake Kok-onor. Thence it proceeds on its own track by skirting along thesouthern shore of Lake Kokonor to Dulankit, where it turns south-westward to Dzunsasak. From Dzunsasak, the line proceeds in awesterly course along the southern side of the Zaidam Swamp, andpasses Tunyueh, Halori, and Golmot to Hatikair. After Hatikair, theline turns northwestward by Baipa, Nolinjoha, to Orsinte. Thenceturning more northward, it proceeds across the mountain range byTsesinvitusuik and Tuntunomik to Chochiang, where it ends by join-ing the Ansi-Iden and Chochiang-Koria lines, covering a distanceof 700 miles.

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J. The Chengtu-Dzunsasak Line
　This line starts from Chengtu and proceeds to Kwanhsien onthe track of the Lhasa-Chengtu line, thence northward on its owntrack by Wenchuan, to Mauchow. Then, it proceeds northwest-ward following the course of the Minkiang to Sungpan. After Sung-pan, it ascends the Min Valley passing Tungpi to Shangleyao, whereit crosses the watershed from the Yangtze River side to that of theHoangho. Thence the line proceeds to Orguseri, and following abranch of the Hoangho to the northwestern turn of its main stream,it proceeds along its right bank via Chahuntsin to Peilelachabu.There it crosses the Hoangho to the northwest turn of the old im-perial road, where it joins the Lhasa-Lanchow line and proceedsas far as Lanipar. Then turning northwestward, it proceeds by itsown line to Dzunsasak, where it ends by joining the Lanchow-Chochiang line. This line covers a distance of 650 miles.
K. The Ningyuan-Cherchen Line
　This line starts from Ningyuan and proceeds in a northwest-ward direction via Hwaiyuanchen to the Yalungkiang. Then it as-cends along the left side of that river to Yakiang, and crossing tothe right side of that river it proceeds by the old post road to Siolo,where it turns away from the river and follows the same post roadto Litang. From Litang it proceeds in the same direction but fol-lows another road to Kangtu, on the left side of the Kinshakiang.Following the same side of the river, it proceeds to Sawusantusze,where it crosses the Lhasa-Chengtu line. After Sawusantusze, theline continues in the same direction and follows the same side ofthe Kinshakiang via Tashigompa, to the Huhusair Bridge, where itcrosses the Lhasa-Lanchow line. Then following a northern branchof the Kinshakiang to its source and crossing the watershed, it pro-ceeds along the caravan road by Hsinszukiang and Olokung toCherchen, where it ends, covering a distance of about 1,350 miles.This is the longest line of this system.

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L. The Chengtu-Menkong Line
　This line starts from Chengtu and proceeds southwestward byShuangliu, Hsintsin, Mingshan, to Yachow. From Yachow, it turnsnorthwestward and proceeds to Tienchuan, then westward to Tat-sienlu, Tunyolo, and Litang. After Litang, the line proceeds south-westward through Batang and Yakalo, to Menkong, covering adistance of about 400 miles of very mountainous country.
M. The Chengtu-Yuankiang Line
　This line starts from Chengtu on the same track of theChengtu-Menkong line, proceeds to Yachow and thence by its owntrack in the same direction via Jungching, to Tsingliu. After Tsing-liu, the line proceeds southward through Yuehsi to Ningyuan, whereit meets the head of the Ningyuan-Cherchen line. After Ningyuan,it goes to Kwaili, then crosses the Kinshakiang to Yunnanfu whereit crosses the Canton-Tali line. From Yunnanfu, it proceeds alongthe west side of the Kunming Lake to Kunyang, and through Hsin-shing, Hsingo, to Yuankiang, where the line ends by joining theCanton-Szemao line. It covers a distance of about 600 miles.
N. The Suifu-Tali Line
　This line starts from Suifu and proceeds along the left bank ofthe Yangtze River to Pingshan and Lupo. After Lupo, it turns awayfrom the river in a southwesterly direction and scale the Taliang-shan Mountains to Ningyuan, where it crosses the Chengtu-Yuankiang line and meets the termini of the Canton-Ningyuan lineand the Ningyuan-Cherchen line. Thence continuing in the samedirection, it crosses the Yalungkiang to Yenyuan and Yungpeh. AfterYungpeh, the line turns more southward, across the Kinshakiangto Sincheng and thence to Tali, where it ends by meeting theCanton-Tali line and the Lhasa-Tali line. It covers a distance of about400 miles.

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O. The Suifu-Mengting Line
　This line starts from Suifu on the same track as the Suifu-Taliline as far as Lupo. From Lupo, it goes on its own track across theYangtze River here known as the Kinshakiang, and follows the rightside of that river upward to its southward bend where it crossesthe Chengtu-Yuankiang line, to Yuanmow. From Yuanmow, it pro-ceeds to Tsuyung, where it crosses the Canton-Tali line, thence toKingtung. After Kingtung, it proceeds southwestard across theLantsangkiang or Mekong River, to Yunchow, thence turning south-westward, it follows a branch of the Lukiang River to Mengting andends on the frontier. This line covers a distance of about 500 miles.
P. The Iden-Gortok Line
　This line starts from Iden, and proceeds southward along theKeriya River to Polu, thence following the caravan road up the high-land to Kuluk. From Kuluk, it proceeds south westward via Alasaand Tunglong to Nohho, it skirts aroung the eastern end of the Noh-tso-Lake to Rudok and proceeds south westward to Demchok, onthe Indus River. From Demchok, it proceeds southeastward follow-ing the Indus River up to Gortok, where it ends by joining theLhasa-Laichiyaling line. This line covers a distance of about 500miles. This highland system totals about 11,000 miles.
PART VI
THE ESTABLISHMENT OF LOCOMOTIVE AND
CAR FACTORIES
　The railways projected in the Fourth Program will total 62,000miles; and those in the First and the Third Programs about 14,000miles. Besides these, there will be double tracks in the various trunklines, which will make up a grand total of no less than 100,000 miles,as stated in the preliminary part of these programs. With this
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100,000 miles of railways to be constructed in the coming ten years,the demands for locomotives and cars will be tremendous. The fac-tories of the world will be unable to supply them, especially at thisjuncture of reconstruction after the great World War. So the es-tablishment of locomotive and car factories in China to supply ourown demands of railway equipment will be a necessary as well asa profitable undertaking. China possesses unlimited supplies of rawmaterials and cheap labor. What we need for establishing such fac-tories is foreign capital and experts. What amount of capital shouldbe invested in this project I have to leave to experts to decide.I suggest that four large factories should be started simultane-ously at the beginning-two on the coast and two on the Yangtze.Of those on the coast, one should be at the Great Northern Port,and the other at the Great Southern Port-Canton. Of those on theYangtze, one should be at Nanking and the other at Hankow. Allfour are in centers of both land and water communication, whereskilled labor can easily be obtained. They are also near our ironand coal fields. Besides these four great factories, others should beestablished at suitable centers of iron and coal fields when our rail-ways will be more developed.
　All the factories should be under one central control. The lo-comotives and cars of our future railways should be standardizedso as make possible the interchange of parts of machinery andequipment. We should also adopt the standard gauge, that is, the4 feet 8 1/2 inch gauge which has been adopted by most of the rail-ways of the world. In fact, almost all the railways hitherto built inChina are of this gauge. The purpose of the propsoed standardi-zation is to secure the highest efficiency as well as the greateconomy.

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