``When the microscopic search of skepticism, which has hunted the heavens and sounded the seas to disprove the existence of a Creator, has turned its attention to human society and has found a place on this planet ten miles square where a decent man can live in decency, comfort and security, supporting and educating his children unspoiled and unpolluted; a place where age is reverenced, manhood respected, womanhood honoured, and human life held in due regard; when skeptics can find such a place ten miles square on this globe where the gospel of Christ has not gone and cleared the way, and laid the foundation and made decency and security possible, it will then be in order for the skeptical literati to move thither and there ventilate their views.''
But we may add Darwin's conjecture that ``should a voyager chance to be at the point of shipwreck on some unknown coast, he will devoutly pray that the lesson of the missionary may have extended thus far.'' Bishop Thoburn says that no nation without Christianity has ever advanced a step, and that while in Washington there are 6,000 models of plows invented by Americans, India is using the same plow as in the days of David and Solomon. But wherever Christ's gospel goes, true civilization appears. ``A better soul will soon make better circumstances; but better circumstances will not necessarily make a better soul.''[34]
[34] The Rev. Dr. James H. Snowden.
``We must be here to work,
And men who work can only work for men,
And not to work in vain must comprehend
Humanity, and so work humanly,
And raise men's bodies still by raising souls.''
XI
THE BUILDING OF RAILWAYS[35]
[35] Part of this chapter appeared as an article in the American Monthly Review of Reviews, February, 1904.
THE extension of trade has naturally been accompanied not only by the increase of foreign steamship lines to the numerous port cities of China, but by the development of almost innumerable coastwise and river vessels. Many of these are owned and operated by the Chinese themselves, but as steamers came with the foreigners and as they drive out the native junks and bring beggary to their owners, the masses of the Chinese cannot be expected to feel kindly towards such competition, however desirable the steamer may appear to be from the view-point of a more disinterested observer. But this interference with native customs has been far less revolutionary than that of the railways.
The pressure of foreign commerce upon China has naturally resulted in demands for concessions to build railways, in order that the country might be opened up for traffic and the products of the interior be more easily and quickly brought to the coast. The first railroad in China was built by British promoters in 1876. It ran from Shanghai to Woosung, only fourteen miles. Great was the excitement of the populace, and no sooner was it completed than the Government bought it, tore up the road- bed, and dumped the engines into the river. That ended railway-building till 1881, when, largely through the influence of Wu Ting-fang, late Chinese Minister to the United States, the Chinese themselves, under the guidance of an English engineer, built a little line from the Kai-ping coal mines to Taku, at the mouth of the Pei-ho River and the ocean gate way to the capital. Seeing the benefit of this road, the Chinese raised further funds, borrowed more from the English, and gradually extended it 144 miles to Shan-hai Kwan on the north, while they ran another line to Tien-tsin, twenty-seven miles from Tong-ku, and thence onward seventy-nine miles direct to Peking. This system forms the Imperial Railway and belongs to the Chinese Government, though bonds are held by the English, who loaned money for construction, and though English and American engineers built and superintended the system. The local staff, however, is Chinese.
No more concessions were granted to foreigners till 1895, but then they were given so rapidly that, in 1899 when the Boxer Society first began to attract attention, there were, including the Imperial Railway, not only 566 miles in operation, but 6,000 miles were projected, and engineers were surveying rights of way through whole provinces. Much of the completed work was undone during the destructive madness of the Boxer uprising, but reconstruction began as soon as the tumult was quelled. According to the Archiv fur Eisenbahnwesen of Germany, the total length of the railways in use in 1903 in China was 1,236 kilometers or about 742 miles.