Several foreign nations have taken an aggressive part in this movement. In the north, Russia, not satisfied with a terminus at cold Vladivostok where ice closes the harbour nearly half the year, steadily demanded concessions which would enable her Trans-Siberian Railway to reach an ice-free winter port, and thus give her a commanding position in the Pacific and a channel through which the trade of northern Asia might reach and enrich Russia's vast possessions in Siberia and Europe. So Russian diplomacy rested not till it had secured the right to extend the Trans-Siberian Railway southward from Sungari through Manchuria to Tachi-chao near Mukden. From there one branch runs southward to Port Arthur and Dalny and another southwestward to Shan-hai Kwan, where the great Wall of China touches the sea. As connection is made at that point with the Imperial Railway to Taku, Tien-tsin and Peking, Moscow 5,746 miles away, is brought within seventeen days of Peking. Thus, Russian influence had an almost unrestricted entrance to China on the North, while a third branch from Mukden to Wiju, on the Korean frontier, will connect with a projected line running from that point southward to Seoul, the capital of Korea. A St. Petersburg dispatch, dated November 26, 1903, states that a survey has just been completed from Kiakhta, Siberia, to Peking by way of Gugon, a distance of about a thousand miles. This road, if built, will give the Russians a short cut direct to the capital.
In the populous province of Shantung, a German railroad, opened April 8, 1901, runs from Tsing-tau on Kiao-chou Bay into the heart of the populous Shantung Province via Weihsien. The line already reaches the capital, Chinan-fu, while ulterior plans include a line from Tsing-tau via Ichou-fu to Chinan-fu, so that German lines will ere long completely encircle this mighty Province. At Chinan-fu, this road will meet another great trunk line, partly German and partly English, which is being pushed southward from Tien-tsin to Chin-kiang. An English sydicate, known as the British-Chinese Corporation, is to control a route from Shanghai via Soochow and Chin-kiang to Nanking and Soochow via Hangchow to Ningpo, while the Anglo-Chinese Railway Syndicate of London is said to be planning a railway from Canton to Cheng-tu-fu, the provincial capital of Sze-chuen. Meanwhile, the original line from Shanghai to Wu-sung has been reconstructed by the English.
One of the most valuable concessions in China has been obtained by the Anglo-Italian Syndicate in the Provinces of Shan-si and Shen-si for it gives the right to construct railways and to operate coal mines in a region where some of the most extensive anthracite deposits in the world are located. A beginning has already been made, and when the lines are completed, the industrial revolution in China will be mightily advanced.
An alleged Belgian syndicate, to which was formed with then wholly disinterested assistance of the French and Russian legations, obtained in 1896 a concession to construct the Lu Han Railway from Peking 750 miles southward to Hankow, the commercial metropolis on the middle Yang-tze River. It is significant, however, that while the Belgian syndicate was temporarily embarrassed, the Russo-Chinese Bank of Peking aided the Chinese Director-General of Railways to begin the section running from Peking to Paoting-fu. The road is open to Shunte-fu, 300 miles south of Peking and to Hsu-chou, 434 kilometers north of Hankow. The Russo-Chinese Bank is building a branch line from Ching-ting via Tai-yuen-fu to Singan-fu in Shen-si, where it will be well started on the beaten caravan route between north China and Russian Central Asia. On November 13, 1903, the Belgian International Eastern Company signed a contract to construct a railway from Kai- feng-fu, the capital of the Province of Honan, 110 miles west to Honan-fu.
I found the line running south from Peking well-built with solid road-bed, massive stone culverts, iron bridges, and heavy steel rails. The first and second class coaches are not attractive in appearance, and though the fare for the former is double that of the latter, the chief discernible difference is that in the first class compartment, which is usually in one end of a second- class car, the seats are curved and the passengers fewer in number, while in the second-class the seats are straight boards and are apt to be crowded with Chinese coolies. Neither class is upholstered and neither would be considered comfortable in America, but after the weeks I had spent in a mule-litter, anything on rails seemed luxurious. Our train was a mixed one,— the first-class compartments containing a few French officers, the second-class filled with Chinese coolies and French soldiers, while a half-dozen flat cars were loaded with horses and mules. A large Roger's locomotive from Paterson, New Jersey, drew our long train smoothly and easily, though the schedule was so slow and the stops so long that we were seven hours and a half in making a run of a hundred miles.
Railway-building in South China, outside of French territory, began with a line from Canton to Hankow which was projected in 1895 by Senator Calvin S. Brice, William Barclay Parsons being the engineer. The usual governmental difficulties were encountered, but in 1902 an imperial decree gave the concession to the American-China Development Company. American capital was to finance the road, though with some European aid. The company had the power, under its concession, to issue fifty-year five per cent. gold bonds to the amount of $42,500,000, the interest being guaranteed by the Chinese Government. The main line will be 700 miles long, and branches will increase the total mileage to 900. On November 15, 1903, a section ten miles long from Canton to Fat-shan was formally opened for traffic in the presence of the Hon. Francis May, colonial secretary and registrar-general of the Hongkong Government, a large number of Europeans and Americans, and immense crowds of Chinese who manifested their excitement by an almost incessant rattle of fire-crackers. By October, 1904, trains were running regularly to Sam-shui, about twenty-five miles beyond Fat-shan. This is a branch line. The main line will run on the other side of the West River. In 1905, the government decided to complete the line itself and cancelled the concession, paying the company as indemnity $6,750,000. A line from Kowloon to Canton has been planned for some time and it is likely to be hastened by the announcement in the South China Morning Post, May 12, 1904, that an American- Chinese syndicate had obtained a concession, granted to the authorities of Macao by China through a special Portuguese Minister, to construct a railway from Macao to Canton. The syndicate hopes to secure American capital and the British merchants of Hongkong are a little nervous as they think of the possibility of an independent outlet for the Canton-Hankow Railway at Macao.
It will thus be seen that if these vast schemes can be realized there will not only be numerous lines running from the coast into the interior, but a great trunk line from Canton through the very heart of the Empire to Peking, where other roads can be taken not only to Manchuria and Korea but to any part of Europe.
In the farther south, the French are equally busy. By the Franco-Chinese Convention of June 20, 1895, a French company secured the right to construct a railroad from Lao- kai to Yun-nan-fu. The French had a road from Hai-fong in Tong-king to Sang-chou at the Chinese frontier, and in 1896 they obtained from China a concession to extend it to Nanning- fu, on the West River. This privilege has since been enlarged so that the line will be continued to the treaty port of Pak-hoi on the Gulf of Tong-king. The French fondly dream of the time when they can extend their Yun-nan Railway northward till it taps and makes tributary to French Indo-China the vast and fertile valley of the upper Yang-tze River. Meanwhile, the English talk of a line from Kowloon, opposite Hongkong, to Canton, and of connecting their Burma Railroad, which already runs from Rangoon to Kun-long ferry, with the Yang-tze valley, so that the enormous trade of southern interior China may not flow into a French port, as the French so ardently desire, but into an English city.
It would be impossible to describe adequately the far- reaching effect upon China and the Chinese of this extension of modern railways. We have had an illustration of its meaning in America, where the transcontinental railroads resulted in the amazing development of our western plains and of the Pacific Coast. The effect of such a development in China can hardly be overestimated, for China has more than ten times the population of the trans-Mississippi region while its territory is vaster and equally rich in natural resources. As I travelled through the land, it seemed to me that almost the whole northern part of the Empire was composed of illimitable fields of wheat and millet, and that in the south the millions of paddy plots formed a rice-field of continental proportions. Hidden away in China's mountains and underlying her boundless plateaus are immense deposits of coal and iron; while above any other country on the globe, China has the labour for the development of agriculture and manufacture. Think of the influence not only upon the Chinese but the whole world, when railroads not only carry the corn of Hunan to the famine sufferers in Shantung, but when they bring the coal, iron and other products of Chinese soil and industry within reach of steamship lines running to Europe and America. To make all these resources available to the rest of the world, and in turn to introduce among the 426,000,000 of the Chinese the products and inventions of Europe and America, is to bring about an economic transformation of stupendous proportions.
Imagine, too, what changes are involved in the substitution of the locomotive for the coolie as a motive power, the freight car for the wheelbarrow in the shipment of produce, and the passenger coach for the cart and the mule-litter in the transportation of people. Railways will inevitably inaugurate in China a new era, and when a new era is inaugurated for one-third of the human race the other two-thirds are certain to be affected in many ways.