I knew that I was in for a very hard journey. The nature of the country as far as T'an-t'eo, ten li this side of which the Szech'wan border is reached, is not exhausting, although the traveler is offered some rough and wild climbing. The next day's stage, to Lao-wa-t'an, is miserably bad. At certain places it is cut out of the rock, at others it runs in the bed of the river, which is dotted everywhere with roaring rapids (as we are ascending very quickly), and when the water is high these roads are submerged and often impassable. In some places it was a six-inch path along the mountain slope, with a gradient of from sixty to seventy degrees, and landslips and rains are ever changing the path.
Lao-wa-t'an is the most important point on the route. One of the largest Customs stations in the province of Yün-nan is here situated at the east end of a one-span suspension bridge, about one hundred and fifty feet in length. No ponies carrying loads are allowed to cross the bridge, the roads east of this being unfit for beasts of burden. There is then a fearful climb to a place called Teo-sha-kwan, a stage of only sixty li. The reader should not mentally reduce this to English miles, for the march was more like fifty miles than thirty, if we consider the physical exertion required to scale the treacherous roads. Over a broad, zigzagging, roughly-paved road, said to have no less than ninety-eight curves from bottom to top, we ascend for thirty li, and then descend for the remainder of the journey through a narrow defile along the northern bank of the river, the opposite side being a vertical sheet of rock rising to at least a thousand feet sheer up, very similar to the gorges of the Mekong at the western end of the province, which I crossed in due course.
To Ch'i-li-p'u, high up on the mountain banks, the first twenty-five li is by the river. At the half-way place a fearful ascent is experienced, the most notable precipice on the route between Sui-fu and Yün-nan-fu, up a broad zigzag path, and as I sat at dinner I could see neither top nor bottom owing to the overhanging masses of rock: this is after having negotiated an ascent quite as steep, but smaller. To Ta-kwan-hsien a few natural obstacles occur, although the road is always high up on the hill-sides. I crossed a miserable suspension bridge of two spans. The southern span is about thirty feet, the northern span eighty feet; the center is supported by a buttress of splendid blocks of squared stone, resting on the rock in the bed of the river, one side being considerably worn away by the action of the water. The longer span was hung very slack, the woodwork forming the pathway was not too safe, and the general shaky appearance was particularly uninviting.
From Ta-kwan-hsien to Wuchai is steady pulling. Once in an opening in the hill we passed along and then ascended an exceedingly steep spur on one side of a narrow and very deep natural amphitheatre, formed by surrounding mountains. We then came to a lagoon, and eventually the brow of the hill was reached. Thus the Wuchai Valley is arrived at, where, owing to a collection of water, the road is often impassable to man and beast. Often during the rainy season there is a lagoon of mud or water formed by the drainage from the mountains, which finds no escape but by percolating through the earth and rock to a valley on the east of, and below, the mountains forming the eastern boundary of the Wuchai Valley. To Chao-t'ong is fairly level going.
Considering the road, it was not unnatural that my men gibbed a little at the eleven-day accomplishment. I had a long parley with them, however, and agreed to reward them to the extent of one thousand cash among the three if they did it. Their pay for the journey, over admittedly some of the worst roads in the Empire, was to be four hundred cash per man as before, with three hundred and thirty-three cash extra if the rain did not prevent them from getting in in eleven days. They were in good spirits, and so was I, as we walked along the river-bank, where the poppy was to be seen in full flower, and the unending beds of rape alternated with peas and beans and tobacco. T'ong would persist in stealing the peas and beans to feed me on, and for the life of me I could not get him to see that he should not do this sort of thing. But how continually one was impressed with the great need of roads in Western China! It is natural that, walking the whole distance, I should notice this more than other travelers have done, and, to my mind, roads in this part of the country rank in importance before the railways.
To the foreign mind it is more to the interests of China that railways should be well and serviceably built than that the money should be squandered to no purpose. If the railway has rails, then in China it can be called a railway, and China is satisfied. So with the roads. If there is any passage at all, then the Chinese call it a road, and China is satisfied.
As one meanders through the country, watching a people who are equalled nowhere in the world for their industry, plodding away over the worst roads any civilized country possesses, he cannot but think, even looking at the question from the Chinese standpoint so far as he is able, that, were free scope once given for the infusion of Western energy and methods into an active, trade-loving people like the Chinese, China would rival the United States in wealth and natural resources. The Chinese knows that his country, the natural resources of the country and the people, will allow him to do things on a scale which will by and by completely overbalance the doings of countries less favored by Nature than his own. He knows that when properly developed his country will be one of the richest in the world, yet even when he is filled with such ideas he is just as cunctative as he has ever been. He has the idea that he should not commence to exhaust the wealth of his country before it is absolutely necessary.
Above all, he has now made up his mind that he himself, unaided by the foreigner, is going to develop it just as he likes and just when he likes.
The day of the foreign concession is gone. The Chinese now is paddling his own canoe, and it is only by cultivating his friendship, by proving to him by acts, and not by words, that the intrusion of privileged enterprises—such as great mining concessions and railway concessions, in which the foreigner demands that he be the only principal—is no longer contemplated, that the day will be won. But it is equally true that only by combining European and Chinese interests on the modern company system, the real Opening of China can be effected.