But the best thing was said by the Reverend Nathaniel Morse, who had joined the train at Kachgar.
“It is never comfortable to be dragging a powder magazine after one!”
Nothing could be truer, and this van with its imperial treasure was a powder magazine that might blow up our train.
The first railway was opened in China about 1877 and ran from Shanghai to Fou-Tcheou. The Grand Transasiatic followed very closely the Russian road proposed in 1874 by Tachkend, Kouldja, Kami, Lan Tcheou, Singan and Shanghai. This railway did not run through the populous central provinces which can be compared to vast and humming hives of bees—and extaordinarily prolific bees. As before curving off to Lan Tcheou; it reaches the great cities by the branches it gives out to the south and southeast. Among others, one of these branches, that from Tai Youan to Nanking, should have put these two towns of the Chan-Si and Chen-Toong provinces into communication. But at present the branch is not ready for opening, owing to an important viaduct not having finished building.
The completed portion gives me direct communication across Central Asia. That is the main line of the Transasiatic. The engineers did not find it so difficult of construction as General Annenkof did the Transcaspian. The deserts of Kara Koum and Gobi are very much alike; the same dead level, the same absence of elevations and depressions, the same suitability for the iron road. If the engineers had had to attack the enormous chain of the Kuen Lun, Nan Chan, Amie, Gangar Oola, which forms the frontier of Tibet, the obstacles would have been such that it would have taken a century to surmount them. But on a flat, sandy plain the railway could be rapidly pushed on up to Lan Tcheou, like a long Decauville of three thousand kilometres.
It is only in the vicinity of this city that the art of the engineer has had a serious struggle with nature in the costly and troublesome road through the provinces of Kan-Sou, Chan-Si and Petchili.
As we go along I must mention a few of the principal stations at which the train stops to take in coal and water. On the right-hand side the eye never tires of the distant horizon of mountains which bounds the tableland of Tibet to the north. On the left the view is over the interminable steppes of the Gobi. The combination of these territories constitutes the Chinese Empire if not China proper, and we shall only reach that when we are in the neighborhood of Lan Tcheou.
It would seem, therefore, as though the second part of the journey would be rather uninteresting, unless we are favored with a few startling incidents. But it seems to me that we are certainly in the possession of the elements out of which something journalistic can be made.
At eleven o’clock the train left Kothan station, and it was nearly two o’clock in the afternoon when it reached Keria, having left behind the small stations of Urang, Langar, Pola and Tschiria.
In 1889-90 this road was followed by Pevtsoff from Kothan to Lob-Nor at the foot of the Kuen Lun, which divides Chinese Turkestan from Tibet. The Russian traveler went by Keria, Nia, Tchertchen, as we are doing so easily, but then his caravan had to contend with much danger and difficulty—which did not prevent his reporting ten thousand kilometres of surveys, without reckoning altitude and longitude observations of the geographical points. It is an honor for the Russian government to have thus continued the work of Prjevalsky.