I.The Great Eastern Port.II.The regulating of the Yangtze Channel and embankments.III.The Construction of River Ports.IV.The Improvement of Existing Waterways and Canals in connection with the Yangtze.V.The Establishment of large Cement Works.
I.The Great Eastern Port.II.The regulating of the Yangtze Channel and embankments.III.The Construction of River Ports.IV.The Improvement of Existing Waterways and Canals in connection with the Yangtze.V.The Establishment of large Cement Works.
I.The Great Eastern Port.
II.The regulating of the Yangtze Channel and embankments.
III.The Construction of River Ports.
IV.The Improvement of Existing Waterways and Canals in connection with the Yangtze.
V.The Establishment of large Cement Works.
Although Shanghai is already the largest port in all China, as it stands it will not meet the future needs and demands of a world harbor. Therefore there is a movement at present among the foreign merchants in China to construct a world port in Shanghai. Several plans have been proposed such as to improve the existing arrangement, to build a wet dock by closing the Whangpoo,to construct a closed harbor on the right bank of the Yangtze outside of Whangpoo, and to excavate a new basin just east of Shanghai with a shipping canal to Hangchow Bay. It is estimated that a cost of over one hundred million dollars Mex. must be spent before Shanghai can be made a first-class port.
According to the four principles I set forth in Program I, Shanghai as a world port for Eastern China is not in an ideal position. The best position for a port of that kind is at a point just south of Chapu on the Hangchow Bay. This locality is far superior to Shanghai as an eastern port for China from the standpoint of our four principles as set forth in our first program. Henceforth, in our course of discussion, we shall call this the "Projected Port" so as to distinguish it from Shanghai, the existing port of Eastern China.
The "Projected Port" will be on the Bay which lies between the Chapu and the Kanpu promontories, a distance of about fifteen miles. A new sea wall should be built from one promontory to the other and a gap should be left at the Chapu end, a few hundred feet from the hill as an entrance to the harbor. The sea wall should be divided into five sections of three miles each. For the present, one section of three miles in length and one and a half miles in width should be built and a harbor of three or more square miles so formed would be sufficient. With the growth of commerceone section after another could be added to meet the needs. The front sea wall should be built of stone or concrete, while the transverse wall between the sea wall and the land side should be built of sand and bush mattress as a temporary structure to be removed in case of the extension of the harbor. Once a harbor is formed there need be no trouble regarding the future conservancy work, for there is no silt-carrying water in the vicinity by which the harbor and its approaches may be silted up afterwards. The entrance of our harbor is in the deepest part of the Hangchow Bay, and from the entrance to the open sea there is an average depth of six to seven fathoms at low water. The largest ocean liner could therefore come into port at any hour. Thus as a first-class seaport in Central China our Projected Port is superior to Shanghai. See Map III.
Map III
From the viewpoint of the principle of the line of least resistance, our Projected Port will be on new land which will offer absolute freedom for city planning and industrial development. All public utilities and transportation plants can be constructed according to the most up-to-date methods. This point alone is an important factor for a future city like ours which in time is bound to grow as large as New York City. If one hundred years ago human foresight could have foreseen the present size and population of New York, much of the labor and money spent could have been saved and blunders due to shortsightedness avoided in meeting conditions of the ever growing population andcommerce of that city. With this in view a great Eastern Port in China should be started on new ground to insure room for growth proportionate to its needs.
Map IV
Moreover, all the natural advantages which Shanghai possesses as a central mart and Yangtze Port in Eastern China are also possessed by our Projected Port. Furthermore, our Projected Port in comparison with Shanghai is of shorter distance, by rail communication, to all the large cities south of the Yangtze. And if the existing waterway between this part of the country and Wuhu were improved then the water communication with the upper Yangtze would also be shorter from our Projected Port than from Shanghai. And all the artificial advantages possessed by Shanghai as a large city and a commercial center in this part of China can be easily attained by our Projected Port within a short time.
Comparing Shanghai with our Projected Port from a remunerative point of view in our development scheme, the former is much inferior in position to the latter, for valuable lands have to be bought and costly plants and existing arrangements have to be scrapped the cost of which alone is enough to construct a fine harbor on our projected site. Therefore, it is highly advisable to construct another first-class port for Eastern China like the one I here propose, leaving Shanghai to be an inland mart and manufacturing center as Manchester is in relation to Liverpool, Osaka to Kobe, and Tokyo to Yokohama.
Our Projected Port will be a highly remunerative proposition for the cost of construction will be many times cheaper than Shanghai and the work simpler. The land between Chapu and Kanpu and farther on will not cost more than fifty to one hundred dollars a mow. The State should take up a few hundred square miles of land in this neighborhood for the scheme of our future city development. Let us say two hundred square miles of land at the price of one hundred dollars a mow be taken up. As six mows make an acre and six hundred and forty acres a square mile, two hundred square miles would cost 76,000,000 dollars Mex. An enormous sum for a project indeed! But the land could be fixed at the present price and the State could buy only that part of land which will immediately be taken up and used. The other part of the land would remain as State land unpaid for and left to the original owners' use without the right to sell. Thus the State only takes up as much land as it could use in the development scheme at a fixed price which remains permanent. The payment then would be gradual. The State could pay for the land from its unearned increment afterwards. So that only the first allotment of land has to be paid for from the capital fund; the rest will be paid for by its own future value. After the first section of the harbor is completed and the port developed, the price of land then would be bound to rise rapidly, and within ten years the land value within the city limits would rise to various grades from a thousand to a hundred thousand dollars per mow. Thus theland itself would be a source of profit. Besides there would also be the profit from the scheme itself, i.e., the harbor and the city. Because of its commanding position, the harbor has every possibility of becoming a city equal to New York. It would probably be the only deep-water seaport for the Yangtze Valley and beyond, an area peopled by two hundred million inhabitants, twice the population of the whole United States. The rate of growth of such a city would be in proportion to the rate of progress of the working out of the development scheme. If war work methods, that is, gigantic planning and efficient organization, were applied to the construction of the harbor and city, then an Oriental New York City would spring up in a very short time.
If only to provide a deep-water harbor for the future commerce in this part of China is our object then there is no question about the choice between Shanghai and our Projected Port. From every point of view Shanghai is doomed. However, in our scheme of development of China, Shanghai has certain claims for our consideration which may prove its salvation as an important city. The curse of Shanghai as a world port for future commerce is the silt of the Yangtze which fills up all its approaches rapidly every year. This silt, according to the estimation of Mr. Von Heidenstam, Engineer-in-chief of the Whangpoo ConservancyBoard, is a hundred million tons a year and is sufficient to cover an area of forty square miles ten feet deep. So before Shanghai can be considered ever likely to become a world port this silt problem must first be solved. Fortunately, in our program, we have the regulation of the Yangtze Channels and Embankments, which will coöperate in solving the problem of Shanghai. Thus with this scheme in mind we might just as well consider that the silt question of Shanghai has been solved and let us go ahead, while leaving the regulation of the Yangtze Estuary to the next part, to deal with the improvement of the Shanghai Harbor.
There are many plans proposed by experts for improving the Shanghai Harbor as stated before, and some of them will necessitate the scrapping of all the work which has been done by the Whangpoo Conservancy Board for the last twelve years, at the cost of eleven million taels. Here I wish to present a layman's plan for the consideration of specialists and the public.
My project for the construction of a world harbor in Shanghai is to leave the existing arrangement intact from the mouth of the Whangpoo to the junction of Kao Chiao Creek above Gough Island. Thus all the work hitherto done by the Whangpoo Conservancy Board for the last twelve years will be saved. The plan is to cut a new canal from the junction of Kao Chiao Creek right into Pootung to prolong that part of the channel which has been completed by the Conservancy Work, and to enlarge the curve along theright side of the Whangpoo River and join it again, at the second turn above Lunghwa Railway Junction, so as to make the river from that point to a point opposite Yangtzepoo Point almost in a straight line and thence a gentle curve to Woosung. This new canal would encircle nearly thirty square miles of land which would form the civic center and the New Bund of our future Shanghai. Of course the present crooked Whangpoo right in front of Shanghai would have to be filled up to form boulevards and business lots. It goes without saying that the reclaimed lots from the Whangpoo would become State property and the land between this and the new river and beyond should be taken up by the State and put at the disposal of the International Development Organization. Thus it may be possible for Shanghai to compete with our Projected Port economically in its construction and therefore to attract foreign capital, to the improvement of Shanghai as a future world port. See Map IV.
Below Yangtzepoo Point I propose to build a wet dock. This dock should be laid between the left bank of the present Whangpoo, from Yangtzepoo Point to the turn above Gough Island and the left bank of the new river. The space of the dock should be about six square miles. A lock entrance is to be constructed at the point above Gough Island. The wet dock should be forty feet deep and the new river can also be made the same depth by flushing with the water, not as proposed by experts, from a lock canal between the Yangtze and the Taihu, at Kiangyin, but from our improvedwaterway between this part of the country and Wuhu so that a much stronger current could be obtained.
As we see that the present Whangpoo has to be reclaimed from the second turn above Lunghwa Railway Junction to Yangtzepoo Point for city planning, then the question of how to dispose of the Soochow Creek must be answered. I propose that this stream should be led alongside the right bank of the future defunct river and straight on to the upper end of the wet dock, thence joining the new canal. At the point of contact of the Creek and the wet dock a lock entrance may be provided in order to facilitate water traffic from Soochow as well as the inland water system directly with the wet dock.
As the first principle in our program was remuneration, all our plans must strictly follow this principle. To create Pootung Point, therefore, as a civic center and to build a new Bund farther on along the left bank of the new canal in order to increase the value of the new land which would result from this scheme must be kept in mind. Only by so doing would the construction of Shanghai as a deep harbor be worth while. And only by creating some new and valuable property in this fore-doomed port could Shanghai be saved from the competition of our Projected Port. After all, the most important factor for the salvation of Shanghai is the solution of the silt question of the Yangtze Estuaries. Now let us see what effect and bearing the regulating of the Yangtze Channel and Embankmentshave upon the question, and this we are going to deal with in the next part.
The regulating of the Yangtze River may be divided as follows:
a. From the deep-water line of the sea to Whangpoo Junction.b. From Whangpoo Junction to Kiangyin.c. From Kiangyin to Wuhu.d. From Wuhu to Tungliu.e. From Tungliu to Wusueh.f. From Wusueh to Hankow.
It is a natural law that the obstruction to navigation in all rivers is begun at their mouths, therefore the improvement of any river for navigation must start from the estuary. The Yangtze River is no exception to this rule, therefore to regulate the Yangtze, we must begin by dealing with its estuaries.
The Yangtze has three estuaries, namely: The North Branch lying between the left bank and the Island of Tsungming, the North Channel lying between the Tsungming Island and the Tungsha Banks and the South Channel lying between the Tungsha Banks andthe right bank. Henceforth for the sake of convenience I shall call them the North, Middle, and South Channels.
The silting up of a river's mouth is due to the loss of velocity in its current when the water gets into the wide opening at its junction with the sea and causes the silt to deposit there. The remedy is to maintain the velocity of the current by narrowing the mouth of the river so that it equals that of the upper part. In this way the silt is suspended in the water moving on into the deep sea. The narrowing process may be accomplished by walls or training jetties. And thus the silt may be carried by the water into the deepest part of the open sea and before it settles down upon the bottom a returning tide will carry it from the approach into the shallow parts on both sides of the river's mouth. The mouth of a river can be kept clear from deposit of silt by the action and reaction of the ebb and flow tide. The conservancy of an estuary of any river is accomplished by utilizing these natural forces.
In order to regulate the estuary of the Yangtze we have to study the three channels which form its mouth and to find out which of these channels is to be selected as the regulated entrance into the sea. In Mr. Von Heidenstam's proposal for the improvement of the approach of Shanghai Harbor, he recommends two alternatives, viz., either to block up the North and Middle Channels and to leave the South Channel only for the mouth of the Yangtze, or to train the South Channel only and leave the other two alone. For the present, hethinks, perhaps for the sake of economy, the latter scheme would be enough. But the training of the South Channel alone as the approach to Shanghai would leave it in a state of perpetual anxiety as has been apprehended by Mr. Von Heidenstam and other experts, for the main volume of the water of the Yangtze may be diverted into either of the other two channels and leave the Southern one to be silted up at any time. Therefore to make the approach of Shanghai once for all safe and permanent, it is necessary to block up two of the three channels, leaving only one as an approach to the port. This is also the only feasible way of regulating the estuary of the Yangtze.
In our scheme of regulating the Yangtze Estuary I should recommend using the North Channel only and to block the other two. Because the North Channel is the shortest way to the deep-sea line and by using it as the only mouth of the Yangtze, we have on both sides of it more shallow banks to be reclaimed by its silt. Thus the expenditure would be less and the results greater. But this would leave Shanghai in the lurch. Therefore in a coöperative scheme like this I would apply the theory of killing two birds with one stone by using the Middle Channel, since it would suit both of our purposes. The reason for this is because the regulating of the Yangtze Estuary and the securing of a Shanghai approach have different purposes, hence we must consider them differently.
In my project of regulating the Yangtze Estuary I have two aims, namely, to secure a deep channel to theopen sea and to save as much silt as possible for the purpose of reclamation of land. The Middle Channel provides three ready receptacles for the deposit of the silt for the formation of new land: the Haimen, the Tsungming, and the Tungsha Banks. Besides these banks there are many hundreds of square miles of shallow bottom which in the course of ten or twenty years will also form land. As remuneration is our first principle we must consider it in every step of our progress. The reclamation of about a thousand square miles of land even in forty not to say twenty years would be ample profit. At the lowest estimate the reclaimed land would be worth twenty dollars per mow. If after ten years five hundred square miles would be ready for cultivation purposes then we would gain a profit of 38,000,000 dollars. Whereas to make an approach by the South Channel the receptacle ground will be on one side only, that is, the Tungsha Banks, while on the right of the approach is the deep Hangchow Bay which would take hundreds of years to fill up, and in the meanwhile half of the silt would be wasted. To Shanghai as a seaport the silt is a curse but to the shallow banks the silt would be a blessing.
Since it is a profitable undertaking to reclaim the above mentioned banks and the neighboring shallows, we can quite well afford to build a double stone wall from the shore end of the Yangtze right out into the deep sea far beyond Shaweishan Island which is a distance of about forty miles. A stone wall from one fathom to five fathoms in height at low-water levelwould likely not exceed an average cost of two hundred thousand dollars a mile as cheap stone can easily be obtained from the granite islands nearby, in the Chusan Archipelago. A wall of forty miles on each side that is eighty miles in all will cost sixteen million dollars or thereabouts. And considering that 200 or 300 square miles of Haimen, Tsungming, and the Tungsha banks could be converted into arable land within a short time, the expense of building the wall is well justified. Furthermore, the construction of this wall means that there will be a safe and permanent approach for a world port in Shanghai as well as a deep outlet for the Yangtze. See Map V.
The regulating wall on the right side should be built from the junction of the Whangpoo by prolongation of its right jetty describing a gentle curve into the depths of the South Channel and turning toward the opposite side and cutting through the Blockhouse Island into the Middle Channel, then running eastward right into the five-fathom line southeast of Shaweishan Island. The left wall would be a continuation from that of Tsungming at Tsungpaosha Island parallel with the right wall by a distance of about two miles. This wall should curve to a point at or near Drinkwater Point at Tsungming Island, then project into the five-fathom line at the open sea passing by just at the south side of the Shaweishan Island. A glance at the map here attached would be sufficient to show how the future outlet of the Yangtze as well as the future approach of Shanghai should be. The tworegulating submerged walls on both sides would be as high as low-water level so as to give a free passage of the water over the top at flood tide. This will serve the purpose of carrying back the silt from the sea when the tide comes in, thus to reclaim the shallow spaces inclosed behind the walls on both sides of the river more quickly than otherwise. The new channel formed by these two parallel walls would likely be deeper than the present South Channel outside the Whangpoo, which is forty to fifty feet deep because the velocity of the current will be greater than the present one, due to the concentration of three channels into one. Furthermore, the depth would be more uniform and stable than at present. Although the regulating walls end at the five-fathom line, the momentum of the current would continue beyond that point, and so would cut into the deep water outside. This would serve the double purpose of draining the Yangtze Estuary as well as keeping open the approach to Shanghai.
Map V
This part of the channel of the Yangtze River is most irregular and changeable. The widest part is over ten miles while the Kiangyin Narrow is only but three-quarters of a mile. The depth of the channel at the open part is from five to ten fathoms while that of Kiangyin Narrow is twenty fathoms. Judging by the depth of the water at this point a width of one and a half miles must be provided for the channel in order toslow down the current and to give a uniform velocity right along the river. So the two-mile wide channel at Whangpoo Junction has to be tabulated into one mile and a half at Kiangyin. See Map VI.
Map VI
The north or left embankment commencing at Tsungpao Sha continues with the sea wall and makes a convex curve up to Tsungming Island at a point about six miles northwest from Tsungming city. Then it follows along the shore of Tsungming right up to Mason Point and transversing across the north channel parallel to the north shore at a distance of three or four miles right up to Kinshan Point, thence it cuts across the deep channel which was formed in recent years and curves southwestward to join the shore northeast of Tsingkiang and follows the shore line for a distance of about seven or eight miles, then cuts into the land side to give this part of the river a width of one and a half miles from the fort at the Kiangyin side. This embankment from Tsungpao Sha to Tsingkiang Point opposite Kiangyin fort is about one hundred miles in length.
South of Tsungming Island a part of this embankment and a part of the wall that projects into the sea together inclose a shallow space of about 160 square miles good for reclamation purposes. The other part of the embankment, which runs from Mason Point at the head of Tsungming Island to Tsingkiang shore, incloses another space of about 130 square miles.
The right embankment starts at the end of the left jetty of Whangpoo Junction and, skirting along thePaoshan shore and passing the Blonde Shoal into the deep, crosses the Confucius Channel on into Actaon Shoal and follows the right side of Harvey Channel on to Plover Point. Then it turns northwest across the deep channel into Langshan Flats, thence recrosses the deep channel at Langshan crossing into Johnson Flats, then joins the Pitman King Island, and thence skirts along the shore right into the foot of the hills at Kiangyin forts. This embankment incloses two shallow spaces: one above and the other below Plover Point, together about 160 square miles. Alongside of both of these embankments there are shallow spaces amounting to about 450 square miles, a great part of which having already formed land and a part already appearing in low water. When these spaces are cut off from the moving current the process of reclamation would be made to work more rapidly so it is not extravagant to hope that within the course of twenty years the whole of these 450 square miles would be completely reclaimed and ready for cultivation. The profits from the new lands thus reclaimed would amount to about $29,760,000 if only taken at $20 per mow. The profits from the new lands would be netted from the beginning of the work and would increase every year up to the completion of the reclamation process.
With a profit of $30,000,000 in the course of twenty years before us, it is a worth-while proposition to take up. Now let us see what amount of capital should be invested before the whole project of our reclamation work could be completed. In order to reclaim this 450square miles of land two hundred miles of embankments have to be built. Part of these projected embankments will be along the shore line, a greater part will be in midstream, and a small part in deep channel. Those along the shore line need not be bothered with except that the concave surface must be protected with stone or concrete work. Those in midstream should be filled up with stone ten feet or less below low-water level just enough to give a resistance to the undercurrent in order to prevent it from running sideward. Thus the main current would follow the line of least resistance and cut the channel, as directed by the rudimental embankment, by its own force. This rudimental embankment would cost less than the sea wall which I estimated at $200,000 per mile. Except at one point, that is, the junction of the North Channel at Mason Point, which has to be blocked up entirely, the cost for which, as has been estimated by experts, would amount to over a million dollars for a distance of two or three miles. Thus the profits accruing from the reclaimed lands would be quite sufficient to pay for the embankments. So far we see that the regulating of the Yangtze from the sea to Kiangyin is a self-paying proposition from the reclamation of land alone, aside from the improvement of the navigation of the Yangtze River.
This part of the river is quite different in nature from that below Kiangyin. Its channel is more stableand only in a few places sharp curves occur and the water has cut into the concave sides of the land, thus occasionally making new channels along the sides of the two shores. This section of the river is about 180 miles in length. See Map VII.
The regulating works here would be more complicated than those below Kiangyin. For besides the dilated parts which have to be reclaimed in the same manner as those of the lower part of the river, the sharp curves have to be straightened and side channels have to be blocked, and midstream islands have to be removed, and narrows have to be widened to give uniform width to the river. However, most of the existing embankments in this part could be left as they are except some of the concave surfaces of the shores have to be protected by either stone or concrete work. The regulating works of the channel and the embankments can be done by artificial means as well as by natural processes so as to economize as much as possible. The cost of the whole works of this part of the river cannot be accurately estimated until a detail survey is made; but in a rough guess $400,000 per mile may not be very far from the mark. Thus 180 miles will cost $72,000,000 exclusive of the expenses for the widening of the point between Nanking and Pukow, in which case valuable properties will have to be removed.
Map VII
The Kwachow cut is to straighten the three sharp curves in front of and above Chinkiang by converting them into one. Two and a half miles of the land inthe northern shore opposite Chinkiang will have to be cut into in order to form a new channel of a mile or more in width. The part of the river in front of, and above and below Chinkiang has to be reclaimed. The new land thus reclaimed would form the water front of Chinkiang city, the value of which may be sufficient to defray the cost of the work and compensate for the land taken away on the northern shore, to form the new channel. So the works of this part will be at least a self-paying proposition.
Map VIII
The narrow between Pukow and Hsiakwan from pier to pier is barely six cables wide. The depth of the water in this narrow from the shallowest to the deepest is six to twenty-two fathoms. The land of the Hsiakwan side had occasionally sunk away on account of the too rapid current and the depth of the water. This indicates that this part is too narrow for the volume of the Yangtze water to pass. Therefore a wider passage must be provided for. In order to do so, the whole town of Hsiakwan must be sacrificed as the river must be widened right up to the foot of the Lion Hill, so as to provide a passage of a mile wide at this point. What the cost for the compensation of this valuable property of Hsiakwan will be will have to be submitted to the experts for a careful investigation before it can be determined. This will be the most costly part of the whole project for the regulating of the Yangtze. But undoubtedly some equally valuable property can be created along the riverside near by inplace of Hsiakwan, so that a balance may be realized by the work itself.
The channel below the Nanking Pukow Narrow will follow the short passage alongside of the foot of the Mofushan to Wulungshan. The loop around the island north of Nanking will have to be blocked up in order to straighten the course of the river.
The section of the river from Nanking to Wuhu is almost in a straight line with three dilatations along its course one just above Nanking the other two just above and below the East and West pillars. To regulate the first dilatation the channel above Me-tse-chow should be blocked up and the island outside of it should be partly cut to widen the proper channel. To regulate the other two dilatations the river should be made to curve toward Taiping Fu to follow the deep channel on the right bank. The left channel should be blocked up. The islands along this curve should be partly or wholly removed. To regulate the dilatation above the Pillars, the Friends Channel should be blocked up and Friends Island be partly cut away. And the left bank below Wuhu should also be cut to give the channel a uniform width.
This part of the river is about 130 miles in length. Along its course there are six dilatations, the most prominent of which is the one that lies immediately below Tungling, which extends over ten miles fromside to side. In each of these dilatations there are usually two or three channels with newly formed islands between them. The deep passage often changes from one side to the other, and it is not uncommon that all of the channels are filled up at the same time, thus stopping navigation altogether for a considerable period. See Map VIII.
In regulating the part of the river from ten miles above Wuhu to ten miles below Tatung, I propose to cut a new channel through the midstream islands formed by the three dilatations and the sharp corners of the shore, in order to straighten as well as to shorten the river, as marked by the dotted lines in the map attached here. The cost of the cut could not be estimated until a detail survey is made. But as soon as the embankments are laid out the natural force of the river's own current will do a great part of the dredging work, so that the expenses of the cutting for the new channel will be much less than usual. Above Tatung there are two sharp turns of the left shore to be cut. One is on the left shore at the point where the beacon now stands about twelve miles from Tatung. In this place a few miles of the left shore will have to be cut away. The other cut is just below the city of Anking hence to Kianglung beacon, a distance of about six miles. By this cut we do away with the sharp turns of the river at Chuan Kiang Kau. These cuttings would cost much more than the piling of stone at the lower reach of the river. It is quite certain that the reclamation of the side channels of this part will notcover the cost of the cuttings. Therefore this part of the regulating work will not be self-paying, but the navigation of the Yangtze, the protection it gives to both sides of the land, and the prevention of floods in the future will amply compensate for such work.
This part of the river is about eighty miles in length. The land along the right bank is generally hilly while that along the left is low. Along its course there are four dilatations. In three of these dilatations the current has cut into the left or northern bank of the river and then turns back into its main course again almost at right angles. At such points the bank is very unstable. Between the channels of these dilatations islands are being formed. See Map IX.
The regulating works of this part are much easier to construct than those of the lower part. The three diverting semicircular channels have to be blocked up at the upper ends, and the lower openings left open for silt to go into at flood seasons in order to reclaim them by the natural process. The other dilatations should be narrowed in from both sides by jetties. A few places will have to be cut, the most important being the Pigeon Island and the turn above Siau Ku Shan. Some of the midstream islands will have to be removed, and a few wide places filled up in order to make the channel uniform, so as to give a regular minimum depth of six fathoms right along the whole course.
This part of the river is about one hundred miles long. Above Wusueh we enter into the hilly country on both sides. The river here is generally about half a mile wide, with a depth of from five to twelve fathoms or sometimes more in certain places. See Map X.
To regulate this part of the river a few wide spaces have to be reclaimed to give a uniform channel, and the side channels at three or four places closed up. Then we can make a channel with a uniform depth of from six to eight fathoms at all seasons. At Collison Island section of the river the Ayres Channel has to be closed up, leaving the winter channel alone so as to give a gentle curve above and below this island. At Willes Island and Gravenor Island point the Round Channel and the channel between these two islands must be blocked up. The river must be made to cut through Willes Island to make a shorter curve. At Bouncer Island the South channel must be blocked up and above this the Low Point turn must be cut away to form a gentler curve. From this point to Hankow the river should be made narrower first by reclaiming the right side as far as the meeting of the southwest curve with the right bank then the reclamation should start at the opposite side of the left bank and right up along the front of Hankow Settlement until the Han River Mouth is reached. Thus a depth of six to eight fathoms can be secured right up to the Bund of Hankow.
To sum up, the whole length of the regulating course of the river from the deep sea to Hankow is about 630 miles. The embankments will be twice this length; that is, 1,260 miles. I have estimated that the sea wall at the mouth of the river could be built at $200,000 a mile, thus for both sides $400,000 a mile will be sufficient for the 140 miles from the deep sea to Kiangyin. For, in this part we have only the two embankments to deal with, which merely requires the tumbling of stones into the water until the pile is strong enough to hold the current to a directed course. As soon as these stone ridges on both sides of the river are formed, nature will do the rest to make the channel deep. The work for this part, therefore, is simple.
Map IX
But the work for certain sections of the upper part of the river is more complicated as about fifty or sixty miles of solid land of from ten to twenty feet above water level and thirty to forty feet below have to be cut in order to straighten the river's course. Of this cutting and removing work, how much will have to be done artificially and how much can be done by nature, I leave to the experts to estimate. Excepting this, the other parts of this work, I think, cannot cost much more than $400,000 a mile. So that the whole work from the sea to Hankow, a distance of 630 miles will cost about $252,000,000, or let us say, including the unknown part, $300,000,000 for the completion of the entire project for the regulating of the Yangtze River. By this regulating of the Yangtze River, we secure an approach of 600 miles inland forocean-going vessels into the very center of a continent of two hundred millions of people of which half or one hundred million is located immediately along 600 miles of the great water highway. As regards remuneration for the work, this project will be more profitable than either the Suez or Panama Canal.
Map X
Although we could not find means whereby the works above Kiangyin may be made self-paying as those of the sections below by the reclamation of land, profit from city building along the course of the river can be realized after the regulating work is completed.
In conclusion, I must say that the figures given concerning the harbor works and the Yangtze regulation are merely rough estimates which must be in the nature of the case. As regards the costs of building the rudimental dikes at the estuary of the Yangtze as well as along the dilating parts of the river, the estimation may seem too low. But the data on which I base my estimate are as follows: First, my own observation of the private enterprise of reclamation by building dikes at the Canton delta around my native village; second, the cheap stone that can be obtained at the Chusan Archipelago; third, the estimation of Mr. Tyler, Coast Inspector of the Maritime Customs for the blocking up of the North Channel at the upper end of Tsungming Island, where the narrowest part is about three miles. He says that a million taels or more is necessary for the work. Or, let us say, in round figures, five hundred thousand dollars (Mex.) a mile. This is twoand a half times my estimate. Now, let us compare the difference. The three-mile channel at the upper end of Tsungming has an average depth of twenty feet of water, while in my project the sea wall or dikes will be built in water having an average of less than two thirds of this depth. Moreover, the work of blocking up the North Channel entirely at a right angle is many times more costly than that of building a rudimental dike of the same length in a parallel line with the current. Since five hundred thousand dollars are enough to block up cross-wise a mile of river twenty feet deep, two fifths of that sum should be quite sufficient to finance the work that I have projected. While writing this, I came across an article in theChicago Railway Review, May 17, 1919, dealing with the same subject, which states that steel skeleton is a better and cheaper substitute for stone or other materials for building dikes and jetties in a muddy river like ours. Thus, by this new method, we may be able to construct embankments, with cheaper material than I have hitherto known. So, although the estimate which I have made may be somewhat low, yet it is not so far from correct as it seems at first sight.
The construction of river ports along the Yangtze between Hankow and the sea will be one of the most remunerative propositions in our development scheme.For this part of the Yangtze Valley is richest in agricultural and mineral products in China and is very densely populated. With the cheap water transportation provided by the completion of the regulating work both sides of this water highway will surely become industrial beehives. And with cheap labor near by, it will not be a surprise if in the near future both banks will become two continuous cities, as it were, right along the whole extent of the river from Hankow to the sea. In the meantime a few suitable spots should be chosen for profitable city development. For this purpose I will start from the lower part of the river as follows:
a. Chinkiang and North Side.b. Nanking and Pukow.c. Wuhu.d. Anking and South Side.e. Poyang Port.f. Wuhan.
Chinkiang is situated at the junction of the Grand Canal and the Yangtze. It was an important center of inland water traffic between the north and the south before the steam age. But it will resume its former grandeur and become more important when the old inland waterway is improved, and new ones are constructed. For it is the gateway between the Hoangho and Yangtze valleys. Besides, by the southern portionof the Grand Canal, Chinkiang is connected with the Tsientang valley—the richest part of China. Thus, this city is bound to grow into a great commercial center in the near future.
In our regulation work of the Yangtze, we shall add a piece of new land, over six square miles, in front of Chinkiang. This land on the south side of the river will be utilized for city-planning for our new Chinkiang. On the north side, land should also be taken up by the state to build another city. The north side will be bound to outgrow that of the south for the whole of Hoangho Valley could only emerge into the Yangtze by waterway through this point. Docks should be built between here and Yangchow for accommodation of inland vessels, and modern facilities should be provided for transhipment between inland vessels and ocean-going steamers. This port should be made as a distributing center as well as a collecting center for the salt of the eastern coast. This, with the help of modern methods, will reduce transportation expenses. Stone or concrete bunds or quays should be built on both sides of the river and tidal jetties should be provided for train ferries. In time, when commerce grows, tunnels or bridges may be added to facilitate traffic of the two sides. The streets should be wide so as to meet modern demands. The water front and its neighborhood should be planned for industrial and commercial uses and the land beyond should be planned for residential purpose. Every modern public utility should be provided. In regard to the detailsof planning the city, I must leave them to the expert.
Nanking was the old capital of China before Peking, and is situated in a fine locality which comprises high mountains, deep water and a vast level plain—a rare site to be found in any part of the world. It also lies at the center of a very rich country on both sides of the lower Yangtze. At present, although ruined and desolate, it still has a population of over a quarter of a million. Once it was the home of many industries especially silk and now the finest satin and velvet are still produced here. Nanking has yet a greater future before her when the resources of the lower Yangtze Valley are properly developed.
In the regulation of the Yangtze I propose to cut away the town of Hsiakwan, so that the wharf of Nanking could be removed into the deep channel between Metsechow and the outskirt of Nanking. This channel should be blocked up, thereby a wet dock could be formed to accommodate all ocean-going vessels. This point is much nearer the inhabited parts of the city than Hsiakwan. And the land between this projected wet dock and the city could form a new commercial and industrial quarter which would be many times larger than Hsiakwan. Metsechow in time, when commerce grows, may also be developed into city lots and business quarters. For the future development of Nanking the land within and without the city shouldbe taken up at the present price under the same principle which I have proposed for the Projected Port at Chapu.
Pukow, opposite Nanking, on the other side of the river, will be the great terminus of all the railways of the great northern plain to the Yangtze. It will be the nearest river port for the rich coal and iron fields of Shansi and Honan, giving access to the lower Yangtze district and hence to the sea. As the great transcontinental trunk line to the sea whether terminating at Shanghai or at our Projected Port, would pass through this point, the construction of a tunnel under the Yangtze to connect Nanking and Pukow by rail at the same time when the cities are being constructed, will not be at all premature. This will at once make possible a through train journey from Shanghai to Peking.
Concrete or stone embankment should be built along the shore above and below the present Pukow point many miles in each direction. Modern streets should be laid out on the land within the embankment so as to be ready for various building purposes. The land on the north side of the river should be taken up by the state for public uses of this international development scheme on the same basis as at our Projected Ports.
Wuhu is a town of 120,000 inhabitants and is the center of the rice trade in the lower part of the Yangtze.It is at this point that I propose to make an intake of the water which will go to flush the Whangpoo River at Shanghai, and which will form the upper end of a canal to the sea at Chapu. In the regulating work of the Yangtze the concave part above the junction of the Yangki Ho has to be filled up and the convex part of the opposite side has to be cut away. The junction of the projected canal and the river will be at about a mile or so below the Lukiang junction. The projected canal will run northeast to a point between the southeast corner of Wuhu city and the foot of the hill. There it joins the Yangki Ho and, following the course as far as Paichiatien, branches off in the northeastern direction. This gives Wuhu a southeast waterfront along the left side of the canal. New bunds should be built along both sides of the canal as well as alongside the Yangtze and at the junction of the canal docks for inland vessels should be constructed with modern plants for transhipment of goods. Wide streets should be laid out from the Bund of the Yangtze far into the inland following the direction of the canal. The bund alongside the Yangtze should be reserved for commercial purposes and those alongside the canal for factories. Wuhu is in the midst of a rich iron and coal field, so it will surely become an industrial center when this iron and coal field is properly developed. Cheap materials, cheap labor, and cheap foodstuffs are abundant at the spot waiting for modern science and machinery to turn them into greater wealth for the benefit of mankind.
Anking, the capital of Anhwei, was once a very important city but since its destruction by the Taiping war it has never recovered its former greatness. Its present population is about 40,000 only. Its immediate neighborhood is very rich in mineral and agricultural products. The great tea district of Liu-an and the rich mineral district in the southeastern corner of Honan province will have to make Anking their shipping port when railways are developed. In the Yangtze Conservancy work, the concave turn of the river in front and west of the city has to be filled up. This reclaimed land should be for the extension of a new city, where modern transportation plants should be built.
Eagle Point, on the south side opposite Anking should be cut away to make the river curve more gently and to give the channel a uniform width. A new city should be laid out at this point, for from here we command the vast tea districts of southern Anhwei and western Chekiang. The rich inland city of Hweichow, with the highly productive country around it, will have to make this port its shipping station. As Wuhu is the center of the rice trade these twin cities of Anking will be the centers of the tea trade. Like Wuhu, these twin cities are also situated in the midst of rich iron and coal fields which will assist them to become important industrial centers in the near future. So to build twin cities at this point of the river will be a very profitable undertaking.
I propose to construct a port at a point between the Poyang Lake and the Yangtze River. This will be the sole port of the Kiangsi province. Every city of this province is connected by natural waterways which, if improved, will become a splendid water transportation system. The province of Kiangsi has a population of 30,000,000 and is extremely rich in mineral resources. A modern port acting as a commercial and industrial center for the development of this resourceful province would be a most remunerative proposition in our project.
The site of the port will be on the west side of the entrance to the Poyang Lake and the right bank of the Yangtze. It will be an entirely new city built on new ground, part of which will be reclaimed from the shallow side of the lake. In the regulating work of the Poyang Channel, a training wall should be built from the foot of the Taku Tang Hill to Swain Point opposite to Stone Bell Hill of Hukow. A closed dock should be constructed within this training wall for the accommodation of inland water vessels. The city should be laid out on the triangular space formed by the right bank of the Yangtze, the left side of the Poyang Lake and the foot hill of the Lushan Mountain. This triangle is about 10 miles on each side, excellent for city development. The porcelain industry should be established here instead of at Kingteh Chen, for great damages often occur owing to the lack of transportationfacilities, and to the necessity of transhipment for the export of the finished articles from the latter place. Modern plants on a large scale should be adopted for the manufacturing of cheap wares as well as fine articles in our projected Poyang Port, for here we shall have the greater advantage of collecting raw materials than at Kingteh Chen. Thus the concentrating of the various manufactures in an advantageous center will result in quickening the growth of our new city. This Poyang Port is bound to grow into one of the great commercial and manufacturing centers in China, judging from the possibilities of Kiangsi alone. It will not only be a great shipping port of the Yangtze but will also be a railway center between North and South China. Thus to develop this port on a large scale is quite justifiable from an economic point of view.
Wuhan signifies the three cities of Wuchang, Hankow, and Hanyang. This point is the headwater of our projected ocean passage, the pivot of the railway system of China Proper, and will become the most important commercial metropolis in the country. The population of these three cities is over a million and could be easily doubled or trebled if improvements would be made. At present, Hanyang possesses the largest iron works in China, and Hankow, many modern industries, while Wuchang is becoming a great cotton manufacturing city. Besides, Hankow is thetrade center of Central and West China, and the greatest tea market we have. The provinces of Hupeh, Hunan, Szechuen, and Kweichow and a part of Honan, Shensi, and Kansu all depend upon Hankow as their only port in the outside world. When railways are developed in China, Wuhan will be still more important and will surely become one of the greatest cities in the world. So in planning the future city of Wuhan we must adopt for its development a scale as large as that of New York or London.
In the regulation of the Yangtze embankments, we have to reclaim the front of Hankow from the jetty of Lungwangmiao at the junction of the Han River right along the left bank to the point where the Yangtze turns eastward. This reclaimed space will be at an average of about 500 to 600 yards wide. This will narrow down the river at this part to give a uniform channel of 5 to 6 cables in width and to give the Hankow settlement a strip of valuable land along its waterfront. This will also help to pay a part of the expenses for city construction. The sharp bend of the Han River just before it joins the Yangtze should be straightened so as to make a gentler curve around Lungwangmiao Point and thus enable the currents of both rivers to flow in the same direction at their junction. The Hanyang embankment will follow pretty closely the present shore line but not beyond the iron works jetty. The wide space of the river above Wuchang city should be walled in to make a closed dock for inland water as well as ocean going vessels. Below Wuchang, an embankmentparallel to that of the left side should be built so as to make the future city extend far below the present one. A tunnel should be constructed to connect both embankments at a point where the Kinghan railway makes its first turn when it comes to the Yangtze River. And another tunnel or bridge should be constructed between Hankow and Hanyang on one side and Wuchang on the other at the junction of the Han River and the Yangtze. Additional tunnels or bridges may be constructed at different points when the city grows larger in the future. All the outlying land of these trio-cities should be taken up on the same basis as at our projected seaports, so that private monopoly and speculation in land may be prevented, and that the unearned increment will go to the State to help the payment of capital and interest on the foreign loans which are to be made in this international development scheme.
The existing waterways and canals in connection with the Yangtze may be enumerated as follows: