unless she is summarily arrested. At all costs this must be stopped. The method of doing so is easy: It is to have it laid down categorically, and accepted by all the Powers, that henceforth all railways on Chinese soil are a vital portion of Chinese sovereignty and must be controlled directly from Peking by a National Railway Board; that stationmasters, personnel and police, must be Chinese citizens, technical foreign help being limited to a set standard; and that all railway concessions are henceforth to be considered simply as building concessions which must be handed over, section by section, as they are built, to the National Railway Board.
If the Shantung Railway Agreement is loyally carried out, this reform—as to whose importance I quite agree with Putnam Weale—will have been practically completed five years hence. But we must expect Japan to adopt every possible means of avoiding the carrying out of her promises, from instigating Chinese civil war to the murdering of Japanese employees by Japanese secret agents masquerading as Chinese. Therefore, until the Chinese actually have complete control of the Shantung Railway, we cannot feel confident that they will ever get it.
It must not be supposed that the Chinese run railways badly. The Kalgan Railway, which they built, is just as well built as those constructed by foreigners; and the lines under Chinese administration are admirably managed. I quote from Mr. Tyau[1] the following statistics, which refer to the year 1919: Government railways, in operation, 6027 kilometres; under construction, 383 kilometres; private and provincial railways, 773 kilometres; concessioned railways, 3,780 kilometres. Total, 10,963 kilometres, or 6,852 miles. (The concessioned railways are mainly those in Manchuria and Shantung, of which
- ↑ Op. cit. chap. xi.
