the first must be regarded as definitely lost to China, while the second is probably recovered. The problem of concessioned railways has therefore no longer the importance that it had, though, by detaching Manchuria, the foreign railway has shown its power for evil). As regards financial results, Mr. Tyau gives the following figures for the principal State railways in 1918:—
| Name of Line. | Kilometres Operated. | Year Completed. | Per cent. earned on Investment. |
|---|---|---|---|
| Peking-Mukden | 987 | 1897 | 22.7 |
| Peking-Hankow | 1306 | 1905 | 15.8 |
| Shanghai-Nanking | 327 | 1908 | 6.2 |
| Tientsin-Pukow | 1107 | 1912 | 6.2 |
| Peking-Suiyuan | 490 | 1915 | 5.6 |
Subsequent years, for which I have not the exact figures, have been less prosperous.
I cannot discover any evidence of incompetence in Chinese railway administration. On the contrary, much has been done to overcome the evils due to the fact that the various lines were originally constructed by different Powers, each following its own customs, so that there was no uniformity, and goods trucks could not be moved from one line on to another. There is, however, urgent need of further railways, especially to open up the west and to connect Canton with Hankow, the profit of which would probably be enormous.
Mines are perhaps as important as railways, for if a country allows foreign control of its mineral resources it cannot build up either its industries or its munitions to the point where they will be independent of foreign favour. But the situation as regards mining is at present far from satisfactory.
