of timber rafts, place the picture definitely out of America and out of Europe. These strikingly fashioned timber rafts of the Yalu are famous throughout the Orient. Every year when winter strangles the water in its white grip the woodsmen go into the forest on either side of the river and fell the trees. In March when the thaw comes they cut the timber into logs eight feet long. These they tie together in eights to form the units of which the rafts are made. From thirty to a hundred such units make one raft. It is usually 100 feet long and about twenty wide. It comes 300 or 400 miles down the stream before it reaches Antung or Shingishu, and usually it takes two months on the way, which explains the hut one sees built upon it and the small truckgarden that is sometimes discovered. The Chinese raftsmen with their rare and leisurely philosophy of life try to raise vegetables as they loiter down the stream.

The Yalu rises in the snows of the Changpai ranges -the fabled Mountains of Eternal Whiteness-500 miles inland. It is navigable 270 miles up the stream to Maoerhshan by small native junks. It marks the boundary between Chosen and Manchuria. Some natives call it "Ai-kiang" and some "Ichou-kiang." The Yalu widens as it makes its stately way to meet the Yellow Sea. At its mouth it is something like thirty miles wide, so that it is difficult to say where the river ends and the sea begins.

Here at Antung the greatest bridge in all Asia crosses the Yalu, connecting Manchuria with Chosen. It is composed of twelve spans and is 3,098 feet in length. It was built by the Government-General of Chosen for its state railway at the cost of several million yen. And it took two years to complete it. Later, when the South Manchuria Railway took over the management of the government railways of Chosen, the bridge became the connecting link between the trunk line of Manchuria and

that of Chosen, the chain of railways which gives the shortest line between the two great capitals of the Orient, Tokyo and Peking. The great iron bridge is provided with sidewalks eight feet wide on either side of the bridge. These eight-foot walks and the steel rails in between over the iron bridge have done more to break down the barrier of prejudice and hatred that had stood between the Manchus and the children of Chosen than any other hundred factors put together.

Over the monarch of all Asian bridges the Through Express rolled into Manchuria-into the Antung Station. Antung is not a typical Manchurian town. As a port, there is more room for criticism than for ships. Near the great iron bridge the river sometimes has twenty-one feet of water at ebb tide. But that is rather exceptional. The usual depth there is about twelve feet, while at high tide it will rise to twenty-three or more. The approach to the city from the Yellow Sea is not much smoother than some sections of the Mississippi made famous by Mark Twain. Only small vessels of less than 1,000 tons make the port. Moreover it freezes up tight toward the close of November, and even in the closing days of March, when the thaw is in full swing, ships are not entirely safe from ice blocks which jam the stream.

All the same, Antung is an epitome of ManchuriaManchuria in little.

There is the Old Town. In the good old days, before the coming of the new-fangled civilization and its prophets the Japanese, it was called Shahochen. It covers roughly the northern half of the present Antung. More than 40,000 people live there, most of them Chinese, and its Main Street, called Tsaishenmiao-chieh, is busy, crowded, and prosperous.

Then there is the New Town. It stretches south of the Old Town and extends to the railway station. It

is built of Japanese-style houses, mostly of wood, with a sprinkling of foreign-style structures. It has asphaltpaved streets. It spreads over 1,225 acres protected from the flood by embankments and surrounded by canals for drainage purposes. In sharp contrast with the Old Town, here the streets are sanitary and clean. The wide Yamatobashi Avenue cuts through the middle of it, leading to the open plaza in front of the railway station. On May the first, 1904, when General Kuroki crossed the Yalu a few miles above this point and put the river on the map of the world, there was not much more than sand lots overburdened with weeds here where the New Town stands to-day. The entire town has been created since then. It is provided with waterworks and electricity, and it boasts now considerably more than 20,000 population, of which half is Chinese.

In addition to the two sections mentioned above, the city has another portion, which goes under the name of the South Manchuria Railway Company's Leased Ground. This section joins the New Japanese Town to the south, the line of rails marking the division. It covers 1,225 acres-precisely the same amount of space as the New Town. In addition it takes in all the water frontage of the New Town. In the center of this Leased Ground is a large storage pond for the accommodation of the rafts which come down the stream.

Here is the city of to-morrow-an industrial city to come. Already the great plot of ground to the northeast of the storage pond is covered by the buildings of the Yalu Timber Company, a joint enterprise of Chinese and Japanese capitalized at $3,000,000, which has the lumbering rights of the entire Manchurian bank of the upper Yalu as well as of the basin of the River Hun, covering more than 2,450,000 acres, whose lumber is estimated at 4,200,000,000 cubic feet. It is in this section also that the factories of the Japan Match Com