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vostok for handling the cars received from the United States latter was one of the results of the Stephens Railway Mission to Russia. Formerly all the engines received were loaded on cars and hauled 486 miles to Harbin, where they were assembled.

OFFICIALS-PURCHASES.

While the writer obtained a list of the principal officials in charge in August, 1917, there have been so many changes since that time that no attempt will be made to give a directory of the officials of these lines. A similar condition prevails with respect to the handling of purchases, although one feature has developed during the period since the beginning of the war. Formerly purchases were handled largely through headquarters at Petrograd, but there was a constantly growing practice of buying directly from concerns in Harbin, if the needed articles could be so secured. A number of American concerns have branches in Harbin, and most of the large Japanese concerns, with branches at Dairen, also have branches in Harbin.

IV. MANCHURIAN AND VLADIVOSTOK TRAMWAYS.

DAIREN AND FUSHUN TRAMWAYS.

As already explained, both the Dairen and the Fushun tramway systems are owned and operated by the South Manchuria Railway Co. The mileage and equipment are shown by the table on page 195. Both these systems are well constructed, maintained, and operated, and the greater part of the equipment, particularly electrical, is of American manufacture.

In addition to the passenger service, the Dairen lines have 10 motored freight cars used for distributing freight from and to the steam railways and wharves for the industries in Dairen-particu larly soya beans to the oil mills and oil and bean cake from these mills. This service is performed very expeditiously and satisfactorily and prevents a great deal of heavy trucking over the paved streets. All of the Dairen tramway equipment is 600 volts direct current, and a very simple pantagraph contact is used, which, in turn, greatly simplified the overhead construction. There is a very interesting system of fares on the Dairen line, based on time limits. First-class fares are 5 sen (2 cents gold) for a half-hour ticket and 6 sen cents gold) for a one-hour ticket.

The tramways at Fushun are primarily for the handling of coal, and the passenger service is a secondary consideration.

MUKDEN HORSE TRAMWAYS.

The Mukden horse tramway starts at the railway station in the railway area and runs a distance of a little more than 4 miles, to the west gate of the west wall of the inner city. This distance is divided into three zones, the fares for the two outside zones being 3 sen (14 cents gold) and the fare on the zone in the outer city being 4 sen. The rail on this line is a very light section of T rail, and both this rail and the cars were formerly in use on the Tokyo horse tramways; the cars were first used on horse tramways in New York City before the days of electric street railways.

This concern is Sino-Japanese-the Japanese interest largely represented by the cars and materials furnished from Tokyo. There is very little real capital invested in the plant, and it is understood that the concern is not unduly prosperous. The service is not well patronized, as it is neither expeditious nor attractive.

VLADIVOSTOK TRAMWAYS.

The electric tramways in Vladivostok at present total about 4 miles of route, and about 3 miles additional are under construction. The present lines were under private ownership when the writer was in Vladivostok, but the new lines are being built by the city and the general opinion prevailed that the system would later be taken over

by the city. The manager and engineer in August, 1917, was H. C. Schriber, and the principal owners were A. K. Gromadsky and H. A. Zimmerman. Current is supplied from the city power plant. All the equipment is largely from German and Russian sources. Financially the concern was in very doubtful condition, and much trouble was being experienced with the employees in the operation of the lines.

TSITSIHAR (ANGANGKI) LIGHT RAILWAY.

The Tsitsihar Light Railway connects the Chinese city of Tsitsihar, capital of Heilungkiang, the most northerly Province of Manchuria, with New Tsitsihar, a new town on the Chinese Eastern Railway, about 18 miles distant in a southerly direction.

The Russians, in building the Chinese Eastern Railway, kept the line at this distance with the idea of the advantage that would accrue to them in the building of a new town inside the limits of the railway zone over which they claimed jurisdiction.

The line was built entirely with provincial funds and has always been controlled and operated by the provincial authorities. The construction was begun in September, 1907, and surveys were established two years later. It is stated that the capital expenditures have exceeded 240,000 taels. The track is of meter gauge.

This light railway has at times been brought into prominence by the Chinchow-Aigun project, which is one of the concessions that has been negotiated for by American interests in competition with Japanese and Russian interests. The last phase was the signing of a preliminary agreement with a Russian concern for the construction. of a line from Harbin to Aigun on the Amur River, and also a line from Tsitsihar that would connect with the above line at Mergur, which point is about half way from Harbin to Aigun.

The contract for the construction of this line was given to Telge & Schroeter, of Tientsin, who purchased all the roadway and track materials and rolling stock from Orenstein & Koppel, of Berlin. Mr. W. R. T. Tuckey, formerly of the Peking-Mukden Railway and now engineer-in-chief of the southern (British) section of the TientsinPukow Railway, was engineer in charge of the construction of this line.

Part 5.-PHILIPPINE ISLANDS.

I. GENERAL INFORMATION.

INTRODUCTION.

To cover the railway markets of the Philippine Islands so far as the present railways are concerned is a somewhat simple matter. The need of railways for the development of the large possibilities of these islands is a much more difficult and important subject, which, however, it is not the purpose of this report to consider.

An effort will be made under the several headings of "general information" to state very briefly some of the salient features that affect, more or less, transportation conditions now and in the future. An attempt will also be made to indicate some of the possible developments of the islands, particularly with respect to supplying the United States with tropical products such as hemp, cocoa, rubber, and similar articles of which the American people are very large users but of which they control a very small part of the world's present supplies.

AREA AND POPULATION.

The islands, numbering 3,141, are located between 5° and 22° north latitude and 117° and 127° east longitude. The area of all the islands totals 115,026 square miles. Luzon, lying near the north, and Mindanao, lying near the south of the archipelago approximate about 40,000 and 36,000 square miles, respectively. The nine next largest islands range from 5,000 to 1,000 square miles each, and there are 275 islands with an area of less than 14 square miles each. To give an idea of the extent of these islands, it may be said that if the most northerly island were placed on Sault Ste. Marie, Mich., the most southerly island would be located near Birmingham, Ala., the most easterly part of Mindanao would come near Pinehurst, N. C., and the most southwesterly island would be in southeastern Arkansas. Manila would come near South Bend, Ind., and Zamboanga near Chattanooga, Tenn.

Prof. H. O. Beyer, who has the chair of anthropology in the University of the Philippines, estimated the population at about 9,503,370, from data gathered in 1915 and 1916. Of this population it is estimated that less than 75,000 are what might be called forcigners. The remainder are natives, there being more than 25 different tribes, of which there are many subdivisions. Of the foreigners about two-thirds are Chinese, and nearly one-half of the remainder consists of other Asiatics, mostly Japanese. There are about 5,000 Americans in the Philippines and nearly as many Spaniards and other Europeans of all nationalities.

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