posed line, evolved out of an abandoned concession by the astuteness and activity of the French Minister.
The line will proceed from outside the West Gate of Seoul, where the terminus will be 48.50 m. above the sea level, towards Yang-wha-chin, crossing the A-o-ya Pass at 59.50 m. Descending to the valley of the Han River, and 17 m. above tide-water, the line traverses the district of Han-ju, and the western county of Ko-yang, leaving the Han valley 31 kilometres from Seoul. The line then crosses the Kyo-wha valley, at an elevation of 15 m., and at 42 kilometres from Seoul crosses a tributary of the Im-chin River at Mun-san-po. Fifty-one kilometres from Seoul the railway will meet the Im-chin River ferry, where passengers and freight, under the existing provisional arrangements, will be transferred to a second train upon the remote side of the river. The line then crosses the Chang-dan district, and moving up the Valley of Song-do enters the Song-do terminus at an elevation of 40 m. The distance by rail is somewhat shorter than by road, and unexpectedly few obstacles have been met with in the course of construction. A rough survey has been made north from Song-do, from which point the railvwy will run due west to Hai-chu, then due north to Pyöng-yang through Sin-chyön and An-ak. Beyond this point to Wi-ju no survey has been attempted.
It is questionable, however, if the French line promises such satisfactory returns as those which may be expected from the southern railway. When the two lines have been completed and Fusan is in direct communication with the Siberian Railway, some definite expansion in the northern areas of the kingdom may be anticipated, and the railway will be in a position to compete with the junks of the Yalu. But, apart from the border trade, there is little settled
