TRANSACTIONS OF THE KOREA BRANCH OF THE ROYAL ASIATIC SOCIETY

VOL. XV

1924

CONTENTS

A Shipwreck (Korean) in 1636 A. D. Translated from the Korean by J. S. Gale.Korean Roads Past and Present, W. W. Taylor, Esq.

A SHIPWRECK (KOREAN) IN 1636 A. D.

Translated from the Korean by J. S. GALE.

Yi Chi-haing (李志恒), a scholar of Yung-chin County had come to live in Tong-nai near Fusan. In the year 1615 he passed a special examination and was made guardian of the Palace gate. Before he had a chance, however, to prove his worth, he fell ill and was retired from service—a man of the 6th degree. On the death of his father he returned to Tong-nai to live out his three years of mourning.

In the spring of the year pyung-ja (1636 A. D.) he had occasion to make a trip to Yung-hai by boat. On inquiry he learned that a man named Kong Chul of Fusan engaged in the fish trade made frequent journeys to Kang-wun Province touching at various ports along the way including Yung-hai. Yi therefore made arrangements to go by his ship; sent his servants back to Tongnai and taking three measures of rice and two of money set out with a favourable wind on the 13th of the 4th Month. Yi’s narrative reads :

The skipper, Kim Cha-bok, had three sailors with him, all practised hands. We were, in all, eight aboard. Touching at ports, we passed along, and all went well till the evening of the 28th day when a violent east wind arose with, little by little, waves mounting high. Finally by the force of the sea our rudder was broken, and the men hastened to splice an oar to take its place. This served in a measure, otherwise we should surely have been driven on to the rocks. By the increasing wind we were forced into the open sea and all night long were driven at the mercy of the boiling deep. By morning of next day we were out of sight of every trace of land ; clouds alone marked the limits of the sky. Driven by the fury of the storm we passed another night and still another day. We each tied a cross-bar to our bodies to keep us afloat in case of capsizing. All hope of life departed and nothing was left in the way of sense or sensation. In heaps we lay already dead. [page 4]

The fourth day came by with a feeling of utter misery. I got up, loosened my waist string and took a look around. Nothing was to be seen but clouds and miat. The east had lightened up giving us our first idea of direction, though whither the boat was drifting we knew not I encouraged the captain at the steering bar to keep up heart, “for”, said I, “sooner or later we must surely strike land.”

We had no food prepared, so the best we could do was to take a handful or two of dry rice with a little water to wash it down; but by the seventh day our supply was exhausted. I thought of a plan which was to put salt water into the kettle and catch the steam on the overhanging lid. This as it trickled down gave us half a bowl or so which we divided up. The fires were kept going all the time, by turns, and so we managed to pull through.

On the evening of the eighth day we saw a seal show its head just in front of the boat It looked at us two or three times when Kim Pook-sil attempted to strike it but I held his hand saying. “No! In the Book of Changes we read that the Seal accompanying the Boat means good luck. We shall not die. This particular day happened also to be marked “blessing and virtue” in the calendar. I told my companions of this and assured them that all wad well. At once we joined in saying in concert, “Kwan-se eum Po-sal, Kwan-se-eum Po- sal.”

On the ninth day, at the first streak of dawn, a great wind arose that blew us here and there toward all points of the compass. We were at our wits’ end and cast lots as to our fate. The “Wind and Thunder” combination fell to me, which, according to the Book of Changes means a safe and prosperous journey. In casting also again I drew the Chai (才爻) form which reads, “Your children will be many and your wife wise and good.” I told my companions of this lucky throw and they seemed somewhat relieved. About the third watch of the night the wind ceased with only a light breeze bearing from the west I said to the men on board, “As I think of the map of Japan, I remember that it shuts out everything on the east side of the sea. If we keep on in this direction we [page 5] will finally strike the mainland. This west wind is surely by God’s good mercy.” The boatmen said, “Ye! But there is no sign of land whatever and it looks

as though we were for good and all out into the limitless sea.” They then called on God to save them. They prayed also to their fathers’ and mothers’ spirits and wept and cried.

Again in the second watch of the following night a great wind arose and the waves beat upon us with such violence that it was like reverberating thunder. All knelt again and prayed for life. About the fifth watch the wind fell somewhat though still blowing strongly toward the east.

On the twelfth day about the Mi hour (2 P. M.) we suddenly discovered, right ahead of us, a snow-capped mountain. The boatmen seeing it, shouted for joy. Nearer and nearer we drew till the day darkened down upon us. We were hungry, thirsty, and nearly dead while the waves beat upon us in such a way that we took in water and were in danger of sinking. The sailors turned to, however, and baled for life. With our clothes wet through and shivering from the cold we finally drew into a quiet corner under lee of the land and found shelter. Here we covered ourselves with what matting we had, and spent the night.

In the morning we eagerly looked out at the great mountain that stood up before us. There was snow on the top and thick forests round its base. Nowhere could we see any signs of human habitation except at the mouth of a stream where there seemed to be a few straw huts. We went ashore to examine them and found a great many fish hung up to dry; cod fish, herrings, and other varieties that I did not know. The boatmen, being famished, took of these and ate ravenously. They were thirsty too and drank till their stomachs stood out round and tight as a drum-head. Then they drove in a post, made fast the boat, and, covering themselves with mats, lay down, worn out, and slept as dead.

On the morning of the next day we climbed a hill to see if there were any signs of smoke. We looked and looked till finally we discovered what seemed to be fires arising from the breakfast meal. We moved our boat in its direction and [page 6] there found seven or eight houses such as Japanese fisher- folk build. Before our boat touched the shore five or six people came out and stood on the bank watching us. Their appearance was most unusual, for they were dressed in yellow coats and had their hair done up in an odd shaped knot Their beards too, were long and their faces black. Our people were greatly alarmed and wondering exclaimed, “Are these really human beings ?”

Though we dropped anchor they made no sign to approach us. I ordered our boatmen to beckon, but there was no response. It was evident that they saw our kind for the first time and were equally filled with wonder. We looked at them carefully and found that they were not Japanese. Really what they were we could not make out. We were afraid that we might be attacked by them and were very much alarmed. Just then two or three old men wearing bear-skin coats pushed out in a little boat and came to us. The language they spoke was evidently not Japanese for we could not understand a single word One old man brought us some boiled fish on a leaf. He then pointed towards a house and said something. We gathered from this that it was his home and that he was asking us to come. More alarmed than ever we wished to fly but knew not where to go. There seemed nothing for it but to follow him and take the consequences, so we made fast our boat and left.

I took note first as to the weapons these strange people might carry but they had no sword, dagger or spear, only a little knife such as fishermen use. Their houses were like salt-vat huts with no lurking places about or prison cells. The only things we saw were dried fish and clams, fish-oil and skins for clothing. A few implements there were, sickles, axes and a short wooden bow with arrows not a foot long, tipped with deer horn. Were they a simple or a warlike people? Very terrible they were in appearance and yet they did not seem dangerous; on the contrary they were respectful and kind in manner.

Before their houses poles were erected on which fish were hung to dry. These long rows were like the leaves of [page 7] the forest. Whale flesh too, was piled up in great quantities.

We had no way of communicating our thoughts, as they were wholly unacquainted with the character but by pointing to our mouths and stomachs we made them know that we were hungry. In response they brought us each a small dish of soup. There was no rice or grain food of any kind, fish only. Some of them were dressed in yellow clothes that had evidently been woven from the bark of a tree ; some again were wrapped about in bear skin or the skins of foxes and seal. They wore their hair long with

enormous beards that came down over the breast a yard or more. Their bodies, too, were covered with hair, every whit black, while the whites of their eyes shone glistening. They wore large silver rings in the ears, but had neither shoes nor socks on the feet The men and women were distinguishable by this difference only that the women had no beards.

Among them was an old man about sixty years of age who wore a blue bag at his chin. We had him unfasten it to let us see what it contained when lo, we Found it was a pocket to hold his overplus beard. As we drew it out and measured it we found it came almost down to his feet.

When evening came they again brought us a bowl of fish-soup and two or three pieces of dried whale flesh. This was their food. I had thought heretofore that all nations used cereals but these folk, though otherwise human, ate no grain. What a peculiar people. At first we supposed they feared the expense of treating us to rice but as we went from house to house we found only fish and oil. We knew by this they were not rice eaters. We ourselves had none left and so there was no help for it but to dine as they ained. We found our rice-dish and made signs, but they could not understand. I then showed them a grain of rice but they only shook their heads. It seemed as though they did not know what rice or beans were. We all slept that night on empty stomachs.

When morning came we decided to move on, but whither to go, knew not. We climbed a hill to look about us. Away to the south-east there seemed to be land. I said to the boatmen, “We have nothing left in the way of supplies and [page 8] shall assuredly die. If we go yonder we may find other people who can show us the way home.” They thought favourably of this and at once made ready to sail.

Crossing an arm of the sea we anchored and again were met by a similar group of people. Pointing to the ground we asked what place this was and they answered “Churn-mo- kok!” We pointed to our mouths and stomachs to let them know that we were hungry and they gave us just as we were given before, a small bowl of fish soup. Going on ten li further by a fair wind we found the same kind of people. Again we asked the name of the place and they said “Chum- mo-kok.” Indicating a desire to have some of their fish and herrings they gave us a great quantity. Much birch-bark lay along the shore which they use for torches. It gives a very clear bright light.

We climbed a hill and looked off again in all directions. Away to the south was a long stretch of land with high hills in the distance. ‘‘Where is that?” we asked, pointing, and they said “Chi-yak.”It looked about thirty li from where we were. Taking advantage of a fair wind we set sail but even the long day was not sufficient to bring us to our destination. Miles of sea are very different from miles of land. We finally came to anchor at night and found just the same kind of people. Not a word of their speech could we understand.Fish-soup was again our fare. I found I had with me half a measure of a tonic called to-sa ja-Whan that I bad quite forgotten. This. I had steeped and divided among our company. We each had a drink and felt greatly refreshed.

The next morning I had about decided to make a new rudder, take in a supply of dried fish and water, and start for Korea. If we got safely home well and good ; if not, we could only die. I took my servant and cut down from a neighbouring hill a tall pine tree from which we made a rudder, but I forgot about the handle. This they carried down to the boat while I followed along behind. I was really so weak and starved that I could hardly walk.

By the side of the road there was a little hut from which a great deal of smoke was emanating. Going in to see the [page 9] cause of it I found a kettle with a huge fire underneath. Looking at the contents they seemed to be vermicelli. I pointed to my mouth and made signs, so they gave me a bowl of it. It tasted a little like maize and was quite refreshing. On asking for the material from which it was made they brought me a root that was about the size of a baby’s fist. Its colour was white and the leaves green like cabbage leaves, a plant I had never seen before. I asked the name, and they said “Yo-na Wha-na.” I then called the boatmen and showed it to them and also to Kong Chul and asked if they had ever seen the like, but they said no. Each of the sailors had a bowl and smacking his lips remarked, “That’s good. It goes to the right place.” The rest of the men hearing this. also asked for some. I suggested that we get something from the boat in the way of payment and at once the sailors brought Kim Han-nam’s rice dish.

The people seemed greatly delighted but just what they meant by their motions and gestures I could not tell. On a little hilt about a bow-shot from the village we found many of these plants. Some we had dug up so that all the company fed freely and were satisfied.

Having finished the ship’s rudder and made ready to sail we felt a new return of life. With plenty of tubers aboard and a supply of dried fish, how rich we were. As a final step we climbed to the top of the neighbouring hill and looked out again. As far as I could see it was a wide fertile plain crossed by streams and dotted with hillocks, a country most excellent for rice-land farming. Not a sign, however, could we see of any agriculture. Great quantities there were of fine bamboos, long stretches of wild grass, and woods on woods, with any quantity of game, wild cats, sables, squirrels, rabbits, foxes and bears. There were no roads and no sign of graves. It was the 5tb Moon and yet the face of the hills was dotted with snow. As we climbed higher I felt how cold it was. Here four men with a long net in hand sat by the mouth of a stream fishing. One wore a bear-skin coat, one a fox-skin and two others squirrel skin. Their net was not made of silk thread as ours, but was twisted from the fibre of the bark of a tree. They caught salmon skilfully and other [page 10] fish, the names of which I did not know. I looked at them with a longing eye and touched them, and at once they brought twenty of the best catch and tossed them down before me. One man who wore a squirrel skin coat came to me and pointing to my blue silk slipped off his and motioned that we exchange. At once I took off my coat and gave it to him. He was very much delighted. On the next day a great crowd came, each wanting to exchange his fur for our silk. The boatmen made exchanges by dishes and other things. I changed all my clothes for fur garments. For my hat-string alone of crystal beads I got any number, sometimes a beautiful garment for a single bead. In all I had about sixty pieces.

During our stay in this place we got very well acquainted with the people, for while we could not speak, the fact that we had exchanged clothes made us good friends. They brought us dried fish which they gave us as presents until we had five bags and more in store.

I took one of the most intelligent of their number to the boat with me and pointing in all directions inquired whither we should go. He faced south and raising his hand said, “Matsumae ! Matsumae!” While in this uncertainty a north wind sprang up and, having no thought but to get away, we set sail. By keeping the land on our left I felt that in the end we would get somewhere. Wherever we landed, however, we found just the same condition of things and the same race cf people. For ten days or so we kept on. It seemed as though we had gone hundreds of miles and yet we met with no one who could tell us where we were or understand whence we came. Each time I made inquiry I was pointed toward the south with the word “Matsumae!” (which was really the old name of Fukuyama, the south port of Yezo). Again we set forward determined to go on to the very end. Hunger urged us. We had eaten nothing but dried fish till our teeth were sore.

Some days later still bearing south past a point of land, we saw a man standing on a cliff waving to us. A little closer view assured us that he was not one of these people but a Japanese. We therefore lowered our sail and pulled into the [page 11]shore where not one but two Japanese met us. One of our boatmen, Kim Paik-sun, who had lived at Fusan, could speak a little and was able to communicate a few ideas. We found that these Japanese were from the southern island and that they had come here for gold mining. With some fifty men in their employ they lived in a large house two days distant Their master had learned of a foreign ship being driven ashore, somewhere north, and had sent them to the rescue with three measure of rice, five bundles of tobacco, soy, salt and other things. They had brought a letter as well but as it was written in the Japanese character I could not make it out At the end, however, was a Chinese signature Sin-kok Sip-nang-pyung. This was good news indeed, like a dream, so unreal. They came aboard with us and we at once prepared rice, and made soup seasoned with soy and salt. We filled our dishes to overflowing and all dined well. Then we turned over and went to sleep.

On awaking we went some fifty li further and then as the day began to darken we drew into a harbour where were a number of dwellings near the shore. Alighting we went ashore with the two Japanese where we spent the night in their huts. I had Kim ask them what place it was. Their answer was not clear so I wrote in Chinese on a piece of paper, “What is the name of your country ?” They replied,

“The country of the Ainu, Ke-soo-oo.We had not tasted rice since the 9th day of the 5th Moon and now it was the 29th. We had

really starved for all those twenty days.On the day following when it was sufficiently light we hoisted sail and were off, making some

seventy or eighty li. By evening time we dropped anchor at a little port not unlike Ke-su-oo where we went ashore. At once we noted the change. Here were clothes, household goods, bedding, all quite as we had seen in the settlement in Fusan. The headman of the town, a Japanese, was waiting to receive us. He treated me with great liberality to fish and wine. We were indeed very happy for we now realized that we were saved. This Japanese then wrote a sentence in the Chinese character [page 12] which read, “I am from Matsumae and my name is Sin-kok Pyung-un (Kamiya). At command of the Lord of Yezo I am here with workmen to dig for gold, and have been in this place ten years and more. Every three years I return to Fukuyama to make my report.” He wrote again, “Where did you land with your boat ?” I wrote in answer, ‘ Where the hills touch high heaven.” Here Kim interpreted a word of two and said that the people called it Chum-mo-kok. The Japanese nodded his head and said, “Yes, that is the Ainu name. “This district,” he continued,” “is wholly surrounded by the sea. It is an island, the extreme north of our country. The land you have just passed through has no king, no governor and no chief ; is without education and understands but little of agriculture. They are a fishing people and make their living thus. In hunting too, they are quite expert and take foxes, bears, otters, making clothes from the skin to protect them from the cold. Their summer dress is woven from the fibre of a tree. They are a part of Japan, it is true, but they really pay no taxes or tribute and their only contribution is several thousand strings of dried clams and fish.

‘‘On the 1st of the 1st Moon the chief of each district comes up to Matsumae to appear before the Lord of Yezo. Without an interpreter, of course, it would be impossible to understand them, for their speech is like the barking of wild dogs. Each year an inspector is sent to visit their districts and see how matters go. He appoints the headman of each village and tries any case of wrong-doing that may arise. In case of capital punishment the evil doer is sent to Fukuyama and there beheaded. As a people,” said he “they are tough and long-enduring, for they travel barefoot over the hardest ground and through the roughest woods. Thorns and thistles are as nothing to them. They chase the fox and bear to the top of the highest hills, and shoot them with their arrows. In small boats too, they venture out into the most tempestuous sea. Regardless, as well, of snow and ice they lie down on the damp ground and sleep safe and warm. In fact they are as tough as the denizens of the forest, and as rude. Some years ago a boat from the south was driven ashore when the [page 13] Ainus murdered all the crew and stole their goods. The murderers were taken to Matsumae, fathers, mothers, children, relations, and burned with fire. From that time on there has been no murdering. Your escape from them, however, may he regarded, none the less, as great good luck.

“There is beyond the place where you were first driven an island called Karrak-to (Saghalien). I do not know what nation it really belongs to, but the people are very tall, some eight or nine feet high, I am told. In form and feature they much resemble the Ainus, though their colour is red and they are not long-haired. Spears are their chief weapons of war- fierce and dreadful people they truly seem to be. Japanese and Ainus who happen to be carried there are all killed and their flesh eaten. We have often heard of their fate from those who have escaped. A day or two more of wind and weather would have landed you in certain death. Your escape is surely by the good providence of God ana is proof that you are intended for a long life.”

We were entertained at the guest-house with abundance of rice and good wine to drink. On the sixth day boats were made and with a soldier guard and an Ainu interpreter we set sail south toward the county seat of Matsumae. During the journey I attempted to learn something of the language of the Ainu. For example: ang-keu-rap-e Are you well? pil-geui-eui pretty, aki water, abi fire. It is wholly different from Japanese.

This too, was a long weary voyage. Already we had been aboard our exiled ship so long, had

endured heat and cold and had been so famished that we were thin and poor. We had been devoured too, by mosquitos and other insects at night, and been bitten by fleas all the day so that our strength had well nigh departed. At night we would draw a little out from the shore so as to sleep better, while by day with every favouring breeze we pushed south. When winds were contrary all we could do was to drop anchor and wait. Thus passed our days among the Ainu.

We continued on for four days more and then meeting contrary winds anchored. Here we found a number of trading boats. Among some thirty Japanese present in this place [page 14] there was one to whom all others paid special honour. Our Captain, Niitani, however, went up and bowed to him as an equal, sitting down by his side. I wrote asking his name, and they answered Captain Suzuki.

Captain Niitani thinking my knowledge of the character very wonderful, asked that I write a poem for his friend. I wrote a short one of seven characters to the line and gave it to him. He took it and bowed his thanks over and over again. He read it once, twice, thrice and praised it exceedingly. This was not due to any special skill on my part, but to his own inadequate knowledge of literary forms.

Head winds blew and blew and we were held fast prisoners three days more. One night I had a dream when I thought I was home and in company once more with my dead father and mother. I endeavoured to comfort them by burning incense and offering sacrifice. It was as real as though I saw them, and the time itself was remarkable for it was my birthday.

The day following, a favourable wind awoke and again we set sail. For three days we crossed a great stretch of water and arrived at a place called Suk-jang-po—the boundary line of the Ainu.

On the 10th day of the 7th Moon we were met by a heavy wind from the south with a tremendous downpour of rain, such a rain as I felt would make all the gathered grain to sprout The streams were full to overflowing. In fact all the world was under water. Still we kept on, of course greatly distressed by the weather. No news was possible from home. There seemed no hope of return, and sleep and food were without flavour. Captain Niitani seeing my depression took out a gold coin and bought a bottle of the best wine with desire to detach me from my woes. I drank three glasses of it and felt better. My worries were quieted for the time being, but home and its cares soon came back upon me. Many Japanese came and talked to me but I was like a deaf-mute and could not understand a word. Kim Paik-sun, who understood a little Japanese, was aboard another boat, sometimes ahead, [page 15] sometimes behind me. Hence I had no way of readily communicating my thoughts and was most distressed.

On the 23rd of the Moon we reached a place about a hundred li from Matsumae called Ye-sa-chi. Here the chief of the guard lived in a large house and was looked upon as a person of great importance. There were about 500 houses in the place altogether with extensive markets of fish and other things, dress goods of specially rare fabric. The men looked intelligent and the women pretty. Crowds came to see us, all most interested. The captain of the guard sent me a special invitation, bowed and had me seated in the place of honour, The finest fare was brought in many kinds of lacquer dishes ; drink, too, poured from a cup ornamented with flowers. I drank without stint. The host had Kim Paik-sun and the others entertained in the outer room where he supplied them with abundance of food. He then called for pens, ink and paper, and wrote asking me many questions- I stated my an swers fully which he folded up and sent to the Lord of Matsumae. We waited here for three days and were most liberally entertained.

The Lord of Matsumae had sent word asking that we be brought, not by boat but overland, so the Captain made ready horses while Japanese sailors looked after the boat I alone went by chair.

On the 26th day at about the yoo hour (6 o’clock) we arrived at an inn 70 li from Matsumae. Here we put up for the night and on the 27th day started at early dawn and reached a place three miles from our destination. As we passed along, the Japanese at my side was given letter after letter but what the meaning of it was I could not make out. We had gone some five li when a great crowd met us with lanterns. The Japanese who accompanied me now walked one on each side. They greeted each other in a very dignified and formal way. Thus we finally reached the official quarters where a feast was already spread. Kim Paik-sun was called upon to say that the Governor had prepared a welcome for us, to comfort us after our many trials. I was given a letter as well which, read: [page 16]

“ Whither were you journeying and what was the occasion of your trip?“How many days were you on the way and did you meet any Japanese ships ?“What time did you leave your home and how many days were you driving about on the deep?

These things we would like to know.”A second question :“Where do you two gentlemen, Yi Sun-tal and Kim Chum-ji make your home? Your full names

please, your rank, office, and place in society?”A third question :“Do you in Chosen believe in the Buddha? Or do you offer sacrifice to heaven and earth as

confucianists ? Are any of you Christians and do you preach this religion? Did the Ainus treat you kindly ? Have you request to make ; if so please do not hesitate to make it.”

My reply was:“Am from Chosen, Kyung-sang province, and live at Tongnai, near Fusan. I am of the sunpai,

or scholar class, and have passed my first literary examination.“On my way to Wun-joo, the capital of the northern province, I left Fusan in a small trading

boat toward the last of the 4th moon. Before we reached our destination on the 28th we were suddenly struck by a very terrible typhoon which broke our rudder and left us helpless. The night closed down and we drove out into the great sea, where we lost all idea of direction and went whither the wind carried us. Thus were we driven for several days till our supplies gave out and we were ready to die of hunger and thirst by the good help of heaven we were saved and on the 12th of the 5th moon landed at a port in the far north. We had escaped from the great sea but the people among whom we were thrown were a serious question. They were not of your honourable country for not a word could we exchange of any kind. They knew nothing of writing nor did they eat grain of any kind but fish-soup only. This they kindly shared with us and so [page 17] saved our lives. We were in the greatest need possible and knew not what to do when suddenly Captain Niitani appeared. He supplied our wants liberally and really saved our lives. By his kind help we have come thus far and now we meet Your Excellency. Great offenders against Heaven and Earth, we make humble request that since our two countries are neighbours and friends, you will kindly help us back home. If you but favour us in this way, your acts will be impossible to speak thanks for in any human tongue.”

“In our country we have no state Buddhism, but we have Buddhist priests who make religion their vocation. We have temples too, among the hills where the sutras are diligently read. Our worship of spirits is confined to birthdays and anniversaries of death, when fastings and prayers accompany the offering of wine and meat as sacrifice. We all honour Confucius and regard him and Mencius as great saints. The Ten Disciples and the Thirteen Superior Men are represented by tablets and are all worshipped every spring and autumn on the 1st “chung” day. Every three years examinations are held both for the pen and for the bow at which the winners rated 1st, 2nd and 3rd As for Christianity 1 am not acquainted with it In regard to the Ainus they treated us with all kindness. Here where we have such abundance of food and drink nothing remains to be requested. Captain Niitani has been with us ever since we first met and has spent much on our behalf. We deeply regret that we have no means of making payment for his many favours. Little by little the cold weather will be on and we are out of clothes, what we had were damaged by the wind and weather and these we exchanged for furs of the Ainus. Our condition in this respect is a source of deep anxiety. Ninth day, Yi Sun-tal of Chosen.”

An attendant took this letter and went in with it to the Lord of Matsumae while a great crowd of people gathered about our inn and formed a wall. Three men were allowed us as an inner guard while two kept the outer gate. Abundance of wine and food were constantly in store. [page 18]

On the 1st day of the 6th Moon we left the gold mine by boat and on the 25th day reached Matsumae, a two thousand li journey I should think. On the day following the Lord of Matsumae sent a messenger inquiring for us and expressing his sympathy. He said, “I have read your letter with much interest Your desire for a safe return home is most natural. Have no anxiety about it I pray. Neither do

you need fear the cold of winter for I shall see that you have food and raiment Your inability to pay need give you no concern whatever. Any kindness we Japanese may show you needs no return. My hope is that you may feel at home among us and be comfortable, that no illness may befall you. As for your journey to your native land I shall do every thing I can to forward it. I am only sorry for your mother and your dear wife.”

This was the answer to my letter. The bearer who brought it was a Mr. Takahashi He was acquainted with the character and so we conversed freely together. Sometimes again we spoke through Kim Paik-sun.

Later the Lord of Matsumae sent a special messenger with an invitation for me to join him. I dressed carefully and, following the guide, reached the Governor’s Headquarters. He arose to greet me and I bowed before him. He also bowed and then we sat down facing each other. Here I found an abundant spread of all kinds of food with tea and wine.

As I came away he gave me a slip of paper with a written message which I opened and read, “We meet for the first time ; I am very glad indeed. Please return to your inn and rest in peace.”

On our return we found many people out to see us but there was no noise or confusion. We saw also great quantities of goods for sale in the market, greater than anything I had ever seen at home.

The next day about noon the Governor sent Takahashi with nine rolls of silk and ten sheets of specially fine paper. For Paik-sun and his companion two rolls of white grass cloth, one Japanese suit each, three packages of special paper and three of common paper. To each of the boatmen he gave [page 19] two rolls of cotton goods, one suit of Japanese clothing and three packages of paper.

I sent my thanks thus:

“Your kind gifts are received with appreciative hearts. In fact, I am overwhelmed with gratitude. The two rolls of green silk and the cotton cloth can be made into clothing that will protect us perfectly from the cold. I am returning the dark silk as something we do not use (But he did not take it back). I then sent this as a gift to Captain Niitani but he declined to accept of it. Then I wrote, ‘I trust you have been well since I saw you. I think gratefully of you every moment, since I owe to you all I am and have. My very life I hold by your favour. Such gifts are high as heaven. When I return home I shall remember you constantly till the day of my death. A great supply of beautiful things has been given us by your governor. We have enough and to spare. I am sending you therefore three rolls of dark silk to express some little of my gratitude. Please do not send them back but show me your love by accepting of them.’”

While in Matsumae we were treated most bountifully to three meals a day, soup and wine. Those who had starved for many moons were now well fed. The Governor sent messages every day to inquire as to our welfare. He also sent ten sheets of large Chinese paper with request that I write a poem about my journey hither. I could not but accede and wrote him a poem of six verses. The governor, I learned, was very fond of poetry and art; he himself, in fact, being quite an artist In company with a priest who had come from Kang-ho, he had made the character his chief delight. He and the priest studied very carefully what I wrote for them and taking the same rhyme character made me a reply.

Again he sent Tang paper with a further request. In reply I wrote three lines of a verse in a running hand. He could not make out the script when written thus but was greatly interested in the strokes and flourishes of the pen.

The people saw the Governor’s delight and so they also came in crowds asking me to write for them. I did my best [page 20] to meet all wishes. The Governor, learning of this, had special pens made from white rabbit hair which he presented to me- While in Matsumae, some fifty days in all, the poems I wrote would have filled a volume.

My hosts conferred together as to what to give me in return. Their inland custom’s tax prevented their giving me goods that might get me into trouble. Finally it was found that all they could do

was to give me the best of food and drink.Word came on the 26th day of the 8th Moon from the Shogun in Yeddo ordering our being sent

overland. The Governor therefore sent the men with gifts and a farewell message—two rolls of green silk, two rolls of white grass- cloth, five bundles of silk wool, one quilt of jade-coloured fabric, one tail of kite feathers, two pounds of gold, vermicelli, fish, wine, etc. He sent a letter as well which read, “The silk and grass cloth are for your clothes on the way to Tokyo. The kite tail and gold are for your belt as you are a knight of the bow. Let each of them remind you of my love. The wine and vermicelli you may divide with the others.”

I received the feathers and gold and thanked him very much. The goods I wished to return but the servant would not take them. Later another messenger came saying, “My gifts to you are according to the required form. You are a guest from another country ; please do not refuse.”

In answer I said, ‘‘You speak of is at a gift ; I will therefore receive it accordingly.” The servant was very happy and took his departure.

The day following the Governor again sent the man Chun-oo with seven suits of Japanese clothing and seven green quilts, saying in his letter, am afraid you will find it cold on the way, share these with your companions.”

I then divided them with those who journeyed with me. An old priest named Su-ryu sent me several poems though we had never met At last he came and congratulating me said, “This is our first meeting, but being a friend of the Governor I have seen your writings and already know you well. I am a man from Yeddo though I have been here for [page 21] many years in exile just as you are. You were driven about on the sea for many days and had thought of home in vain, but now the way opens and I take this occasion to call on you before you go. I hope you may be greatly blessed and have a safe return. We have no likelihood of ever meeting again for which I am very sad.” I bowed my thanks and we drank together and parted.

On the next day the Governor sent Chun-oo with fish and wine and his wish for a bon voyage.After breakfast on the 30th day we made ready to go aboard ship when the Governor sent a

special servant saying, “Please come for a moment.” He met me at the outer garden quarters, led me in and treated me to a specially prepared table where he poured out the glass. He then touched his brow and bade me go in peace.

We at once hoisted sail and set out across the sea to Tsugara. Here we spent the night, and after a chair had been made ready I was asked to ride. The bearers took it upon their shoulders and we went merrily along. At each halting piece there were guards stationed to show us the way. People came in great number to greet us. It was indeed like the journey of a Minister of State passing on his way. I said to those who attended me, “When at home I never ride in a chain Here I am but a poor castaway putting you all to this extravagant outlay. I am distressed at the thought of it If I might ride a horse I could see the country better and it would be more to my mind. But the attendant said, “The Shogun has commanded us to show you every honour, and the Governor as well ; we dare not make a change.”

Thus we passed many towns, Tsugara, Nambu, Sendai, Wulchoo, Sinoo. The crowds of people and the display of merchandise were greater than anything I had ever seen in my home land.

It took six or seven days to pass each district and twenty-six days in all to make the journey. We entered Yeddo on the 27th of the 9th Moon and were at once put up at the headquarters of the Lord of Tsushima. I was feasted [page 22] specially every few days, and had a guard and three special constables to accompany me.

On a certain day orders were given that we start for Tsushima. As before, I rode in a chair while the others rode on horses. The bearers and horses were changed at every halting place and we made a hundred li or more a day. It was evident that news had been sent ahead and special ac” commodation prepared, though they said nothing of this or of the cost

We arrived on the 17th day of the 10th Moon at Osaka and three days later went aboard a boat for Tsushima and set sail. We passed on the way many islands and towns and finally, on 16th of the 12th

Moon reached Tsushima. Heref after a month and more of delay we set sail on the 2nd day of the 2nd Moon of the year chung-chook (1637 AD) but the wind being contrary it was not till the 5th of the 3rd Moon that we reached Fusaru

It was late at night when we landed and so my case could not be looked into, but next morning we were inspected and passed. I took my bundles and sent them aboard a boat for Oolsan while I made my way to Poosan-jin. The magistrate hearing of my adventure called me and made a full inquiry Here word reached my home and my two sons and servant came out to meet me. I learned that my brother had died the year before in the 6th Moon. The day following I hurried home and wrote out an account of my most unusual adventure.

MEETING OF THE ROYAL ASIATIC SOCIETY.

December 6, 1922.

The Society met at 4:30 in the afternoon of December 6, 1922, at the residence of Mr. and Mrs. Thomas Hobbs with Bishop Trollope presiding.

The Minutes of the previous session were read and ap-proved.Dr. J. S. Gale read a paper, prepared years ago and only recently come to light, on the

Government Examinations or “Kwaga” of the last dynasty, by Dr. Homer B. Hulbert. On the motion of Dr. Gale the corresponding secretary was instructed to tender Dr. Hulbert the thanks of the Society, informing him that the paper had been read.

Mr. D. A. Bunker spoke briefly on his personal recollections of the “Kwaga.”On the motion of Dr. J. D. VanBuskirk both Dr. Gale and Mr. Bunker were asked to prepare

some personal comments to be published with the above paper by Dr. Hulbert in the “Transactions.”A rising vote of thanks was extended to Dr. Gale for reading the paper and to the host and

hostess, Mr. ana Mrs. Hobbs.Adjournment

H. D. APPENZELLER,Secretary.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.

January 17, 1923.

The regular meeting of the Council was convened in the office of the treasurer in Chongno at 4:30 in the afternoon of January 17, 1923, Bishop Trollope presiding. [page 24]

Present: Bishop Trollope, Dr. J. S. Gale, Dr. J. D. Van- Buskirk, Dr. A. I. Ludlow, Mr. Thomas Hobbs, Mr. F. M. Beck, Mr. H. D. Appenzeller.

The Minutes of the previous session of the Council were read and corrected.The treasurer, Mr. Hobbs, reported having paid the bill due the Y. M. C. A., they having

reduced the original bill by the sum of ¥13.The treasurer further reported that 32 members had paid up their cash dues for 1921 and 70 for

1922. As Life Members the names of Dr. A. I. Ludlow of Seoul, and Mr. W. B. Pettus of Peking, were reported.

On the motion of Dr. Gale the following were elected to membership under the “Christmas offer,” which included back “Transactions:”

Rev. A. W. Wasson, Seoul, Miss Lola Payne, Seoul,Mr. J. B. Reynolds, Soonchun.On the motion of Mr. Hobbs the following were also elected to membership:Rev. G. W. Anderson, Fusanchin, Miss Lillian Miller, Tokyo,Dr. F. M. Stites, Seoul.Dr. J. D. VanBuskirk reported for the Publication Committee that Dr. Hulbert’s paper on the

“Kwaga” was ready for the press. The question of suitable plates for Ludlow’s paper was, on the motion of Dr. Gale, left with the Publication Committee which was authorized to prepare the same to the amount of ¥50.

It was decided, on the motion of Mr. Beck, that the President and Dr. Gale be a committee to ask Mr. W. W. Taylor to prepare a paper on “O1d Korean Chests ;,, and Mrs. A. W. Taylor for a paper on “Korean Dress (Men’s)” to go with the one on Women’s Dress by Miss Wambold.

Adjournment.H. D. APPNEZELLER,

Secretary.

[page 25]MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.March 20, 1923.

The regular meeting of the Council was convened at 4:30 in the afternoon, March 20, 1923，at the home of Dr. J. S. Gale. Present : Bishop Trollope, Dr. J. S. Gale, Dr. J. D. Van- Buskirk, Dr A. I. Ludlow, Mr Thomas Hobbs, Mr. F. M. Beck, Rev. H. D. Appsnzeller.

The Minutes of the last session were read and approved. On the motion of Dr. Gale it was decided to ask Mr. F. M. Beck to request Mr. W. W. Taylor to write up his recent motor trip in the south of Korea for presentation at the next meeting of the Society. Farther requests for papers were moved and carried as follows:—(1) That Dr. Gaie ask Rev. W. C. Kerr to prepare a paper on “Modern Korean Literature ; (2) that Dr. Gale also ask Miss Lillian Miller of Tokyo, to prepare a paper on “Korean Art;” and (3) that the Council requests that, at his leisure, Dr. Gale prepare a paper on “Old Korean Literature.”

H. D. Appenzeller presented his resignation as secretary of the Council and Society and on the motion of F. M. Beck it was accepted, to take effect on his leaving town on furlough, and Mr. W. C. Kerr was elected to succeed him.

Dr. J. D. VanBuskirk, the corresponding secretary read a letter of thanks from Mr. Homer B. Hulbert.

The report of the Publication Committee was presented stating that the volume containing Dr. VanBuskirk’s paper is being bound together with the papers by Dr. Ludlow and Mr. Hulbert which are now in the press. The estimate made by the Fukuin Printing Company was accepted and an edition of 400 copies ordered. The sum of yen 11.40 was, on the motion of F. M. Beck added to the above for plates, plus any additional expense for plates incurred by Dr. Ludlow in publishing his article.

On the motion of the treasurer, Mr. Hobbs, he was instructed to place on fixed deposit all sums received from Life Membership dues. [page 26]

Under the “1922 Combination Offer” the treasurer reported the following, and they were, on the motion of H. D. Ap-penzeller, duly elected to membership :

Rev. W. C. Kerr, Seoul,Mr. W. L. Nash, ,, Dr. N. Found’ Kongju.On the motion of Dr. Gale the matter of the revision and correction of the By-Laws was left

with the President and Corresponding Secretary.Adjournment

H. D. APPENZELLER,Secretary.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.May 16th, 1923.

The regular Meeting of the Council was convened in the Bishop’s Lodge at 4:30 in the afternoon, Wednesday, May 16 1923.

Present: Bishop Trollope, Dr. J. D. VaaBuskirk, Dr. J. S. Gale, Mr. Thomas Hobbs, Mr H. D. Appenzeller.

The Minutes of the previous session were read and ap- proved.A Meeting of the Society was planned tentatively for Wednesday, May 30 at 4 P. M. the

arrangements for the same to be left with the President and Corresponding Secretary.

On the motion of Mr. Hobbs, The Rev. S. K. Dodson of Kwangju was duly elected to membership in the Society.

On the motion of Dr. J. S. Gale it was decided to grant the Christian Literature Society a commission of 30% on all sales of ‘‘Transactions” instead of the 20% recorded in the meeting of July 12, 1922.

The treasurer, Mr. Hobbs, reported that be had placed Yen 300 on fixed deposit and that there will be funds enough in hand to meet all outstanding obligations.

The corresponding secretary, J. D. VanBuskirk made a report. On motion, as emanating from said report, the name [page 27] of Dr. William Elliot Griffis, D. D., LL. D. was restored to the Honorary Roll, it having been dropped inadvertently, and the corresponding secretary asked to notify Dr. Griffis of this action.

Adjournment.H. D. APPENZELLER,

Secretary.

ANNUAL MEETING OF THE ROYAL ASIATIC SOCIETY.June 13, 1923.

Meeting called to order by the Vice-President, Dr. J. S. Gale, at 4:30 P. M. at the Seoul Union.Minutes of the last annual meeting, Oct. 11, 1922, were read.The work of the Council was reported by the Vice-President and Corresponding Secretary—

(see folio) The Treasurer, Mr. Thos. Hobbs, presented his report which was accepted on motion of E. M. Cable.

Officers were elected as follows:President, Bishop M. N. Trollope,Vice President, Dr. J. S. Gale,Corresponding Secretary, Dr. J. D. VanBuskirk, Recording Secretary, Rev. W. C, Kerr,Treasurer, Mr. Thos. Hobbs,Librarian, Mr. F. M. Beck.The following were elected as members of the Council:Dr. A. I. Ludlow, Rev. E. W. Koons, Dr E. M. Cable. The meeting adjourned.

J. D. VANBUSKIRK,Secretary Pro tem.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.June 13, 1923.

The newly elected Council met immediately upon adjournment of the annual meeting.Present: Dr. Gale, Dr. VanBuskirk, Mr. Kerr, Mr. Hobbs. Mr\ Back, Dr. Ludlow, Mr. Koons,

and Dr. Cable. [page 28]The following were duly proposed for membership and were elected :Mr. M. E. Dening, British Consulate, Seoul.Rev. J. V. Lacy, M. E. Mission, Seoul.Miss M. Miller, M. E. Mission, Seoul.It was noted that the following papers for the R. A. S. were promised: ‘‘Motoring in Korea,” by

Mr. W. W. Taylor ; “Korean Art” by Miss Lillian Miller;”The Old Korean Lit- erature” by Dr. J. S. Gale;”The Current Korean Literature” by Rev. W. C. Kerr;and Dr. Cable agreed to undertake a paper on ‘‘Korean Bells.”

Mr. Koons refered to the condition of “The Pagoda” in Seoul, and brought up the question of

the R. k. S. undertaking to arrange for the restoration of the top sections. The matter was discussed for a time but no formal action was taken.

Adjourned. J. D. VANBUSKIRK, Secretary Pro tem.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.October 3, 1923.

A postponed meeting of the council was held at the Bishop’s Lodge. Present: Bishop Trollope in the Chair, Dr. Gale, Mr. Hobbs, Mr. Beck, Mr. Koons, and Dr. VanBuskirk. In the absence of the recording secretary minutes of annual meeting and Council were read by the corresponding secretary.

The corresponding secretary read a letter from the Royal Asiatic Society in reponse to a letter of greeting on the occasion of the 100th Anniversary of the Society.

On motion this was ordered printed in the minutes. [page 29]

Royal Asiatic Society,74 Grosvenor Street, London, W. 1. July 24th 1924.DEAR SIR : —On behalf of the President and Council of this Society I beg to thank the Korea Branch of the R.

A. S. for the kind letter of greeting.The Centenary Celebrations have been a great success and I think have increased the feeling of

goodwill among the various Oriental Societies.Yours truly, ELLA C. SYKES, Secretary.

The Publication Committee reported the issuancc of Vol. XIV of the Transactions, containing papers by Dr. VanBuskirk, Dr. Ludlow and Dr. Hulbert.

Discussion of possible publishers of Transactions, since the Fukuin Printing Co. was destroyed in the earthquake. Mr. Hobbs was asked to investigate other publishing companies.

Treasurer reported ¥350 08 in current account and 309.75 on fixed deposit He presented a bill of Fukuin Co. for ¥314 65 for printing Vol XIV and this was ordered paid.

Treasurer authorized to have 5 sets of “Transactions” bound before next meeting, for use in convass for new members.

Librarian was asked to prepare a catalogue of R. A. S. Library for publication, and to bring in recommendation as to disposal of publications received in exchange.

The matter of mailing exchanges was taken up and a list prepared.Treasurer and librarian were appointed a committee to bring in recommendation as to a Library

Budget to next meeting. Mrs C. I. McLaren, Seoul, and Rev. L. O. McCutcheon, Chunju, were elected to membership and granted the privilege of buying back numbers at 20 yen and current dues.

It was reported that Mr. W. W. Taylor would be willing to read a paper on “Motoring in Korea.” Date was set for Wed” Nov. 14th at Pierson Memorial Building. [page 30]

Dr. Gale was requested to read a translation of “Ship- wrecked in Japan 1636.”Reported that Bishop Trollope would prepare a paper on “Bibliographia Koreana” or “Books on

Korea and their Auth- ors” and he was asked to prepare a paper on “A Trip in Kang Won Do/’ Meeting adjourned.

J. D. VANBUSKIRK, Secretary Pro tem.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.January 23, 1924.

The meeting of the Council was held at the Bishop’s Lodge. Present: Bishop Trollope in the chair, Dr. Ludlow, Mr. Hobbs, Dr. VanBuskirk, Dr. Gale, Mr. Beck and Mr. Kern Record was made of

the special meeting of the R. A. S. on Nov. 14，1923 at the Pierson Memorial Bible Institute, called to hear the reading of Dr. Gale’s paper on “Shipwrecked Koreans in Japan, 1636.” Moved and carried that this paper be published in the next volume of the Transactions.

It was reported that nothing had been done as yet about the matter of publishers, nor about the library budget Bishop Trollope was authorized to purchase at the price of ten yen two bound volumes of the Korea Magazine.

The treasurer reported a balance on hand of Yen 107.13 with about Yen 100 00 to be collected from 1923 dues, and the 1924 dues about due. In addition he reported the sum of Yen 308.75 on fixed deposit

It was reported that Mr. W. W. Taylor’s paper on “Motoring in Korea” would be ready the early part of March. Moved and carried to have a meeting to hear this paper on Wednesday, April 9, at 4:30 P. M. in the Pierson Memorial Bible Institute.

The following new members were elected to the Society Membership dating as from Nov. 14, 1923, the date of their application: [page 31]

Rev. M. Trudinger, Masan, Mrs. E. W. Maynor, Seoul,Miss N. Borrow, M. D.f Seoul, Miss M. Conrow, Seoul,Rev. C. F. Carlson, Wonju, Rev. R. H. Baird, Kangkei,Rev. W. Baird, Chairyung, Mr. W. B. Lyon, Taiku.The question of commission sales by book-dealers was discussed and decision made that the

arrangements with the C. L. S. should cover all such sales, and that all such firms be referred to the C. L. S. to make arrangements directly with that Society.

The next meeting of the Council was called for Wed. March 19.Meeting adjourned. Wm. C. KERR, Secretary.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.March 19, 1924.

The meeting was called to order by Dr. Gale. Those present: Dr. Gale, Dr. Ludlow, Dr. Cable, and Dr. VanBuskirk.

It was decided that Mr. Taylor’s paper on “Motoring in Korea” should be read on April 9 at 4:30 in the Chosen Hotel, the Society to be the guests of Mr. Taylor. It was decided to leave the arrangements to the corresponding secretary and Mr. Taylor.

A paper by Dr. Rufus on ‘‘Manichaean Influence in the Stone Cave Chapel of Kyungju,” Korea, was discussed, and it was decided to have the paper read at the May meeting. Dr. VanBuskirk was requested to arrange for the reading or to read the paper. Meeting adjourned.

J. D. VANBUSKIRK, Secretary Pro tem.

MEETING OF THE COUNCIL OF THE ROYAL ASIATIC SOCIETY.June 4, 1924.

Council met at Bishop’s Lodge at 4 P. M. Present: Bishop Trollope, in the Chair, Dr. Gale, Dr. Cable, Dr. Ludow, Mr. Koons, Mr. Hobbs, Dr. VanBuskirk. [page 32]

Minutes of last two meetings were read and approved.General Meeting of the Society at the Chosen Hotel, April 9, 4:30 P. M. at which Mr. W. W.

Taylor’s paper on “Korean Roads Past and Present” was read by Mr. A. Taylor, was reported for record.Treasurer’s report was read and approved, (see folio.)Publication committee presented report for the yean Vol. XIV containing “Some Common

Korean Foods” by Dr. VanBuskirk ; “Korea Pottery” by Dr. Ludlow, and ‘‘National Examinations in Korean” by Dr H. B. Hulbert was printed during the year. The committee now has MSS of Dr. Gale’s

paper “A Korean Shipwreck, 1636” and Mr. Taylor’s paper on “Korean Roads, Past and Present.” Publication of the former has been authorized.

On motion it was voted to authorize the publication of Mr. Taylor’s paper, referring it to the publication committee for editing and election of photos for illustrations. In case Mr. Taylor desires more illustrations, the Society will accept his offer to bear the expense of the extras.

Adjourned. J. D. VANBUSKIRK, Secretary Pro tem.

ANNUAL MEETING OF THE ROYAL ASIATIC SOCIETY.June 4, 1924 4:30.

After serving tea in the Bishop’s Lodge, the President, Bishop Trollope called the meeting to order. Minutes of last annual meeting were read and approved. Paper by Dr. W. C. Rufus, of Michigan University, formerly of the Chosen Christian College, on “Manichaean Influence in the Stone Cave Chapel of Kyungju, Korea,” was presented by Dr. VanBuskirk, to an interested audience. The reading of the paper was followed by thoughtful discussion.

A vote of thanks to Dr. Rufus for his interesting paper, showing such extensive investigations was unanimously passed. [page 33]

The President presented a verbal report of the work of the Society for the year.The treasurer’s report was read and adopted.Suggestion that notices of meetings be mailed to all members was referred to the publication

committee. Election of officers for ensuing year resulted as follows :一President, Bishop M. N. Trollope,Vice President, Dr. J. S. Gale,Corresponding Secretary, Dr. J. D. VanBuskirk, Recording Secretary, Rev. W. C. Kerr,Treasurer, Mr. Thos. Hobbs,Librarian, Dr. W. M. Clark.Councillors :—Dr. E. M. Cable, Dr. A. I. Ludlow, Rev. E. W. Koons.Adjourned. J. D. VANBUSKIRK, Secretary Pro tem.

PAST

KOREAN ROADS PAST AND PRESENT.

BY W. W. TAYLOR.

The subject of this article was suggested to the minds of the Officers of this Society by a motor trip which the writer made during the late winter of 1923, which is probably the longest continuous motor trip made in this country up to that time. Before beginning the narration of that trip it is the writer’s intention to tell some of the condition of the roads in the past and the method of travel thereon. though to many present this will be recalling old trails, but pioneers are never averse to going over the trails of the past cosily ensconced in an easy chain

My first trip to Korea was made in the spring of 1898 and while I had learned from my father’s previous trip that Korea was in the Orient and an independent country, as much could not be said for the knowledge of my boy friends and some of their elders. For years after my arrival I received letters addressed, Korea, Africa: Korea, India : Korea, China: and Korea, Japan: and in some cases it was carefully designated an island.

Twenty odd days across the Pacific in a boat little larger, if any, than the larger ferry steamers plying between Shimonoseki and Fusan these days, landed our party of 13 rough-neck miners in Nagasaki, then a leading port of Japan. Here we were kept 13 days watching the kite flying, which I as a boy greatly enjoyed, before we were able to get a passage on a small Russian steamer to Chefoo and then on to Chemulpo. Our first sight of the boundless horizon of mud fiats of that port was not inspiring but our interest was soon awakened by the curious white clothes of the natives and the enormous loads carried by the coolies on the bund, and it was this latter that particularly impressed the miners who had swung an eight-pound hammer most of their lives and appreciated physical prowess.

I don’t recollect whether they gave us anything to eat at Stewards or not, for that was the leading hotel of the country in those days and for a long time after, for we were herded[page 36] on a small coasting steamer and memory of feeds here fails me completely for a long time. We ran along the coast hugging the shore, always in sight of mud banks, the Captain ever on the alert to run to the sheltering-lee of an island at the first sign of danger, as he evidently had very little faith in the staunchness of the wooden hulk he commanded, and evidently felt the responsibility for having our party aboard, for we were the largest party of foreigners he had ever undertaken to transport to Pyengyang at one time. Yes, Pyengyang was our destination, but we never reached it on that steamer for we missed a tide when we got up a way and our good skipper decided to get us off as soon as possible, and with this end in view dropped us off somewhere between Chinnampo and Pyengyang. We were soon huddled in san- pans and told to keep going, which was a mighty hard thing do to against the tide. Some of the Koreans fell exhausted from their efforts at the oars and it was not until some years later that we discovered that this was a polite way of letting us understand we could take a spell. We probably showed up pretty well for I remember we had heard of the General Sherman, and the fate of her loomed up before our imaginations and spurred us to heroic efforts. I suppose that many of you have tried your hand at the native oar and will predate our efforts against the swift tide, spurred on by our apprehensions. After about ten hours of this work many of us were ready to turn back but a good breakfast at Dr. Wells, place, which my father after a great deal of scouting had managred to find, we felt better and looked forward to our overland journey to the Unsan Mines, which was our destination. Don’t think patient listener or reader that I have drifted away from my subject for it is right here that I relate my first experience with the Korean road of the Kusik or old style, mounted at times on the back of a Korean pony, and at other times wallowing around in the mud of thawing paddy fields.

I am not going to describe a Korean pony though he is rare enough these days to need description for recent comers, but will ask you to read Dr. Gale’s description in that fascinating[page 37]  book “Korean Sketches.” Just read this and then draw on your imagination to picture the disgust and scorn on the faces of those six-foot Western miners when they saw what they had to ride, and compare them with the broncos of the ranch at home. Many swore that they would walk to the end of the earth before they would mount on top of the huge pack that the little creature was carrying, but after a few hours of plodding through sticky clay and stumbling over hidden boulders, up steep rocky passes and down the slippery other side with an endless vista of the same sort of country, even the most stubborn yielded and climbed aboard their mounts, and this weird procession of foreigners, with the Chinese cook, Beans, bringing up the rear, straggled along for three days.

It is often said that transportation is civilization and if so, then Korea at that day was pretty far down the scale; for there was nothing from one end of the peninsula to the other that was worthy of the name of road. This might raise the question of what was then considered the main artery of the country, from Fusan to Seoul ana from Seoul to Wiju. Granted there was a route that was followed by the Chinese envoys who came yearly to collect tribute when Korea was a vassal state, and over which officials travelled to their posts, but wheeled carts never passed over them and the Chinese and Korean officials suspended on the stout shoulders of their chair coolies never felt the bumps or jolts. Many will remember the thrill of pride at the endurance and pluck of some missionary who had ridden all the way from Pyeng- yang to Seoul on a bicycle. Dr. McGill won everlasting and well-deserved fame by driving a light horse cart from Seoul to Wonsan, a distance of 500 li, or 160 miles. The writer made it by pony and considered it one of the hardest in Korea. The next time you are on your vacation trip to Wonsan Beach and passing through that gorgeous mountain scenery, look out of the window and catch glimpses of this old road at certain points where it touches the right-of-way, and you will get an idea of travel in the good old days, now gone forever thank the Lord. Don’t get mixed and mistake one of the new [page 38]

Government roads, but if you see a washed out rocky sort of cow trail, that is the remains of an old road. Probably the first wheeled traffic to make a journey over the korean roads for any distance was the transport of the japanese army in their victorious march against china. Undoubtedly work was done on the roads at this time, but they were soon allowed to sink back into their primitive condition. If such was

the condition of the main highway of the country, the condition of the small branches can be better imagined than described.

The road over which we had travelled to unsan had been put in some shape to bring in mining machinery some two years before by my father when starting work at the mines, but the officials would not even keep it in repair, and in the lapse of two years it was back to its pristine beauty. A bull cart would undertake the adventure if well paid, but no date of arrival was set we had some very essential replacement to the mill sent up overland from seoul, paying an enormous figure. After two months two foreigners went after them and returned triumphantly after another month, and the mill hung up all the time. Most of the machinery for a long time was made in sections and transported on the faithful pony, or by cow back. In winter when the snow was on the ground, we were able to make use of the primitive korean sled. The preparation of this road, and the one from pakchun, was probably the first work done on roads except for military purposes, outside of the environs of cities or roads to tombs. Many times on the trip of the thirteen from pyengyang to unsan, all bands would have to lend a hand to pull a pony and its rider out of a bog, grabbing whatever was projecting. The next time your car runs off the road or you have to make a detour on account of a washed-cut road, think of the good times we old timers did not have.

I now pass on to the second phase of my experience with korean roads, for after five years at the unsan mines i became restless and sought pastures new, and, as most of the searching was done over korean roads and from the back of a korean pony, there was some pretty rough going. The year

THE REMAINS OF AN OLD ROAD (See page 38)

BULL CART [page 39]1904 saw the outbreak of the Russo-Japanese war and I signed up with the New York Herald as

correspondent, and March of that year saw me getting better acquainted with travel in Korea for I made the trip from Seoul to Pyengyang and from Pyengyang to Wiju with Kuroki’s army. The Seoul to Pyengyang was 550 li by the long route, and 500 li by the short, and a similar distance to Wiju, the total being, as the mapoos (horse-drivers) would always agree after a most vociferous argument, 1000 li, or about 300 miles. During this period the Japanese army engineers had done some work on the road, but 120 li per day was good going, and I honestly believe there was no other animal in the world save the Korean pony that could have made this distance day after day under the conditions and with equal loads. The Japanese engineers did not attempt to keep up the repairs on this road, as they soon were busily engaged in building a new railroad from Pyengyang to Wiju, and from Pyengyang south, and had not yet in view the fine system now under construction.

In 1904-5 and 6 I made many trips in the interests of the New York Herald, and prospecting trips on behalf of the Collbran Bostwick Mining Syndicate, and everywhere I went it was the same, appalling roads, lack of bridges, or only the most primitive makeshifts. I would like to describe some of the wonderfully fascinating scenery and glimpses of native life which compensated for the hardship, but I must get on. From Pyengyang across country to Wonsan, the 500 li was little more than a rough trail. A glance at the map will show you that this route takes one over the backbone ridge of Korea, and it is the great cost of tunnelling here that has kept the Japanese from making better progress on this important railroad line. At that time the country covered by that route was very sparsely settled with a few struggling farmers at intervals between the villages. At night the hill-sides glowed and blazed with the fires set by nomadic farmers to clear off the trees and shrubbery. As soon as the ground was cool they planted their crops of buckwheat and potatoes in this highly fertilized soil, did this for a year or two and then passed on to a new bit of hard wood forest and [page 40] laid waste to it, leaving the last place to the mercy of the torrential rains which, no longer held in check by the trees, swept away every vestige of soil. This sort of savage agriculture was practiced all through the north and, fostered by the lack of transportation, Korea lost huge tracts of valuable hard timber, and upset nature’s conservation of the

rainfall In those days stopping places were widely separated, and in the mountains the mapoos’ (horse-drivers’) talk turned to robbers and tigers, both of which were by no means uncommon. When forced by necessity to travel by night, as I was, the scene became weirdly picturesque for we were lighted on our way by the yamen runners with blazing torches which shed showers of sparks, who with eerie cries to keep away the tigers and to bolster their courage, led us with a final crescendo of yells to the village where a new relay of torch bearers escorted us on to the next station, and so on through the night This stands out in vivid contrast to a trip over a good road in a motor car with a warm bath and comfortable hotel at the end, which it is possible to take anywhere now in this same vicinity.

During: the war and two years afterwards I travelled this section North, East, South and West, and what I have written of the roads already holds true for all the rest, and the roads through the southern provinces, the granary of Korea, were in nowise different With the Korean policy of isolation and discouragement of travel to the outside world, it is not sur-prising that a lack of appreciation of the vital necessity of good internal communication should prevail, with a corresponding backwardness in all the other arts and sciences that have to do with the physical comfort and well-being of man.

Before passing on to my motoring experiences in the country which were principally with that gallant friend of the pioneer, the Ford, I want to speak of the King’s Highway, probably the first real road constructed in Korea. This road, which leads out of the East Gate to the Nine Kings, Tombs, and to the two tombs of the late Emperor and Empress of Korea, was contracted for and built by Collbran and

NEW’ ROAD OVER MOUNTAINOUS SECTION [page 41] Bostwick. It was laid out of generous width, and the bridges were of Oregon Pine. With only the most casual attention, just before some ceremonial, it remained in good condition for a long period, for the materials for constructing good roads are at hand nearly everywhere in Korea. It was lined with trees which were subjected to less vandalism than wayside trees usually suffer in Korea.

Statistics are always uninteresting to the writer as well as the reader of the article, but as an article does not seem to be complete or impressive without them, I will insert some important ones, but

will travel as lightly and as quickly as possible over this stage.Shortly after the Russo-Japanese War (1906) and when Japan commenced to exert her

paramount position in Korea, we find that one of the first grants that was set aside out of the “Loan for Public Undertakings” was ¥1,500,000 with which to construct four roads, namely :一

From Chinnampo to Pyengyang,From Taikyu to Ya Nil Bay, via Kwangju,From Yonsankang to Mokpo,From Keun-Kang to Kunsan.As in Japan, roads in this country were planned so as to connect either the ports or large cities

lying in the interior with the railroads. The survey for these four roads was made in 1906 and totalled 65 ri or 162½ miles, and they were 3 to 4 ken wide, that is 18 to 24 feet.

Actual work on these roads was commenced in 1907 and during this year fifteen were completed. During this period preliminary surveys were made for seven other roads, the construction and completing of which were to serve as models and a stimulus for further work to be undertaken by the local government in the future.

From 1906 to the end of 1912 the state highways constructed amounted to 320 ri in length, the expense of construction having been borne by the Central Government, while the local government had constructed and completed roads of all classes. During this period several methods as well as means were employed by the Japanese in construction[page 42] of these roads, and I will treat lightly on this subject before passing on. Shortly after the crushing of the Ilchinhoi (Anti-Japanese Association) with a view of employing thousands of these disarmed patroiots, Japan planned and constructed with this labour in 1909-1910 a road 39 ri long extending between South Chulla and South Kyong-Sang. Further roads on the East Coast between Chong-jin and Sungjin were also commenced in 1909. The four roads previously mentioned were completed in December 1909. Many of the roads constructed throughout Korea have been built by local labour, aided by subsidies from the Central Government Daring the period previously mentioned and up to 1912, which probably are the greatest years in Korea’s history as far as road construction is concerned, more roads were planned or completed than in any other periods After careful investigation the Government General adopted a plan of road construction amounting to 26,000 ri. The first part of this enormous plan or scheme, work on which was to commence in the fiscal year of 1911, covered a period of five years, and consisted of 23 roads measuring 580 ri at an estimated cost of ¥10,000,000. Table No. 1, attached hereto, will give an idea as to the roads actually completed up to the end of 1910.

The cost and construction of these roads over a period of five years 1911-1915, is given in Table No. 2.

Of these 23 roads, eleven were first and second class totalling 117 ri in length, but not more than 13% was completed, due to the floods, and the construction of the unfinished roads first mentioned and planned prior to the annexation, amounting to 8 ri.

During this period the custom called ‘‘Pyuok,” which had long been in vogue but seldom used except when some official was to pass through the distict, was enforced, and much repair of roads between villages was accomplished. In this connection, while the labour was furnished by the village, the expense of bridge building and heavy cuts was borne by the special local expense fund During 1911 an ordinance by which roads divided into four classes was enacted.

SHOWING CHARACTER OF COUNTRY OVER WHICH NEW ROADS PASS [page 43] First class, roads, 4 ken or over, running between Seoul and the Provincial Seats, Garrison

Towns, Ports, Naval Stations, and Railway Centres.Second class roads of 3 ken or more, and usually connecting Provincial Government towns with

Magistrate towns or to Railway Stations.Third class roads of 2 ken were determined by the Pro-vincial Government and approved by the

Governor General.Fourth class roads were other than the above mentioned, and undertaken by the local officials of

the district through which they were run.The maintenance of the roads was undertaken as follows :Those of the first and second class by the Government General, the third by the Provincial

Government and the fourth by the Prefectural and District Magistracies.In addition to these roads a large programme for the im-provement and building of city roads in

Seoul, Pyengyang, Fusan, Chunju and Haiju, was conceived and carried out. It has often been said, and this in the way of an adverse criticism, that Japan undertook and built this fine system of roads from a purely selfish military point of view ; but a study of the map and tables given will soon show the student of road construction that this is not entirely true and that large parts of these roads were constructed from a purely economic point of view. There is no doubt that many of these roads connect garrison towns with naval and military ports, but even so they have brought untold wealth and happiness to the people of these districts through which they traverse. The Korean of the old type is fast disappearing, and these roads and the fast transportation and communication made possible thereon, are gradually bringing all to a realization of the value of time besides allowing them to haul their products to market where they are able to get a fair price, taking back luxuries which they or their families never dreamed of in the old days.

Korea was annexed to Japan, as previously mentioned, in August 1910. but before that she was a protectorate of[page 44] Japan for four years. Let us review briefly these nine years of Japan’s rule and its bearing on road construction. In this connection we should mention Count Terauchi’s administration covering the five years up to and including most of 1916, and it was during this period that Korea’s fine system of road building on a grand scale was planned ana largely carried out It has often been said that many of the roads and streets were planned by Count Terauchi by the simple and often sought method of taking a rule and drawing a straight line through the section the street or road was to pass. This undoubtedly was far-fetched, and we must give great credit to him, and the strength of will and power he exerted which gave us these roads where a weaker Governor-General would have failed utterly. There is

no doubt that the natives suffered at times where roads passed through their land, or their labour was demanded, but in the writer’s mind they have been fully compensated by the increased value to land in their districts that these efforts have brought forth.

In 1915 we find that the programme for road construction was again modified so that 37 roads covering a distance of 693 ri, to be carried out in six years commencing from the fiscal year 1911, was undertaken. These, constructed entirely by the Central Government, added to those already constructed by the State Government before annexation, we find that these years show a total of 761 ri.

By local governments during the period up to 1915 we find that with the aid of State grants 426 ri was completed.

From local expense funds during this period 989 ri was completed.Table No. 3 gives details as to the per centage of roads of different classes planned and

completed up to this period.Up to the end of March 1917 we find that a grand total of 9,102, 880 yen had been expended on

roads, showing 637 ri of completed state roads. Mention should be made in this article of bridge construction as carried out in connection with the road programme. Unfortunately in most instances on account of the lack of funds, wooden bridges and culverts were constructed with the result that they either went out

[page 45] with the first heavy rains, or after a few years collapsed from dry rot. This is unfortunate, as in most cases natural material was close at hand and the importation or bringing in over the newly constructed roads of cement for the building of concrete bridges could have been accomplished with little additional expense. In some cases where concrete bridges were constructed the engineers and surveyers showed great lack of knowledge of local conditions and rainfall with the result that many of this class of bridges and culverts went out with the first rain. These bridges of both types have not been replaced as fast as they should have been, with the result that in many instances detours still have to be made, while in some cases in the rainy season crossing is impossible. The engineers in charge have also resorted at times to the pontoon bridge, which method is an economical as well as practical one and could be resorted to more often. The fine steel bridges across two of Korea’s great rivers, the Han and the Taidong, will long remain as a monument to the skill of the engineers in. charge of this particular work. The Han Bridge is 1449 feet across the main span and 621 feet across the branch span. Roth have two side-walks or foot paths 6 feet

wide, while the main driveway is 15 feet wide. It was thrown open to the public in September 1917, while the Taidong Bridge was opened in 1923. (See Table 4.)

The year 1917 saw the completion of the first programme of work in sight, and the initiation of s second programme calling for the construction of 25 first and second class roads measuring 477 ri in all, with the building of nine steel bridges across important rivers at the cost of 7,500,00. The work on this programme began in October 1917 and continued over a six year period up to 1922.

To the end of March 1920 the Table No. 5 will give an idea of the first and second class roads actually completed.

Besides the first and second programme previously men-tioned, and the money involved therein, the Central Govern-ment has annually subsidized the provinces to the extent of ¥100,000 to ¥300,000 annually to assist them in the building of third class roads. [page 46]

I attach hereto a comparative Table No. 6, brought out by the Government in 1918, which shows the number of vehicles past and present. I think it is intensely interesting and speaks well for the economic result of road construction.

Table No. 7 gives in detail the roads planned and under construction of the first and second class type for the different provinces, and while, as in my other tables, the figures are in ri, they can be easily converted into miles when it is remembered that 1 ri equals about 2.44 miles.

By bringing my figures, tables and statistics up to date, I hope patient reader or listener to take you to a subject that will be more interesting, at least it was so to me, but in writing an article of this sort we must remember that there are certain students who get pleasure from delving into figures, and their supreme joy is to find errors. Of them I am asking leniency, as the subject which brings joy to their hearts has been a nightmare to me and the cause of the asking for postponement of the reading of this article twice before the event actually happened.

The latest figures on road construction that I have been able to procure, bring this part of my article up to March 31st 1923, and give in detail the completed and uncompleted roads, first, second and third class, with their distribution throughout the different provinces. The use of this table in conjunction with a map of Korea and the table entitled “Distribution of Roads,” which immediately follows, will give one a very good idea of the wonderful network of roads that covers Korea.

See Table No. 8 “Planned Roads.”

Constructed and under Construction.

To give an idea as to what is being expended on the yearly upkeep of these roads, the majority of which is going into the replacement of the bridges previously mentioned, I will mention the ¥1,600,000 defrayed and used in the year 1922. It is estimated that a further Yen 6,000,000 is needed to complete the reconstruction of all bridges of the type previously referred to, and the ballasting of these roads, which

UNDEVELOPED COUNTRY WHICH IS BEING OPENED UP BY NEW ROADS[page 47]

in many instances have not had more than a dirt covering. Due to the Tokyo Government’s

policy of retrenchment in Korea, it looks as if the ‘‘Puyok” system will have to be strictly enforced, where by five men’s labour for one day a year from each house located within 10 ri of the place where the repair work is to be done. Why should it not be ? Would it not be criminal to allow our fine system of roads to revert back to conditions described in the first part of my article, when farm labour, which at certain times of the year without interference to the farmers’ routine work, is plentiful, and can be thus enlisted ?

Before going to that part of my article, already promised, and which will be as free from statistics as I can make it , I wish to mention the enormous growth in the use of auto mobiles, and when I refer to such I mean the Ford principally. In 1911 there were two automobiles in the country, while at the end of 1922 the number had swollen to 935. In comparison with Formosa and Japan they make no mean showing for at the end of March 1922 Japan proper had only 8,265 cars and 1,383 trucks. The taxi, or jitney service, almost entirely Fords, now forms a very important branch of the transport system of this country, and the next few years will see a much greater proportionate growth. In the southern part of Korea there are very few cities not touched by the railroads that cannot be reached by motor.

The total length of the roads traversed by jitney service has risen from 1,053 ri in 1919 to 2565 ri or 6258 miles (1 ri- 2-.44 miles) in January 1923. The total length of railroads of all descriptions, standard and light gauge, at this time totalled only 1,454 miles. With the general economic depression there is little doubt in the writer’s mind that the repair and upkeep of the State highways by methods previously mentioned, and encouragement by the state of country jitney service is essential and must be carried out by the State. It has been hoped that the Government would see its way clear to the continuation of automobiles on the duty free list, thereby encouraging the companies, who have invested heavily, to replace their present cars with those of a later model, and at[page 48] the same time encourage others to start new services. Civilized man, when he first sets foot on a strange land, looks for a road inland, and when be fails to find one, sets to work to build one. It is the first act of the pioneer, and Japan has surely lived up to traditions. Without roads there can be no transportation, and without assistance and co-operation from the Government there can be no motor transportation. The policy of petty officials and the general public in looking upon the motor car as the toy of the rich must go, and a policy of education as to the important part the car is playing today in Korea’s transportation problem must be inaugurated. The story of Japan’s rule in Korea will always be closely linked with the construction of the roads throughout the peninsula and the real opening of the interior of the Hermit nation to easy and accessible means of transportation. They have driven their roads over long stretches of rice land, over mountain and hill, long and straight, leaving on the physical features of the country an indelible mark.

BRIDGE ACROSS THE HAN RIVER, SEOUL

TYPE OF BRIDGE NOW BEING ERECTED IN COUNTRY [page 49]

[page 50]

[page 51]

[page 52]

SECOND CLASS ROAD

SECOND CLASS ROAD OVER MOUNTAIN PASS

PLANNED ROADS.Constructed & Under Construction.FIRST CLASSON MARCH 31ST, 1923.

SECOND CLASS.

[page 54]THIRD CLASS.

[page 55]SECOND CLASS ROADS.

[page 56]

SECOND CLASS ROAD CONSTRUCTION

REPORT ON INVESTIGATIONSNo.2-January,1924DEVELOPMENT AND TREND OF THE AUTOMOTIVE TRANSPORTATION IN CHOSEN.

Reviewing the condition of the automotive transportation in Chosen, its development is still in its infancy and by no means to be compared with Europe and America, though, in consideration of the degree to which the railways are extended and the roads improved, it may be said to be comparatively speaking far better developed than in Japan or Taiwan. Especially in the past few years, this automotive transportation business has been markedly extended. At the end of

March 1922, there were in Japan 8,265 automobiles for passenger service and 1,383 for freight service, while in Chosen there were only 31 automobiles in 1913 but the number increased to 935 in 1922, its development during this period being greater than any of the land traffics. For the purpose of comparison the following statistics of the conveyances for the last 10 years will be reviewed :—

Year

Auto

Ricksha Hand Cart Bull Cart Horse Cart Horse

Carriage

1913

31 2,692 7,072 45,689 1,442 198

1914

43 3,167 9,355 78,244 1,642 228

1915

70 3,424 9,422 65,428 1,904 212

1916

79 4,133 11,778 68,658 2,269 199

1917

114 4,605 15,689 51,075 2,498 213

1918

212 4,811 18,236 63,294 2,614 231

1919

416 4,933 19,507 67,873 3,601 135

1920

679 4,950 21,658 66,071 4,500 84

1921

774 4,527 26,680 68,736 3,939 111

1922

935 4,494 29,196 89,425 4,343 102

Of course the condition of the traffic in Chosen, especially the traffic by carts and horses is necessarily different according to the geographical conditions. In western Chosen, where there are so many out-of-the-way places, and where the country is so intersected by high mountains, the traffic is, unlike[page 58] in South Chosen, very difficult in many places. On the other hand the traffic between important places in South Chosen is almost all opened for the horses and carts to travel very easily. Hence the recent rise of the prosperous automotive transportation with the tendency to increase still more.

According to the investigation instituted by the Police Affairs Bureau of the Government General comparing the condition of the recent development of the passenger automobile service with that of 1919, when the system was revised, the automobile line extended only 1,053 ri (1 ri 二 2.4403 miles), but at the end of January 1923 it increased to 2,565 ri. increasing about times in three years. At present the railway lines in Chosen, both state and private, extend 1,454 miles, and so the automobile lines extend more than four times those of the railways.

The following is a comparative table showing the increase of the automobile lines: -(Investigated by Police Bureau).

PROVINCE Number of miles run by 1919 (when the system was revised)

automobiles Jan. 31 19 3

RATE OF INCREASE

keiki . . 74 ri 32 cho 157 ri 4 cho 2 10 times

North Chusei 41 ri 27 cho 135 ri 13 cho 3.24 ,,

South Chusei 112 ri 13 cho 202 ri 14 cho 1.80 ,,

North Zenra 53 ri 22 cho 142 ri 30 cho 2.66 ,,

South Zenra 54 ri 13 cho 253 ri 20 cho 4.66 ,,

North Keisho 158 ri 14 cho 293 ri 31 cho 1.86 ,,

South Keisho 72 ri 8 cho 270 ri 2 cho 3.74 ,,

Kokai . . 98 ri 18 cho 170 ri 27 cho 1.73 ,,

South Heian 70 ri 2 cho 245 ri 11 cho　

North Heian 98 ri 18 cho 182 ri 32 cho 1 86 ,,

Kogen . . 140 ri 1 cho 267 ri 14 cho 1.91 ,,

South Kankyo 59 ri 15 cho 159 ri 26 cho 2.69 ,,

North Hankyo 19 ri 16 cho 84 ri 16 cho 4.41 ,,

Total . 1,053 ri 18 cho 2,565 ri 24 cho —

Average. . . . . . . . . . . . 2.44 times

[page 59]Now we will review the number of persons engaged in automobile service. At the end of June

1923 persons engaged in passenger automobile service numbered 233, those in the automobile let out for hire 82, and those in the freight automobile service 25, showing that the last mentioned service was in the most unprosperous condition. Following is a table showing the condition of the automobile service since 1920:—

NUMBER OF PERSONS ENGAGED IN AUTOMOBILE SERVICE.(Investigated by Police Bureau).

Date

Number of persons engaged in automobile service

Specification

December 31 1920 337

Passenger Service 256 Letting out for hire 56 Freight Service 25

December 31 1921 415

Passenger Service 324 Letting out for hire 69 Freight Service 22

December 31 1922 323

Passenger Service 221Letting out for hire 79Freight Service 23

June 30 1823 340

Passenger Service 233 Letting out for hire 82 Freight Service 25

For the purpose of reviewing the extension of the automobile lines at present in Chosen, there is shown below the table of distances of the automobile lines in the provinces in March 1923，investigated by the Public Works Department of the Government General. In Chosen also, though on a small scale, some Railway Companies engage in Automobile Service. The Automobile service between Heiko and the Diamond Mountains, between Genzan and the Diamond Mountains, and between Seishin and Ranan by the South Manchuria Railway Company, and between Shojo, Keigen and Onjo by the Tomon Railway Company, and a few examples, and the connection of Railways and automobiles is recently greatly on the increase. The joint run by the Automobile Companies and the Railway Companies is also carried for the convenience of the passengers. [page 60]TABLE OF DISTANCES OF AUTOMOBILE LINES IN THEPROVINCES.(Investigated by Public Works Dept.)Province Name of the Points DistanceReiki Hekirauto - Ryochoho 10 ri 9 cho,, Kanjo - Saikato 1 ri 18 cho ,, Chota - Koroho 4 ri 12 cho,, Seoul - Shotein 19 ri,, Seoul -Koyo 5 ri 23 cho,, Seoul - Kinho 8 ri 1 cho,, Seoul - Kokei 17 ri,, Seoul - Suigen 28 ri 12 cho,, Tonori - Ryosinto 3 ri,, Suigen - Gumpocho 6 ri

,, Suigen - Hatsuancho 5 ri 28 cho ,, Yosni -Hakuan 5 ri,, Risan - Chokoin 6 ri 31 cho,, Chokoin -Anjo 8 ri 17 cho,, Anjo - Heitaku 5 ri ,, Chokoin - Chushu 11 ri 18 choNorth Chusei Chushu - Teisen 12 ri 16 cho,, Teisen - Boundary line of 　,, the Province 4 ri,, Teisen - Tanyo 8ri,, Chushu - Boundary line of 　,, the Province 9 ri 34 cho,, Taishoin - Seishu 14 ri 25 cho,, Hautan - Kaisan 4 ri 6 cho,, Seishu -Seisencho 13 ri 29 cho,, Seishu - Eenki 4 ri 24 cho,, Seishu - Chinsen 6 ri 27 cho,, Ho-on - Totei 7 ri 34 cho,, Seisan - Mushu 11 ri 12 choSouth Chusei Kaushin - Toshin 4 ri 25 cho,, Toshin - Reisan 12 ri,, Jesan -Tokusan 13 ri,, Jasan - Taian 4 ri,, Reisan - Koshu 4 ri

[page 61]Province Name op the Points DistanceSouth Chusei Reisan - Jasan 15 ri 15 cho,, Reisan - Koji 8 ri 9 cho,, Koshu - Seiyo 6ri,, Reisan - Kunsan 27 ri 12 cho,, Seiyo - Taisen 7 ri 2 cho,, Jasen - Kigan 7 ri 32 cho,, Kigan - Ronsan 6 ri 7 cho ,, Kauhei - Kokei 5 ri 29 cho,, Ronsan - Kokei 2 ri 15 cho,, Koshu - Ronsan 8 ri 28 cho

,, Sashu - Jujocho 10 ri,, Jujocho - Taiden 2 ri 29 cho ,, Taiden - Kinshu 8 ri 13 cho,, Koshu -Eenki 6 ri 20 cho,, Reisan -Tinsan 10 ri,, Tenan - Chinsen 9 ri 34 cho,, Hakusekiko - Tompo 2 ri 28 cho,, Tompo - Seigan 3ri ,, Seigan - Ryotai 2ri 8 choKokai Sinan - Joko 12 ri 6 cho,, Koshu - Tokuyocho 5 ri 3 cho,, Kyokusan - Nausenden 17 ri 6 cho ,, Nausenden - Onjoin 9 ri 16 cho,, Shikeuri - Kin sen 6 ri 7 cho,, Kaishu - Shariin 18 ri 35 cho,, Hokuso - Sainei 11 ri 34 cho,, Sainei - Shinsen 3 ri 19 cho,, Angaku - Shinsen 5 ri 33 cho,, Onjoto - Choren 3 ri 15 cho,, Kaishu - Kinka 23 ri 15 cho,, Kaishu - Mokinko 33 ri 5 cho,, Kyotsito - Shosekishi 2 ri 12 choNorth Keisho Shuntai - Eisen 9 ri 17 cho,, Nojo - Anto 5 ri 14 cho,, Eisen - Reisen 6 ri 3 cho,, Reisen - Keusho 7 ri 8 cho

[page 62]Province Name of the Points DistanceNorth Chusei Nansho - Boundary of the 7 ri 32 cho

Province,, Kansho - Shochu 5 ri 22 cho,, Shosho - Kiosen 9 ri 17 cho,, Kinsen - Boundary line of 10 ri 12 cho

the Province,, Chosen - Shoshu 14 ri 32 cho,, Kinsen - Zensan 5 ri 34 cho,, Zensen - Kyubi 3 ri 27 cho

,, Jakusin - Toteido 2 ri 1 cho,, Toteido - Jindo 3 ri 26 cho,, Toteido - Seishu 3 ri 9 cho,, Seishu - Sosen 3 ri 23 cho,, Reian - An to 5 ri 2 cho,, An to - Gijo 8 ri 5 cho,, Gijo - Chosen 11 ri 6 choNorth Keisho Chosen - Taikyu 7 ri 14 cho ,, Taikyu - Kinko 5 ri 31 cho ,, Kinko - Korei 3 ri 19 cho,, Korei - Kaiiyi 3 ri 12 cho,, Kinyokudo - Seito 4 ri 11 cho,, Kinko - Heisondo 3 ri 31 cho,, Taikyu - Kayo 8 ri 17 cho,, / Kayo - Eisen 1 ri 25 cho,, Eisen - Keishu 9 ri 18 cho,, Keishu - Hoko 7 ri 33 cho,, Hoko - Kyurocho 5 ri 30 cho,, Hoko - Ryotoku 11 ri 4 cho,, Ryotoku - Shihin 6 ri 12 cho ,, Kayo - Shinnei 4 ri 9 cho ,, Kayo - Jijin 3 ri 25 choSouth Keisho Hogyoshin - Torai 9 ri 31 cho,, Torai - Kaiuntai 2 ri 15 cho,, Torai - Fusan 3 ri 26 cho,, Fusan - Katau 1 ri 10 cho,, Torai - Ryssan 4 ri,, Ryssan - Mokkin 34 cho

[page 63]Province Name of the Points DistanceSouth Keisho Ryssan - Genyo 7 ri 19 cho,, Genyo - Utsusan 5 ri,, Kiho - Shinei 9 ri 5 cho,, Shogen - Chinkai 5 ri 2 cho,, Mitsuyo - Reisan 7 ri 29 cho,, Shonei - Sokai 7 ri 34 cho,, Masan - Toei - 16 ri 14 cho

,, Masan - Heisondo 12 ri 19 cho,, Kyosai - Gyokuko 6 ri 28 cho,, Masan - Shinshu 18 ri 3 cho,, Banjo - Chinto 8 ri 12 cho,, Kojo - Shisen 7 ri 6 cho,, Shinshu - Sansenko 8 ri 24 cho,, Koto - Shinshu 12 ri 15 cho ,, Shinshu - Kyosen 13 ri 6 cho,, Kyosen - Korei 7 ri 17 cho,, Shinno - Sennei 7 ri,, Sennei - Tankai 5 ri,, Tokusan - Tan jo 3 ri 8 cho ,, Tanjo - Kyosho 21 ri 34 cho,, Shakin - Kanjo 2ri,, Kyosho - Boundary line of 5 ri 10 cho

the Province,, Tanjo - Tankai 4 ri,, Roryoshin - Kato 5 ri 16 cho,, Kato - Kakaishin 4 riNorth Zenra Kokai - Eikaishin 6 ri 18 cho,, Riri - Suisenri 29 cho,, Suisenri - Zenshu 6 ri 12 cho,, Mankei - Kintei 2ri 2 cho,, Kintei - Kinko 3 ri 22 cho,, Kinko - Choyu 12 ri,, Choyu - Kosho 6 ri 24 cho ,, Choyu - Shutsuko 5 ri 14 cho,, Shotsuko - Fuan 4 ri 29 cho,, Fuan - Taijin 4 ri 21 cho ,, Hoseiho - Kosho 7 ri 20 cho

[page 64]Province Name of the Points Distance ,, Zenshu - Chinan 10 ri 8 cho,, Zenshu - Nangen 15 ri 26 cho,, Nangen - Kyokujo 4 ri 20 cho,, Chinan - Chokai 3 ri 22 cho,, Chokai - Mushu 4 ri 22 cho

,, Mushu - Boundary line of 1 ri 21 chothe Province

,, Kinsan - Ryutan 5 ri 30 cho,, Shunsho - Tanyo 4 ri 8 choSouth Zenra Reiko - Kanhei 6 ri 18 cho ,, Kanhei - Mokuho (Mokpo) 9 ri 28 cho,, Reiko - Koshu 13 ri,, Chokai - Chosin 4 ri 14 cho,, Nanhei - Rashu 6 ri 20 cho,, Koshu - Nankei 3 ri 25 cho ,, Nanhei - Ryoshu 3 ri 16 cho,, Wajun - Hojo 11 ri 35 cho,, Eisanho - Kainan 16 ri 13 cho,, Kainan - Nanso 6 ri 14 cho,, Kainan - Kozei 2 ri 25 cho,, Kainan - Choko 9 ri 14 choSouth Zenra Reigan - Choko 7 ri 26 cho ,, Choko - Batsukyo 14 ri 5 cho,, Koshu - Kosen 9 ri 13 cho ,, Koshu - Kyokujo 12 ri 19 cho,, Tanyo - Shunsho 4 ri 8 cho,, Tanyo - Gorenn 2 ri 30 cho,, Tanyo - Chojo 6 ri 28 cho ,, Batsukyo - Koyo 9ri 6 cho,, Koyo - Honan 3 ri 6 cho ,, Honan - Hogan 5 ri 25 cho,, Batsukyo - Junten 6 ri 18 cho,, Junten - Reisui 10 ri 2 cho,, Junten - Koyo 3 ri 7 cho,, Koyo - Senkyou 4 ri 21 cho,, Koyo - Raikori 3 ri 26 cho,, Junten - Kosen 12 ri 25 cho[page 65]

Province Name op the Points DistanceSouth Zenra Junten - Kyokujo 15ri 19 cho,, Kesen - Kyokujo 7 ri 23 chc,, Inson - Kyurei 3 ri 24 cho

,, Kyurei - Shoteiri 4 ri 10 choNorth Kankyo Shojo - Kindo 11 ri 22 cho,, Onjo - Hokusohei 10 ri 34 cho,, Shinansan - Keiko 13 ri 1 cho,, Musan - Muryutai 14 ri 1 cho,, Muryutai - Funei 2 ri 22 choNorth Kankyo Seishin - Ranan 4 ri 12 cho,, Seiotsuonjo - Seikirei 2 ri 21 cho„ Kisshu - Joshin 9 ri 31 cho,, Tokei - Riuseneki 2 ri 28 cho„ Shoko - Joshin 1 ri 3 cho,, Todori - Jokaishin 1 ri 15 choSouth Kankyo Jakaishin - Rentairi 3 ri 20 cho„ Todori - Sotairi 2 ri 10 chc,, Kaisanchin - Hokusei 51 ri,, Hokusei - Todo 4 ri 31 cho,, Todo - Shinsho 1 ri 4 chc,, Hokusei - Shinsho 7 ri 34 ch(,, Shinho - Kogen 4 ri 10 chc,, Kogen - Kanko 14 ri 18 chc,, Kyushin - Saiin 9 ri 18 chc„ Shinkori - Kanko 10 ri,, Teikei - Boundary line of

the Province 32 cho,, Gensan - Boundary line of

the Province 15 ri 8 cho,, Gensan - Anben Station 2 ri 13 cho,, Anben Station - Nansan 4 ri 8 cho,, Nansan - Shakuoji 1 ri 20 cho,, Gensan - Boundary line of

the Province 3 ri 7 choNorth Heian Kokai - Manchinho 14 ri 3 cho„ Kokai - Kisen 37 ri,, Kisen - Shinkou 18 ri[page 66]Province Name op the Points DistanceNorth Heian Shinkou - Genguri 17 ri 30 cho,, Gunguri - heinen 4 ri

North Heian Hokutetsu - Ouseiri 3 ri 30 cho,, Ouseiri - Unsan 6 ri 36 cho,, Unsan - Hakusen 11 ri 30 cho,, Hakusen - Mochuri 2 ri 30 cho„ Shojo - Gishu 24 ri 8 cho,, Sakushu-Kijo 16 ri 20 cho,, Kijo - Kasan 13 ri 34 cho,, Kijo - Teishu 10 ri 3 cho,, Geshu - Shingishu 4 ri 35 cho,, Shingishu - Ryuganho 6 ri 7 cho,, Ryuganho - Nanshi 6 ri 3 cho,, Shaenkan - Tetsusan 3 ri 18 choSouth Heian Shinanshu - Anshu 1 ri 22 cho„ Shinkori - Ginsan 33 ri 4 cho,, Ginsan - Jinsen 5 ri 18 cho,, Jinsen - Jisan 2 ri 6 cho„ Pyengyang - Ginsan 13 ri 18 cho,, Ginsan - Ryoha 5 ri 29 cho,, Jinsen - Shukusen 8 ri 12 cho ,, Gyoha - Eiju 1 ri 22 cho,, Eiju - Kansen 5 ri 17 cho„ Kansen - Sosan 4 ri 13 cho„ Sosan - Onseiri 12 ri 22 cho,, Onseiri - Chinampo 6 ri 30 cho,, Kansen • Pyengyang 13 ri 12 cho,, Sosan - Kiyo 9 ri 6 cho,, Onseiri - Shinchido 6 riSouth Heian Chinampo - Pyengyang 22 ri 20 cho,, Pyengyang - Boundary line

of the Province 37 ri 25 cho

,, Pyengyang - Shogen 10 ri 21 cho,, Shogen - Suiqren 10 ri 33 cho,, Shogen - Chuwa 7 ri,, Sekiyo - Chuwa 3 ri 16 cho,, Chuwa - Kanto 6 ri 4 cho

STREET IMPROVEMENT, SEOUL (Showing South Gate)

TRANSPORTING FIREWOOD[page 67]

Province Name of the Points Distance

Kogen Kojo - Boundary line of 28 ri 2 cho

the Province

,, Shoto - Kinkoa 19 ri 9 cho

,, Heiko - Isen 12 ri 8 cho

,, Heiko - Shunsen 25 ri 19 cho

,, Ankyo - Tetsugen 7 ri 30 cho

,, Tetsugen - Taikou 28 cho

,, Shunsen - Kakei 6ri 9 cho

,, Shunsen - Kosen 10 ri 9 cho

,, Kosen - Genshu 13 ri 4 cho

,, Genshu - Boundary line of　

the Province 6ri

,, Genshu - Koryo 36 ri 13 cho

,, Koryu - Chumonshin 5 ri 3 cho

,, Haisho - Teisen 19 ri 10 cho

THE FUTURE OF THE AUTOMOTIVE TRANSPORTATION.

That which has the greatest relation to the development of automotive transportation is the extension of railways and the improvement of roads. In Chosen, where the extension of railways is not developed, there is big room for automotive transportation to be developed along with the improvement of roads being effected. It is needless to say that the automobiles are economical and convenient in transporting passengers and freight; but especially so are they when the extension of railways is made impossible on account of shortness of funds. The automobiles then serve as an auxiliary or substitute for the railways in the transportation business.

The first thing to do to facilitate the development of the automotive transportation is to render the network of roads to perfection and to keep them in good repair, then the result will be to facilitate the general communication and traffic, as well as to help to bring about in a great measure the local industrial development and progress.

To review the present condition of the network of roads in Chosen: the first class roads completed extend 597 ri, and incompleted 196 ri ; second class roads completed extend 1,476 [page 98] ri and uncompleted 917 ri ; and third class roads completed 1,762 ri and uncompleted 1,078 ri. When the uncompleted road lines are wholly opened to traffic, the network of roads in Chosen may be said to be fairly well extended. If this network of roads is kept in good repair, the distance for running the antomobiles will be greatly increased.

At present the automotive transportation in Chosen is mainly for passenger service, but it is believed that when the tractors are more and more putin use for transporting freight, conveying local products to cities or railway stations and vice versa and for farming purposes, this automobile service will greatly help to effect the industrial development of Chosen and to advance the welfare of the people.

In Europe and America the automotive transportation is developed to such a degree that it proves a menace to the railway service, but in Chosen there is no immediate fear for the competition between these two factors of transportation. Such a time is still far distant, and nobody can foretell when it will come. It is to be hoped that for the extention of culture and the development or industries the railways and the automobiles are both develope, the one for transporting great quantities for long distances, and the other for transporting small quantities for short distances, or to the interior, and in concert bring about good results in the transportation business.

MOTORING.

My experience dates back to 1911-1912 when Korea’s cars could be counted on the fingers of one hand. The first motor car, if same could be called such, was a one lunger affair of French design and doubtful vintage imported by Mr. Lefre, a Frenchman. The first motor cycle to my knowledge was also imported by a French citizen and I surely was greatly thrilled as the girl said, when I took my first voyage down Cabinet Street—the one existing street of any width at that time. In 1910 2 Paige Cars were imported by a Korean who knew nothing of the running of same, and it was with these that my actual experience with an old type motor car commenced. Many were the times we pushed or pulled

FIRST CLASS ROAD CONSTRUCTED SEVERAL YEARS AGO.

OUR “LIZZIE” [page 69]it back from the Kings’ Tombs Highway with a string of bulls and a vast army of Korean Kookung Sarems, handing us out the Horse laugh. The Ford made its appearance about this time and the writer

commenced to see the possi-bilities with the motor in this country and started the second garage, and shortly after a country run between Seoul and Choon-Chun. Ori & Co., who were really the pioneers in garage business, soon closed their Seoul Office, and confined their attention to the country runs of which several had been granted to them. The roads in these days were hard travelling, being green and unballasted, and many a night was spent in a Korean inn between here and Choon-Chun, after having torn Lizzie to pieces in trying to get her to pull out of some particularly bad spot During these years of garage experience, the writer was called on often by the Government Officials to drive for them on their tours of inspection over the newly opened up roads, which openings followed each other in rapid succession.

The first long trip was to the Diamond Mountains, driving in to Choanji from Heiku Station on the Gensan-Seoul Railroad. The writer’s car being the first that had ever been driven over this road and country, he was held in awe and treated with marked respect by the natives, who on our return trip out had gathered by the thousands to see this new invention of the foreigner and which travelled according to their figures at 10,000 li per day and which seemingly had no motive power This coupled with the fact that I was treated as one of the official party, tended to make the trip through the wonderful country we travelled in one long to be remembered.

Tables given in a previous part of this article will give the person interested information of roads that are accessible to motoring, so I will not describe in detail other than the long

trip which was the inspiration of this article, and to which I have referred in the first part of my paper. Before passing on to this I would like to mention a few of the beautiful roads that are open to traffic in and around Seoul. [page 70]

Seoul to ChemulpoSeoul to Kang Wha Island, via Yeitoho Seoul to the Rin-Shin RiverSeoul to Gisei, from which point the road branches, one following the Genzan Railroad line, the

other to the East.Seoul to Shunsen, following the River Han for the greater part of the distance, and passing what

is known as the “Nine Kings Tombs” and the tombs of the late Emperor and Queen Min.This trip can be made circular by striking south from Shun-Sen to Genshu and thence to Seoul,

passing through Reishu and Reisen. This is about two days motoring over wonderful roads and through beautiful country.

Probably one of the most pleasant one day circular trips out of Seoul is to Suigen—Reisen —Kwoshu. crossing the river at Kwang Nari about eight miles out of Seoul.

Another very interesting one day trip is to the Chicksan Mines and return, but of this I speak in the description I give of one of my longer jaunts.

One trip that I must mention and which I can strongly urge any one to make, is the trip from Seoul to Koryo, due east of Seoul on the east coast of Korea. This takes one through the cities of Risen, — Reishu —Genshu, and many towns of less importance, but none the less interesting from a historical point. Some time in a future article I hope to be able to describe to you the wonders of this trip, both historical and scenic, but with the amount of space that I have already taken I shall have to leave it for a future date, as this article gives you merely an outline.

In closing my article which I trust will be the means of creating an interest in motoring and its possibilities both from a pleasure as well as a business point, I will describe my longest trip made in Korea, a total distance of over 2,000 miles. I attach hereto a table of distances between the main points on the main roads, but which does not cover any of the numerous side trips over smaller roads into the interior that I made, and which kept me from Seoul close on to 2[page 71] months, during which time I lived entirely off the country with the exception of the few meals furnished me by my kind-hearted missionary friends.

The trip was undertaken primarily for business reasons, but I know that it was the love of motoring and a thorough first hand investigation of roads that made it attractive enough for me to make.

My objective in this trip was as follows, starting from Seoul to strike due south-west to the West coast following same to Mokpo, thence along the South Coast of Korea to Fusan and return to Seoul

along the route followed by the Fasan-Seoul Railroad. This was accomplished, but a trip with variations and much zig-zagging was necessary, as you will see by looking at the map and the enclosed table, which gives towns passed and distances travelled.

The discription of this trip as written at the time for the Japan Advertiser will, I think, give you a very good idea of the country passed through, along with some of the trials and tribulations connected therewith :—

“Leaving Seoul for the south, the motorist has the choice of two routes, one following the railroad line passing through the old walled city of Suigen, Tenan, etc. and the other which I think the most attractive as far as scenic beauty is concerned, crosses the Han River about 12 miles from Seoul, a crossing which we were able to make over the ice, and thence to Koshu, Risen, Chokoin, Anjo and the Chiksan Mines. Arriving at the mines, we put up, at the home of Mr. and Mrs. Wilson, where a hearty welcome and a large dinner awaited us.

This part of the trip I have made many times before, but always in the spring or the fall. The beauty of the country covered with snow as far as the eye can see gives one an idea of what the splendor of the Yosemite in winter must be.

The best part of this road is a well travelled jitney service country, and at Risen and Chokoin the Standard Oil Company has service stations In this section we passed 20 cars. The road as far as Chokoin is called a First Class Highway and is worthy of the name. Some of the wooden[page 72] bridges along the road have been washed out, and they are being replaced as fast as possible by permanent structures of concrete.

This is the route by which Hideoshi’s armies entered Seoul, and the road’s historical interest is equalled by its scenic beauty, for in several places high passes are crossed, from which there is an extensive view of the surrounding country.

From Chokoin we took the third class road running due west from the city. This road is in a poor condition due to the thaw, but cannot be considered dangerous or especially disagreeable. We reached the Chiksan Mine at 7 o’clock in the evening, having left Seoul at 10 o’clock in the morning and stopped one hour for lunch, and also made several stops en route at different points to transact business. Thus our actual running time did not exceed 7 hours.

Leaving Chiksan at 10 o’clock the next morning, we took the road that passes through Seikwan Station, passing the scene of the first battle fought between the Chinese and the Japanese daring the Sino-Japanese War. From Seikwan to Tenan the road is rough, due to the red clay which last fall was used as surfacing material during the army manoeuveres. When the spring rains arrive I am afraid that this road will become considerably worse. There is only about eight miles of this, however, before one reaches Tenan, a prosperous and growing town on the Seouk-Fusan railroad. Tenan is the terminus for the light railroad which has been completed as far as Reisan, which is being pushed on to the West Coast through a fertile and productive country. The motor road follows the route of this light railroad, passing through the Onyo Hot Springs.

This country reminds one of the American West, with its new towns springing up as the railroad advances. Great credit should be given the Japanese for their spirit of enterprise and initiative in opening up this section with a system of

highways and railroads—a part of Korea which has lain dormant for centuries. [page 73]Passing from time to time monuments, pagodas, and cere-monial tablets, which mark the sites

of the strongholds of Buddhism, which has held sway here for so many centuries, we came at last to the walled city of Hojo. On the highest and most inaccessible peaks one sees the old fortress walls, reminders of a time when Korea was a country of many warring tribes.

Stopping an hour for lunch at Reisan, and several times to shoot, we reached Hirokawa in the early afternoon. Stories of good shooting had been so persistant that we decided to stay throughout the night. Our bag consisted of four Mallard ducks and five pheasants. The day’s run was 62 miles, making a total of 194 miles from Seoul in two days.

We retraced our road to Reisan, instead of taking the coast route to Kunsan, 40 miles from here.

At Reisan my companions returned to Seoul and I went on alone.From February 9th to February 17th, the date of my arrival at Mokpo, seems a long time to take

in covering 326 miles, and without a few words of explanation the reader may form a wrong impression. In the first place it must be remembered that this was about the worst time of the year for undertaking a journey in this part of the country. Early spring rains and thaws have combined to make the new roads, some of which have not yet been regularly thrown open to traffic, about as bad as could be imagined. Again, I have taken a good deal of time in visiting the various missions along the route. Thirdly, from Kunsan south to Mokpo, practically the entire distance was made over a road which is very seldom used, and, which I believe, has never been used, by motorists. On this part a good deal of road and bridge building was necessary, which took time .

Many of the difficulties encountered could have been avoided had I gone on from Kunsan and Zenshu over the main highway through Central Korea, instead of keeping to the west of the railroad line in quest of untravelled roads. This main highway leads through Winjitsu, Mangen—Ryurri, Junten, and over one of the finest pieces of road engineering I have seen, to Koshu and Mokpo. Motorists in this section[page 74] will have little trouble if they stick to the main routes, which are perhaps not so direct as some of the other roads, but are at least Well-surfaced. The main highway mentioned above is in splendid condition, and recently a missionary moved his family of five and all the household furniture—with the exception of the piano—from Junten to Zenshu on a Ford, with bird cages and dog kennels tied to the hood for warmth.

Beautiful Scenery Passed.But to return to the point where I left off in my previous article. From Riesan, the end of the

light railway to Koshu is a distance of 35 miles over one of the finest roads I have ever travelled over. We covered the stretch in the dark, crossing two rivers by ferry and climbing over one very high pass, which was snow covered. It was a beautifully clear evening and the view from the summit of the pass with the road winding down for miles along the river below, is one which I shall not soon forget. This road is built in many places along the side of a steep cliff that rises sheer up from the river bed, and the scenery reminds one of some of the more beautiful parts of Japan. Azalea bushes grow to a man’s height here, and there are many other blooms which we never see around Seoul I shall revisit this spot again at the earliest opportunity.

At the last river crossing before entering Koshu, I saw a sight which reminded me strongly of the cormorant fishers in southern Japan. As I drove down the steep bank to the river’s edge, a weird noise burst on my ears. The whole river was lighted up from the open fires which were burning in the sterns of innumerable small fishing boats which were being carried down stream swiftly in the fast moving current. As the boats rushed on, the fishermen threw nets from the bows, while the musicians standing up in the boats beat a rapid tattoo on heavy hard wood sticks. The effect resembled the music from a xylophone. It was an impressive sight and made a fitting greeting to Koshu.

Koshu, with its ancient gate, pavilions and tablet houses, seems the same as in the old days when we used to enter it

CONDITIONS STILL MET WITH

[page 75]on the back of a Korean pony, averaging 30 miles a day. Many of the streets have been widened and several fine new buildings have been erected, and before long a light railway will enter the city, but, with all these improvements, there is still much to remind the tourist of the vanished glories of Old Korea.

From Koshu to Ronzan there is a first class highway in excellent condition, suffering only from having been recently treated with an overdose of gravel dressing. The distance is 20 miles, and the scenery rather uninteresting at this time of the year. Ronzan is an important centre of communication with many of the roads leading from it. The motorist should make careful inquiries before leaving the city, for the country natives are far from well posted, and the best information I have received has come from resident Japanese. Ronzan has little of interest to the traveller, but the district surrounding it is rich in historical interest Preeminent is the Great Image of Onshin two and a half miles out of Ronzan. It was erected by a Buddhist Priest, and last year received some necessary repairs. I arrived at Onshin just at twilight, when the monks were chanting their evening prayers : the whole setting was impressive, a side trip well worth while.

Clay for Road Surfacing.

From Ronzan to Zenshu there is a first class highway which, under normal conditions, would provide fine going, but it has recently been covered with clay for the 16 miles between Rozan and Ekisan. From Ekisan to Zenshu there is a direct route over the main highway. I had just gotten out of red clay and was congratulating myself, when I ran into an irrigation scheme which cut me off entirely from Zenshu and forced me to make a detour of 32½ miles. You can imagine my feelings.

The first 17½ miles I made running along the paddy field embankments. “Elizabeth” behaved splendidly, but it was hard going, made doubly so by the fact that I know it was unncessary since the closing of the main road was entirely due to the contractors storing their material on it, for a [page 76] distance of a mile only. Finally I got out on the main road at Ri Ri. Motor fans will appreciate my feelings on hearing the motor purring along on the good level road after miles of low gear work. I didn’t try to

hold “Elizabeth” back.This whole southern country is rich in ancient landmarks and historical interest, and I think it

will be of interest to mention a few of the more interesting that lie within a radius of 50 miles from Zenshu.

Fuyo, once the proud capital of the Paikche Kingdom, lives now in the glory of the past. It was twice occupied as a capital, the last time for 120 years. with six kings, but was finally overcome by invaders from Sinla Kingdom in 662 A. D. Near Fuyo is a large rock, the scene of a tragedy in the olden times. When the invaders entered the city and overthrew the Paikche King, the court ladies, rather than fall captive to the enemy warriors, threw themselves from the high rock into the stream below.

Old Monastries Add Charm.

The Royal Pagoda at Ri-Ri is worth a visit, and the monastries which nestle in the quiet and secluded, but now easily approachable, ravines, lend added charm to the district I am glad to say that the Japanese authorities are looking after these old buildings, a striking contrast to their evident lack of interest in anything of Old Korea in Seoul and the surrounding district

From Zenshu to Kunsan is but 27½ miles over a fine road. Here, as in Zenshu and other cities in the south, the Presbyterian South Mission have their stations, carrying on their work ably and unostentationsly.

Kunsan is a seaport town, important commercially, just like hundreds of similar towns in Japan, but entirely lacking in anything to attract the tourist I soon returned to Zenshu, and from there made several short trips to points of interest in the neighbourhood, visiting districts with fantastic shaped mountains, like those we so often see portrayed in Oriental art, and which we foreigners are inclined to think imaginary.

[page 77]Sight seeing again, several days behind my schedule. For three days I travelled south, building bridges and roads as I went. Let me say here that the motorist who is satisfied with good roads and fine scenery

should continue practically due south through the town and the district mentioned previously. For the benefit of the nimrod I will add that this district, which I have mentioned is a paradise for the relic hunter and those interested in Ola Korea, is equally paradise for him. I saw dozens of pheasants along the road and every place except in the trees.

Wild Game Abundant.

This stretch, a total of 118 miles, passing along the west coast through seaport towns and fishing villages, also affords many opportunities for a shot at water fowl and geese. The road winds through many low mountain passes, and often below one sees narrow shallow inlets, dotted with little islands. and simply covered with myriads of ducks and swans, always with a solitary gander mounting guard on the bank, with one leg curled under him and one eye wide open. From time to time one sees the sea, studded with islands, and the title the old Kings of Korea assumed—King of Tai Han and 10,000 Isles—is easy to understand.

Zenra Province has a superabundance of red clay, and, were it not for my desire to try out the untravelled roads, I would be tempted to get back on the main highways. Probably the old Korean custom of denuding the country for miles back from the sea in order to offer no attraction to marauding pirates, is the reason why this route is so lacking in points of historical interest, except for a few walled cities and roadside tombs.

After crossing high passes, mostly in driving rain, it was with keen delight that I came out on the main highway 29 miles out of Mokpo. This is a good road and it is a pleasure to drive over it. It is not used much, hut is in fine condition. All the bridges are present, and only in a few places has the omni-present red clay been used.

This side of the ocean coast has one of the biggest tide[page 78] movements in the world, but fortunately the tide was in and we made Mokpo in good time, ending several days hardgoing.

Mokpo is in many points similar to Kunsan. It has little of historical value.Much has transpired since my last description from Mokpo. The weather man seemed to pursue

me with bad weather—rain and sleet alternating with snow storms, and cold weather, which the local residents assured me was very unusual for that time of which was never before experienced in the memory of man, etc. However, enough about weather, what the motor fans want to hear about is roads.

Having heard much about the quarries from which the Koreans obtain the stone for making numerous articles, and being assured that the road to them was good, I decided to take a run down to the Kainan District, which is on the extreme southern point of the Korean Peninsula. The road as far as Fashu - over which we had travelled when entering Mokpo from the north—is a second class road in excellent condition. From Kashu I took a third class road south the Kunsan. This road is as usual with third class roads in this country, very narrow, but except for the downpour which accompanied me, I believe it would make excellent going.

Plenty of Wild Game.

This is a great country for game, but cannot be commended to the motor fan otherwise. One day in the district was sufficient, and I motored back to Rashu, from which town I turned west to Koshu, going over a beautiful stretch of road which allowed fast driving even after dark. From Mokpo to Kunsan is 96 miles and from Kunsan to Koshu 77 miles.

Koshu or Kwangju, as it is called by the Koreans, is one of the most important cities of southern Korea, and has a population of about 12,000. It is the seat of the Governor of South Zenra Province and within the next two years it will be connected with Masan and Shinshu by rail. There is also a branch line connecting Koshu with the Taiden-Mokpo Line,

and thus it will soon have direct rail communication with the three chief cities of three provinces.Koshu has seen a little fighting in the past, with the exception of the tong-hak rebellion, during

which most of the city’s walls were destroyed. Those that remained have been put to a more practical use by the japanese since the annexation,

The city is surrounded by beautiful country. Although it is in the centre of one of the finest rice districts of Korea, the lofty peaks of the mountains which form a spur from the main Korean range, are but a short distance away. There are found wild boar and leopards, and some say tigers. I saw deer from the car as i climbed the higher pass known to the koreans as uno chai, or anxious pass. The Japanese call it ungetsu, and it lies between Koshu and Junten, which latter city was my objective. The road over this pass is a credit to the Japanese engineers who laid it out and well deserves the good name it has among local residents both foreign and Japanese with the hair pin curves, but i stayed in low for at least half the distance, and consequently the climb took an hour.

There are plenty of thrills in climbing this pass, and, as i went over it both ways, i got enough to last me some time. I am informed that the scenery on both sides is wonderful, and feel willing to take my informant’s word for it—whenever i took a peek out of the corner of one eye all I noticed was the sheer drop of some hundreds of feet to the river below.

However, the view from the top of the pass more than made up for what I missed on the way up. The winding road stretches for many miles, with a snake like river in the distance and range after range of lofty mountains far beyond. The impression is as clear now while I am writing as when I first saw it.

Two days later, on my way back from junten, I saw it by moonlight, more beautiful even than before.

It is 60 miles from Koshu to Junten: it is the latter city, in the extreme southern central part of Korea, that one [page 80] would reach if the main road, mentioned previously, were followed. From Junten, good roads branch out to the east and west also.

Here I am going to leave you and I trust that others who have the opportunity of trying some newly opened road will take the trouble of telling us about it and its delights. Whenever you are inclined

to criticise harshly some bad bit of road where you have found heavy going, remember the days when there were no roads, no motor cars, and what can be done in an hour now took a hard ten hours day actual travel besides the hours required to feed and load the ponies. Ask the Old Timers Arm Chair Club.

NAMES OF CITY TO JAP. RI MILESSeoul to Risen 17 41Risen to Chokoyen 7 17Chokoyen to Shoksan 14 34Shoksan to Anjo 4 10Anjo to Heitaku 5 13Heikatu to Seikwan 3 7Seikwan to Shoksan 1 2Shoksan to Reisan 12 29Reisan to Hirogawa 9 22Hirogawa to Reisan 9 22Reisan to Koshu 13 32Koshu to Ronsan 9 22Ronsan to Sanrei 10 24Sanrei to Riri 3 7Riri to Zenshu 6 15Zenshu to Kunsan 12 29Kunsan to Zenshu 12 29Zenshu to Chinan 9 22Chinan to Zenshu 9 22Zenshu to Seiyu 7 17Seiyu to Tsurupo 5 12Tsurupo to Kosho 4 10Kosho to Moppo 4 10Moppo to Reiko 3 7[page 81]NAMES OF CITY TO JAP. RI MILESReiko to Kambei 6 15Kambei to Moppo 11 27Moppo to Rashu 15 37Rashu to Yesampo 2 5Yesampo to Koshin 12 29Koshin to Kainan 4 10Kainan to Koshin 4 10Koshin to Choko 2 5Choko to Koshu 22 54Koshu to Tofuku 10 24Tofuku to Hirogawa 4 10Hirogawa to Junten 11 27Junten to Bakyo 7 17Bakyo to Junten 7 17Junten to Koyo 3 7Koyo to Junten 3 7Junten to Koshu 24 59Koshu to Tanyo 5 12Tanyo to Junsho 5 12Junsho to Tanyo 5 12

Tanyo to Kokujo 9 22Kokujo to Nanken 4 10Nanken to Kokujo 4 10Kokujo to Kurei 7 17Kurei to Kado 9 22Kado to Shinshu 13 32Shinshu to Sansen po 8 19Sansenpo to Sisen 5 12Sisen to Kojo 7 17

415 1012Kojo to Toyei 6 15Toyei to Kojo 6 15Kojo to Masan 11 27Masan to Reisan 10 24Reisan to Mitsuyo 7 17Mitsuyo to Reisan 7 17Reisan to Shonei 3 7[page 82] Names of city vo jap. Ri mimesShonei to Taikyu 13 32Taikyu to Keishu 17 41Keishu to Woorusan 6 15Woorusan to Fusan 15 37Taikyu to Seishu 9 22Seishu to Kinsen 10 24Kinsen to Seishu 10 24Seishu to Bunkei 32 78Bunkei to Chushu 12 29Chushu to Risen 28 68Risen to Keijo 17 41

634 1545

OFFICERS FOR 1924

President,BISHOP M. N. TROLLOPE.Vice President,Dr. J. S. GALECorresponding Secretary,J. D. VAN BUSKIRK.Recording Secretary,W. C. KERRLibrarian,Dr. W. M. CLARK.Treasurer,THOMAS HOBBS.Councillors:DR. E. M. CABLE,DR. A. I. LUDLOW,REV. E. W. KOONS.

LIST OF MEMBERS KOREA BRANCH, ROYAL ASIATIC SOCIETY.

HONORARY MEMBERS.Allen, Hon. H. N., M. D., LL.D. - - Toledo, Ohio, U. S. A.Brown, Sir MacLeavy J., C. M. G.- - Langham Hotel, LondonGriffis, Rev. E., D. D. - - Pulaski New York, U. S. A.Gubbins, J. H., C.M.G. - - c/o Foreign Office, London *Hulbert, H. B., F.R.G.S. - - - - Springfield, MassJordan, Sir John, K.C.M.G. - - - c/o Foreign Office, London

LIFE MEMBERS. *Ludlow, A. I., M.D - - - - - - - - Seoul Pettus, W.B. - - - - - - - - Peking

ORDINARY MEMBERS.Allen, Rev. A. W. - - - - - - - ChinjuAlexander, Miss Agnes - - II Ukyoa, Machi Yotsuya, TokyoAlves, J. J. - - - - - - - TulmichungAmendt, Rev. C.C - - - - - - - KonjuAnderson, Rev. Geo. - - - - - - FusanchinAnderson, Rev, L. P. - - - - - - - SongdoAppenzeller, Miss Alice R. - - - - - - SeoulAppenzeller, Rev. H. D. - - - - - - SeoulArick, M. R. - - - - - - - - UnsanArnold, Rev. E. A. - - - - - - - SeoulAvison, O. R., M.D. - - - - - - - SeoulBaird, Rev. W. M,, PH.D. - - - - - PyengyangRev. R. H. Baird - - - - - - - KangkeiRev. W. Baird - - - - - - - - ChairyungBarker, Rev. A. H. - - - - - -Yong JungBarnhart, B. P. - - - - - - - - SeoulBarstow, Capt. E. S. - - - - - - ChinnampoBeck, Rev. S. A. - - - - - Box 158, Metamora, OhioBeck, F. M. - - - - - - - - - SeoulBeck, Mrs. F. M. - - - - - - - - SeoulBell, Rev. Eugene, D.D. - - - - - - KwangjuBenard, R. - - - - - - - TaiyudongBennett, W.G. - - - - - - - Chemulpo[page 85]Bernhisel, Rev. C. F., D.D. - - - - - PyengyangBillings, Rev. B. W. - - - - - - - - SeoulBolljohn, J.- - - - - - - - - SeoulBon wick, Gerald - - - - - - - - SeoulBoots, J. L. D.D.S. - - - - - - - SeoulBowman, N. H., M.D. - - - - - - - - Beeville, TexasBoyce, Miss Florence A. - - - Damascus. Pa. U. S. A.Brinckmeier, R. - - - - - - - ChemulpoBrockman, F. M - - - - - - - - SeoulBruen, Rev. H. M. - - - - - - - TaikuBunker, Rev. D. A. - - - - - - - Seoul

Burdick, Rev. G. M. - - - - - - YengbyenButterfield, Rev. C.L. - - - - - - - SeoulButts, Miss Alice M. - - - - - - PyengyangCable, Kev. E. M., D.D. - - - - - - SeoulRev. C. Carlson - - - - - - - - WonjuChaffin, Mrs. A. B. - - - - - - - SeoulClark, Rev. C. A.., D.D. - - - - - - PyengyangClark, Rev. W. M., D.D. - - - - - - SeoulCollyer, Rev. C. T. - - - - - - - U. S. A.Miss N. Bororw - - - - - - - - SeoulMiss M. Conrow - - - - - - - - SeoulCooper, Rev. A. C. - - - - - - - ChunanCram, Rev. W.G., D.D. - - - - - Nashville, U.S..A.Crane, Rev. J. C. - - - - - - - - SoonchunCrispin, C. S. - - - - - - - - UnsanCrothers, Rev. John Y. - - - - - - - AndongCrowe, C. S. - - - - - - - - SeoulCuningham, W. B. - - - - - - - SeoulCutler, M. M. M.D. - - - - - - PyengyangDavis. Miss Helen A. - - 604 Riverside Drive, New York CityDavis, Miss Martha V. - - - - - - - SoonchunDeming, Rev. C. S., S.T.D. - - - - - - SeoulDodson, Rev. S.K. - - - - - - - KwangjaEdwards, John R. - - - - - - - U.S.A.Elliot, Sir Charles - - - - - - - - TokyoEly, T. G. - - - - - - - - - KobeEngel, Rev. G., D.D - - - - - - PyengyangEnglish, Miss Marguerite - - - - - - PyengyangErdman, Rev. Walter C. - - - - - - TaikuEvans, G. C. - - - - - - - - UnsanFisher, J. E. - - - - - - - - SeoulForbes, A. H. - - - - - - - YongjungFollwell, E. D., M.D. - - - - - - - FusanFound, Norman, M.D. - - - - - - - Kongju [page 86]Frampton, G. R. - - - - - - - - Seoul*Gale, J. S., D.D. - - - - - - - - SeoulGallois, M. - - - - - - - - SeoulGallois, Mme - - - - - - - - SeoulGenso, J. F. - - - - - - - - SeoulGiles, Wm. R. - - - - - - - Peking, China*Gillett, P. L. - - - - - - Nanking, ChinaGORDON, HON. MRS. E. A. - - - - - - KYOTOGregg, G. A. - - - - - - - - SeoulGreer, Miss Anna L. - - - - - - - SoonchunGulick, V. A. - - - - - - - - KobeHall, Mrs. R. S., M.D. - - - - - - - SeoulHanson, Miss Annie J. - - - - - - ChoonchunHardie, Rev. Dr. R. A. - - - - - - - SeoulHartness, Miss Marion - - - - - - - SeoulHewlett, Rev. G. E. - - - - - - Chinchun

Hobbs, Thomas - - - - - - - - SeoulHodges, Rev. C. H. N. - - - - - - ChemulpoHoldcroft, Rev. J. G. - - - - - - PyengyangHosogaya, T. K. - - - Yosan Gakko, Kochang, N. ChonlaHunt, Rev. C. - - - - - - - - SeoulHyde, Miss F. DeLacy - - - - - - Plainfield, New JerseyIngerson, Miss V. F. - - - - - - SyenchunIrwin,, C. H, M.D - - - - - - - FusanJackson, Miss Carrie Una - - - - - - SeoulJoly, Percy B. - - - - - - - - ShanghaiKanazawa, Dr. S. - - - - Imperial University, TokyoKato, Mr. - - - - - - - Keijo Nippo, SeoulKerr, Rev. W. C. - - - - - - - - SeoulKnox, Rev. R. - - - - - - - Kwangju*Koons, Rev. E. W. - - - - - - - SeoulLaws, A. F., M.D. - - - - - - - Chinchun*Lay, Arthur Hyde. C.M.G. - - - - - - Seoul Leadingham, R. S., M.D. - - - - - - SeoulLucas, Rev. A. E. - - - - - - - - U.S.A.Mr W. Lyon - - - - - - - - TaikuMrs. C. I. McLaren - - - - - - - SeoulMacdonald, Rev. D. A. - - - - - - HoiryungMacrae, Rev. F. J. L. - - - - - - KyumasanMartel, Mr. E. - - - - - - - - SeoulMRS E. W. MAYNOR - - - - - - - SEOULMcCallie, Rev. H. D. - - - - - - - MokpoMcRae, Rev. D. M. - - - - - - HamheungMcEachern, Miss E. - - - - - - HamheungMcEachern, Rev. John - - - - - - - Kunsan [page 87]McFarlane, Alex. - - - - - - - TulmichungMcGary, E. M. - - - - - - - SeoulMeredith, F. C. - - - - - - Aomori, JapanMiller, Rev. E.H.- - - - - - - SeoulMiller, Hugh - - - - - - - - SeoulMiller, Hon. R. S. - - - - - - - SeoulMiller, Miss Lilian - - - - - - - Seoul*Mills, E. W. - - - - - - - Peking, China*Mills, R. G. M.D. - - - - - - Peking, China Moffet, Rev. S. A., D.D. - - - - - - Pvengyang Moore, Rev. J. Z., D.D. - - - - - - PyengyangMorgan, Hon. E. V. - - c/o Dep’t of State, Washington, D. C.Morley, Rev. G. H. - - - - - - - - SeoulMorris, Rev. C. D. - - - - - - - WonjuMorris, J.H.- - - - - - - - - SeoulMoses, Wm. - - - - - - - - - SeoulNash, W. L. - - - - - - - - - SeoulNisbet, Rev. J. S. D. D. - - - - - - MokpoNiwa, S. - - - - - - - - - Seoul Noble, W. A., PH.D. - - - - - - - SeoulPaton, Rev. F. H. L. - - - 159 Collins, St., Melbourne

Payne, Miss Zola - - - - - - - - SeoulPonsonby-Fane, R. A. B. - - - - - Hongkong, ChinaProctor, Rev. S. J. - - - - - - - SongjinPye, Miss Olive F. - - - - - - - - SeoulReiner, Rev. R. O. - - - - - - - PyengyangReynolds, J. B. - - - - - - - SoonchunRhodes, Rev. H.A.- - - - - - - - SeoulRobb, Miss Jennie B. - - - - - - HamheungRoberts, Miss Eliza S. - - - - - - - SeoulRogers, J. M., M.D. - - - - - - - SoonchunRoss, J. B., M.D. - - - - - - - WonsanScott, Rev. Wm. - - - - - - - KantoSharp, Rev. C. E., D.D. - - - - - - ChairyungShidehara, Dr. - - - - Hiroshima Higher Formal SchoolShields, Miss E. L. - - - - - - - - SeoulShula, Frank S. - - - - - - - UnsanSmith, Rev. F. H., D.D. - - - - - - - SeoulSmith, R. K., M.D. - - - - - - - ChairyungSoltau, Rev. T. S. - - - - - - - ChungjuSoltau, Captain D. - - - - - - - PyengyangStark, Miss Marion E. - - - - Lyme, Conn. U.S.A.*Starr, Frederick - - - - - University of ChicagoStillman, E. G., M.D. - - 830 Park Place, New York CitySwiuehart, Capt. M.L. - - - - - - Kwangju[page 88] Talmage, Rev. J. V. N. - - - - - - KwangjuTate, Rev. L. B. - - - - - - - ChunjuTaylor, A. W. - - - - - - - - - SeoulTaylor, Rev. C. - - - - - - - - SeoulTaylor, J. E. Rex - - - - - - - - Seoul*Taylor, W. W. - - - - - - - - SeoulToms, Rev. J. U. S. - - - - - - - - Seoul*Trollope, R. Rev. Bishop, M.N. - - - - - - SeoulRev. M. Trudinger - - - - - - - KyumasanTucker, Miss Bertha - - - - - - - - Seoul*Underwood, H.H. - - - - - - - - SeoulUnderwood, Mrs. H. H. - - - - - - - Seoul*Van Buskirk, J. D., M.D. - - - - - - - SeoulVesey, Rev. F.G. - - - - - - - HambeungWagner, Miss Ellasue - - - - - - SongdoWambold, Miss K. - - - - - - - - SeoulWasson, Rev. A. W. - - - - - - - - SeoulWelbon, Rev. A. G. - - - - - - - AndongWelch, Bishop Herbert - - - - - - - SeoulWelhaven, Alf. - - - - - - - UnsanWhittemore, Rev. N. C. - - - - - - SensenWilliams, Rev. F. E. C. - - - - - - KongjuWilliams, Prof. F. W. - - - - New Haven, Conn.Woodford, C. B. - - - - - - - Unsan*Yamagata, Isoh - - - - - - - TokyoYun, T. H. - - - - - - - - - Seoul

Those having a * before their names have read papers before the Society.Index to volume 15 in volume 17