industry which may be relied on to contribute traffic to the carrying capacity of this line; nor is it likely that the mines, whose concessions maybe said to border the line of railway, will accept it as a medium of transportation so long as they are able to make use of the existing facilities for water transit, with which the American and English mines are served. Of course, it cannot be predicted what mining and agricultural developments may take place in the northern regions of Korea. Gold and coal, copper and iron are known to exist. The development of this mineral wealth may open up the country, and the presence of the mines will create a demand for the local production of certain varieties of foodstuffs. These channels of revenue to the railway are highly problematical. In the absence of any specific value, which may be attached to the prospects of the French line, a comparison between the relative importance of the two undertakings confirms the superiority of the Japanese concession upon every count. The strategic, as well as the commercial, significance of the southern trunk line must impress the Koreans with its very positive qualities.
There are some eighty French subjects in Korea, of whom forty are French priests and one a bishop. Three are associated with the North-Western Railway Bureau; two are in the Korean Customs; two have been given employment in the Imperial Mines, and one has become legal adviser to the Imperial Government. One is attached to the French School; one manages, most admirably and successfully, the Imperial Korean Post Office. Two are working in the Korean Arsenal, and three assist in the management of the Hôtel du Palais. The members of the French colony have been lately increased by the addition of a number of French engineers, who have fallen upon the
