Volume 86 Treatises 62: Rivers and Canals 4

運河下海運

The Grand Canal (continued); Sea Transport

江南運河，自杭州北郭務至謝村北，為十二里洋，為塘棲，德清之水入之。逾北陸橋入崇德界，過松老抵高新橋，海鹽支河通之。繞崇德城南，轉東北，至小高陽橋東，過石門塘，折而東，為王灣。至皁林，水深者及丈。過永新，入秀水界，逾陡門鎮，北為分鄉鋪，稍東為繡塔。北由嘉興城西轉而北，出杉青三閘，至王江涇鎮，松江運艘自東來會之。北為平望驛，東通鶯脰湖，湖州運艘自西出新興橋會之。北至松陵驛，由吳江至三里橋，北有震澤，南有黃天蕩，水勢澎湃，夾浦橋屢建。北經蘇州城東鯰魚口，水由□□塘入之。北至楓橋，由射瀆經滸墅□關，過白鶴鋪，長洲、無錫兩邑之界也。錫山驛水僅浮瓦礫。過黃埠，至洛社橋，江陰九里河之水通之。西北為常州，漕河舊貫城，入東水門，由西水門出。嘉靖末防倭，改從南城壕。江陰，順塘河水由城東通丁堰，沙子湖在其西南，宜興鐘溪之水入之。又西，直瀆水入之，又西為奔牛、呂城二閘，常、鎮界其中，皆有月河以佐節宣，後並廢。其南為金壇河，溧陽、高淳之水出焉。丹陽南二十里為陵口，北二十五里為黃泥壩，舊皆置閘。練湖水高漕河數丈，一由三思橋，一由仁智橋，皆入運。北過丹徒鎮有豬婆灘，多軟沙。丹徒以上運道，視江潮為盈涸。過鎮江，出京口閘，閘外沙堵延袤二十丈，可藏舟避風，由此浮於江，與瓜步對。自北郭至京口首尾八百餘里，皆平流。曆嘉而蘇，眾水所聚，至常州以西，地漸高仰，水淺易泄，盈涸不恆，時浚時壅，往往兼取孟瀆、德勝兩河，東浮大江，以達揚泰。

The Jiangnan stretch of the Grand Canal runs from Beiguo Post north of Hangzhou to the north of Xiecun, passing through the Twelve-li Ocean and Tangqi, into which the waters of Deqing flow. It crosses Beilu Bridge into Chongde territory, passes Songlao to reach Gaoxin Bridge, where the Haiyan branch canal joins it. Skirting the south of Chongde city, it turns northeast to the east of Xiaogaoyang Bridge, crosses Shimen Pond, bends eastward, and forms Wang Bay. At Zaolin the depth of the channel reaches as much as ten feet in places. Beyond Yongxin it enters Xiushui, crosses Doumen Town, with Fenxiang Post to the north and Xiuta a little to the east. North of Jiaxing it swings west of the city and then north, passes the three Shaqing sluices to Wangjiangjing, where grain barges from Songjiang converge from the east. Farther north lies Pingwang Post; to the east it opens on Yingdou Lake, and Huzhou grain barges meet it from the west at Xinxing Bridge. It runs north to Songling Post and from Wujiang to Sanli Bridge, with Zhenze to the north and Huangtiandang to the south; the current runs fierce here, and Jiapu Bridge has had to be rebuilt again and again. It continues north past Catfish Mouth east of Suzhou, where water feeds in from the Hengtang canal. It reaches Maple Bridge, follows the Shedu channel through Huxu Pass, passes Baihe Post, and marks the border between Changzhou and Wuxi. At Xishan Post the water is so shallow that it barely floats broken tiles. Beyond Huangbu it comes to Luoshe Bridge, where the Nine-li River of Jiangyin joins the canal. To the northwest lies Changzhou, where the grain canal once ran straight through the city, entering by the East Water Gate and leaving by the West Water Gate. Late in the Jiajing reign, as a defense against Japanese pirates, the route was shifted to the south city moat. At Jiangyin the Shuntang River flows from east of the city to Dingyan; Shazi Lake lies to the southwest, fed by the Zhongxi stream from Yixing. Still farther west the Zhidu channel feeds in; beyond that stand the Benniu and Lücheng sluices on the Changzhou–Zhenjiang border, each once paired with a relief canal for flow control, though these were later abandoned. South of this stretch runs the Jintan River, carrying the waters of Liyang and Gaochun. Twenty li south of Danyang stands Lingkou, and twenty-five li north Huangniba; sluices once stood at each. The water of Lianhu Lake stands several zhang above the grain canal; one outlet runs through Sansi Bridge and another through Renzhi Bridge, both feeding the Grand Canal. North of Dantu Town lies Zhupoba, notorious for soft sandbanks. Upstream of Dantu the transport channel rises and falls with the Yangtze tides. The route passes Zhenjiang and leaves by Jingkou Sluice; outside the sluice a sand bar twenty zhang long shelters boats from wind, and from there craft enter the Yangtze opposite Guabu. From Beiguo to Jingkou the full run of more than eight hundred li is level water throughout. Through Jiaxing and Suzhou, where countless streams converge, the land west of Changzhou gradually climbs; the channel grows shallow, drains easily, and alternates between flood and drought. Dredging and silting follow one another in turn, and transport often relies on the Mengdu and Desheng rivers as well, sending boats east on the Yangtze to reach Yangzhou and Taizhou.

洪武二十六年嘗命崇山侯李新開溧水胭脂河，以通浙漕，免丹陽輸挽及大江風濤之險。而三吳之粟，必由常、鎮。三十一年浚奔牛、呂城二壩河道。

In Hongwu year 26 the court once ordered Chongshan Marquis Li Xin to cut the Yanzhi River at Lishui so Zhejiang grain could reach the capital without the overland haul at Danyang or the perils of the Yangtze. Even so, grain from the Three Wu had to go by way of Changzhou and Zhenjiang. In year 31 the channel at the Benniu and Lücheng dams was dredged.

永樂間，修練湖堤。即命通政張璉發民丁十萬，浚常州孟瀆河，又浚蘭陵溝，北至孟瀆河閘，六千餘丈，南至奔牛鎮，千二百餘丈。已，復浚鎮江京口、新港及甘露三港，以達於江。漕舟自奔牛溯京口，水涸則改從孟瀆右趨瓜洲，抵白塔，以為常。

During the Yongle reign the dikes of Lianhu Lake were repaired. The emperor then ordered Commissioner of Transmission Zhang Lian to call up one hundred thousand laborers to dredge the Mengdu River at Changzhou and the Lanling Ditch as well—more than six thousand zhang north to the Mengdu sluice and more than twelve hundred zhang south to Benniu Town. After that Jingkou, Xingang, and the three Ganlu harbors at Zhenjiang were dredged again to open a path to the Yangtze. Grain barges from Benniu went upstream toward Jingkou; when the channel ran low they turned east on the Mengdu branch to Guazhou and Baita, which became the usual route.

宣德六年從武進民請，疏德勝新河四十里。八年，工竣。漕舟自德勝北入江，直泰興之北新河。由泰州壩抵揚子灣入漕河，視白塔尤便。於是漕河及孟瀆、德勝三河並通，皆可濟運矣。

In Xuande year 6, at the request of the people of Wujin, the new Desheng River was cut for forty li. The work was finished in year 8. Grain barges left Desheng north into the Yangtze and ran straight to Taixing's Beixin River. From the Taizhou dam to Yangzi Bay and into the grain canal was even handier than the Baita route. The grain canal and the Mengdu and Desheng branches were now all open, and any of them could serve transport.

正統元年，廷臣上言：「自新港至奔牛，漕河百五十里，舊有水車卷江潮灌注，通舟溉田。請支官錢置車。」詔可。然三河之入江口，皆自卑而高，其水亦更迭盈縮。八年，武進民請浚德勝及北新河。浙江都司蕭華則請浚孟瀆。巡撫周忱定議浚兩河，而罷北新築壩。白塔河之大橋閘以時啟閉，而常、鎮漕河亦疏浚焉。

In Zhengtong 1 a court official reported: "From Xingang to Benniu the grain canal runs one hundred fifty li. Water wheels once lifted Yangtze water into it for navigation and irrigation. We ask that official funds be spent to restore them. The emperor approved. Yet all three outlets enter the Yangtze from lower to higher ground, and their levels rose and fell by turns. In year 8 the people of Wujin asked that Desheng and the Beixin River be dredged. Zhejiang Regional Commander Xiao Hua asked that Mengdu be dredged. Grand Coordinator Zhou Chen decided to dredge both rivers and drop the plan to dam the Beixin. The Great Bridge Sluice on the Baita River was opened and closed on schedule, and the grain canal through Changzhou and Zhenjiang was dredged as well.

景泰間，漕河復淤，遂引漕舟盡由孟瀆。三年，御史練綱言：「漕舟從夏港及孟瀆出江，逆行三百里，始達瓜洲。德勝直北新，而白塔又與孟瀆斜直，由此兩岸橫渡甚近，宜大疏淤塞。」帝命尚書石璞措置。會有請鑿鎮江七里港，引金山上流通丹陽，以避孟瀆險者。鎮江知府林鶚以為迂道多石，壞民田墓多，宜浚京口閘、甘露壩，道里近，功力省。乃從鶚議。浙江參政胡清又欲去新港、奔牛等壩，置石閘以蓄泉。亦從其請。而浚德勝河與鑿港之議俱寢。然石閘雖建，蓄水不能多，漕舟仍入孟瀆。

During the Jingtai reign the grain canal silted up again, and all grain traffic was sent through Mengdu. In year 3 Censor Lian Gang said: "Barges leaving by Xiagang and Mengdu must buck the current three hundred li before they reach Guazhou. Desheng runs straight to Beixin, and Baita lies on a diagonal to Mengdu, so the crossing between the two banks is very short. The silt should be cleared on a large scale. The emperor ordered Minister Shi Pu to take charge. At the same time some proposed cutting Qili Harbor at Zhenjiang to draw water from above Jinshan through Danyang and avoid the hazards of Mengdu. Zhenjiang Prefect Lin E argued that the detour was rocky, would ruin too much farmland and graves, and that dredging Jingkou Sluice and Ganlu Dam would be shorter and cheaper. The court followed Lin E's advice. Zhejiang Vice Commissioner Hu Qing also wanted the dams at Xingang and Benniu removed and stone sluices built to hold back the water. That too was approved. But the plans to dredge Desheng and cut the new harbor were both dropped. Though the stone sluices were built, they could hold little water, and grain barges still used Mengdu.

天順元年，尚寶少卿淩信言，糧艘從鎮江裏河為便。帝以為然，命糧儲河道都御史李秉通七里港口，引江水注之，且浚奔牛、新港之淤。巡撫崔恭又請增置五閘。至成化四年，閘工始成。於是漕舟盡由裏河，其入二河者，回空之艘及他舟而已。定制，孟瀆河口與瓜、儀諸港俱三年一浚。孟瀆寬廣不甚淤，裏河不久輒涸，則又改從孟瀆。

In Tianshun 1 Junior Companion Ling Xin of the Court of Imperial Entertainments said grain ships should use Zhenjiang's inner canal. The emperor agreed and ordered Censor-in-Chief Li Bing of Grain Transport to open Qili Harbor, feed Yangtze water into it, and dredge the silt at Benniu and Xingang. Grand Coordinator Cui Gong also asked that five more sluices be built. The sluice works were not finished until Chenghua year 4. Grain traffic then used the inner canal entirely; only empty return ships and other craft took the two branch rivers. By regulation the mouth of Mengdu and the harbors at Guazhou and Yizhen were dredged every three years. Mengdu was wide and did not silt heavily, but the inner canal soon ran dry, and traffic shifted back to Mengdu.

弘治十七年，部臣復陳夏港、孟瀆遠浮大江之害，請亟浚京口淤，而引練湖灌之。詔速行。正德二年復開白塔河及江口、大橋、潘家、通江四閘。十四年從督漕都御史臧鳳言，浚常州上下里河，漕舟無阻者五十餘載。

In Hongzhi year 17 ministry officials again warned of the risk of sending barges far out on the Yangtze from Xiagang and Mengdu, and urged that Jingkou be dredged at once and Lianhu Lake used to feed the channel. The emperor ordered the work done quickly. In Zhengde year 2 the Baita River and the Jiangkou, Daqiao, Panjia, and Tongjiang sluices were opened again. In year 14, on the advice of Censor-in-Chief Zang Feng of Grain Transport, the inner canal above and below Changzhou was dredged, and grain traffic ran clear for more than fifty years.

萬曆元年又漸涸，復一浚之。歲貢生許汝愚上言：「國初置四閘：曰京口，曰丹徒，防三江之涸；曰呂城，曰奔牛，防五湖之泄。自丹陽至鎮江蓄為湖者三：曰練湖，曰焦子，曰杜墅。歲久，居民侵種，焦、杜二湖俱涸，僅存練湖，猶有侵者。而四閘俱空設矣。請浚三湖故址通漕。」總河傅希摯言：「練湖已浚，而焦子、杜墅源少無益。」其議遂寢。未幾，練湖復淤淺。

In Wanli 1 it began to dry up again and was dredged once more. Annual tribute student Xu Runyu submitted: "At the founding of the dynasty four sluices were built—Jingkou and Dantu to keep the Three Rivers from running dry; Lücheng and Benniu to keep the Five Lakes from draining away; and from Danyang to Zhenjiang three lakes were kept in reserve: Lianhu, Jiaozi, and Dushu. Over time locals encroached to farm them; Jiaozi and Dushu both dried up, and only Lianhu remained, still subject to encroachment. The four sluices had become useless. He asked that the three lakes be restored to serve transport. Grand Canal Director Fu Xizhi replied: "Lianhu has already been dredged, but Jiaozi and Dushu have too little inflow to help." The proposal was dropped. Before long Lianhu silted up again.

五年，御史郭思極、陳世寶先後請復練湖，浚孟瀆。而給事中湯聘尹則請於京口旁別建一閘，引江流內注，潮長則開，縮則閉。御史尹良任又言：「孟瀆渡江入黃家港，水面雖闊，江流甚平，由此抵泰興以達灣頭、高郵僅二百餘里，可免瓜、儀不測之患。，至如京口北渡金山而下，中流遇風有漂溺患，宜挑甘露港夾岸洲田十餘里，以便回泊。」御史林應訓又言：「自萬緣橋抵孟瀆，兩厓陡峻，雨潦易圮，且江潮湧沙，淤塞難免。宜於萬緣橋、黃連樹各建閘以資蓄泄。」又言：「練湖自西晉陳敏遏馬林溪，引長山八十四溪之水以溉雲陽，堤名練塘，又曰練河，凡四十里許。環湖立涵洞十三。宋紹興時，中置橫埂，分上下湖，立上、中、下三閘。八十四溪之水始經辰溪沖入上湖，復由三閘轉入下湖。洪武間，因運道澀，依下湖東堤建三閘，借湖水以濟運，後乃漸堙。今當盡革侵佔，復浚為湖。上湖四際夾阜，下湖東北臨河，原埂完固，惟應補中間缺口，且增築西南，與東北相應。至三閘，惟臨湖上閘如故，宜增建中、下二閘，更設減水閘二座，界中、下二閘間。共革田五千畝有奇，塞沿堤私設涵洞，止存其舊十三處，以宣洩湖水。冬春即閉塞，毋得私啟。蓋練湖無源，惟藉瀦蓄，增堤啟閘，水常有餘，然後可以濟運。臣親驗上湖地仰，八十四溪之水所由來，懼其易泄；下湖地平衍，僅高漕河數尺，又常懼不盈。誠使水裕堤堅，則應時注之，河有全力矣。」皆下所司酌議。

In year 5 Censors Guo Siji and Chen Shibao in turn asked that Lianhu be restored and Mengdu dredged. Supervising Secretary Tang Pinyin proposed a new sluice beside Jingkou to draw Yangtze water in, opening when the tide rose and closing when it fell. Censor Yin Liangren also said: "Crossing from Mengdu into Huangjia Harbor, though the water is wide the current is gentle; from there to Taixing and on to Wantou and Gaoyou is only a little over two hundred li, avoiding the hazards of Guazhou and Yizhen. But north from Jingkou, crossing Jinshan and running downstream, midstream winds can capsize boats; he urged dredging more than ten li of shoal farmland along Ganlu Harbor for shelter and turning. Censor Lin Yingxun added: "From Wanyuan Bridge to Mengdu the banks are steep, rain easily washes them away, and Yangtze sand silts the channel without fail. Sluices should be built at Wanyuan Bridge and Huanglianshu to store and release the water. He also described Lianhu: in the Western Jin, Chen Min dammed Malin Stream and drew in the eighty-four streams of Changshan to irrigate Yunyang; the embankment was called Liantang or the Lian River, about forty li long. Thirteen culverts were built around the lake. Under the Song in the Shaoxing era a cross-dike divided the upper and lower lakes, with upper, middle, and lower sluices. Water from the eighty-four streams first entered the upper lake through Chen Stream, then passed through the three sluices into the lower lake. In the Hongwu reign, when the transport channel ran low, three sluices were built along the east dike of the lower lake to feed the canal; later they gradually silted up. Encroachments should be cleared and the lake restored. The upper lake is ringed by hills; the lower lake faces the river to the northeast. The old embankment is largely intact—only the gap in the middle needs repair, with the southwest raised to match the northeast. Of the three sluices only the upper one by the lake still stands; the middle and lower sluices should be rebuilt, with two spill sluices between them. This would reclaim more than five thousand mu of farmland, close private culverts along the dike, and keep only the original thirteen outlets to release lake water. In winter and spring they would stay closed and might not be opened without authority. Lianhu has no spring of its own and depends entirely on storage; with higher dikes and controlled sluices the water can be kept full enough to feed the canal. I have inspected the site myself: the upper lake sits on rising ground where the eighty-four streams enter, and I fear the water drains away too easily; the lower lake is flat and only a few feet above the grain canal, and I often fear it will not fill. If the water is truly ample and the dikes strong, timely release would give the canal its full force. All these proposals were referred to the relevant offices for review.

十三年，鎮江知府吳捴謙復言：「練湖中堤宜飭有司春初即修，以防沖決，且禁勢豪侵佔。」從之。十七年浚武進橫林漕河。

In year 13 Zhenjiang Prefect Wu Youqian urged again: "The middle dike of Lianhu should be repaired each spring to prevent breaches, and powerful families must be barred from encroaching. The court agreed. In year 17 the Henglin grain canal at Wujin was dredged.

崇禎元年，浚京口漕河。五年，太常少卿薑志禮建《漕河議》，言：「神廟

In Chongzhen 1 the grain canal at Jingkou was dredged. In Chongzhen year 5, Vice Minister of Ceremonies Jiang Zhili submitted the "Treatise on the Grain Canal," stating: "In the early Wanli reign—

初，先臣寶著《漕河議》，當事採行，不開河而濟運者二十餘年。後復佃湖妨運，歲累畚鍤。故老有言，「京口閘底與虎丘塔頂平」，是可知挑河無益，蓄湖為要也。今當革佃修閘，而高築上下湖圍埂，蓄水使深。且漕河閘座非僅京口、呂城、新閘、奔牛數處而已，陵口、尹公橋、黃泥壩、新豐、大犢山節節有閘，皆廢去，並宜修建。而運道支流如武進洞子河、連江橋河、扁擔河，丹陽簡橋河、陳家橋河、七里橋河、丁議河、越瀆河，勝村溪之大壩頭，丹陽甘露港南之小閘口，皆應急修整。至奔牛、呂城之北，各設減水閘。歲十月實以土，商民船盡令盤壩。此皆舊章所當率由。近有欲開九曲河，使運船竟從泡港閘出江，直達揚子橋，以免瓜洲啟閘稽遲者，試而後行可也。回空糧艘及官舫，宜由江行，而於河莊設閘啟閉。數役並行，漕事乃大善矣。」議不果行。

my forebear Bao wrote the "Treatise on the Grain Canal"; the authorities adopted it, and for more than twenty years grain transport was sustained without opening new channels. Later the lake was leased for farming again, blocking transport, and dredging with spades and mattocks became an annual burden. Elders say, "The floor of the Jingkou sluice is level with the summit of Tiger Hill pagoda"—which shows that dredging the canal is useless and impounding the lake is what matters. Now leasing should be ended and the sluices repaired, and the ring dikes around the upper and lower lakes should be raised to hold a deep head of water. Sluice stations on the grain canal are not limited to Jingkou, Lücheng, Xinzha, and Benniu; Lingkou, Yinggong Bridge, Huangniba, Xinfeng, and Dadushan each had sluices in turn—all now abandoned—and every one should be rebuilt. Transport branches such as Wujin's Dongzi River, Lianjiang Bridge River, and Biandan River; Danyang's Jianqiao River, Chenjia Bridge River, Qili Bridge River, Dingyi River, and Yuedu River; the great dam at Shengchun Creek; and the small sluice south of Danyang's Ganlu Harbor—all need urgent repair. North of Benniu and Lücheng, a spill sluice should be built at each place. Each year in the tenth month the sluices are filled with earth, and merchant and civilian boats are all made to portage the dams. These are all rules of the old regulations that should be followed without fail. Some have lately proposed opening the Jiuqu River so grain barges could leave through Paogang Sluice straight into the Yangtze and reach Yangzi Bridge, avoiding the delays of opening the Guazhou sluices—a trial before full adoption would be wise. Empty return grain fleets and official barges should use the Yangtze route, with sluices at Hezhuang to control entry and exit. If these works were carried out together, grain transport would be greatly improved. The proposal was not carried out.

江漕者，湖廣漕舟由漢、沔下潯陽，江西漕舟出章江、鄱陽而會於湖口，暨南直隸寧、太、池、安、江寧、廣德之舟，同浮大江，入儀真通江閘，以溯淮、揚入閘河。瓜、儀之間，運道之咽喉也。洪武中，餉遼卒者，從儀真上淮安，由鹽城泛海；餉梁、晉者，亦從儀真赴淮安，盤壩入淮。江口則設壩置閘，凡十有三。浚揚子橋河至黃泥灣九千餘丈。永樂間，浚儀真清江壩、下水港及夾港河，修沿江堤岸。洪熙元年浚儀真壩河，後定制儀真壩下黃泥灘、直河口二港及瓜洲二港、常州之孟瀆河皆三年一浚。宣德間，從侍郎趙新、御史陳祚請，浚黃泥灘、清江閘。成化中，建閘於儀真通江河港者三，江都之留潮通江者二。已而通江港塞。弘治初，復開之，既又於總港口建閘蓄水。儀真、江都二縣間，有官塘五區，築閘蓄水，以溉民田，豪民佔以為業，真、揚之間運道阻梗。嘉靖二年，御史秦鉞請復五塘。從之。萬曆五年，御史陳世寶言：「儀真江口，去閘太遠，請於上下十數丈許增建二閘，隨湖啟閉，以截出江之船，盡令入閘，庶免遲滯。」疏上，議行。

River transport: grain barges from Huguang descend the Han and Mian to Xunyang; Jiangxi barges leave the Zhang River and Poyang and converge at Hukou; together with vessels from Ning, Tai, Chi, An, Jiangning, and Guangde in southern Zhili they all sail the Great River, enter through Yizhen's Tongjiang Sluice, and ascend the Huai and Yang into the canal. Between Guazhou and Yizhen lies the throat of the transport route. Under Hongwu, grain for Liao garrisons went up from Yizhen to Huai'an and then crossed the sea from Yancheng; for Liang and Jin it likewise went from Yizhen to Huai'an and portaged the dams into the Huai. At the river mouth dams and sluices were installed—thirteen in all. The Yangzi Bridge River was dredged as far as Huangniwan—more than nine thousand zhang. During Yongle the Yizhen Qingjiang dam, Xiaoshui Harbor, and Jiagang River were dredged, and the river dikes were repaired. In Hongxi 1 the Yizhen dam river was dredged; later by regulation Huangnitan and Zhihekou below the Yizhen dam, the two Guazhou harbors, and Changzhou's Mengdu River were dredged every three years. In Xuande, at the request of Vice Minister Zhao Xin and Censor Chen Zuo, Huangnitan and Qingjiang Sluice were dredged. In Chenghua three sluices were built at Yizhen's Tongjiang harbors and two at Jiangdu's Liuchao Tongjiang. Later Tongjiang Harbor silted shut. In early Hongzhi it was opened again, and then a sluice was built at Zonggangkou to impound water. Between Yizhen and Jiangdu lay five official ponds with sluices to store water for irrigation, but powerful families seized them for profit and the transport channel between Yizhen and Yangzhou was obstructed. In Jiajing year 2 Censor Qin Yue asked that the five ponds be restored. The court agreed. In Wanli year 5 Censor Chen Shibao said: "At the Yizhen river mouth the sluice is too far from the river; please add two sluices a few tens of zhang upstream and downstream, opening and closing with the lake level, to catch boats bound for the Yangtze and force them through the sluice, so delays may be avoided. The memorial was approved and the plan adopted.

白塔河者，在泰州。上通邵伯，下接大江，斜對常州孟瀆河與泰興北新河，皆浙漕間道也。自陳瑄始開。宣德間，從趙新、陳祚請，命瑄役夫四萬五千餘人浚之，建新閘、潘家莊、大橋、江口四閘。正統四年，水潰閘塞，都督武興因閉不用，仍自瓜洲盤壩。瓜洲之壩，洪武中置，凡十五，列東西二港間。永樂間，廢東壩為廠，以貯材木，止存西港七壩。漕舟失泊，屢遭風險。英宗初年，乃復浚東港。既而巡撫周忱築壩白塔河之大橋閘，以時啟閉，漕舟稍分行。自鎮江裏河開浚，漕舟出甘露、新港，徑渡瓜洲；而白塔、北新，皆以江路險遠，舍而不由矣。

The Baita River lies in Taizhou. It connects upstream to Shaobo and downstream to the Great River; obliquely across lie Changzhou's Mengdu River and Taixing's Beixin River—all alternate routes for Zhejiang grain transport. It was first opened by Chen Xuan. In Xuande, at the request of Zhao Xin and Chen Zuo, Chen Xuan was ordered to dredge it with more than forty-five thousand laborers, building four sluices at Xinzha, Panjiazhuang, Daqiao, and Jiangkou. In Zhengtong year 4 floods burst the sluices; Commissioner-in-chief Wu Xing closed them and abandoned the route, and traffic still portaged the dams at Guazhou. The dams at Guazhou were established in Hongwu—fifteen in all, set between the eastern and western harbors. During Yongle the eastern dams were turned into a timber depot; only seven dams at the western harbor remained. Grain barges lost safe anchorage and repeatedly met danger in high winds. In the early years of Emperor Yingzong the eastern harbor was dredged again. Later Grand Coordinator Zhou Chen built a dam at the Daqiao sluice on the Baita River, opening and closing it on schedule, and grain barges gradually split between routes. Once the inner canal at Zhenjiang was dredged open, grain barges left through Ganlu and Xingang and crossed straight to Guazhou; while Baita and Beixin, because the Yangtze route was dangerous and distant, were set aside and no longer used.

衛漕者，即衛河。源出河南輝縣，至臨清與會通河合，北達天津。自臨清以北皆稱衛河。詳具本《志》。

Wei transport is the Wei River. It rises in Huixian, Henan; at Linqing it joins the Huitong River and runs north to Tianjin. From Linqing northward the whole course is called the Wei River. The full account is given in this Treatise.

白漕者，即通濟河。源出塞地，經密雲縣霧靈山，為潮河川。而富河、罾口河、七渡河、桑乾河、三里河俱會於此，名曰白河。南流經通州，合通惠及榆、渾諸河，亦名潞河。三百六十里，至直沽會衛河入海，賴以通漕。楊村以北，勢若建瓴，底多淤沙。夏秋水漲苦潦，冬春水微苦澀。沖潰徙改頗與黃河同。耎兒渡者，在武清、通州間，尤其要害處也。自永樂至成化初年，凡八決，輒發民夫築堤。而正統元年之決，為害尤甚，特敕太監沐敬、安遠侯柳溥、尚書李友直隨宜區畫，發五軍營卒五萬及民夫一萬築決堤。又命武進伯硃冕、尚書吳中役五萬人，去河西務二十里鑿河一道，導白水入其中。二工並竣，人甚便之，賜河名曰通濟，封河神曰通濟河神。先是，永樂二十一年築通州抵直沽河岸，有沖決者，隨時修築以為常。迨通濟河成，決岸修築者亦且數四。萬曆三十一年從工部議，挑通州至天津白河，深四尺五寸，所挑沙土即築堤兩岸，著為令。

Bai transport is the Tongji River. It rises in the frontier; passing Miyun's Wuling Mountain it becomes the Chao River. The Fu, Zengkou, Qidu, Sanggan, and Sanli rivers all converge here and are called the Bai River. It flows south through Tongzhou, joins the Tonghui and Yu and Hun rivers, and is also called the Lu River. Three hundred and sixty li to Zhigu it meets the Wei River and enters the sea—grain transport depends on this course. North of Yangcun the slope is steep as a tilted jar, and the bed holds much silt. In summer and autumn floods are a plague; in winter and spring low water turns brackish. Breaches and channel shifts resemble those of the Yellow River in many ways. Ruan'er Ford, between Wuqing and Tongzhou, is the most critical point of all. From Yongle to early Chenghua it broke eight times, and each time corvée labor was sent to build dikes. The breach of Zhengtong year 1 did the worst damage; a special decree ordered Eunuch Mu Jing, Marquis of Anyuan Liu Bo, and Minister Li Youzhi to plan as needed, with fifty thousand troops from the Five Military Camps and ten thousand laborers to repair the broken dike. Zhu Mian, Military Count of Wujin, and Minister Wu Zhong were also ordered to mobilize fifty thousand men and cut a channel twenty li west of Hexiwu to lead the Bai River into it. When both works were finished the people found them very convenient; the river was named Tongji, and the river god was enfeoffed as God of the Tongji River. Earlier, in Yongle year 21 the bank from Tongzhou to Zhigu was built; wherever it broke, repair at once became routine. After the Tongji River was finished, the bank was repaired for breaches some four times as well. In Wanli year 31, following the Ministry of Works, the Bai River from Tongzhou to Tianjin was dredged to four chi five cun; the spoil was piled into dikes on both banks—this was made permanent regulation.

大通河者，元郭守敬所鑿。由大通橋東下，抵通州高麗莊，與白河合，至直沽，會衛河入海，長百六十里有奇。十里一閘，蓄水濟運，名曰通惠。又以白河、榆河、渾河合流，亦名潞河。洪武中漸廢。

The Datong River was excavated by the Yuan's Guo Shoujing. From east of Datong Bridge down to Tongzhou's Gaoli Zhuang it joins the Bai River to Zhigu, meets the Wei River and enters the sea—a course of more than one hundred and sixty li. A sluice every ten li impounded water for transport—it was named Tonghui. Because the Bai, Yu, and Hun rivers join in confluence, it is also called the Lu River. In Hongwu it was gradually abandoned.

永樂四年八月，北京行部言：「宛平昌平西湖、景東牛欄莊及青龍華家ＢＧ1111山三閘，水沖決岸。」命發軍民修治。明年復言：「自西湖、景東至通流，凡七閘，河道淤塞。自昌平東南白浮村至西湖、景東流水河口一百里，宜增置十二閘。」從之。未幾，閘俱堙，不復通舟。

In the eighth month of Yongle year 4 the Beijing regional office reported: "At West Lake and Jingdong Niulanzhuang in Changping, and at Qinglong Huajia Mountain—three sluices where floodwaters have breached the banks. The court ordered soldiers and civilians mobilized for repairs. The next year they reported again: "From West Lake and Jingdong to Tongliu, seven sluices in all—the channel is silted shut. From Baifu Village southeast of Changping to the drainage mouths at West Lake and Jingdong—a stretch of one hundred li—twelve more sluices should be added. The court agreed. Before long all the sluices silted over and boats could no longer pass.

成化中，漕運總兵官楊茂言：「每歲自張家灣舍舟，車轉至都下，僱值不貲。舊通惠河石閘尚存，深二尺許，修閘瀦水，用小舟剝運便。」又有議於三里河從張家灣煙墩橋以西疏河泊舟者。下廷臣集議，遣尚書楊鼎、侍郎喬毅相度。上言：「舊閘二十四座，通水行舟。但元時水在宮牆外，舟得入城內海子灣。今水從皇城金水河出，故道不可復行。且元引白浮泉往西逆流，今經山陵，恐妨地脈。又一畝泉過白羊口山溝，兩水沖截難引。若城南三里河舊無河源，正統間修城壕，恐雨多水溢，乃穿正陽橋東南□□下地，開壕口以泄之，始有三里河名。自壕口八里，始接渾河。舊渠兩岸多廬墓，水淺河窄，又須增引別流相濟。如西湖草橋源出玉匠局、馬跑等地，泉不深遠。元人曾用金口水，洶湧沒民舍，以故隨廢。惟玉泉、龍泉及月兒、柳沙等泉，皆出西北，循山麓而行，可導入西湖。請浚西湖之源，閉分水清龍閘，引諸泉水從高梁河，分其半由金水河出，餘則從都城外壕流轉，會於正陽門東。城壕且閉，令勿入三里河並流。大通橋閘河隨旱澇啟閉，則舟獲近倉，甚便。」帝從其議。方發軍夫九萬修浚，會以災異，詔罷諸役。所司以漕事大，乃命四萬人浚城壕，而西山、玉泉及抵張家灣河道，則以漸及焉。越五年，乃敕平江伯陳銳，副都御史李裕，侍郎翁世資、王詔督漕卒浚通惠河，如鼎、毅前議。明年六月，工成，自大通橋至張家灣渾河口六十餘里，浚泉三，增閘四，漕舟稍通。然元時所引昌平三泉俱遏不行，獨引一西湖，又僅分其半，河窄易盈涸。不二載，澀滯如舊。正德二年嘗一浚之，且修大通橋至通州閘十有二，壩四十有一。

In Chenghua the Grand Coordinator of Grain Transport Yang Mao said: "Each year at Zhangjiawan we leave the boats and cart grain to the capital—the hire costs are enormous. The stone sluices of the old Tonghui River still stand, two chi or so deep; if the sluices were repaired to hold water, lighterage by small boats would be far easier. Others proposed dredging the Sanli River west of Zhangjiawan's Yandun Bridge to berth boats. The matter went to the ministries for joint deliberation, and Ministers Yang Ding and Qiao Yi were sent to survey the ground. They reported: "Of the old twenty-four sluices, water flowed and boats passed. In Yuan times the water lay outside the palace walls and boats could enter the inner-city reservoir. Now the water leaves through the imperial-city Jinshui River, so the old course cannot be restored. Moreover the Yuan diverted the Baifu spring westward against the current; today that would pass the imperial tombs and might disturb the geomantic pulse. The Yimu spring also runs through the gully at Baiyangkou Mountain—two currents collide and are hard to lead away. South of the city the old Sanli River had no natural source; during the Zhengtong repair of the city moat, fearing rain would raise the water too high, they cut through low-lying ground southeast of Zhengyang Bridge and opened a moat outlet to drain it, and only then was it called the Sanli River. Eight li from the moat outlet it joins the Hun River. Along the old channel both banks are crowded with reed huts and tombs; the water is shallow and the river narrow, and extra diversion from other streams would be needed. Sources such as West Lake's Caoqiao, fed from the Jade Crafts Bureau, Mapao, and other places, are neither deep nor far-reaching. The Yuan once used Jinshui, which surged and drowned commoners' houses, and for that reason abandoned it. Only the Yuquan, Longquan, Yue'er, Liusha, and other springs—all rise in the northwest and run along the foothills—can be led into West Lake. Dredge the source of West Lake, close the Fenzhang Qinglong sluice, and lead all these springs from Gaoliang River—half out through the Jinshui River, the rest circling outside the capital moat to meet east of Zhengyang Gate. Close the city moat as well so it does not join the Sanli River flow. The Datong Bridge sluice-river should open and close with drought and flood, and then boats can reach the granaries nearby—very convenient. The emperor approved the plan. Just as ninety thousand laborers were sent to dredge, omens and disasters appeared and an edict halted all the works. The responsible office, because grain transport was pressing, then ordered forty thousand men to dredge the city moat, while the channels from the western hills and Yuquan to Zhangjiawan would be tackled step by step. Five years later an edict ordered Military Count Chen Rui, Vice Censor-in-chief Li Yu, and Vice Ministers Weng Shizi and Wang Zhao to supervise grain-transport troops dredging the Tonghui River as Ding and Yi had proposed. The next year, in the sixth month, the work was finished—from Datong Bridge to Zhangjiawan's Hun River mouth, more than sixty li; three springs were dredged and four sluices added; grain barges could pass in part. Yet the three Changping springs the Yuan had diverted were all blocked off; only West Lake was led in, and even that at half strength—the channel was narrow and prone to flood or run dry. Within two years, silting and sluggish flow had returned as before. In the second year of Zhengde (1507) the channel was dredged once; twelve sluices from Datong Bridge to Tongzhou were repaired, and forty-one dams restored.

嘉靖六年，御史吳仲言：「通惠河屢經修復，皆為權勢所撓。顧通流等八閘遺跡俱存，因而成之，為力甚易，歲可省車費貲二十餘萬。且歷代漕運皆達京師，未有貯國儲於五十里外者。」帝心以為然，命侍郎王軏、何詔及仲偕相度。軏等言：「大通橋地形高白河六丈餘，若浚至七丈，引白河達京城，諸閘可盡罷，然未易議也。計獨浚治河閘，但通流閘在通州舊城中，經二水門，南浦、土橋、廣利三閘皆闤闠衢市，不便轉挽。惟白河濱舊小河廢壩西，不一里至堰水小壩，宜修築之，使通普濟閘，可省四閘兩關轉搬力。」而尚書桂萼言不便，請改修三里河。帝下其疏於大學士楊一清、張璁。一清言：「因舊閘行轉搬法，省運軍勞費，宜斷行之。」璁亦言：「此一勞永逸之計，萼所論費廣功難。」帝乃卻萼議。

In the sixth year of Jiajing (1527), Censor Wu Zhong memorialized: "The Tonghui River has been restored again and again, yet each time powerful interests have obstructed the work. Yet the sites of the eight sluices, including Tongliu, are still there; finishing the work would be easy, and more than two hundred thousand taels in carting costs could be saved each year. Moreover, through every dynasty grain transport had reached the capital; never had the state storehouses been kept more than fifty li away." The emperor was persuaded, and ordered Vice Ministers Wang Yun and He Zhao, together with Zhong, to conduct a joint survey. Yun and his colleagues reported: "The ground at Datong Bridge stands more than six zhang above the Bai River; dredged to seven zhang, the Bai could be led straight into the capital and every sluice dispensed with—but that proposal is not yet ripe for decision. They reckoned on dredging the river sluices alone; but Tongliu Sluice stood inside old Tongzhou, passing two water gates, and Nanpu, Tuqiao, and Guangli—the three sluices—lay in crowded market quarters where transshipment was awkward. West of the abandoned dam on the old creek beside the Bai River, less than a li from the Yanshui minor dam, they proposed repair so the channel would reach Puji Sluice—eliminating transshipment at four sluices and two customs passes." But Minister Gui E objected and urged that repairs be redirected to the Sanli River instead. The emperor referred the memorial to Grand Secretaries Yang Yiqing and Zhang Cong. Yang Yiqing argued: "Using the existing sluices with transshipment will spare the transport corps labor and expense—the plan should be approved outright." Zhang Cong added: "This is a single undertaking meant to last for generations; Gui E's scheme would be costly and hard to finish." The emperor then set aside Gui E's proposal.

明年六月，仲報河成，因疏五事，言：「大通橋至通州石壩，地勢高四丈，流沙易淤，宜時加浚治。管河主事宜專委任，毋令兼他務。官吏、閘夫以罷運裁減，宜復舊額。慶豐上閘、平津中閘今已不用，宜改建通州西水關外。剝船造費及遞歲修艌，俱宜酌處。」帝以先朝屢勘行未即功，仲等四閱月工成，詔予賞，悉從其所請。仲又請留督工郎中何棟專理其事，為經久計。從之。九年擢棟右通政，仍管通惠河道。是時，仲出為處州知府，進所編《通惠河志》。帝命送史館，採入《會典》，且頒工部刊行。自此漕艘直達京師，迄於明末。人思仲德，建祠通州祀之。

The following year, in the sixth month, Zhong reported the river finished and submitted five recommendations: "From Datong Bridge to Tongzhou's stone dam the bed rises four zhang; drifting sand silts easily, and dredging should be kept up regularly. The official in charge of the river should have sole responsibility and no collateral duties. Officials and sluice workers had been cut when transport was suspended; their former quotas should be restored. Qingfeng Upper Sluice and Pingjin Middle Sluice, now disused, should be rebuilt outside Tongzhou's west water gate. The cost of building lighters and the annual upkeep of barges should all be reconsidered and provided for." The emperor noted that under the previous reign surveys had been made and work begun again and again without timely success; Zhong and his team finished in four months. He issued rewards and granted every request. Zhong also asked that Supervising Director He Dong be kept on to manage the project permanently. The court agreed. In the ninth year (1530) He Dong was promoted to Right Commissioner of Transmission while continuing to oversee the Tonghui River. By then Zhong had been appointed prefect of Chuzhou and presented his compiled Gazetteer of the Tonghui River. The emperor ordered it sent to the Historiography Institute, excerpted into the Collected Statutes, and published by the Ministry of Works. From that point grain barges sailed straight to the capital, and did so until the dynasty's fall. People cherished Wu Zhong's service; a shrine was built at Tongzhou in his honor.

豐潤環香河者，浚自成化間，運粟十餘萬石以餉薊州東路者也。後堙廢，餉改薊州給，大不便。嘉靖四十五年從御史鮑承廕請，復之，且建三閘於北濟、張官屯、鴉鴻橋以瀦水。

The Fengrun-Xianghe canal, dredged starting in the Chenghua reign, moved more than a hundred thousand shi of grain to supply Jizhou's eastern garrison route. Later it silted up and was abandoned; supplies were issued from Jizhou instead, which was highly inconvenient. In the forty-fifth year of Jiajing (1566), on Censor Bao Chengyin's memorial, the canal was restored and three sluices built at Beiji, Zhangguantun, and Yahong Bridge to store water.

海運，始於元至元中。伯顏用硃清、張瑄運糧輸京師，僅四萬餘石。其後日增，至三百萬餘石。初，海道萬三千餘里，最險惡，既而開生道，稍徑直。後殷明略又開新道，尤便。然皆出大洋，風利，自浙西抵京不過旬日，而漂失甚多。

Sea transport began in the Yuan dynasty's Zhiyuan period. Bayan employed Zhu Qing and Zhang Xuan to ship grain to the capital—only some forty thousand shi. Volumes rose year by year until they exceeded three million shi. At first the route ran more than thirteen thousand li through the open sea and was extremely dangerous; later a coastal "live route" was opened that was somewhat straighter. Later Yin Minglue opened yet another route that was still more convenient. Yet all these courses lay on the open ocean; with fair winds one could reach the capital from western Zhejiang in under ten days, but losses from wreck and drift were enormous.

十三年五月復罷海運，惟存遮洋一總，運遼、薊糧。正統十三年減登州衛海船百艘為十八艘，以五艘運青、萊、登布花鈔錠十二萬餘斤，歲賞遼軍。

In the thirteenth year, in the fifth month, sea transport was abolished again; only the Zheyang command was kept on to ship grain for Liaodong and Jizhou. In the thirteenth year of Zhengtong (1448) Dengzhou Guard's fleet was cut from a hundred vessels to eighteen; five ships carried more than 120,000 jin of cloth and ingots from Qingzhou, Laizhou, and Dengzhou each year as rewards for the Liaodong garrison.

成化二十三年，侍郎丘浚進大學衍義補，請尋海運故道與河漕並行，大略言：「海舟一載千石，可當河舟三，用卒大減。河漕視陸運費省什三，海運視陸省什七，雖有漂溺患，然省牽卒之勞、駁淺之費、挨次之守，利害亦相當。宜訪素知海道者，講求勘視。」其說未行。弘治五年，河決金龍口，有請復海運者，朝議弗是。

In the twenty-third year of Chenghua (1487), Vice Minister Qiu Jun presented his Supplement to the Great Learning and urged that the old sea route be reopened to run alongside the canal, arguing in substance: "A sea-going vessel carries a thousand shi—the load of three river barges—and needs far fewer men. Canal transport cost one-third less than overland haulage; sea transport seven-tenths less. Wreck and drowning remained a risk, but one spared the toil of draft teams, the cost of lightering shallows, and the delays at relay stations—the trade-offs roughly balanced. Experts who knew the sea lanes should be consulted and the route surveyed." The proposal was never adopted. In the fifth year of Hongzhi (1492), when the Yellow River burst at Jinlong Mouth, some urged a return to sea transport, but the court rejected the idea.

嘉靖二年，遮洋總漂糧二萬石，溺死官軍五十餘人。五年停登州造船。二十年，總河王以旂以河道梗澀，言：「海運雖難行，然中間平度州東南有南北新河一道，元時建閘直達安東，南北悉由內洋而行，路捷無險，所當講求。」帝以海道迂遠，卻其議。三十八年，遼東巡撫侯汝諒言：「天津入遼之路，自海口至右屯河通堡不及二百里，其中曹泊店、月坨桑、薑女墳、桃花島皆可灣泊。」部覆行之。四十五年，順天巡撫耿隨朝勘海道，自永平西下海，百四十五里至紀各莊，又四百二十六里至天津，皆傍岸行舟。其間開洋百二十里，有建河、糧河、小沽、大沽河可避風。初允其議，尋以御史劉翾疏沮而罷。是年，從給事中胡應嘉言，革遮洋總。

In the second year of Jiajing (1523), the Zheyang command lost twenty thousand shi of grain to wreck and drift, and more than fifty officers and soldiers drowned. In the fifth year (1526) shipbuilding at Dengzhou was suspended. In the twentieth year (1541), Grand Canal Director Wang Yiqin, finding the canal silted and sluggish, argued: "Sea transport may be hard to revive, but midway, southeast of Pingdu, there is a north-south New River that the Yuan had sluiced straight through to Andong; traffic north and south ran inside the coastal waters—swift and safe—and ought to be investigated." The emperor dismissed the plan as too long and indirect a sea route. In the thirty-eighth year (1559), Liaodong Grand Coordinator Hou Ruliang reported: "The passage from Tianjin into Liaodong—from the estuary to the Right Tun River pass-fort is under two hundred li; Caobodian, Yuetuo Hill, Jiangnü Grave, and Peach Blossom Island all offer sheltered anchorages." The ministry approved and implemented the plan. In the forty-fifth year (1566), Shuntian Grand Coordinator Geng Suichao surveyed the sea route: from west of Yongping to the sea it was 145 li to Jigezhuang, then 426 li to Tianjin, all navigable along the coast. One stretch of open sea ran 120 li; the Jian, Liang, Xiaogu, and Dagou rivers offered shelter from wind. The plan was approved at first, but soon abandoned after Censor Liu Xuan objected. That same year, on Supervising Secretary Hu Yingjia's memorial, the Zheyang command was abolished.

隆慶五年，徐、邳河淤，從給事中宋良佐言，復設遮洋總，存海運遺意。山東巡撫梁夢龍極論海運之利，言：「海道南自淮安至膠州，北自天津至海倉，島人商賈所出入。臣遣卒自淮、膠各運米麥至天津，無不利者。淮安至天津三千三百里，風便，兩旬可達。舟由近洋，島嶼聯絡，雖風可依，視殷明略故道甚安便。五月前風順而柔，此時出海可保無虞。」命量撥近地漕糧十二萬石，俾夢龍行之。

In the fifth year of Longqing (1571), when the Xu and Pi rivers silted up, Supervising Secretary Song Liangzuo's memorial led to the Zheyang command being restored as a vestige of sea transport. Shandong Grand Coordinator Liang Menglong made a forceful case for sea transport: "South from Huai'an to Jiaozhou and north from Tianjin to Haicang are the lanes islanders and merchants already use. I sent men from Huai'an and Jiaozhou to ship rice and wheat to Tianjin by that route without mishap. From Huai'an to Tianjin is 3,300 li; with fair winds the run takes about twenty days. Vessels keep to the near-shore waters where islands lie in chains; even in wind they have shelter. The course is far safer and handier than Yin Minglue's old route. Before the fifth month the winds are steady and mild; sailing then is safest." The court ordered 120,000 shi of nearby canal grain allocated for Menglong to move by sea.

六年，王宗沐督漕，請行海運。詔令運十二萬石自淮入海。其道，由雲梯關東北曆鷹遊山、安東衛、石臼所、夏河所、齊堂島、靈山衛、古鎮、膠州、鰲山衛、大嵩衛、行村寨，皆海面。自海洋所曆竹島、寧津所、靖海衛，東北轉成山衛、劉公島、威海衛，西曆甯海衛，皆海面。自福山之罘島至登州城北新海口沙門等島，西曆桑島、曵母曵已島，自曵母曵已西曆三山島、芙蓉島、萊州大洋、海倉口；自海倉西曆淮河海口、魚兒鋪，西北曆侯鎮店、唐頭塞；自侯鎮西北大清河、小清河海口，乞溝河入直沽，抵天津衛。凡三千三百九十里。

In the sixth year (1572), Wang Zongmu, as grain-transport commissioner, petitioned to resume sea transport. An edict ordered 120,000 shi shipped from Huai'an by sea. The route ran from northeast of Yunti Pass through Yingyou Hill, Andong Guard, Shijiu Station, Xiahe Station, Qitang Island, Lingshan Guard, Gu Town, Jiaozhou, Aoshan Guard, Dasong Guard, and Xingjia Village—all open sea. From Haiyang Station it passed Zhudao and Ningjin Station, Jinghai Guard, then northeast to Chengshan Guard, Liugong Island, and Weihai Guard, and west through Ninghai Guard—all on the sea. From Chifu Island off Fushan to the new sea mouth north of Dengzhou, with Shamen and other islands, then west past Sang Island and the Yemu and Yiyi islands; west of Yemu and Yiyi through Sanshan Island, Furong Island, the Laizhou open sea, and Haicang mouth; west of Haicang through the Huai River estuary and Yuerpu, northwest through Houzhen Shop and Tangtou Fort; and northwest from Houzhen through the Great and Little Qing River estuaries and the Qigou River into Zhigu, to Tianjin Guard. The whole distance was 3,390 li.

萬曆元年，即墨福山島壞糧運七艘，漂米數千石，溺軍丁十五人。給事、御史交章論其失，罷不復行。二十五年，倭寇作，自登州運糧給朝鮮軍。山東副使於仁廉復言：「餉遼莫如海運，海運莫如登、萊。蓋登、萊度金州六七百里，至旅順口僅五百餘里，順風揚帆一二日可至。又有沙門、鼉磯、皇城等島居其中，天設水遞，止宿避風。惟皇城至旅順二百里差遠，得便風不半日可度也。若天津至遼，則大洋無泊；淮安至膠州，雖僅三百里，而由膠至登千里而遙，礁礙難行。惟登、萊濟遼，勢便而事易。」時頗以其議為然，而未行也。四十六年，山東巡撫李長庚奏行海運，特設戶部侍郎一人督之，事具《長庚傳》。

In the first year of Wanli (1573), seven grain ships were wrecked off Fushan Island in Jimo; several thousand shi of rice were lost and fifteen transport soldiers drowned. Supervising secretaries and censors memorialized on the disaster, and sea transport was halted and not resumed. In the twenty-fifth year (1597), during the Japanese invasions, grain was shipped from Dengzhou to supply the army in Korea. Shandong Vice Commissioner Yu Renlian argued again: "To feed Liaodong nothing beats sea transport, and for sea transport nothing beats the Dengzhou-Laizhou route. From Dengzhou and Laizhou it is six or seven hundred li to Jinzhou and only five hundred-odd li to Lüshunkou; with a fair wind one can arrive in a day or two. Shamen, Tuoji, Huangcheng, and other islands lie along the way—nature's own courier stations for anchorage and shelter. Only the two hundred li from Huangcheng to Lüshun is somewhat long; with a fair wind it can be crossed in half a day. The Tianjin-Liaodong route, by contrast, offers no shelter on the open ocean; Huai'an to Jiaozhou is only three hundred li, but from Jiaozhou to Dengzhou is a thousand li of reefs and difficult water; only the Dengzhou-Laizhou run to supply Liaodong is both convenient and practicable." Many at court found his argument persuasive, but it was never implemented. In the forty-sixth year (1618), Shandong Grand Coordinator Li Changgeng memorialized to resume sea transport; a Vice Minister of Revenue was specially appointed to oversee it—the affair is recorded in Li Changgeng's biography.

崇禎十二年，崇明人沈廷揚為內閣中書，復陳海運之便，且輯《海運書》五捲進呈。命造海舟試之。廷揚乘二舟，載米數百石，十三年六月朔，由淮安出海，望日抵天津。守風者五日，行僅一旬。帝大喜，加廷揚戶部郎中，命往登州與巡撫徐人龍計度。山東副總兵黃廕恩亦上海運九議，帝即令督海運。先是，寧遠軍餉率用天津船赴登州，候東南風轉粟至天津，又候西南風轉至寧遠。廷揚自登州直輸寧遠，省費多。尋命赴淮安經理海運，為督漕侍郎硃大典所沮，乃命易駐登州，領寧遠餉務。十六年加光祿少卿。福王時，命廷揚以海舟防江，尋命兼理糧務。南都既失，廷揚崎嶇唐、魯二王間以死。

In the twelfth year of Chongzhen (1639), Shen Tingyang of Chongming, serving as a Secretariat drafter, again urged the advantages of sea transport and compiled a five-scroll Sea Transport Book for presentation. The emperor ordered sea-going vessels built for trial. Tingyang sailed two vessels loaded with several hundred shi of rice; on the first day of the sixth month of the thirteenth year (1640) he put out from Huai'an and reached Tianjin on the day of the full moon. He had waited on wind for five days; the passage took only ten days. The emperor was delighted, promoted Tingyang to Director in the Ministry of Revenue, and sent him to Dengzhou to plan with Grand Coordinator Xu Renlong. Shandong Vice Commander Huang Yin'en also submitted nine proposals on sea transport, and the emperor at once put him in charge. Previously, rations for the Ningyuan garrison had relied on Tianjin vessels sailing to Dengzhou, waiting for a southeast wind to carry grain to Tianjin, then a southwest wind to carry it on to Ningyuan. Tingyang shipped straight from Dengzhou to Ningyuan, saving considerable cost. He was soon ordered to Huai'an to manage sea transport, but Grain Transport Vice Minister Zhu Dadian blocked him; he was then reassigned to Dengzhou to oversee Ningyuan supplies. In the sixteenth year (1643) he was promoted to Vice Director of the Imperial Household. Under the Prince of Fu he was ordered to defend the Yangtze with sea vessels, and soon afterward to oversee grain affairs as well. After Nanjing fell he moved between the Tang and Lu pretenders and died in their service.

當嘉靖中，廷臣紛紛議復海運，漕運總兵官萬表言：「在昔海運，歲溺不止十萬。載米之舟，駕船之卒，統卒之官，皆所不免。今人策海運輒主丘浚之論，非達於事者也。」

During the Jiajing reign courtiers repeatedly debated restoring sea transport. Grain-transport Commander Wan Biao warned: "Under the old sea transport, yearly losses to drowning alone ran to a hundred thousand. Boats, boatmen, and the officers commanding them—all perished without exception. Those who urge sea transport today always invoke Qiu Jun's arguments; they are not men who understand how things actually work."

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