• Journal of the Korean Society for Railway
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• v.16 no.2
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• pp.151-162
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• 2013

This paper presents a comparison of Korean and Manchurian railway system during the Japanese colonial era of Korea. While both railways share the common characteristics of an imperial railway, they revealed several differences. Firstly, the Manchurian railway was likely a private company, although it was operated half privately and half by the government. The Manchurian railway operated like the East Indian Company in India during the English colonial era. On the other hand, the Korean railway was fully operated by the government at a ministry level. While the Korean railway solely concentrated on the railway, the Manchurian railway was involved in regional development and the coal-mining industry as well. Secondly, in contrast to the Korean railway, the Manchurian railway was more lucrative, and was relatively more predominant regarding carriage of freights. Thirdly, railway officers in Korea were elected government bureaucrats, while Manchurian railway officers came from diverse political parties and social strata. After the annexation by the Kwantung Army, the Manchurian railway was mainly influenced by the military. The common characteristic here was that both railways were utilized for military purposes as imperial railways. In partilcular, the Manchurian railway executed military orders directly. Hereafter, through a comparative study between the Japanese and Taiwanese railways, a clear and accurate understanding of the characteristics of the Korean railway during the Japanese era will be revealed.

• Journal of the Korean Society for Railway
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• v.17 no.4
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• pp.297-306
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• 2014

This paper analyzes Japan's consignment management of the Chosun Railway to the South Manchuria Railway. While Chosun Railway was entrusted, its management style differed significantly from that of Japan's direct management. After eight years of trust management, the direct management of Chosun Railway was returned to Japan. This of beyond border trust management is very rare. In addition, the management of Chosun Railway by South Manchuria Railway, which had an operation style similar to that of a private company, led to changes in Chosun Railway. This research analyzes the four key traits of South Manchuria Railway's consigned management. The first key trait is the initial Korean infrastructure and operation separation model. The second key trait is the international transportation and administration segregation. The third key trait is that it expanded the railway related businesses and led to the establishment of private railway companies. The fourth key trait is that the continental linked transportation was activated. Through analyses, it would be to create a comparative study of the resulting East Asian countries' operations. Furthermore, this research will in investigating the nature of Chosun Railway.

• Journal of the Korean Society for Railway
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• v.18 no.2
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• pp.157-165
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• 2015

At the end of the 19th and in the early 20th centuries, Japan, Korea, and Manchuria, and areas throughout East Asia, suffered a number of cycles of growth and development, for which the railway was a very important development tool and was closely associated with national policy. East Asian affairs, especially at the time, seemed very important to the continent, and their influence on the advance of this remarkable era was especially prominent in Japan. In the midst of this period, the national railway may have evolved under national policy and railway policy and under a variety of organizations and persons of influence. In this paper, we have tried to find the similarities and differences among the three countries that built the East Asia Railway; we consider the characteristics of the East Asia Railway from the perspectives of these three countries. Comparing the characteristics of the three country's railways, first, Japan had the motives of continental expansion and modernization in its pursuit of the railway; in Korea, the railway played the role of a continental rail link; and in Manchuria there was a tendency to pursue direct domination of the railway. Second, the Japanese applied their railway model to Korea; the Korean railway may have been in operation, but it was an extension of the railway of Japan. The railway in Manchuria showed a similar pattern to that which can be found in the state of Asian domination of Europe ; Japan showed aspects of dominance over the railway because it had experience running a private railway.

• Journal of the Korean Society for Railway
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• v.4 no.3
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• pp.18-25
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• 2001

국제기구와 우리 정부는 그 동안 아시아 지역과 유럽지역의 경제협력과 발전을 도모하기 위한 철도망 구축 연구와 검토를 지속해 왔다. 극동지역의 철도교통망 구성에 있어서는 한반도와 시베리아 횡단철도(TSR)와의 연결이 중요한 교통 축으로 대두되고 있다. 동북 아시아 지역에서 유럽지역으로의 철도교통루트는 중국횡단철도(TCR), 만주횡단철도(TMR), 몽골횡단철도(TMGR)를 통하여 연결이 가능하며, 이중 한반도와 직접 연결되는 철도는 TCR과 TSR이다. 수송거리와 시간의 단축, 비용의 절감이라는 경제적 이유와 유라시아 물류망 확보라는 측면에서 이들 지역 관계국가들은 깊은 관심을 가지고 있다. (중략)

• Journal of the Korean Society for Railway
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• v.18 no.5
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• pp.489-501
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• 2015

This paper analyses the decision process of the Gilhoe Line construction of the Manchurian Railway and consignment process of the North Korea Line to the South Manchuria Railways as part of the 12-year Chosun railway plan. It was found that these two events were connected and could be explained by Japan's consistent continental policy, which had expanded its territory toward China. This paper explicates Japan's railroad policy and the characteristics of the Chosun railway. Moreover, evidence to identify connections among Japan's national railway, the Manchurian railway, and the Chosun railway has been scrutinized. One territory policy between Chosun and Manchuria is also examined. Comparison of new resources on the Gilhoe Line construction of the Manchurian railway and the 12-year plan of the Chosun railway, and their correlations, is expounded. This paper elucidates that the Gilhoe Line construction and the North Korea line consignment operation by the South Manchuria Railways had the intention of obtaining Japanese military and economic supremacy over East Asia.

• Journal of the Korean Society for Railway
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• v.20 no.3
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• pp.423-431
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• 2017

This study analyzed the educational background, career, and post-retirement activities of notable bureaucrats employed at Chosun Railway Bureau during the Japanese colonial period in Korea. First, significantly, most railway bureaucrats were of Japanese origin, being specialized in railway operations and adjusted to occupation in a reserved organizational environment for a considerable time period. Second, the Japanese showed explicit eagerness to work at the Chosun Railway, which fitted their ideology of railway bureaucrats. In addition, almost 60% of the bureaucrat population had strong educational experience from Tokyo Imperial University, which is equal to the percentage of graduates from other institutions operating during the Japanese colonial period. Moreover, in the very early period of building the railway system, the demand for specialists was higher than for other jobs and divisions because of the railroad's complex infrastructure, which resulted in high job appointment rates. In a similar sense, based on a strong affiliation of bureaucrats with railways, the number of bureaucrats from Japanese Railway Worker's Bureau was higher initially because of bureaucrats from South Manchurian Railway Company. These changes essentially contributed to alteration of bureaucrats' awareness and created a more positive attitude regarding the Chosun Railway. In the meantime, as opposed to the Taiwan and Manchurian Railways, both Chosun Railway and the Taiwan Railway were operated in compliance with strong bureaucratic traditions.

• Journal of architectural history
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• v.25 no.2
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• pp.7-19
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• 2016

Shenyang was one of the representative transportation hub of Northeast China during the modern period. The formation and development of the railway network gave great influence on Shenyang's city development. In order to understand the relationship between railway and city development, first, we classified Shenyang's city development period by the railway network's formation and expansion process. Then, we analyzed the relationship between railway and city space by five categories. The results of this study are as follows. First, before railway was constructed, Shenyang was a castle city, which also was the economic center of Northeast China. This was the main reason Shenyang was chosen as a railway zone. During the modern period, the castle structure became an obstacle to city transportation and environment, therefore, it was disposed. During the period of railways' expansion, South Manchuria, Jingfeng and Shenhai railway line was constructed in Shenyang. Since each line had different operation organizations, city sites along the railways were planned separately. However, these operation organizations had one common purpose, which was to use railway as an accelerator for economic development. During the period of railway's military usage, railway was reorganized as military supply transport for the Japanese, which also was used as a tool for the expansion of colonialism. Second, after Shenyang's city space was reconstructed along the railway, it created a close connection with city structure, city facilities, landscape and city transportation system. Hence, the railway system played a key role in modern city planning.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.13-31
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• 2021

Since the signing of the Korea-Europe Free Trade Agreement, the volume of trade transactions between South Korea and Europe has increased. The traditional single-mode transport system has been transformed into an intermodal transport system using two or more modes of transport. In addition, the conventional sea and air transport routes have been restricted, leading to a decline in Korean exports to Europe, and the rail transport mode is becoming mainstream in the market due to the influence of COVID-19. This paper focuses on the China-Railway Express to explore a new intermodal transport route from Korea to Europe. First, the fuzzy analytic hierarchy process (AHP) is used to evaluate the factor weights when selecting intermodal transport routes from Korea to Europe. Then, the TOPSIS (Technique for Order of Preference by Similarity to Ideal Solution) method is used to rank three alternatives. The results show that among the four factors (total cost, total time, transportation capability, and service reliability), the total cost is the most significant factor, followed by the total time, service reliability, and transportation capability. Furthermore, the alternative route 1 (Incheon-Dalian-Manchuria-Hamburg) is preferred.

• Journal of the Korean Geographical Society
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• v.43 no.1
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• pp.87-103
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• 2008

The geographical name is an expression of human knowledge about living conditions and a basic tool for understanding about regional cultures and history as a result of spatiotemporal changes. This study aims to understand the historical and regional characteristics by analyzing the frequency and distribution of geographical names of 1:50,000 topographic map in the early 20th century and materializing on electronic cultural atlas. The result of this analysis is as follows. First, the aspect of distributed geographical names on the Korean Peninsula reflects a general trait of the country's natural and human environment included geographical features, population, arable land, the number of counties and villages, and functions of administration and military, etc. Second, through the frequency and weight of their names, the analysis shows not only the change of native names, but also the country's phase of the time by Japanese colonial policies such as exploitation of resources, the construction of railroads, and a desire to control of the border area with Manchuria. In addition, the study identified regional characteristics and differences in environmental perception and preferences, and naming basis and forms by the comparative analysis of each type of geographical names associated with village and ridge such as 'Chi' 'Ryung' 'Duk' 'Hang' 'Pyeong' 'Gok'. In particular, those characteristics were largely affected from environmental difference of each area.