FOREIGN DOCUMENTS DIVISION TRANSLATION TRANSPORTATION IN NORTHEAST CHINA

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• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03109A001700010008-3
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• Document Page Count: 372
• Document Creation Date: November 11, 2016
• Document Release Date: March 19, 1999
• Sequence Number: 8
• Publication Date: March 7, 1955
• Content Type: TRANS

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FOREIGN DOCUMENTS DIVISION
TRANSLATION
Number 354 7 Mar 1955
TAANSPORTATIOW IN NORTHEAST CHINA
WARNING
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THE INTELLIGENCE ADVISORY COMMITTEE AGENCIES ONLY.
IF FURTHER DISSEMINATION IS NECESSARY, THIS COVER
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FIED AS THE SOURCE.
CENTRAL INTELLIGENCE AGENCY
2430 E Street, N. W.
Washington, D. C.
FOR OFFICIAL USE ONLY
JP(' 12CCOIC
_Archiy, Er? ilec.?1.
..9.?..1"."1,h444,4 Ater v.
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SUMMARY OF CONTENTS
Transportation in Northeast China
This publication gives the complete text of Volume XV
of the Economic Encyclopedia of the Northeast (Tung-pei
Ching-chi Hsiao-ts'ung-shu), published by the Northeast
China Resources Investigation Committee, in Mukden, Feb-
ruary 1948.
The information, given in three books, discusses the
history, facilities, and administration of transportation
in the Northeast, including rail, highway, inland water,
and ocean transportation. Information up to October 1947
is included, but statistical data generally goes only up
to the early 1940s.
Pages 1 through 372
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WARNING
Laws relating to copyright,, libel, slander and communications
require that. the dissemination of part of this text be limited
to 'Official Use Only." Exception can be granted only by the
issuing agency. Users are warned that noncompliance may sub-
ject violators to personal liability.
TRANSPORTATION IN NORTHEAST CHINA
TABLE OF CONTENTS
Book I A Brief History of Transportation: in MenchUria
The Transportation System Before the
Nineteenth Century and the Construction
of Railways
The Transportation System After the
Construction of Railways
Book II. Transportation Facilities in Manchuria
I. Highway Transportation
Section 1.
A Review of the Highways in .
Manchuria '
6
21
21
21
Section 2. A Classification of the Means
of highway transportation Agencies
in Manchuria..
Section
. Amount and capacity of Transport
equipment
Accomplishments of Horsecart
Transportation
Section 4.
:Waterway transport ?
Section 1.
Section 2.
Section 3.
Section 4.
A General Description of WaterWays,
Transportation in Manchuria
Transportation Along the Liao Ho
Transportation Along the Sungari and
Nonni Rivera
Transportation Along the Yalu River
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31
36
1;6
57
73
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/II. Sea Transportation
Section 1.
Section 2.
Section 3.
Section 4.
Section 5.
Seaports in Manchuria
Ying-klou Harbor
Port Arthur and Dairen Harbors
Hu-lu-tao Harbor
Accomplishments of Harbor Transportation
BOOK III
-ADMINISTRATION OF MRE TRANSPORTATION SYSTEM IN MANCHURIA
I. Transportation Policy of Manchukuo
Section 1. Brief History of the Ministry of Communi-
cations of Manchukuo
75
75
77
85
86
87
122
122
Section 2. Organization of the Manchukuo Ministry Of 122
Communications
Section 3.
Section Is.
Section 5.
Section 6.
Section 7.
Review of Manchukuo 'a Transportation policy
Manchukuo's Policy-Toward Railroads
Manchukuo's Policy-Toward Automobile
Transportation
Manchukuo's Policy Toward Waterway-Trans-
portation
Manchukuo's Policy Toward Aviation
123
.130
160
II. Accomplishment in Transportation Under the Centralized
Management of the South Manchuria Railway Company
Section 1.
Section 2.
Section 3.
Section 4.
Section 5.
Section 6.
General Description of the Operations of
the South Manchuria Railway Company
Administrative Policy
Administrative organization
Railway Transportation Facilities
Railway Traffic Regulations
Accomplishments of Railway Transportation
Section 7. Income and Expenditures of the South
Manchuria Railway Company
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179
184
184
188
195
206
268
281
341
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SeatiOn S. AccOmplishments of Automobile Transportation 353 .
Section 9. Accomplishments of Waterway Transportation 360
Section 10. Accomplishments of Freight Transportation by 367
Horsecarts and Trucks
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BOOK I. A BRIEF\HISTORY OF MANCHURIAN TRANSPORTATION
I.
TRANSPORTATION SYSTEM BEFORE THE 19TH CENTURY
AND THE CONSTRUCTION OF RAILWAYS
Long before the development of modern civilization there were
land and waterway transportation systems in Manchuria. After the
opening of the five main highways under the Empire of Po Hai in
Manchuria the succeeding dynasties of Liao, Chin, Yuan, Ming and
Ch'ing made continuous efforts to establish a system of communica-
tions for building up military, administrative and economic strength.
The population in Manchuria was at that time, however, very small,
and consequently passenger and freight traffic on land or by the
rivers was light. Although the Manchu Imperial Government lifted
its ban on Chinese immigration into Manchuria at the end of the
19th Century the population in Manchuria was at that time less than
10,000,000. When Ying-k'ou was opened as a port in 1658, the total
tonnage of imports and exports was less than 100,000. It is sate
to say that the volume of trade was small in the past several cen-
turies although it is taken for granted that it may have fluctuated
with changes in political and economic conditions.
At present we are concerned not so much with transportation
volume as with the methods of transportation and the organization
of the transportation system. This would lead us to a full under-
standing of the transportation system in modern Manchuria and would
provide us with a background knowledge for future planning and policy
making. The following is a brief description of the land and river
transportation system in Manchuria before the construction of rail-
ways:
I. Waterways
Both the Sungari and the Nonni flow toward Miao-chieh
(likolaevsk) in Amur Province under Russian control and enter the
frozen Tatar Strait. These two rivers had no direct contact with
the provinces south of the Great Wall and those provinces in the
southern part of Manchuria. Nor did they have economic ties with
the various areas in the northern part of Manchuria. Besides; the
south part of the Sungari valley and the Liao Ho is separated by
mountains which render transportation between the north and the south
more difficult. Consequently, all sorts of goods sent to Manchuria
either from China proper or from overseas had to be first transferred
at Ying-klou. It was from there that goods were transferred to
sailing boats which sailed up the Liao Ho. At certain Faeces along
the upper Liao Ho, these goods were transferred to horse carts and
traveled 150 to 200 kilometers to cities on the Sungari and the
Nonni Rivers. It was at these cities along the rivers that goods
were transferred from wagons to sailing boats and sent to various
places located on the tributaries of the two rivers. This shows
that the navigation system in Manchuria had been established almost
exclusively along the meridians. Ying-k'ou was a transfer port
from where all of the sailing boats sailed northward along the main
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course of the Liao Ho and its tributary, the East Liao Ho. From
the East Liao Ho to I-tung Ho by land, and from the I Tung Ho, one
of the tributaries of the Sungari River, they dispersed in three direc-
tions: one leading eastward to Kirin, another leading northeast to-
ward the lower stream of the Sungari River and its tributaries and
leading to cities including I-lan and Hu-lan$ and the third leading
to the northwest as far as Tsitsihar.
II. Highways
The striking feature of roads in Manchuria was that they lay
north and south. There were four main roads leading from the south
to the north. (See Map 1)
. 1. The East Trunk Route. This was the earlies in its open-
ing and operation and the safest of all. Mukden and Kirin were linked
by this road. When it entered Kirin province, it divided into three
directions. The first road led eastward to Ning-an, the second north-
westward to Fu-yu, and the third northward to A-chlene? (Ah-shih-ho).
From A-Weng there were two roads, the Right Road and the Left Road.
That which led to Fu-chin through Pin-hsien-and I-lan is called the
Right Road; while that which crossed the Sungari River and reached
Hu-lan is called the Left Road.
In addition, there was a short cut linking Mukden and A-chleng.
This road is short in distance and convenient for communication.
Subsequently a sbuth-north railway was built along this line.
2. The Central Trunk Route. It started from Rein-min
located on the lower Liao Ho, traveled along the east bank of that
river and terminated at Fu-yu in the north. It connected cities and
towns by land and river transportation. In other words, it reached
A-chleng in the east, Ch'i-ch'i-ha-erh in the northwest along the
Nonni River, and Hal-ho in the far north.
3. The Western Trunk Route. It began at Hsi-feng-klou
moved onward along the East Hein-an-ling Mountain, penetrated the
Mongolian Grass Land, crossed the Tao-erh Ho, and then advanced north-
ward along Nonni and terminated at Ch'i-ch'i-ha-erh.
4. The West Foot Hill Trunk Line. It started from Peiping,
crossing the Outer Mongolian deserts and terminated at Hailer.
In summary, it is clear that most trunk routes were built from
south to north. There were a number of east-west routes. All in
all, there were roads leading to all directions in Manchuria. These
roads contributed a good deal toward political and economic develop-
ment and also to trade with China proper and with oversea countries.
Besides the four routes already mentioned, there was another between
Peiping and Shen-yang via Lin-yu (Shan-hal-kuan), Chin-hsien and
Hain-min. It runs from west to east. As far as military affairs,
administration, and economic development are concerned, it is a
route of foremost importance. It is the main artery between Inner
China and Manchuria.
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As the modern railway lines have been constantly improved
with the advance of time, the usefulness of these lines has been
greatly diminished. They have been reduced from main transportation
lines to auxiliary ones.
THE TRANSPORTATION SYSTEM AFTER THE CONSTRUCTION OF RAILWAYS
Before the nineteenth century the Manchu Government restricted
Chinese immigrants into Manchuria. Consequently, few Chinese en-
tered the forbidden place beyond the Chinese Great Wall. At the
end of the nineteenth century when the ban was lifted, a great
number of Chinese immigrants poured into Manchuria. They discovered
that the resources there are much richer than those in China proper.
Subsequently they started to devote themselves to agriculture, live-
stock raising and forestry. Roughly, 130 years ago (1820), Chinese
immigrants established soybean oil pressing firms in Ying-ktou.
When Ying-k'ou was opened for foreign trade in 1861, the staple pro-
ducts of Manchuria including tussah silk and soybeans gradually
received high reputation in the world market and became international
commodities. Ever since then Manchuria has captured much attention
from China and the world. '
The construction of railways in Manchuria was first started in
1893 when the British extended the Peking-Hukden Line beyond Shan-
hai-kuan, Five years later, Czarist Ru$sia constructed the Tung-chl-
ing Railway. The completion of the Tung-ch'ing Railway in 1920
marked a great event in the history of transportation in Manchuria.
The Peking-Nukden Railway line was extended into Manchuria in
1894. In comparison with the first American railroad which was
built from Stockton to Darlington in 1825, the Chinese undertaking
occurred 71 years later. In comparison with the first Japanese
railway line built from Tokyo to Yokomaha in 1872, the construction
of the first railway in Manchuria took place twenty-two years later,
and the first Chinese railway between Shanghai and Wu-sung was built
eighteen years later in 1887.
It has been more than fifty years since the first railway was
built in Manchuria. Many political changes have taken place since
then. The railways in Manchuria have made great contributions to
the progress of trade and to the development of economic resources.
It becomes necessary for those who want to make a study of the
modern transportation system in Manchuria to begin with the study
of the history of railway development in that area. For the sake
of expediency, we will describe the development of transpo tation
in Manchuria in three periods.
I. The First Period: The Rivalry of Great Britain and Czarist
Russia
The first period which covers thirteen years was marked by the
construction of the Peking-Mukden Line in Manchuria by the British,
by the construction of the Tung-chling Railway by Czarist Russia
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Periods
TABLE 1, DEVELOPMENT OF MODERN TRANSPORTATION
IN-RUCHURIA BY PERI053-
Duration in
Date Duration Terms of His-
torical Events
Beginning with
the Extension of
the Peking Mukden
Line into Man-
churia to the
construction of
the Southern
Manchuria Rail-
way.
The First Period 1893-
(The Rivalry of 1906
Great Britain and
Czarist Russia
Before the Russo-
Japanese War)
The Second Period 1906- 25 years
(The Rivalries of 1931
Japan, China and
the Soviet Union
After the Russo-
Japanese War)
The Third Period 1931- 14 years
(The Time of 1945
Pupper Manchukuo)
From the found-
ing of the South
Manchuria Rail-
way Company to
the Mukden In-
cident .
From the Mukden
Incident to the
Japanese Surren-
der
Lt1211
EVents
The Sino-
Japanese
War and the
Russo-Jap-
anese War
The Found-
ing of the
Republic
of China;
-*mid War I;
The Washing-
ton Confer-
ence; The
Occupation of
Manchuria by
Japan
The Founding
of the Puppet
Manchukuo;
The Lua.kuo-
chqao In-
cident;
World War II
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and by the founding of the Southern Manchuria Railway Company under
Japanese control. The outstanding features in this period were the
completion of the Tung-ch'ing Railway, the penetration into Manchuria
by the Japanese after the Russo-Japanese War and the rivalries of
Japan and Russia.
To expand further and safeguard its military and political
interests in Manchuria, Czarist Russia intended to put Manchuria
within its sphere of influence. It planned to build a railway
which would link Vladivostok, its only base in the Far East with
the home country in the shortest possible distance. In 1896 by a
secret agreement with the Manchu Government, the Russian Government
acquired the right to build the Tung-ch'ing Railway (from Man-chou-li
to Sul-fen-ho). In 1897 under the pretext that Germany had taken
possession of Chin-u Wan, the Czarist Government forced the Manchu
Government to sign a treaty by which it obtained the lease of the
Liaotung Peninsula to Russia. By virtue of this treaty the Czarist
Government acquired also the right to build a railway from Harbin to
Dairen (the southern portion of the Chinese Ch'ang-chlun Railway).
In 1898 the Russian Government sent a railway construction Corps to
Harbin to build the Tung-ch'ing Railway and a line from Harbin to
the west and to the south in the direction of Port Arthur and Dairen
were built simultaneously. In 1901 2,400 kilometers of railways
had been completed. All the newly completed railways were put into
operation in 1903.
To compete with Russian influences in Manchuria, Great Britain
concluded a treaty with the Manchu Government to extend her line
from Shan-hai-kuan to Mukden. Subsequently, there were many disputes
?
and conflicts between the Russians and the British regarding their
rights and privileges in Manchuria. After consultations and compro-
mises between the two powers, Czarist Russia recognized the extension
of the Peking-Mukden Line beyond Shan-hal-kuan as a right orthe
British, and thereby allowed them to build the intended line. Thus
the Peking-Mukden Railway's main line to Hsin-min and a branch line
to Ying-klou were completed in 1903.
From the above description it can be seen that at the beginning
of the railway era in Manchuria the powerful Czarist Russia had been
building the Chinese Eastern Railway for strategic reasons- while in
the south the British had endeavoured to extend the Peking:-Mukden
line for economic purposes. The two powers were opposing each other
in Manchuria across the Liao Ho. Each of them tried its best to
strengthen its influence in Manchuria. In 1904 Japan was at war
with Russia. The Japanese constructed a light railway line from An-
tung to Mukden for military reasons. Later, on the basis of the
Portsmouth Treaty, the Japanese acquired the rights for the Southern
Manchuria Line from Ch'ang-ch'un (K'uanech'eng-tzu) to Fort Arthur
and its branch lines. In 1907r the South Manchuria Railway Company
was formed by the Japanese. After that Czarist Russia retreated to
the north of Chtang-ch'un? while Japan began to take Russia's place
in the south. Railways built at the later part of the first period
are given in Table 2.
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TABLE 2.
RAILWAYS IN MANCHURIA IN THE LATER PART OF THE FIRST PERIOD
AT THE TIME OF THE FOUNDING OF
THE SOUTH MANCHURIA RAILWAY COMPANY
Under the
Name of Rail-
Terminals Length
Date of
control of:
way Lino:
Operation
Japan
The Main Line
Dairen Wharf 7040
1903
(1.111.2
of the South
to Chlang-
kilometers)
Manchurian
chlun
Railway Line
Ying-klou Line
Zing-klou 22.4
to Ta-shih-
chliao
1904
ft-shun Line
Su-chia4lun 52.9
to Fu-shun
1903
Port Arthur Line
Chou-shui-tzu 50.8
to Port Arthur
1903-
Yen-t'ai Coal
Chefoo Coal 15.6
1903
Nine Line
Mine ?
Hun-ho Yu7shu
Hun -ho to
Connecting
Yu -shu Ie1
1903
Line
An-tung.aukden
Line
From An- 261.1
twig to
1905
Su-ohia-t'un
Russia
The Chinese
Harbin to. 934.8
1903
(1.823.3
kilometers)
Eastern Rail-
way
Lu-pin
The Chinese
Harbin to 546.4
1903
Eastern Rail-
way
Sui-fen-ho
The Chinese
EaStern Rail-
way
From Harbin 242.1
to ?Wang-
ch'un
1903
Britain
(510.7
kilometers)
Hopeh Line
Kou-pant-tzu 91.1
to Hopeh
1900
Shen -yu Line
Hsin-min to $59.8
1903
Shan-hai-kuan
Shen -yu Line
Mukden to 59.8
1905
Hsin -min
Total Mileage
3,345.2
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II. The Second Period: The Rivalries of China, Japan the Soria
triiiaiWthe Russo-Japanese War
The second period was classified to cover a quarter of a cen-
tury, starting from the formation of the South Manchuria Railway
Company and ending with the Nukden Incident. There were three
major events during this period.
1. Relations between Japan and the Soviet Union, posses-
sing respectively the Southern Manchuria Railway and the Chinese
Eastern Railway became more critical;
2. The United States showed its intention to share the
rights of constructing railways in Manchuria;
3, The Chinese Government started a movement to restore
sovereignty, in railway construction and planned to build new lines
to encircle the Southern Manchurian Railway.
The first and the second events. took plade in the first half
of this period. It should be pointed out that Japan had used the
railways as bases to plot aggression which finally led jo the Nukden
Incident.
After it took over the control of the Southern Manchuria Rail-
way from Russia according to the Portsmouth treaty, Japan succeeded
during the battles with Russia in building the An-tung-Mukden Line,
thereby linking the line with the Peking-Mukden Line. In addition,
JElpan built two railways: one between Chlang-chlun and Kirin and the
other between Ssu-pling and T'ao-nan.
During this period China, Russia, the United States, Britaid"
and France had constantly made public their respective policies
toward Manchuria. The U.S. for example: 1. proposed to buy the
South Manchuria Railway Company; 2. announced the Open Door Policy
and Equality of Opportunities; 3. proposed the neutralization of
the Manchurian Railways; 4, asked for the right to build a rail-
way from Chin-chou to Ai-hui (Aigun).
To counteract the above-mentioned policies and to strengthen
its economic interests in Manchuria, Japan constructed local rail-
way lines.
The description given above covers the first half of the second
period., Thing the second half of the first period, the Chinese
staitiiasedempaign to restore the rights they had lost. It was an
anxious moment for the South Manchuria Railway Company. Since the
conclusion of World War I, the principles of equality of nations
and self-determination had been very popular. The complete control
of railways in Manchuria by foreign powers was regarded as a humil-
iation and shame of the Chinese nation. As this kind of feeling
was widespread in Manchuria, there arose the movement for restoring
China's sovereignty. At that time the Manchurian Transport Committee
had drafted plans for building three railways with Chinese capital
and technique. They were:
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1. The Eastern Line:
Hai-lin - I-lan T'ung-chiang
2. The West Line:
Tao-nan Ch'i-chli-ha-erh -
11-lutao
Fu-yaan
Hu-lu-tao
Ning-nien
-Mukden - Hai-lung - Kirin
Ta-hu-shan T'ung-liao
Nen-chleng Hei-to
3. The South Line: Chao-yang. - Ch'ih-feng - To,41tin
It was due to the gradual implementation of these plans that
transportation in Manchuria tas been developed into three networks:
1. The Japanese South Manchuria Railway Network with Dairen
AO itS-ceUter. ?
2,, The Russian Chinese Eastern Railway Network with
Yladivostok as its center.
3. The Chinese Four East Railway and the Four West Railway
Network with the Harbor of Hu-3.0-tao as its center.
The construction of the Hu-lu-tao Harbor by China made the
Japanese feel that their interests in Manchuria were threatened.
Accordingly, Japan changed its policy in Manchuria from moderate
penetration to aggressive attacks. This was indicated by the Mukden
Incident.
The following is an outline of the ManchurLin Railway trans-
portation system before the MUkden Incident,:
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TABLE 3
RAILWAY TRANSPORTATION IN THE LATER PART OF
THE SECOND PERIOD (BEFORE THE MUKDEN INCIDENT
A. Railways under Chinese Management (1,063.2 kilometers)
Name of Railway
Length
Terminals (kilometers)
Date of :
Remarks
2REELL2/2
Chli7Ang Line
Ch'i-ch'i-29.0
ha-erh to
1908
Ang-ang-ch'i
K'ai-Feng Line
Sun-chia-Mai 63.7
to Hi-feng
1926
Narrow Gauge,
Privately
owned, one
meter
Ho-kang Line
Lien-chiang- 56.0
k'ou to Hsing-
shan
1926
Management
under Civil-
ians;Broad
Guage(Soviet
Type)
Hi-an Line
Mei-ho-k'ou to 73.6
1927
Pei-feng
Hu-hai Line
Ma-cheuan-kiou
Hai-lun 221.1
1928
Shen-hal Line
Mukden - Chao
yang-chen 252.6
1928
Chi-hal Line
Kirin - Chao-
yang-chen 183.9
19?9
YU-shu Line
Ang-ang-hsi
1929
Ch'i-Klo Line
Chli-ch'i-ha-128.9
erh - T'ai-an
1930
Na-ho Line
Ningnien 48.0
1930
La-ha
B. Under Japanese Management (10130.0
The Main Line Dairen Wharf 704.3
of the South to Ch'ang-
Manchurian Rail- ch' un
way
Ting -k'ou Line Ta-shih-
ch'iao to
Ying -k'ou
22.2'
-12-
kilometers)
1902
1902
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Length
Name of Railway Tgirminals (kilometers)
Date of
Operation Remarks
Port Arthur Line
Chou -shui -tzu
to Port
50.8
1902
Arthur
Fu -shun Line
1,
Su-chia-t'un
to Fu-shun
52.9
1902
Yen -t'ai Coal Mine
Yen-t'ai to
Line
'Yen-tiai Coal
15.6
1902
Mine
Hun-km Connect-
ing Line
Hun-ho to YU -
shu-tai
4.1
1902
Aft-shen Line
An -tung to
Su-chia-t'un
261.1
1904
Wu-ch'i Line
Dairen to Wu -
ch'i
2.9
1931
Kan-chingrtzu
Kan -ching -tzu to
Nan -kuan -ling
11.9
1930
Wharf Line
Sha-ho-lOpu to
the Dairen Rail-
way Station
4.0
1932
C Railways With Japanese Investment
Hsi-oh'ien Line
Ssu-Cheng Line
Cheng-T' ungLine
? Cheng-chia-tun
T'ao-nan Line
Tlien.41u Line
rao-Ang Line
Chin-Fu Line
to
(1,316.11(ilometera)
Kirin to Ch'ang
ch'un
127.7
.1911
Pen -hsi -hu to
Niu-hsin-t'ai
14.9
1914
Ssu-p'ing to
Liao -yuan
92.9
1918
Liao -yuan to
T'ung -liao
114.5
1922
Liao-yuan to
Tlao-nan
228.1
1924
Mai -shan -t'un
to Yen-chi
11.0
1924
Tlao-nan to
San -chien -fang
220.1
1926
Chin-hsien to
102.1
1927
Ch'eng-tzu-t'uan
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no of Railway
Chi-Tun Line
T'ao-So Line
Nai-tzu7shan
Terminals
Kirin to Tung-
hua
L'IMAL pate of
(kilometers) 2peration Remarks
210.5
1928
T'ao-nan to ' 84.4 1928
Huai -yuan -
ehen
Ch'iao-ho to 10.0
Nai-tzu-shan
1929
D. Railways With Russian Investment (1,788.8 kilometers)
The Chinese East-
ern Railway
The Chinese East-
ern Railway
The Chinese East-
ern Railway
Li -shu Line
Other Lines
Harbin to Lu- 934.8
pin
Harbin to Sul- 546.4
fen-ho
Harbin to Clibmg- 242.4
ch 'un
Hsia-ch'eng-tze
to Li-shu-chen
1902
1902
1902
58.9 1925
6.6
E. Railways Under British Control (889.9 kilometers)
Hopeh Line
From Kou-pang-
tzu to Hopeh
91.1
1902
Shen-yl Line
Hsin-min to
59.8
1904
Shan-hai-kuan
Huang-ku-t'un Con- Huang-ku-t'un to
necting Line Mukden
2.8
1910
Hu-lu-tao Line
Chin-hsi to Hu-
lu-tao
12.1
1910
The Pei -piao Line
Chin-Hsien to
112.6
1924
Pei-piao
The Ta-t'ung Line
Ta-hu-shan to
251.7
1927
T'ung-liao
The
Grand Total 6,188.0 kilometers
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III. The Third Period: (Under_ the Puppet Manchukuo RefilTel
The Manchukuo regime was founded in March 1932 after the Mukden
Incident in 1931. Consequently, All the railways formerly owned by
foreign powers were taken over by the Japanese. With the exception
Of the South Manchuria Railway, the North Manchuria Railway (formerly
Chinese Eastern Railway) and some light railways, all the railways in
Manchuria were nationalized and put under the control of the Ministry
of Transportation. On 9 February 1933, the Manchukuo regime signed
a contract with the South Manchuria Railway Company according to
which the company would control the existing nationalized lines, the
shipping enterprises along the Sungari River formerly owned by the .
governMent, and new railway projects. In March 1935 the North Man-
churia Railway, which had been sold to Manchukuo by the Soviet Union,
was also nationalized and put under the control of the South Manchuria
Railway Company. Thus, all the railway lines in Manchuria were com-
pletely controlled by the SOuth Manchuria Railway Company.
The condition of the railways under a single administrative
system and after the outbreak of the World War 11 will be described
later. In Short, the third period marks the highest stage of trans-
portation development with transportation facilities equal to modern
standards.
Railway transportation plays a very important part in culture,
economy, industry, government administration, military affairs and
national defense. It is of particular importance in view of the fact
that Manchuria is rich in resources. The reason that Manchukuo had
been'able to develop the resources in Manchuria was simply because it
had an efficient railway system. Therefore, future Manchurian develop-
ment will depend, in a larger sense, upon the development of trans-
portation. Date on the railways built during the third period are as
follows:
A. The Manchukuo New National Railway Lines (6,421.3 kilometers)
Date of Con- Name of the Line Terminals Length (kilometers)
struction
1933 The Tun-1'1u Line Tun-hua to 191,9
,T1u-men
1933 The Hai-leo Line Hai-lun to
K'o-shen 162.3
1933 The T'ai-kio Line T'ai-an to filo-
shan 30.8
1933 The La-ha Line La-ha to Na-ho 38.8
1934 The Chao-Kag Line Chao-yang-ch'uan
to Kai-ehan-tlun 62.3
1934 The La-pin Line From La-fa to Sea-
klo-shu 307.9
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Date of Con-
Name of the Line
Terminals Length (kilometers)
struction
1935
The Pei-Hei Line
Pei-an to Hal-
ho
302.9
1935
The reh!-Feng Line
Yeh-po-shou to
Ch'ih -feng
146.9
1935
The Chlang-Pai Line
Ch'ang -chitin to
Pai-Ch'eng-tzu
332.6
1936
The Lin-Mi Line.
Lin-k'ou to Tung-
an
170.9
1936
The Ssu-hsi Line
Pei-feng to Sat' -
Wing -chieh
82.5
1937
The Till -chia Line
T'u -men to Ch'ia-
mu-ssu
592,8
1937
The Na-No Line
Na-ho to Nen -ch'eng93.5
1937
The Mi-hu Line
Tung-an-Hu-lin
164.8
1937
The Pei -A Line
Pai-chleng-tzu
to A -erh -shan
266.0
1937
The Hsin-i Line
Hsin-li-t'un to
I-Hsien
131.5
1938
The Chin-Ku Line
Chin -ling -shih to
Ku-pei-k'ou 147.4
1938
The Lung -Feng Line
Lung -t'an-shan
to Ta-fang-man
22.4
1939
The Mei-Chi Line
Mei-ho-Wou to
Ch-ian
259.5
1939
The Sui-ning Ling
Ho-hal to Tung -
fling
91.1
1939
The Ch'i-chien Line
Kung-yuan to
Tien-shih-fu
86,0
1940
The Sai-chia Line
Sui-hua to Chia-
mu-ssu
385.3
1940
The Mo-huo Line
Mo-er-ken to Huo-
lung-men 102.7
1940
The Hsing-ning Line
Hain-hsing to
Ch'eng -tzu-kuo
216.1
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Date of Con-
struction Name of the Line
194o
194o
1941
1941
1942
1943
1944
1945
1945
1945
1945
1945
191:5
1945
The Ta-li-tzu Line
The Lung-Ch'ing Line
The Li-Chi Line
The Heng-shan Line
The A-Tu Line
The Kao-hsin Line
The Kirin Line
Terminals Length (kilometers)
Ya-yuan to Ta-
li-tze 113.0
Lung-ching to
Ch'ing-tao 5I.0
Li -shu-cheng to
Hsi-chi-ning 44.5
Chi-ning to Heng -
shan 12.4
A -erh-shan to
Tu -1u-ern 39.5
Kao-t'ai-shan to
Bain-li-t'un 60.6
Lung-t'an-ahan to
Shu4an 47.4
Total: 5,057.4 kilo-
meters
2. Railways Operating on a Temporary Basis
The Liao-Kung Line
The An-jen Line
The An-ta Line
The Hun-San Line
The Fu-chleng Line
3. Railways Under
Liao-yang to
Kung-yuan
Feng-huang-ch'eng
to Kuan-shui
69.0
78.2
An-tung to Nan-an-
tung 7.3
Hun-chiang to Ban-
cha-tzu 23.0
Fu -shun to -shun
City 4.0
Total: 181.5
Construction (As of Day)
The Lu-pal Line
The Ya-Kitx Line
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T'ai-p'ing-ch'uan
to Lu-pei 192.3
Ya-k'o-shih to
Shang-Ru-li 165.0
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Date of Con-
struction
Vane of the Line
Terminals Length (kilometers)
1945
The Hsun-ho Line
Sun-wu to
Hs un-ho
62.0
1945
The An-jen Line
Kuan-shui to
Huan-jcm
103.0
1945
The T'ung-Jen Line
T'ung-hua to
Huan-jen
98.0
1945
The Chien-jen Line
Pei-tien to
Huan-jen
118.0
1945
The An-4a Line
Nan-an-tung to
Ta-tung-chiang
20.0
1945
The Huo-Lun Line
Huo -lung -men to
0 -lun
102.9
1945
The Sung-Fu Line
Sung -shu -chen to
Pu-sung
38.0
1945
The Huo-mo Line
Huo-lung-men to
Lu-alien
245.7
1945
The ung-Tang Line
Tungan to Tang-
pi-chen
37.5
Total
Combined total of all new lines:
1,182.14
6,421.3
B.. The New Rail#ay Lines Under Private Owrership (709.9
kilometers)
Unknown
Unknown
Unknown
Unknown
Unknown
1. Railways Already Built and in Operation:
The Tung-man Railway
The Chin-hal Railway
The Hsi-man Railway
The Hai-man Railway
The Yli-shu Railway
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Raun-chieh to
T"u-men tzu 58.0
Chin-hal to
Yang-chia-
Chang-tzu 36.2
Shuang-t'ou
to Ta-miao
22.6
Nu -erh -ho to 38.4
Chao -chia -t'un
T'ao-lai-chao to
Tluan-shan-tzu 75.9
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Date of Con-
struction
Unknown
Unknown
Unknown
Unknown ?
Unknown
Unknown'
Unknown
Unknown
Unknown
Unknown
Name of the Line
The rien-].i Railway
The Sha-Sung Line
The Sai-ma-chi Line .
The Sung-wan Line
Total
Terminals
San-kto-shu
to 'Men
tslun
Ttuan-lin to
Sha-sung-kang
Suan-shui to
Sai-ma-chi
San-cha-tzu to
Feng-yeh-ling 22.0
338.4
-48.3
Railways Under Construction:
The Tung-man Railway
The Ya-pei Railway
The Sung-wan Line
The Kuang -1 -Line
The Chia-fu Line
The Hsing-lung-Line
Totals
Combined total of privately-owned lies
142ng111=;)
1563
42.0
28.0
Kuan-shui to
Chiang -tien-
ho -klou
Feng-yeh-ling to
Sung-shu-chen
77.2
37.0
33.0
Chia-mit-ssu to
Kuang-shan-ttai 96.0
Shang-pan-ch'eng.
to Hsing-lung
C. National Railway Lines, Double Track Lines
1. Railway Lines Already Built and in Operation
(1,681.6 kilometers)
1940
1942
Ttu-chia Line
The Hu-lin Line
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Ro-shui to Hsin-
hsing
Hsi-chi-ning to
Tung-an
80,0
371.5
709.9
90.1
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Date of Con-
struction Neme of the Line Terminals 1,nE971
(kilometers)
1943 The Pin-suit Line Tung-men to
Sul-yang 517.0
1943 The Shen-yu Line.Yu-kuo to Kao-
t'ai-shan 43.0
1944 The Chlang-ha Line Ch'ang-ch'un to
Harbin 239.9
1944 The Shen-A Line, Chin-hsi to Shan-
hai-kuan 133.0
1944 The An -shen Line Bu-chia-ttun to
An -tung 252.0
Total: 1:306.5
2. Double Track Lines Operating on a Temporary Basis
3.916 The Shen-A Line Mukden to Yu-kuo 11.6,-
1945 The Shen-yii Line Kao-t'ai-shan to
Chin -hsi 202.0
1945 The Pin -chou Line Fu-la-erh-chi to
Ch'iao -liang 4.0
Total: 217.6
3. Double Track Lines Under Construction
1945 The Pin -sui Line Sui -yang to Sui-
fen-ho 24.0
1945 The Hu-lin Line Tung-an to Hu-
un 101.2
1945 The Tlu-chia Line Tlu -men to Ho -
shui 8.3
1945 The Ch'ang -ha Line Harbin to Ku -hsiang -
t'un 13.0
1945 The Shen -yq Line Kao-t'ai-shan to
Chin-hi 30.0
Total 167.6
Combined Total:
All Railway Lines in Manchuria
All Except Double Track Lines
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1,691.6
8,822.8
70131.2
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BOOK II. TRANSPORTATION FACILITIES IN MANCHURIA
I. HIGHWAY TRANSPORTATION
6.1221122,...LLievieE211LLHKTAELEmalimiik_
Highways are essential to a nation's military affairs, govern-
ment and economic development as the nerve system is to a human
body. Not only are they closely connected with the living of human
beings, but they also play a decisive role in shaping the destiny
of a nation. All the political states which have risen and fallen
in Manchuria during the past centuries did their best to develop
highway transportation. Consequently, roads and highways in
Manchuria have continued to grow since the beginning of the Chinese
history. In the Yuan, Ming and Ch'ing dynasties there were postal
station systems and official highways. Means of conveyance included
horses, oxen, donkeys and wagons for land transportation and boats
for river transportation. Even now many place names still have
the names of the postal stations affixed to them. See the Map of
Manchurian Transportation System Before the Construction of Rail-
ways in Book I.
However, the highway system in Manchuria is still in a back-
ward stage in comparison with that of other countries. This is due
to the following factors:
1. Climate. Manchuria is dominated by a continental cli-
miate: cold in the winter and hot in the summer. The coldest period
is between November and March during which the rivers, plains,
mountains and fields are all covered by snow and ice. This creates
very good roads. Furthermore, the volume of snowfall is comparatively
small. Only 3 or 4 inches of snow cover the ground. In mountain
areas the snow may accumulate to one foot deep. But this does not
hinder transportation. On the contrary, it helps since the snow be-
comes frozen with the sweeping wind. In fact, the ice-frozen
ground is suitable for sleighs. But in summer during the rainy
season the roads become muddy, thereby creating difficulties for
wagons and horses; while in the dry seasons the dust and dirt fly ,
sky-high whenever there is wind, making traveling the more diffi-
cult. Furthermore, the lack of bridges also makes river crossing
a hazard. Thus transportation conditions are the worst in summer.
Winter provides Manchuria with frozen natural roads. It is
estimated that winter brings about 300,000 kilometers of frozen
roads. Because of the emergence of good roads in the winter time,
there is no urgent need for mad-made highways.
2. Agriculture. Most of the cart drivers in Manchuria are
farmers who utilize their carts for transporting goods in the
winter time as a means to earn additional income. Since they are
busy with farming in the summer, and have no time to transport goods,
there is not a great demand for good roads in that season. More-
over, the low cost of horse-cart transportation in the winter is
another factor causing merchants to transport goods in the winter
time.
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3. Social Stability. In the summer time the growing vege-
tation serves as a natural hiding place for bandit. Traveling in
rural regions is dangerous in that season. This accounts for the
small quantities of goods transported in the summer time. Hence
there is no need to build good roads in the summer.
4. Characteristics of the Horses. Horses bred in Manchuria
are conditioned to cold rather than warm weather. Overwork in the
summer would shorten their life. Thus, there no need for build-
ing good roads in summer time.
S. Soils. Valleys of the two great rivers, the Sungari and
the Liao, are mostly composed of alluvial soil. It is soft. Other
regions are dominated by mountains and rivers. Therefore, bridge
construction is very costly. In view of this, the governments in
Manchuria hesitated to build bridges for fear they might increase
the tax burden of the people.
6. Politics. The highways and railways in Manchuria were
built mainly for military uses. Not until modern times have there
been highways, railways and ports for industrial uses. Since
Manchuria had been free from numerous social uprisings and wars,
and since the industry there was not highly developed, the develop-
ment of roads and railways for military and civilian uses was slow.
In conclusion, the existence of poor roads and the indifferent
attitude toward it on the part of the people are attributed to the
backward culture and industrial development there and also to geo-
graphical and climatic factors.
Section 2. A Classification of the Moans of Highway Transportation
In Manchuria
Land transportation in Manchuria consisted miOstly of carts
before the appearance of automobiles. The following is a descrip-
tion of various transportation means. (Automobile transportation
will be dealt with in another chapter.)
A. Passenger Transportation:
1. Draft Animals. Horses, camels, donkeys and mules
can be ridden and used for pulling wagons and carts. An ordinary
horse is capable of traveling 120 kilometers per day. Ona long
distance journey a cart owner refrains from overusing his horse
and thus makes traveling average 60 kilometers daily. Camels are
used for travel in Mongolian deserts. The average distance a camel
can cover is not more than 40 kilometers.
2. Sedan Chairs. Sedan chairs are mostly used in offi-
cial business, weddings, funerals, and various ceremonies. An
ordinary sedan chair is carried on the shoulder by two, four, six
or eight persons. Sedan chairs are used exclusively by rich and
influential persons. Very rarely are they used by ordinary people.
Sedan chair carriers can travel four kilometers a day.
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3. The Sedan-Chair Cart. It is also known as "Small-Cart,"
It was the only means of transport in mountain areas before the
constriction of railways in Manchuria. Besides the cart driver,
there 4aa room for two persons in the sedan chair. Luggage was
limited to 100 kilograms. It is pulled by one horse or donkey.
Express and loni-distance carts required the use of two or three
animals. The daily traveling mileage of the sedan-chair cart depends
largely upon the season of the year and road conditions. In the
Vonter when the roads are favorable for travelling, the daily travel-
ling mileage may be 50 to 60 kilometers. This kind of sedan-chair
cart was very suitable for urgent travelling.
Is. Mule Sedan Chair. A sedan chair was hauled by two
mules travelling 60 kilometers daily. In the past this kind of
sedan chair was widely used in Mongolia. It has become obsolete.
5. Camel Wagon. This was a big wagon pulled by two
camels and once popular in Mongolia. It has enough room for twp
persons. Few people could afford wagons of this type, except the
wealthy people. This kind of wagon has been rarely seen recently.
Its daily mileage was 40 kilometers.
6. Camel Sedan Chair. This was a kind of sedan ohairiused
in Mongolia. Two sedan chairs were put on the back of the camel, one
on each side. Each sedan chair had room for one person. Its daily
mileage was 40 kilometers. It is very seldom used nowadays.
7. Cave-Like Wagon. This is a vehiclefor both freight
and passengers. It resembles a lirge freight wagon and travels at
similar speed.
8. Sledges. Sledges in various formslare used in the
northern part of Manchuria where ice and snow are comparatively
heavy and in the northeastern foeest region, The native type of
Sledge is common in Kirin Province and the upper Sungari River.
The sledge found along the lower Amur River is of the Russian type.
It is larger than the native type and is composed of two rgmovable
parts. A sledge is usually pulled by one or two horses. he maximum
daily travel is 80 kilometers, while the average is 60 kilometers.
There are not annyheavily. built large sledges in Manchuria.
9, Russian-Type Carriage. This is drawn by one or two
horses. The shape of the Russian-type carriage is somewhat like the
European four-wheel carriage. There are some light carriages of
the Russian type seen mostly in Harbin. The heavy-type carriage
can be seen in the cities and towns in Manchuria. A carriage has
room for two to four persons.
10. Automobiles. Automobiles of American or European make
have been very popular in Manchuria, since the cities in Manchuria
arc modern cities with good roads. In city suburbs driving is more
comfortable in the winter than in the summer because road conditions
are better. Automobile,traffic in the large cities like Makden,
Chlang-chiun, Dairen, Harbin, Chin-chou, Kirin is just as heavy as it
is in the large cities in the world.
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B. Means of Freight Transportation:
There are several kinds of vehicles for freight transportation
as follows (see Table 5 for detailed description):
1. Wagons. In Manchuria, with the exception of Port
Arthur, Dairen and Mongolia, freight is largely transported by
wagons. In fact, roads in that area were developed mainly for
wagons. Names of the wagons vary with their body structure and the
number of animals in use. With their structure as a basis for clas-
sification there are three types of wagons: the }umber 1, the Number
2 and the Number 3. On the basis of the number of animals there are
the 10, the 7 and the 5 animal wagons. A wagon has wooden wheels
with iron tires and wooden axles. The spokes of the wheel are not
radial, but made with one vertical and two horizontal wooden bars.
The wheels are usually fastened to the axle and move with it.
2. Flor-wheel Wagon. The shape of the flower-wheel -tagon
resembles the sedan-chair charriage while its body structure is
similar to that of the wagon. There are fourteen or sixteen spokes
radiating from the center of the wheel. The axles are made of metal
or wood. This type of wagon is used mostly along the railways,
especially in Shenyang and Changchun.
3. Rubber-Tire Freight Cart. It uses air-filled rubber
tires or solid rubber tires. It is a vehicle nearest to the modern-
ized means of conveyance. With Shenyang as a center it is used to
transport goods to the cities in Manchuria.
4. Improved Freight Cart. In 1938 the Manchukuo regime
published a new design to standardize freight carts. The new
design would result in better protection of the roads and in greater
efficiency. There are radial spokes from the center of the wheel.
They are clad with iron strips 7.5 millimeters in width. The body
of the cart is of two kinds: one is made of wooden boards and the
other made of steel bars. An improved freight car carries one to
two tons.
5. ox Cart. This is a cart which is usually pulled by one
or two oxen. Its body and wheels are similar to those used in the
wagons, the flower-sheel wagons, and the improved cart. It is
commonly used by farmers in fen-chi and in Korea. It has a hauling
capacity of 0.7 to 1.5 tons. In Mongolia there is the wooden,
bulky and heavily built ox cart. The various types of ox carts
will be discussed under the heading Wooden Cart.
6. Sedan Chair. Besides being used for passenger trans-
portation, sedan chairs are also used in freight transportation
because they are faster than ordinary 'wagons,
7. The Wooden Cart. This is another name of the ox cart
used in Mongolia. It includes two kinds: the White Awning and the
Rolling Wheel.
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a. White Awning Cart. This is usually pulled by one
ox. Its structure is similar to that of the common wagon, although
its construction is rather crude. All the components are made of
wood except the wheel spokes which are made of iron. A man can
drive a team of five or six carts. Here is how it works: one end
of the rope is tied to the horn of the ox, while the other end of
the rope is connected with the rear of a cart immediately before the
ox. In this manner five or six carts may be controlled by one driver.
The daily haulage of an ox cart is 25 kilometers in the summer time
and 3 kilometers in the winter. A strongly built cart has a capacity
of? 500 kilograms, while a small cart has a capacity of 150 kilograms.
b. The Rolling-Wheel Type. There are two types of
this cart: the four and the two wheel carts with wheels of varying
size. The structure of this cart is similar to that of a flower-
wheel wagon, except that it is crude. West of the Hsing-an Mountains
in the pasture land the nomads usually use horses to pull the carts
instead of oxen. A horse-drawn cart is much faster than that pulled
by an ox. The large-wheel carts are practically the only means of
conveyance for the nomads. For example, the transport of tents, the
taking up of water from wells and the collection of hay are all done
by ox carts. The small-wheel carts are exclusively used for trans-
porting travelers. The four-wheel carts are generally common in the
Hsing-an Mountains, Tsitsihar and Hal-ho.
8. The Camel Cart. This kind of cart is very popular in
Hai-la-erh and Man-chou-li. There are two types: the four-wheel
and the two-wheel types. The four wheel type is more useful than the
two-wheel type. Loading of the two-wheel cart is difficult because
the back of the camle is too high and the angle between the base of
the cart and the camel is too steep. The hauling capacity of a camel
cart is around 500 kilograms, while its average speed is 50 kilo- .
meters per day.. In Chin-chou? Hsi-hal-10o% Ch'ih-feng, Lin-hsi and
Mai-lu? where the terrain is dominated by mountains and rivers, it
is necessary to use camels as draught animals. Camel haulage depends
largely on the distance. 'hen the distance is short, (a 20-day
journey) a camel carried 150 kilograms. but when the distance is long
(50 or 100 days) it carries usually 206 kilograms 51E7.
9. Four-Wheel Cart. There are two types of these carts:
The Japanese type and the Russian type. Carts used in Dairen, Port
Arthur, Ying-ktou and Liao-yang are of the Japanese type. The two
front wheels in the Japamese type are smaller than the rear ones.
It is usually pulled by a he, hauling 1,000 kilograms. The
Russian type is popular north of Ch'ang-chrun and in Harbin and
particularly along the Chinese-Russian border. The structure of the
Russian type' is similar to the Japanese type. The only difference is
that they are built stronger than the Japanese type. In addition,
the wheels are removable from the body. The body of the cart may be
changed according to the goods to be hauled. For example, in trans-
porting goods within a city, a flat-car-type body is used and pulled.
by one horse. When coal, sand, and farm produce are to be transported
the cart body is built like a gondola car. When used for hauling
timber, no body structure is atop the wheels. Thus the haulage of
a four-wheel cart varies with its body construction. The horse used
for hauling is usually the tall, Russian breed type.
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10. Sledges. Since a sledge is made by very primitive
methods, it cannot haul as much as wagons can, which is more than
2,500 kilograms at one time. However, a sledge hauled by one horse
can carry 500 kilograms of goods and still travel at top speed. A
sledge drawn by one horse can carry the same amount of goods as a
wagon hauled by three or four horses, since the speed of a sledge is
70 to 100 percent faster than the wagon. However, sledges can be
used in the winter only and in the ice-bound areas north of Kirin.
U. Truck. Truck transportation is popular mainly in
cities and towns along the railways. Recently, trucks have also
been used in the countryside during the winter. When the Manchurian
economy is prosperous and the roads are improved, truck transportation
will have a bright future. Amore comprehensive analysis of truck
transportation will be given in the latter part of the book.
In short, there is a great variety of means of transportation
in Manchuria of which the horse wagon is the most popular. Other
means of conveyance are, used only locally. This conclusion serves
as a basis upon which we proceed to analyze the transportation
situation in Manchuria.
gae table on following page
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TABLE 5
Uses
TyPes of
Vehicle
1 Wagon
2 Flower
3 Rubber
Tire
Freight
Cart
I. Iron, Ira,-
proved
Cart-
5
Ox-cart
6 Sedan
Chair
Carriage.
Characteristics
of Structure
Iron Clad Wheels,
Wooden Axles;
*eels fixed on
Axle; no radial
spokes; one
longitudinal bar;
two cross bars
The body structure
ts similar to that
of a wagon; but
the materials
used are finer
Wheels are radial.
Two kinds of axle:
Iron and Mood.
Axle is fastened
to the body
Air-filled Rubber
Tire; Solid Rubber
Tire
Wooden radial
Wheels; iron
axles; the
width of tire
is 7.5 milli-
meters
Wheele and body
are similar to,
those of flower
wagons and the
improved cart
but the cart is
pulled by an ax.
Iron wheels with
wooden axles;
the structure '
of the wheels is
radial
Transporting crops
in the summer; long
distance freight
transporting in
the. minter
Used in the
harvesting; medium
distance treats,-
port
Used for trans-
portation:
1. Cities;
2. Medium
Distances
Used in Agri-
culture
Used for trans-
portation:
1. In Cities;
2. In Middle
Distance
Used both in
transportation
and agriculture
Used for trans-
porting goods
and passengers
5djoine page 29 herg
- 27
GeograpUcal
DistributiOn
Manchuria except, .
Kuan-tung Chou
and the Mongolian
Gobi
Along the railway
lines, particularly
in Mukden and
Chang-chun
? Mukden and other
localities. Ueed
on the public
roads; military
Highways
Manchuria, not
yet popular
In Ghien-tao
and Korean
settlements
Underdeveloped
areas
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0
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Draught Animals
. and Hauling
Horse, donkey
40-50 kilometers
in plains, 30
kilometers in
mountains'
1-3 horses or
mules
k
87 1-2 horses or
a, mules
0
.1."4
1-2 horses or
mules; 2-3
horses or
mules in
villages
1-2 oxen
A horse or a mule.
In winter on good
roads, 50-60
kilometers
Hauling Capacity. (in catties)
Kinds of Plains Mountains
Carts Winter Summer
.No 7. 3,000 2,500 10% to 20%
less than
figures at
left
0.8 metric tons
(1) 1.5 to 2.0 metric tons
(2) 0.8 to 1.0 metric tons
1-1.2 tons
0.7 to 1.5 tons
In addition to the '
accomodation of two
passengers, there is
capacity for hauling 60
kilograms of goods
gdjoins page 30 here
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Number of
Vehicles
1926 350,000
to
400,000
1940 422,238
1943 385,984
1940 86,943
1943 73,700
(Iron
Axle)
63,000
(Wooden
Axle)
1940 37,064
19143 56,870
1943 13,630'
pulled by
native
horses;
1,031 by
Japanese-
bred horses
1940 133,232
19143 110,458
1940 1,608
1943 3,83)4
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gdjoins page 27 her.i7
7 Wooden Crudely built
Wagon large or small
type
8 Camel Four or two-
Wagon wheel type
9 Four- The Japanese Types
Wheel Carl Two front wheels
. a* Japanese can be steered;
Type; b. good only in the
Russian movement in cities.
Type The Russian Types
The wheels and
the body of the
removSble. All
sorts of bodies
interChangeeable
10 Sledge
Good only in ice-
bound areas,
structure is.
simple. Only one
horse is needed
Used for trans-
portation by
nomads; In
moving tents
Used for trans-
portation
1. Transports,.
tion within a -
city
2. Used in
plowing;
3. Used in the
transport of
timber
Used for trans-
porting goods
and passengers
- 29
In nomadic
.areas
Hailer, Man,-
oho% Tsitsi
harp Chinhsien
and Jehol
North of Chang-
chlunp in Harbin
and on the
Chinese-Soviet
Border
.11
0,
North of Kirin
and in the east m
part of Man- .g
churia where 1?
sac* is heavy
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Either a
horse or
an ox 35-
40 kilo-
meters
(in summer)
40-50 in
winter
Camels 50
kilometers
a day
Usually one
horse, but
may be in-
creased to
1-2 horses
Ode horse
only
gdjoins page 28 heril
0.2-0.3 tons
0.6 metric tons
Usually from 2-4 metric tons,
but when heavy freight to be
carried, the power of hauling
may be increased to 20 tons
From 1..15 tons
.6.4 ton -
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1940 53,375
1943 64,498
1940
1943
1940
1943
1940
1943
1,878
864
16,596
23,548
1943 23.,003
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Section . Amount and Ca.1._.:_t_L-.2f21:ailtEEL,1191,11pment
1. Number of Freight Carts. The freight cart is a vehicle.
most frequently used in Manchuria. Because of the lack of statistics
it is difficult to ascertain the exact number of carts in Manchuria.
The South Manchuria Railway Company, by using various methods deocrib-
ed"below, estimated that there were 400,000 darts in Manchuria In
1928.-
1. Date from surveys made in 1925 and 1926 as follows;
Type of Carts
1.94:192:1YRP
Small-Type
Province
Carts
Carts
Total
Date of Survey
Liao -fling
840922
11,569
96,491
at the end of
1926
Kirin
158,888
1,815
160,703
end of i926
Heilungkiang 50,539
265 50,804 April 1925
The Kwan-tung
Chou
2,561
64
2,625
end of 1926
Total
294,910
13,713
310,623
2. Another estimate of the number of carts in cultivated
areas was made. In 1925 and 1926 the area of arable land in Man-
churia was 19,8650000 hsiang (one hsiang equals ten mou or roughly
two acres.) Assuming there was one cart for every 50 hsiang in an
area of 19,865,000 hsiang there were 400,000 carts.
3. One may also estimate the number of carts from the
population of Manchuria. In 1925 and 1926 the population was
26,080,000. It was assumed that in large cities every one hundred
persons had one large freight cart (identical with the conclusion
reached in the surveys conducted in Dairen ahd other large cities in
Manchuria) and that in villages every thirty persons has a freight
cart. In other words we assume that 65 persons have a freight cart.
Thereforeothe number of carts was 400,000.
L. The number of carts may also be estimated from the
number of draught animals. The ratio of carts to draught animals
varied with provinces.
3].
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FREIGHT cARTLILmAliggyglA
Province
Number of Draught Animals
Ratio of Carts
Freight'
to Animals
Carts
Liaoning
1,905,000
10%
190,500
Kirin
938,000
7%
-134,op0
Heilungkiang
903,000
a
-150,500
Totals
3,746,000
45,00o
On the basis of thejOer,Methods listed above it was not diffi-
cult to come to the conelmi9ieHthat the freight carts in Manchuria
in 1925 or 1926 wasToughly.400,000. .Ten years later in 1936 the
Manchukuo regime made,S-fisld survey and came up with the number as
being 434,420. Of this figure 347,841 were horsecarts and 86,579 ox
carts. At the end oflightweight carts were estimated at 817,340.
Of this figure 800,000 .were horsecarts. The nuMber of oxcarts, horse-
carts and sledges from surveys conducted by the South Manchuria
Rail-
way Company itti given as follows:
TABLE 6
iHORSEOARTS OXCARTS AND SLEDGES
Number ,of Oxcarts
Date and 1:1048.e-carts -- Sledges
59,052
1936
434420
1937
641,e63
1938
74,914
1939
756,829
1940
752,934 .
1943
417,340.
Remarks
Horsecarts, 347,8h1 ;
Oxcarts, 86,579
Kuan-tung Chou not
included.
Kuan-tung Chou:not
included.
III Transporting Efficiency of Freight Carts. Transporta-
tion efficiency is estimated on the basis of local capeity, haulage
arid speed.
1. The Loading Capacityi This depends upon the season
of the year, the types of goods transported and the condition- of the
roads. !"nr ax example, if there are two carts, one carrying soy-
beans, moving along the mountainous roads from Mukden to An-tung,
while the other moven from Mukden to Tsitsihar on the flat Manchurian
plain, their load capacities are of course different.
2. Haulage: The hauling capacity varies with the road
conditions, the number of horses in use, and the types of goods to
:be hauled and the skill of the driver.
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Table
LIGHTWEIGHT VEHICLES 24 MANCHURIA...TN 1944 B.Y. PROVINCE
Types of
Cart
Provinces or Large
Municlallam Carts
Iron Wheel, Im-
proved Horsecarts
Japanese Native
Horse Horse
Flower Wagon
Iron Wooden
Axle Axle
Changchun
Municipality 821
Mukden 55,578
4
3
223
1,552
642
18,450
1,133
14,527
Kirin
77,134
13
1,040
5,927
6,172
Chti-ch,i-ha,
erh
24,608
78
2,459
4,515
2,477
Jehol
8,328
292
1, 335
60
Harbin
50,516
104
421412
44,468
5,,100
Chin7ehou
32,007
5,134
,An-Uing
30,692
19
2,923
2,521
3,434
Chien-to
59
62
364
2,059
18
.$an-chiang
7,998
513
382
5,314
122
Tluag-haa
1,710
66
1,607
3,645
Mn-tan-ehiang
1,410
4,822
4?1110110
0
?r,
Zing-an
1,769
204
26
6,698
2,932
11:14,1.4
Pei-an
29,036
29
356
1,601
1,249
Het-ho
1,207
2
261
250
89
West Hsing-an
20,097
??????
50
2,108
540
South Being-an
3,566
OMB..
183
330
7,953
North Hsing-an
121
130
??????
East Hsing-an
468
998
451
4,011
Ssuvillag-Chieh
3.8, 8$'9
333
50690
8,839
Total
3854964
1,031
13,630
73,712
63,001
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Freight
Carts
teallE21
? Oxcart
Iron Wheel
Iron Axle
Sedan
Chair
Carriag
Wooden
Carts
Camel
Carts
Four
Wheel
Carts
4,334
24,271
3,191
2,803
1,739
3 156
5,078
4,230
11"?71 69
0$4
1,652
cn
en
1,070
709
102
99
139
461
160
2,713
56,870
10,728
2,411
6,524
3,762
2,246
8,361
294
27,487
2,102
1,466
2,417
920
1,392
883
4,086
34,067
68
1,244
110,458
7
77
45
359
268
3
51
0
?17
18
4
1
81
74
2,847
I -
3,834
239
7,531
967.
6,121
7,423
2,569
38
25
163
259
87
109
2,168
5,826
9,707
33,678
6,157
108
736
84,498
1
76
0000
4
19
7614
8614
63
790
1,041
165
4
1,377
NOM
4
2,0]3'
2,356
0,
5 m
2,343
2,700
58 t.Q1
1,749
101
7,156
1,426
107
23,1458
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Totals
Sledges
12,42.
1939
1938
7,456
2,446
1,798
1,686
133,50?
173,695
1611,492
163,723
97,9141
1,168
1041214
103,001
10)4,9)48
50, no
295
58,7911
58,449
86,1401
22,987
0101110111
24,805
27,267
21,5140
69,651
1,651
65,937
67,439
68,165
53,200
53,830
56,648
55,658
44,155
106
42,0147
41,3143
38,187
0132,173
ARO ???
27,825
28,081
21,303
1,671
16,643
15,9414
10,332-
tow 9,828
181
6,5714
4,937
5,307
11,806.
175
7,841
8,070
13,202
0 15,464
1,31414
6,700
5,472
1%36,882
2,405
45,281
50,394
10,407
297
14,9814
5,003
4,684
37,215
48
26,489
27,026
26,817
45,961
aIMMI
32,757
35,506
35,816
51,2142
7,941
147,895
148,016
29,322
7,530
5,265
7,185
7,943
8,242
58,522
817040
23,003
752,852
756,829
701,924
LSX,
1,605
11411, 001
86,830
101,128
18,993
86,680
66,396
28,457
27,1413
114,095
3,762
4,348
12,084
29,088
2,649
4,437
6141,263
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3. The Traveling Speed: The speed is dependent upon
the weight of the load, the number of horses used and the conditions
of the reads. The average speed of horsecarts in Manchuria is four
:kilometers per hour. In the winter time the speed can be increased
to five kilometers per hour.
This is roughly the efficiency of the horsecarts in Manchuria.
A further analysis of its efficiency under various types of terrain
is as follows:
0-ee table 8 on following pagg
Section 4. Accomplishments of Horsecart Transportation
What has been said above is a general description of the roads
in Manchuria and also of the horsecart transportation'. This chapter
deals with the significance of land transportation in Manchuria with
special emphasis on the development of natural resources.
A. Horsecart Transportation As 'a Substitute for Rail
ways. The transport of goods by horsecarts has been more and more
popular as the frontier lands were gradually opened. Take, for
instance, horsecart transportation around Tsitsihar before the con-
struction of the Peking-Mukden Line and the Chinese Eastern Railway.
At that time horsecarts made full use of the winter roads. They
transported goods along the Kirin National Highway to Tlao-nan? Hsin-
min T'un and Hu-lan. Goods transported included cereals from Sui-hua?
Hu-lan, Pa-yen and A-shih-ho and textiles and sundries from Peiping,
Mukden and Ying-k'ou. Horsecart traffic between Mukden and Peiping,
between Mukden and Port Arthur, between Mukden and Kirin was as heavy
as the present day railway traffic. In southern Manchuria there were
360 kilometers of horsecart roads between Mukden and Lin-chiang; 300
kilometers between Klai-yuan and Meng-chiang; and 400 kilometers be-
tween Kirin and Yen-chi. In the North Manchuria there were 270 kilo-
meters of roads between Harbin and Klo-shan and 600 kilometers between
Tsitsihar and Hei-ho.
Most of the transportation business in Manchuria was operated
by farmers simply because they could make use of? the draught animals
in their possession. Furthermore, farming was a profession which gave
them leisure time for going into the transportation business. Thus
they could afford to charge a low freight rate. This explains why
horsecart transportation had become a rival to rail transportation.
B. Competition Between Horsecarts and Railways in
Manchuria: In the past, because of the low efficiency of the rail-
ways, the lack of enough freight cars and the high freight rates,
even long-distance freight transportation was handled by horsecarts.
Two factors accounted for the horsecart's ability to compete with the
railways:
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TABLE 8
CART EFFICIENCY IN THE WINTER TIME
(Estimate on the Basis of: 1. NuOtier of Horses in Use;
2. Loading Capacity
3. Speed.)
7 Horses 5 Horses 4 Horses 2 Horses
or Mules or Mules or Mules or Mules
Haulage:
Flat Land,
Slope Less 2,601 kilo- 1,834 kilo- 1,272 kilo- 809 kilo-
Than 3 grams grans grams grams
Degrees
Distance Per Day:
40 kilometers 40 kilometers 40 kilo- 40 kilo-
meters meters
Haulage:
Mountain
Terrace, 2,023 kilo- 1,445 kilo- 817 kilo- 578 kilo-
Slope grams grams grams grans
Over 3
Degrees Distance Per Day:
30 kilo- 30 kilo- 30 kilo- 30 kilo-
grams grams grams grams
1. Low Cost. As mentioned before farmers engaged
in horsecart transport as a supplementary occupation. Thus it was
not uncommon that a farmer was satisfied with a fee that merely
covered the cost of feeding the draught animals. In other words,
there was a greater elaftivity in formulating the charges.
2. Safety. Horsecart transport was safe. Mer-
chants who wanted their goads transported needed only to tell the
transport agencies which in turn contacted the cart drivers and
made the deals. If the merchants found the drivers suspicious, they
might ask for references to find some guarantee or sureties. Mean-
while, the traveling armed guard system and the insurance system
were simple to use but offered good protection on the highways.
During World War I (1914 to 1920) there existed a serious cm-
petition between the railways and carts in areas south of the Chinese
Eastern Railway. Before 'World *War I horsecart transport in areas
along the Chinese Eastern Railway 'had not teen highly developed.
As soon as the war broke out, all sorts of 'cars of the Chinese East-
ern Railway were used for military transportation, resulting in the
accumulation of goods at the railway stations. Merchants suffered
serious losses because of the tie-up. Since they deeply felt the
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TABLE 9
COMPARISON OF THE TRANSPOM EFTICIENCY OF HOBSEGARTS AND SLEDGE ON SNOWBOUND ROADS
Large Horsecart Flat Land 1-foot snow Haulage
Distance
per day
1.5-foot snow Haulage
Distance
per day
Sledge Mountain 1-foot snow Haulage
Terrace Distance
per day
1.5-foot snow Haulage
Distance
per day
7 HOries or
Mules
2,300 kilograms
35 kilometers
2,000 kilograms
30 kilometers
3,000 kilograms
60-70 kilometers
3,000 kilograms
60-70 kilometers
Horses or
Mules
1,300 kilograms
35 kilometers
1,200 kilograms
30 kilometers
1,800 kilograms
60-70 kilometers
1,800 kilograms
60-70 kilometers
2 Horses or
Mules
Difficulty in
moving
Same
Same
Same
850 kilograms
60-70 kilometers
850 kilograms
60-70 kilometers
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need for long-distance horsecart transportation, they organized an
aesbciation? mobilized draught animals and handled freight traffic
between Ch'ang-ch'un and Harbin and between An-ta, Ch'i-ch'i-ha-erh
and Chlang-ch'un. The sharp rise in railway freight charges in 1919
by the Chinese Eastern Railway increased tremendously the de:aand for
horsecarts.
Since the autumn of 1920 the Chinese Eastern Railway had very
slow business because of the competition from horsecarts. In Dec-
ember 1920 about 44,722 metric tons of cereals were transported south-
ward by carts as compared with 18,722 tons by railways. In January
1921 cereals transported by carts amounted to 73,111 metric tons,
while those handled by the railways were 20,342 tons. In February
1921 the carts transported 35,242 metric tons of goods, while the
railways transported less than 29,610 metric tons. On returning trips,
the carts carried northward 150 metric tons of goods per day. From ,
these figures listed above, it is obvious that horsecart transportation
played a dominant role in Manchuria's transportation system.
The chief reason for the cart owners to charge very low fees in
comparison with that charged by the railways was that in 1920 and
1921 there had been serious famines in Shantung Province. A great
number of refugees migrated to Manchuria which resulted in an execssive
supply of labor, and therefore in very low wages. Furthermore, it was
at this critical period that the railways raised their freight schedules
several times. The suprisingly high freight rate by rail naturally
encouraged the merchants to employ horsecarts.
Let's now look into the freight charges in 1919. At that time
the charge for 30 tons of goods between Harbin and Ch'ang-ch'un by
rail was 600 to 1,000 yuan while it was Wo to 900 yuan by horse-
cart. In 1920 the railways charged 390 to 530 yuan, while the horse-
carts charged 280 to 430 yuan for the same amount of goods. This
factor alone obviously led to the rapid growth of horsecart trans-
port trade. But there were additional factors as described below:
1. At that time the Chinese Eastern Railway lacked
sufficient freight cars. Merchants had to bribe the railway officials
with much money to obtain freight quotas. Even then the freight
took at least a month to reach its destination as compared with eight
days if horsecarts were ased.
2. The Chinese Eastern Railway did not exercise good
care in handling goods. Commodities were often damaged.
34 The Chinese Eastern Railway lacked waterproof cloths.
Merchants were required- to furnish them at their own expense.,
4. Shippers were required to go through red tape and
repair any damaged packages before they were admitted to the railway
warehouses.
S. Before agricultural products were admitted to the
SouthManchuria.Railway Company for safekeeping, there were consider-
able warehouse expenses to be paid.
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What has been said above is the main reason that theinerchants
preferred carts to railways in transporting goods to the south.
Indeed, horsecart transport trade has made a great contribution to
Manchuria's transportation system. It was not until the Chinese
Eastern Railway and the South Manchuria Railway Company lowered
their freight rates and improved the management of freight traffic
that horsecart trade began to decline.
Horsecart transport was once very prosperous in Ch'ang-ch'un
and Harbin as shown by the following datai
TABLE 10
DATA ON HORSECART TRANSPORT OPERATING BETWEEN
CH0ANG-CHIUN AND HARBIN
Year Number of Horsecarts Freight in Metric Tons Remarks
L 31../ L L
1914
38,000
1915
. 46,000
1916
51,000
1917
60,000
1918
75,000
1919
150,000
1920
125,000
92,000
One horse-
cart haul-
ing two
tons
92,000 Fiscal Year:
From April
to March of
next year
102;000
120,000
150,000
300,000
250,000
TABLE].].
COMPARISON OF FREIGHT BY RAIL AND BY HORSECART, 1920-1921
(in short tons)
Date
? Total
December 1920 19,020
1-12 January
1921 4 839
16-31 January
1921 15,504
February 1921 29,610
By Rail
By Horsecart
Per
Total
Average Per pay
_Amage
613
44,722
1,442
322
35,558
2,371
969
37.0552
2,348
? 1,184
35,242
1,762
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All these data prove the strength of the horsecart transport
trade which enabled it to compete with the railways.
O. Relation Between Horsecart and Railway Transportation,
In Manchuria horsecarts were used to transport farm products to rail-
way stations. They carried mainly daily necessities on their return-
trips. This has been so for a long long time. Thus, except for
huge amounts of goods which must be handled by railways, the trans-
port of small amounts of goods for short distal?es is handled mostly
by horsecarts. It is clear that the horsecarts supplemented the
function of railways.
There are two destinations to which farm products are trans-
ported by horsecarts: one is the railway stations where farmers
sell direct and the other is the market places in towns and cities.
The volume of freight destined for the railway stations is usually
smaller than that destined for the market places since the distance
between the production area and the stations is much longer.
Horsecart transport trade is active between September and April
of the following year. Of these months November to January are the
most prosperous. After January the business becomes slow. In the
summer time, because of the road conditions and of the hign cost of
transportation, very few farm products are transported by horsecarts.
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II. WATERWAY TRANSPORTATION
Section 1. A General estion of the -Transportation in
Manchuria
There is a Chinese proverb Which says that "Rivers and streams are
the womb of civilization." Certainly, there is some truth in it. History
proves that rivers and streams have been the nursery beds of civilization.
This applies to China and to any country. On the other hand, modern
civilization has added much progress to inland river transportation. Take
the geography of Manchuria as a subject for discussion. Since there are
rivers running in all directions, Manchuria has been renowned for its
long history of inland river navigation. For instance, the cities of
Chiulien-ch'eng and Chi-an along the Ya-lu Ho, Liao-yang and other cities
along the Fu-tai-tzu Ho are reported to have had inland river navigation
in the Han Dynasty. Niu-chuang of Hai-chleng Hsien and the city of
Tung-ching along the MU-tan River are recorded as having had a prosperous
inland river traffic under the Empire of Po Hai in the Tlang Dynasty. In
the Sung and Chin dynasties A-ch'eng along the b-shih Ho, Wur].a-chieh and
Po-tU-na (Fu-yu) along the Sungari River are reported to have been
prosperous river ports. In the Ming Dynasty there were shipbuilding
yards in Kirin Province. Hui-ning and Ch'ing-hsing located along the
Till-men River had been opened as ports as early as the Ming Dynasty. The
examples listed above are taken from ancient hooks on geography and
history.
In the Ch'ing Dynasty, inland river navigation had been best
developed in the sputhern part of the Liao River Valley. The next would
be the navigation of the Yalu and the Tlu-men rivers. However, the rivers
and streams in the southern part of Manchuria are only deep enough for
small boats. Accordingly, the volume of transportation is limited. Along
the Amur River in North Manchuria it is recorded that sLnce the first
appearance of a Russian steamer in 1854 the number of steamers has increased
yearly. In 1872 there were 10 steamers. The Russian steamers sailed up
the Sungari purely for expedition or for small-scale trade. In 1898 when
the Russians made tremendous uses of Sungari navigation for the transporta-
tion of roughly 6500000 metric tons of railway-building materials, for the
construction of the Chinese Eastern Railway, the navigation achieved an
unprecedented prosperity. The railway materials were transported from
European Russia to Vladivostok by sea. Then, the Russians used the Ussuri
Railway, built in 1897, to ship the materials to Khabarovsk and Iman.
From there 18 river steamers, four small steamers, and 60 sampans were
used for transporting the materials first along the Amur River and then
along the Sungari River to Harbin.
Another outstanding event was the completion of the Chinese Eastern
Railway, the Ussuri Railway and the Amur Railway. Not only did the
completion of these railways create favorable conditions for the exploita-
tion of the natural resources in areas along the rivers and railways,
but it also changed the outlook of the navigation of the three rivers, the
Amur, the Sungari and the Ussuri. In fact, the foundation of modern inland
river navigation in that area was built with the completion of the railways
mentioned above..
All of the materials used for the building of steamers came from
Europe to the shipbuilding yards located in Iman, Khabarovsk,
Blagoveshchensk, Nipuchu, and Harbin. Occasionally there were a few
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? steamers which weraranufactured in Eurepe or in Shanghai and csme to
the Amur Region through the Okhotsk Sea. Sailboats and tugboats in-
creased,in great number. All of the shipbuilding yards located along
the coast were doing their best to produce boats.
The Sungari, Amur, and Ussuri rivers are main waterways for inland
river navigation in :Manchuria. Among the three the Sungari River Rates
first in importance. at is recalled that in 1858, according to the Aigun
Treaty, Czarist Russia obtained the rights of navigation along the Sungari
River. Slibsequentlysnavigation along the three rivers mas controlled
exclusively by Czarist Russia. All boats sailing on the rivers belonged
to Russia. There were several dozen boats. Although the Chinese had
started their navigation as early, as 1907, the number of boats they had
was so anall that it could hardly coMpare to that owned by Russia. After
the Russian Revolution in 1917 the rights of navigation became the focus
of disputes between Russia and China. For the purpose of safeguarding
the sovereignty of China, the Chinese Government had issued an order in
-1907 to ban navigation of Russian boats between Sungari, Kirin and Lao-
ehao-kou. In 1924 Chinese restriction was further enlarged to exclude
:the Russians from all the rivers, including those rivers in the territory
of the Chinese Eastern Railway. As a result, the Russian ship owners
competed with each other to sell their ships to the Chinese. In 1926
then the Chinese Government with great determination took over all the.
piers, the Sungari navigation came once more under Chinese contra.
Subsequently, the Chinese Government established the Northeast Navigation
Bureau for controlling and operating the boats confiscated. The shipping
agencies also included the Northeast Shipyard, the Kuang-hsin Navigation
Office, the Sungari and Amur Postal Boat Bureau, the Northeast Commercial
Navigation School, the Harbin Navigation Bureau and the River Conservation
Bureau. At that time there were 40 boats under the control of the Chinese
Government. The total tonnage was 14,308 long tons.-
At the time of the Maden Incident there were more than 120. boats
sailing along the Sungari River. The tonnage which has been ascertained
was more than 30,000 tons. This included about 1,500 tons of large
steamers. ?
A detailed description of the three river systems, the Liao Ho
system; the Sungari, Amur and Ussuri river systems; and the Ya-lu Ho
eystem, will be given in the following sections. Table 12 shows the
names of the principal rivers in Manchuria.
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TABLE 12
RIVER SYSTEMS IN MANCHURIA
River Area Covered Percent Navigable From Mileag
(Square Kilometers) (Kilometers)
Amur River (Hei- 288,300 22.1 Chilalin to its 227
lung Chiang)
Confluence with
with Ussuri River
Sungari
523,200
40.1
Sanchaho to its
937
Confluence with
the Amur River
Kirin to Sanchaho or
its Confluence with
the Nonni River Nen-
Ch'eng to Sanchaho
665
Uasuri River
45,400
3.5
Tung-Chiang to Hulin
596
Hain to Mishan or
Mu-lin-ho
362
PLioins page 45 herej
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? ?A
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t":
o o
cs;
a
06'
0 c9)
g
g a :#g
)
I al 2
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Section 2. Transportation Along the Liao Hee
A. The Characteristics of Liao Ho Navigation: The Liao Ho comes
from the high plateau in western Inner Mongolia, In Manchuria it flows
in a north-south direction through the south Manchurian plain and enters
into the Po Hai at Ying-k'oe. Along the banks of the Liao soils are
fertile end agricultural crops are abundant. The population there is
heavily concentrated. The main course of the Liao Ho is 1,300 nautical
miles or roughly 2,500 kilometers. From Ying-k'ou to Cheng-chia-t'un
493 nautical miles or roughly 900 kilometersare navigable. There are
numerous large and small sailboats operating between the two ports. From
Yingkow upstream to Tien-chuang-t'ai there are 35 kilometers navigable
for steamboats. The tributaries of the Liao, like the Tlai-tzu Ho and
the Hun Ho, are navigable to some extent, but no prospects of further
development are expected. The navigation characteristics of the Liao
River are as follows:
1. Soils in the area along the upper part of the Liao River are
composed of sand an mud. The river banks are often washed off or immersed
in the river. Thus the Liao River forms a snake-like curved line,
constitution an obstacle to navigation.
2. Most of the rivers in Manchuria are shallow. This makes
navigation very difficult? But the Liao Ho is deep enough for navigation.
Even when a boat is stuck in the sand it will float again when the sand
is washed away by the current,
3. The volume of water of the Liao Ho is rather small, but it
varies greatly with the seasons. This is due to the fact that there are
forests near the sources of the river. At the time the volume of water
is contracted, sailing is difficult. This is particularly true in the
cases of the T'ai-tzu Ho and the Hun Ho.
4. The water level of the Liao Ho is affected by tides. When-
ever the tide rises, navigation may be extended for 66 miles beyond
Tiou-tlai-tzu. When the tide reaches its climax, navigation along the
course of the Liao may be further extended for ten miles. Both the
Tlai-tzu Ho and the Hun Ho are particularly subject to the influences of
tides.
5. At Erh-lang-tung located along the main course of the Liao
River, a part of the Liao River flows into Shus-i-tzu Ho. Because of the
resulting decrease in its volume, it is very difficult for a boat to sail
between Erh-lang-tung and San-cha-ho. To overcome this difficulty, the
Liao River Engineering Bureau spent a great amount of money in 1928 to
build a canal linking Erh-tao-ch'iao-tzu of the Shuang-tlai-tzu Ho with
Chia-hsin-tzu, a place located six miles below San-cha-ho. The length of
the canal is 14 miles. As the situation exists today, there are two
routes of different length linking Erh-lang-tung and Chia-hsin-tzu. One
is the main course of the Liao Ho, 29.1 miles long, while the other is
through the newly constructed canal, 24 miles long.
The distance between Erh-lang-tung, where a part of the Liao Ho
flows into the Shuang-t'ai-tzu Ho, and the mouth of the Liao Ho is 95
miles, while that between Erh-lang-tung and the month of the Shuang-t'ai-
tzu Ho is 45 miles. Because the river bed of the Shuang-t'ai-tzu Ho is
at a lower level it takes up most of the waters from the Liao Ho leaving
little water for the lower parts of the Liao Ho. In view of this, a dam
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380 meters long with seven gates was constructed at Erh-tao-ch'iao-tzu
for the purpose of controlling the water volume of both the Liao and the
Shuang-ttai-tzU Ho. In addition, on the right bank of the Shuang-tlai-
tzu Ho there is a lock with three gates serving as the passage for boats.
These gates can be opened and closed to facilitate the movements of
boats* Under ordinary conditions, the dam is opened four hours daily so
the water level of the Shuang-ttai-tzu Ho will rise to facilitate the
passage of sailboats at Pan-shan. When the dam is closed, the water
level in the Liao Ho increases one meter in dry seasons, and increases
roughly 3 meters in rainy seasons.
B. Navigation Along the Liao Ho, Types of Boats and Number of
Boats.
1. Navigation Along the Liao River:
Because of the characteristics mentioned above,' only one
third of the river is navigable. Its navigable season.lasts eight
months, from March to December. The water level of the Liao Ho reaches
a maximum height in July and August of the Chinese calendar* reaches a
fair height in March and April and declines to a very low point in the
freezing season. The rise and fall of the water level accordingly affects
the navigation between certain points along the river.
2. Types of Boats Sailing on the Liao Ho
a. Steamers* In the past there was a 23-ton steamer, the
Jui-hsing, which operated between iing-k'ou and Tien-chuang-ttai. It was
a passenger boat carrying 10,000 to 30,000 passengers from April to
NoveMber.
b. Barges. Barges were used in thetransportation of goods
between Ying-ktou and Tien-chuang-t'ai and between Tien-chuang-tlai and
Hopei. Sometimes they sailed to Tientsin or to Shantung. Most of them
were used by the oil pressing shops and grain dealers.
c. Sailing Boats. Sailing boats were often used in the
transportation of goods along the Liao River. The boats are square-
shaped with flat bottoms and sails, Their freight capacity was from 50
to 105 tan. They usually carried 80-90 tan. Sincetheir draught is
greater than that of the ox-boat, they sail mostly in waters south of
the Chu-liu Hoe
d. Oxe;boats. There is no furndamental difference in
structure between a sailing boat and an ox-boat. Since its cost of
construction is lower and its operation easier due to its light draught,
the ox-boat is. popular in the upper parts of the Liao Ho and its
tributaries, Its load capacity varies from 30 tan to 90 tan. Ordinarily
it carries 60-70 tan.
e. Sampans. These are in most cases used in the neighbor-
hood of Ying-ktoe. The load capacity of a sampan is usually around 1,000
kilogrems. Sampans are operated by ()are or by sails.
f. Small Barges. They are used either as ferries or in
short-distance freight transportation. If a large quantity of goods were
to be transported, two of them would be tied together with the decks
covered with wooden boards. They are handy vessels.
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TABI.3 13
THE DATES OF FREEZING AND THAWING OF THE LIAO RIVER AT YINGKOW
Freezing
Thawing
1926
25 December 1926
20 March 3.927
24 March 3.927
1927
4 January 1928
9 March 1928
22 March 1928
1928
5 January 1929
15 March 1929
18 March 1929
1929
22 January 1930
13 March 1930
24 March 1930
1930
5 January 1931
6 March 1931
14 March 1931
1931
8 January 1932
13 March 1.932
1932
15 January 3.933
24 March 1933
12 March 1933
1933
11 January 1934
16 March 1934
24 March 1934
1934.
22 March 1935
3. Number of Boats and Crafts
As already mentioned above, transportation in Manchuria
before the construction of railways depended largely on the Liao River.
Thus the Liao River had made great contributions to the economic develop-
ment in Manchuria. Although there Aere no accurate records concerning
the number of boats on the Liao Ho, the river traffic was believed to be
heaviest before the Russo-Japanese War. It is estimated that the number
of boats on the Liao Ho at that time w as more than ten thousand. Sub-
sequently, the number decreased greatly. In 1909 the Customs Office of
Ying-klou licensed 4,580 vessels. The number of boats operating in 1923
is given in Table 15.
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C-80001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/666 i. aseeieN iod peAoiddv
Interval
TABLE 14
NAVIGATION ALONG THE LIAO HO SYSTEM
Sources T'ung=chiang
(Liaoyuan -= k'ou ==
Ma-
T feng=k'Ou
klou
Distance (kiloa 207 35
meters)
Width of the ,
river (meter)
Depth of the
rivet lit low
ebb (Meters)
Flow
Speed of the
currents
100
2.8-3.0
Liao go
Ma-feng-
ktou Frh,
lang-tung
139
120 250
2.8- 3.0
The rate of flow changes with seasons. In
July, August, March, and April of the lu-
nar calendar when the ice in the rivers
is melted, the greatest flow is recorded.
At the ebb: (above the middle reaches)
2 miles per hour; 4 miles per hour when
tide begins to rise.
Eth-lang- San-cha Tlien,chuang-
tung -- San- ho T'ien- tied Ying-
cha-ho (or Lo chuang=t'at , leou
Ho)
24
40 -250
3.0- 3.5
31
250-400
9- 10
19
700
11
Records of flow: cubic mdters per second
at ErhLlang=tung:
50134 (1926)
2,500 (1927)
4,030 (1928)
In the lower reaches under the influence
of the tide -- maximum speed:
fidjoirua page 51 herej
At Ying-ktou, 7 miles (per hour)
At Tlien-chuang-tiail 9 miles
At San-cha-ho, 2 miles
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T'ai -tzu Ho
01
2 I
0
0
I
A
tti V;
i o
A.0
no ?
I o o
.ta o O r4 0 CO
rtl 43 4-3 1-1 tr%
Cu
Li.djoine page 49 iter117
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Range between
high tide and
ebb
Navigation
Navigation
facilities
Navigable
seasons
It flows
through the
desert. The
flow is
great, and
the river is
vide, but
its depth is
uncertain.
Small boats;
alkaline
soils, few
-food grains
produced.
fidjoins page 49 here...7
2 feet at San-cha-ho
9 feet at T'ien-chuang-ttai
11.5 feet at Ying-k1ou
Favorable for Navigation
navigation. safe.
Sail boats
capable of
carrying 50-
60 tan of
grain.
Carrying
grain down-
stream,
miscellaneous
cargo up-
stream.
50-60 tan
sailboats.
Sailing in
the summer-
time.
6o percent of
the water
flows into
the Shuang-
t'ai-tzu Io.
The minimum
width is lo
meters. The
depth is 3
meters. It
is difficult
for naviga-
tion.
Sailboats
cannot pass
here. They
have to to
to Erh-tao-
chiao-tzu
for passage.
Usually, the week before or after 23 November, there
some ice floes. Consequently, it is very difficult
navigate.
are
to
Safe for navi- Navigation
gation if safe.
good use is
made of tides.
Mostly large Mostly large
type boats, type boats.
Because of the tide, the
freezing is late and thaw-
ing is early.
feati eg ed BuToppf
Half of the strength of a full tide. One
hour later every 15 miles. Taken at the
mouth of the Liao Ho.
40 percent
flows into
the Lo Ho.
The flow is
therefore
rather small.
Safe naviga-
tion through
the canal.
g Sailboats; Sailboats
greatly in
use.
jajoins page 50 herej
As the volune
of water at
? Eth-tao-ho-tzu
is under con-
trol, the vol-
u of water
can be in-
creased or re-
duced. Ordi-
narily it is
very difficult
to sail at
this part.
Sailboats
Sailing is possible one month before freezing
and ten days after thawing.
West of-Hsiao-
pei Ho, in the
neighborhood
of Hou-lou-po,
there are sone
sailboats in
operation.
Data not
available.
Safe in the In the summer-
sur when time sailboats
flow increagms, are used for
navigation.
The currents
are rapid.
With the ex-
ception of
the sailing
of small boats,
sailing is
difficult.
Sailboats are Sailboats are Sailboats are
used. used, less useful.
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TAME 15
SAILING VESSELS IN THE LIAO RIVER IN 1924
Types of
Vessel Steamer Barger qunks Ox-beats Saapans Crafts Total
Number 1 80 300 150 690 111 1,330
C. Effects of Railways on the Navigation of the Liao Ho
It is true that the Liao Ho has made a great contribution to
the development of transportation in Manchuria. Since the Peking-
Mukden Line, the South Manchuria Line, the Seu-peing-chieh--Cheng-chia-
ttun Line, the Cheng-chia-tlun--Tung-liao Line, and the Mukderk-Hailang
Line were completed, the importance of the Liao navigation has been
greatly reduced. This was due to the fact that the South Manchuria
Railway Company used Dairen as a center and adopted a low-rate policy
for competing with the inland shipping along the Liao Ho. In the mean-
time, the prosperity of Iing-klou was greatly affected. Furthermore,
the failure to dredge the river made navigation along the Liao Ho ex.'
tremely hazardous. It was full of rocks and sand. Banditry was also
another obstacle to traveling by boat. Consequently, the namber of
vessels decreased yearly. Along the tributaries of the Liao Hos:such
AS the Him Ho and the T'ai-tzu Ho, there were only two or three boats
eparating at flood seasons only. The prosperity of the old days has
gone.
The reasons for the decline of the Liao Ho navigation are
summarized as follows:
1. Adverse effects of the railways in Manchuria, inland
river navigation declined sharply. Inland water navigation with. Ying-
k'ou as its center could hardly compete with railway transportation
.With the, ort of Dairen as its center.
2. Lack of dredging. South of the middle course of the
Liao Ho only light repair work had been done under the direction of the
Engineering Bureau. North of the middle course no dredging has been
done. As time passed the sand and mud accumulated at the bottom of the
river and made navigation very difficult.
3. Lack of modernized vessels. Most of the boats and
crafts operating on the -rivers and streams in Manchuria have been
constantly improved for greater efficiency except those on the Liao Ho.
Vessels operating on the Liao Ho are almost exclusively sailboats. Their
capacity is small while their operating expenses are high. Sailing takes
more time because the boats in use are not propelled by motor. All this
accounts for the high transportation cost along the Liao Ho. In short,
shipping facilities in the Liao Ho do not meet modern standards.
I. Unreliable service and lack of working capital. As an
established practice, ship operators are liable for the loss of goods
they transport. However, most of them failed in this because of in-
sufficient capital. Frequent disputes reSulted. Furthermore, the long
voyages and the lack of working capital on the part of the operators
created trouble en route. Consequently, most of the merchants mere very
cautious and seldom used river transportation.
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5. Banditry. Social order in the Liao 4o area was bad.
Bandits and robbers frequently attacked from ambush. Normal life was
disturbed. Under such circumstances, moral Standards of the local
populace became lower and lower. All this constitutes a menace to boat
travel.
6. Shift of trade routes. Most of the imported goods. are
discharged at Dairen instead of Ying-k'ou. The result is that business
in Ying-klou has declined. What makes the situation worse is that few
daily necessities are transported by ship. Thus many merchants have
shifted their headquarters from Ying-kiou to Mukden and Dairsa.
Data in Tables 16 and 17 show the sharp decline in river traffic at
Cheng-chia-tiun in 1918 after the opening of the Ssu-cheng Railway. ?
From the figures given in Tables 16 and 17, it can be seen that in
1914, 70 percent of the crop exports from Cheng-chia-ttun was handled
through the waterways, while 30 percent was transported by carts. When
the Ssu-plino-chieh-Cheng-chia-tiun Railway was put into. oration in
1918, carts were no longer used, while the waterways and the railways
handled respectively one half of the traffic. In 1919 most of the ex-
ports were handled by the railway administration with 3.5 percent
handled by boat. In 1914 56 percent of the daily necessities incoming
to Cheng-chis041Un were transported by boat as compared with 8 percent
in 1919 after the railway from Ssu-Wing-chieh to Pheng-chia-teun ASO
opened.
The advantages and disadvantages of river transportation and of
railway transportation are as follows.
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TABLE 16. FARM PRODUCTS TRANSFERRED FROM CHENG-CHIA -TUN BY YEAR (IN SHORT TON)
- , =
Means of Transportation
Through the
By Boat Along Ssa-p'ing-chieh By Horse-
Consumption the Liao Ho to Cheng-chia-t'un cart to
Year Total (Local) Exports Ying-k'oa ffiao-yaan7 Railway Ssa-ping Remarks
1914
1918
1919
109,000
39,000
70,000
50,000
20,000
75,990
30,450
45,500
23,500
22,000
123,930
32,430
91,500
3,300
88,200
TABLE 17. INCOMING GOODS TO CHENG-CHIA-T'UN
Means of Transportation
Year Total Rivers Railways
1914 17,100 9,600
1919 24,284 1,971 22,313
Horse carts
7,500
Before the opening
of the railway one
year after the rail-
way opening
Two years after the
railway opening
Remarks
Before the opening of railways
After the opening
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1. Advantages of river transportation
a Freight charges and other expenses are lower.
b. No maximum or minimum limits on freight quantity.
2. Disadvantages
a. It takes more time than by
b. Navigation on the Liao Ho is difficult since it has
not been dredged for a considerable time.
? c. There are not enough sailboats. Vessels now available
are small in capacity and thus cannot handle large amounts of freight
on one voyage.
d. The operators of the vessels lacked a sense of
responsibility in offering their services.
el. Banditry is a threat to boat travel.
It was due to the facts listed above that river transportation
could not compete with railways.
D. Goods Transported Along the Liao Ho
The transport of goods downstream along the Liao Ho to Ying-ktou
by okboat or sailboat is known as Ho-tai or "river transportation." The
so-called Wai-tai or outgoing freight refers to the transport of goods in
the Tung-h7-krjrand Sane-chiang-ktou areas, while Li-tai refers to the
river traffic in Hun-hop Tho-yang-ho and south of 71I3tiur-ho. The types,
of goods transported are given as follows:
1. Goods transported downstream along the Liao Ho:
Goods transported downstream to Ting-ktou and localities
near the railways include kaoliang, soybeans, barley, wheat, sesame.
They also include soybean oils bean cakes and wine.
2. Goods transported upstream along the Liao Ho:
They include mostly the products of the neighborhood of
YingHktou like salt, reed mats, cooking pans, and crude potteries. The
amount or goods trancported upstream along the Liao Ho is small.
TABLE 18
GOODS TRANSPORTED ALONG- THE LIAO HO BY YEAR
(In Metric Tons)
Downstream
Year T(.2alt-ictou EmImaa
1930 63,000 Unknown
1931 ? 56,000 Unknown
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Year
Toward yinz?islal
.2221Ele
1932
40,000
Unknown
1933
1934
,
i,
36,000
47:000
Unknown
Unknown
1935
38,000
Unknown
1936
40,000
4,000
1937
30,000
7,000
1938
18,000
7,000
jpLgiltheSSection?TransortationAlounaz_gldtheNoannniRivers
A. The Characteristics of Navigation Along the Sungari
The Sungari River, the biggest river in Manchuria, originates
from the Tlien Ch'ih in the Chlang-pai Shan. It flows along the gorges
of the Chlang?pai Shan, and traverses the northwest plains of Manchuria*
After it meets the Nonni River, it flows in a northeast direction, flank?
ing the big town of Harbin. The Sungari River is about 1,927 kilometers
long. The Sungari River area has been known for its fertile soils and
rich agricultural, forestry, and mining resources which are vital to the
improvement and development of the local economy. The principal
characteristics of the Sungari River are as follows:
1. The climate in Manchuria is dominantly a continental
climate. The temperature, the atmospheric pressure, the rainfall,
snowfall, the direction of the wind, the thawing and freezing of the
river are all factors which play a decisive role in navigation. During
a period of six months from November to April, the temperature is
constantly below zero. The long winter freezes the rivers and streams
and brings the river traffic to a halt. The navigation season lasts
only seven months. In the remaining five months ship operators spend
their time repairing and overhauling their ships. The duration of the
navigation season along the Sungari River near Harbin is shown in
Table 19.
TABLE 19
NAVIGATION SEASCN ALCNG THE SUNGARI NEAR HARBIN BY YEAR
Date
Beginning
Alas
Duration (days
Water Level at Beginning
(Meters)
1928
,Apr 7
Nov 30
237
129.59
1929
Apr 14
Dec 5
235
131.24
1930
Apr 9
Nov 16
221
130.34
- 1931
'Apr 20
Nov 27
221
128.36
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Date
Beginning
Ending
Duration (days)
Water Leve
e er
1932
Apr 15
Dec 11
240
129.69
1933
Apr 21
Nov 24
223
130.37
1934
Apr 22
Nov 29
221
1935
Apr, 18
Nov 1
215
2. The Sungari River has a more abundant Supply of water
since its source is .a. forest region having a greater rainfall and
situated on a higher plateau. However, the volume of the Sungari is
subject to great changes because ofrain and snow.
At the beginning of the navigation season When ice breaks
and melts, the water level of the Sungari is high. But after the ice has
melted completely, the water level goes down very rapidly. This is a
natural phenomenon. The Sungari anda number of Ober rivers and streams
flow in a northward direction. The rivers begin to thaw from their upper
courses in the south. However, the increased water volume due to thawing
of ice and snow is often obstructed by the half-frozen ice in the lower
cause, resulting in the temporary rise in the water level. If there is
4 great difference in the temperatures of the upper and of the lower
courses of the Sungari, the water level will increase greatly during the
thawing period. On the other hand, if the temperatures in the upper and
lower courses are about equal, the water level will decrease rapidly and
navigation is difficult. An icebound river may thaw gradually, or rapidly.
The gradual melting of be is called by natives "gentle thawing," while
the rapid melting is called "militant-like thawing."
Since the increased volume of water gradually flows away
after the ice melts, the water level of the Sungari becomes very low and
renders sailing very difficult in late June and in early July. The water -
level becomes very high in the rainy season of July and August but drops
to a low mark and even ends navigation in September and October.
3. The banks of the Sungari are completely composed of sands
and clay. There are Almost no rocks at all. This is why it is so easy
for the currents to cause the collapse of the banks. In addition, because
of erosion and accumulation of sand and mud from its tributaries, there
are numerous shoals in the Sungari which are dangerouato navigation.
Among the shoals and sandy bars the Shoal of San-hsin located 315 to 342
kilometers northeast of Harbin is the biggest. It is 27 kilometers long.
The water depth there averages 3 or 4 meters. It is only 1.5: meters
deep in some places. Since dredgings has been done, and buoys have been
established, danger is minimized so that boats may even be operated at
night.
4. The Feng-man Dam in Kirin was built to utilize the rich
hydro-electric resources of the Sungari. The reservoir demonstrates that
the water flaw in the lower parts of the Sungari can be kept under control.
In fact, it has eliminated floods, minimized the possibility of river
freezing in dozens of miles in the lower parts of the river and facilitated
the navigation of boats And craft.
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TAME 20. NAVIGATION ALOM THE SUNGARI RIVER SYSTEM
Name of the River The main course of the Sungari River The navigation area in the upper parts
Area of Navigation The mountainous area in the upper parts
of the river
From the source to Kirin
Distance (kilo- 595
meters)
Topography
Depth of water
Width of the river
The volume of water flow is small, and
the movement of the current is fast.
There are a great many shoals. Follow-
ing the completion of the Kirin Lake,
the situation has undergone some
great changes.
The flow is small, and the speed of the
current is great. There are many of
shoals. Following the completion of
the Kirin Lake, the situation has
undergone some great changes.
Mountainous area
Kirin to Lao-shao-kou
219
The topography is like
a terrace. The
plains along the two
banks are rich in
fertile fields.
In the period of thaw-
ing, the depth is
5-15 meters; in the
low water period, the
depth is .2.7-2.8 .
meters.
At the time of thawing
the width is 250-800
meters. When flow
declines, the width
is from 150-550
meters.
Liajoins page 61 herelj
Plain area
Lao-shao-kou to the
Nonni River
194
There are many curves,
and the current is
slow. Sedimentation
is great, and there
are areat many sand
bars and s hoals.
In the period of thaw-
ing; the depth is
4-8 meters; in the
period of freezing,
the depth is below 2
meters,
350-2,200 meters
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The navigation area in the
middle parts
From the confluence with
the Nonni River to Harbin
10324
g'? There are traces of increas-
? ing accumulation of sand
ON s$ and mud. The course of
o CFR
? the river is split. The
two banks are not yet ex-
?ID ploited,
2 When flow declines, the
1.7,4 depth varies from 4-20
meters.
370-2,000 meters. In the
neighborhood of Lang-
chien-tza the width is
from 80-150 meters
The navigation area in the
lower parts
The upland navigation area
Harbin to I-lan
340
The slope of the river is
2 to 4 percent. The
shoal at San-hsing is 27
kilometers long.
The depth varies from 7-10
meters. In the shoals
the depth is from 3-4
meters.
At ordinary times the
width is 375 meters.
The mountainous nawiga- The plains
tion area I -lan to navigation
La-ha-su-sa area I-lan to
Toung-chiang
345
The flow of the Mu-tan- The river beds
chiang and others is have undergone
plentiful, and there some great
are aweat many shoals. changes.
Water volume
is great.
In the shoals the depth
varies from an
average of 3-4 Meters.
At low water, the
depth is 1.5 meters.
Five meters and
4P4.
At ordinary times, 375 100-300 meters.
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Speed of currents
Beds of the river
Navigation
conditions
ffaioins page 59 here .17
After the artificial Lake of Kirin had
been created, navigation became
possible. Small steamers can sail in
this part.
Navigation Period From April to November covering all .
the sections
Points linking to
railways
ear Kirin
Volume of traffic Fair
Goods transported Timber
The degree of decline
is small. The move-
ment is slow, and
speed is from 40-90
meters per minute.
Stones in the upper
course, sandy in
the lower course.
In the navigation
season., a large
number of small
steamers and junks
are found.
Lao-shao-koh
Slow. 35-55 meters per
minute.
Light sandy mud.
There are a great many
shoals. Changes of
bed are frequent:
Navigation difficult. fl
ON
PO
Bank opposite the city g
of Fu-yu
1~-4
Small
0.
CD<
a
-n
0
CD
(7)
a)
CD
CD
CD
CD
CO
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p.
0
3740 meters per minute
Fine sand and clay
At ordinary times steamers
can sail up to Yuan-chia-
wo-pting. From that point
upward only junks can
sail.
hajoins
Slow
Sandy
e 60 herej
Slow
There is the I-lam Shoal,
located 315 kilometers to
342 kilometers northeast
of Harbin. When flood
water declines, sailing
requires more precautions.
Safe at ordinary times.
Greatest
Coal and grain from
Ho-].i-kang
Sant'
Slow
Shifting all
the time
Navigation safe. Buoys Dangerous for
and lighthouses in- navigation
stalled,
Chia-mu-ssu
Greatest
ftrphit
Coal and grain Grain
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Names of
rivers
Area
Sections
TAKE 21
NPLVIGATION ALONG THE SUNGARI RIVER SYSTEM
The Nonni River or Null Kiang
Upper course Middle course
Source -- Nen -ch'eng --
Nen-ch'eng Ch'i -ch'i -ha -
erh
Distance 485 230
(kilometers)
Topography Flowing along Plains
along branches
of the Greater
Khingan and
Smaller Khingan
ranges. Lots
of tributaries.
Depth of
. rivers
In the neigh-
borhood of
Ben-ch'eng,
5-6 meters;
in the rising
period, 12-14
meters.
No shoals
Lower course
Ch'i-ch'i-ha-
erh Con-
fluence with
the Sungari
435
Plains
Mu-tan-chiang Hu-lan Ho
Middle course
Ch'ing-po Lake
475
375
Navigation is Soils are
limited to ? fertile.
the portion
between Ching-
po Lake and
the cities of
Ning-an and
Mu-tan-dhiang
4-6 meters; In the neigh-
when flood borhood of
meter declines Ning-an? 3-5
2 meters. meters in
The deepest depth.
place is 30
meters.
Liajoins page 64 herej
From the mouth
to Hu-lan
Haien, 3-3.5
meters.
A-shih Ho
Soils are
fertile.
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Width of
rivets
Speed of the
current
Bed of the
river
Navigation
conditions
Duration of
navigation
The nearer to
the lower
parts, the
greater the
width.
Very fast
adjoins page 63 herej
150-420 meters 380-9oo -meters
Fairly fast
Full of rocks Full of sand
and stone
No possibility
of navigation,
only rafts are
used.
In flood
season it is
possible to
sail in all
parts. But
boats are few.
Sim
Sandy
It is possible
to sail, but
there are lots
of shoals.
Near the mouth,
the width is
720 meters.
Very fast
In the upper
parts the width
Is from 25-30
meters. In the
neighborhood of
HU-Ian, it is
near 100 meters.
Slow
Full of rocks Sandy
Traffic is
heavy up to
the Ching-po
Lake. Lots
of rafts are
there. Be-
tween the two
cities of
Ning?an and
Mu,tan-chiang
there is a
limited weber
of boats in op-
eration.
From the mouth Fifty kilometers
of the Hu-lan from the mouth
Ho to the city navigation is
of Hu-lan possible.
there are small
steamers sail-
ing. The youth
is 23 kilo-
meters from
Harbin.
April to November for all the rivers mentioned above.
ffdjoins page 65 here:7
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B. Survey of Navigation of the Sungari River and Types of Boats
and Crafts
1. Navigation. Navigation is possible between the mouth of
the Sungari. River and Kirin, a distance of 1,332 kilometers. However,
conditions of navigation vary in different parts of the river. Naviga-
tion in the lower parts (from Harbin down) is the easiest of all. Al-
though the middle course is suitable for navigation between its con-
fluence with the Nonni River and Harbin, night sailing is hazardous
because of inadequate traffic facilities and the length of time in-
volved. Navigation along the upper parts of the Sungari in the
Manchurian plain, between Lao-shao-kou on the Chinese Chiang-ch'un
Railway and the confluence of the Nonni Railway and the Sungari, is most
difficult* In flood season boats can sail between Kirin and Lao-shao-
kou, but when floods recede, all river traffic comes to an end in the
upper parts of the Sungari near Kirin. However, navigation is possible
again in the upper parts beyond Kirin with the help of the Feng-nan Dam.
The dam facilitates the floating of timber particularly.
Among the navigation sections mentioned above those between
Harbin, Lienchiang-ktou, Chia-mu-esu, Fu-chin and Tiung-chiang are most
suitable for navigation. The river along these port cities varies from
200 to 300 meters in width. There are very few places where the river
is narrower than 100 meters* Consequently, when the flow of the Sungari
is great, there are almost 200 days which are suitable for navigation.
In a year when the flow is small, boats with a draught of 4 to 5 feet
can have safe sailing for 150 days. When the flow of the Sungari is ex-
tremely small, there are about 50 days suitable for sailing of boats with
a draught of 3 feet or less. However, those boats of a draught above 2.5
feet,07 have to suspend operations for a short time. In the whole
course there are buoys marking the depth of the river. With the excep-
tion of the shoal located at San-hsing or I-lan, where sailing should be
conducted with care, there are 20 hours or more per day for navigation.
In summary, navigation along the lower parts of the Sungari offers great
prospects for future development.
2. There are several kinds of boats operating on the Sungari:
a. Steamboats
14, Passenger - freight boats. The chief purpose of
the boat is to transport passengers. The decks are used for passengers;
below the decks is cargo space. A smaller steamer can carry 200 tons
While a large one can carry 1,800 tons of goods. The bottom of the ship
is flat. It is operated by one or two paddle-wheels.
2. Tugboats. The tugboat is a power boat used for
pulling freight boats and barges.
3. Barges. Most of the barges are made of iron. Few
are made of wood. They have no propellers and must be pulled by tug-
boats. The capacity of a barge ranges from 400 to 1,000 tons.
b. Sailboats
1. Wind Boat. When the wind is blowing in the direction
of travel, canvas is used. Oars are used when sailing against the wind.
Large boats are capable of carrying 70 tons. Both the stern andthe bow
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of the boat are square in form. There are two masts. However, the mind
boats sailing between Kirin and Harbin are one-mast boats. The storage
room is built near the centerof the boat. On the two sides and at the
rear of the -boat there are planks for protection against water, but not
for the accommodation of goods*
2. Freight Boat. It is similar to the wind boat in
structure, but it is larger and has a very flat bottom. It sails mostly
on the upper parts of the Sungari near Harbin.
3. Paired. Boats. They are also called the pulling
boats. Two small boats are tied to each other* At the center there is
one mast without decks or planks. Their draught is very shallow and
thus they can sail in shallow waters. However, they are not safe. They
are good for the transportation of goods over short distances, but un-
suitable for long-distance transportation.
In summary, the structure of the vessels sailing along
the Sungari River must meet the following requirements because the? flow
and the river bed of the Sungari are peculiar.
1. The bottoms of the vessels must be flat*
2. The draught must be shallow even when loaded
with a large amount of goods. Thus, the body of the vessel should be
wide and spacious.
3. A vessel must be airtight and waterproof.
If a boat meets these requirements, there will be
no danger in its sailing along the Sungarij and it will eliminate the
,difficulty in the operation of boats, and the unnecessary slowing down
of speed.
'0* Data on. Navigation Along the Sungari
It has been mentioned above that the Sungari has played a
decisive role in the development of Manchuria. This can be further
illustrated by its passenger and freight services in the past*
1* Passenger Transportation
More and more people moved northward each year. This
elms that the once desolated northern part of Manchuria has been ex-
ploited at a super speed.
TABLE 22
NUMBER OF PASSENGERS TRANSPORTED ON THE SUNGARI BY YEAR
Date
1929
1930
1931
1932
1933
1934
1935
Northbound
Passengers
101,000
79,000
72,000
72,000
75,000
Southbound
Passengers
106,000
80,000
100,000
33,000
85,000
Totals
207,000
159,000
172,000
105,000
161,000
383,000
500,000
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2? Freight Tranaportation
The total volume of goods transported over rivers and
streame in North Manchuria was roughly 800,000 metric tons in 1933. A
breakdown of this figure by rivers is given below:
Main course of theSungari River 740,000 metric tons
Upper parts of the Sungari 30,000 metric tone
Amur River 23,000 metric tons
Ussuri River 7,000 metric tons
Total 800,000 metric tons
We may also have this figure broken down into types of
goods (in metric tons).
Agricultural products 400,000
Coal and mineral products 240,000
Lumber 70,000
Miscellaneous 90,000
Total 800,000
Most of the agricultural products were transported upstream to
Harbin. A small part of these products was consumed in the Municipality
of Harbin, while a large part of than was shipped from there to the
south by. railroad. Coal, minerals and timber were mostly consumed in
Harbin (a very limited amount of timber was shipped to the south). The.
reverse is true of miscellaneous goods. They were shipped downstream
from Harbin to the valleys of Amur and Ussuri? It is obvious that 80
percent of the goods (except miscellaneous) transported by waterways
W8 concentrated at Harbin both from the lower and the upper parts of
the Sungari.
The total volume of freight transported by waterways with
Harbin as a center was 610,000 metric tons in the navigable period of
the Sungari (from April to November) in 1933, vhile the freight tonnage
handled by railroads in muth, north, and lest Manchuria was 2,53.0,000
metric tons during the 12-month period (October 1932 to September 1933).
In other words, ofthe combined volume of freight traffic, or 3,120,000
metric tons, 20 percent was handled by waterways while 80 percent was
handled by raLlroads.
The volume of freight traffic along the Sungari, the Amur, and
the Ussuri rivers between 1928 and 1935 is as follows:
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TABLE 23
, FREIGHT TRAFFIC ALONG THE SUNGARI, USSURI AND AMUR RIVERS BY YEAR
(in metric tons)
Grains
Coal
Lumber
Minerals
Fuel Wood
Miscel-
laneous
Total
,&10M
1928
569,000
55,000
53,000
24,000
87,000
788,000
1929
468,000
36,000
43,000
18,000
42,000
607,000
1930
474,000
134,000
31,000
29,000
48,000
716,000
1931
470,000
177,000
18,000
23,000
51,000
739,000
1932
391,000
59,000
68,000
11,000
44,000
573,000
1933
320,000
154,000
20,000
32,000
87,000
,613,0010
1934
482,000
208,000
68,000
24,000
14,000,
82,000
tm000
3.935
337,000
233,000
59,000
15,000
27,000
.82,000
753,000
D. Navigation of the Nonni River
The Nonni River originates in the southern part of the
I-la-hu-li Mountains. When it passes the Kan Ho, it turns in a southwest,
direction toward Chli-chli-ha-erh. From there it turns in a southeast
direction and meets the main course of the Sungari. The length of the .
river is 1,170 kilometers.
From the source of the Nonni to Nen-chteng the current is rapid,
and the river bed is full of rocks. This makes navigation very difficult.
This section of the river is used only for floating timber. On the
middle section from Nen-chieng to Chli-chii-ha-erh there are a number of
sailboats. River traffic is heavy on the lower parts between Chli-ch'i-
ha-erh and the confluence with the Sungari River because the volume of
the river in this section is very favorable for navigation.
Chiang-chliao, Fu-la-erh-chi and La-ha along the Nonni are.
connected to the Ssu-pling-Chti-chli-ha-erh, the Northern Manchurian, and
the Chli-chti-ha-erh-Pei-an lines. Thus the Nonni River supplements the
function of the railroads. For instance, in 1933 when there WAS a record
'breaking flood in Manchuria, the railroad lines between La-ha and Harbin,
between Chlang-chlun and Harbin and between Ssu-pling and Chli-ch,i-ha-erh
were interrupted suddenly. Accordingly? the Nonni River with Chiang-chliao
as its shipping center was utilized for the transportation of relief goods
to Harbin. In 1934, a group of vessels carried soybeans from the lower
part of the Sungari to Chiang-chi:Lao on its upper part. On their return
trip they were loaded with construction materials for the Harbin-Pei-an
Railway and miscellaneous goods. The volume of freight transported both
upstream and downstream was about 70,000 metric tons.
E. Amur Navigation
The section of the Amur River from the mouth of the Argun River
to the mouth of the Ussuri is 1,865 kilometers. This is a aectianwhere
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navigation is possible. The shallowest place is above 3 feet, while
the deepest place is as much as several tens of feet. The width is
usually mare than 250 meters. The widest place is almost two kilo-
meters. River freezing usually takes place in the last ten days of
October or in the first ten days of November. The melting is usually
in progress in the middle of April or in the last ten days of the same
month. There are five months in a year in which navigation is possible.
The Amur River is connected with the railway at Ai-hun. Thus
it supplements the railroads in Manchuria. Its outstanding services to
Manchuria is timber floating. Boats whose draught is 2 or 3 feet can
sail from the mouth of the Argun Rivet to a place ,located 860 kilometers
up river.
F. ,Ussuri Navigation
The Ussuri is 900 kilometers long. Its. volume is very great
and the current is rather slow. It has many tributaries. The width of
the river in the upper part is from 100 to 200 meters, while it is
greater in the lower part. It is suitable for navigation. The main
navigable section is from the mouth of the Ussurito Hu-lin, the length
of which is 600 kilometers. In addition, the Ussuri is connected with
the railroad line between Hu-lin and Lin-k'ou.
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Name of river
Sections of navi-
gation
Length
Topography
THE AMUR AND TEE TISSUES RIVER SYSTEMS
Upper parts
From A-pa-hai-t 'u
village to the
confluence with
the Ken Ho
Argun River
Middle parts Lower parts
From the con-
fluence with the
Ken Ho to the
mouth of the Wu-
Ho
From the Wu-ma Ho
to the Shih-lo-
kto Ho,
860 kilometers covering the three sections
As these two sections are lo-
cated near the Mongolian hills,
the current is slow and the
river is winding.
fidjoins page 72
An=
From the mouth of
the Argun River
to the Ussuri
1,865 kilometers
In the neighbor-
hood of A-erh-pa-
hsin, the Greater
Khingaa Mountains
and the vicinity
of Hums HO, there
are some level
places. In the
neighborhood of
Ta-hei-ho and the
Smaller Khingan
Mountains the
topography is
level.
Ussuri
905 kilometers
There are a great
many tributaries.
Depth of water
it- 30 meters
&jam Page 71 here j
3- 10 meters
Width of rivers
30-100 meters
about 100
200-300
350-2,0mo
Speed of current
Slow
Slow
Slow
Slow
River bed
Clay
Sandstone
Rocky, hidden
rocks
Unavailable
Navigation
Boats, the
draught of which
is from 2-3 feet,
can sail.
Sane
Same
Navigable for the
Season for navi- My-September May-September
gation
Connected with
railroads at
Volume of trans- Small Small
portation
Nay-September May-September
Ai-hun
Small Pair
Great in vol-
ume
100-200 in the
upper course;
much wider in
lower stream.
Slow
Unavailable
Navigable up-
stream to Hsing-
k'ai Hu. Its
main navigation
section is from
T'ung-chiang to
Hu?lin, 596 kilo-
meters.
Nay-September
Kuhn
Small
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Section 4. Trans ortation on the Yalu River
A. The Characteristics of Ya-lu Navigation:
The Ya-lu Ho eriginates in the ?Wang-psi Shan, and forms the
boundary between China and Korea. After meeting its tributary, the Hun
Chiang, it flows past An-tung and Sinuiju, and into the Yellow Sea. The
length of the river is olo kilometers. Its navigable section is from
its mouth to a place called Erh-shih-ssu-tao-kou. River traffic ia heavy
from the mouth of the Hun Chiang to An-tung, 200 kilometers in distance*
Soils are fertile in the neighborhood of the Hun Chiang. The navigation
is more thriving in this part than in the main course of the Ya-lu. Ho.
From the mouth of the Ya-lu Ho to Pa-tao-kou there are some sailing
vessels.
The harbor at the mouth of the river is the gate to An.etung. It
is there that navigation thrives. However, upstream sailing frcm there is
very difficult. Large steamers cannot sail upstream. Vessels of 2,000
tons to 2,500 tons can sail upstream to San-tao-lang-tiou. 1,000-ton
vessels can sail upstream to An-tung Railroad Bridge.
The Shui-feng Dam WAS built in 1941. This has changed the
prospects of navigation on the Ya-lu Ho. The increase in thedepth of
water is very favorable for navigation. Meanwhile, the volume of the
Ya-lu Ho in its lower parts is also under control. There is a part of
the river which is not frozen in bitterly cold winter. However, the water .
level is low in the lower parts of the river and navigation there is
difficult. Therefore, the building of the Ta-tung harbor is necessary.
Some special features of the Ya-1u navigation are as follows:
1. The navigation of the Ya-lu River occupies an extremely
important position in politics, industry, and economics* It is also
-known as an international river.
2. The current in the upper parts of the river is rapid because
it flows along mountain and valleys and because there are a great number
of hidden rooks. Time navigation in the upper parts is difficult.
Accordingly, traffic an the Ya-lu Ho is usually concentrated between the
mouth of the Hun Chiang and An-tung. The lower parts of the river below
An-tong are valuable for international traffic,
3. The Shui-feng dam has made great contributions to the develop-
ment of hydroelectric power. Transportation on both the upper and lower
courses is greatly benefited by the dam.
40 In the upper parts of the Ya-lu Ho there are rich forest
resources. In the middle parts there are the tributaries, the Hun
Chiang, the Chlang-tien Chiang and the Ai Ho. Since the nineteenth
century, flocks of immigrants have come to this part from Shantung
Province and developed a prosperous agricultural economy. This created
a demand for transportation services and in turn enabled the An-tung
.Fort to become a prosperous harbor.
B. Ya-lu Ho Navigation and the Types of Vessels in Use
A rough picture of the navigation along the Ya-lu Ho may be
? found in the map attached at the end of this chapter* Vessels sailing on
the Ya-la Ho are as follows:
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1. Dugout Boats. They are good for short distance
transportation only. They are found mostly on the Korean Bank.
2. Sailboats. Their draught is very shallow. The body
of the boat is bulky and heavy but is strongly built. The boats are.
propelled by wind. Before the introduction of the flat-bottom boats,:
they were the only vessels used for freight transportation. The weak-
ness of these boats is that they are unfit for upstream sailing. Con:-
sequently, they are rapidly diminishing in number* According to a rigid
classification, sailboats include large sailboats, small sailboats,
Ta-chien, Hsiao-chien, Tui-wei, Hsiao-p/o, allsecs, K'o-chien, and
sampan.
3. Flat-bottom Boats. They are so named because they have
flat bottoms. Their draught is not very deep. Their bodies are light
and good for upstream sailing. They were first used in Korea in 1905.
Since then the number has increased yearly.
4. Motor Boats. Their draught is very shallow., and they
are best for sailing in shallow waters. They are used for transporting
passengers and mail between An -tung and Chin -hua-chen. The boats are
made of wood and weigh about 10.46 metric tons. They are driven by
internal combustion engines. Their speed is 16.36 knots. Their
passenger capacity is 32 persons. The draught of an empty boat is 10
centimeters forward and 30 centimeters aft. The length of the boat is
18.2 meters and its width is 2.11 meters,
C. Goods Transported on the Ya-lu Ho
In the past goods transported on the Ya-lu varied with the
direction of movement. Goods transported upstream were miscellaneous,
salt, flour, fuel, and other daily necessities. Commodities transported
downstream w ere mainly soybeans, cereals, and soybean cakes. All of
them were transported from the districts of Lin -chiang, Chi-an, T'ung -hue,
Huan -Jen, and Muan-tien. The volume of these goods is listed as follows:
TABLE 25
GOODS MANSPORTED ON THE YA-LU HO
(in metric tons)
1928 1929 1212 1211 RR 2222
Downstream
130,000
138,000
320,000
220,000
142,000
186,000
Upstream
8,000
9,000
15,000
5,000
10,000
7,000
Lumber produced on the upper Ya-lu was floated to the lower
parts from Erh-shih-ssu-tao-kou. The shapes of the rafts varied. Rafts
arranged by the Japanese method traveled at a faster speed than that
arranged according to the Chinese method. To float the raft arranged
according to the Japanese method takes 15 to 20 days from Chlang-pai or
Hui-shan Chen to An-tung, while it takes 60 to 80 days by the Chinese
method. The number of rafts floated at one time varies with the locality.
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Five or six rafts are floated from Erh-shih-ssu-tao-kou, ten rafts from
Shih-san-tao-kou, 20 to 25 fram Lin-chiang, and 30 to 35 from Chi-an and
?Kao-shan-chen. Rafts are then moved by tugboats when they reach Antung.
Part of the lumber is transferred to boats after it reaches San-tao-lang,.
Von.
III. SEA TRANSPORTATION
asSiTill_atuaLLAELKEattatit
The coast line of Manchuria is extremely short. There are the
commercial ports of Dairen, An-tung, Ying-klou, and Hu-lu-tao, and
several fishing ports. These ports, although limited in number, have
played an important role in the economic development of Manchuria.
The oldest harbor in Maachuria is Chiu-wan located below Lao-tlish
Shan at Port Arthur. Archaeological research shows that Chiu-wan Was a
commercial port in the Han Dynasty. It shows also that Port Arthur,
Dairen, and Ta-,tun&-kou had communication with Shantung Province during
the Han Dynasty. Kai-pling, Hsi-hai-klou (Chin-chou), and Niu-chuang
had uninterrupted navigation with Shantung and Hopei provinces in the
Sung Dynasty. In the Ming and ?tiling Dynasties, Tiao-,yu-tiai (Hsing-
?Wong), Chlang-tzu-klou (Sul-chung), Niang-gaiang-kung, Chin-chow,
Pi-tzu-wo, Pu-lan-tien, Chuang-hos and Ta-kn-shan were valuable
commercial ports. The migration of the Chinese people to the north was
the Major factor for the growth of these ports.
.The Port of Ying-klou has long been an international port. Since
its opening as a port its history is divided into two periods. In the
first period it was under the domination of Britain, while in the other
period it was under Japanese control.
The port of Ting-100u was below sea level in the seventeenth
century. Due to the continued formation of bars at the mouth of the
Liao Ho, Ying-k1ou gradually rose to sea level. Since 1830 the
commercial activities in Niu-chuang and Tien-chuang-tai have shifted
gradually to Ying-klou. In 1858, according to the Tientsin Treaty,
Ying-klou was opened as an international port. At first the Tientsin
Treaty stipulated Niu-chuang as an international port. But the
British Consul at Niu-chuang considered the potentiality of Ying-klon
to be much greater than that of Niu-chuang. Accordingly, Ying-klou
was chosen as a commercial port and was opened for trade.
Since its opening as a port in 1872, Ying-k,ou has developed a
prosperous daipping industry, When Dairen was opened as a port, and
, when the Ssu-pling Railway wasopened to traffic, Ying-klou suffered
a setback. Despite this, it is still a port of great importance. The
volume of its annual imports and exports amounted to 100,000,000 custom
taels of silver.
At the beginning of the twentieth century, Dairen was nothing but
a small village located on the Gulf of Chihli. In 1898 Czarist Russia
began to build a commercial port there. Before construction was
completed, war broke out between Russia and Japan. Since Japan won the
war, it inherited the Russian rights and continued the harbor construc-
tion. Atter years of unceasing efforts under the administration of the
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? South Manchuria Railway Company, Dairen has become a world famous harbor
and played an important role in economics, communications, and national
defense. After the conclusion of World war II it was occupied by the
USSR. We have not yet taken it over.
Let us now discuss the Harbor of An-tung. An-tung was opened as a
port in March 1907, Before its opening to international trade it had
only a small scale trade with ports an the upper Ya-lu Ho and on the coast
of South China. An-tong has been considered a domestic port.
In addition to the three ports already listed above, there are tome
small porta including Hai-hai-k"dul Sun-chia-wan (Chin-hsien),
Sha-hou-so-nan-t'an, Niang-niang-kung (Hsing-chieng), Fd-chou,
Sungtpentao, P'an-shan, Ta-rtung-k'ou, Pei-ching-tzu, Huang-t'u-klan
(Feng-chleng-thsien), Ta-ku-shan, Ching-tui-tzu, Chuang-hos etc. They
are scattered here and there along the Gulf of Chihli and the Yellow Sea.
Besides these there are some ports worthy of our attention. They are
Vladivostok in the USSR and the three ports of North Korea.
The port of Vladivostok has become prosperous since the construction
of the Ussuri Railway. In fact, after Russia lost Dairen to Japan in the
Russo-Japanese War, it tried hard to build Vladivostok into a center of
trade with Manchuria. At that time, almost all goods exported to the
north were transferred there. Due to the revolution in Russia
Vladivostok was in turmoil. Consequently, all goods produced in North
Manchuria were sent southward and exported through Dairen. Business in
Vladivostok was on the decline. It was not until the Chinese Eastern
Railway reiterated its policy in support of Vladivostok as a commercial
port that Vladivostok became prosperous again*
The port of Vladivostok is located 245 kilometers from the Chinese-
Soviet Bordei. The distance between Vladivostok and Harbin, center of the
North Manchurian economy, is 794 kilometers. In comparison with the
distance between Harbin and Dairen, which is 942 kilometers, the distance
between Harbin and Vladivostok is much shorter. The following is a list
of the distance between world famous ports and Vladivostok and Dairen.
TABLE 26
DISTANCES BETWEEN WORLD FAMOUS PORTS AND VLADIVOSTOK AND DAIREN
From
Shanghai
Kobe
San Francisco
New York via the
Panama Canal
London
Rotterdam
Hamburg
To Dairen
1375 kilometers
1,398 kilometers
8,840 kilometers
20,491 kilometers
17,482 kilometers
16,970 kilometers
17,482 kilometers
To Vladivostok
1,598 kilometers
10294 kilometers
7,475 kilometers
17,678 kilometers
18,064 kilometers
18,331 kilometers
18,843 kilometers
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The three ports in North Korea mentioned above areUnggis
? and. Chongjin. Both Unggi and Chongjin were ports located along the
coast of the Japanese Sea, and they were ports of local importance.
They had trade mainly with the Yen-chi region. In view of transporta-
tion, the network including the La-ha to Harbin Railway Line, the
Kirin'to Hui-ning Eine, and the Eastern Lines in North Korea, the Tum.
MOD to Chia-mu-esu Line, which were completed after the Mukden Incident
and in view of the plan for building Najin into a modern harbor, the
three ports listed above will have a closer tie with the commerce of
Manchuria.
Section 2. Ying-Mou Harbor
a. A Brief. Review of the Commercial Activities in Ting-ktou
is Iodated 13 miles from the mouth of the. Liao River. Its principal
piers arelocated on the south bank of the Liao River. All of the piers
are owned by the South Manchuria Railway Company, the Manchukuo Customs
Office, or private corporations. There are also two or three piers on
the north bank of the Liao which are connected with the railway stations
of the Peking to MUkden Railway Line.
Although the water level is high and the river is wide, the
depth of the Liao River at its mouth is only 7 to 8 feet because of the
existence of bars there; Thus the largest ship that can enter the
harbor is of 7,000 tone. Most Of the vessels entering the harbor.are
,.Of 2,000 to 3,000 tons. The week point of this harbor is that it is
frozen in the winter.: Harbor traffic stops from the last ten days of
November of mid-December to the last ten days of March the next year.
b. The growth of Ying-eou is a tort .
Readers may get a general picture of the ocean transportation
in Manchuria if they take notice of the speed of economic deyelopment
Lu Manchuria and of the historical development of international trade
.in that area. Ting-klou was opened as a port in 1858. In the first
thirty years it was not discovered that Ying-k'ou was valuable as a
port for international trade. Although there were foreign ships calling
on this port, trade was conducted on a small scale. Goods were conveyed
:mostly by small vessels. . This is a latent period.
When the two powers., Britain and Russia, competed with each
other in building railroads in Manchuria Ying-k'ou became prosperous
rapidly. Thus, the years between 1892 and 1901 marked Ying-ksoula
most rapid growth. Imports and exports transferred at Ying-k'ou at the
end of the. nineteenth century are given in Table 27 (unit: 10,000
customs taelis).
Chief imports were the sundries from Japan, cotton and silk
articles produced in India or Japan, metals, hemp bags, coal, American
flour, matches made in Japan and Europe, sugar, tobacco, and a large
quantity of railway construction material from the US.
Regarding the goods directly exported, i.e., the native products
in Manchuria, the volume of export increased yearly following the
Chinese-Japanese War and the Russo-Japanese War. Ninety percent of the
exports were to Japan. Ninety percent of the exports to Japan consisted
of soybeans and soybean products. Other exports included castor oil,
sesame oil, tussah silk, etc.
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Trade between China Proper and Manchuria had been in progress
betore the opening of Ying-k'ou as a port, at Niu-chuang and Tien-
chuang-t'ai. After Manchuria's economy was developed, trade became
improved. When soybean trade was firmly established between Japan and
Manchuria, Manchuria's trade with China Proper was somewhat depressed.
However, Manchuria's trade with China Proper was still equally large
as its foreign trade in volume or in value. Thus Ting-klou played a ,
decisive role in domestic trade. Since Dairen had been opened as a
free port and since the Southern Manchurian Railway Corporation pre-
ferred Dairen as a transport center, Ying-leou shifted from a foreign
trade center to a port of domestic trade.
28.
Data on the shipping; industry of ling-ktou are given in Table
hue table on following page
-78.
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cg h
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Qg
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11
434
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.et le
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11 bill
140.11311111,1 ,14111
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section 3. Port Authur and Dairen Harbors
a. A General Description of Dairen and Port Arthur.
Originallythe Port of Dairen was a small village located near
the coapt of the Gulf of Chihli. In 1898, an engineer, named Ko-eth-
pei-chi, with the Tung Ch'ing Railway (the Chinese Eastern Railway)
made a proposal that the port of Dairen should be so built that it might
accommodate 100 ships of 1,000 tons each He estimated that the Dairen
harbor -could handle 5,0001000 tons of freight annually. His Proposal
' was finally accepted by the authorities of the Tung Ch'ing Railway, Ip
? 1899, 1,000,000 rubles were.appropriated for the first construction
period. In 1904, when the second period was to start, the Busse-Japanese
War broke out. Since Czarist Russia was defeated by the Japanese, it
gave Dairen to Japan as stipulated in the Portsmouth Treaty. Sub-
sequently, the Southern Manchurian Railway Corporation made more com-
prehensive plans for the reconstruction Of the port. '.The Corporation::
Was very active in the building And management Of the port.- It has in-
vested more than 100,000,000 yen in harbor development, .
The port of Dairen is capable of handling 14200,000 tons of
freight yearly. It is considered one Of eaatern Asia's best ports..
It is also the only port in Manchuria which is not frozen in winter.
East, west, apd north of the port there is a sea wall 3,980 meters
long. Inside the harbor there is an embankment 5,126 meters long.
Forty-three steamers of 4,000 tons each can anchor there. The bridges
in the harbor sea total 1,823 meters. Freight loading and unloading
platforms. are 3,588 meters long. The Japanese completed the reclamation
of an area of 3,640,000 square meters for the harbor. The harbor bas
125,930 meters of roads and 232,172 meters of railroads. It also has
72 warehouses and 133 open-air storage places capable of accommodating
1.0250,000 tons of freight.
In view of the shortage of piers caused by the heavy ocean
traffic, the South Manchurian Railway Company planned to build its first
pier at Kan-ching-tzu across the river from Dairen, the purpose of which
is purely for loading and unloading coal. The project was started in
September 1926 and completed in October 1930. It was a suspension
130ridge of the caisson type. Four large boats varying from 7,000-10,000
tons can be anchored there. On the bridge there are three lanes for
putomobiles. The Manchukuo Chemical and Industrial Corporation also
built a bridge at Kan-ching-tzu 125 meters long and 12 meters side for
transporting 120,000 toms of minerals and 180,000 tons of ammonia sul-
fate annually. The bridge which was completed in September 1934 is also
known as the Second Pier of Kan-ching-tzu or Manchukuo Chemical Corpor-
etion Bridge.
The South Manchuria Railway Company built three cement buoys
on the breakwater near Kan-ching-tzu for the purpose of facilitating the
transportation of the petroleum of the ManchUkuo Petroleum Corporation.
Ome 6-inch and one I2-inch pipe were also installed on the breakwater for
the transportation of petroleum.
From the standpoint of harbor facilities, Port Arthur is generally
aoneidered as a supplementary port to Dairen. It was used since August
1923 by the South Manchuria Railway Company for the transportation of
f:::;. Its chief exports were coal and salt. Inside the port there are
ards.
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b. Dairen as a Free Port
When Czarist Russia got the right of leasing the Gulf of
Dairen, Dairen was opened to all traders as a free port.: Even after
the Japanese took it over, Dairen remained a free port. As a natter
of fast, in April 1906 the Japanese Government notified the world that
effective 1 September 1906 Dairen would be opened as a free port. From
that time on, both imports and exports. have been exempt, from tax.
The control of Dairen was Japan's arab step toward the in-
vasion of Manchuria. Before the MUkden Incident, the Japanese used
Dairen as a center for the exploitation of Manchuria and for the develop-
ment of a transportation system, mainly the Southern Manchurian' Railway.
Japan's ultimate objective was the complete conquest of Manchuria. Soon
after Manchukuo came to power, NeJin, amodern port in North Korea, was
built, World War II broke out, and the ocean routes passed through:awe
great changes. Consequently, the policy of using Dairen as.a traffic
center administered by the South Manchuria Railway Company became
obsolete.
Section 4. Hulas* Harbor
In view of the handicap of having only one port, Dairen,
through which to transport Manchuria's farm products, Eau Shih-chang,
the governor general of China's Three Eastern Provinces, in 1908:
invited, a British engineer to conduct a survey of Lien-sham Wan for
'the building of a modern port at Hu-lu-tao. When the plan was approved,
civil war broke out in the different parts in China. Capital was lack-
ing. A; 4 result the plan was never executed. In 1929, a technical
advisor of. the Nationalist Government, Man-ti-erh, reiterated the
necessity of building a port at Lien-sham Wan. In the meantime, the
Peking-Mukden Railway Administration also voiced the same opinion. sub-
sequently, the Nationalist Government determined in 1930 to go Ahead
with the proposal of building HU-lu-tao as a port. The construction
part of, the project was executed by the Peking-Mad= Railway Admin-
istration and the Holland Harbdr Construction Corporation. The appro-
priation'fOr the project was 6,400,000 us dollars. Construction was
slated to be completed not later than October. 1935.
The Port of EU-lu-tao is located on Lienshan, Wan north of the
Gulf of Chihi. The distance between the port and Lienshan Railway
Station is 12 kilometers. Eu-lu-tao is considered as the best port
on Lien-sham Wan because it, is not frozen in winter. However, in the
coldest season there are floating masses of ice outside the harbor.
Now we may take a look at the size of the harbor according to
the approved plan. It has concrete wharves 3,700 feet in length. It
also has 5,700 feet of breakwater built of concrete and another 7,900
,feet built of stone. The dredging of the port is 700 square feet in
area gig. When the port is completed, it will be able to handle
5,000 metric toms of freight.
When the project was not yet completed, Manchuria fell into
the hands of the Japanese. All the existing wharves were built-by the
South Manchuria Railway Company under the Manchukuo regime. up to the
time of the MMkden Incident, this is the progress made by the Peking
HVikden Railway Administration with regard to engineering work:
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Approved For Release 1999/08/25: CIA-RDP78-03109A001700010008-3
1. The embankments had not been started;
2. 600 feet of the 700-foot long and 75-foot wide break-
water were completed;
3. 600 feet of the 900-foot suspension bridge (75 feet
wide) were completed;
4. The excavation plan was one third completed. The rocks
excavated from Pan-las Han were used for the building of the suspension
bridge and the filling of the Pei Hai.
Section 5. Accomplishments of Harbor Transportation
Since Manchuria has a highly developed transportation system and
is rich in resources, a great many Chinese immigrate to that area yearly.
Trade is brisk. A great portion of the goods is handled through ports
there. This was particularly true before the operation of railways in
Manchuria. .
Around 1931 the Chinese entering or leaving Manchuria were estimated
at 1,500,000. Freight moving in or out of Manchuria amounted to 10,000,000
metric tons. Ninety percent of the freight traffic and 65 sereent of the
passengers used harbor facilities. Other freight and passenger traffic
utilized railways along Shan-hai-kuan and An-twig.
Harbor traffic consists of freight and passengers:
Passenger traffic by sea
' Before the introduction of railways moat of the Chinese
people cane to Manchuria by sea from Shantung and Hopeh Provinces. They
landed on the Liao-tung Peninsula or in the Gulf of Chihli. Then they
sailed along the Liao River to the hinterland of Manchuria. After the
railways were put into full operation, some of the passengers entered
Manchuria from Shan-hai-kuan by the Peking-Maden Line.. Other passengers.
used the sea route and entered Manchuria via Dairen, Yin-k.ou and An-tung.
Regarding the number of immigrants, those who landed at Dairen accounted
for the greatest part of the immigrants through the sea routes. The
next greatest was those who had landed at Ying-k'ou and Mi-twig. Mare
immigrantscame to Manchuria by railroad than by the sea routes. Besides)
there were more than 100,000 people moving in and out the frontiers
near Yeh-chi, most of whom were Koreans. Few People entered Manchuria
from Vladivostok or from Lupin because of the immigration red tape in-
volved.
There has never been an accurate figure of the population
in Manchuria. Before the introduction of railroads into Manchuria, it
was estimated that the population of Manchuria was between 11,000l000
and 12,000)000. However, from 1895 to 1944, or in half a century, the
population has grown to 47,000,000 due to the natural growth and the
immtgration from China Proper. Chinese immigrants came mostly by sea.
Not many of them cane by railroad. Most of them stayed in Manchuria.
This is considered a contributing factor in the development of Manchuria.
2. The Relations Between the Ports and the Hinterland
87 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Before the MUkden Incident, the total volume of trade was
coniposed 80 percent of exports and 20 percent of imports. In terms of
monetary value, it was composed 6o percent of exports and 4o percent of .
imports. This shays that Manchuria is a large exporter of ray materials.
ffee table on tailoring page
88
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
0
1 11 -tiAtA41? 1 a .,, a- f
i 1 I sp. t r4 r674% ri ii A
P.. til
&
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- 89 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
V... 03 cf%
CY% ref ret rr)
?-I r-I
90
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
The relations between ports and the hinterland may be described
as follows:
1. Dairen
With the exception of western Jehol Province, the valley'
of the 7a-lu,Ro, Chien...tao, and the border zones between China and the
USSR in North Manchuria, all the localities are considered the hinter-
land of Dairen.
2. ling-k'ou
In some respects Ying-k'ou is similar to Dairen but it is
. less attractive than Dairen as a seaport.
3. An-tung Port
With the valley of the Ya-lu HO as its hinterland.
4. Ports located in Ebrth Korea.
With Yen-chi and its neighborhood as their hinterland.
Vladivostok
Northern Manchuria as its hinterland.
6. Ching-huang-tao and Tientsin
With western Liaoning Province and a part of Jehol
Province as their hinterland.
From the above description it can be seen that both Dairen and
Ting-k'ou have the same hinterland. Before the establishment of rail-
roads and before the completion of Dairen as a port trade in Manchuria
was mostly carried on in Ying-k'ou. After the South Manchuria Railway
Company opened Dairen as a.free port in 1909, the center of freight
traffic shifted there with freight rates for the two ports standardized.
In 1911 when the An-tung harbor construction project was completed, a
standard freight rate was also applied there. From then on, goods trans-
ported to Fan-chih-t'un and further north were charged a uniform rate
regardless of whether they were from Ying-Mou, Dairen, or An-tung. This
made Dairen very srosperous. TO stimulate business in Ying-Mou, the
South Manchuzia Railway Company lowered the freight rate there in
November 1919. Despite this, the volume of trade handled at Ying-k'ou
could hardly match that at Dairen.
In freight transportation Ying-k'ou is inferior to Dairen for
the following reasons:
1. The freight rate and other expenses are higher;
2. Shipping insurance is higher. In addition, shippers are
required to buy fire insurance when the goods arrive on land;
3. Ying-k'ou is frozen in the winter time during which
vessels cannot enter;
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
4. Vessels above 2,000 tons cannot enter Ying-Mou;
5. Vessels making transit stops there are subject to
customs inspection;
6. The price of silver is subject to great fluctuation.
This has been a handicap to trade.
Among all the ports in Manchuria (including Vladivostok),
Dairen is leading in the volume of exports. Next to Dairen are Vladi-
vostok, Ying-ksou and An-tung. Dairen also takes the lead in sharing
the volume of imports. Next to it are Ying-leoul Vladivostok, and An-
tung. Trade volume handled at other ports lerinsignificant.
? 3. Freight Traffic by Sea
The destinations of freight traffic at the ports in
Manchuria are listed as follows:
1. Trade originated from Dairen is spread over the
world with South China, Japan and Europe as its main destinations.
2. Trade from Ying-k'ou goes mainly to China Proper.
3. The main trade area for An-tung is Japan.
4. The main trade area for North Korean ports is Japan.
5. Vladivostok is a trading port with Japan and
Europe. The volume of trade with Japan is greater than that with
Europe.
Imports and exports from and?to the above-mentioned '
ports are given in the following tables.
gee table on following page
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
ffajoine page 94 hereg
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Il
HI
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- 94 -
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C-80001.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN .10d peA0.1ddV
Liajoina Page 9312ere...7
1918
2,347
1,661
351
39
142
959
170
406
280
244.
1919
.2,645
2,096
566
54
294-
995
181
211
338
190
1920
2,958
2,511
542
78
621
:1432
138
217
230
244
1921
3,274
2,248
501
200
354
1,085
108
. 708
318
430
1922
-4,030
2,585
666
387.
350
1,062
120
1,120
-325
7014
1923
4,140
2,356
670
140
212
1,216
118
1,424
360
636
1924
4,586
2,436
700
142
239
1-260
95
1,778.
372
528
1.925
4,960
2,554
713
222
311
1,143
105
1,978
428
548
1926
5,221
2,431
695
121
331
1,158
126
2,296
494
745
2.927
5,996
2,796
1,109
246
334
997
110
2,613
220
367
627
1928
6,458
3,006
1,569
169
345
845
78
2,830
188
434
611
1929
6,965
3,637
2,160
89
383
889
116
2,696
165
472
605
1930
4,986
2,148
950
63
351
676
108
2,225
166
441
453.
1931
5,973
2,969
1,441
146
317
925
140
2,400
217
387
507
1932
_
6,551
3,514
2,079
111
340
884
100
2,285
352
400
653
3.933
6,698
3,277
1,863
69
568
711
60
2,689
:327
405_
727
1934
6,959
3,635
1,930
69 144 807
85
2,564
305
45,
74
ffajoina page 97.hereg
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
111 CO re ir Oao, ri cy
v-Iri el el el crt MI
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- 96 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
hUijoins page 98 here j
61,1
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- 97 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
gajoine page 99 herej
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- 98 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
ii
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t?-? -a 0\
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- 99 -
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TAME 30-B
PRINCIPAL EXPORTS AND IMPORTS THROUGH PORTS IN MANCHURIA (PORT ARTHUR, YINGEDU AND ANTUNG)
a
Unit: 1,000 tons
9, tort Arthur
Combined Total Exports Imports
T Not Including Coal Used Combined
E
Year Coal for Ships Coal Granite Salt Others in Shipping Total Salt 'Saltpeter Coal Others
CI)
1910
1911
a
oo 1912
cn
Pg 1913
0
>'19l1
3)
0
03 ?-?1
a
CD
>
a
a
?-?1
a
a
a
a
a
a
oo
4)
1915
1916
1917
1918
1919
1920
1921
1922
1923
75
61
8
6
14
gdjoine page 105 herej
CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Adjoins page 102 herej
1, (91 Yi
ON NO ON N IA CO
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ccv%) rl
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- 103.
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
fidjoles Page 103 here:7
02
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. 102 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Lajoins rage 104 herej
cu ty% 1.11 11\ 1" Vs- CM (r1
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
0
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fiaj9ins page 100 hereg
Table 30B-
1924
268
251
10
1925
400
371.
20 9
_1926
358
332
10
14 2
1927
365
321
2
42
1928
323
283
9
31
1929
482
440
11
31
1930
534
480
15
39
1931
342-
304
8
30
1932
199
155
12
32
1933
199
149
15
35
1934
251
193
17
40
1935
254
196
12
46
1936
228
173
8
47
gojoins pap 110 here.
17
31
25
26
9 9
3.1
15 15
27 25
28 19 16
32 24 18.
35 29 26
26 23 23
16 27 26
25 33 31
27 20 15
30 34 29
23
28
24
2
3
6
3
IP:t&
ta.
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C-80001.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN .10d peA0.1ddV
aajoine page 101 hereff
50
32
28
68
9
41
71
66
19
183
14
53
49
118
16
311
8
50
81
52
18
174
12
14
51
37
111
23
190
50
71
69
52
64
83
354
63
83
66
112
88
35
669
30
15
67
24
53
259
210
37
784
36
11
101
24
71
164
149
106
484
27
19
106
23
57
89
99
143
423
52
41
75
25
86
102
136
90
567
53
46
160
37
131
122
66
40
456
60
59
218
65
114
151
96
62
402
74
84
176
61
81
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Bajoine page 109 herej
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
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a
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Adjoins page 111 hereg
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
&join s page 112 herej
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
gcljoins ;page 113 hereff
fr.4o rq C?J
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
gicijoins pkge 1.14 herej
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c1 joins rage 112 hereg
- 113 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
cx 0
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3
<
(t?
a TABLE 30-C
-n
0
-1 PRINCIPAL EXPORTS AND IMPORTS THROUGH PORTS IN MANCHURIA (H)PEI, HULITTAO, CHONOJIN WIN AND UNGOI)
X
m Hopei
ET Exports
m
U)
m Year Total Soybean Kaoliang Cereal Beancake Cotton Seeds Cotton Liquorice Root Others
_.%
CD....----
CD
C.0 1933
a
03 1934 184 72 31 43 20 e... 9 o.
iZ3 o
CA 1-.?
? ? 1935 108 52 10 24 10 6 2 4 0
0
o 45
1936 131 46 19 36 10 8 24 6 cti
o
?
O ei 1937
I-.
13 I ul
.4
CO 1938 171 a
6
co
1939 54
I
a
1941 20
a
a 1942 21
a
a
a 1943 25
a
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
1.4
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131
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
a)
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H
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$.4
0
Mineral Ores
$.4
E-1
LTiajoins page 118 here.
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
r--
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gdioins page 117 here:7
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Table 30-C
Najin
Exports Imoorts
Soy- Vegetable
Total bean Cereals Beancake Flour Others Total Cereal Flour Sugar and Fruit -Cement Metals Others
17 16 1 9 1 1 1 1 1 1 3 c.0"
c.0
153 1141 1 10 4 2 32 1 2 1 3 4 7 14 c.o
a
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r..1
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709 133
0
>
372 363
i3
0
1814 286 13
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180 314
6
(A)
_.%
377 305 0
CD
>
343 231 0
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Px4
1
Adjoins page 121 herej
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
2
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BOOK III. ADMINISTRATION OF THE TRANSPORTATION SYSTEM IN MANCHURIA
TRANSPORTATION POLICY OF MANCHUKUO
Section 1. Brief History of the Ministry of Communication of Manchukuo
After the Mukden Incident, with the exception of the South
Manchuria Railway and its affiliated railways which were still in
operation, other railway lines like the Mukden-Hai-lung, the Kirin.
Hai-lung, the Chlang-ch'un-Kirin, the Kirin-Tung-hua, the Hu-lun-
Hai-lung, the Chli-chli-ha-erh-Klo-shan, the Tao-nan-Ang-ang-chli,
the Tlao-nan-So-lun and the Ssu-pling-Tlao-nan were almost forced to
suspend their operations. In October 1931 the chief executives of
the lines just mentioned held a conference in Mukden in which it was
decided that a Temporary Oommunications Committee be established so
that the functions of railway administrations could be restored. In
March 1932 Manchukuo was founded. It proclaimed the organic laws of
the Manchukuo Government and of the State Council under Government
Orders 1 and 6. Communications Temporary Committee was then dissolved.
Its function was taken over by the Ministry of Communication.
The Ministry of Communications was authorized to be in charge
of the operations of railways, highways, waterways, harbors and ports,
navigation, aviation postal administration, telephone and telegraphs.
The chief of the Ministry of Communication was called the Director
General, On 1 March 1934 the government system was changed to a
monarchy and the directors general were called Ministers.
Section 2. Organization of the Manchukuo Ministry of Communications
A. Organization of the Ministry
Under the Ministry there were four divisions: the Division
of General Affairs, the Division of Railways, the Division of Water-
ways and the Division of the Post Office. In 1933, the four divisions
were reorganized into three divisions: the Division of General Affairs,
the Division of Roads and. the Division of the Post Office. In subse-
quent years, the administrative structure of the ministry was changed
many times corresponding to changes in communication policies. In
1937 the Bureau Of Civil Engineering formerly under the Ministry of,
Interior was incorporated into the Ministry of Communications. At
that time the Ministry of Communications comprised the Office of the
Minister, the Division of Railways, the Division of Waterways and the
Division of Highways with the General Office of Postal Administration
being an independent agency directly under the control of the Minister.
In 1939, the system of one Minister s office, five divisions and one
independent bureau was adopted. he new system consisted of the
office of the Minister, the Division of Railways the Division of
Highways and Roads, the Division of Waterways, die Division of Aviation,
the Division of City Planning and the General Office of the Postal
Administration as an independent bureau directly under the Minister.
Besides, the Central Observatory was also put under the control of
the Ministry of Communications. In 1943, the Division of Highways as
Well as the Division of City Planning were abolished and a new division
named the Divition of Reconstruction was set up.
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B. The Ministry of Communications had a number of agencies in
charge of administration of communications at local level.
In 1933 navigation was established at Ying-kleu,- An-tung,
Harbin. These bureaus had branch offices at Hei-ho, Chia-mu-ssu,
Hu-lu-tao, Kirin and Other localities.
In 1937 civil engineering offices were established at Tu-meni
Mu-tan-chiang, Tung-an, Hal-ho, Hailer, Ying-kou, Chin-hsien to be
in charge of the construction projects of the Ministry. In addition,
there Was the office of River Conservation and Survey at Ch'ang-chlun,
and the River Conservation Project Engineering offices established
at Chang-wu, Ying-leou, and Chin-hsien.
In 1939 the Bureau of Reconstruction of Ta-tung Port was es-
tablished at An-tung for the construction of the new port.
Aviation agencies were established at Chlang-ch'un, Hukden,
Ch'i-chli-ha-erh, Ch'eng-te, Harbin Mu-tan-chiang. In addition to the
Central Observatory, there were some local observatories. All of
them were under the control of the Ministry of Communications, and
were in charge of aviation meteorology and weather forecasting.
The bureaus, agencies, offices and organizations were all
under the jurisdiction of the Ministry of Communications. At the
provincial government level, there were the commissions of communi-
cations and the divisions of highways. In the municipalities, there
were the offices of Communications or the divisions of Communications.
In the hsien government of ch'i governments, there were the offices
of civil engineering or the offices of Communications. All these
agencies at various levels of the government constituted the adminis-
tration of communications.
Agencies whose function corresponded to those in the Ministry
of Communications included the subordinate agencies of the South
Manchuria Railway Company like the bureaus of railways and the
bureaus of Inland river navigation. All of them were scattered at
various places. All in all, the organization structure of the
communication system in Manchuria was highly developed.
Section 3. A Review of Manchukuo's Trauportation Bala
A. An Outline of Manchukuo's Transportation Policy
On 1 March 1933, the Manchukuo regime issued the General Policy
for Economic Reconstruction. The fourth section of the directive
dealt with transportation policy which may be summarized as follows:
1. Railways:
The chief objective to be attained in the reconstruction of
railways was the development of the rich resources in Manchuria, the
strengthening of national defense, and the maintenance of peace and
order. It was planned that a total mileage of 25,000 kilometers of
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railways in Manchuria will be built in the future. In the first ten-
year period, 4,000 kilometers of railway will be built. At the end
of the first ten-years, the total railway mileage will be 10,000
kilometers. The major railway lines will be under the control of the
Manchukuo regime.
2. Ports and Harbors:
The administration of ports and harbors is vital to the de-
velopment of natural resources. In addition to the utilization of
the ports and harbors already built up in Manchuria, the Manchukuo
Government attempted to use the facilities in the ports and harbors
of its neighboring counties. l'he first step taken by the government
was the rebuilding of the two ports Ying-klou and An-tung. When
there is a need in the future, efforts will be made to rebuild Hu-lu-
tao. lath regard to ocean transportation, initial efforts would be
made to develop coastal shipping. Transocean navigation will be
developed by gradual steps.
3. Inland Rivers:
Because of the importance of inland river navigation, the
greatest efforts would be made in the development of inland river
navigation along the Amur, Sungari, Ya-lu-Ho and Liao Ho-.
4, Highways:
It was planned that within ten years 60,000 kilometers of
highways would be either newly built or repaired, so that automobile
transportation would be brought to its full development. This
would not only shorten the distance between cities, but Also bring
closer cities and villages and thereby facilitate the maintenance of
social peace and order.
5. Telecommunications:
? The government planned to install telecommunication network in
Manchuria and to expand its telecommunication facilities with over-
seas. Communications facilities including telegraph, wireless, tele-
phone, broadcasting would be put under a centralized administration.
6. Aviation:
Great efforts would be made to develop aviation. The Manchukuo
Aviation Corporation, which was in possession of better facilities
and techniques, would take up the responsibility in the development
of aviation. It was decided that within three years, 3,500 kilo-
meters of air lines would be put into operation. It was further
planned that in the future, aviation lines linking with Europe and
some important cities in East Asia, would be established.
7. City Planning:
It was decided that the old Ch'ang-ch'un would be completely
reconstructed as a modern city. It would be a city of 250 square
kilometers for a population of 5000000. In due course, Mukden, Harbin,
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Kirin, and Ch'i-ch'i-ha-erh would he rebuilt modern cities.
From the description given above, it could be seen that soon
after the founding of Manchukuo, the government had concrete plans
for the reconstruction of the transportation system in Manchuria.
It planned to develop an adequate transportation network for the
benefit of national defense, social peace and order, political and
economic development. To ensure greater efficiency through a centra-
lized control system, the Manchukuo Government entrusted the South
Manchuria Railway Company with the management of all the railways in
Manchuria. After the latter received such an assignment in February
1933, it mobilized all its financial, material and human resources
for administering the railways.
In 1937 Manchukuo implemented its first Five Year Plan for the
development of the rich resources in Manchuria. Since it planned to
develop agriculture, forestry and mining, the need for better trans-
portation was deeply felt. Because of the changes in international
situation the Manchukuo regime was called upon to implement immediately
its various plans for resources development in the north, for the
increase of farm production for improving the living standards of the
people and for strengthening national defense. The fulfillment of
these plans would be to a great degree, dependent upon the capacity
of transportation. Subsequently, efforts were made for reorganizing
the transportation system. In 1941 when the Pacific War had broken
out, Manchuria became the supply base of the Japanese military
activities. Consequently, the transportation policy of the Manchukuo
regime was reorientated upon as a wartime basis and the transporta-
tion system was put under military control until Manchukuo was re-
turned to China on 15 August 1945.
B. Laws and Regulations on Transportation Administration in
Manchuria:
Laws and regulations concerning transportation issued by
Manchukuo are given in Table 31:
gee table on following page]
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late of
'TAME 31
RATIWAYS
Serial -No
Name of the Laws
Publication
Of Laws
Contents
RemarliS.
Railways Laws
9- Feb 1933
Message No 7
Policies on activiza-
tion of railways
Regulations on
Railway Operations
11 Sep 1934
Mandate No 113
Standards for railway
operations
On handling sick-passengerS
and explosives
Regulations on
5 Sep 1935
Mandate No 109
0n Private ownership
(1) BY-laws
Pavately-owned
railways
in railways
(2) Regulations on
construction of
privately-owned
railways
Regulations on Sub- 2 Sep 1537
sidies to Privately-
owned railways
raliS on -Railways for
Sepecial Uses
Laws on the Opera-
tions of Railways
for special uses
(hauled by man or
animal)
11 Nov 1935
16 May 1936
Mandate No 267
Ministry Order
No 21
Ministry Order
No 16
Requirements for build-
ing special railways
5ajoins page 127 herej
(3) On operations, signals
and safety
(4) On the employment
system
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Laws on Automobile 11 Mar 1937
,Transportation
Laws on Automobile 1 Oct 1941
Transportation
Laws on Inland River 21 Jun 1933
Transportation
Regulations on 29 Nov 1937
Shipping
Vessel Registra-
tion Act 1 Dec 1937
Regulations for
the Vessel
Registration Act 1 Dec 1937
Harbor Standards 21 Apr 1938
_Act
?44oims page 126 herej
2
. Automobiles
Mandate No 27
Mandate No 220
Rules =Passenger
and Freight Transporta-
tion by Automobiles
Rules on Passenger and
Freight Transportation
by Automobiles
3. River Transportation
Message No 49
Message no 356
Mandate No 372
Mandate No 381
Regulation of
Passengers and
transportation
Rules on Restriction of
Automobile Transporta-
tion. Rules on Restric-
tion of Automobiles
b. In Relation to the Operation of Ports and Harbors
Mandate No 63
Inspection of harbor
operations in Ying-Wou,
'An-tung and Hu-lu-tao
iFajoins page 128 herej
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Regulations on
Measuring Ship
Tonnage
Laws governing
The Nationaliza-
tion of rivers
fflajoins page 127 herej
6 Jun 1940 Mandate No 151 Tonnage standards
20 Dec 1938
5. Rivers and Streams
Mandate No 292
6. Aviation
Nationalization of
Rivers and super-
vision of their use
Laws Governing 27 May 1937 Mandate No 104 General rules on air
g Aviation transportation
r
ro
co
1 7. Transportation in General
Transportation 4 Jun 1937 No 133 Rules on transportation
Law firms of small size
8. Laws and Regulation Related to Transportation
Laws on Tonnage
Tax 18 Jun 1934 Mandate No 48
Laws Governing 12 Jun 1936 Mandate No 82
City Planning
Maritime Law
24 Jun 1937 Mandate No 135
J1 joins page 129 herej
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3 43
0 0
Cd
X X
rail, automobile, river and
policies on
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Section 4. Manchuku0s Policy Toward Rai1way2
A. Nationalization of Railways
After the Manchukuo regime was founded, it recognized fully the
significance of rail transportation in national defense and politi-
cal and economic development and especially in social welfare, culture
and industrial development. On 9 February 1933, the railway Law,
Public Order Number 7 was issued in which the policy governing the
operations of railways was stipulated.
According to the Law, with the exception of certain railways
which would be allowed to remain under private ownership because
they are either local railways or railways for special uses, all
railways are to be nationalized. In. addition, the gauge of all the
nationalized railways must be of the same width, 1.435 meters. To
standardize the operation of the railways already built, the Manchukuo
Government took over the Mukden-Hai-lung line, the Hu-lan-Hai-lun
Line, and the railway lines owned by the Chsi-cht-ha-erh - Klo-shan
Line and all the affiliated enterprises of the railways mentioned.
In the first year, the Laws on Railway Operations (Mandate 113) was
promulgated protecting the interests of the owners of the railways
and the users.
There were diverse opinions on what should be the best policy
to govern railway management and what should be the criteria for
building new lines. After a discussion it was agreed that on economic
and technical grounds it would be much better to trust the South
Manchuria Railway Company with the management of the railways since
the corporation has years of experience in the management of rail-
ways. Thus, on 9 February 1933 the Manchukuo Government signed a
contract with the South Manchuria Railway .company under which the
Company was authorized by the Manchukuo regime to manage the national-
ized railways, and the nationalized shipping lines of the Sungari
River and its subsidiaries. The following is an analysis of the
terms of the contract.
1. The properties and income therefrom of the Kirin-
Chlang-ch'un Railway, the Kirin-T'ung-hua Railway, the Ssu-pling-
Tlao-nan Railway, the T'ao-nan-Ang-ang-ch'i Railway, the Ch'i-
chli-haerh-Voshan Railway, the Hu-lan-Hai-lun RaLlway (including
a part of the shipping line of the Sungari), the Mukden-Hai-lung
Railway and the Mukden-Shan-hai-kuan Railway (including the Ta-
hu-shan-Tung-liao Line and its affiliated port facilities would be
used as security for the credit loans of 130,000,000 Japanese yen
arising from the construction of these railways. Under this agree-
ment the Company would administer these lines.
2. Debts the Manchukuo Government owed to a third party
would be paid off upon consultation with the South Manchuria Rail-
way Company, and be charged to the income from the railway operations.
The loans borrowed from the Sino-British Company for the construction
of the Shan-hai-kuan-Mukden Line would also be paid off from the
operating income. However, operating income from the Shan-hai-kuan-
Mukden Line would not be used as a Surety for another new loan before
the loans owed to the Sino-British Company were settled.
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After the separation of the Mukden-Shan-hal-kuan Line from the
Peking-Mukden Railway, the Manchukuo Government paid in 1932 to the
Sino-British Company, 65,85o pounds to redeem its loan. The balance
of the loan would be paid annually according to the schedule.
3. The Manchukuo Government entrusted the South Manchuria Rail-
way Company with the construction of three railway lines: from T'ung-
hua to T'u-men River; from La-ha to Harbin; and from Tai-tung to Hai-
lung. The cost was about 100,000,000 yuan.
L. To facilitate the construction of the railway between
T'ung-hua and T'u-men, the Manchukuo Government bought the Wei-ch'ang
T'u-men Light Railway with a 6,000,000 yen loan from the South Man-
churia Railway Company.
From the above analysis, it can be seen that the operations of
the existing railway lines and the construction of new lines were
controlled exclusively by the South Manchuria Railway Company. On
1 March 1933, the South Manchuria Railway Company assigned the Mukden
Railway Administration to operate the trust railway lines2 waterways
and their subsidiary enterprises. In the meantime, a bureau of rail-
way construction was created for planning and building new lines,
ports and related enterprises.
The railways handed over to the South Manchuria Railway Company
?included seventeen lines operated by nine railway administrations with
a total length of 2,949.6 kilometers. They were the Mukden-Shan-hai-,
kuan Line, the Mukden-Hai-lung Line, the Kirin-Hai-lung Line,. the
Kirin-T'ung-hua Line, the Hu-lan,Hai-lung Line, the Chli-ch'i-ha-erh-
Klo-shan Line, the T'ao-nan-Ang-ang-ch'i Line, the T'ao-nan-So-lun
Line, the Ssu-p'ing-Tiao-nan Line, and so on. Among them, the
Mukden-Hai-lung Line, the Hu-lan-Hai-lun Line and the Chli-ch'i-ha-erh-
Klo-shan Line were formerly owned by government and private individuals.
Under the Railway Law, the Manchukuo Government purchased them by
issuing a 12,000,000 yen, 6-percent bond. The Manchukuo Government
also liquidated the financial losses incurred by the railways it pur-
chased. After the purchase, debts owed by the Mukden-Shan-hai-kuan
line to the Sino-British Company were also transferred to the settle-
ment of South Manchuria Railway Company.
B. Policy Toward the Railways Under Private Ownership
Before the founding of Manchukuo and in addition to the South
Manchuria Railway Company, there were nine railways privately owned.
They were the Mukden-Hai-lung Line, the Hu-lan-Hai-lung Line, the
Chli-ch'i-ha-erh-Wo-shan Line, the Kai-feng Line, the Chli-ch'i-ha-erh-
Ang-ang-ch'i Line, the Hsi-hsueh Line, the Wei-ch'ang-Tlu-men Line,
the Ho-kang Line and the Mu-leng Line. There were also two railway
lines in Harbin and Mukden which belonged to private owners. Since
the founding of Manchukuo the Mukden-Hai-lung Line, the Hu-lan-Hai-lun
Line, the Ch'i-ch'i-ha-erh-K'o-shan Line and the 1ei-ch'ang-T1u-men
Line were purchased by the government. Thus there were only seven
lines remaining in private ownership.
The density of railway lines in Manchuria is small since Man-
churia is a vast area and has rich resources. The existing railway
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lines are inadequate to meet the needs. Thus, in addition to taking
direct control of the main railways the government encouraged private
citizens to invest in local railways. Subsequently, the Ministry of
Communications of Manchukuo started its surveys of the regional econ-
omic conditions for the planning of new railways, on the other hand,
promulgated laws governing privately-owned railways and stipulated
regulations on subsidies to privately-woned lines.
In accordance with the regulations governing the subsidies to
privately-owned railways, the owner of a railway is entitled to a
government grant for ten years from tha date of registration. The
amount of the grant is proportional to the paid-in capital collected
each year. In other words, the subsidies are equal to one fourth of
the annual paid-in capital before the railway is opened for traffic
and equal to one sixth of the annual paid-in capital after the rail-
way is put into operation.
The government also subsidized the new railways by giving them
a grant to meet the payment of interest. The amount of subsidy
corresponded to one quarter of the interest of a loan. The grant
continued for ten years from the date of registration or from the
date when the loan became effective. However, such a grant applied
to railways of a 1.435-meter gauge only.
Despite that the policy of subsidizing privately-owned railways
was implemented at a time when railway construction materials were
extremely scarce, those who were enthusiastic in the development of
local industry made steady efforts. Some of the privately-owned rail-
ways even merged for greater efficiency. Consequently, great suc-
cesses have been made in the construction of railways.
gee table on following pagt7
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13
13
CD<
a.
CI)
CD
C,)
CI)
CD
CD
CD
I
03
mt.)
cn
0
Co
cb
CD
Co
Name of
FlailmaY Company
1 The Kai-feng
Railway
Company. Ltd.
2 The Ch'i-ch'iherh
Ang-ang-ch'i
Railway Company
3 The Hsi -hsueh
Railway
Company
4 The Wei-ch'ang
T'u-men Light
Railway
5 The Ho-li Coal
Company (in
managing a
Railroad)
6 The Mu-leng
Coal Company
(In Managing
Railway)
A. FAILWAY LINES COMPLETED
Terminals
From Shih-
yurtai to
Hsi -feng
From Ch'i-
ch'i-ha-erh
to Ang-ang-
ch'i-hsi
Length
(kilometer)
63.7
Kilo-
meters
26.2
From Pen-hsi- ?24.0
hu to Niu-
hsin-tai
From Chao- 111.0
yang-oh'uan
to /en-chiang
From Lien-
chiang-k'ou
to Hsing-
shan-chen
62.0
Gauge
(Meter)
1.000
1.000
0.763
2.60
1.524
BEFORE MUKDEN INGTDENT
Date of Capacity of -
Founding Capital Transportation
Type of
Motive Subsidiary
Power Remarks Business
Starting 2,820,000 1,1001000 steam
in 1925; tons
completion
in 1926
Starting
in 1907;
completion
in 1908
1924
1913
1924
320,000
ounces
of silver
570,000
Japanese
yen
6,0000000
fiajoins page 134 herej
steam suspended
in 1926
steam
steam
steam
Bus
services
in Sian
and
Hsi-feng
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5djoins page 133 herej
7 The Feng-tien Electric 7.1 1.435 1924
Communication railway
Company Limited in
Mukden
8 The Bureau of
Communications
of the Harbin
Municipal
Government
9 The Chin -fn
Railway
Company
10 The Dairen
Municipal
Transit
Corporation
The 12.9
Electrified
Railroad
Inside the
Harbin
Municipality
The Electrified
Railroad In-
side the
Municipality
of Dairen
1
1927
Electricity
ft
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11
12
Name of
Railway Company
B. RAILWAY LINES BUILT UP UNDER MANCH'JKUO REGIME
Length Large Date of
Terminals (kilometer) (Meter) Founding Capital
Type of
Capacity of Motive
Transportation Power
Subsidialy
Remarks Business
The Eastern
Manchurian
Railway
The Yu-hu
Railway
From T'ao-
lai-chao
to T'uan-
shan-tzu
106
76.0
1.435
1.435
603,730 steam
365,438 steam
Coal from
Hui -ch'un
Agricultural
products
and stone
13
The Ya-pu-ko-ni
Railway
From T'u-ch'ang
to la,pu-ko-ni
39.0
1.435
steam
Lumber
14
The Western
Manchurian
Railway
From Nu-erh-ho
to Chao-chia-
t'un
38.0
1.435
steam
Minerals
15
The Luan-p'ing
Railway
From Shuang-
t'ou7shan to
23.0
1.435
steam
Minerals
(granite)
Ta-ling
16
The Chin-hsi
Railway
From Chin-hsi
to Yang-chia-
chang-tzu
36.0
1.435
steam
Minerals
(Aluminum)
17
The Sai-ma-chi
Railway
From Kuan-shui
to Sai -ma -chi
28.0
1.435
steam
Coal
18
The San-sung
.Line
From Tluan7Iin 42.0
to San-sung-kang
1.435
steam
Coal
/Adjoins page 136 hereff
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19 The Sung-wan
Railway
20 The Tien-Ii
Railway
21 The Hai-lung
Horse-drawn
Railway
22 The Ch'ang-ch'
Municipal
Electrified
Railway
From San-cha-
:tzu to Sung-
yeh-ling
From San-ko-
shu to Tien-
li-ts'un
From Hai-lun
to Wu-tao-
ling
Aljoins.page 135 hereg
22.0 1.435
15.0 0.762
45.0V 0.670
un Under the
management of
New Metropolitan
Communication
Corporation in
Ch' ang un
steam Lumber
25,130 gasoline Farm
Products
the stage
coach
Electricity City The
trans- Chiang-
porta- ch'un
tion Bus and
Automo-
bile
Associa-
tion
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Name of
Railway Company
0
23 The Ya-chiang
0 Railway
CD
PO
ET
0
_&
CD
CD
CD
C) I 24 The Sung-wan
K34-0
cn
0
Railway
25 The Chia-fu Line
oo
6
04
27 The Rsing-lung
Line
Co
26 The Kuanvi Line
C. RAILWAY L/NES UNDER CONSTRUCTION DURING THE PERIOD OF THE PUPPEr MANCHUKUO
Type of
Motive
Terminals
From Kuan-
shui to the
mouth of
the Chtang-
tien Ho
From Sung-
yeh-ling
to Sung-
shu-chen
From Chia-
mu-ssu to
Kuang-
shan-ttai
Shan-pan-
ch'eng to
Hsing-lung
Length Large Date of Capacity of
(kilometer) (Meter) Founding Capital 11.22222EILian Power
77.0 1.435
37.0 1.435
. 96.0 1435
33.0 1.435
80 1.435
Subsidiary
Remarks Business
steam This rail-
way is the
prolonga-
tion of
the Sai-
ma-chi
Railway
NC17
steam The Pro-
longation
of the
Sung-wan
Railway
NC19
Transportation steam
of coal
steam
steam
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C. The Policy of the Puppet Manchukuo Toward the Specialized
Railways
On 1 November 1935, the Ministry of Communications of Manchukuo
published the Regulations Government the Operations of Specialized
Railways. The purpose of the regulations was to supervise the opera-
tions of specialized railways owned by public organizations or by
private citizens. However, the regulations did not apply to
1. Vehicles drawn by animal or by man;
2. Specialized railways installed inside a factory or a
mine of the like which are connected with the main railways.
Subsequently, on 16 May 1936, Regulation governing the operation
of specialized railways using human or livestock as motive power. The
regulation of this type of traction was entrusted to the provincial
governors in Manchuria.
The specialized railways in Manchuria operated mainly in forest
or mining areas. This was particularly true of the railways operating
in the lumber lands in Northern Manchuria. The mileage of forest rail-
ways in North Manchuria was fairly great.
These forest railways were built at the same time as the Chinese
Eastern Railway. They were built in the forest areas in the north for
transporting railway ties and fuel woods. The rail is of the same
standard gauge as the Chinese Eastern Railway. Thus railway care in
one railway can operate also on another line. The length of special-
ized lines varied from several dozens of kilometers to 100. After
? Manchukuo was founded, it nationalized all the forests. In view of
the fact that forest resources are indispensable to industrialization,
the Manchukuo Government made great effort to develop forest railways.
Thus within a short space of one or two years, several hundreds of
new railways were built in the forest areas.
Lee table on following page
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13
13
CD0-
11
0
CD
CD
C,)
CD
CD
CD
CD
Co
01
. .
03
cb
a
CD
a
a
?-?1
a
a
a
a
a
a
Co
Lo
?c,
Name of Gauge in
E21212m1,1112 Meters
Length in
Kilometers
TABLE 33
LOGGING RAILWAYS
Gasoline
Heavy
Oil
Total
Locomotive
Transit Terminals Steam
? Ya-pu-li Line 0.762
Ku-ch'e-chen 0.762
Mu-tan-chiang 0.762
Tung-ching-ch'eng 0.762
T'ien -ch'iao -ling 0.762
Sha-tung Line 0.762
Shih-li-peing Line 0.762
Lun-gan Line 0.762
No-min-ho Line 0.762
I-chi-mi Line 0.762
The Sheng-lang 0.762
Line
The Tai-ling Line 0.762
La -lin -ho Line 0.762
The Wu-tao-kou Line 0.762
32.8
26.7
132.8
25.8
92.6
26.8
20.5
121.5
54.6
20.5
19.4
26.0
87.5
76.5
? (Liang-ho)
(Ya-pu-ko-ni)
Ku-ch'eng-chen
Ts'ai-ho 15
Tung-ching-ch'eng
Tlien-chriao-ling
Sha-tung
Shih-li-pting
Pa-chia-tzu 13
SUi-leng 6
Tlieh-shan-t'un 6
Sheng-lang and Chi-ling
Tai-ling
Shan-ho-t'un 3
Wang-chiang-lou 2
Lajoins page 141 herej
2
5
21
5
18
14
19
8
9
11
7
2
3
6
5
36
5
20
14
8
32
9
6
14
15
13
faxaq 011 a2at1 uuToVP,:g
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I
I-.
0
I
Rolling stock for
Liber Transportation
Volume of Goods Transported
1942-1943 Lumber Production
.(in cubic meters) (in cubic meters)
Lumber Transported
(in cubic meters)
C.,
t.
o
il.
5
a
I-.
Lo
,..0
zr
a
n
0
14,1
188
97
821
400
758
55
304
493
450
140
128
88
493
280
15,000
54l000
216,000
57,213
79,000
66,000
74,000
56,052
39,000
54,0w
49,000
26,000
52,000
76,000
542000
194,000
66,000
125,000
50l000
86,000
240,000
84,000
601000
50,000
130,000
133,000
63,500
Adjoins page 142 herej
550,000
550,000
1,600,000
1,130,000
600l000
1,160,000
750,000
800,000
3,000,000
600,000
200,000
3,0001000
1,000,000
510,000
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Pjlolms page 139 herej
Heng-tao-ho-tzu
.Line
1.435
7.0
Heng tao-ho-tzu
8
0.750
58.9
0-mu Line
0.762
81.6
Huang-ni-ho
4
7
? 3.3.
Hsin-k'ai Lime
0.762
34.7
Tun-hua
3
4
7
Sha-ho Line
0.762
36.6
Ta-shih-ch'iao
3
4
7
Chung-ho Line
1.524
78.7
Heng-ho
6
6
Line
0.762
40.0
Ch' ang-k' ou-hai-lin
14
Wu-cha-kou Line
0.762
35.0
Wu-cha-kou
14
Shui-wan-tzu Line
1.435
1.4
Shui-wan (The
Eastern Manchurian
Railway)
Ta-lo-la-mi Line
0.610
30.7
The Rank of the
Sungari
Ma-an-shan Line
0.762
11.3
144 -an -shan
Sub-total
1,183.9
63
339
16
218
Ya-pu-lo-ni Line
1.435
101.5
Ti-pu-lo-ni
10
10
Iin-chiang Line
0.762
45.6
Lin-chiang
8
8
Hei-lin Line
1.435
54.0
5
5
ffajoins page 143 hereg
flaaati ata 09-01 BuTorpf
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?i ? ? ? ? ? C?
a% ow
? 494 ri 8ft 8ft
0" 0"
CV CV
? ? ? ?
?? et IN I%
fe% en NO .4 t?-?
0,1 Nu ON
O 8
0
o 8
0
0
0" 0
r? 0
O. en
? tg.),
t?-? r
UN
CV Cd1
t?-?? CsJ
w. ? ?
.'
Cal UN IA
IA CV CO C(?) fi;
r-i
a 0 0
r?
riajoine page 141 hereg
- 142 -
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<
CD
11
0
CD
CD
111
CD
CD
01
. .
?-?1
03
cb
a
c.o
a
a
????1
a
a
a
a
a
a
03
C14
jajoits page 141 herej
Tiang-lin Line
1.435
127.0
Nan- cha
13
13
Hsiao-vang-chli
0.672
73.0
Hsiao-wang-ch'ing
9
3
12
Ya-10o-shih
1.435
136.0
Ya-le o-shih
5
5
Po-k'o-t'u
1.435
125.0
Po -lc' o-ttu
6
6
Sub-total
665.8
56
3
59
Combined Total
1,849.7
119
112
16
277
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? ? ? ?. ? ?
ee SO ilk 4,6
Ilk 4% fik
CC) et\
r?1
? ? ? ? ?
F; eiin
ri
Liajoina page 1.43 here 47
thle -
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D. The Planning of New Railway Networks
For the purpose of enlarging the railway networks in Manchuria,
the Manchukuo government assigned a number of workers to make afield
survey of the projected railways. The purpose of the survey was to
see whether these railways are:
1. Helpful to the exploitation of the mining resources;
2. Helpful to the development of agricultural and forest
resources;
3. Valuable in national defense;
4. Connected with the main railways and oitiee and towns of
great military and economic importance.
The investigation was completed in 1942, and the plans for build-
ing new netowrks of railways were drafted. T4ta combined total of the
mileage of the projected lines was 10,392 kilometers to be undertaken
in three Five - Year period.
A. The First Period
During this period twenty eight lines will be built,
having a total mileage of 3,033 kilometers. The construction would
be started from 1945 and expected to be completed in 1949.
gee table on following page
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Serial Name of the
Number Railway Line
From
TABLE 34
RAILWAYS TO BE BUILT IN THE FIRST FLKU1D
Mileage in
To Kilometers
1 The Shih-Tung Ta-shih- Ta-tung-
Iine chtiao chiang
2 The Chleng-
.T'uan-Line
Purpose
This line is designed as an auxiliary line to the
283 Mukden-An-tung Railroad and to shorten the distance
between the Industrial city of An-shan and the Port
of Ta-tung-chiang.
Ch'eng- Tluan-tzu- 131 This line is designed to establish a connection
tzu-t'ung shan between Korea and the Liaotnng Peninsula. When the
Ta-shih-chliao--Ta-tung-chiang line, the An-tung-
T'ung-hua Line, and the T'ung-hua=Ming-,yueh-kou
Line are completed, it will be possible to operate
a direct line between Ta-tung-chiang and Tung-pien-
tao in eastern Kirin Province. If a harbor could
be built at Chuang-hol tbis line would become more
3 The Kao-Lung Kao-ch'iao Lung-wang-
Line miao
3 The Tien-Kuan Nan-tien Kuan-shui
Line
important.
61 The objective is to develop the rich resources in
Tung-pien-tao. When the construction of the harbor
of Ta-tung-chiang is completed, this line as well
as the Ch'eng-t'uan Line will be very valuable in
native products trade.
89 This line is designed for strengthening the rela-
tions between Korea and Manchuria. In additions it
is valuable in developing the rich resources at
Saimvaa-chi.
ffdjoins page 147 hereg
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S The Chang -
Tien Line
6 The Chia? -
Meng Line
7 The Ch'ing -
Mao Line
8 The Huan-
liang Line
9 The Chtao-
Tun Line
ffdjoins page 146 herej
Chang-tang Pei-tien
Shu-].an Meng -chiang
Chtiang- Mao-shan
tao
Huan-jen Liang-shui-
ch'uan
Ch'ao-yang- Tun -hua
chen
10
The Tun-Tung
Tun-hua
Line
11
The Chin-Kung
Chin-hsi
Line
12
The Kiceu4
Kou-pang-
Line
_tzu
Tung-ching-
ch'eng
Kung-ying-
tzu
I Hsien
89 This line is designed to connect with the Tien-kuan
Line and the Ya-pei Line so as to supplement the
Mukden-An-tung Railway. In addition, it connects
with the Chang-tang and T'ieh-ling Line to form a
network.
89 This line is valuable in the transportation of forest
resources from Meng-chiang, and valuable also in the
maintenance of peace and order in that area.
63 To serve mainly the coal mines in Mao-shan and the
iron plants in Ch'ing-chin. It is aiso indispensible
for transporting coal produced in Ho-lung.
88 To support the rail traffic between Korea and
Manchuria.
271 Like the Tun-hua-Tung-ching-ch'eng Line, this line is
a valuable short mit for the transportation of coal
fromMu-tan-chiang to Mukden, FU-shun and An-shan.
139 Like the Ch'ao-yang-chen-Tun-hua line, this line is
a valuable short cut for transportation of coal from
Mu-tan-chiang to Mukden, Fu-shun and An-shan.
121 To link the Jehol area with the port of Hu-lu-tao.
It is also valuable for the transportation of mineral
materials and livestock from Jehol and Inner Mongolia.
57 This line is designed for the transportation of coal
from Rei-p1iao to An-shan, thereby making connections
-with the An-shan and F'an-ahan line. By so doing,
the distance between An-shan and Fei-ptiao will be
shortenea.
oins page 148 here...7
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The An-P' an
Line
The Ch'eng-
Lo Line
An-shan
Chteng-te
The ling-
Hsing Line
Pei-ying
fang
16
The T'ao-
T'ao-lai-
.Ch'ang Line
chao
17
The Chang-
Wu-chang
Chu. Line
18
The Chu-Fang
Chu-ho
Line
19
The Fang-
Fang-cheng
T'ang Line
20
The Wo-I Line
Mb-k'en
21
The Ho-lo line
Pei-ho-li
22
The Pao-Fu
Pao -ch'ing
Line
Lajoins
Plan -shwa-
page 147 hereg
82 This line is designed for the transportation of
coal from Pei-p'iao to An-shan and to the An-shan
Plan-shan Line, thereby shortening the distance
between An-shan and Pei-p'iao.
This line is designed to make connection with the
coal mining town of T'ang-shan and thence westward
with the port of T'ang-ku, thereby making ChIeng-te
closer to the seaport.
Lo-wen-yu
118
Hsing -lung
31
Wu-ch'ang
103
Chu-ho
79
Fang-cheng
105
T'ang-yuan
135
I-lan
Lo-pei
105
Fu-chin
115
11!
Lu
This line is designed for the exploitation of the
rich coal deposit of 300,000,000 metric tons found
at Hsing-lung, Jehol.
The common objective of these four lines listed on
the left hand side is to shorten the distance be-
tween Chia-mu-tzu and Ch'ang-chlun. In addition,
they facilitate the transportation of coal from
Ho-kang and San-hsing to the south. The facilitate
also the transport of coal from Ho-kang to Harbin.
Since these lines pass through a rich farming area,
they are very contributive to the agricultural
economy of that region.
This line is designed for the development of coal
deposit reportedly amounting to 300,000,000 metric
tons, in the district of San-hsing.
Built for defense purposes. Less valuable for
economic development.
Valuable for national defense and also for. immigrant
farmers.
5djoins page 149 herej
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23 The Pei-Mo Pei-an
Line
24 The Hai -
Ch'ing Line
The Ping-Fang
.Line
26 The Ying-Tien
Line
27
The Fu-shun
connecting
Line
28 The Nan-T'ung
.Line
Hai-lun
The East
Station
O1 Harbin
East Ying-
klou
The South
Station
of FU-shun
to the
North
Station of
FV-shun
Lajoins page 148 herej
'Nen -chteng
181 This line is designed to be built with Nen-ch'eng
as a base for the development of the forest -
resources in the western part of North Manchuria.
It is also a valuable railway for national defense.
Valuable for the utilization of the rich forest
resources in the neighborhood of Ch'ing-shan.
Ch'ing-shan 120
Fang7cheng 172
North Tlien-
chuang-t'ai
Nan-tsa-mu T' ung-hua
The shortest way to transport coal produced in
Ho-kang to Harbin.
27 If the Ta-shih-ch'iao-Ta-tung-chiang Line is
completed, this line will be the shortest way to
reach Korea from North China.
Construction completed about 15 August 1945*
For the transportation of the mineral resources of.
Tungpien-tao to rukden and An-shan.
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RAILWAYS TO BE BUILT IN THE SECOND PERIOD
According to the plan drafted, twenty-three lines with a total length of 3,814 kilometers would be built.
Construction would be started from 1950, and would be completed in 1954.
Serial No
TABLE
RAILWAY LIME TO BE COMPLETED
Name of the Railway Line From
35
PERIOD
Mileage in
Kilometers
IN rilt, SECOND
To
29
Hai-Hsiang Line
Haicheng
Hsiang -mien
45
30
Liao-Chuang Line
Liao-yang
Chuang -ho
210
Ta-yang Line
Ta-tung-chiang
T'ou-shih Island
13
Korea
32
Oh' ang-Yen Line
The East Station
of Chlang-chlun
Yen -t'ung -shan
100
Lidjoins page 151 herej
Purposes
This line is a connecting
line of the Ta-tung-chiang,
and an auxiliary line to
the Makden-An-tang line.
When harbon construction
is completed, Chuang-ho
will be as valuable as
Dairen in foreign trade.
Helpful to reduce the
increasing traffic jam in
the neighborhood of An-tung
and helpful also to
strengthen the ties between
Korea, Japan and Manchuria.
The line is one of the
railways with Chlang-chlun
as the center. It is
connected with the rung-
hua-Meng-chiang line and
the Hsin-ching-Meng-chiars
Line. This line is to
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Serial No Name of the Railway Line
gdjoins page 150 herej
From To
Mileage in
Kilometers purposes
transport the rich forest
)=. resources in the neighbor-
hood of Meng-chiang to
chi ang-cht un. Furthermore,
it is valuable for developing
mineral resources in the
a
railway area.
0
. 33 Liang-Mao Line Liang-chiang-k'ou Mao-shan, 130 To strengthen the tie between
CD Korea Manchuria and Korea and to
(7) exploit the virgin forests
a)
cf) of Fai-tIou Shan.
CD
31 Ch'ib*Ch'Cng Line Ch'ih-feng Chteng-te
260 The objective in building
this line is the exploitation
of resources in JehoL Province.
w
ocOLI This line will link the
biggest market, Chlih.teng,
cn
with the provincial capital
C) Ch'eng-te. In addition, it
connects with the Ch!th-
i3 feng-To-lun Line, whereby a
direct train can operate
between chlih-feng and Tc-un
Co
6 35 Chin-Wa Line Chin-ling-ssuHsia-wa 135 Built for the develor
of Jehol Province. This
o
line and the Pei-1u-
)=. Yu-huang Line are two
o railways in a netw,:rk.
36 ung-10 ai Line T'ung-liao Klai-lu 90 Helpful to econcLic
o development in KI-1).t3.4.4
T
Caioins page 152 herej
03
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I>
I> Adjoins page 151 herej 73
13 73
13 Mileage in 3
3 Serial No Name of the Railway Line Fran To Kilometers Purposes <
< m
m a
a. 37 Liao-Cheng Line Liao-yang Cheng-chia-t'un 383 The main purpose of building -11
-11 this line is the development 0
O -1
-1 of agricultural resources. X
X Its northern part penetrates m
m right through the west plain ET
ETm
m of the Liao valley. Its w
w Southern part runs through m
m _.%
_.% the flat land west of Mukden. CD
co It also oannects with the CD
CD CD
CD Ssu-ping-Ch'i-Chti-ha-erh a
a
Line and the Wo-hu-tun-Pei-an co
co r:3
r:3 Lines, thereby becoming the cn
cn strategic line linking North ..
.. Manchuria to South Manchuria. o
38 o 5;
Po-pao Line _ Po-li Liu-mao-ho 153. The line is of military and 33
economic importance. It io
do penetrates through the east -0
11 .4
.4 part of North Manchuria co
00 which is a rich cereal- cb
6 w
producing area. It is
ca
valuable for developing a
a to
to forest resources. >
> a
a a
a 39 Ho-fa Line Ta' ac-yang CII' ao-yang-chen 222 Valuable to national _%
"-.1
-.1 defense, and also to forest a
a development since it reaches a
a a
a the rich forests in the _%
"a
a Smaller Khingan Mountains a
a in North Manchuria. a
a oo
oo to
41
Ch iao-Mu. Line
Tlien-chtiao Mu -leng
Line
&joins page 153 hereg
163.
It runs throcch Tarlq-pl---
tao area and cemects
the Kao-chtiao-Lumg-wL-77-mho
gijoins paiv 152 her e
Mileage in
Serial No Name of the Railway Line. From To Kilometers Purposes
0iii
TT Leh-Chang Line
(7)
a)
cf)
CD
?a
g3
iraCIP 42 T'ieh-Fa Line
cn
0
0
C^ o
6
G4
CD- 43 Pien-To Line
CAD
CD
CD
CD
CD
CD
CD
CD
CD
co
la
Line and the Chleng-tzu-
tung-Man.tzu-shan Lines
and thereby links together
the Eastern part et North
Manehvias Dairen and Ta.
tung-chiang to fArm a
direct route.
T'ieh-ling Ghtang-tang 59 This line is an extension
of the Nan-tien-Nuan.shui
Railway and the Chang-tang-
Pei-tien Line. It is also
one of the railways in the
proposed network.
T' ieh-ling Fa-ktm 49 It links the Tlieh-ling-
Chang-tang Railway in the
east and the Liao-yang-
Cheng-chia-tlun Line in
the west thereby forming
a circle around the indus-
trial center of Mukden. In
additions it links Fa-keus
trade center of the
Mongolian area, with the
Chinese Chlang-clian Railway.
Pien-ch'iang-shan To-lan
Liajoins page 154 hereg
160 This lines when completed,
will link the biggest trade
center of To-lun in Inner
Mongolia with Chleng-te
and Cliih-feng. In the
futures an attempt will be
C-80001.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN iod peAcuddv
E-8000 1.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN iod peAwddv
adjoins page 153-herej
ria NC Nana of the Railway Line From
Mileage in
To Kilometers Purposes
Li4
Chia-Yang Line
Chia-ma-ssu
Yang-pao
128
45
Fu-Fu Line
Fu-chin
Fu-yuan
250
46
Sun-Wu Line
San-Wu
Hsi-wu-yun
210
47
Nr-Pet Line
Wo-hu-t' un
Pei-an
614
gajoins page 155 herej
made to link the line with
Kalgan and To-lun so as to
form a railway network in
Jehol.
Valuable tor defense and_
for economic development.
As an extension of the
Chia Yang Railway it is a
line of mil i tary and
economic importance.
A military railway but
valuable for forest
development.
It runs across the middle
part of North Manchuria,
and the granary of Manchuria.
Since it goes through the
Nonni Valley, it facilitates
transport of agricultural
products there. When the
Cheng-chia-tutt-Liao-yang
Line and the Liao-yang-
chuang-ho line are completed,
it will become a principal
line leading to the harbor
of Chuang-ha or Hu-lu-tao.
E-8000 1.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN iod peAwddv
/Tdjoins page 154 herej
Mileage in
Serial No Name of the Railway Line From To Kilometers Purposes
48 Tam,,cam Line Pan-ta-kai Cha-lai-no-erh 285 It is a part of the
> railway planned in 1925.
-0 The planned railway was
-0
3 between Tlao-nan and
< Lu-pin. The present line
e? is designed as a defense
m0.-
line against aggression
O from Outer Mongolia, and
-I
designed also as an ?
.0
economic line for developing
ET the livestock and the
mineral resources in the
district of Cha-lai-no-erh.
_&
CD 49 Ka'i-esi Line Nati-yuan Pei-feng 114 It is a standard-gauge
a)
1 railway rebuilt from the
privately-awned, light
om
railway named Klai-feng
an Railway. A 52-kilometer
railway between Hsi-feng
C) and Pei-feng will also be
5; built so that the distance
30 between Pei-feng and the
0 center of heavy industry
1)
-.4 located in South Manchuria
oo may be shortened, and the
CD
al agricultural resources may
-& be further developed.
CD
CAD
> 50 T'ao-Li Line Tlao-nan Li-oh'uan 95 For developing the coal
CD
CD mines in Li-oh'uan.
_&
-.4
CD 51 No-Lung Line No-ken-miao Erh-lung-so-k'ou 39 For serving the coal mines
CD
CD at Erh-lung-so-ktou.
_&
CD
CD
CD
00
14
C-80001.000/1.00V601.?0-8/c1CIN-V10 : 9Z/80/6661. eseeieN .10d peACUMV
>
-a
3 ... _ . It was planned that in the third period twenty railway lines would be built with a total mileage of 3,545
<
CD kilometers. The construction would be started in 19$5 and completed in 19$9*
a
-n
c) TABLE 36
-1
X
cu RAILWAY LIMS TO BE COMPLETED IN THE THIRD PERIOD
(7)
a)
u)
cu Serial No Name of the Railway Line
?
From
?
To IRMA ...........
Burposet
_.%
For strengthening the
connections betweeh
Manchuria and Korea and
also for exploiting the
rich resources Of the
forests there.
CD
U,
CD
8
oo
iZ3
cn
? ?
C)
>4
i3
0
11
-.1
03
6
GI
a
co
>
a
a
-.1
a
c)
c)
_.%
c)
c)
c)
oo
G4
t.,
ONof
,
.
52
53
54
55
56
Fu-Hui Line
I-Jao Line
Ming-shuang Line
Lin-Man Line
An-Meng Line
Fusung
I-shun
Ming-yueh-kou
Yen-t'ung-kou
An-thiang
Hui-shan-chen
Korea
Jao-ho
Shuanghocherg
Man-chiang
Meng-chia-ying-tza
199
112
100
71
128
Of military importance and
additional value in the
exploitation of agricultural
resources and forest.
An extension of the An-tang-
T' ung-ming Railway in Tung-
pien-tao linking Mi-shan
and Ta-tung-chiang.
A part of the railway
network south of Pai-tiou
Shan, valuable for forest
development.
For developing the mineral
resources deposited in the
neighborhood of Meng-chia-
ying-tza.
LIAjoins page 157 herej
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Serial No
Name of the Railway Line
ffajoins page
From
156 hereff
To
U-haang
dhli-k'o
Ttai-lai
Nien-tzu-shan
Chazahg-ho
Mileage in
Kilometers
>
-0 57
73
3
<
CD
0.
11
0
-1
X
m
Fli 58-
I
CD 59
-I
co
co
CO
...,
CD
103
PiZ3
viol
-.,- .?
t 0
I>
33
0 66
-0
....1
oo 61
Krai4u LineK
Tui-thfi Line
Lai=Ttai Line
Val-Mien tine
Biiih--thuang gine
ai-au
Thi-t' ou-shan
Ta-ilai
Tlai-rlai
Ta=Shih-chtiad
?
113
156
158
purposes
Like the Klai-lu-Tfung-liao,
tnis line runs across East
Mongolia.. Built on. virgin._
land, it is of great value
for the development of
culture, farming and animal
husbandry.
Purely a military-line.
Por the purpose of forming
&direct connection between.
Ca! ang-ohi un and Europe
and for developing the
agricultural resources in
the lower part of the Nonni
River and the forest resources
in the western part of North
Manchuria.
Same as 59.
line intersects Liaotung
This
6 Peninsula and connects the
Cd4
Gulf of Chihli and the Yellow
_.%
4: D Sea. Its main purpose is to
CO
> link the port of Ying-ktou
4: D located on the Gulf of Chihli
CD With the port of Chuang-he
"
-.4? on the coast of the Yellow
4: D
4: D Sea.
D
"
4: D
4: D giljoins page 158 herejj
4: D
03
la
C-80001.000/1.00V601.?0-8/c1CIN-V10 : 9Z/80/6661. eseeieN .10d peACLIddV
>
-0 L1'43113/I page 157 herej
-a
-1
0
< Mileage in
ca Serial No Name of the Railway Line From To Kilometers purposes
a .111111.
-n
O 62 CIP ang-Hsi Line The East Station Pei-few; 135 The shortest way for
-1 of Chiang-chi= transporting the coal
X
m produced in Pei..feng to
ET Chlang-chfun.
m .
cn
m 63 Chtang-lio Eine at ang-ch' un Wo-hu-t' au 152 This line is connected
_.% with the T'ung-.1iacm.
CD
CD Vai-lu Eine and the Kiel-.
CD
25 lu.1u-huang Line. In
co addition, it connects
(A
? ?
0
Chlih-Nen Lime Chlih-feng Tung-shih-meowtsu
33
t
co
4)
65 Lin-Wang Line Lin-hsi Ta-wang-miao
c)
a
a
a
a 66 Tao-K1 al Line T ao-nan K u
a
a
a
a
ffajoins.page 159 herj
Chlang-chfun with Inner
Mongolia.
285 It forms a direct connection
between RuAu-tao and Inner
Mongolia, thereby helping
agricultural and livestock
development in Inner Mongolia.
194 As the Chlih-feng-Tung-
shih-men-tsu Line, this
railway is helpful to defense
and political development in
Jehol and Chahar.
In coordination with the
Vai-lu-YuAmang Live and
the Chlih-feng-Weng-te
Line, this railway brings
about a direct, connection
between Tfac-nan and
Chli-ch,i-ba-erh and Jehol
Province. Forms a main. line
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Serial No
OD-a
Name of the Railway Line
gdjoins page
From
156 herej
To
sui-pin
Wu-na-erh
Sa-ch'i-chi
Lien-chin
Shang-k'u-li
Mileage in
Kilometers
>
-0
-0
3
<
CD
CL
11
0
-1
X
CD
ET
m
w
0
OD
OD
OD
25 2
--- vi
KV ?0
cn 1
C)
67
68
69
70
71
Lo-Sui Line
So-Wu Lime
Chia-Su Line
Chia-Lien Line
Sa-Ku Line
Lo-pei
So-lan
Wu-chia
Wu-chia
Sa-ch'i-chi
76
333
354
Purposes I>
-0
through Ai-hun and Ch' eng- -0
te. 3
<
CD
For national defense. a
11
0
For national &tense. -1
X
0
It is a line of military ET
significance. In addition, m
it runs through metal- w
0
producing and forest areas, -.%
thereby helping their OD
development. OD
25
CO
For national defense. r":3
01
For national defense. ..
0
>
i..1
> o
33 The tables listed above show that there are 71 projected lines, the length of which is 10,392 kilometers. The "0
D total railway mileage for the railways that have already been built and those now under construction is 26,000 kilometers. .4
-a 03
-.1 cb
Co Go
cb
GI a
CD?%
a >
CD a
> a
_%
a
a -.1
_ a%
-.1 a
a a
a
a a
_ a%
aa
a oo
a (A)
oo
za
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Section 5. Manchukuo Policy Toward Automobile Transportation
1. Before the Mukden Incident:
Automobile transportation in Manchuria came into.xistence
after World War I. In July 1918 the Chinese Government pUblishad the
Regulation Governing long-distance automobile transportation and the
Rules Governing the Operations of long-distance automobile tranoporta
tion. These rules and regulations defined in detail operating terri-
tories and various requirements for operating freight and passenger
services. Despite the rules and regulations, the roads and bridget
were in bad shape. In monsoon season rivers and streams are greatly
swollen and roads are muddy. Vehicular travel is difficult except in
wintertime when roads are frozen. Moreover, traveling is dangerous,
because of banditry and social unrest. nut, bus service existed in
only a few cities.
It was not until 3.928 when South Manchuria and North Manchuria
were unified that the political situation in Manchuria became gradually
stabilized. The stabilization in Manchuria marked the beginning of
road building. Subsequently, automobile transportation flourished
daily. Nevertheless, transportation capacity at that time was extremely
low mainly because of insufficient capital and poor management. It was
not unusual that there were dozens of companied operating the same bus
line with each company having only two buses or trucks-. This made it
very difficult for the government to regulate automobile transportation.
2. Alter the Maden Incident
Atter the occupation of Manchuria by the Japanese, the Puppet
Manchukuo Regime was founded. Using Manchuria as a base for aggres
sion, Japan gradually expanded its sphere of influence. For the purpose.
of consolidating the national defense, japan spared no efforts in the
exploitation of the rich resources in Manchuria. This, first of all
called for the development of a mode of transportation. Consequently,
the Manchukuo government, in addition to building railways made a great
effort to build and overhaul the highway system. In May 1933, Manchukuo
declared that the automobile transportation enterprise was subject to
the supervision of the Ministry of communication in its public law
Number 430. In addition, the Bureau of National Highways was created,
an agency in charge especially, of building highways. It was planned
that during a period of ten years 60,000 kilometers of highway would
be built. In fact, construction began in 1932.
Highway transportation operated by the government or by pri-
vate citizens. The publicly-owned highways included:
1. Highways parallel with the railways:
2. Highways in place of railways:
3. Highways of political and economic significance.
With the exception of three types of highways operated by
government capital, all other highways were operated by private
capital.
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Since the publicly-owned highways were subsidiaries of the
nationalized railways system ofManchuria they were run by the South
Manchuria Railway Company. In order to strengthen highway administra-
tion under a centralized authority, the South Manchuria Railway Company
established specialized organizations at various levels of the railway
administration. As a result) great success was achieved in the adminis-
tration of automobile transportation.
3. A Further Analysis of Manchukuo Policy on AUtomobile Trans-
portation
In 1937 the Ministry of Communications of Manchukuo issued the
Regulations Governing the Automobile Transportation Enterprises. All
automobile transportation firms were owned by the government or by pri-
vate capital.' The following is a summary of the policies dealing with
automobile transportations
1. All highways were under government control or under
private management.
Highways which served temporarily as substitutes to
national railways or those which were parallel in the railways or which
were vital to the execution of a national policy were all operated by
the government. All the other highways were open to private concerns.
2. With the exception of special cases, bus lines were
. operated by one company only.
3. For a greater efficiency, highway transportation
industry will be gradually expanded.
4. Priority on new lines will be given to franchised
operations to protect their interest against their competitors.
Priority will also be given to the application from public organiza-
tions for operating highways in their territories.
5. Pane enterprises operating on fixed lines would be
supervised by the Ministry of Communications. City or local bus lines
were licensed by city or local governments.
In 1937 the Regulation Governing the Expansion of
Automobile Transportation Lines was issued for expanding bus services
increasing the nuMber of cars. In 1937 the Outline on Reorganization
of Automobile Transportation Industry was proclaimed in which private
ownership of bus lines VW permissible in Fengtien, Kirin and Antung
Provinces. Bus lines were also jointly operated by Dairen Municipality
Transportation Association and the local authorities'. in subsequent
years the privately-owned automobile transportation enterprise was
greatly enlarged. At that time the mileage of highways reached 30,000
kilometers in Manchuria. The nutber of automobiles and trucks was above
24,000. Data related to the operations of automobile transportation
might be given as follows:
- 161 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
TABLE 37
DATA ON PRIVATELY-OWNED BUS LINES IN MANCHURIA IN 1935 AND 1940
The ie?of HI
? Year NuMber of Operators Number of Highways wa
1935 30 17
1940 .17
4)7.to
7,683
? So far as the automobile transportation in Manchuria was con-
cerned, the most prosperous year was 1941. Because of World .War II
the policy of communications underwent some changes. Freight traffic
was given priority over passenger traffic.. The Ministry of Communica-
tions issued regulations governing the operations of bus linea in
1941.- The purpose of the regulations was to regulate the use of auto-
mobiles under public or private ownership, so that freight transporta-
? tion may achieve a maximum efficiency. In addition, the government
? encouraged the use of charcoal as a substitute for gasoline so that
, gasoline might be used for the transport of vital materials.
I. Policy Toward Automobile Industry.
As regards the automobile industry in Manchukuo, there Were
some small-scale .repair shops. As automobile transportation flourished,.
the. South Manchuria Railway Company and other concerns Jointly founded
the Tung-ho AutomobileCorporation in Mukden. The chief mission of
this corporation was to assemble imported automobile parts into cars.
The corporation manufactured car bodies and accessories. Besides, the
.corporation maintained repair shops in key cities to keep up a minimum
nuMber Of ears in use. To strengthen the manufacturing division of
the corporations it merged with the Manchukuo Automobile Manufacturing
Corporation. Plans were made to expand the market and produce cars
suitable for use in theiclimate and topography of Manchuria. Before
these plans were carried out Manchuria was returned to China.
- 162 -
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cr?
a Cities and
South Manchuria Co. Municipalities Others
(I)
1936 772 Unavailable Unavailable
cot
c.o
1937 1,131 Unavailable Unavailable
r:31
TABLE 38
AUTOMOBILE TRANSPORTATION IN MANCHURIA, 1936-1940
Passengers (Unit: 1,000 persons)
CIA-RDP78-03109A001700010008-3
Freight (Units 10,000 metric tons)
Total By the South
Privately-
b?iza.........
in
Fiamranies
Totals
Remarks
(I)
CD
a)
C,)
(I)
CD
CD
CD
Co
Manchurian
?
201
310
?
Same as on
freight
Railway Co.
Unavailable 1
Unavailable 10
300
1938 4,385 157,643 Unavailable 162,028
1939 3,580 216,413 Unavailable 229,993
1940 11,095 245,380 Unavailable 256,475 80
50
A E
400 430 N S
S T
P I
600 .650 0 M
R A
T T
900 980 A E
T S
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Section 6. Manchukuo Policy Toward Waterway Transportation
Is THE ADMINISTRATIVE MACHINE FOR WATERWAY TRANSPORTATION
The importance of waterway transportation in Manchuria has been
described above. Under the Manchukuo regime much importance was at-
tached to the waterway transportation. This can be seen from its
policy on communications included in its economic reconstruction.
Before the Mukden Incident the administration of waterways was
in charge of the Harbin Navigation Bureau, the customs offices in
Ying-k'ou and Antung or local governments. : After Manchukuo came into
power, all these agencies were either combined or abolished and a cen-
tralized administrative organ was formed. In March 1932 the Ministry
of Communications established the Division of Navigation which was in
Charge of the administration of waterways, ports and harbors, the li-
censing of vessels and crews, the erection of signals and buoys and
other, related matters. Although the name of the division had undergone
changes a number of times, the sections remained the same. These sec-
tions were those on navigation, on inland rivers, on engineering and
on investigation. The regular function of the navigation division was
never interrupted.
In June 1933, the Manchukuo Government formulated a permanent
administrative system for strengthening the local navigation adminis-
trative organs. /n July of the same year navigation bureaus were
established at Ying-k'ou, Antung and Harbin. The Harbin Navigation
Bureau established a branch at Al-hun, subbranches at Kirin, HU-lin .
and MU-ho? and assigned representatives to stations at.Fu-chin and I-lan.
The ling-k'ou Navigation Buredu established branches at Dairen and
Hu-lu-tao. The Antung Navigation Bureau sent officials to San-tao-lang
tlou. The territories under the jurisdiction of these Bureaus are
given in Table 39.
- 164 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
TABLE 39
DIVISION OF JURISDICTION AMONG THE THREE NAVIGATION
BUREAUS
Name of the
Bureau Location Territory under Jurisdiction
The Harbin Harbin The First Section of the Sungari;
Navigation The Second Section of the Sungari;
Bureau The Nonni River;
The Ussuri River;
The Amur River;
The Argun River;
The tributaries of the rivers
mentioned above4
The Ying-k'ou Ying-k'ou The Gulf of Chihli
Navigation The Liao River and its tributaries
Bureau
The An-tung An-tung Yellow Sea;
Navigation The Ya-lu Ho and
Bureau The Tiu-men Chiang; and their
tributaries
-165-
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
II. SHIPPING ORGANIZATIONS
. \
Before the Mukden Incident shipping service organizations in the -
Sungari 'included the Northeast Navigation Bureau, The Postal Shipping
Bureau of the Sungari River and the Amur River, the KUang-hsin (Ship-
ping Company) and the Northeast Shipbuilding Company. These Organiza-
tions still remained in business under- the supervision of the MiniStry.-.
of Communications after the Manchukuo government was founded. In
February 1933, the Puppet Manchukuo Government and the South Manchuria
Railway Company signed a contract according to which all matters valet-
ing?to navigation were transferred to the corporation. Accordingly, _
the corporation established in March 19330 the. Harbin Navigation Bureau
in control of shipping along the Sungari and?the.Ammr.
The 'public and private shipping companies along the Sungari or-
ganized a joint association in an attempt to eliminate cut-throat corn-..
petition, promote and protect their mutual interest. The association
was approved by the Ministry of Communications, and ail activities
were under the supervision of the Ministry. Similarly0.-ship owners?
associations were also established in Ying-keoul An-tung, Kirin_ and
Harbin. ? In Mnrch.1934.the Manchukuo Government. reformed all the regu-
lations relating to navigation. Under the new regulations, supervision
Of shipping which belonged previously to the departments of industry
was transferred to.the navigation bureaus.. Subsequently, inland river?
navigation became more prosperous day after day, and the local indus,.
tries were greatly benefitted from the progress in navigation.? .
In June, 1933 and in July.1934, the Manchukuo Government issued ?
the Laws Governing the River Navigation and Regulations Governing the -
Navigation of small veSsels. Under the laws and regulations shipping,
P.18-boat services and ahip rental in rivers or lakes were subject to -
government control.
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The following is a list of shipping associations in Manchuria.
TABLE 40
SHIPPING ASSOCIATIONS IN MANCHURIA
Names of the
Organizations
Harbin Joint Shipping
Association
Shipping Association of
Yalu and Hung Kiang Rivers
Yingkow Shipping Association
The Harbin Shipping
Association
The Liao Ho Civilian Ship-
ping Association
The Kirin Shipping
Association
The Harbin Sailing Boat
Association
The Ilan Sailing Boat
Association
The Fu-chin Navigation
Association
Zones of Navigation
Sungari, Amur, Ussur, Nonni and
Argun rivers
Ya-lu Ho and Hun Chiang
Liao Ho and its tributaries
The first section of the Sungari
River and its tributaries
Along the Liao Ho and its tributaries
The second section of the Sungari
River and its tributaries
Along the first section of the
Sungari River and its tributaries
Along the courses of the Sungari,
MU-tan Chiang and Wo-k'en Ho
Along the course of the Sungari
River and its tributaries
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III. ACCOMESISEMENTS IN SHIPPING ADMINISTRATION
Since it took over the Liao Ho. Engineering Bureau, a bureau of
international importance, the Ying-k'ou Navigation Bureau was very
active in dredging and in constructing seawalls: and embankments. It
manufactured dredges for removing the silt accumulated at the mouth:
of the river. It also made plans for ice breaking. It rented some ice
breakers from the MU-la Co., Shanghai. At the end of. February 1936,
the Bureau spent one month in ice breaking operations. As a result,
navigation was resumed three weeks before the arrival of the ice-melt-
ing season. Besides/ the Bureau erected at the north cove of Chang-
? hosing Island in Fuchou Wan some third-class lighthouses (visible three
or four milesaway). This greatly facilitated navigation.
? Shipping in the Ya-lu Ho was for a long time almost completely
under the control of the Koreans. In view of the necessity that some
signals and buoys be established in the lower parts of the Ya-111 Ho
the An-tung Navigation Bureau consulted with the Koreans and Jointly
established a technical committee for improving the navigation facili-
ties in the lower part of the Ya-lu, especially those parts below
Ta-tung-kou. In the meantime, rock excavating, dredging and surveying
Were undertaken between. An-tung and Linkiang.
Accomplishments of the Harbin Navigation Bureau included:
L. The dredging of the bar located at San-haing;
2. The excavation of rocks in the period of freezing;
3. The installation of signals and buoys along the Sungari
R. and rivers on national borders, and
4. The development of night navigation.
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IV. ACCOMPLISHMENTS IN VESSEL REGISTRATION
When Manchukuo was established in 1932, the Shipping industry in,
Manchuria with Harbin as a center had 116 steamers with a total of
49,300 tons, and 134 tugs totaling 61,300 tons. The Manchukuo Govern-
ment ordered that all vessels be registered in order to apply govern-
ment control on navigation. The Manchukuo Government also inspected .
ships so as to eliminate accidents. In order to implement the policies
mentioned above, Manchukuo issued the Laws Governing River Navigation,
Regulations Governing Inland River Shipping and Regulations Governing
the Qualifications of Ports.
Besides Manchukuo issued Regulations Governing the issuance of
Licenses, Regulations Governing Navigation Along Rivers by Small
Vessels. All Manchukuo vessels had to be legally registered. In 1936
ships registered under Banchukuo nationality were: /nee Table on
following pagg
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1
1
II
Ci
11
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V. REGISTRATION OF CREW MEMBERS '
The Chinese authorities in Manchuria had no specific law to
register and protect crew members. In February 1934 the Ministry of
Communications issued the Temporary Regulations GoverningAhe Regis-
tration of Crews. After that crews were subject to government regu-
lations. In additiOn to the issuance of licenses to the crews, an
examination system was established for promoting crew members. Crew
members were required to take a basic training course. By the and of
1936 there were 1,068 certified crew members.
Vessels operating in Ying -klou and Antung hired pilots according
to their own systems before the Mukden Incident. After Manchukuo was
founded, the government ordered all the pilots to join the Pilot
association. Furthermore, it issued the Regulation Governing the
Inspection of Pilots Along the YA -lu Ho. The Ying-kliu Port also
introduced a pilot regulation law. It should be mentioned that in
Antung there were four Japanese pilots and one Chinese, while in
Ying-ktou there were two Japanese with one alien.
VI. ACCOMPLISHMENTS IN RIVER CONTROL
The Ministry of Communications never interrupted its survey of
the rivers and streams, particularly the Liao Ho, the Sungari and the
Nonni. The function of the Division of River Control consisted of
the following:
1. To facilitate river navigation;
2. To undertake flood control projects for cities;
3. To develop hydroelectric facilities and
4. To undertake irrigation projects for farm lands.
Before.the Mukden Incident, the agencies in charge of river
navigation in Manchuria were: 1. The two engineering bureaus lo-
cated respectively in the upper and the lower parts of the Liao Ho
whose function was to maintain the waters at Ying-klou at a certain
depth and to facilitate navigation of the Liao Ho. The Northeast
River Course Bureau/a-function was to keep the navigation routes in
the Sungari River in good order. These bureaus were not river con-
servation bureaus. River conservation projects were undertaken
mainly by local autonomous governments. These projects were mainly
very simple dikes for flood control. Thera was no centralized
planning in river conservation and, as a result, the achievement
in river conservation was meager.
, After Manchukuo was founded, Manchuria was affected by floods
in 1932 and in 1934. Great damages were inflicted on the local
populace. Because of the serious floods, the Manchukuo Government
was forced to create a Second Technical Section under the Division
of National Roads. This Section was responsible for investigating
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the river and for river engineering. In 1937 the Division of National
Roads was abolished and replaced by the Civil Engineering Bureau under
the jurisdiction of the Ministry of Welfare. In the meantime, a hydro-
electric power reconstruction bureau was created under the jurisdiction
of the Ministry of Industries. In July of the same year the Bureau of
Civil Engineering was abolished, while its function was transferred to
the Division of Navigation of the Ministry of Communications. In July,
1938, the Division of Navigation was reorganized into the Division of
Waterways. In 1943 it was reorganized into the Division of River
. improvement.
The next topic we are going to discuss is the law governing the
use of rivers and streams in Manchuria. Right at the beginning of the
founding of Manchukuo there were no new regulations governing the use
of rivers and streams. Manchukuo adopted the laws issued by the
Chinese government in 1930 with some additional stipulations of its
own. Later, as the various industries concerned with river trans-
portation greatly developed, and the economic significance of the
rivers increased, the Manchukuo regime felt the need for a permanent
system of river laws. Finally, in 1939, Manchukuo issued new laws
governing the use of rivers and on river conservation, containing de-
tailed stipulations.
- River survey and improvement activities were undertaken step by
step under the Regulations for River Control, Water Conservation and
Land Improvement issued in 1937. In the same year, surveying activ-
ities were chiefly conducted on the Liao-Ho System. Surveys of the
Sungari and other rivers would be conducted on allater date by the
Division of Waterways.
In 1941 the Division of Waterways and the Agency of the Liao Ho
,Survey were reorganized into the River Control and Survey Bureau under
the Ministry of Communications. The bureau was in charge of the
survey of all the rivers in Manchuria. In 1942 the survey of the Liao
Ho was completed and its control plan was drafted. After that, the
center of river surveying activities was shifted to the Sungari. In
1945 most of the investigations and surveys of the upper parts of the
Sungari, above Harbin, and its tributaries were completed leaving the
control plans unfinished. Surveys of other rivers were only partially
completed.
VII. THE QUESTION OF INTERNATIONAL RIVERS
Rivers which flow along the Chinese Russian borders are the Amur,
the Ussuri, the Argun and Lake Rsing-kai. During the Manchukuo
regime, attempts were made by Manchukuo to negotiate with the USSR
for navigation freedom and safety. At that time, the Harbin Naviga-
tion Bureau was responsible for the negotiations with the Soviets
concerning technical matters.
The Ya-lu Ho flows along the Chinese-Korean border. Matters-
related to navigation of that river were dealt with by a .technical
committee jointly organized by China and Korea.
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A LIST OF RIVER CONTROL PROJECTS IN MANCHURIA
City Flood Prevention Projects:
Serial Number Location
Ls)
2
3
11.

6
7
Harbin
-lan
Chia-mm-ssu
Fu -chin
Cati -ch-i-ha-erh
Mu-tan-chiang
Tao-nan
Time Limit for Completion
The First Period: 1935-1938
The Second Period:1939-1941
1935-1936
194o-1942
1943
1941-1945
1935-1937
Remarks
Prevention of Sungari floods and recon-
struction of piers; Reinforcement of the
two banks of the Sungari and flood
prevention at Sha-chou.
Embankment on the Sungari, MU-tan-thiang
and Wo-kenho.
Prevention of overflowing and embankments
on the Yin-ta-mu Ho and Ying-ko-tu-ho.
Embankments on the Sungari and recon-
struction of the piers.
Flood prevention of the Nonni River.
Building of dikes for flood control on
the Mu-tanchiang.
Prevention of floods on the Tao-erhho and
construction of dikes.
&joins page 174 herej
8
riajoins page in here.?
Reconstruction of 1934-1935 Construction of concrete walls
the Streets along the along the bank of the Sungari.
Sungari River at
Kirin.
9 Chi-ning 1933-1934 Prevention of floods on the Mu-leng
River and reconstruction of the
dikes.
10 Hai-la-erh First Period: 1939-1941 Prevention of floods on the I-ndn Ho;
Second Period: 1943-1945 The construction of dikes for the
(repairing of the canal) prevention of floods.
-4 11 EUkden Prevention of floods an the Hung Ho.
4r
Fu-shun The Flood Prevention on the Hun Ho.
Pen-ch ti Flood Prevention on the Tai-tzu Ho.
Chin-chou Flood Prevention an the Hsiao-ling Ho.
Suo-chung Flood Prevention on the Liu-ku Ho.
Cheng-te Flood Prevention in Whlieh Ho (Luan Ho)
Fou-hsin Flood Prevention on the Ta-ling Ho
gajoins page 175 here...7
Cha-oyang
Tung-liao
Kai-lu
An-ting
Lin-chiang
Tung-pei
Tu-men
Yen-chi
Shih-hsien
Hui-chun
Tumen-tzu
Adjoins page 17k hereg
Flood Prevention
Flood Prevention
Flood Prevention
Flood Prevention
on the Taling Ho
on the West Liao Ho
on the Lao-ha Ho
on the Ya-lu Ho
Flood Prevention on the
Flood Prevention on the
Flood Prevention
Flood Prevention
River.
Yalu Ho
Hun Ho
on the Tu -men Chiang
on the Pu-erh-ha-tung
Flood Prevention on the
Flood Prevention
Ka -ya Ho
on the Hui-chun Ho
Flood Prevention on the
Hui-chini Ho
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PROJECTS:KIRI-ARM LAND PROTECTION,: RECLAMATION AND SOIL CONSERVATION
Serial Number
Location
Time Limit
Remarks
1
Flood prevention and soil
reclamation (110,000 acres)
in Pin-chiang Province
Embankments along the main course
of the Sungari, A-shih Ho, La-lin
Ho and Hu-lan Ho
2
Flood prevention on the
1942-1945
Tlao-erh Ho
3
Nao-erh Ho
1942-1944
P-' -
-4
CrN
4
Improvement of the course
of the Nn7leng Ho
1939-1943
Construction of embankments,
dredging, opening of new
affecting 52 hectares
5
Improvement of the East Liao Ho
1944
The building of a reservoir at
Ti-ta-tsui-tzu
6
Improvement of the Hai -cheng Ho
Partially completed
Improvement of the Ta-su-tai-Ho
8
Improvement of the Ch'ing Ho
9
Improvement of the Shnang-tai-tzu Ho
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Serial Number Location
HYDROELECTRIC POWER PROJECTS
1 The Fengman Dam (located in the
second section of the Sungari river.)
2
3
Time Limit Remarks
Hydroelectric Power project at Ching-
pai-Hu
The Shui-feng Dam (or the Yalu chiang
Dam)
The Volume of the Sungari River
will be reduced from 100,000 cubic
meters to 4,000 cubic meters.
The volume of the Ya-lu Ho will
be reduced from_260000 meters
to 13,000 cubic meters.
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cf1
00
Cr%
0%
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Section 7. Manchukuo Policy Toward Aviation
I. A GENERAL DESCRIPTION OF AVIATION BEFORE THE MUKDEN INCIDENT
Aviation in Manchuria has a short history. Before the unification
of South and North Manchuria the Manchurian regime established a mili-
tary aviation department and military aviation school. Although the
National Government planned to open a civil airline from Pei-tai-ho to
Chiang-01112n via Chin-chou and Mukden, it never implemented its plan.
In April, 1929, the Japanese Aviation Company succeeded in open-
ing an airline from Dairen to Tokyo with Sinuichow as a midway station.
This line was considered the first airline in the history of Manchur-
ian civilian aviation.
AVIATION ADMINISTRATION UNDER MANCHUKUO
In order to develop aviation the Manchukuo Government issued its
economic reconstruction program in March 1933, in which it declared
that an airline mileage of 3,500 kilometers would be established. It
also declared its plans to establish airlines to Europe and Japan.
In June of the same year it was decided that the Division of Highways
ot the Ministry of Communications would be in charge of the aviation
administration temporarily.
In view of the peculiar nature of air transportation and for
greater efficiency in management, the Manchukuo regime was in favor
of the doctrine that civil airlines should be operated privately
rather than by the government. In September 1932, the Manchuria
Aviation Corporation, Limited, was formed. It was a special corpor-
ation which received a certain amount of governmental subsidy for
following the national policy and bringing about a maximum efficiency.
Since the corporation was directly and indirectly under permanent
protection and support, it developed rather rapidly.
As the air transportation industry was growing daily, a division
of aviation was established under the Ministry of Communications.
The duties of the division were:
1. To regulate, promote and supervise air transportation;
2. To develop aviation techniques, guide and supervise the
manufacture of aircraft, handle the inspection and registration of
aircraft, train pilots, and control weather bureaus and astronomical
observations;
3. To be in charge of the administration and construction
of airport facilities and to construct and operate air communications
and
4. To develop new airlines.
Besides, aviation stations were established in Chlang-chlun,
Mukden, Chli-chti-ha-erh, Chfeng-te, Harbin and Mu-tan-chiag. There
were agehcies in charge of local matters such as:
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The operation of airports and aviation facilities;
2, Aviation safety;
3. Air rescue operations and investigation of air
traffic accidents:
111 1939 all the weather bureaus and observatories under the
jUrisdiction of the Central Observatory were transferred to the
Ministry of Communications. The objective of the transfer was
to strenghten climatic and astronomical observations and to
enhance air safety. ?
III. A GENERAL DESCRIPTION OF THE MANCHUKUO AVIATION CORPORATION,
LIMITED . ?
. The Manchukuo Aviation Corporation, Limited, was the sole
organ in Charge of air transportation in Manchuria. IT was
established on 26 September 1932. The capital of the corporation
was jointly contributed by the Manchukuo Governments the South
Manchuria Railway Company, the Mitsubishi Company and the
Sumitomo Company. It was a limited stock Company with a paid-
in capital of 8,500,000 yen. It was supervised and directed by
the Manchukuo Government. The scope of the corporation's
activities included:
1. Passenger, mail and freight services within the
borders of Manchukuo and with neighboring countries;
2. The manufacture and repair of aircraft.
3. Aviation photography
4. Matters not elsewhere mentioned and approved by the
government, including:
1. The rental of airplanes and other related
matters
2. Matters related to aviation, includingt,
a. Enterprises conductive to the development
of aviation
b. Dissemination of aviation information
The headquarters of the corporation. WAS established at
Nnkden (then moved to Chtang-chlun) It had a branch office in
Tokyo. Its services reached MUkden, Chiang=chlun and Harbin
Where there were branch offices handling passenger traffic.
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IV. THE ACHIEVEMENTS OF MANCHUKUO IN ITS AVIATION
. The airlinee which had a regular flight shcedule were
owned by the Manchukuo Aviation corporation. They grew up
. extremely fast. In the year of itg extablishment in 1932
the total mileage of aviation lines was 995 kilometers,
roughly 18 times the former mileage. The speed with which
the airline developed was greater than originally planned.
This wai due to the favorable topographly, climate and air,
,In fact, these factors had re&uced air traffic accidents
to a minimum.
The rapid development of Manchukuo aviation may be
seen from Table 42.
TABLE 42 DEVELOPMENT OF AIRLINES IN MANCHUKUO
Airlines with Regular Schedules
Number of lines Mileage in Kilometers Remarkp
1 2 3 4
1929 1
300 In April the
Japanese Aviation
Society opened
the Dairen-Tokyo
Line
1932 995
1933 2,300 Manotnikao
Aviation Can.
poratiOn was
established is
September and
operated in
October
1934 5,480
1935 6,155
1936 8,920
1940 20 12,400,
1942 30 18075
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DATA ON OPERATIONS OF THE MANCHURIAN AIRLINES
Year
Mileage
Covered
by air-
lines in
Regular
Schedules
Total
Flight
Mileage
(1,000
Kilometers)
Flight
Time
(hours)
Passengers
Freight
Transported
(kilograms)
Mails
(kilograms
Flight
Turnover
Percent
Accidents.
1932
995
336
2,037
1,5145
1,620
1,657
86
4.5
1533
2,300
2,618
160,810
16,509
18,986
15,663
89
3.5
1934
5:480
3:749
22,743
21,698
23,869
23,593
92
1.6
2935
6,155
4:606
27,275
30:945
91,933
44,859
92
1.4
1936
8,920
5:401
32,098
32,426
146,349
51,426
91
1.1
1937
1538
1939
L.J
1940
12,400
1941
1942
18,575
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Since its establishment the Manchukuo Aviation Corporation,
Limited, had made arrangements wlth the Dairen-Tokyo Line under
Japanese Aviation to Operate an international airline with,
regular flight schedules and using Sinuichow as a transit
paint. Later, after a, long time of planning, non-stop flight
service between Chang-chun and Tokyo was opened in 1939. The
flight took eight hours. (Five hours at top speed,)
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II. ACCOMPLISHKENT ON TRANSPORTATION UNDER THE CENTRALIZED'
MANAGEMENT OF THE SOUTH MANCHURIA RAILWAY COMPANy
Section 1. A General Description of the Operations Under the South
Manchuria Railway Company
In February 1933 the ManOhukuo government entrusted the South
Manchuria Railway Company with the management of all the national
railways, the formerly government?owned Sungari shipping lines and the
affiliated enterprises of the two (including the highways). Sub?
sequently? the South Manchuria Railway Company reorganized all the
transportation systems (particularly the railways). In March 1933 the
General Railway Administration Was established by the corporation for
unifying the management of all the national railways. At that time
.the total Mileage of railways was 2,946.6 kilometers. Under the
General Railway Administration there were nine railway administrations
respectively in charge of the business of the railways under their
management. Each of the railways has its own background and functions
and hence different organizations and policies. Furthermore, the
equipment and facilities were obsolete, and inadequate for use. Since
the establishment of the General Railway Administration all of the '
national railways in Manchukuo were unified under a centralized body.
A thorough reorganization programmes carried out in railways as well
as other transportation systems for paving the way for defense,
effective governmental and industrial development.
In March, 1935, after the purchase of the Chinese Eastern Railway
from the Soviet Union, all of the railway lines in Manchuria were
operated by the South Manchuria Railway Company. In October 1933,
the General Office of the Railway Administration was changed into the
General Office of the Railroad Administration. In the meantime, rail?
way lines formerly under the corporation's direct control were put
under the jurisdiction of the Railway Administration. Since then
both the corporation's lines and the national lines were exclusively
controlled by the Railway Administration. As a result of a centralized
management system, transportation in Manchuria developed rapidly.
Data on railway operations under the administration of the South
Manchuria Railway .Company are shown in Table 44. Factors accounted
for the accomplishment were mainly the following:
1. The South Manchuria Railway Company had more than twenty
years of experience in railway operations. It had efficient
operational structure and well trained and experienced personnel.
2. The Japanese who worked in the South Manchuria Railway
Company wereaspirants of Japan's continental policy and they worked
hard.
3. Social order was relatively stable. Accordingly, the
demand for transportation services increased daily. Besides this,
Japan had done its best to supply capital, materials and techniques.
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Year
Table 44. DATA ON-RAILWAY OPERATIONS UNDER THE SOUTH MANCHURIA RAILWAY COMPANY
Mileage of
Railways in
Operation
(kilometers)
Passenger-
Kilometers
Passengers (10,000
(10,000 passenger-
persons) kilometers)
Freight
Transport
(10,000 tons)
Ton-Kilometers
(10,000 ton-
kilometers)
.1907
1,135
161
22,600'
134
39,600
1908
1,134
186
22,000
236
74,900
1909
1,142
217
24,700
323
91,700
1910
10134
234
24,300
355
98,400
1911
1,113
315
33,700
426
107,700
1912
1,113
390
40,700
424
130,700
1913
1,115
414
41,100
524
162,500
1914
1,106
361
35,500
517
175,700
1915
1,105
370
410000
531
167,600
1916
1,105
441
50,400
565
190,600
1917
1,105
584
64,500
659
220,300
1918
1,105
749
82,200
756
251,800
adjoins page 186 herej
Important Events
Hai-t 'ieh Railway founded
The fall of the Ch'ing lftpire; the
opening of the Kirin-Chlang-chlun
Railway
World.- War I
Russian Revolution
The opening of the Ssu-p'ing-Liao-
yuan Railway
>0
-0
I> adjoins page 185 herej "0
-0 3
-0 1919 3 .1,104 927 94,500 915 301,700 The Paris Peace Conference decided < to put the Chinese Eastern Railway M
CL
<
M .under international trusteeship 11
CL g
-11 1920 1,103 812 84,700 921 333,600 X
g e?
X 1921 1,103 692 71,100 943 346,300 Washington Naval Conference ET
m
m
ET w
m
m 1922 1,103 764 73,100 1,092 404,600 Washington Bine Power Treaty
w
M CD
-.% 1923 1,108 878 80,000 1,213 4320600 Chinese taking over the Tsingtao- CD
CD
CD
CD Tsinan Line from the Japanese 6
CD 00
a 1924 1,118 873 81,400 1,323 460,100 Declaration of Tudependence by iZ3
cn
oo
iZ3 1 Outer Mongolia ..
cn 0
1925 1,118 910 89,200 1,364 484,10o 5;
o
i3
5; 1
1926 1,111 829 97,000 1,500 532,100 The opening of the Ttao-nan Ang- 0
33 ang-chli Railway "0
-4
0 oo
-o cb
-4 1927 1,111 826 106,3 1,671 573,80o e opening of the Mulaien Rairlun106,300Th
c,oGI
4) Railway "
c)
G4 U,
-a 1928 1,111 970 110,800 1,753 395,900 Reorganization of the Manchuria I>
c) c)
CD Communication Committee c)
I> _.%
C0 .4
C0 9291,111 1,011.1 108,700 1,856 632, 300 The opening of Kirin-Rai-lung a
a
-.1 Railway a
a a
a 19301,125 811 71, 800 1,529 476,50p a
a
a oo
a 1931 1,125 633 58,700 1,545 537,400 The Mukden Incident to
co
Co
to Lajoine page 187 herej
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gdjoins page 186 herej
1932
1,129
92,800
1,657
569,900
The founding of the Puppet Man-
chukuo
1933
1,459
1,237
117,900
2,827
808,700
The Establishment of the General.
Office of Railway Administration
1934
5,477
2,411
228,400
3A66
946,900
1935
8,320
3,011
281,700
3,740
1,017,000
Purchase of the Chinese Eastern
Railway
1936
8,884
3,500
331,600
4,209
1,074,800
1937_
9,655
3,8142
413,000
4,012
10290,300
The Establishment' of the General
a
Office of Railroad Administration
H
co
-4
1938
9,846
5,005
544,800
4,785
1,625,900
The Lo-k!o-chliao Incident
1939
10,459
7,596
853,000
5,899
2,046,200
1940
2,039
9,782
1,053,600
6,338
2,059,300
1941
11,097
10,377
1,100,500
7,344
2,586,300
World War II
1942
11:140
13:215
1:403:400
8,316
2,795,700
1943
11,270
16,355
1,672,000
8,462
2,809,000
1944
11,285
17,005
1,737,800
7,755
2,671,200
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, Section 2. Administrativeyelicy,
From the time Manchukuo entrusted. the South Manchuria RailwAY
'Company with the management of the railway lines, in Manchuria (1933)
to the time the Chinese, Nationalist Government took over (1945), the
hibtory of the South Manchuria Railway Company in, its management of
the railways may be divided into three periods, as follows:
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Lame of the Period name of the Agency in Control
First Period, 1933-1936 The General Office of Railway
Administration in control
Second Period, 1936-1941 The General Office of Railway
Administration in control
Third Period, 1941-1945 &elusively controlled by
Japan for war
Policy Management
Since the establishment of
the General Office of the
Railway Administration,
the nine railways admin-
istrations were put under
the control of the Gen-
eral Office. The purpose
of the centralization of
management was to modern-
ize the railways in Man-
churia. -
Since the establishment of
the General Office of the
Railway Administration
until WorldWar.II, the
national lines and the
lines in the possession
of the South Manchurian
Railway Company were put
under the exclusive con-
trol of the General Of-
fice of the Railway Ad.-
ministration.
During World War II, japan
tightened its control of
land transportation for
war purposes and inte-
grated all the railways
in Korea, Manchuria, and
Berth and Central China
for efficiency.
Important Events
In March 1933, the General
Office of the Railway Ad-
ministration was estab-
lished. In April 1935,
the Chinese Eastern Rail-
way was taken over.
In October 1936, the Gen-
eral Office of Railway
Administration was estab-
lished. In 19370 the
first Five-Year Plan of
Manchukuo was implemented.
In 19390 there was the
Lo-k'ou-ch'iao Incident,
North China Communication
Corporation was established.
Pearl Karbor, 1941. In
March 1943, japan held
the First Continental
Railway Transportation
Conference. On 15 August
1945, Manchuria was re-
occupied by China.
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The first period was a period associated with the General Office
of the Railway Administration. In this period the railway lines known
as corporation lines were operated by the railway department of the
South Manchuria 'Railway Company, while the national railways of
Manchukuo were operated by the Railway Administration. With the
General Office of the Railway Administration playing a major role, a
centralized administrative system was established. Accordingly, the
railway administrations were reorganized along the line of modern
enterprises. In addition,. new lines were built for strengthening the
capacity of transportation. In March 1935 when the Chinese Eastern
Railway waspurchased from the Soviet Union, the capacity of railway
transportation had been farther strengthened. Enterprises affiliated
with the railways including inland shipping lines, highways, harbors
and ports, were put under centralized administration.
The second period associated with the General Office of the Rail-
way Administration. In this period the national lines and the corpora-
tion lines were all put under the exelusive control of the General
Office of the Railway-Administration. As part of the First Five-Year
Economic Plan many new lines were built. In fact, this period is
considered as the most prosperous period in the history of railways
in Manchuria. Since the outbreak of the Pacific Mar railway trans-
portation declined. After the return of Manchuria to China the rail-
ways were repeatedly demolished. At present the situation of the
railways in Manchuria is even far worse than before the Mukden
Incident.
The third period associated with wartime control. After the
Pacific Mar broke out, all the railways in Manchuria, North China,
Central China and in Korea were put under Japanese control on a war-
time basis. The Japanese established the Bureau of the Continental
Railways at Chlang-chyun for the control of wartime transportation.
The Bureau was dissolved when the Chinese took over Manchuria. The
following is a description of the railway administrative policies in
different periods.
1. First Period
? When Manchukuo entrusted the South Manchuria Railway Company
with the management of the national lines, the South Manchuria
Company established the Railway Administration. The purpose of the
administration was to bring the national lines under a centralized
authority. However, the national lines were operated independent of
the railways owned by the corporation. In other words, there were
two administrative systems for the railways. Under the Railway
Administration there were nine railway administration i.e. the Kirin-
Chlang-chlun, the Kirin-Tun-hua? the Ssu-ping-Tlao-nan, the T'ao-
nan-Angang-chtil the Tiao-nan,So-lun, the Chli-chli-ha-erh-Klo-shan?
the Hu.aan-Hal-lun, the Mukden-Hai-lung, and the Mukden-Shan-hai-kuan
administrations. They controlled seventeen railways with a total mile-
age of 2,949.6 kilometers. In the past a railway in Manchuria, re-
gardless of its being owned by government or by individuals, was
operated as a personal property for profit. Road maintenance safety
and road improvement Were reflected. The public interest was for-
gotten. Despite the fact that all the railways were operated by one
government, each railway administration acted independently of each ?
other and established no coordination with others for joint use of
personnel and facilities. Accordingly, the capacity of transportation
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was low. The railway at that time hardly lived up to a modern means
of transportation. It was needless to say that the Railway Adtinistra.
tion was serving the interest of the Japanese, but much attention
should have been paid to the railways for the welfare of the people.
Under the nal support of the South Manchuria Railway- Company the
Railway Administration started its reform of the railway-operations.
In the meantime, it assigned its own staff to stations of the newly
built railway lines to assist them in business operations. Further-
more, the railway administration also endeavored to keep the peace
and order along the railway-regions. It tried to promote industry
and commerce as a step toward increasing the income-of railway opera-
tions. It had reached its goal although its expenditures on opera-
tions, on expansion and construction of new lines were increasing
yearly.
The General Office of the Railway Administration was
established on the eve of the MUkden Incident. Tension was mounting
everywhere. Even the Japanese staff in the Railway Administration
was refrained from drastic reform in order to avoid agitation. The
Japanese therefore gave preference to the improvement of railway
facilities and offered better services: to the public. In regard to
the existing organization and employment system, the Japanese took
a conservative attitude. The original nine railway administrations
were so merged that their internal structure was not changed. This
attitude was evidently-used as a means to calm the Chinese workers.
They claimed that all railway lines were owned by members of one
family in order to bring about a friendly atmosphere favorable to
reform.
? At the beginning the Railway Administration adopted a policy
of centralization. However, near the end of the first period all the
railway administrations were given certain power to make decisions
at their own discretion. In order to strengthen the railway lined
for national defense, a supervisory agency was established which was
in charge giving assistance to the railways.
During this period, in addition to the railways, enterprises
affiliated with the railways like the shipping lines in the Sungari
and the highways were brought under a centralized administration for
greater efficiency.
2. Second Period
From the point of view of railway administration, the first
period (under the Railway Administration) may be called a preparatory
period for achieving unification. Since the reorganization of the
Railway Administration into the Railroad Administration in 1936 and
the consolidation of both the "Corporation Lines" and the national
Lines" a centralized control of all railways in Manchuria was
established. Since this then, not only the lack of coordination in
the administration of railways had been eliminated, but the waterways,
highways, airlines were all brought under a centralized administrative
system with railways as the largest group among them. In short all
the transportation systems functioned as an organic whole.
Having achieted unification in transportation systems,
traffic moved in all directions, thereby bringing about the prosperity-' -
to cities and towns, ,to industry and agriculture, and Strengthening
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national defense. In addition, government measures in relation to
education, sanitation, prohibition of opium, prevention of pestilence
and mail service reached all Manchuria. Above all, a great progress
was made in developing hydroelectric power supply, fuel, electric
supply, in forest development and in increasing agricultural, in-.
dustrial and mining production. This on. the other hand, became a
temptation to Japan which then introduced a series of aggressive
policies to Manchuria, including the Five-Year Industrial Development
Plan, the Northern Frontier Development Plan, the Resettlement Policy
and the Territory Expansion Plan.
At the end of the second period the mileage of the railways in
Manchuria was more than 10,000 kilometers, which is greater than that
included in Manchukuo's Economic Reconstruction Plan. In this period
the volume of transportation had been greatly augmented. This can be
seen from Table 44 in the preceeding section. The major administrative
policies are described below.
1. All of the railways in Manchuria were controlled by a
simple administrative organ. With the railways as a center of the
system all the waterways, highways, harbors and ports, sea routes, Were
operated as an organic whole. The various types of transportation in-
dustries cooperated with each other in operations and in financial
matters. In short, they were prepared for meeting the wartime situa-
tion.
2. To render its support of government's policies of develop-
ing the economy i-11 North Manchuria and of expanding the heavy industry,
the Railway Administration built new lines and in the meantime
im-
proved itd services to the public through a set of reasonable rates.
In 1937 the South Manchuria Railway Company handed over the
administrative power in the Kwantung Leased Territory to Manchukuo.
In the meantime it handed over the heavy industry to the Manchurian
Heavy Industry Development Corporation, Limited. Thus, the South
Manchuria Railway Company concentrated solely on Manchuria's
transportation.
3, For the strengthening of the "Economic Sphere" and in
addition to the use of Dairen and Ying-klou, Japan operated the
An-tung, the Korean Line and the three ports newly-built in North
Korea as trade routes with Japan. In 19370 the North China
Communication Corporation, limited, was created. Since the creation
of the corporation trade between North China and Manchuria was
greatly stimulated through the Shan-hal-kuan and the Ku-peirklou
railways.
At that time the Manchurian transportation reached the standards
established in the world. For instances the Asian Express was safe,
comfortable, accurate, fast, and its charge was reasonable. The
distance from Dairen to Harbin is 940 kilometers. The Asian Express
could cover it within twelve hours. The speed was the greatest in
Eastern Asia. The reason that the Asian Express could set such a
record may be seen from the following factors:
.1. The composition of the oars (Safe and Comfortable)
1. locomotive (Pacific Type), maximum speed 110 kilo-
meters per hour, average 80 kilometers per hour.
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2. Luggage Car 1
Third-class car 2 Accommodation: 176 persons, 88
persons in each car
Dining Oar 1 Accommodates 38 persons
Second-class car I Accommodates 6apersona
Observation car?
first-claas 1 Accommodates b6 persons'
The formation of the train WAS in the following order:
Locomotive, luggage car, third-class car, thirdelasscar,
dining car, second-class car, and: first-class car.
3. Special Features:
I. In order to reduce air resistance, the locomotive
and the rear of the passenger cars were streamlined.
2. The axles had S.K.F. roller-bearings:
:3. In order to reduce the fatigue of the passengers
when the train was at the highest speed, the train was equipped with
cooling, heating, dpat proofing and ventilation devices.
L. Near each window of 1-meter width there was a
revolving chair for two persons.
.II. The traveling (Fast and Accurate ).:
FronDe4ren to Harbin 12 hours
From Dairen to Ohtang-ohlun 701.8 kilometers
From Cbtang-ch.lu3a to Harbin 242 kilometers
Northbound Train
Dairen: Starting 0;00
Mukden, Starting 13104
Ohlang-chiun Starting
Arrival at Harbin 21:00
Southbound Train.
Harbin Starting 09:00
Chtang-chiun Starting 13:00
MOkden Starting 16:30
Arrival at Dairen, 21:30
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III. Passenger Rates (very reasonable)
THE PRICE OF TICKETS BETWEEN HARBIN AND DAIREN (IN YEN)
First Class Second Class Third Class
Basic gate ticket
43.00
26490
15.30
Additional charge for express
7.50
5.-oo
2.50
Totals
50.50
31.90
17.80
? 3. The Direction of Management in the Third Period
In December 1941, the Pacific War broke out and Manchuria was
overcast with war clouds. Following Japan, Manchukuo declared a state
ofeemergenoy The;;South.Manchuria Railway Company' began to take
emergency measures. As a first step, it moved its planning and
management sections to Chlang-chlun so that it might coordinate ite
activities with those of the Manchukuo Government.. Meanwhile, for the
purpose of achieving a centralized control over the four major railway
systems, the Korean Railway, the Manchurian Railway, the North China
Railway and the Central China Railway, the Chlang-chtun Bureau of the
Continental Railway Transportation Consultative Conference was created.
Since the all-important policies in connection with communications and
transportation were formulated on the basis of the decisions made in
the consultative conference.
Daring this period the directions once followed in the second
period were abolished. Following the progress of war various emergency
measures were taken. According to the emergency measures, war materials
and supplies were given preference in transportation. Transport of
civilian goods was greatly discouraged.
As the. scope of the war was fUrther enlarged, sea transporta-
tion was interrupted. This had forced Japan to send its war materials
and supplies through the continental lines. Consequently, the traffic
in the MUkdenShan-hai-kuan line, the An-tung-Mukden Line, the Ch'ang-
chtun-Tu,men Line and the Tlu-men-Chia-mu-ssu Line increased greatly.
Since the South Manchuria Railway Company had achieved a centralized
management system during the first an second periods, its transporta-
tion capacity had been sufficiently strengthened. Accordingly, during
the third period, in addition to the-transportation of :tremendous
quantities of war materials, it handled a very large volume of
civilian goods. In 1943 the volume of transportation reached a record
high.
As mentioned above transportation policies in the third
period were determined by the Continental Railway Transportation Con-
sultative Conference rather than by the South Manchurian Railway
alone. Thus the third period was identified as the period of the
Continental Railway Transportation Consultative Conference..
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Section 3. Administrative Organization
Although there had been some changes in the organizational
structure of the Manchuria railways, the organizational system
generally followed the pattern of the South Manchuria Railway
Company with some modification according to local circumstances. The
middle-of-the-road, departmental system and the divisional system
were adopted.
1. During the first period, i.e. the period of the Railway
Administration, there were two administrative systems. a. The
Department of Railways under the South Manchuria Railway Company in
charge of the "Company Lines" with its two agencies in Dairen and
Mukden; b. The head office of the Railway Administration in charge
of the national railways of Manchukuo with its headquarters located
at Mukden and with its agencies located at various places. In 1933,
at the request of the Governor of Korea for the management of the
railways located in North Korea, the North Korea Railway Administra-
tion WAS created in Manchuria. These three administrations were under
the control of the general director of the South Manchuria Railway
Company.
In addition, for the purpose of building new railway lines,
a number of railway construction bureaus were established with branch
bureaus at various centers.
In April, 1934, reorganization plans were carried out in the
railway administrations in Manchuria. The original nine railway
administrations were abolished, while four railway administrations,
three agencies and one navigation bureau were established. The four
railway administrations were the Mukden (later moved to Chin-hsien),
the Chlang-chlun, the Harbin, and the T'ao-nan (later moved to Ch'i-
chli-ha-erh) railway administrations. The three railway agencies
were the Chin-hsien, Ssu-p'ing and Mx-men agencies, while the
navigation bureau was the Harbin Navigation Bureau in charge of the
navigation facilities of the Amur and the Sungari.
In March 1935 the Chinese Eastern Railway had been taken
over from the Soviet Union. At first, the railway was put under the
management of the Harbin Railway Administration. In October of that
year the railway administration reorganized and put the western part
of the Chinese Eastern Railway under the Chti-chli-ha-erh Railway
Administration.
After the reorganization, railway administration became more
efficient. Subsequently, the centralized administrative system was
changed to a new system under which the local railway administrations
were given greater power. Sixteen supervisory agencies were estab-
lished and inspectors were assigned to various railways for field
duties. As a result, the railway operations showed a very satisfactory
improvement.
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? TABLE 45
ADMINISTRATIVE ORGANIZATION OF THE SOUTH MANCHURIA RAILROAD COMPANY
AS OF END OF SEPTEMBER 1944
President
Vice-President
Directors
Superviaors
Counselors
Offices and Bureaus (followed by sections)
Office of Planning: Conference, general administration, mining
and supervisory sections.
Bureau of Genera Administration: Secretary, stenography,
personnel, training and health sections; European Affairs Division,-
Fengtien Railroad Academy, Railroad Vocational Schools (in Dairen
and Mukden)0 grade schools for employees, children.
Bureau of the Budget: Secretary (in Dairen aid MUkden)? budget
estimate, budget auditing, railroad materials control first and
second and accounting sections; warehouse administrations (Dairen
and Mukden) and their branches (in An-shan and Chlang-ch'un).
Bureau of Traffic: Secretary, freight, passenger, car distribu-
tion, car transfer, and passenger service sections; automobile
transportation department (traffic and technical) and river shipping
department.
. Bureau of Construction: Secretary, planning construction,'
improvement, road maintenance, engineering, designing, civil engineer-
ing, sewage, port construction, and forest sections, department of
electric power (general management, communication and electric power
(general management, communication and electric power divisions) and
civil engineering departments (in Mukden and Chtang-chlun).
Bureau of Engineering: Secretary, planning, combustion engine,
car and mechanic sections,
Bureau of Resettlement: Secretary, industry, resettlement,
land and road protection sections.
Conferences
Bureau of Investigation: Secretary, special investigation,
traffic investigation, Chang-chun inveatigation, and geological
survey sections; Dairen Library.
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Bureau of East Asia Economic Statistics: Secretary and
statistical investigation.
FU-shun Coal Mine: Secretary, manager, mining, civil engineer-
ing, industry, reconstruction and operation bureaus.
Welfare Bureaus Secretary, administrative, housing, operation
and subsidiary enterprises sections.
4
Central Laboratory: Secretary, inorganic chemistry, metallurgical,
organic chemistry, fuel, agricultural chemistry sections and
laboratories.
Railroad Research Institute: At Dairen with branch in Tokyo.
Manchurian Railroad Higher Technical Academy.
Railway Administrations (in Mukden? Chin-Chou? Kirin, Mou-tan-
thiang, Harbin, Ch,i-chti-ha-erh Lo-ching):
Secretary
Manager
Materials and Equipment
Automobile
Construction Engineering
Electric Power (except in Lo-ching)
Resettlement (except in Lo-ching)
Statistics
Conferences
Miscellaneous facilities:
Railroad Car yards
Train platforms
Train District
Office District
Engineering District
Electric power District
Automobile Services
Electric Work Shops
Telephone and telegram Offices
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Cafeteria
Hotels
Railway work shops, railway supervision bureaus
Engineering bureaus, statistics bureaus
Welfare, maternity and child care hospitals, general hospitals,
Harbin Railroad Academy, and railroad vocational schools.
Kairen Port Authority: Secretary, Manager, traffic, operation,
engineering, electric power supply, port Construction, statistios
,Sections.
North Manchurian River Transportation Bureaus Secretary, -
traffic and' ship divisions; Harbin Ship 'Yard, Pilot Training &shag;
wharves.
Dairen Railway Plants Secretary, manager, planning, inspection,
'locomotive, freight and passenger oar, iron work, machine tool
divisions; school for technicians.
? Department of auditing and statistics, two divisions
Departments of railroad construction (in Mukden, Tunghua,
Harbin and Tsitaihir)
Manchuria Medical Colleges Affiliated hospital and library
South Manchurian Industrial College
South Manchurian High School
TABLE 146
A LIST OF THE NAMES OF RAILWAY STATIONS 41 IONCILMIA
The Antun*.Mukdan Line
Mukden?.Hung-ho, Su-chia-tfun, Wuchiatiunso Chen-hai-ang.tlun?
Yao.chienhu-tfun, Wei.tou-shan, Shih-chiao-teu, Kao-ohia-sui? Hub-
lien-tants Pen-chi, Kung-yuan, Chiao-tyou, Chinkeng, Nan-wen, Haia
,10-tang, Lien-shan.kuani Pai-la-tsu? Tiao-ho.k'ou,
Tung.yuan.pao, Lin-ohia.tai, Chiummu?chuang, Chili-ho,
Haiao-ohia-ye-, Chi-kuan-shan, Szu.tai-tzu, Feng-huang.cheng, Chang-
chia-pao, Kao-li-men, Tang-shan.ohengi Wu.lung.pei, Lou-km-kou, Ha.
mu-tang, Sha-ho-cheng, An-tung.
lbe Chi-Heien /Am
Pen'-chi, Ming-ehan, Tui-ohia, Pim-ling, Wen-
?Ms-an-sou, Hsiao-shih, Chuan-shui, Pei-tien, Nan-tien, Tien-shih-fu,
Hsien-ohuang.
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Hsia-pan-cheng, Shang-pan-chengs Cheng-te, Shuang-tou-shans Luan-
p'ing, Lan-chi, Yao -kotv-mens An-hsiang, La-hai-lings Huo4lou,shans
Ku-pei.k'ou.
The Pei-piao Line
Chin-ling -ssu, Lo-to-ying, Pei -piao
The Yeh-pi-shou-Chih-fengaas
Yeh-pei-shous Sha-hais Tien-yis Erh-lung Hsi -tzu, Nei-lin, Ku-
shan, Jeh-shui, Yu-huang, Chih-feng.
The HU-lu-tao Line
Chin-hal, Hu-lu,..taos pier in Hu-lu-tao.
The Mukden, Kirin Line
Mukden, Tung-lings Chiu,tsuans Ti-tlais F\i,shun-chengs Chien-tiens
Chang-tang, Ying-p'an, Yuan-shuo-lins Nan-tsa-mus Tsang-shihs Nan-kou-
chien, Pei-san-chia, Tiou-hu-t'uns Yuan-yuan, Yin,o-men, Shut -lien-
tung, Tsao-shihs Shan-cheng-chens Ho -shan,t'ous Mel-ho-icon, Lien-hos
Hai-lung, Chao-yang-chens Kao-shan-tluns P'an-shihs.Yung-nings Ming-
chengs Yin-tung-shans Chu-tsai -hos Shuang-ho-cheng, Hsi-yang, Kau,
chiens Huang-chi -tlun, Pei -shall, Kirin.
The Mei-Chi Line?
Mei -ho-kou? Hsienchia, Liu-h?, Te-yao-ling, Wutao-kous San-
yuan,pul Tung-koul-Kan-kous Erh-mi-ho, Tung-huas Tung -tung-huas
Shui-tungs Ya-yuan, Kou-sung, Shih-hus Lou-links Hunag-peis Yang-chas
Tat-an,
Ta-litzu Line
Ya-yuan, Ku-yuan, Tao-chling, Lao-yings Lou-kuans Hung-kiangs
Shih-jen, Lin-tzu-tou, Yao-lin, Cheng-chu-mens San-tuans Hua7shans
Lin-kiang listen, Nang-lus Lin-kiangs Ta-li-tzu.
The Ssu-pling-Mei-ho-ktou Line
Chlang-ch'un, The East Station of Chlang-ch'un, Hsing-lung-shan,
Kla-lun, Lung-chia-paos Yin-ma-ho, Hsiao-chiu-tals Ying-cheng-tzu,
Tlu-men-lings Ho-wan-tzus Hua-pi-chang, Ku-tien-tzu, Chiu-tsuans Ha-
tai-ling, Kirin, Lung-tan-shan, Tang-fang, Chiang-mi -fens Ma-wei-shans
Tlien-kang, Ta-tao -hos Lou-yeh-ling, Hsiao-ku-chias La-fa, Chiao-hos
Wei-tang, Liu-shu-hos Erh -tao-ho, Huang-sung-tien, Wel-hu-ling, Ta-
chuans Huang-ni -hos Chiu-1i Tai-pling-lings Tung-huas Ta-chiaos
Ta-shih-tou, Ha -erh-pa-ling, Nan-Icon, Liang-ping-t'ai, Ming-yueh-kous
Cha-tiao-kou, Yu-shu-chuans Lou-tou-kou, Tung-fu-ssus Chao-yang-chuans
Yen-chis Mo=-pan,shans Wei-tzu-kous Tlu-men.
The Lung-Feng Line
Lung -tan-shan, Ta-feng-men.
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The Liao-Kung Line
Liao -yang, Tung -liao-yang, 0-mei, Hsiao-t'uns An-pings Han-lings
Kung-yuan.
The Feng7Kuan Line
Feng-huang-cheng, Kuan-chias Ta-paos Shih-chengs Pien-kous Miao-
yang, Kuan-shui.
The An-Nan Line
An-tung, Nan-an-twig.
The Mukden Shan-hai-kaan Line
The North Station of Makden, Huang-ka-touns Yu-kuos Ma-san-dhias
Hsing-lung-tiens Chu-liusthos Kao-tai Hsin-mins Liu-ho-kaus Pai-!
chi -paos Jou-yang-ho, Li -chia, Tang-chia, Ta-hu-shans Kao-shan-tzus
Ch'ing-tuan-tzus Chao-chia-t'un, Kou-pang-tzus Yang-ohuan-tzu,
ShTh-
shan, Ta-ling-hos Shuang-yang-tiens Chin-hsiens Chen,..chia-t'uns Kao-.
chiaos Ta-shan, Chin-hsi, Han-chia-kous Hsing-chengs Pai-miao-tzus
Sha-hou-shuo, Tung-hsin-chuang, Sui-chung, Huang-til-Chien-weis
Kao-
ling, Chien-shuos Wan-chia-t'uns Shan-hal -kuan.
The l'ist-hu-s h en a a an Line
ne
Ta-hu-shans Ho-shan-hsiens Ch'ing-ohia-t'uns Pa-tao-lings Fang,-
shan-oheng, Hsin-li-t'uns Shih-ichia-tzu, Pao-tzu, Wu-fengs Chang-mus
Feng-chias Chang-ku-t'ais Ah-erh-hsiangs Kan-chi-kas Yi-hu-tas Pa4ra-
tas Ya-men-yings Mu,li-tus Tung-liao, Chien-chia-tiens Ta-lins Ta-hans
Men-ta, Au-lis Pai-shihs Liao-yuan.
The Kao-tai-Hs1n-1i-tlun Line
Kao-tai-shans Lo-chias Hsiao-liang-shans Yao-paos Hsiao-tungs
Hsin-li
The Hsin-1i-t'un-I-Hsien'Line
Hsin-li-tluns Tsang -tus Ta-pas Sha-las Hsin-ohius FU-hsins Ha-
chou, Tung-liangs I -ma -tus Chling-ho-mens Li -chins.Chiu-tao-lings
I -hsien.
The Hopei Line
Kou-pang-tzas Hu-chias Plan-shan, Ta-was Tien-chuang-t'ais Ta-
tung Chuang, Hopei.
ITheci4.122Ekaa:11-2.JIL7Alsalkg.2 ?
Chin-hien, Hsueh-chias Shang-chi-t'ais Chi-li-hos Ni-ho-tzus
I-hsiens Chou-chai-t'un, Shang-yuans Nan-ling, Chin-ling-ssus Nun-
Chim-kous Chao-yang, Ta-ying-tzus Ta-ping-fang, Tung-ta-tao,
Po-lo-chihs Kung-ying.4zu, Hsiao-ping-,fangs Yeh-pei-shous Hung-shihs
Ho-tang-kou, Ling-yuan, Sung-chang-tzu, Shui-chuans San,shih-chias
Lou,kuos Yang-shu-lings Ping-ohuans Hsiao-ssu-kou, Shang-kus Yang-hop
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Laping Line
La-fa, Hsin-tsuan, Liu-chia-tzu? Ma-an-shan, Shang-ying, Hsiso-
cheng, Chun-ling, Ssu-chia-fang? Shui-chu-liu, Pling-an, Shau-ho-
t'un, Tu-chia, Pei-ying-ho, La-lin, Niu-chia, Chou-
chia, Ping-fang, Sun-chia, San-ko-shu.
The Chao-yang-chuan-Kai-shan-tlun Linn
Chao-yang-chuan, Lung-ch'ing, Tung-sheng-yung, Pa-tao-ho, Huai-
chling-chiehl Kai-shan-t'un.
The Ho-Lung Line
Lung-chling, Ho-lung.
The Tlumen-Chiarmu-ssu Line
? Tlu-men, Shih-chin, San-tao-kou, Hsin-hsing, Wang-chling, Tam.
kuang-kou, Miao-ling, Tien-chiao-ling, Lo-toshan, Chun-yang, Lou-
ling, Lou-sung-ling, Lu-tao, TIou-kou-tzu, Ma-lien-ho, Tung-ching-
cheng, Shih-tou, Lan-kang, Ning-an, Wen-ohun, Hai-langi: Mu-tan-chiang,
Hua-lin, Tsai-ho, Wu-ho-lin, Hsieh-tung? Chi-hsin, Pao-lin, Chu-shan,
Hsiang-yang, Lung-kua, Lin-kou, Ku-cheng-chen, Yak-ho, Ch'ing-shan?.Hu-
shan, Fu-ling, TUng-tien, Po-li, Hsin-shu? Wo-keng, Yen-chia, Chien-
cheng, Pa-hu-li, Mi-yung, Chui-fen, Chang-fa-t'un, Chia-mu-ssu, Pier
?
in Chia-mu-ssu.
The Lin-k'ou-Hu-tiou Line
? Lin-klou, Yang-mu, Kuei-shan, Ma-shan, Chling-lung? Lau-ling,
T'ien-tao, Chi-hsil Chi-ning, Piing-yang, Tung-hail MU-ho7shan, Hat-
tat, Lien-chu-shan, Tung-an, Pei-te, Hsing-k'ai, Yang-kang, Hu-pei,
Pao-tung, An-tung-cheng, HU-lin, Ch'ing-ho, Ch'ing-ho?
.Shui-keh, Yueh-ym, Wan-ta, Hu-tiou.
The Sui-hua-Chia-mu-ssu Line
Sui-hua, Fu-hsing, Tung-chin, Shih-yin? Lung-chuan, Ch'ing-
cheng, Kao-lou, Tien-sheng, Wang-yang, T'ieh-shan,pao, Yen-shot',
Shih-chang, Sheng-shu, Sheng-lang, Chi-ling, Hsiao-pai, Tali, Lang-
4siang, Tai-ling, Nan-ohm, Hua-yang, Chen-ming, Liang-t'ai, Hao-liao-
ho, Hsiang-lan, Tangwang-ho, FU-lung, Hsi-chiarmu-ssu, Lien-chiang-'
klou, Chia-mu-ssu.
The Ho-kang Line
Chia-mu-ssu, Lien-chiang-k'ou, Ho-li Chun e Ho-kang.
The Hsia-ch eng7-tzu-Chi-hsi Line
Hsia,ch'eng-tzu, Pa-mien-tung, Li-shu-cheng, Chi-hsi.
The Sui-yang-Tung-ning Line
Sui-yang, Hsi-sui, Ho-tung, Tzu-yang, Sha-tungo Tao-he, Tung-
tin, Tu-pei, Cheng-tzu-kou, Tung-ning.
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11292.1sin-Chz_12/tzt.gL-jOouLine
Hsin-ihsings Wing-ch'ings Hsiao-wang-chlings Hsi-ta-pos Chi-li -pings
Miao-kous Tsang-lin,. Huang-kou, Pei-huang-kous Hsueh-lings Chin-tsangs
Feng-shaos Lou-hsis Heh-yings Lao-hei-shan-chuans Tu-hsis Sheng-tungs
Chleng-tzn..k1011.
The Harbin-Pei-an Line
San,ko-shus Hsin-sung-pus Hsu-chias Hu -lans Ma-chias Shen-chia
Kang-chin-ch'ings Shih-jen-cheng, Pai-kuei-pao,.Hsing-lung-Chens Wan-
fa-t'uns Ni-ho, Sui -huas Ch'ing-chias Ssu-fang-tlais Chang-wei-t'uns
Kao-chia-tiens Kio-yin,hos Feng-yu-t'uns Tung-pienTch'ings Hai -luns
Chao-chias Hai -peil Tung-kang, Yang-chias Li -chai, Tung-peis Pai-ohias
Pei-an.
The Pei-an -Hei-ho Line
?
Pei-an, Erh-chlings Erh-lung-shans Na-mu-erhs Lung-chengs Wei -shall,
Lung-men, Hsiao-hsing-ans Chen-chlings Ch'ing-hsis Sun-wus Pet-sun-was
0-erhs Chao-shuis Ai -huts Huang-chin-tzus Shengwu-t'uns Hei-ho."
The Ch'i -chli -ha-erh-Pei -an Line
Feng-tunl Ta-has Chung-ho, Ning-nien, Shu-lins Fu-hais Hsin-t'uns
Tlai -tung, Ku-cheng, Keh-shans Kuo-chia, K'o-tungs Pei-an,
The Ning-nien-Huo-lu-men Line
Ning-nien, Chiang-Nan, La-ha Hsin-ans Na-hos Lou-lai, I-la-has
Klo-shan, Nun-ohiangs Hua-feng, La-ha,
Chin-shui? Leng-chuans
Hot-ho.
The Ssu-p'ing-chli-ch'i-ha-erh
Ssu-p'ings Ch'uan-kous Piing-an-pats, Pa-mien-cheng, Chu-chia-
tiens FV-chia-t'uns San-chiang-k'oul Chin-pao-t'uns Liao-yuan, Ta-tu-
shan, Wo-hu-tluns Po-li-shan, Pao-shih-tus Mao-lin, San-lin, Pao-kang,
Chin-shan, Feng-kus Tlai-ping-otluans Yu-hai-tlun, Pien-chaos Tung-
chia-tien, Klai-tung, Hu-chia-tiens Hung-hsings Shuang-kangs Hei-shuis
Tlao-nans Nu-chia-tiens Pai-chang-tzus Li-chia-biens Pai-chang-tzus
Lung-shans Chleng-tungs Yin-hua, Tung-pling, Tan-tu, Chieh-tsis Tai-
lais K'o-ii, Wu-miao-tzus T'ou-hais Chiang-chiaos Ta-hsing, Tang-chih,
San-chien-fangs Yu-shu-t'uns Ya-men-tluns Ch'i-ch'i-ha-erh.
The Chlang-chlun-Pai-ch'eng-tzu Line
Chlang-chlun, Hsiao-ho-lungs Wan-pao-shans Hua-chia, Lung-an,
Tsai-kangs Ha-la-hais Wang-fu, Chi-chia-tzus Chien-kuo-chis Mu-t' on,
Hsin-miaos Pa-lang, Ta-lais Lia-chias Lung-chias Lai-fu, She-lis
Pai-chieng-tzu.
The Pai-chleng-tzu-Tu-lu-erh Line
Pai-chleng-tzus P'ing-an-chen, So-ko-yings Ko-keng-miaos Wang-
yeh-miao, hi-nans Kuei-liu-ho, Ha-la-hehs Ta-shih-tsais Te-shih-tsais
-Te-pao-ssus So-luns Hsi-kous Wu-huo-kous Nui-feng-Mail Pat-langs
Ah-erh-shan, Tu-lu-erh.
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The Yu-shu Line
Yu-shu-tlun? Ang-ang-chi.
The Ch'ang-ch'un-Dairen Line
Dairen, Sha-ho-ksous Chou-shui-tzu, Nan-kuan-lings Yen-tao? Ta-
fang-shengs Chin-hsien? Erh-shih-1i-tail San-shih-1i-paos Shih-he?
Pu-la-tien, Liang-chias Tien-chias Wa-fang-tiens Wang-chias
Sung-shul Wan-chia-lings Hsu-chia-tPuns Chiu-tsais Li-shans Hsiung-yao.-
cheng, Lu-chia-t'uns Sha-kangs Kai-ping, Pai-chis Tai-pling-shan?
shih-chiaos Feng-shuis To-shans Hai-cheng, Nan-tlais Nan-chuan-pu?
Tang-kang-tzus Chien-shans An-shan, Li-shan, Shou-shans Liao-yangs Tlai-
tzu-hol Chang-t'ai-tzus Yen-t'ail Shih-li-ho, Sha-ho, So-chia-t'un?
Hung-ho, Mukden, Wen-kuan-t'un, Hu-shih-t'ais Hsin-cheng-tzus Hsin-
tai-tzu, Luan-shih-shan, Te-sheng-t'ai, 11'19h-1ing, Ping-ting-pao?
Chung-kus Kai-yuans Chin-kloa-tzu, Ma-chun-hos Chang-tus Man-chlings
Chuan-tous Shuang-miao-tzu, Huan-kou-tzus Mao-niu-sous Ssu-pling?
Yang-mu-lin, Shih-chia-paos Kuo-chia-tien, Tsai-chias Ta-yu-shus
Kung-chu-ling, Liu-fang-tzu, Tao-chia-t'un, Fa-chia-t'uns Ta-t'uns
Meng-chia-tlun, Nan-chang-chuns Chlang-ch'un.
The Port Arthur Line
Chou-shui-tzus Ko-cheng-paos Hsia-chia-ho-tzas Mu-cheng-tzus
Ying-cheng-tzus Chang-ling-tzu, Lung-Vous Shui-shih-yings Lu-shun
(Port Arthur).
The Chin-Oheng Line
Chin-hsiens The East Gate of Chin-hsien, Kuang-ning-szus Tsan-
chang-tlans Liang-chia-tiens Teng-sha-hos Hsin-shu-touns Ch'ing-
shui-hos Li-chia-t'un? Pi-tzu-wo, Chia-hisin-tzu, Cheng-tzu,41un.
The Ying-kiaa Line
Ta-shih-chiaos Lou-piens Ying-k'ou.
The Yent'ai Line
Yen-tlais Yen-t'ai Coal Mine.
The Fa-shun Line
Mukdens Hang-hos Yu-shu-t'ais Ku-chia-tzus Niu-hsiang-t'uns
Sheng-chin-tzus Li-shih-tsai, Piao-erh-t'uns Ta-kuan,t'un, Fu-shun.
The Ch'anr-ch'un Harbin Line
Chlang-chlun, I-chien-paos Mi-sha-tzus Ha-la-hal Pu-hais Te-
nni, Ta-chia-kous Lou-shao-kou, The Sungari R, Tao-:Lal-chaos San-
chahos Tsai-chia-kou, Shuang-cheng, Wang-kangs Ku-hsin-
t'uns Harbin.
The Harbin-Manchuli jru-pin7 Line
Harbin, Miao-tai-tzu, Tuan-ch'ing-shans Chiang-chias Man-kous
Shang-chia, Sung-chia, An-tas Sa,erh-ta, La-ma-tien? Tai-kangs
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The Harbin-Manchuli /u-pih7 Line (con't)
Yen,t'ung-t'un, Ang-ang-ch'i, Fu-la-erh-tsi, Hu-erh-hu-lat Tu-erh-
chih-la, Nien-tzu-shan, Chen-chi-ssu-han, Tsa-la4tun, Ha-la-so, Pa-
lin, Ya-lu, Po-klo-tu, Hsing-an, Wu-nu-erh, Mien-tu-hot
Ya-keh-shih, Tsa-lo-mu-tehl. Ha-k' ?, Hailars Wu-ku-nor, Wan-kung, Hei-
erh-hung-te, Ts'o-kang, Cha-lai-na-erh, Lu-pin.
The Harbin-Sui-fen,ho Line
Harbin, Cheng-kao-tzut She-li-tlun, Ya-kou, Yu-chuan, Hsiao-ling,
Pling-shan, Mo-erh-shan, Mi-feng, Hsiao-wan? Wu-chi-mii Chu-ho, Ma-yen,
Wan-shan, Ch'ing-yung, Ya-pu-ko-nit Liang-tzu-ling,
Lang-shan, Kao-ling-tzu, Heng-tao-ho-tzu, Tao-lin, Shan-shiht Shih-ho,
Hai-lin, Mu-tan-chiang? Ai-ho, Mo-t'ao-shih, Tai-ma-kou, Pei-lin, MU,
long, Hsia-cheng-tzu, Ma-chiao-ho? Tai-ling, Hsi-ling-hot San,
wang-kou, Hsi-sui-yang, Sui-yang, Sui-fen-ho.
..212_12112.7-chian.11
Harbin, Pin-chiang, San-ko-shu.
TABLE 47
RAILWAYS UNDER DIFFERENT RAILWAY ADMINISTRATIONS
Dairen Railway Administration
Names of Railway Lines
Ta-shih-chiao to Dairen Line
Port Arthur Line
Chin-cheng Line
Kan-chin-tzu Line
NU-chi Line
Ying-klou Line
Wharf Line
Fengtien Railway Administration
Names of Railway Lines
Chlang-Ta Line
An-Shen Line
Fu-shun Line
Yen-tlai Coal Mine Line
Liao-Kung Line
Chli-chien Line
Feng-Kuan Line
Terminals
Ta-shih-chiao to Dairen'
Port Arthur to Chou-shui-tzu
Chin-chou to Cheng-tzu-t'uan
Na-kuan-ling to Kan-ching-tzu
Dairen to Wu-chi
Ta-shih-ch'iao to Ying-klou
Sha-ho-ktou to wharf
Terminals
Chlang-ch'un to Ta-shih-cheiao
Mukden-An-tung
Su-chia-tlun to Fu-shun
Yen-Val to Yen-t'ai Coal Mine
Liao-yang-Kung-yuan
Kung-yuan-T'ien-shih-fu
Feng-huang-chleng to Kuan-shui
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Chin-chou Railway Administration
Names of Railway Lines
Shen-Yu Line
Chin-ku Line
Hopeh Line
Rain-I Line
Ta-Cheng Line
Kao-Hsin Line
Pei -piao Line
Yeh-Feng Line
Hu-lu-tao Line
Kirin Railway Administration
Names of Railway Lines'
Sheng-Chi Line
Ping-Mei Line
Mei-chi Line
Ta-li-tzu Line
Chlang-t'u Line
Chao -klai Line
Lung -ch'ing Line
Lung-Feng Line
Kirin Line
Harbin Railway Administration
Names of Railway un.E22_
Ch'ang-Ha Line
La-pin Line
Tin-sui Line
Pin-chou Line
Pin-pei Line
Pei-Ret Line
Sui-chia Line
Terminals
Mukden to Shan-hai-kuan
Chin -chou to Ku-pei-klou
Kou-pang-tzu to Hopeh
Hsin-li-toun to I -hsien.
Ta-hu-shan to Cheng-chia-t'un-
Kao-tlai-shan to Hsin-li7t'un
Chin-ling-ssu to Pei -piao
Yeh-pei-shou to Ch'ih-feng
Chin-hal to Hu-lu-tao
Terminals
Mukden to Kirin
Ssu-p'ing to Mei-ho-klou
Mei-ho-kou to Chi-an
Ta-li-tzu to Ya-yuan
Chlang-ch'un to T'u-men
Chao-yang-chuan to Kai-sham-tlun
Lung-ch'ing to Ch'ing-tao
Lung-tan-shan to Ta-feng-man
Lung-ten-shan to Shu-lan
Terminals
Ch'ang-ch'un to Harbin
La-fa to San-ko-shu
Harbin to Yi-mien-po
Harbin to Ch'i-ch'i-ha-erh
San-ko-shu to Pei-an
Pei-an to Hei-ho
Sui-hua-chia-mu-ssu
Chli-ch'i-ha-erh Railway Administration
Names of Railway Lines
Ping-chi Line
Ch'ang-Pai Line
Pai-tu Line
Choi-Pei Line
Ning-Huo Line
Pin-chou Line
Terminals
Ssu-p'ing to Chli-ch'i-ha-erh
Chlang-ch'un to Pai-cheng-tzu
Pai-cheng-tzu to Tu-lu-erh
Chli -ch'i -ha-erh to Pei-an
Ning-nien to Huo-lu-men
Choi -ch'i -ha-erh to Lu-pin
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Mu-tan-chiang Railway Administration
Names of Railway Lines
Ttu-chia Line
Pin-Sul Line
Sui-Ning Line
Hsing-ning Line
Cheng-chi Line
Hu-lin Line
Hokang Line
Heng-shan Line
Terminals
Teti-men to Chia-mu-szu
I -rnien-po to Sui-fen-ho
Ho-hsi to Tung-ning
Hsin-hsing to Cheng-tzu-kuo
Hsia-chteng-tzu to chi -ning
Lin-ktou to Hu-lin
Lien-chiang-klou to Ho-kang
Chi-ning to Heng-shan
Section 4. Railway Transportation Facilities
When the Railway Administration was first established, it
knew there were many defects and deficiencies in railway facilities.
A careful survey discovered that the poor quality of the railway
facilities was beyond imagination. Not only the rails and ties were
rotten, but the macadamized layers were too thin for safety. In
addition, most of the bridges were built of wood, incapable of carrying
heavy loads or highspeed trains. Consequently, it was *possible to
achieve accuracy in the operations. In rainy seasons the roadbed was
often damaged. To make the situation worse, bandits raided the railway
lines now and then. Many accidents occurred. Indeed the officers and
workers of the railways were working in an extremely difficult situation.
The Railway Administration estimated originally that the
annual railway maintenance expenses would be between 10,000,000 and
15,000,000 Japanese yen. Actually, it spent 30,000,000 yen yearly.
The Increase was mainly due to the replacement of the light steel
tracks with heavy ones, the addition of more sleepers and more maca-
damized layers. As these efforts were being made, the tracts had been
improved yearly, and the lines within stations had been also augmented.
Area occupied by the railway stations increased daily, and the signal
facilities were further strengthened. Even water supplied for loco-
motives were completed within a short time. Accordingly, the capacity
of rail transportation gradually increased, and the railways in
Manchuria reached nearer to modern standard.
Telephone and telegram facilities were poor and insufficient
in the past. In the first year under the centralized management of
the Railway Administration, 6,000,000 yen was spent in the installation
of single and double telephone lines. A network of telephone and
telegraph exchanges was established with the General Railway Adminis-
tration as its center. The completion of the communication has
greatly facilitated railway operations, particularly in the transfer
of cars in railway patrols.
When the General Railway Administration began to take over
the management of the national lines, the total mileage of railways
was 3,000 kilometers with 282 locomotives, 327 passenger cars and
1,O30 freight cars. As the cars were of different make most of them
were useless without reparing. The situation was a result of the lack
of inspection and the shortage of repairing facilities. Although the
General Railway Administration did its best to repair the oars, they
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were far from sufficient in meeting the needs. . This was deeply felt
in the winter time when the traffic increased tremendously. At that
time for the purpose of conquering the difficulties arising from the.
shortage of cars, both staff officers and cars were borrowed from the
Korean Corporation and the South Manchuria Railway Company. In the
meantime the Railway Administration ordered a great number ot loco-
motives, freight cars and passenger cars, established newplants for
producing railway vehicles and introduced an inspection system.
1. Railway Operating Mileage and Operating Agencies are given
in Tables 48 and 49.
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TABLE 48
RAILWAY OPERATING MILEAGE AND FACILITIES BY RAILWAY ADMINISTRATIONS
Name of the
Railway Ad-
ministration
Dairen Rail-
way Adminis-
tration
LiaoYang
Railway Ad-
ministration
Operating
Mileage in
Kilometers
438
Location of
Administrative
Offices_
At Dairen and
Ta-shih-chiao
Total: 2
Mukden, Ch'ang-
ch'un, An,tung
928 Total: 3
Chinchou
Railway Ad-
ministration 1,778
Ta-hu-shan,
Chin-chou?
Ch'eng-te, Fa,
hsin
Total: 4
Kirin Railway Mei -ho-k'ou,
Administration 1,630 T'ung-hua,
Kirin, Chao-
yang-chuan
Total: 4
Mu-tan-chiang
Railway Ad-
ministration
1'112-men, Mu,-
tan-chiang,
1,866 Chia-mussu,
Tung-an
Total: 4
Choi -ch'i-ha-
erh Railway
Administration 2,456
Harbin Railway
Administration 1,962
Lo-ching Rail-
way Administra-
tion
Total
Railroad
Factories
Railroading
Agencies
208
11,266
Hailar, Chli-
chli-ha-erh,
Pai-ehleng-tzu
Total: 3.
Number of
Stations*
Harbin, Sui-hua?
San-ko-shu,
Pei-an
Total: 4
alk
Total: &
Total: 4
192
179
167
226
143
193
31
4131
Number of Train
District
3
3
ii
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Number of
Number of Number of Nudber of Electric
Locomotive Car inspec,. Engineering Power
District tion District District District
3
10
9
5
6
3
12
8
10
12
14
LJ
5
8
15
6
6
12
5
1
1
1
30
so
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33
Remarks
Data are as of
1944. *denotes'
1942ts data
Dairen, Mukden,
Cbtang-ch'un,
Harbin, San?ko-
shu? Mu,-tan-
chiang, Ohli-chsi.
ha-erh, Kirin.
Mukden, Vung-hua,
Harbin.
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TABLE 49
LOCATIONS OF OFFICES OF THE RAILWAY ADMINISTRATION IN MANCHURIA
Loco- Car In- Engineer., Electric
Train motive spection ing Power
District District District District District
Location
Dairen Railway Administration
Dairen
1
1
1
1
.Piers in Dairen
1
1
Jih-chtuan
1
Via-fang-ti en
1
1
1
Ta-hsin...chiao
1
1
1
Total
3
3
2
4
3
The Mukden Railway Administration
Ling-shan
1
1
1
So-chia,tun
1
1
1
1
1
Mukden
1
1
1
1
Huang-ku.-tun
1
1
Mukden
1
(North Stati on
Ssu-pling
1
1
1
1
Chlang-chlun
1
1
1
1
Ta-kuan-ttun
1
Kung-yuan
1
1
1
Pei-tien
1
Tieh-ling
1
1
1
Chi-kuan-shan
1
1
1
1
1
An-tung
1
1
1
1
1
Total
9
10
9
11
5
-210-
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
The Chinchow Railway Administration
Hain-min
1
Ta-hu-shan
1
1
1
1
Kowpang-tzu
1
1
Chin-hsien
1
1
1
1
1
Sui-chung
1
Hsi-ft-hsin
1
1
1
1
1
Chang-mu
1
Tung-liao
1
Chao-yang
1
Yah-pei-shou
1
1
1
1
Ch'ih,-feng
1
Chfeng-te
1
1
1
Totals
4
6
3
12
4
The Kirin Railway Administration
Ch'ing-yuan
1
Mai-ho-kton
1
1
1
1
1
Ttung-hua
1
1
1
Ta-li-tzu
1
Linchiang
1
Hai-an
1
1
1
Chao-yang-ohleng
.1
Kirin
1
1
1
1
1
Hain-tsuang
1
1
1
Tun-hua
1
1
1
1
Chao-yang-ohuan
1
1
Total
3
a
14
lo
4
-211-
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
The Mntankiang Railway Administration
Ttu-men
1
1
1
1
1
Lu-tao
1
1
Lon,..het-shan
1
1
Tung-ning
1
1
Mu-tan.chiang
1
1
1
1
Heng-tao-ho-tva
1
I-mien-po
1
MU-Ieng
1
1
Sui-fen-ho
1
1
1
1
LinActou
1
1
1
Po-li
1
Chia-mum.sze
1
1
1
11
Hsi-chi-ning
1
Chi-ning
Tung-an
1
1
1
Hu-lin
1
1
Total
4
12
14
114
The Harbin Railway Administration
Harbin
1
1
1
1
1
San-ko-shu
1
1
1
1
1
Te-hui
1
A-chleng
1
An-ta
1
Sui-hua
1
1
1
1
1
Hai-lun
1
Pei-lan
1
1
1
1
1
-212-
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
The Harbin Railway-Administration
Sum.Tu
1
1
Ti-shark.pao
1
Nan-oha
1
Isang3n-uni
1
Total
4
6
4
12
The Tsitsihar Railway Administration
Chti-chti-ha-erh
1
1
1
1
1
Ning-nien
1
Tai-an
1
Nun-kiang
1
1
Ang-ang-oh'i
1
1
Cha-lan-tun
1
Hailar
1
1
1
Lu-pin
1
1
Chiang-ohiao
1
Pai-oh'eng-tzu
1
1
1
1
Ta-lai
Chlien-kuo-oh'i
1
Po-Wo-tiu
1
1
So-lun
1
An-erh-shan
1
Cheng-ohia-t'un
2
1
1
Total
3
15
-213-
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Najin Railway Administration
Najin
1
1
? 1
1
Shang-shad-ten
1
Total
1
2
3.
2
1
Combined Total
31
55
30
80
33
2. Distribution of Freight Transportation Capacity among
Railway Lines
The total railway mileage in Manchuria was 11,266 kilo-
meters as of April 1944. A breakdown of this mileage on the basis
of annual freight transportation capacity is given in the following
table.
TABLE 50. DISTRIBUTION OF FREIGHT TRANSPORTATION CAPACITY
(As of 1944, data' on Lo-ching Railway not included)
Annual Freight
Transportation
Capacity in .
tons
Mileage
in Kilo- Name of
meters Percent Railway Line
1,500,000 '2,161 19.5 Chlang-chtun-
Pai-chleng-tzu
? Line; Pai-ch'eng-
tzu-Tu-lu-arh
? Line; Hopeh Line;
Chin-cheng Line
1,5oot000-
Itsoomoo 4,612 41.8 Mukden-Kirin
Line; La-fa-
.San-ko-shu Line;
Choi -chli -ha-
orh-Pei -an Line;
Pei -an-Ai -hun
Line; Harbin -
Lu-pin Line;
Port Arthur Line
-214-
Remarks
The South
Manchuria Rail-.
way Company
called them
first-class
lines
Second-class
Lines (A)
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
4,0olo,000-
71000,000
12559
14.1
Tlu-men-Chia-
mu-ssu Line;
Second-class
Lines (B)
Ssu-p'ing7Mei
ho-kiou Line;
Ssu-pting-chli-
ch'i-ha-erh Line;
Harbin-Pei-an
Line; Harbin,
Sui-hua Line
7,000,000-
14,000p000
1,712
15.5
MUkden-Shan-
hai-kuan Line;
Third Class
Lines
An-tung-Mukden
Line; Chin-thoui.
Ku-pet4'ou Line;
Chlang-chlun-
T'u-men Line
Above
14,000,000
1,008
9.1
Ch'ang-ch'un-
Dairen Line;
FU,-shun Line;
Chlang-ch
T'u-men Line;
Harbin-San-ko-
shu Line
Total
11,052
100.
Besides, the necessity for special water supply facilities for
locomotives is one of the characteristics in the operation of the
railways in Manchuria. Water supply becomes a critical problem in
cold weather, especially in alkaline regions and during severe cold
seasons. The distribution of railway water supply facilities is
given in Table 52.
-215-
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C-80001.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN .10d peA0.1ddV
TAME 51 - RAILWAY SPECIFICATIONS IN MANCHURIA - Road Construction
Serial Name of the
Number Railway Line
3. An-shen Line
2 Chli-chlien
Line
3 Liao-Kung
4 Feng-Kaan
5 An-Nan
Shen0ya
7 Ta-Chteng
8 Kao-hsin Line
Terminals
An-tang-
So -chia-
Van
Kung-yuan to
Tien-shih-fu
Liao-Yang-
Kung-yuan
Feng-huang -
Cheng-kuai-
shai
An-tang
An-tung
MukdenShan-
hai-kuan
Ta -ha-shan-
Liao -yuan
Kao-ttai-
shan Hain-
li-tiun.
Mileage in
Operation
in Kilo-
meters
Classifi-
cation of
Lines
260.2 3rd
36.0 . 2ndA
69.0 2ndA
78.2 2ndit
7.3 2ndA
419.6 3rd
Tracks Rail Thickness
Single Weight Number of of Roadbed
or in Ties in Centi-
Double Xilogram /Per Rail] meters
Capacity
of Bridge
in Tons
Doable 50 18 30-38 .22.20
Single 32 15 30 ,20
Single 40 20
Single 32
Single 32
Doable in 50-43-
most parts 42 17
366.2 2ndA Single
3rd Single 40
adjoins page 218 herej
18
25-45 14.2
25-40 ,14
30
.20
fazeti Lw d etrioNff
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Length of
Stations
in Meters
The Grade of the Railway Lines (percent)
Minimum Radius
of Curvature
in meters
Capacity of
Line (Number
of Trains)
Average Number
of Trains per
day
Percent
percent
To An-tang
1.45-
To So-chia-
ttun
500
1.00
1.00
300
40
44.8
To Kung-yuan
To Men-
300
1.14
shih-fu 1.94
300
12
10.9
To Liao-yang
TO Kung-
500-300
1.25
yuan 1.50
300
13
300
300
300
To Mukden
To Shan-hai-
650
0.60
kuan 0.84
600
30
42.9
To Liao-yuan
To Ta-hu-
500
1.02
shan 1.02
275
11
12.6
To Kao-tiai-
shan
To Rsin-
u-ti Un
650
0.60
0.80
600
18
12.7
5d joins page 219 here:7
Approved For Release 1999/08/25 : CIA-R
9
Hsin-I Line
Hsin-li-t'an
gdjoins page 216 ber!j
I7hsien _
131.5,
3rd
Single
40-32
16
30
20
10
Hopeh_
Koa-pang-
tza-Hopeh
91.1
1st
Single
30
15
25-4Q
14
11
Chin-ka
Chin-hsien-
Ka-pei-koa
542.3.
1st;
Single
ho
15
25-45
20
2ndA;3rd
12
Pei-liao Lime
Chin-ling-
Ssa-pei-liao
17.9
2ndk
Single
30
14
25-4Q
114
13
Yeh-feng Line
Yeh-pei-shoa-
Shih-feng
146.9
1st
single
32
15
30
20
hi
Ha-la-tao
Chin-hsi-
Lime
Ha-la-tao
13.2
3rd
Single
40
14
25-3Q
20
15
Shen-chi Line
Mukden-Kirin
447.4
2nolk
Single
30-40
16
25-45
20
16
Mei-shi Line
Mei-ho-ktoa-
Chi-an
255.5.
2ndA;
2ndB
Single
32
25-30
20
17
Ta-li-tza
Ia-yaan-
Ta-li-tz a
113.0
2ndB
single
40
15
25-30
20
18
Ping-Mei Line
Ssa-p'ing
2nd&
Mei-ho-k I on
156.0.
2ndB
Single
30-32
16
25-45
20
LEdjoins page 220 herej
L70.1911 61a em gulocipf
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500
400
300-
370
721.-
essoo
I gym
300
300
To Hsinli-tun
To Konmpang-
tau
To Chin-hsien
To -haien
1.21
To Hopeh
0
22-32
To Chin-ling -
ESSU
1.24
To Teh-pei-shou
To Chin-hai
0
To Kirin
1.04
To Mei-ho-kt on
2.50
To Ta-yuan
To Sau-pling
To Ku-pei-
kon
LaJoina page 217 hared.
1.25
360
0
910
2.0-32
300-200
To Pei-
liao 1.15
To Chili-
fang 1.97
To Hu-1i-
tap
0
To Mukden 1.02
To Chi-an
To Ta -1i-
2.53 tau
1.25
To Mei-ho
k Cu
2.40
2,53
1.96
400
300
300
300
Llajoins page 221 bereff
17
13
18
22
10
10
10
11
19.6
8.2
9.5
16.3
5.1
26.0
18.7
18.0
114.3
13.3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Lajoins page 218 herej
19
Chang-Ts a Line
Chl ang-ch un
To amen _
528.0
3rd
Single
liD
18
25-45.
20
20
Lang-Peng Line
Ta-feng-man-
Lang-tan-shan
22.14
1
Single
32
20
23.
La-pin Line
La-fa-San-
ko-sha
265.5
. 2na
single
40
15
20-40
20
22
Chao-ka.i Line
Chao-yang-
Chaan-Kai-
shan-tt un
62.3
2xxlit
single
40
25
20
23
Ho-ltmg Line
Lung-oh' ing
to Ho-Lung
51.1
. 1st
Single
32
15
3
20
214
Ti a-ohia Line
T a-men-
2ndA;
2ndB;
Chia-ma-ssa
580.2
3rd
single
40
15
15-20 ?
25
Ha-Lin Line
Lin-k, oa-
.2ndA;
Single and
Hu-t ou
335.7
2ndB
Double
32
15
20-30 ?
26
S111-chia
Sai-haa-
Chia-ca-ssu
369.1
2ndA.
Single
140
15
27
Ho-kang Line
Lien-chiang-
ktoa-Ho-kang
54.3
2ndA
Single
40
16
28
Cheng-chi Line
Hsia-oheng-
tut to Hsi-
chir.ning
103.4
2ndA
Single
32-40
20
Lajaine page 222 herej
C-80001.000/1.00V601.?0-9/c1CIN-Vb 9Z/80/666 i. aseeieN iod peAoiddv
C-8000 WOOL 1.00V601.?0-8/c1CIN-V10 : 9Z/80/6661. eSeeleN .10d peA0iddV
ct:
e
toga
m)*
ro
'
0
k..4
500
150
500
300
500
500
500
500
To Chtang-
chfan
To Lung -tan-
shan
To San-ko-shu
To Chao-yang
chaan
To Larig-
chling
To Tlu-men
To Lin-kit:la
To Sui-hua
To Lienr.chiang-
ktou
To Hsia-cheng-
tzu
1.25
2.50
1.21
1.83
0.50
1.25-
2.15
2.00
1.28
1.10
1.00
gajoins page 219 herej
To T1 a-men
1.25 360
To Ta-feng-
man 2.50 300
To La-fa
0.80 400
To Shang -
san-feng
1.56 250
To Ho-lung
1.24
To Chia-mu
ssu 1.25
2.2 360 .
To Hu-tfou
1.40 300
To Chia-ma
ssu 1.33 300
To Io-kang
1.10 1.000
To Hsi-chi-
ng
0.85 200
17
12
14
14
14
13
17
12
29.8
17.1
17.8
13.7
7.8
24.1
16.4
15.8
16.8
7.8
gajoins page 223 hereg
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Approved For Release 1999/08/25: CIA-RDP78-03109A001700010008-3
29
Sui-ning Line
Ho-hsi-Tungr.
LEdjoins page 220 herej
ning
91.1
1st
Single
32
15
30
20
30
lising-ni_ng
HsinAasing-
Line
Chteng-tem-
ktoa
216.1
, 1st
Single
32
15
20-145..
20
31
The Pin-pei
Sanr-ko-dhu-
2ndA;
Line
Pei7an
326.1
2ndB
Single
32-40
15
15-35,
20
32
Pei-hei Line
Pei-an-Rei-
ho
302.9
2ndi
Single
32-40
15
25-40
20
33
Chi i-P ei Line
Chi
ha-erh Pei-
an
231.5
2ndA
Single
40
18
25-40 .
20
34
Ning-hu.o Line
Ning-nien to
Huol-la-men
283-9
let
Single
32
15
25-40
35
Pi ing-chi Line
Ssu-pl ing to
Chi i-oh' i-ha-
erh.
571.4
2ndB
Single
40
18
25-45
2?
36
Chtang-pai
Line
Wang-ch'an
to Pai-dheng-
tau.
332.6
1st
Single
32
15
25.40
20
37
Pai-T'u Line
Pai-cheng-
tau to To u-
la-erh
376.5
. let
Single
32
25-40 .
20
gajoina page 224- herej
faasq gaa ed ouTorpf
C-80001.000/1.00V601.?0-9/c1CIN-V10 9Z/80/666 i. aseeieN .10d peACUMV
To Ho-hsi
To Tung-
ffajoins page 221 herej
2.50
ning
2.50
300
12
10.4
To Hsin-hsing
To Chteng-
tzu-ktou
500
2.50
2,50
300
11
11.2
To San-ko-sha
To Pei-an
500
1.25
1.25
300
12
20.4
NCI'
To Pei-an
To Hei-ho
500
1.25
1.50
300
10
12.7
kj.
lig
To Chti-chti-
ha-erh
To Pei-an
0.70
0.91
300
U.S
1746
115
I') 500
To Ning-nien
1,25
To Huo-lu-
men
1.25
300
8
5.5
To Ssu-pting
To Ch'i-
ch'i-ha-
500
0.67
erh
0.70
400
17
20.1
To Chiang-
Chian
To Pai-
cheng-tsu
500
1.00
1.00
7
8.0
To Pai-Cheng-
tzu
To Ttu-lu-
erh
1.97
2.15
300
7
8.0
&joins page 225 herej
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C-80001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/666 i aseeieN .10d peA0.1ddV
Yu-shu
Sub-total
30 alang-tai
Line
40 Port Arthur
Line
Chin-cheng
Line
42 Ting-ktou
Line
Che-foo Line
44 Pa-shun .Line
45 Chlang -chlun-
Harbin Line
46 Pin-chou Line
Yu-shu-t'un
to Ang-ang-chti 6.4
6072.4
Ohl ang-ch' un
to Dairen
7014.3
Chou-shui-
tzu to Port
Arthur 50.8
Chin-chou to
Cheng-tzu-
ttun
Ta-shih-
chiao to
ring-k'ou
102.1
22.4
Che-foo to
Yen-Val Coal
Mine 15.6
Hung-ho-Fu-
sh4n 52.9
Chlang-Chimu
Harbin 242.0
Harbin-Lu-
934.8
fidjoins page 222 herej
2nd A Single
Double and
30
Single
50-60
18
30-45
18
2ndk
Single
140
18
30-45
114
_ 1st
Single
32
15
15
18
2ndB
Single
50
18
30
18
2ndB
Single
32
18
13
. 4th
Double
50
18
30-145.
20
4th
Double
50
18
30-145.
16
Single and
30-32-
. 2ndi
Double
40
15
20-140.
16
adjoins page 226 here2
p,
e,
0
faraent gaa estid
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
gajOins page 223 here...7
>
-0
-0 29.9
3
<
CD
a
71 750- To Dairen
To Mit ang-
O 600
0.63 eh? 095 62 un . 3 79.8
-1 Single 25
X Doable 60
CD To Chou-shai- To Port
F) tau.
a) 1...1p, 450 0.92 Arthur
u) 0.92 300 15 21.3
CD c.A.
-% 0
CO V* To Chin-chow To Cheng-
CD g tZtl-t 1 un
to
6_ a g 300 1.50 1.85 300 13 9.8
Co
iz 3
2 4) To Ta-shih- To Ying-
cri vi to
.. ru ohiao 10 ou
i .?-?
500 0.55 0.25 6014 20 28.2
O 0..
)3 at
$'3
To Che-foo To Yen-
tz.4
O V ai Coal
-0 200 Mine 602 14.3
-.1
03
6 To Hung-ho To Fa-
c...)
0.23 shun 0.33 600 36 39-8
a
c.o
>0 To Chlang-To Harbin
a oh! un 0,95 0.93 1400 35 45.8
a
-%.
-4
c) To Harbin To Lu-pin
a500 1.50 1.10 202 8 11.2
a
a ridjoins page 227 herej
a
a
al
, I
Cw/
C-80001.000/1.00V601.?0-8/c1CIN-V10 : 9Z/80/6661. eseeieN .10d peACUMV
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
-4
ficl,joine page 227 here]
0*-
in N UN 0
? ?A ....4
I-I ip
op IA
N
i I
01 0
4-1 4-1
1403 Mt CO C/3
tof 44
o g o
; -58
4.) t
4a1 .0,1
Olb
Ca
c?-? co r-ICM
- 226 -
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
l'`...
1 ?
UN 1".?
CV 0
el ?
cr%
? ?
t?-?
CV CV
0.1
?0
r?
cs:-1
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1 2 a e
(0 $ 7_, .
. z w .
0 .0 a 0 . 0
..... . . Pli 64 Ei E-t
0
64 E-1
LN 4,
C?-? CVcJ
6' r4
?
r-i
Bajoins page 226 hereg
- 227 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
TABLE 52. DISTRIBUTION OF WATER SUPPLY FACILITIES IN THE
RAILWAYS IN MANCHURIA UNDER THE MANCHUKUO REGIME
Name of the
Railway
Administrations
Walls and
Fountains
Water
Purifying
Pools
Water Pipe
(in Meters)
Water
Tanks
Water
Towers
Dairen Railway
Administration
56
3
73,147
16
51
Mukden Railway
Administration
126
13
275,328
45
115
Chin-chou Railway
Administration
104
3
119,570
73
113
Kirin Railway
Administration
83
111,831
60
127
Mu-tan-chiang
Railway
Administration
74
3
169,227
67
148
Harbin Railway
Administration
140
255,323
69
163
Chli-chli-ho-erh
Railway
Administration
167
4
138,529
97
171
Rajin Railway
Administration
15
84,895
7
18
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42i
ea.
tol
to
fla
I to,
0
1:4
? 1938
1937
1937
-M-
Average Number of Freight Cars Per Train
Mixed
Trains
Freight
Trains-
Mixed
Trains
Freighi
Trains
17a
Trains
1942 1941 1940 1939 1938 f957
39.2
24.5
8.4
2.6
8.2
6.7
8.6
4.7
14.2
11.7
12.6
7.6
3.6
3.0
1.9
2.5
1.0
0.4
1.3
4.4
31.3
20.4
6.8
0.6
6.3
7.7
6.7
5.0
11.3
10.2
9.8
4.6
1.6
17.7
0.2
2.4
0.4 ?
3.2
27.2 27.1
17.1 31.7 30.7
7.1 25.6 27.4
27.6 26.0
34.2 31.4
6.3 11.2 11.6
6.5 21.7 22.4
6.9 19,4 28.2
5.0 11.8 13.0
10.5 5.2 7.7
11.1 24.5 22.9
adjoins page 233 berag
27.5
30.1
21.5
24.1
28.2
13.3
19.3
27.4
14.5
12.7
22.2
25.8
28.4
23.1
21.7
13.7
18.0
20.4
10.2
11.4
22.4
25.7
28.7
23.6
22.1
19.4
22.5
23.5
11.8
8.1
22.6
26.3
28.5
19.1
16.3
24.0
21.0
35.8
14.2
11.6
23.7
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iXajoins page 230 hereg
Metho-kloa Chi-en
Line : ? ?
18.0 - 13.0
14.4 .
10.2
13.5
Ta?-li-taa Line
Salk-Wing to Nei-ha-Won
14.3 10.2
11.1
6.6,
10.3
Line _ ' . _
13.3. 6.9
. 12.1
7.0.
12.1
Ch' ang-Olon-Tta-aan
Lime
29.8 16.6
24.6
13.5.
25.6
Lang-tan-ohanaTa-feng-san
Line .
17.1 11.9
' 16.0
11.0.
8.5
A)
LO
Gbaoyangl-ohaan to tai,-
shan-tlan.Line ,
13.7 .3.14
15.3
8.7
11)
.
8
Ho-lang-Lung-ohi ing Line
7.8 3.6
7.6
3.6.
6.9
Ta-ohia Lime
24.1 114.1
18.9
11.4.
18.8
Hsing-ning Line
11.2 6.9
9.6
5.6.
6,3
Ha-lin Line
16.4 .9.5
14.6
8.1.
10.8
Ho-kang Line
16.8 11.1
13.2
8.8.
12.3
Cheng-tsu.Line
.7.8 4.4
5.1
2.5
4.7
Sui-ming Line
10.4 6.2
11.0
6.5.
8.8
La-pin Line
17.8 .9.3
17.3
9.5.
16.9
/Pjoins page 234 here...7
8,3
5.8
5.8
12.4
..9.8-
549
10.14
4.2
22.4
10.0
3.2
4.2:3!
.4.7
2.5
17.0
3.0
2.6
9.6
18.6
9.8
3.3
5.0
10.3
4.5
6.7
.3.2
1.7
2,0
.4.3
2.0
3.8
.2.5
146
6.5
14.7
6.7
A)
LI,
4:40
0
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L.Edioiru3 page 231 here:7
14.9
2.14
3.9
1.3
16.3
14.7
_ 14.6
114.7
3.8.8
13.2
12.7
11.5
3.1.4
8.8
3.2
7.7
2.38.7
25.1
25.8
214.9
23.3
- 22.0
21.5
20.3
8.14
18.3.
6.517.1
214.7
25.5
25.5
25.7
25.7
24.9
14.0
10.2
8.7
7.8
8.3.
14.14
2.1
no.
1.0
9.9
11.7
11.1
12.2
13.0
JA.3
9.0
13./4
13.1
13.8
13.8
6.8
10.14
14.8
9.5
23.8
26.7
214.7
22.2
20.2
18.0
13.9
15.3
9.1
5.8
1.5
4.5
1.2
14.4
114.0
25.14
24.2
20.5
17.6
17.0
25.7
25.7
23.3
3.5.2
4.14
2.8
4.5
28.5
25.6
19.2
21.2
20.8
18.3
17.8
16.8
21.8
12.8 ?
14.9
31.3
4.0
24?6
23.1
25.4
24.0
26.5
21.8
gljOilIS
Page 235 hereg
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
rage 235 herej
g?Cr g?6?
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ca
_&
c)
c)
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c)
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co
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to
co
co
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Lidjoins page 233 berej
14.1
6.5
'
11.1
4.8
11.3
27.7
26.3
28.5
25.1
23.5
24?3
22.6
22.0
23.3
6.9
2:8 '
5.1
2.1
4.3
22.6
22.2
22.8
22.9
23.4
20.6
9.6
3.2
9.7
2.6
9.2
20.1
23.1
20.7
21.8
20.7
21.1
.4.6
0.4
3.5
0.8
5.3
19.0
16.2
14.0
16.3
16.9?
17.3
12.6
5.8
12.2
5.3.
12.1
31.0
33.4
35.6
36.6
36.7
34 .2
.4.8
0.6
4.0
0.4
5.1
16.0
14.7
10.1
17.7
16.9
21.4
3.4
0.2
215
0.3
2.8
14.8
17.1
18.5
19.6
17.7
7.8
20.0
3.4
18.9
1.9
18.5
30.1
29.1
27.2
27.7
24.4
15.4
65.0
31.4
57.9
25.8
57.7
34.6
35.8
37.3
38.2
40.1
0.5
18.3
2.3
18.6
2.7
19.5
17.7
18.2
20.1
. 19.9
19.4
19.3
9.8
8.6
9.8
12.5
39.9
4.5
34.0
3.9 ?34.6
29.8
?32.4
31.7
35.13
35.3
45.4
15.1
114.o
14.0
3.9
13.9
20:8
19.3
22.3
23.7
23.9
22.0.
41.7
26.7
42.4
25.9
32.8
33.5
36.2
34.7
40.0
4544
31.6
16.4
25.8
12.3
22.9
29.2
28.7
31.8
30.7
30.3
30.4
0)
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
6'4 ? Cle% ? Irt ?
.44 OtSi
3 9
NO 0 N
e ?
UN. IA,
A
Liatijoine psge 237 hereff
- 236 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
? ? Ci
rf%
CJ
N 4-1
? . ?
r4 CJ

73
73
-1
0
<
M
CL
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9,
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CAD
CAD
CAD
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Tien-kua t'un
Harbin
80
150
248
450
900
900
200
250
1,428
1,750
San-ko-shu
63
487
139
689
Mu-tan-chiang
23
181
28
232
90
230
1,000
200
1,520
Sui-fen-ho
3
20
3
26
10
18
200
27
255
Hai-la-erh
1
10
1
12
23
80
250
53
406
Total
195
1,522
300
2,017
649
1,976
6,480
1,677
10,782
Grand Total
310
2,444
430
3,184
1,251
4,350
15,076
3,499
244 176
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C-80001.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. eseeieN .10d peA0.1ddV
In addition to the railway administrations, the railway-workshops in various areas were also capable of
repairing passenger and freight cars. This was shown in Table 66.
Table
66. MONTHLY
CAPACITY OF INSPECTION
BY THE
Passenger Cars
AND REPAIRING PASSENGER
RAILWAY WORKSHOPS
of Examining and
AND FREIGHT
Freight Cars
CARS
Capacities
Repairing
Name of the
Fdrttalli;Farrn
Partial
Repairing
Factories
Repair- after
Repair-
After
Type A
Located At:
Overhauling
ing Accidents
Totals
Overhauling
ing
Accidents
Overhaulin5
Totals
130
8
32
170
534
140
104
22
800
Dairen
29
2
11
42
123
24
30
6
183
Mukden
36
2
4
42
109
16
19
6
150
Ch'ang-ch'un
19
1
5
25
71
45
8
1
125
Harbin
33
2
9
44
90
27
27
6
150
Mu-tan-chiang
63
12
8
1
84
Ch'i-ch'i-ha-erh
13
1
3
17
78
16
12
2
108
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
For the purpose of maintaining a sufficient number of cars in operation, each of the railway administra-
tions had its awn factories which manufactured new cars and repaired the cars already in existence. The fa-
cilities of these factories were given in Table 67.
Table 67. FACILITIES OF THE RAILWAY FACTORIES (1945)
Plant Area
(square kilo-
Eames of Rail-
meters)
Workers
way Factories
Buildings
Site
(1,000)
Dairen
84
992
6
Mukden
55
46o
Chtang-ch'un
19
101
2
Mu-tan-chiang
37
435
1
Capacity
Passenger
Freight
Chief Business
Locomotives
Cars
Cars
Remarks
Manufacturing
(It0)
(20)
(300)
Figures in paren-
and repairing
of locomotives,
passenger cars,
freight cars
200
500
3,000
theses represent-
ing cars manufac-
tured
Repairing loco-
motives, pas-
senger and
freight cars;
internal com-
bustion or
diesel engines
Repairing pas-
senger and
freight cars
150 . 500 2,800 Figures without
parenthesis de-
noting cars re-
paired
Locomotive, pas- 220
senger, and
freight car re-
pairing
Lajoins page 263 hereg
1,500
1,000
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
ha;
8
k2
al
kt R. 10
?, ?w
4.) cd
:rg 4" 41 gi
Q /1 eri 8
us-
.L 3 140 514.0 k 1 1: r? BI7,144),
441-8
.4.4
0
kOC?01 11\
CO CO
San-ko=shu
7c1
- 263 -
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Port Facilities Under the Management of the South Manchuria
Railway Company and Related Data
Port and harbor facilities were crucial to the operations of
railways. Thus the South Manchuria Railway Company also put the ports
in Manchuria and North Korea under its control. The transportation fa-
cilities in the principal ports in Manchuria are given in Table 68.
Liable on following page
-264-
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C-90001.000/1.00V601.?0-9/dC1N-V10 9Z/90/666 i aseeieN .10d peA0iddV
Table 68. TRANSPORTATION FACILITIES IN PRINCIPAL PORTS IN M&NCRVRIA
The Port of Dairen
The Port
The Port
The Port
The Port
Kan- '
Port
of 'ring-
of An-
of Hu-lu-
of Wo-
The Port
Dairen
ch'ingtzu
Totals
Arthur
leou
tung
tao
ching
of Unggi
Port ca-
10,300,000
3,000,000
13,300,000
400,000
800,000
200,000
1,000,000
2,500,000
600,000
pacity in
metric tons
metric
metric
metric
metric
metric
metric
metric
metric
charging
and dis-
charging
tons
tons
tons
tons
tons
tons
tons
tons
Jetties
Embankment
Dairen 973
harbor meters
4,533
meters;
Boat
Entrance
1,000
meters;
Hsiang-
luch'iao
791
meters
Dairen 140
6,809 meters
meters;
West
Harbor,
1,197
meters
7,297
meters
8,146 255
meters meters
gajoins page 266 herej
666
meters
10264
meters
516
meters
665
meters
2,451 455
meters meters
Approved For Release 1999/08/25
Suspension
bridges
Unloading
space
Camels
Buoys
Depth of
water
Storage
facilities:
Buildings
Storage
space
Open
storage
space
Number of
tanks
Oil tanks
capacity
712
meters
2,184
meters
gdjoins page
303 1,015 273
meters meters meters
2,184
meters
4 3
41.
Dairen 9
7-12 meters
meters
383,414
square
meters
728,494
square
meters
22
tanks
33,721
cubic
meters
111,496
square
meters
75
383,414
square
meters
839,990
square
meters
22
tanks
33,721
cubic
meters
265 herej
1,721
meters
30
meters
2,648
meters
470
meters
3
8 6-8 17-20 6-8
meters meters meters meters
31,681
square
meters
90
meters
400
meters
40
meters
385
meters
8-9.5 6-7
meters meters
18 4 7 15 3
241m4 5,426 17,321 39,566 6 444
$
square square square square square
meters meters meters meters meters
155,255 21,601 194,717 161,228 43,000
square square square square square
meters meters meters meters meters
Adjoins page 267 herej
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Lirdjoins page 266 herej
Boats:
>0-0
-0 Pilot 14 -- 14 -- 1 -- 1 -- 4 -- 3
-0 boats 1,534 1,5314. 102 74 515 <
3 tons tons tons tons tons a)
a
<
CD 71
0- CUStOIES 2-- 2-- 1-- 1-- 0
-1
11 boats 35 tons 35 tons 19 tons 23 tons X
0
-1 m
X Liaison 2 -- 2 -- 1 -- box 1 -- 2 -- FTC
m a)
boats 8 tons 8 tons 3 tons boats _- 3 tons 6 tons Cl)
a) a)
m 3 box
a) boat-- CD
% 1 CD
-
CD
CD 1 a
CD
C.0
brand 3co
8 Oboats r-.3
co cri
cri Sampans 18 -- 18 -- 11 -- 1 -- 0
3,577 3,577 1,518 250 To
..
O tons tons tons tons
> 0
i..1
Wooden 69 -- 69 -- 4 -- 5 -- 0 -o -.i
sampans 6,382 6,382 400 420 co
-.1 tons tons tons tons cb
T
Co GI
GI Roads 163 63.3 199 1.4 29.5 3.5 13.2 24.1 7.6 a
c.o
" kilo- kilo- kilo- kilo- kilo- kilo- kilo- kilo- kilo- >
a a
CD meters meters meters meters meters meters meters meters meters a
>0 _%
a -.)
a a
_% a
-.) a
a _%
a a
a a
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a
co
41
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Section S. Railway Traffic Regulations
Since the establishment of the Manchukuo regime in Manchuria, great
efforts had been made by the government in the maintenance of order and
peace, in the unification of monetary systems, and in the utilization of
natural resources. As a result, the railway business was good and the
railway system gradually became an efficient transportation network under
centralized management. A description of the business policies of the
railway administration is given below.
A. Policy Toward Transportation
1. Passenger Transportation
At the time the General Railroad Administration was
established, there were fewpassenger cars. These cars were not uniform
in standards and many of them were virtually useless. Thus, in addition,
to overhauling and repairing old cars, the railway administration ex?
panded the equipment and facilities in the workshops of the various
railways established a car inspection system and added new cars into
operation. During the winter season when traffic was heavy, it borrowed
train engineers and cars from the South Manchuria Railway Company and the
Korean Railway Administration.
A reorganization program WAS executed on the nationalized
railwaya operated by the General Railway Administration* The speed of
the train was increased. After the Chinese Eastern Railway WAS taken
over by Manchukuo the wide gauge of that railway was narrowed and the
Asia Special Express was able to operate between Dairen and Harbin.. The
amount of time for the express train between Dairen and Harbin was re?
duced by more than eight hours.
Owing to the great increase of passengers along all the
railway lines in Manchuria, the existing hotels were far from meeting
the actual needs. Subsequently, the General Railway Administration
established one hot spring hotel at Hsingcheng and a number of hotels
and restaurants in Hutlutao, Kirin, Harbin, Chengteh, Tsitsihar, Kiamusze
and Mutankiang. In addition, dining cars were attached to all passenger
trains.
In 1934 the unstandardized regulations governing the opera-
tions of railways and used by nine railway administrations during the
period of the Chinese control were abolished and replaced by a system of
new uniform regulations. Meanwhile, the General Railway Administration
established through traffic with the South Manchurian Railway System and
the Korean Railway System. Coordination in handling passenger and freight
traffic was also worked out by the General Administration with Japanese
railways, shipping lines and Korean railways.
2. Freight
Because the freight transportation policies and practice
in the railways mere not uniform, freight transportation capacity in
Manchuria was meager. There was no provision for the protection of the
shippers. Since there WAS no insurance system, merchants had to guard
their merchandise en route. Under the new regulations issaed in April
1934 the railway was responsible for the safe delivery of the freight.
Freight charges and good classification were standardized. Furthermore,
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through freight traffic services with adjoining railways were
introduced. The outstanding features of the new regulations were
described below.
a. The railways instead of the owners, mill be responsible
for the' safety of the goods on the route after the freight contract is
signed;
? b. A time limit for the delivery of goods is included in
freight contracts;
Ce The adoption of a certificate System under which the
buyers, of goods may collect the goods and pay the shippers through the
railway agents;
d. The certification of merchandiseiwvoice to facilitate
transaction;
a. Reduction of freight chargesand fees to a minimum level.
In addition, railway-facilities were improvedpenere trains were
run, traffic was expedited and through traffic services were established
among the railways.
Formerly, there had been no uniform regulations governing the
through traffic among the railway lines in Manchuria* The railway staff
workers were incompetent in operating through traffic. In February 1935
a centralized system was established for the distribution"of freight
cars among the railways and the former car lending and borrowing system
was abolished. As a result, transportation efficiency was improved.
Freight transportation facilities at the terminals were improved, more
cars were added and safety measures were taken. For traffic safety, a
training program was given to the railway workers.
The South Manchuria Railway Company also included warehousing
as one of its business operations. In fact, it operated the mixed ware-
house system since December 1919 throughout the railways under its
control* That warehouse system was then applied to all the railways in
Manchuria after the South Manchurian Railway Corporation became the only
administrator of railways in that area. It contributed very much to the
marketing of agricultural products in Manchuria.
The so-called mixed warehouse system worked in following
manner: upon the application for storage space submitted by the owner
of merchandise, the railway examined the goods and issued accordingly
a warehouse invoice with which after a certain time had elapsed, the
owner or the holder of the invoice might draw the same kind and the
same amount of merchandise from an appointed warehouse, Before the
goods were collected, the warehouse invoice might be used as a mortgage
for loan* Such a system oCfered great advantages to both the railways
and the shippers. It contributed towards the improvement of the quality
of the farm products (including mainly mybean? soybean cakes, wheat
and bean oil) and to the increase of their commercial value.
Formerly, the number of warehouses attached to various stations
of the railway lines was negligible* As the number of warehouses in-
creased, the warehousing business brought much desirable effect on the
development of resources and a commercial trade.
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B. The Policy Toward Freight Rates
The cost of transportation was considered as one of the
important issues in transportation.
A description of the rate structure after the establishment of
a centralized control system is given below:
1. Policy on Railway Rates Under the General Railway
Administration:
Any change in railway rates affected the social
economy. It affected also the financial situation which was critical
at the early days of the General Railway Administrations. Soon after
the Genera]. Railway Administration was founded, the old rate was still
in use. However, a study of the railway rate structure was under way.
After two years of investigation and in February 1936 a uniform
passenger freight rate schedule was adopted.
a. IMPAINatEiltIS
The basic rates once established dm the four main
lines were abolished and replaced by rates in proportion to distance.
The new rates were formulated on the basis of the:oldr?rates in ChangchuD-
Tumen Line. The purpose of choosing those rates as a basis for the new
.rates was to lighten the burden of traveling in the inland of Manchuria.
2. Freight Transportation Rate
When the General Railway Administration took over the
national lines under its management, there were four seta of freight
transportation rates, as follows:
TABLE 69
RAILWAY PASSENGER RATE PER HEAD ER KILOMETER, REVISED IN FEBRUARY 1936
(In cent fi./100 of Chineseyuati)
First- Second-
Third-
First-
Second-
class
Third-
Old Rate
class class
class
class
lIngai_
class
Mukden-ShanAlai-
kuan Area
4.5
3.0
1.5
300
200
100
? Chiang-chitin-
1'11.1-men Area
4.6
342
1.8
255
177
100 .
Area
4.8
3.1
2.1
228
147
100
Other Areas
5.0
3.0
2.0
250
150
100
New Rate:
For All Areas
5.0
3.0
1.8
277
166
100
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TABLE 70
RAILWAY FREIGHT RATE (PERICTIOMETER) IN MANCHURIA IN 1933
lat,-Class
1/10 Cent
2nd-Class
1/10 cent
3rd-Class
1/10 cent,
4th-Class
1/10 cent
5th-Class
1/10 cent
6th-Class
1/10 cent
Remarks
Ch'angeh'un-Ttumen Line
Less-than-carload
7.0
6.0
5.0
4.0
3.0
2.0
Unit for
Full carload
Barbin-Pei-an Line
60.0
50.0
40.0
30.0
20.0
15.0
less-than-
carload
Less-than-carload ?
8.0
7.0
6.0
5.5
4.5
4.0
freight,
Full carload
70.0
60.0
50.0
45.0
35.0
30.0
100 kilo-
gram, for
Htkden-Shanhai-kuan Line
' one full
Less-than-carload
Full carload
Other Lines
7.8
60.0
6.6
51.0
5.4
42.0
4.3
32.0
3.1
23.0
1.9
14.0
carload,
one metric
ton
less-than-carload
7.5
6.5
5.5
4.5
4.0
3.5
1-11 carload
65.0
55.0
45.0
35.0
30.0
25.0
Rote: Freight charges along the Mukden-Shan-hai-kuan lime graduated at a regressive rate as to distance.
The figures in the table were calculated on a distance of 300 kilometers.
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In September, 1934, when the La,-fa-Harbin Line was put into opera-
tion, the freight rate of transportation at the Harbin-Pei-an Line was
lowered to the same level with that of other lines (Chlang-chun-Tlu-men
Line and Mukden-Shan-hai-kuan Line). The objective of rate reduction
was to lighten the burden of the Chinese living in the national border
area. Consequently, there were three freight rate schedules as compared
with four schedules previously.
At the end of March, 1935, before the Chinese Eastern Railway Was
taken over by Manchukuo, it had had three freight rate schedules as
follows:
1. A rate schedule for local freight;
2. A rate schedule for freight connected to the Southern
Manchuria Railway;
3. A rate schedule for freight using the Ussuri Railway Line.
The second rate schedule was the highest: While the third was the
lowest in comparison. The third schedule was a set of discrimination
rates in favor of the freight going to or from Vladivostok. After the
Chinese Eastern Railway was taken by Manchukuo, its freight rate was
reduced to the same level as the national lines unier the control of
Manchukuo. The reduction of rates applied also to the transport of
industrial resources in North Manchuria. Although the General Railway
Administration suffered a loss of 6,000,000 yuan, because of rate reduc-
tion, yet the beneficial effects on industry were immense.
The new railway rate structure was determined after two years of
study on its effect on industrial development and a railway expansion.
The rate reduction introduced in February 1936 caused the railway to
lose 4,5000000 yuan annually. The purpose of the revision of the rate
structure was as follows:
L. Replacement of the treble local rate system and progress
reduction of rate for long-distance freight.
Consistent with the objective of a centralized management
administrative system, the freight rates which varied with districts .
(comprising the Chiang-ch'un-Ttu-men Line, the Mukden Shan-hai-kuan
Line, and other lines) were abolishedvand the minimum rate practiced
along the Chlang-ch'un-Tlu-men Line was used as a standard rate for all
the railway lines in Manchuria. In addition, the new rate was regressive
as to distance as compared with the formerly straightline proportional
rate. (The Mukden-Shan-hai-kuan Line was excluded from the new system).
Subsequently, the favorable rate for long-distance freight produced
excellent results far the exploitation of the hinterland of Manchuria.
2. Establishment of a special rate for encouraging the
development of the hinterland of Manchuria.
Freight originated at or beyond stations located in the
national border, Hai-lun, Chli-ch'i-ha-erh, Fu-la-erh-chi
or freight destined to some stations near the sea ports like Ta-hup-Shan,
Mukden, Tou-men? Shang-san-feng were given an extremely law rate in
order that the exploitation of hinterland might be facilitated.
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3. Revision of old regulations and reclassification of goods.
Since the revision the rates in Manchukuo achieved a '
unified rate structure. However, the "corporation lines" under the
control of the Southern Manchurian Railway Corporation had not taken the
same step toward rate reduction for fear of losses.
TABLE 71
A COUPARISCO OF FREIGHT RATES BETWEEN THE MANCHUKUO RAILWAY LINES
AND LINES UNDER THE ODNIROL OF THE
SOUTH MANCHURIA RAILWAY COMPANY
Less?than?carload (per 100 Kilograms)?
let 2nd 3rd 1th th 6th
Class Class Class Class Class Class
Corporation
Lines 0,85 0.72 0.58 0.45 0.31 0.26
National
Lines 1.00 0.84 0.65 0.50 0.38 0.28
Full carload(pr ton
let 2nd 3rd 14th 5th . 6th
Class Class Class Class Class Class
Corporation
Lines 5.5 4.7 3.8 2.9 2.0 1.6
National
Lines 6.7. 5.4 4.2 3.2 2.4 1.7
The above figures: were based upon the regressive rate according to
distance from 200 kilometers up.
The freight rate in the railways under the control of the South
Manchuria Railway Company had been raised in 1919 when the first World
War just ended. The rise was due to high prices and high wages.
(Figures are given in Table 72.) The rate schedule was revised in sub?
sequent years on the basis of the metric system. Up to 1936, the rates
remained unchanged.
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TABLE 72
BASIC FREIGHT RATE OF THE SOUTH MANCHURIA RATINLY COWAN!
1919-1935
(Unit: Cent or 1/100 yuan)
1-100 miles
101-200 miles
201-400 miles
Beyond 401 miles
1-100 miles'
101-200 miles
201-400 miles
Beyond 401 miles
Less-than-carload
T.Frt?TT?n?Tna?Veir-
Viass Class Class Class
0.625 0.500
0.600 aateo
0.575 0.460
0.590 0.440
' 1st
Class
0.375
0.360
0.345
0.330
Full Carload
0.250
0.240
0.230
0.220
2nd ?5271-77ir
Class Class, Class
5.000 3.750 2.500
4.800 3.600 2.400
4.600 3.450 2.300
4.400 3.300 3.200
In 1936 when Manchukuo standardized the freight rate the South
Manchuria Railway Company also changed its rate schedule for the
company lines. To help develop natural resources, the company did its
best to revise its rate schedule on the basis of the schedule adopted
by the national lines. The revision (made in February 1936) consisted
of the following provisions:
?. A. Ordinary Rate
1. Classification of Goods. Manchukuo reclassified goods into
six categories as compared with four previously:
1st 2nd
Class Class
Chief Items Camera Measur-
Musical ing
Instru- Instru-
ment mants
3rd
class
4th
Class
Cotton Soybeans,
threads, Rice,
Cotton Maize
Articles Fruits,
Cars, Iron &
Sheep wool Malcta
5th 6th
Class Class
Iron &
Steel
Coal,
Paper
Pulp,
Vegetables
Mineral
Ores
and
rocks
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2. Long-distance freight rate was reduced at a greater rate.
Seven percent reduction, was applied to each 100 kilometers beginning
from the. second 100 kilometers.
3. The basic rate was modified as follows:
Class Class Class Class Class Class Remarks
:A B C D E F
1111/?????????????m/sItay?
Full carload
freight per
ton per
kilometer 5.50 4.58 3.66 2.74 1.82 1.40 Unit: cent
Notes A service fee was Also required: 10 cents per 100
kilometers for less-than-carload freight and 55 cents
per ton for full -carload freight.
The rate for less-than carload- freight was 1.5 tithes
of the full carload freight rate.
it. Changes of the method of ()amputation. The basic unit of
two kilometers used in rate ccmputation was modified. The basid unit
for rate computation varied with distance. It was 2 kilometers for
freight to be transported within 100 kilometers 5 kilometers for the
distance between 101 and 500 kilometers and 10 kilometers for the
distance between 501 and 1,000 kilometers.
5. The revised freight rate schedule consisted of three.
different rates: the ordinary, the special and the reduced rates.
It was provided that with the exception of very special cases such as
the freight arrived from or delivered to overseas, there would be no
reduction of freight charges in the special rate schedule.
B. Special Rates
? The special rates practiced by the South Manchuria Railway
Company applied to:
1. Goods arriving at or criginating from ports;
2. Le:1.1y necessities;
3. Construction materials
These three categories of special rates covered a great varietY
of goods, especially the first category of rates.
The so-called special rates for goods arriving at an originating
from Dairen, Port Arthur, Yingkaw and Antung by the railway lines. They .
were part of the policy for the development of harbors, end were
practiced soon after the South Manchuria Railway Company was founded.
In February 1936 when the freight rates were revised agricultural pro-
ducts delivered to the ports in Southern Manchuria and in North Korea
were also covered by special rates. This was taken as a measure to en,-
courage the transport of agricultural products.
One point worthy of notice was that in the revision of freight
rates effective February 1936, a lower rate was applied to the less-than
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carload freight above 5,000 kilograms in order that the transport of
groceries would be faallitated.
Freight Rate Policy of Manchukuo .During the Period of the
General Railroad Administration.
In October 1937 the Puppet Manchukuo abolished the General
Railway Administration and replaced it with the General Railroad
Administration, The purpose of the reorganization was to put the
national lines and the corporation lines formerly under the management
of the South Manchuria Railway Company under the control of the General
Railroad Administration. In the same year the Manchukuo regime im-
plemonted its first five-year plan industrial development, the
Loukouchiao Incident took place. Also in the same year in order to meet
the new situations the General Railroad Administration adopted a freight
rate which applied to all railway lines under its control and those
under the Korean Railway Corporation for developing the national resources
in North Manchuria, for expanding commerce and industry and for stimulat-
ing the trade relations with foreign countries. The passenger rate was
also revised in December 1940.
. As a consequence of the Pacific War, the Manchurian economy
was greatly weakened. Thus, the freight rate was raised repeatedly in
the subsequent years.
Passenger Rates
The war of emergency put more restiiction on passenger trans-
portation than on freight. transportation. This was because of the fact
that the decrease of income from freight transportation forced the
government to raise the passenger rate (passenger rates are listed in
Table 73 below.) Measures for the unification of passenger rates
throughout Manchuria were taken in December 1940.
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>
TABLE 73 "0
> 13
-0 3
-0 <
3 PASSENGER RATES (PER KILOIeTERS) UNDER THE GENERAL RAILROAD CD
< a
CD -n
a MINISTRATION BY YEARS (IN JAPANESE CENTS)
9
-n 1
91 X
CD
X CT
27 First Class Second Class Third Class a)
() Date of u)
a) CD
U)?%
cp c.o
" Year Corporation Lines National Lines Corporation Lines National Lines Corporation Lines National Lines Revision c.o
c.o c.o
co 8
co co
1 a
1936 4 Feb 1936.4 5.0 2.8 3.0 1.55 1.8 oi
I ? ? 1940 5.0 3.0 1.8 1 Dec 19140 0
0 17.
F. 1942 6.0 4.0 2.1 1 Apr 1911.2 073
2.6 1 Apr 190 -0
0 1910 6.5 4.5 -4
-0
5.5 1 Jan 19/44 co
c":40191111 2.2.0 9.0 cb
GI
c...) a
-% CD
a >
CD a
> a
_%
a
a -4
_% a
-4 a
a a
a _%
aa
_% a
a a
a oo
a LI
oo
za
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1421411212!
After the revision of the freight rates in 1936 by the General
Railway Administration, the corporation lines under the management of the
South Manchuria Railway Company and the national lines under the General
Railway Administration and the Korean Railway Company have respectively
their own rate schedules. Since the establishment of the General Rail-
road Administration in Malchuria railway administration was unified. In
order to meet the new political situation to exploit natural resources
anclto introduce the five?year industrial development plan, the General
Office greatly reduced the rates and drastically reformed the structure
of freight charges in October 1938. The purpose of this revision was
given below,
1. To establish a Single Unified Freight Rate
The company lines formerly under the control of the South
Manchuria Railway Company, the national lines under the management of the
Manchukuo regime and the railway lines in Korea adopted a single, unified
freight rate. A main feature of the uniform rate was that the charges
decreased proportionally as the mileage increased,
24 To facilitate Industrial Development
In order to coordinate with Manchukuo's policies of resource
development centering on the north, of fostering the heavy industry and
of expanding foreign trade, the railway administration adopted a freight
rate which decreased as the distance increased. In addition a very low
rate applied to some vital materials. As a result, the annual deficit
arising from the low?rate policy amounted to 20,000,000 yen, About 75
percent of the freight received a special rate. Freight rates for cereals,
coal, minerals, lumber and livestock were extremely low,
A flat rate of 23 yen per ton applied to the transport of
cereals, Freight rates for the other four categories of goods mentioned
the last paragraph decreased proportionally as the distance increased.
This was obviously a measure for facilitating the economic resources in
the hinterland of Manchuria. The previous rate schedule for goods pro?
duced at the border areas was abolished as the new rates came into effect.
Readjustment of Loading and Unloading Charges in the Ports
and Harbors;
Special rates for loading and unloading goods in Dairen
and An?tung were abolished except those governing the transportation of
the evort cereals and the imports, Furthermore, goods transported to
the three North Korean ports were charged at a minimum rate regardless
of distance in order to utilize fully the port facilities there,
In compliance with the policies listed above, the new
revision provided;
1. A new classification of freight;
2. Specially reduced rates for goods receivedfrom or destined
to Kuantung Province and were transported over 120 kiloMeters in
distance;
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. 3. A 25 percent discount applied to the less-than-carload .
freight weighing more than 2 tons apiece;
4. There were four categories of goods in the new revised
schedule as compared with four for the corporation lines and six for
the national lines. The basic freight rate used previously by the
corporation lines was preserved in the revised schedule since it was a
lower rate. In Order to avoid drastic changes in freight operation,
the formerly fifth and sixth categories of the Manchukuo 's national
lines were covered by a special low rate.
The volume of freight increased greatly in the subsequent
years as the agriculture, industry and government enterprises rapidly
developed. The composition of railway freight also showed a great
change. More than half of the long-distance freight consisted of coal
and minerals which paid very low freight charges. Thus the income from
freight operations per ton per mile decreased (see the next section on
railway transportation accomplishment) despite the increase in freight
volume. On the other hand, the expenditures of the railways sharply
increased because of the mar, the high wages and high prices.
Since the freight rate played an important role in the
determination of the general prices, Manchukuo strictly opposed to the
raising of freight rate. Instead, it increased the passenger rate in
order to compensate the losses from freight operations. This marked
great change in the railroad operations in Manchuria, for the rail-
road depended now mainly on passenger traffic as a main source of
revenue rather than on freight traffic as it did in the past. Several
new provisions were made with regard to freight rate, including:
1. The maiginal mileage above which a proportional de-
creasing rate would be applied was changed from previously 120 kilo-
meters to now 80 kilometers;
2. A 15 percent discount applied to the less-than-carload
freight weighing more than 5 metric tons apiece as compared with 25
percent and 2 metric tans apiece previously stipulated.
Another revision an freight rate was made in January 1942 as a
consequence of rising wages and other costs of operation. The new
revision included the following changes:
1. Basic freight rate included the less-than-carload -
freight rate and the full-carload freight rate. The less-than-carload
freight rate consisted of the ordinary, the weighed and the discount
rates. The full-carload freight rate consisted of the ordinary and the
discount (discount according to types of goods or a straight-line dis-
count rate) rate.
Basic,
rate
The new basic rate may be tabulated as follows:
Less-thancarload
(cent per 100 kilograms)
let 2nd 3rd 4th
Class Class Class Class
1.20 0.85 0.55 0033
Full-carload
(cent per ton per 100 kilometers)
1st 2nd 3rd 4th
Class Class Class Class
6.00 4.40 3.00 2.00
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2. The following gives a comparison of the distance used
as a unit for computing freight charges before and after the revision:
Limits:
Minimum
unit before
-100 -SOO -1,000 -2,000 4.2,000
kilometers kilometers kilometers kilometers kilometers
5 10
20
40 50
revision
kilometers kilometers
kilometers
kilometers kilometers
After
25
50
100
revision
kilometers
kilometers
kilometers
3. The minimum freight weight WAS 50 kilograms and the
minimum chargewas one yuan.
Provisions concerning the full-carload freight in the new
revision included:
1. A revision of the basic rate (see above table)
2. Full-carload freight must have a minimum weight of
21 metric tons as compared with 18 tons previously (except domestic
:animals and explosives)
3. The minimum charge for one carload (30 tons) was 80
The newly revised freight regulation suspenied the following
freights fram the list of goods applicable for special discount rate:
1. Merchandises farm tools and exhibit articles originated
from or delivered at the former Kwantung Leased. Territory.
2. Cereals, timber and charcoal originated from or
delivered to An -tungs rice and timber originated from North Korean rail-
ways and merchandise originated from or delivered at Najin.
Discount rates for the following goods were revised in the new
regulations Minerals including magnesium, alkali minerals and limestones
rocks and marble, railroad ties and telephone poles.
A merchandise to which the ordinary basic freight rate for the
less-than-carload freight applied was charged in the same rate regard-
less of its grade. Freight rate for valuable goods was twice as much as
ordinary goods and that for explosives was 5 to lo times as great as that
for ordinary goods.
Miscellaneous freight charges including pick-up and delivery
fees, unloading fees and guard fees were increased in the new regulation.
In subsequent years as the war situation became worse and sea .
transportation met with more difficulties, railway traffic increased
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tremendously* Because the freight rate was low, railway income de-
clined further. In order to put each operating department of the rail-
way into good shape financially, the South Manchurian Railway Corpora-
tion again revised its passenger and freight rates in January 1945.
The revision covered the following changes:
1. The basic freight rate for ]ss-than-carload goods
was 1 cent per kilogram per 100 kilometers regardless of grades;
2. Service charge for 2e ss-than-carload goods was 50
cents per 100 kilograms and 2 yen per ton for full-carload goods (one
yuan for goods to which the categorical discount rate applied).
The new revision further lowered the discount rate fox' long-
distance transport of less-than-carload goods.
Other features of the new regulation included:
1. Freight charge for less-than-carload daily necessities
Was 50 percent oft from the ordinary freight rata and
2. The minimum charge on goods originated from or de-
livered at Dairen was eliminated.
Section 6. Accomplishment of RaiIwaLlransportation
Railway transportation records established under this centralized
management system were excellent. This is shown by Tables 74 and 75.
Passenger Transportation
1. Data on Passenger Transportation
Data on passenger transportation (excluding the corporation
lines under the direct control of the South Manchuria Railway Company
and the railway lines under private ownership) between 1934-1944 are
shOul in Table 74:
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>
-0
-0
3 TABLE 74
<
cs
a DATA ON PASSENGER TROSPORTATION IN MANOINBIA? 1934-1944
-n
91 (Data on the Company lines and Those Under Private Ownership Not Included)
X
CD
(T)
a)
u) ftpleALert2_ Passenger-km Income from Passenger Car Operation
o)
- c.o
c.o
Ye a.r 1,000 Kilometers Index Annual Increase 1,000 Kilometers Index Annual Increase Income in 1,000 Yen Index Annual Increase
c.o
a
oo
r..1 1934 23,676 100 2,285,600 100 38,365 100
cn g
3.935 1 29,295 124 24 2,818,182 123 23 50,581 132 32
> ,
*1 1936 33,226 140 13 3,319,922 145 18 57,972 151 15
0
-0 - 1937 38,428 162 15 4,130,027 181 24 69,339 181 20
?-?1
03
cb 1938 50,051 211 30 5,448,798 239 32 94,538 247 36
GI
a 1939 75,967 321 50 8,90,888 373 57 147,277 384 56
c.o
>
a 1940 97,822 413 29 10,536,602 461 24 190,685 497 27
a
?-?1 1941 103,774 438 6 11,005,706 482 4 222,623 580 16
a
a
a
1942 132,154 558 27 14,034,768 613 27 306,909 800 38
a
a
a 3.943 163,555 691 St 16,720,528 732 19 435,717 1,136 42
oo
to
1944 170,050 718 4 17,377,552 760 6 603.,331 1,568 38
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Table 75. DATA ON PASSENGER TRANSPORTATION IN THE COMPANY u1na3 UNDER THE KARAM=
OF THE SOUTH MAICHURIA RAIIMAY COMPANY AND THE NATIONAL LINES UNDER THE CONTROL OF MANCHUKUO
Year
(1,000
kilometers)
Index
Annual
In-
crease
Income
in 1,000
Yen
Index
Annual
In-
crease
(1,000
kilometers)
?
Index
Rate
of In.
crease
Income
in 1,000
Yen
Index
Annual
In-
crease
1934
1,116,144
100
18,400
100
1,169,456
100
19,000
100
1935
1,531,548
137
37
27,500
150
50
11213,681
104
4
22,600
119
19
1936
1,754,754
157
14
30,100
163
9
1,473,293
126
21
26,400
139
17
1937
1,900, 144
170
8
51,000
169
4
2,119,878
181
44
36,500
192
38
1938
2,654,652
238
40
43,300
256
4o
2,645,533
226
25
48,800
257
34
1939
30985,871
357
50
66,000
359
52
4,324,242
370
64
772800
410
54
1940
4,724, 897
423
19
84,000
459
27
5,634,129
482
30
3.04,000
547
33
1941
4,996,483
448
6
ioo 600
537
18
5,885,142
504
32
119,600
630
15
1942
6,265,546
562
25
140,100
762
42
7,616,838
652
29
163,300
860
36
1943
7,2160876
674
15
192,500
1,045
37
9,338,625
798
22
238,800
1,257
46
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
. Development of Passenger Transportation
After the 41enchekuo regime was founded in 1933, all the
national railways ih Manchuria were entrusteliwith the South Manchuria
Company for centralized eontrol. In October of the same year the rail-
way in North Korea were also operated by the compeny. Since then
through-traffic service was established between Najin and Ch'eng-ch en.
Through-traffic service for all the railways in Manchuria and
in North Korean was established in March 1934 soon after the South
Manchuria Railway Company succeeded in standardizing the traffic regula-
tions. In June 1934 the Eastern Travel Bureau was established for the
service of travelers. Through-traffic service opened in July 1934
between MUkden and Peiping. The Asian Express train operated in
September after a double track was built between Chlang-ch'un and
Dairen. The Light Express train operated in November 1934 between
Chlang-chlun and Pusan. Since then traveling was more convenient than
ever.
In March 1935 the controversial Chinese-Eastern Railway was
taken over by Manchukuo. This in effect enabled the railways in
Manchuria to make contacts with the railways in Europe. In September
1935 the Asian Express reached Harbin. More railways were Wilt in the
same year. Transportation in Manchuria grew rapidly. Nair Port was
opened to traffic also in 1935.
In October 1936 the national lines of Manchukuo and the corpora-
tion lines of the South Manchuria Railway Company were put under a
centralized control system. The transportation system in Manchuria
began to be unified. The Harbin-Lu-p'in Railway charged from a
previously narrow-gauge to a standard-gauge railway. The wide-gauge
Harbin-5u-mg-ho Railway was also converted into a standard railroad
in June 1937, Subsequently, all the railuays in Manchuria were
standardized and the passenger and freight traffic operated smoothly.
As the, Manchukuo regime implemented its first five-year in-
dustrial development plan in 1937, it stepped up railway construction.
Heavy industry began to grow and the passenger traffic in railroads in-
creased greatly owing to the frequent movement of labor. Since peace
and order was restored in the border area, Japanese and Chinese flocked
to that area, As a result railroad passenger traffic continued to be
heavy. At the eve of the Lou-kou-chiiao Incident traffic increased
very rapidly.
In 1938 traffic between Manchuria, North china and Japan was
very heavy. Laborers from North China and members of the Oapenese Young
Pioneers continued to pour into Manchuria. As a result, railroad
passenger traffic showed a 30 percent iecease over the pest year. In
view of the increase in the number of papsengers, the railway authorities
suepended part cf their discount rates and restricted the issuance of
free tickets. This probebly did not sclve much of the difficulties in
traffic operations awing to the heavy volume of military M'affice
In 1939 more and Rpre laborers migrated into Menchuria from
North China, Japan and Kerea including members of the Yeung Pioneers as
a result of the rapid development of railroad and industry. Traffic
between North China, Japan and Korea was extremely heavy. Short-distance
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traffic also increased greatly in Manchuria. The number of railroad
passengers showed an increase of 50 percent over previous year. In
order to reduce traffic jams, the issuance of free traveling tickets to
railway workers and their independents was further restricted. Special
discount for group traveling was also suspended. Train schedules were
revised and train speed was reduced so as to increase the capacity of
the railways. Furthermore, railway workers were trained so that they
may lead the public to the observing of public spirit in time of
difficulties. The railway operating mileage in that year amounted to
10,000 kilometers in October 1939.
In 1940 the rate of passenger increase was smaller than
previous year although there wasan absolute increase. In the same
year the basic freight and passenger rates in the corporation lines
were adjusted to keep in line with those in the national lines. In
July 1940 the railway-between Chongjin and San-feng (134 kilometers)
and the Hui-ning Coal Mining Line (11 kilometers) were returned to the
Governor of Korea and thereby-relieving the Manchukuo 's responsibilities
in running them.
1941 was the last year of Manchukuo 's first five-year in-
dustrial development plan. In June Germany attacked Russia and in
December the Pacific War broke out. Manchukuo stepped up its efforts
to improve the capacity of the railroad. It cancelled the pullman cars
and dining cars. Traveling was indeed greatly restricted as the govern-
ment issued in the preceding year regulations governing foreign ex-
change. The number of immigrants from North China decreased. The
number of Japanese passengers also decreased since the passengers were
required to take boats appointed by the government. The sinking of the ?
Piki Steamer by torpedo in November discouraged traveling further. This
railroad passenger traffic showed an increase of 6 percent only over the
preceding year. However, revenue from passenger cars operation stowed
16 percent increase owing to the increase in passenger rate.
In 1942 passenger traffic revived despite the fact that freight
traffic was depressed. In the second half of 1942 the old time schedules
for passenger trains were restored. More passenger trains were run.
But the number of operating passenger trains declined again in January
1943 because the railways were busy in shipping war materials to Japan.
Railway passenger traffic showed an increase of 27 percent and income
from passenger operation increased by 38 percent over previous year.
In 1943 the freight traffic increased tremendously as a result
of war mobilization and the shifting of ocean transportation to land
transportation. For three times passenger service was suspended which
involved a mileage of 114,000 kilometers. Passenger traveling met with
more difficulties. The number of express train tickets was limited.
Passenger regulation was tightened. Luggage was restricted. More cars
were added to each passenger carrying train. Number of passengers in
that year increased by 24 percent over last year. The index of passenger
seat utilization rate was 73 percent in the preceding year and was 82
percent this year. As a result of the two boosts in fare in April 1943
and in January 19442 income from passenger train operations for the
fiscal year 1943-1944 increased 42 percent over the preceding year.
In August 1944 the Manchukuo Government declared the Emergency
Railway Transportation Regulation for the Decisive Year. The volume of
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war materials transported increased greatly. Owing to the threat of air
raid in the south, passenger traffic was further limited. Despite this,
the number of passengers transported in that year amounted to 17,005,000
and the income from passenger car operations was 60,133,000 yen. Both
were the highest records in the railway history of Manchuria.
3. An Analysis Of the Passenger Traffic by Types of Cars.
From the standpoint of types of passenger Cars, the in-
crease in the number of third-class-car passengers was most conspicuous.
The next greatest increase was the second-car passengers. The number
of railway passengers in 1944 was three times of that in 1937. Each
year more and more people used second-class passenger cars. Thus the
second-class car passengers constituted only 17 percent of the total
passengers in 1937, but constituted hp percent in 1944.
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-0
-0
3
CD
O.
-n
CD
73
(1)
CD
W
W
cio
0
03
(71
0
71
03
Cia
0
0
0
0
0
CO
la
First ClasS
Year Passengers Index
1937 37,992 100
1938 48,555 128
1939 72,635 191
1940 96,960 255
1941 96,732 255
1942 1150511 304
1943 158,788 416
1944 289,673 762
Table 76. PASSENGERS CLASSIFIED ACCORDING TO TYPES OF CARS
Second Class
Passengers Index
648,460 100
9630768 149
10832,469 283
3,076,290 474
3,493,227 540
4,349,190 672
6,192,408 954
8,412,143 1,300
Third Class
Passengers Index
37,742,341 100
49,0380230 130
74,062,108 196
940648,927 251
100,186,697 265
127,688,850 338
157,203,932 415
161,347,556 427
? Totals
Passengers Index
38,429,793 100 0.1 1.7 98.2 loo
50,0500553 130 0.1 1.9 98.0 100
75,967,212 198 0.1 2.4 97.5 loo
97,822,177 255 0.1 3.1 96.8 100
1030776,656 270 0.1 3.4 96.5100
_ _
132,153,551 344 0.1 3.3 96.6 100
1630555,128 426 0.1 3.8 96.1 loo
170,049,572 441 0.2 4.9 94.9 100
Ratios Between
-Different Classes
1st 2d 3d Total
-0
-0
CD
O.
-n
CD
CD
Cl)
CD
CO
0
CO
Cr'
0
-4
oo
-a,
0
CO
0
0
-a,
-4
0
0
0
-a.
0
0
0
03
G3
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4. Passenger-seat Mileage
Table 77-A shows the.passenger-kilmmeters and the passenger-
seat-kilometers by years.
Table 77-A. PASSENGER-KILOMETERS AND PASSENGER-SFAT-KILOMETFRS BY YEARS
(in 1,000,000 kilometers)
Year
Passenger-Kilometers by .
? Types of Car ?
Passenger-Seat-Kill:Meters by
Types of Car
First
Class
Second
Class
Third
Class
Total
First
Class
Second
Mass'
Third
'Class
Total
1937
17
173
3,940
11,130
322
1,255
8,713
10,290
1.938
21
259
5,168
5,448
318
1,4?8.
10,231
11,967
1939
35
461
8,134
8,530
353
1,650
12,225
14 228
1940
47
666
9,823
10,536
300
1,489
14,604
16,693
1941
43
717
10,245
11,005
241
1,648
14,670
16,559
1942
50
'861
13,123
14,034-
271
2,045
170010
19,325
1943
68
1,161
15,491
16,720
30
11,413
17,698
20,420
1944
117
1,512
15,748
17,377
Table 77-B shows the increase of passenger-kilometers and
passenger-seat-kilometers since 1937.
Table 77-B: INDEX OF PASSENGER-KILOMETERS AND
PASSENGER-SEAT-KILOMETERS '
Year
Passenger Mileage Index
Passenger-Seat Mileage Index
First
Class
Second
Class
Third
Class
Total
First
Class
Second
Class
Third
Class
Total
aromminme
woo....momirs.
rawn......m..4
O.M.......
1937
loo
loo
loo
loo
loo
loo
loo
loo
1938
_126
151
131
' 132
98
113
117
116
3.939
210
268
203
209 ,
109
131
141
138
1940
261
387
248
255
93
142
168
162
1941
281
, 417
260
266
75
131
168
161
1942
298
502
333
340
84
163
195
188
1943
408
676
392
4o5
96
192
203
198
1944
702
880
419
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Approved For Release 999/08/25 : CIA-RDP78-03109A001700010008-3
The above Tables she* that the passenger?seat?kilometers in?
creased much faster than the passengep4cilometers. The passenger-seat
utilization rate was average 70 percent, The third-class-passenger-seat
utilization rate increased by 80 percent in 1944. The overcrowded
condition in passenger trains 1.8 very 4111144144tt
Table 78 shows the efficiency in th4 44e of passenger seats
and the number of passenger cars,
TABLE 48. PASSENGER-#AT UTILIZATION RATE)
Year
First
Class
Cars
Second Third
Class Claes
Cars Cars_
Total
Passenger Cars 44
Number of
Cars Index
0Per4t*PP
-Aate Of
lAguag
1937
5
14
45
40
1,701
100
1938
7
18
50
46
2,109
124.
1,24
1939
10
28
66
60
2,239
132
4
1940
26
37
67
63
2,404
141
9
1941
le
43
70
, 66
2,609
153
8 ,
2942
18
42
77
73
2,814
166
:$
1934
22
.48
88
2
2,984
175
2
5 Average Traveling Mi sage Per PaSsenger
The average travelin mileago by a. person by types of
passenger car is shown in Table 79.
TAME 79. AVERAGE VELING MR$011FER PASSENGER
Kilometer Per Passenger Indet
First Second Third First
Year class Class Class Average Class
100
99
109
aao
102
98
98
1937
440
266
144
107:
1938
436
259
105
108
1939
482,
252
108
112'
1940
, 483
216
103
107
1941
449
205
102
106
1942
433
198
102
106
1943
429
187
98
102
-289-
Second
Class-
Third
0440 Aworege
100
1919
-11410
A02
101
141
95
1Q4
104
431
39
NO
;77
9t
99
75
98
99
71
94
95
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
The above table shows that the average passenger-kilometers for
second class cars dropped since 1939. This may be explained in the
fact that the general economic condition in Manchuria was improved
since 1939 and short-distance traveling increased. Since 19111 the
average traveling mileage per passenger had greatly decreased because
there were many difficulties in traveling and because the discount
rates for long-distance traveling and for group traveling were
suspended.
6. Income for the Passenger-Train Operations
1. The basic passenger rates during the period under
the South Manchuria Railway Company are given in Table 80.
TABLE 80
PASSENGER RATE (1/100 YEN PER KILOMETER PER PASSENGER) BY YEARS
Corpor- Corpor-
ation National ation National
Year Lines Limes ' Lines Lines
Corpor-
ation
Lines Lines
National
1933 i4.4. 5.0-4.5 2.8 3.2-3.0 1.55 2.1-1.5
1936 4,4 500
1940 5.0 5.0
1942 6.0
1943 6.5
1944 12.0
and from
2.8 3.0
3.2 3.2
4.0
4.5
9.0
Remarks
Beginning
of the
central-
ized con-
trol era
1.55 1.8 Revised
February 1
1.8 1.8 Revised
Decesiber 1
2.1 ? Revised
April 1
2.6 Revised
Arill
5.5 Revised
January 1
2. Income from passenger tickets of different classes
coaches and other related data are shown in Table 81.
ffee table on following pageg
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Year
Table 81. RAJIMAY
Income7Fram Passenger Cars
(in 10,000 yen)
INCOME FROM PASSENGER-CAR
Index
of In-
Income come
From From First
Coaches Coaches Class
OPERATIONS BY
Index
YEARS
Total
First
Class
Percent
Third
Class
73
73
CD
CL
-n
First Second Third
Class Class Class Total
Second
Class
Third
Class
Second
Class
1937
59
404
5,527
5,990
6,934
100
100
100
100
100
0.9
6.8
92.3
1938
76
607
7,420
8,103
6,454
136
128
150
134
158
0.9
7.5
91.6
CD
CT
1939
130
1,093
11,750
12,973
14,727
212
220
270
213
217
1.0
90.6
Cl)
CD
1940
195
1,736
15,313
170244
19,067
275
330
429
277
288
1.1
10.1
88.8
CO
1941
205
2,217
17,676
20,098
22,262
321
348
547
319
v:.0
CO
CO
1942
274
3,161
23,810
27,246
30,691
443
467
783
433
455
1.0
11.6
87.4
K3
010
1943
410
4,794
34,583
39,787
43,571
628
697
1,185
627
664
1.0
1.0
87.0
1944
878
8,388
48,296
57,562
60,133
667
1,490
2,075
878
958
1.5
14.6
ee.9
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Although the number of passengers increased by 441 percent in
1944) income from passenger cars increased by 958 percent (income
from coach tickets increased by 667 percent). The tremendous in.
crease in the income from passenger car operations was due to the
fact that passenger tickets had been repeatedly increased. The in.-
crease in the nuMber Of passengers did not correspond to the in-
crease in income because the railways modified their discount rates
for group traveling and season tickets,
3. Comparison of income from Freight Traffic and From
Passenger Traffic.
A comparison of the income from freight operations and
from passenger operations is given in Table 82,
TABLE 82
RAILWAY INCOME FROM PASSENGER OPERATIONS AND FROM FREIGHT OPERATIONS
(In 10,000 yen)
Year
Passenger
Trains
Freight
Trains
Total
percent
From Freight
Traine
From Passenger
Trains
1937
6)934
22,664
29,598
23.4
76,6
1938,
9,454
27,551
37,005
25.4
74.6
1939
114,728
32,907
47,635
30.9
69.1
1940,
19,069
31,067
50,136
38.0
62.0
1941
22,262
36,885
59,147
. 37.7
62.3
1942
30,601
42,157
72,848
42.2
57.8
1943
113,572
43,332
86,904
50.2
49.8
1944
6(4133
45,561
105,696
56.9
43.1
AS all the railway lines were built for the exploitation
of the natural resources in Manchuria) the income from freight trans-
portation was much greater than that from passenger operations. Take
for instance in 1937 the income from passenger transportation accounted
for only 23.4 percent of the total income while that from freight
transportation constituted 76.6 percent. It is clear that the income
front the passenger trains was low. However, in the wake of the rise
of industrial and cultural enterprises) income from the passenger trains
had. gradually increased. In 1944 the income from freight traneporta-
tion constituted only 43.1 percent while that from passenger trans-
portation constituted 56.9 ,of the total income.
The increase in the income- from passenger car operations
was mainly due to the repeated ihcreaae in the prices of passenger
tickets. It was also due to the low freight rates. In fact- the
freight rates ? for Manchurian railways were comparatively low) for
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these railWays were primarily pioneer railroads or penetration rail-
roads., Only until the cultural development improved as it did in:
later years that the railways shifted their business operations and
encouraged passenger-train operations,
7. Data on passenger transportation by years.
The following is a table of the number Of .passengers
served in one day per kilometer and the passengersaeat utilization
rates.
TABLE 8 . NUMBER PASSENGERS SERVED BY THE 4A1ICHHRIA.RAILH11S
8
9
10
11
12
13
14
15
IN ONE DAY PER KILOMETER
Occupied Passen-
pr-seats (precut).

Number of Passengers per
Railways Kilometer per Day -
. _ _ ,
Average for
k,096
-82
A111 rail-
ways
Chiang-ch'un-
17)389
80
Dairen Line
Naden-Shan-hai-
kuan Line
134
Oh'ang-eh'un-
11,675
85
Harbin Line
Pin-chiang Lille
110456
4o
An-tung-MUkden.
11,044
95
Line
Ying-k'eu Line
6,424
67
Pu-shun Line
5,864
62
North Korean Line
4,352
67
Port Arthur Line
4,322
69
TU-shu Line
4,176
79
Pin-sui Line
4,125
79
Chlang-chlun Tou-
men Line
4,214
45
Ssu-pling-chli-
chti-ha-erh Line
3,854
BO
Mukden-Kirin Line
3,713
102
Harbin-Pei-an Line
3,618
79
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16 T'u-men-Chia.
mu-ssu Line
17 Hsin-1i-t'un
I-hsien Line
18 Phin,-ohou-Ku-
pei-kou Line
CIA-RDP78-03109A001700010008-3
3,266 69
2,312 Si
2,187 83
19
Chin-chleng Line
2,132
90
20
La-pin Line
2,182
82
21
Chao-klai Line
1,973
93
22
Phi-Pei Line
1,910
69
23
Ping-mei Line
1,882
86
24
North Korea Line
1,820
34
25
Pei-piao Line
1,731
76
26
Hu-lin Line
1,671
67
27
!eh-Peng Line
1,648
97
28
Lo-hung Line
1,567
27
29
Pin-ohou Line
1,512
71
30
Sul-ohia Line
1,510
78
31
Hopeh Line
1,488
93
32
Chlang-pai Line
1,443
70
33 i
Taoheng Line
1,372
73
34
Mei-chi.. Line
1,371
79
35
Chli-ohien Line
10305
60.
36
Pei-hei Line
1,276
50
37
Ch'ing-tao Line
1,267
115
38
Kao-hsin Line
1,242
44
39
ft-Iu-tao Line
1,158
35
140,
Ta-ii-twa Line
1,117
81(
41
H6-kang Line_
940
Si
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42
Ohefoo Line
926
58
43
Ning-huo Line
719
54
44
Lung-feng Line
717
81
45
,
Sui7ning Line
706
42
46
Pai-tu Line
586
43
47
Hsing-ning Line
534
46
48
Heng-shan Line
4o3
68
49
Chtepg-chi .Line
351
46
Table 83 shows that the Chlang-chtun-Dairen Line, the MUkden,..
Shan-hai-kuan Line, the Ohlang-chlun-Harbin Line and the Anm.tung-
UUkden Line are the major railway lines in Manchuria. They have
extension lines of varying lengths. All these railways listed above
form a railway network in Manchuria.
8. Number of Railway Passengers
The number of passengers registered in the major rail-
way stations in Manchuria.
TABLE 84
NUMBER OF PASSENGERS AT THE MAJOR RAILWAY STATIONS IN MANCHURIA
(Unit:
Outgoing
10,000 persons)
Inc oming
Name of Railway
NuMber of
-24-aimmberoftneof'ailvhe
Station
Passengers
Station Passezgera
Mukdeh
1,113
Mukden
1,165
chlang-aftur
-456
Chlang-chtun
455
Dairen
376
Dairen
335
Harbin
321
Harbin
403
Chim-chou
258
Chin-thou
246
Kirin
240
Kirin
241.
An-shan
231
An-shan
237
Mu.tan-chiang
221
Mu-tanhchieng
231
Ssu-pting
212
Ssu-p.ting
214
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An-tung 212 ADAung 180
Pin-chiang 199 Pin-chiang 122
(West Station) (West Station)
Liao-yang 186 Liao-yang 183
Shan-hat-kuan 183 Shan-hai-kuan 195
Mnkden 173 Mnkden 120
.(11orth.Station (North Station)
Hai-chleng 123 Hai-chleng 127
Ying-klou 121 nng-ktou 117
Chin-chou 112 Chin,chou 122
Sha-ho-ktou 109 Sha-ho-klou 100
Lung-chiang 106 Lung-chiang 111
So-chia-ttun 106 So-chia-tun 108
Total 16,356 16,356
Note: Passengers registered at stations smaller than those mentioned
are included in the total.
Table 84 shows that Mnkden Station recorded the largest
number of passengers with 11,130,000 outgoing and 11,650,000 incoming,
totaling approximately 23,000,000. The second largest number of
passengers was recorded in Chlang-chlun Station with 9,000,000 in,-
coming and outgoing passengers. The third was recorded in Harbin
Station with 7,2000000 incoming and outgoing passengers. The fourth
was recorded in Dairen Station with 7,000,000 incoming and outgoing
passengers. Stations with more than 5,000,000 incoming and outgoing
passengers were the Chin-chou, the Kirin, and An-shan and the Mu-
tan-chiang stations.
9. Passenger Traffic with China Proper, Japan and Korea
Shan-hai-kuan, Dairen and An-tung were the gateways of
Manchuria to China Proper, Japan and Korea. Table 85 shows the
number of passengers transported at the border areas.
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Cities
Table 85. INCOMING AND ouTagx PASSENG
1598
2232
ENS AT crrus
1940
NEAR NATIONAL
1941
BORDERS
1942
1943
Incoming
Outgoing
-Total
Index
29,955
37,075-
67,030
100
48,517
57,183
105,655
157
54,851
61,817
116,668
174
49,122
49,793
98,915
147
24,151
28,445
52,596
78
5,016
598
5,614
8
Shan-hai-kuan
Incoming
236,453
535,979
745,616
648,218
1,086,571
1,349,864
Outgoing
345,980
578,176
1,219,938
1,030,773
1,106,785
1,380,678
Total
582,433
1,114,155
1,965,554
1,678,991
2/1930356
2,730,55/
ex
100
191
337
288
576
468
Antail;s-
Incoming
39019Q0.
6011494
661,284 -
775,277
1,217,464
11366,974
Outgoing
242,851
455,'078
-571,179
566,461
1,023,600
1,146,824
Total
633,839
10054,576
1,232,463
10341,738
2,241,064
2/513,798
Index
100
166
194
212
354
396
Najin.
Incoming
1,617
2,560
31,477
30,284
5,336
19,836
Outgoing
1,202
4,119
27,399
21,341
5,731,
16,925
Total
2,819
6,679
58,876
51,625
14067
36,761
Index
100
237
2,090
1,833
393
1,305
Sbasg-shan-feng
Incoming
49,807
731584-
109,758
119,176
Outgoing
61,872
77,347
106,332
114,326
Total
111,679
150,931
216,090
233,502
Index
135-
193
209
!u....16.
Incoming
237;972
511,031
626,732
6580594
Outgoing
279,010
384,679
677,531
712,071
Total
516,982
895,728
143041263
1,397,665
Index
loo
173
252
270
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? The number of passengers transported at Dairen showed
yearly increases before 1940. Since the outbreak of the Pacific War
which gave rise to serious shortage of ships, it decreased beginning.
1941. It dropped to 5,000 in 1943 and to a negligible amount in 1944.
, A yearly increase in the number of incoming and outgoing
passengers via Shan-hai-kuan was recorded before 1940. However, the
number of passengers dropped 300,000 in 1940 as a result of the
issuance of new foreign exchange regulations and of the heavy military
traffic. In 1942 as a result of the naval blockade, Japan utilized
mainly the railroads including the Korean Railway System, the An-tung-
Mukden Line and the Peiping-Mukden Line to maintain contacts with North
and Central China. Thus once again in the number of passengers
transported via Shan-hai-kuan showed .an increase. The number of
passengers in 1943 MRS 498 percent of that in 1935.
The number of passengers transported via An-tung was small in
1941, but large in 1942 and 1944. This proved that Japan was making
a great effort to utilize land transportation for war purposes.
The number of incoming and outgoing passengers transported at
Najin showed rapid increases before 1941. In 3,942 it reduced by
20 percent over the previous year as a result of the freightening.
incident in 5. November 1942 in which the Kipi Steamer was sunk by
torpedoes. However, it picked up again in 1943 with passengers in-
creased by 33 percent over the previous year because Dairen was
paralyzed and the sea route via:Pusan was menaced by US submarines.
The number of passengers transported via T'u-men and Shang-san--
feng increased by the year. Traffic of East Manchuria especially
the Ch'ang-ch'un-tlu-men Railway Area with Japan and Korea was
becomming vary heavy.
II. FREIGHT TRANSPORTATION
Introduction
Data on freight transportation by the railways in Manchuria
(not including railways under the direct control of the South
Manchuria Railway Company and those owned by private capital) are
shown in Table 86.
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-0
>0 Table 86. RAELWAY FREIGHT TRANSPORTATION IN MANCHURIA, 1934-1944 13
13
13 3
3 Income From Freight <
m
< Tonnage Ton-Kilometers Transportation CL
M
a (in 10,000 Annual (in millions Annual Unit (in Annual 11
11 Year tons) Index Increase of kilometers) Index Increase 10,000 yen) Index Increase g
g X
X 1934_ 3,1466 loo 9,469 100 15,450 100 2.
m m
ET 1935 3,740 108 8 10,170 107 7 17,954 116 16 0
m co
co 1936 4,209 121 13 10,748 114 6 19,344 125 8 to
to
to to
to I 1937 4 012 116 -5 12,903 136 20 121,664 147 17 a
s2 iN) 03
oo 19384,736 137 18 16,26o 172 26 27,551 178 22 oi
. .
oi
. . 1939 5,896 170 24 20,462 216 26 32,907 213 19 c)
C) F.
5; 1940 6,339 183 8 20,594 217 1 31,067 201 -6 x
i3 o
D 1941 7,344 212 16 25,864 273 26 36,885 239 19 -0
.4
13 Co
.4
00 1942 8,317 240 13 27,976 295 8 42,157 273 14 c b
cb w
c..)a
1943 8,462 244 2 28,090 297 1 43,332 280 3 c.o
a>
c.o a
> 19144 7,756 224 -8 26,708 282 -5 450561 295 5 a
a -.- 1
" a
-.1 a
a a
a a
a a
a co
a L.)
co
L.)
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2. Development of Freight Transportation
The General Railway Administration made every effort to unify its
administrative system after it was entrusted with the management of
all the Manchurian railways by Manchukuo in 1933. It ordered its
Dairen Railway Bureau to build new lines. In September 1933 the Chiang,
chiun-Tiu-men Railway opened to traffic. In October 191" it vee en- -
trusted with the management of the North Korean Railway by the Qovernor
of Korea. The through-traffic train began to operate between Wang-.
el.:tun and Chongjin in North Korea. Thus Manchuria was linked to
Japanese Sea via Chongjin, a port opposite Vladievostok.
In January 1934 the Southern Manchuria Railwaqt introduced the
mixed storage system for farm products. (mainly soybean Oil and bean
cake) first to Dairen and then to everywhere in Manchuria. It trans-
ported free cereals for relief famine, In March of the same year it
standardized the freight regulations in.the national railway lines.
The through-traffic trains began to operate between the national lines,
the corporation lines and the North Korean Railway Linerin the middle
of May. In 1934 the Chao-yang-ch'uan-Mai-shan-tiun and the La-fa-
Harbin railways opened to traffic. The opening of the La-fa-Harbin
Railway strengthened Harbin as a market center at the north and
thereby counteracted the obstacles in freight transportation resulting
from the control of the Chinese Eastern Railway by the USSR. A
national network of railways was formed. Also in 1934 the Pei-an-
Heirbo Railway built an extension line into the north.
All the railways in Manchuria fell into the exclusive control of
the South Manchuria Railway Company after the company took over the
Chinese Eastern Railway in March 1935. In July 1935 the Tlu-men,
Mu-tan,chiang Section of the Tiu-men-chia-mu-ssu Railway opened to
traffic. In November of the same year the Unggi-Najin Line began to
operate and the port of Najin opened. Consequently, the cities in
Manchuria were prosperous and industries especially lumber and paper
industries were growing. The trading post with Japan included then
not only Dairen and An-tung but included also Najin? Unggi and Chong-
jin in North Korea. In 1935 two more railway lines opened for traffic:
the Chlang-chlun-T/ao-an Line and the T'ao-an-Ttu-lu-erh Line. Ina.
dustry in Northwest Manchuria began to develop. The mixed storage
system applied in that year to farm exports to North Korea and to
soybean produced in the Sungari River area.
In February 1936 freight rate was revised. In March through-
traffic trains between Japanese railways and the national railways
of Manchuria were installed, In May through-traffic trains operated
between Japanese railways and the Peiping4lukden Line. Through.
freight services between Manchurian railways and railways in Asia
and Europe were worked out after the Conference on Through-Freight
Services held its meetings in Moscow in September 1936, In September
the Ssu,pting-Pei-feng Section of the $0u-pling-Mei-ho-Wou Line
opened to traffic.
In 1937 Manchukuo's first five-year industrial development plan
began. The South Manchuria Railway Company stepped up its effort to
build new lines, In July the Tlu,-men-chia-mu-ssu Line fully opened
to traffic. In September the Mi-shan-HU-lin? the Hsin-li-t?un-I-hsien,
and the Tiao-an-0-erh-shan railway lines were put into operation.
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The Mei-ho-klou-T'ung-hua Section of the Mei-ho-ktou-Ohi-an Line also
opened to traffic. But soon after the outbreak of the Lo-kio-chtiao
Incident on 7 July 1937, the railroad freight transportation underwent
many changes.
In 1938 the Sino-Japanese War was widespread. The Manchukuo
regime revised its first five-year industrial development plan and
took measures to strengthen its defense industry. Freight traffic was
extremely heavy. In October the railway authorities made an overall
revision of its freight rate policy and standardized the freight
schedules throughout all the railways in Manchuria. Features included
in the newly revised regulation included a sliding discount scale for
long-distance freight, a categorial schedule providing reduced rates
for cereals, lumber, coal, minerals and. livestock and a special rate
for the transport of daily necessities. In addition, throUgh-traffic
freight was established between Manchuria, Japan and Korea.
In 1938 the railway traffic was very heavy since Japan poured an
immense quantity of Military supplies into North China. Shortage of
cars was deeply felt. The poor port facilities in Dairen and in ports
in Korea and the shortage of labor had restricted greatly the trans-
portation system. Measures taken to relieve the above-mentioned
difficulties included: (1) operating the trains at higher speed and
adding more trains into service, (2) centralizing the distributionof
cars, (3) increasing the capacity of the freight cars, (4) improving
the economy in the use of materials, (5) putting more freight cars .
into operation, (6) improving railway yards and freight yards opera-
tions, -(7) the training of freight train workers, (8) forbidding the
freight trains to make stopovers at night, (9) loading and unloading
freight cars day and night, (10) shortening the time consumed in
customs inspection and (11) increasing the efficiency of the workers.
In the early-part of 1939 about 200,000 metric tons of goods were
tied up in Dairen Harbor, In July 1939 the No-men-han Incident
occurred and military transportation was very heavy. In September
the World War II broke out. This prevented the export of soybean and
other farm products to Europe and added more problems to the trans-
portation system. In October the Mei-ho-Wou-Chi-an Line, a railway
for the development of the natural resources in Tung-pien-tao and for
making connection with Korea, opened to traffic entirely. In January,
1940 through-freight services between the Siberian Railway and the
Manchuria railways were ettablished and the export of soybeans to
Europe was again possible.
In addition to the old railways like the one between Dairen and
Harbin, new lines leading to Chia-mu-ssu? MU-tan-chiang and Najin
were opened for freight traffic. The railroad freight consisted of
mainly imported goods and of very little amount of exported goods.
Since then the heavy traffic condition in the south WAS eased and the
railways assumed its proper place in freight transportation.
1940 Asia felt gradually the impact of the war in Europe. In
order to prepare for the war, Japan tightened its control of industry.
It reviewed its policy toward the semi-public companies. There was-a
depression in agriculture and in coal mining industry. Furthermore,
imports dropped to a very law level because of rigid controls. Rail-
way traffic was rerouted. All this explained the drop in railroad
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freight tonnage and in income in 1940. Despite the increase of
4,420,000 metric tons (or 8 percent) over the previous year, the income
dropped 18,240,000 (or 6 percent) over the preceding year. This was
explained by the fact that the composition of the freight was changed:
it consisted of more lumber and minerals which paid a lower freight
rate and consisted of less agricultural products which paid previously
a higher rate. The drop in farm products amounted to 2,000,000 tons
(or 28 percent) and the increase in lumber amounted to 630,000 tons
(16 percent) and in minerals 1,920,000 tons (or 28 percent). In view
of the changes in the composition in railway freight and the changes
in the direction of freight traffic, a new transportation policy was
worked out by the Southern Manchuria Railway Company,
In June 1941 the USSR was attacked by Germany. This had produced
certain impacts on Manchuria. Seventy percent of the railway freight
was military goods -which paid very low freight rate. Furthermore,
there was a sharp increase in long-distance freight. In order to
prevent railway's freight income from shrinking, the freight rate was
revised and put into force in January 1942.
In 1942 Japan and the US were at war. Railway transportation was
greatly influenced by the war. Furthermore, it was the railways which
transported the coal, iron, farm products and strategical materials.
Railway traffic volume increased tremendously since there was a short-
age of ships. Merchandise entering into the trade between Manchuria,
North China and Korea was also transported practically all by rail.
The railway freight in 1942 consisted mostly of goods which paid very
low rate since, it included 50 percent of government supplies and rail-
way materials and 20 percent of minerals. This was undoubtedly very
unfavorable to the railways with regard to their income.
In March 1943 Japan convened the first session of the Continental
Railway Transportation Advisory Conference to determine measures re-
lated to wartime transportation. It laid great emphasis on those
measures for expediting the movement of military goods once after
they were shipped to Manchurian ports by Japan. The railways met
with many difficulties including the traffic jam, the problem of
utilizing the empty cars on the returning trip and the redistribution
of cars among the railways. The flood in North Manchuria in that
year caused some damages to the railways. Despite all the diffi-
culties, the railways were able to handle a very great volume of
traffic since they had experience for more than ten years in the
centralized control of the railways. Freight volume in 1943 reached
84,620,000 metric tons and 2,809,000,000 ton/kilometer, the highest
record in the history of railway transportation in Manchuria.
Raw materials and war supplies including coal, iron, minerals
and foodstuffs which were transported via the An-tung-Su-chia-tlun
Line and the Mukden-Shan-hai-kuan Line were handled according to the
plans worked out by the Continental Railway Transportation Advisory
Conference. Freight volume, particularly along the two railways
just mentioned, increased tremendously as the war tempo was higher
and higher. In 1943 the freight along the two railways amounted to
41500,000 metric tons which condituted 20 percent of the total rail-
way freight throughout the entire Manchuria.
In 1944 Japan felt the adverse impact of the war. Lumber,
mineral and other lines of production in Manchuria dropped gradually.
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Manchuria's exports to Japan could not longer utilize Dairen and the
ports in North Korea. Instead, they had to go through An-tung and
Korea. This worsened the transportation situation. In August the
railway corporation announced the wartime emergency transportation
measures to cope with the difficulties. The railway system in
Manchuria became at that time the Major transportation network for
Japan. The volume of freight in 1944 amounted to 77,5600000 tons, a
decrease of 7,060,000 tons over the preceding year but a gain of
4,000,000 tons over 1941. The income from freight operations amounted
to 455,6100000 yen, an increase of 22,000,000 yen over the 433,310,000
ycn in 1943. In January 1945 another revision of the freight rate was
made. The centralized control of railways in Manchuria ended with the
reoccupation of Manchuria by China.
III. COMPOSITION OF RAILWAY FREIGHT
1. Ex2iLht Tonnagft
The period from 1937-1943 inclusive was considered as the most
favorable period for railway operations. The composition of the
freight during that period is shown in Table 87.
TABLE 87
TONNAGE AND COMPOSITION OF RAILWAY FREIGHT 1937-1943
Composition of Freight
Commercial
Freight
2,864
3,290
3,721
3,751
3,963
h 09
4,538
4,022
Items
Total
Railway Materials
21111m0121____
Government con-
trolled materials
Year
1937
4,012
751
397
1938
4,785
,789
707
1939
5,896
1,221
954
1940
6,339
1,398
1,190
1941
7,344
1,368
2,013
1942
8,317
1,724
2,154
1943
8,462
1,814
2,110
1944
7,756
1,746
1,988
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Commercial Freight
Agricultural Forest
Year Products Minerals Products
1937 647 1,357 203
1938 735 1,539 250
1939 703 1,636 387
1940 504 1,829 450
1941 572 2,114 412
1942 563 2,472 463
1943 574 2,590 426
1944 529 2,345 332
Principal Commodites
Year
1937
1938
1939
1940
1941
1942
1943
1944.
Soybean
264
295
221
135
141
Timber
171
209
319
357
332
142 348
126 318
Items
Mr Totals
1937 100
1938 119
1939 147
1940 158
1941 183
1942 207
1943 211
Coal
1,122
1,207
1,227
1,360
1,574
1,727
1,698
??? Mir =1
Live- Marine
stock Products
15 59
19 65'
24 .8o
20 80
16 65
15 85
16 116
19 103
Iron Ore
59
81
105
123
172
247
334
Table 88. ILMEX OF TABLE 87
Miscellaneous
583
681
891
868
.784
841
816
694
Limestone
85
129
131
160
189
212
ON.
Cement
56
68
. 83
87
82
37
63
40 eir
Materials and Government Controlled Commercial
Supplies Materials Freight
100
105
163
186
182
230
241
3011.
100
178
240
300
507
543
532
100
115
130
131
138
155
158
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Year
Agricultural
Products
Minerals
Forest
Products
Live- Marine
stock Products Miscellaneous
1937
100
LOU
100
100 100
:100
1938
114
113
124
125 110
.117
1939
109
121
191
157 136
153
1940
78
135
222
133 135
149
1941
88
156
204
102 110
134
1942
87
182
229
98 144
144
1943
89
191
210
104 195
. 140
Year
Soybean
Timber
Coal
Iron Ore Limestone
Cement
1.937
100
100
100
100 100
100
1938
112
123
108
138
121
1939
84
187
109
179 151
147
1940
51
209
121
209 158
155
1941
53
194
140
292 185
145
1942
54
204
154
420 221
130
1943
48
186
151
567 249
111
Table 89.
PERCENTAGE DISTRIBUTION OF ANNUAL FREIGHT
Materials and Government Controlled
Commercial
Year
Totals Supplies Materials
Freight
1937
100
19
10
71
1938
100
16
15
69
1939
100
21
16
63
1940
100
22
19
59
1941
100
19
27
54
1942
100
21
26
53
1943
100
21
25
54
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C
Commercial Freight
Year
Agricultural
Products
Mineral
Products
Forest
Products
Live-
stock
Marine
Products Miscellaneous
1937
16
34
5
1'
2
/3
1938
15
32
5
1
1,
15
1939
12
28
7
1
1
- 14
1940
8
29
7
1
1
13
1941
8
29
6
1
1
9.
1942
7
', 30
6
1
1
8
1943
7
31
5
1
1
9
Principal Commodities
Year
Soybeans
Timber
Coal
Iron Ore
Limestone
Cement
3.937
6.6
4.3
28.0
1.5
2.1
1.4
1938
6.2
4.4
25.2
1.7
1.4
1939
3.7
5.4
20.8
1.8
2.2
1.4
1940
2.1
5.6
21.5
1.9
2.1
1.4
1941
1.9
4.5
21.4
2.3
2.4
1.1
1942
1.7
4.2
20.8
3.0
2.3
0.9
1943
1.5
3.8
10.1
3.9
2.5
0.7
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The above tables show that in 1943 the freight tonnage was 2.1
times that in 1937. Railway materials increased 2.4 times; govern-
ment-.controlled materials 5.3 times; and merchandise, 1.8 times*
The increase in the volume of government-controlled material was re-
markable particularly in 1941 when the Pacific War broke out. In
the commercial freight category, minerals increased 1.9 times;
forest products 2.1 times; marine products 2 times. But the volume
of agricultural products dropped since 1939. It was 78 percent in
1940 and 89 percent in 1943 as compared with 1937.
Among the principal commodities, timber increased 1.9 times;
coal 1.5 times; and iron ore, 5.7 times; limestone, 2.5 times; but
soybeans decreased to 48 percent of that in 1937.
With respect to the composition of the annual freight in 19370
'railway materials accounted for 19 percent; comModities? 71 percent;
while government-controlled materials constituted 10 percent only.
In 1943, railway materials accounted for 21 percent; government-
controlled materials 25 percent; and commodities 54 percent. In
other words, 1943 freight tonnage consisted of 46 percent of freight
which paid a low rate. It is therefore conceivable that railway
freight income was low in that year.
The agricultural products accounted for 16 percent in 1937 and
accounted for 7 percent only in 1943. The decline in the volume of
soybean transported was very noticeable. It accounted for 6.6
percent of the total agricultural freight in 1937 but WAS 1.5 percent
only in 1943.
Timber, coal and rocks were the three major items included in
the railway materials. Their relative importance as railway
materials is shown in Table 90.
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>
"0
"0
>3
-0 Table 90. TONNE OF TEIREE.MAJOR GOODS _ <
-0
3
<
CD
a
11
g
X
CD
ET
m
M
_.%
OD
OD
OD
6
co
cn
..
0
F.
i3
O
"0
.4
CO
6
ca
a
CD
>0
a
a
a
a
a
c)
c)
c)
co
L4
0OD
1
(.0
0
co
1
-.11939
Year
Total
Timber
(Timber, Coal, and Rocks)
Major Goods
Totals
(in 10,000 tons)
Other Railway Material '
Coal
Rocks
1937 4,012
1938 4,786 351 12409 483
1939 5,896 562 1,651 756
1940 6,339 432 1,943 906
1941 7,344 711 2,347 843
1942 8,317 691 2,534 1,215
1943 8,462 657 2,568 1,269
The above table is converted into an index table as follows:
1937 lop
1938 100 7 29 10
no 10 28 13
1940 100 10 31 14
1941 100 10 32 12
1942 100 8 31 15
1943 100 8 30 15
2,243
2,969
3,491
3,901
41440
4,494
46
51
55
54
54
53
2,543
2,927
2,847
3,443
3,876
3,968
54
49
45
46
46
47
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Table 90 shows that the three major goods accounted for half of
the railway materials.
Railway materials used by the Southern Manchurian Railyay
Corporation and the gpvernment-controlled materials transported in
1942 and 1943 are listed in Tables 91 and 92.
2. Mileage of FreiEtt
During the period of seven years from 1937 to 1943 the freight
mileage for various types of goods and their respective ratios are
shown in Tables 93 and 94.
3. The Average Mileage of Freight Transportation
The Average Mileage per ton of Freight along the railways- in
Manchuria is listed in Table 95.
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Table 91. TONNAGE OF RAILWAY MATERIAIS
Year
la
10,000
Metric Tons
Percent
3943.
Percent
10,000
Metric Tons
Total
1,724
100.0
1,814
100.0
Railway Ties
64
3.8
50
2.8
Timber
37
2.2
56
3.0
Coal
560
32.6
594
32.9
Rock
839
49.0
864
47.6
Cement
23
1.2
28
1.4
Liquid
Fuels
1
0.6
Bricks and Tiles
19
1.0
Iron and Steel
65
3.8
70
3.8
Others
136
7.4
132
6.9
Table 92.
TONNAGE OF GOVINORENr-CONIROLLED MATERIALS
1221 2.232
10,000 10,000
Metric Tons Percent Metric Tons
Percent
Total
2,154
100.0
2,110
100.0
Grains
121
5.7
135
6.5
*Fodder and Hey
307
14.4
194
9.3
Timber
306
14.3
283
13.5
Coal
248
11.6
276
13.2
Rock
204
9.5
228
10.9
Cement.
77
3.6
73
3.5
Liquid
Fuels
22
1.0
25
1.2
Bricks and Tiles
14
0.7
26
1.2
Iron and Steel
57
2.7
78
3.7
Others
798
36.5
792
37.0
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Table 93. FRG RT MILEAGE OF VARIOIS TYPES OF GOODS FROM 1937 TO 1943
>
-a
Categories of Goods
-a Goverment- Commercial Freight
3 Railway Controlled Comnercial Agricultural Forest Live- Marine
<
a Year Total Materials Materials Freight Products Minerals Products stock Products Others
e?
-n
91 1937 12,903 1,559 1,797 9,547 3,417 3,283 520 73. 240 2,016
X
co 1938 16,260 1,797 3,217 11,246 4,058 3,736 726 89 296 2,341
e?
O 1939 20,6142 3,074 4,234 13,154 3,778 4,100 10342 126 323 3,485
A)
(t?
to 1940 20,594 3,372 4,343 12,897 2,427 5,067 1,581 96 312 3,394)
"
to
1941 25,864 3,3711. 8,806 13,683 2,642 6,286 1,571 71 263 2,868
to
a
6
03
1942 27,958 3,728 8,421 15,809 2,472 7,490 2,253 70 398 33.2611
? U3.,
1943 28,090 4,029 7,970 16,091 2,629 2,047 7,885 92 620 2,818tocp
? ?
0
vs'
111????
0^ 3
6
a
CD
a
a
a
a
a
a
a
a
Co
E-8000 1.000/1.00V601.?0-8/dC1N-V10 : 9Z/80/6661. eseeieN .10d peA0.1ddV
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
a
?
0
02 "4 al
ON CU CO dm c0
2 gi:4!"4 tar?
, .4
a I CO n ? 4. ? 1.11
al IA tris
&IN
ffiajoins page 311 herej
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Approved For Release 1999/08/253 EIA-RDP78-03109A001700010008-3
Table 94.. PERCENTAGE DISTRIBUTION OF RAILWAY FREIGHT MILEAGE BY TYPAS OF GOODS AND BY YEARS
Commercial Freight
Agricultural Forest Live- Milne
-Products Minerals Products stock Products Others
Year Index
Total
Categories of Goods
Government-
Railway Controlled Commercial
Materials Materials Freight
Percent
1937 Index
100
100
100
100
Percent
100
12
14
74
1938 Index
126
115
179
118
Percent
100
11
20
69
1939 Index
159
197
236
138
Percent
100
15.
21
64
1940 Index
160
216
242
135
Percent
100
16
21
63
1941 Index
200
216
490
143
Percent
100
13
34
53
1942 Index
217
239
468
165
Percent
100
13
30
57
1943 Index
218
259
443
169
Percent
100
14
28
58
100
100
100
100
100
100
27
25
4
1
2
15
119
114
140
125
1.211
116
25
23
5
1
2
13
111
125
258
177
134
173
18
20
7
1
2
16
71
154
304
135
131
169
12
25
8
1
2
15
77
191
302
101
110
142
10
24
6
1
1
11
72
228
433
99
166
155
9
27
8
1
1
11
77
240
393
130
259
140
9
28
7
1
2
11
Z7oexoti ifEE 3213d suTogpf
C-80001.000/1.00V601.?0-8/c1CIN-V10 9Z/80/6661. aseeieN iod peAoiddv
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
irg I ? 71- g
I P)/
te
flu
74" R7-4-1 c? ir ;AL*
gdjoins page 313 herej
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Table 95. AVERAGE MILEAGE PER WIF OF FREIGHT IN MANCHURIA
- I> Categories of Goods
73 Government- Commercial Freight
73
-1 Railway Controlled Commercial Agricultural Forest Live- Marine
0?
< Year Total Materials Materials Freight ProduCts Minerals Products stock Products Others
e?
CL
'1 1937 322 208 .453 334 529 242 257 462 405 346
o
1938 340 228 455 362 553 243 290 466 456 343
-1
X
m
m 1939 347 252 444 372 537 251 347 523 402 391
m
m_.% 1940 325 241 365 349 482 277 351 471 391 391 IP:
w
CDo
CD 1941 352 247 437 376 462 297 381 455 381 366 i
CD
25 1
co co
K3 1-1 cill
1942 336 216 391 368 439 303 486 464 467 372 '
CD
%II
al 1943 332 222 378 354 458 303 481 575 537 345 oj
.
0 CA
> =.
? CD
0 1:74
13
-A
03
6
, w
a
to
>
a
. a
C-80001.000/1.00V601.?0-8/dC1N-VI3 M80/6661. asealaN Jod peAcuddV
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
(V (fl
(f)
0 t?-? t`-? 0 \
?4)
ff4joine page 315 hereg
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
In the table given above the average mileage hauled per ton had
increaded from 334 kilometers to 354 kilometers between 1937 and 1943)
i.e. 6 percent. The chief staple product, soybeans, had dropped from
745 kilometers to 616 kilometers and became 83 percent of its previous
mileage. On the other hand, the mileage for minerals increased 25
percent from 242 to 303 kilometers. It was particularly worthy of our
notice that the mileage for coal had increased from 261 kilometers to
343 kilometers, an increase of 31 percent. The mileage for forest
products increased from 257 to 481 kilometers, or an increase of 190
percent. All this pointed to the fact that the mileage for agri?
cultural products which paid a higher rate dropped while that for
minerals and forest products which paid a lower rate increased. The
changes in the composition of the railway freight and their consequence
had stirred up much discussion on the feasibility of the Manchurian
railways' freight policy.
4.
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
IV. INCOME FROM FREIGHT TRANSPORTATION
1. The Basic Freight Rates
The basic freight, rates during the period when the railways in.
Manchuria were under, the control of the South Manchuria Railway Company
are iyen in Table, 26.
Liable on following pagg
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
1933
Table 96.
First
BA= PRZIINEVRAMS
(Unit: in cents)
Categories of Goods
IN MAMMA
Fourth
Fifth
Sixth
Second
Third
National Wee
Less-than-
0.70
0.60
0.50
0.40
0.30
0.20
carload
0.78-
0.66-
0.55-
0.45-
0.45-
0.4?-
Full carload
7.00-
5.50-
4.50-
4.50-
3.50-
3.00-
6.00
5.00
4.00
3.00
2.00
1.50
SUR Lines
Less-than-
0.625
0.50
0.375
0.25
carlosA
0.59
0.44
0.33
0.22
Full carload
5-4.4
3.75
2.5 -
3.30
2.20
1 February 1936
National Lines
Less-than-
carload
1.00
0.84
0.65
0.50
0.38
0.28
Full carload
6.70
5.40
4.20
3.20
2.40
1.70
SMR Lines
Less-than-
carload
is one and one-half times of the full carload freight
Full carload
5.50
4.58
3.66
2.74
1.82 1.40
1 October 1938
All railway lines
Less-than-
carload
0.70
0.50 -
0.30
gdjoins page 320 herej
Revarks
per kilometer
per 100 kilograms
per ton
per kilometer
(100 cattle.
per mile)
(one American
ton per mile)
per 100 kilograms
per kilometer
one ton per mile
100 kilograms
per kilometer
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Approved For Release 1999/08/25: CIA-RDP78-03109A001700010008-3
2. Income from Freight Transportation l_p_y Types of Goods
The original purpose of the railways in Manchuria was for the
development of the rich resources there. Thus the income of railways
consisted mostly of income from freight operations as we have mentioned
above. After Manchurian railways were entrusted to the South Man-
churia Railway Company for control, not only the income from freight
operations increased rapidly, but the composition of freight under-
went great changes. In 1937 the railway freight included commercial
freight 85 percent, and railway materials and government-controlled
materials 15 percent. The commercial freight in turn consisted of
34 percent of agricultural products. In 1938 agricultural and forest
products still constituted a fairly large portion of the railway
commercial freight. However, income from agricultural products began
to decline from then on. This WS largely due to the political
situation and to the progress of the first five-year industrial
development plan.
In 1939 despite the decline of the income from agricultural
products, the income from forest products and other sources in-
creased greatly, awing to the import of machinery under the first
five-year industrial development plan. In 1939 a proposal for the
expansion of the Dairen Harbor was drawn. Because of the changes in
international situation, ?the volume of government-controlled materials
showed a great increase.
In 1940 there was an increase of the freight volume of govern-
ment-controlled materials and railway materials due? to the changes in
the political situation. Agricultural products particularly soybeans
declined most rapidly. The volume of coal and general merchandise
on the other hand went up steadily. In short, during the war period
railway freight in Manchuria consisted of at least 20 percent of
government-controlled materials -which paid a low freight rate. The
volume of agricultural products which constituted previously a larger
portion of the railway, freight began to decline. This was a matter
of great concern to the railway administration.
The combined average of freight income per ton of goods was 4.9
yuan in 1940, representing a drop of 14 percent from 1937. This was
mainly due to the fact that the volume of agricultural products
(which paid a higher freight charge) had declined and that the
volume of minerals and forest products (which yielded a smaller
income) had increased.
The upward trends of the freight income per ton of goods
occurred since 1941 because of the heavy volume of freight"traffic
as a result of the political situation. The increase in freight
income VAS also caused by the rate revision effective January 1942.
V. VOLUME OF RAILWAY FREIGHT BY RAILWAY LINES
The volume of railway freight handled by different railway
lines is given in Table 100.
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C-80001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/666 i aseeieN .10d peA0.1ddV
Table 97(a). RAMA! FREIGHT INCOME BY TINS OF GOODS
(in 10,000 yen)
Government-
Combined Railway Controlled Commercial
Year Total Materials Materials Freight
Composition of Commercial Freight
Others
Staple
Conmodities
Agricultural
Products
Forest Live- Marine
Minerals Products stock Products
Soybeans
Coal.
1937
22,664
1,626
1,782
19,256
7,707
4,533
1,016
200
452
5,348
4,209
4,045
1938
27,551
1,747
3,237
22,567
9,097
5,062
1,303
232
526
6,347
4,763
4,376
1939
32,907
3,097
4,235
25,575
8,302
5,083
2,126
255
664
9,145
3,455 .
4,260
1940
31,067
3,402
4,408
23,257
5,154
5,948
2,447
201
651
8,855
1,883
4,813
1941
36,885
3,376
8,913
24,596
5,872
7,414
2,490
157
600
8,063
2,074
6,066
1942
42,157
3,696
8,529
29,932
5,726
9,756
3,586
163
964
9,737
1,924
7,434
1943
43,332
3,971
9,229
30,132
6,019
10,445
3,210
189
1,596
8,675
1,716
'
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Approved For Release 1999/0872F? CIA-RDP78-03109A001700010008-3
Table 97(b). RAILWAY FREIGBT INCOME BY TYFIM OF GOODS
(Index based on Part a)
Government-
Combined Railway Controlled Commercial
Year Total Materials Materials Freight
Composition of Commercial Freight
Others
Staple
Commodities
Agricultural Forest Live- Y.rine
Products Minerals Products stock Products
Soybeans
Coal
1937
100
100
100
100
100 100
100
100
100
100
100
100
1938
122
108
182
117
118 ill
128
116
117
119
113
108
1939
145
191
238
133
108 112
210
128
147
171
82
105
1940
137
209
211.8
121
67 131
240
101
144
166
45
119
1941
163
208
? 502
128
76 163
245
78
133
151
49
150
1942
186
228
478
156
74 215
353
81
213
182
46
184
1943
191
244
518
157
78 230
316
94
354
162
41
176
Ratios in Percentages
1937
100
7
8
85
34 20
5
1
2
23
19
18
1938
100
6
12
82
33 18
5
1
2
23
17
16
1939
100
9
13
78
25 16
7
1
2
27
11
13
1940
100
li
14
75
17 19
8
1
2
28
6
16
1941
100
9
24
67
16 20
7
1
2
21
6
16
1942
100
9
20.
71
14 23
8
1
2
23
5
18
1943
100
9
21
. 70
3.11. 211
7
1
4
20
14
16
C-90001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/6661. eseeieN .10d peA0.1ddV
>
Table 98. AVERAGE INCOME PER TON OP GOODS TRAMPORTED -a
> -a
-a (in yen) 3
-0 . <
3(t?
< Government- Commercial Freight a
a
m Cadhined Railway Controlled Commercial Agricultural Forest Live- Marine 11
g
Year Average Materials Materials Freight Products Minerals Products stock Products Others Soybeans Coal
11 X
gm
1937 5.64 2.17 4.47 6.72 11.92 3.34 5.02 13.02 7.62 9.16 15.93 3.66 ET
x
m m
FIT 1938 5.76 2.22 4.58 6.46 12.38 3.29 5.20 12.16 8.10 9.32 16.13 3.68 w
m
m _.%
w
m 1939 5.58 2.54 4.34 6.38 11.80 3.11 5.50 10.58 8.27 10.25 15.65 3.53 OD
OD
-a OD
OD a
OD 1940 4.90 2.43 3.71 5.60 10.23 3.25 5.43 9.92 8.15 10.20 13.95 3.67 CO
OD
Z3
194].
co 1941 5.02 2.47 4.43 5.61 10.27 3.51 6.04 9.97 9.24 10.27 14.73 3.97 cn
i's3 I ..
cn LO 0
iV 1942 5.07 2.14 3.96 5.83 10.18 3.95 7.74 10.83 11.31 11.56 13.64 4.43
.. .r. F.
c) 1
53 1943 5.12 2.19 4.37 6.64 10.50 3.93 7.45 11.70 13.80 10.61 13.58 4.31 x
io
Table 99. AVERAGE =on PER TON PER KILOMPER .4
O - 03
-o cS
-.1 (in yen) w
03
c)
GI 1937 1.75 1.04 0.99 2.01 2.26 1.38 1.96 2.82 1.88 2.56 2.14 1.40 OD
-a >
CD CD
OD 1938 1.69 0.89 1.01 1.80 2.24 1.36 1.80 2.61 1.78 2.71 2.15 1.35 c)
>
a -.- 1
0 1939 1.6o 1.01 Lc* 141 2.20 1.24 1.59 2.02 2.06 2.62 2.10 1.24 a
a
-4 a
a 1940 1.50 1.01 1.02 1.61 2.12 1.17 1.55 2.11 2.08 2.61 2.02 1.15 a
a a
a 1941 1.112 1. 00 1.01 1.49 2.22 1.18 1.59 2.19 2.28 2.81 2.08 1.15 co
c)L.)
c)
co 1942 1.51 0.99 1.01 1.59 2.32 1.30 1.59 2.33 2.42 3.12 2.17 1.26
L.)
1943 1.54 0.99 1.16 1.87 2.29 1.30 1.57 2.03 2.57 3.08 2.20 1.26
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
V. RECORDS ESTABLISHED IN FREIGHT TRANSPORTATION ALONG THE
DIM,RENT RAILWAYS IN MANCHURIA
Table 100
FREIGHT TONNAGE OF THE MAJOR RAILWAYS IN MANCHURIA
Names of
Railway Line
(Unit:
1937
10,000 tons)
1931 1939
1940
1911
1942
1943
Oh'ang-ch'un -
Dairen Line
20255
2,526
3100h
2,946
3,375
3,700
3,736
An-tung-Mukden Line
342
382
429
501
570
745
1,065
Fu-ohun Line
935
917
860
719
670
732
692
Mukden-Shan-hai-kuan
Line
313
376
572
679
906
1,036
1,381
Mnkden-Kirin Line
181
230
303
367
434
502
495
Mei -ho-Mou-Ohian Line
8
30
99
164
193
264
337
Chiang-ohtun-T'umen
Line
324
433
536
673
777
952
949
Tlu-men-Chia-mu-ssu
Line
209
253
482
725
783
857
852
Sui-hua-Chia-mu-ssu
Line
37
127
331
468
528
Harbin-Sui-hua Line
280
465
635
707
998
1,245
946
Chlang-ch'un-Harbin
Line
562
650
822
784
1,031
973
821
Harbin-Pei-an Line
168
198
256
291
398
453
499
Chli -ch'i -ha-erh Line
241
322
427
412
496
493
464
Total
4,012
4,785
51896
6,339
7,344
8,317
8,462
All the railway lines except the Fu-shun Railway Line gained in
freight tonnage. TWO lines showed moderate increases in freight
tonnage from 1937 to 1943: the Chlang-ch'un-Dairen Line increased
65 percent and the Ch'ang-ch'un-Harbin Line increased 46 percent.
Other railway lines showed tremendous increases: the An-tung-Mukden
Line increased to 3.1 times of that in 19370 the MUkden-Shan-hai-kuan
Line -- 4.4 times, the Chlang-chiun-Ttu-men Line -- 3 times, the
Tlu-men-Chia-mu-ssu Line -- 4.1 times. The decrease in the freight
traffic in all the railways was to a greater extent the result of
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industrial prosperity in Manchuria. There were other factors which
accounted for the sudden increase in freight tonnage in specific rail-
way lines. For instance, the sudden rise in freight traffic in the
Harbin-Sui-feng-ho and the T'u-men4hia-mu-ssu lines was caused by war
preparation and by Manchukuo's program for the development of the
north. The increase in freight traffic in the T'u-men-Ch'ang-ch'un
and the An-tung-Mukden lines was a direct result of the war: during
that time the sea routes were blocked and these two railway linea
became the major routes for trade between Manchuria, China Proper,
Japan and Korea. Some railway lines were newly built for special
purposes: the Sui-hua-Chia-mu-ssu Line was constructed for the coal
and timber produced in Ho-kang and the Mei-ho-k'ou-Chli-an Line for
the coal and minerals produced in Tang-pien-tao. These two lines
will have a very prospective future.
101.
Freight mileage of the various railway lines is given in Table
TABLE 101. TON-KILOMETERS OF THE MAJOR RAILWAYS IN MANCHURIA
(Unit: 1,000,000 Kilometers)
Name of.
Railway Lines
Chlang-chlun-Dairen
Line
An-tUng-Mukden Line
Fa-shun Line
Milkden-Shan-hai-kuan
Line
Mei -ho-klou-Chian
Line
Chlang-chlun-Ttu,men
Line
Ttu,-men-Chia-mu,ssu
Line
Sui-hua-Chia-mu-ssu
Line
Harbin-Sui-fen-ho Line
Chlang-ohlun-Harbin
Line
Harbin-Pei-an Line
1937
1938
1939
1940
12111
1942
12112
6,217
7,156
8,227
7,420
8,657
8,537
7,578
569
561
627
605
745
10046
1,678
45o
443
409
346
318
352
387
671
603
929
1,099
1,781
2,270
3,019
8
32
114
201
254
371
494
490
719
898
1,0.76
1,280
1,538
1,449
348
622
843
1,085
1,175
1,385
1,381
37
199
480
757
810
408
896
1,166
1,281
1,919
2,039
1,617
749
988
1,330
1,192
1,616
1,688
1,531
268
347.
433
514
736
764
828
Ssu-pling-Ohli-Chli-
ha-erh Line 734 1,024 1,304 1,125 1,365 1,315 1,275
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Name of
Railway Lines
Mukden-Kirin Line
Total
222/ 1938 1939 1940 1941 1942 1943
231
307 375
453
562
752
773
12,903
16,25020,462
20,593
25,864
2708
28,090
Average Tonnage Hauled Per Daz
In order to visualize the degree of freight traffic of the rail-
way lines Table 102 gives the average tonnage per kilometer per day.
TABLE 102 AVERAGE TONNAGE HAULED PER DAY OF THE
RAILWAY LINES IN MANCHURIA
(Unit: in tons)
Name of
Railway Lines
Chlang-chlun-
Dairen Line
An-tung-Mukden
Line
Fu-shun Line
Shan-hai-kuan
Line
AUkdem-KirinIdne
ffel-ho-ktourairin
Line
Chlang-chlun-
Tlu-men Line
Tiu-men-Chia-mu-
ssu Line
Sui-hua-Chia-mu-
ssu line
Harbin-Sui-fen-
Ho-Line
Cheang-chlun-
HarbinLine
Harbin-Pei-an
Line
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1937
23,555
5,980
210606
4,220
1,416
455
2,238
1,806
2,048
19311
1939
1940
1941
27,113
31,086
28,042
32,720
5,903
6,585
6,366
7,842
21,294
19,611
16,670
15,303
3,790
5,830
6,911
11,201
1,878
2,293
2,775
3,458
665
1,609
2,157
2,728
3,226
3,947
4,739
6,269
2,920
3,818
4,640
5,428
1,806
2,19
3,116
4,340
5,263
5,799
8,429
1942 1943
32,266 28,558
11,014 17,618
16,896 16,136
11,609 18,936
4,607
4,722
3,982
5,278
7,535
7,074
6,403
6,365
6,429
5,796
80596
6,232
7,973
1,518
14,051
12,717
17,149
18,889
17,084
2,223
2,912
3,626.
4,317
6,183
6,416
6,939
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Name of
Railway Line
1937
1938
1939
1940
1941
1942
Ssu-pling -Ch'i
chli -ha -erh Line
3,481
4,854
6,165
5,336
6,471
6,231
Combined Average
3,795-
4,578
4,516
5,325
6,403
6,890
291.21.
6,029
6,834
In 1943 the average tonnage hauled per day by the railway lines
in Manchuria is listed in Table 103.
TABLE 103 AVERAGE TONNAGE HAULED PER DAY IN THE PRINCIPAL
RAILWAYS IN MANCHURIA
(Unit: in Tons)
Order
Name of Railway Line
Tonnage
1
Ch,ang -chlun-Dairen Line
28,558
2
Mukden -Sham*hai -kuan Line
18,936
3
An-tung-Mukden Line
17,618
4
Chlang -chiun Harbin Line
17,084
5
Fu-chun Line
16,136
6
Pin-ching Line
9,222
7
Chiang -chtun Tou-men Line
7,074
8
Pin-pei Line
6,939
9
Ho -kang Line
6,933
10
Hsi -i Line
6,398
11
111u-chi/a Line
6,365
12
Pei-sui Line
' 6,232
13
Fling-chi Line
6,029
14
Sui-chia Line
5,796
15
North Korea (West Line)
5,766
16
Mei-chi Line
5,278
17
Mukden-Kirin Line
4,722
18
Ssu-pling Mei-ho-klou Line
4,417
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Table 104. VOLUME OF FREIGHT HANDLED BY THE PRILVIPAL
RAILWAY STATIONS IN MANCHURIA
Names of
the Railway
(Unit; in 10,000 tons)
Stations
1931..
1939
1940
1941
1942
2.2a
Remarks
Piers at
10041
.1938
661
721
587
663
539
363
Dairen
Kan-chi'ing-tzu
Station
Ying-klou
Station
106
279
130
279
151
276
143
An-shan
368
488
597
578
Station
Liao-yang
84
111
146
139
Station
So-chia-t'un
24
33
23
35
Station
T&.cuan-t'un
station
910
886
816
661
Mukden Station
328
378
439
477
Ssu-p'ing
79
86
109
84
Station
75
151
165
145
,Antung
Station
Ch'ang-ch'un
232
272
337
342
Station
Pen-ch'i-hu
121
153
141
156
Station
Chin-hsien
53
86
82
85
Station
Shan-hai-kuan
114
68
66
81
Station
Kirin Station
70
90
104
Pei-feng Station
88
117
132
152
MU-tan-chiang
97
153
197
214
Station
298 298 229
135 124 113
564
541
168
158
66
1,236
624
680
525
544
90
88
187
363
286
359
156
139
1o4
lo4
238
356
107
100
166
143
303
298
1,024 Li-shan and
Ling-shan
Stations
included
214
215
629
465
102
506
335
129
133
541
100
171
231
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110m or
the Railway
Stations 122/
'Lin-k"ou 12
Station
Harbin 250
Station
San-ko-shu 38
Station
Ch'i-ch'i-ha- 67
erh Station
Shang-shan-reng 6
Station
1.938
1939_
21
37
188
215
41
50
91
131
3
4
1219 1941 1942 2..9111 Remarks
59 56 61
196 241 280 217 Including 8
small stations
62 59 75 82
138
163
167
160
83
152
229,
243
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VII. TRENDS IN IMPORT AND EXPORT FREIGHT
The volume of railway freight received from or delivered to the
harbors in Manchuria has been discussed in the chapter on sea trans-
portation. Table 105 gives the freight tonnage imported or exported
via the principal harbors in Manchuria. The total trade volume for
entire Manchuria and for Dairen had increased by the year prior to
1939, but declined rapidly in 1940 and 1941. It showed signs of
recovery in 1942. Such a trend which was caused by the war was also
true of other commercial ports in Manchuria except that it was not as
remarkable as that in Dairen.
? The volume of export showed declined for all the ports after 1937
except for Dairen and the two ports in North Korea which recorded an
increase in exports after 1942. There had been an increase in imports
before 1939. But the volume of import decreased rapidly after 1939.
Since the volume of exports was larger than that of import before 19381
a discrepancy between the volume of coast-bound freight and that of
hinterland-bound freight was created. Such a discrepancy was
partially eliminated after 1939. However, the volume of freight
handled by the harbors decreased remarkably after 1943 as sea trans-
portation was paralyzed by war. War materials exported to Japan were
mainly transported by railways. Emergency measures were then taken to
ease the heavy traffic in railway transportation.
TABLE 105 FREIGHT TONNAGE OF IMPORT AND EXPORT VIA THE
PRINCIPAL PORTS IN MANCHURIA
(Unit: 10,000 metric tons)
Exports
193Z
1938
1939
1940
1941
1942
Name of Port
Dairen
578
538
480
326
298
373
Port Arthur
19
5
9
20
9
7
An-tung
4
3
4
3
2
3
Ying-klou
65
52
42
39
24
10
Hopeh
11
17
6
2
2
2
HU-lu-tao
2
6
9
15
14
4
Najin
44
71
37
18
18
37
Unggi
25
22
18
15
8
5
Total
748
714
605
438
375
hh,
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Imports
1937
1938
1939
1940
1941
1942
Name of Port
Dairen
344
433
534
438
366
338
Port Arthur
3
6
13
14
17
16
An-tung
11
13
23
7
7
6
Ying-kiou
24
35
47
22
29
13
Hopeh
8
14
11
8
6
7
Hu-1u-tao
2
4
11
4
3
1
Najin
5
13
36
29
32
27
Unggi
6
7
15
6
5
1
Total
403
525
690
528
465
409
Freight Traffic in Frontier Railway Stations
A description of the freight traffic of Manchuria with China,
Korea and Japan at the railway terminals near the borders is given
below.
? Sea transportation met with extreme difficulties after the Pearl
Harbor in 1941. The Antung-Mukden and the Mukden-Shan-hai-kuan lines
became therefore the most indispensable traffic route between
Manchuria, China Proper and Japan. These two railways handled very
heavy traffic. Moreover, the trade volume between Manchuria, China
Proper and Korea increased gradually. In short, the transit freight
in An-tung and in Shan-san-feng (North Korea) was extremely large.
In 1943 the freight originated in North China and exported to
Korea and Japan via Manchuria amounted to 440,000 metric tons and
that originated from Manchuria and exported to Korea and Japan
amount0 to 1,750,000 metric tons. About 1,510,000 tons of the
freight from both sources were transported to Japan via the four.
North Korean Ports (Pusan, Ma-shan, Li-shui and Ma-pu).
Table 106 shows 2944 volume of freight exported to Japan and to
China Proper: the volume of export originated in North China and
transported to Japan amounted to 1,560,000 metric tons and that
originated in Manchuria and transported to Japan amounted to 3,610,000
metric tons. All the freight mentioned here was handled by the
railways in Manchuria.
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Table 106. VOLUME OF FREIGHT TRAFFIC FROM MANCHURIA TO JAPAN AND TO CHINA PROPER IN 1944
(Unit: 10,000 metric tons)
>
-0 To Japan by Land
73
3 From From Imports from Exports to Combined
< Borth China Manchuria Total North China Korea North China Korea Total Total
M
CL
-11 Coal 105 56 161 165 16 170 351 512
0
-1
X Iron Ore 6 6 35 20 6 61 67
m
CD Other mineral ores 3 3 1 7 7
m
C,)
CD Nonferrous metals 2 2 2
_.%
CD
CD Copper and pig iron 13 49 62 62
c.o
....,1
a
cow Metal products 1 1 2 2
-...1....)
K)ut
cn
1 Table salt 35 18 53 1 1 54
. .
0
F? Soybeans 35 35 35
i3
O Grain 18 18 2 30 27 59 77
T
.4
00 Oil seeds 3 3 3
c)
GI
_.% Soybean cake 17 17 2 2 19
0
CD
> Cement 2 2 2
c)
c)
_.% Coal tar l 1 1
gajoins page 336 here.;
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r4 e--
1"
ilajoins page 335 hereg
r4
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The transit freight at the frontier railway stations of An-tung,
Shan-hai-kuan, Man-p'u and Shang-san-feng is given in Table 107. It
amounted to 2,400,000 metric tons in 1939 but jumped up to 11,500,000
metric ton (by 4.8 tines) in 1943. The transit freight in 1939 con-
stituted 13.5 percent of the combined transit freight tonnage of all
Manchurian railways (84,620,000 metric tons) or 25 percent of the
combined merchandise tonnage (45,380,000 metric tons) of all railways
in Manchuria. This indicated the extremely heavy traffic condition
in the An-tung-Mukden and the Mukden-Shan-hai-kuan lines.
TABLE 107 TRANSIT FREIGHT ARRIVING AT FRONTIER RAILWAY STATIONS
(Unit: 1,000
An-twig Railway Station
metric tons)
1939 1940
1941
987
124
1942
1943
798
100
572
72
1,888
237
4,008
503
Metric Tons
Index
Shan-hal-kuan Railway Station
Metric Tons
406
648
2,089
3,056
44472
Index
100
160
515
753
1,102
Man-plu Railway Station
Metric Tons
87
66
83
255
653
Index
100
75
96
293
750
Shang-san-feng Railwa7 Station
Metric Tons
1,110
1,160
14501
2,245
2,371
Index
100
105
135
202
214
Total Metric Tens
2,401
2,446
14,660
7,443
11,505
Total Index
100
102
194
310
479
.
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An-tung Station
Shan-bai-kuan Station
Man-p'u Station
Shang-san-yeng Station
Totals
Table 108.
1939
TONNAGE
NEAR
Index
OF INCOMING
THE NATIONAL
(Unit: in
1940
FREIGHT
BORDERS
1,000 metric
Index
AT THE RAILWAY STATIONS
OF MANCHURIA
tons) .
1941 19.42
1943
CD
a.
-n
CD
CD
a)
CD
CD
CD
CD
Co
01
Tonnage
Tonnage
Tonnage Index
Tonnage
Index
Tonnage
Index
298
2,892
5,861
159
588
409
135
2
488
1,034
.100
100
100
100
100
303
427
3
399
1,132
74
316
127
82
109
576
1,778
22
731
3,107
141
1,315
1,115
150
301
946
2,651
38
626
11,260
232
1,961
1,876
128
412
1,279
3,910
119
774
6,081
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Table 108 shows that the combined tonnage of imports via the
frontier railway stations increased 6 times in five years. The volume
of imports via An-tung increased 3 times and that via Shan-hai-kuan
increaded 29 times. Table 109 shows the tonnage of exports via
Manchurian railway stations (equal to the amount of transit freight
arriving at these stations).
As indicated by 108 and 109, the total volume of imports
increased 6 times and that of exports increased 4 times. Imports via
An-tung increased 3 times and exports increased 7 times. Imports via
Shan-hai-kuan increased 29 times and exports increased 2 times. Im-
ports via Man-piu were 120,000 tons and exports 530,000 tons in 1943*
Imports via Shang-san-feng increased 1.9 times and exports increased
2.6 times.
3
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-o
-o
CD
a.
-n
CD
CD
a)
CD
CD
CD
CD
Co
01
0
?-?1
Co
cb
oo
a
CD
a
a
?-?1
a
a
a
a
a
a
Co
la
0
The An-tung
Station
The Shan-hai-
kuan Station
The Man-p'u
Station
Table 109. TONNAGE OF WORTS VIA FUSTIER RAIDiAY STATIONS
1939
Towage Index
389 100
100
85 100
The Shang-san- 622 100
fang Station
(in
1940
Tonnage Index
269 69
221 82
63 74_
762 123
1,000 metric tops)
1941
Tonnage Index
411 .106
311 115
61 71
124
1942 1543
Tonnage Index TonPage Index
942
242
405
150
217
255
1,619
260
2,790
Reserks
717 In 1943 the
chief exports
included:
Government Con-
trolled Materials
670,000 tons;
Coal,- 560,000
tons; Salt,
380,000 tons;
Soybeans,
320,000 tons.
Grains (Kaoliang
and Bice)
220,000 tons;
Forest Products
230,000 tons.
562 208
535 628
1,597
Coal 370,000
tons; Grains
(Soybeans and
Rice) 110,000
tons; Iron and
Steel 20,000 tons.
257 Coal 1,220,000
tons; Government-
Controlled Ma-
terials 170,000
tons; Charcoal,
110,000 tons.
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Section 7. Income
Introduction
The income
(including the North
centralized control
-EXpenditureof the Railways in Manchuria
and expenditure of the
Korean Railway) during
organization are given
TABLE 110
INCOME AND EXPENDITURE
IN MANCHURIA
(Unit: 10,000 yen)
railways in Manchuria
the period under a
in Table 110..
OF THE RAILWAYS
Income from
Operations ,
Operating
Expenses
Profits from
Year Yuan
Index
limn
Index
,Operations
Yuan
Index
1934 19,310
1935 22,730
100
11,988
100
10,742
100
1936 25,180
111
13,861
116
11,319
105
1937 29,590
130
15,870
132
13,720
128
1938 37,000
163
21,300
178
15,700
146
1939 47,640
210
29,101
243
18,533
172
1940 50,140
220
35,213
294
14,927
139
1941 59,160
260
43,309
362
15,851
147
1942 72,850
320
50,617
422
22,233
207
1943 86,900
383
61,351
512
25,547
238
15144 105,690
Table 110 indicates that the financial condition of the railways
WWI generally good before 1939. In 1940 income decreased While ex-
penditure increased. As a result, the net profit for the year
dropped 36,000,000 yen or 20 percent over the preceding year. How
ever, the financial condition Showed improvements in subsequent
years. The net profit in 1943 was 2.4 times of that in 1934.
Table 111 dhows the receipts from, passenger service and those
from freight service. The income from freight service increased
2.6 percent only from 1935 to 1944. The income from freight service
in 1940 went down by 18,400,000 yen (5.6 percent) over the preceding
year. On the other hand, the income from passenger service in-
creased in 1944 11.7 times of that in 1935. Each year the income
from passenger service seemed to increase in the same rate.
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TABLE 111. ANNUAL RAILWAY MOM
(Unit: 10,000 yen)
Year
?
Income from
Operations
Income from
Passenger Service
Income from
Freight Servtoe
Yuan
Index
!Ilan
Index
'Nan
1934
19,310
3,840
15,470
1935
22,730
100
5,140
100
17,590
100
1936
25,188
111
50800
113
19,380
110
1937
29,590
130
6,930
135
22,660
129
1938
37,000
163
9,450
184
27,550
157
1939
47,640
210
14,730
286
31,910
187
1940
.50,140
220
19,070
370
31,070
177
1941
59,160
260
22,260
413
36,900
210
1942
72,850
320
30,690
596
42,160
240
1943
86,900
383
43,570
846
143,330
247
1944
105,690
465
60,130
1,170
45,560
259
In addition to the expenses in operating the dining cars,
hotels, buses and other related enterprises the railways' operating
expenses include the accounts listed in Tall) 112.
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Year
Table 112. COMPOSITION OF RAILWAY OPERATING EXPENSES IN MANCHURIA
(Unit: 10,000 yen)
Administrative Transportation Transit Service Car Storage Total Operating Total Operating
Expense Expense Expense Repairing Expense Expenses and Other Expenses
1935
2,647
2,131
3,011
1,513 2,685 11,987
14,458
1936
3,252
2,164
3,292
1,880 3,273 ., 13,861
16,695
1931
3,665
2,591
3,943
2,073 3,598 15,870
19,411
1938
4,030
3,393
5,336
2,901 5,640 21,300
27,416
1939
5,123
4,886
7,781
2,641 7,675 29,106
30,759
1940
7,228
541
9,942
4,221 8,420 35,213
46,504
Total
Operating
Operating Operating 'Operating
Operating
Expense of
Expense - Expense Operating Expense
Expenses
Total
the South
Manchuria
Operating Operating
Expense Expense
Operating
Expense of
of the of the . Expense of of the
Locomo-Car In- the Et- Electric.
of All
Districts
Operating
and
Year
Railway
Company
of the of the
Bureau Stations
the Train
Districts
tive spection gineering Power
Districts Districts Districts Districts
and
Office
Other
Expenses
1941
4,115
3,475 7,243
1,474
13,128 2,562 8,640 2,073
43,309
59,284
1942
4,668
3,961 8,235
1,429
16,480 3,260 10,358 2,226
50,617
66,766
1943
6,660
5,142 9,342
1,854
19,429 3,978 2,769 2,769
61,351
79,264
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Income by Railway Systems
Table 114 thews the income from railway operations of the
three railway systems: the national railways, the SMR lines and the
Korean Railway System. The figures are computed according to the
following methods:
(1) The income from passenger operations in the
aggregate of the receipts from passenger tickets of al the railways
within a system;
(2) The income from
railway system is a product of the
railway systems and the percentage
way system among the total freight
systems.
freight operations of each
total freight income of all the
of freight mileage of each rail-
mileage of all the railway
(3) The amount of expenses for a railway is equal
to the total expenses of a railway system times the percentage of
train mileage among the total train mileage of the entire railway
system.
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Table 113. PROFIT AND LOSS OF MANCHURIA, AND NORTH KOREAN RAILWAY SYSTEM
(Unit: 10,000 yen)
National Line o , SIO Lines North Korean Lines
Profit Profit Profit
Year Income Expenditure or Loss Income Expenditure or Loss Income Expenditure ,or Loss
1934 6,500 12,510 300
1935 7,090 15,210 430
1936 8,470 16,100 610
1937 11,270 7,830 3,440 17,610 7,450 10,160 710 590 120
1938 14,580 10,720 3,860 21,530 9,820 11,710 890 760 129
1939 20,340 15,170 5,170 26,160 12,800 13,360 1,140 1,137 3
1940 25,900 19,470 4,430 25,500 14,790 10,710 740 953 (-)213
1941 28,960 24,550 4,410 29,560 17,930 11,630 ao 829 (-)189
1942 37,410 29,900 7,510 34,670 19,800 14,870 770 917 (-)147
1943 48,140 36,900 11,240 37,930 23,400. 14,530 830 1,041 (-)211
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Table
114.. INCOME OF MANCHURIA RAILWAYS PASSEMGER. AND FREIGHT OPERATIONS
CD
a.
11
CD
(7)
a)
cf,
CD
CD
CD
CD
03
01
0
0
03
cb
a
CD
a
a
a
a
a
a
a
01
Year
1934
1935
1936
1937
1938
1939
1940
1941
1942
1943
Total
Income
National Lines
(Unit;
Total
Income
10,000 yen)
SNR Lines
Income
From
Freight
Trans-
portation
North Korean Lines
Income Income
From From
Passenger Freight
Trans- Trans-
portation portat ion
Income
From
Passenger
Trans-
portat ion
Total
Income
Income
From
Passenger
Trans-
portat ion
Income
From
Freight
Trans-
portat ion
6,500
7,900
8,470
11,270
14,580
20,240
230900
28,960
371410
48,140
1,900 4,600
2,260 4,830
21640 5,830
3,650 7,620
4,880 9,700
7,780 12,56o
100400 131500
11,960 17,000
16,330 21,080
23,880 24,260
12,510
15,210
16,100
17,610
21,530
26,160
25,500
29,560
34,670
37,930
1,840
2,750
3,010
3,100
4,330
61600
8,400
lo,o6o
141010
19,250
10,670
12,460
13,090
14,510
17,200
19,560
17,100
19,500
20,660
18,680
300
430
610
710
890
1,140
740
64o
770
830
100
130
150
180
240
350
270
240
350
440
200
300
460
430
65o
790
470
400
420
390
0
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As shown by Table 114 the income of the national railway lines
increased annual1y. Taking 1937 as the base year, the income in 1943
reached 427. On the other hand, the SMR lines had a greater ex-
penditure everv,year with its income in 1940 being lower than that of
the preceding year. If we take 1937 as the base year, the income and
expenditure of the SMR lines were respectively 215 and 314. This
indicates that the financial position of the SMR lines was much in-
ferior than that of the national lines. Such a phenomenon may be ex.-
plained by the fact that the national lines were mostly railways for
economic development and they were relatively young, while the SMR
lines reached their old age and could hardly compete with their
younger rivals.
Business Income and Expenditum.hz_aRilny Lines
A systematic analysis of the profit and loss of each railway
line in Manchuria began in 1940. The profits and losses of each rail-
way line are shown in Table 115. The table gives a clear picture of
the financial position of each railway in 1940. Under the centralized
control system, the railway lines which operated at a loss were in
fact subsidized by those which operated at a profit. The deficits of
one railway were compensated for by the surpluses earned in another
railway and thereby the entire railway-network was kept in operation.
This is the advantage of a centralized management system which should
be taken into account in formulating railway administrative policy
for the future.
TABLE U. NET PROFITS AND PROFIT RATE OF THE
RAILWAY LINES IN MANCHURIA, 1940
Order
(Unit: 10,000 yen)
Net Profits
Railway. Lines aeration
Rate of Profit or
Losses (Percent)
1
Chlang-chlun-Dairen
8,843
28
2
Mukden-Shan-hai-kuan
2,167
30.7
3
Chlang-chlun-Harbin
1,365
17.9
4
Ssu-p ' ing-Chli-chli-ha-erh
866
12.8
5
Chlang-chlun-Tlu-men
714
8.1
6
An-tung-Mukden
716
12.0
7
Pin-sui
649
9.5
8
Pin-pei
370
8.2
'
9
Pin-chou
346
5.5
10
Fu-shun
302
25.3
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Net Profits Rate of Profit or
Order Railway Lines FronlOperation Losses (Percent)
11
Mukden-Kirin Line
195
3.9
12
Ta-hu-shan-Cheng-chia-tun
160
6.5
13
Hsin-li-t'un-I-hsien
76
4.8
14
Sbu-pling-Mei-ho-k/ou
63
4.4
15
Sul-chia
32
0.6
16
La-pin
34
0.9
17
Tu-chia
14
0.1
18
Ten-feng
(-)23
19
Li-shu
(-)25
(-)10.0
20
Chli-chien
(-)31
? 21
Tsir;gtao
(-)34
(-)3.9
22
Ta-1i-tzu
23
Hopeh
24
Mei-chi
(-)53
? 25
Chin-klou
(-)69
(-)0.8
26
Chin-chteng
(-)85
(-)1402
27
Chao-klai
(-)95
28
Ning-huo
(-)95
(-)3.7
29
Chlang-pai
(-)105
(-)4+3
30
Chi-pei
(-)123
(-)6.8
31
Sui-ning
(-)130
(-)6.0
32
Pei-hei
(-)161
33
Hu-lin
(-)165
34
Pai-a
(-)174
35
Hsing-ning
(-)216
(-)5.2
36
North Korean
(-)287
Total
14:945
8.8
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Arranged in the order of the profit rates (i.e. the earning per
capital) as shown in Table 115, the following Table gives the income
and evenditure per average operating kilometer of each railway.
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C-90001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/666 i aseeieN .10d peACUMV
Table 116. INCOME: AND EXPENDITURE PER OPERATING KILOMETER OF TirEBAMMAY LINES
Serial
Thither
lames of the Railway Lines
Average Kilo-
miters in
Operation
Income
Income and Expenditure Per Kilometer
Expenditure
as Percent Capital
Expenditure of Income (1,000 yen)
1
Nhkden-Shan-hai-kuan Line
421.5
98
47
48.0
167
2
Ch'ang-ch'un Dairen Line
847.2
208
103
49.8
371
3
Fu-shun Line
52.9
125
68
54.5
225
4
Ch'ang-ch'un Harbin Line
280.2
129
77
59.5
292
5
Ssu-pting--Ch'i-chti-ha-erh
577.8
45
30
0.1
117
6
An'tung-Nhkden Line
260.2
88
60
68.9
228
LAI
VI
0
7
Pin-sui Line
549.7
54
42
78.2
124
I
8
Pin-pei Line
326.1
42
31
73.3
139
9
Ch'ang-t'u Line
562.3
47
34
73.3
157
lo
Ta-ch'eng Line
386.2
23
18
81.1
67
11
Pin-thou Line
934.8
24
20
84.8
67
12
Esin-I Line
131.5
33
27
82.5
119
13
Pting-mei Line .
156.1
22
18
82.4
92
lie
Malden Kirin Line
436.7
27
22
83.6
115
gijoins page 351 herej
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/#7,Ajoins page 350 hereff
15
La-pin Line
258.1
27
25
95.1
154
16
Sui-chia Line
213.1
21
19
92.2
168
17
T'u-chia Line
653.4
41
41
99.5
192
18
Chin-ku Line
560.2
14
16
108.3
152
19
Ta-].j-tzu Line
32.8
12
26
208.3
346
20
Mel-chi Line
255.5
19
25
110.9
173
21
Ch'i-chien Line
86.0
15
18
124.3
207
22
Yeh-feng Line
146.9
6
7
125.1
79
'JO
NA
1-.
23
Ning-huo Line
210.4
9
14
145.5
91
1
24
Ching-tao Line
38.4
9
18
195.2
167
25
Pei-hei Line
307.1
17
23
129.6
124
26
Ch'ang-pai Line
332.4
10
13
131.0
74
27
Hsing-ning Line
62.8
4
39
808.3
192
28
Hu-lin Line
335.7
19
24
125.2
90
29
Pai-a Line
337.0
7
12
169.4
90
30
Hopeh Line
91.1
7
13
175.3
93
.5Ajoins page 352 here:7
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PI ? (NI CM CC/ sin
g r?- N.1 r5i) CI, Cm; Ce s;
0.1 4.4
o\
UN i"
r-1
?0.
t`^ UN
P4 -4' 1.4
UN
(.4t-
01 .4
r4 t"
. .
Co?
C11
o\ 1.4
? ?
CO
UN
r4 1Y1 ?1 UN 1/40 g
tr) CY1
%.0
If'
0.4
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Approved For Release 1999/08/25: CIA-RDP78-03109A001700010008-3
Section 8. Automobile Transportation
Introduction
Automobile transportation was regarded a subsidiary industry
to the railways and thus was entrusted to the South Manchuria Railway
Company for its operations. As a result, the automobile transporta-
tion industry-not only avoided competition with the railways, but
supplemented the function of the railways by extending its service to
the border regions in Manchuria and thereby contributing to the
development of the backward areas and to the maintenance of peace and
order in Manchuria. Several special features were pertinent to the
automobile transportation industry in Manchuria: (1) the mileage of
the highway system was long; (2) as a supplementary industry to the
railways, the automobile transportation industry must have a greater
capacity; and (3) the industry was confronted with many difficulties
in technique and in finance due to the peculiar geographical
condition of Manchuria and social custom.
Following the precedent of other countries, Manchukuo
nationalized those highways which might be competitive to the railways,
are substitutes for the railways or are valuable to industrial
development. These highways were entrusted to the South Manchuria
Railway Company-for operation. In the western world the highway
transportation industry grew mostly after the completion of railways.
The competition between the highways and the railroads was damaging
not only to both transportation systems, but also to society. In
view of this, the Manchukuo regime put both industries under a
centralized administration.
The automobile transportation industry in Manchuria en-
countered many technical difficulties because of poor highway
conditions. The highways were muddy in the rainy season and too
dusty in the spring and fall. Automobiles wore out easily.
Mechanical troubles developed easily in the cold weather. Further-
more, financial difficulties confronted the automobile transportation
in Manchuria: (1) freight volume was small since the highway area
was sparsely populated and was economically backward; (2) social order
VAS poor and much money was needed to maintain traveling safety;
p) salaries and wages, fuels and other operating expenses were high;
4) automobile parts were expensive and not always available.
Data on Automobile Tranq.22ELEtZ3:22
1. Organization
The organization of automobile transportation in
Manchuria consisted of:
a. The Administration of Automobile Transportation
b. The automobile transportation divisions of the
railroad administrations in Mukden, Chinchows Kirin, Harbin,
Moutanchiang and Tsitahar.
C, Bus stations as shown in the following table:
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Railway Location of Affiliated Number of
Administration Bus Stations
Mukdeni
Chin-chou
Kirin
Mu-tan-chiang
Harbin
Tsitsihar
Mukden, An --Lung, Hai -chteng,
Chlang -chlun, Fu-tung-chen,
Fu -shun
Chin-chou, Fu-hsin, 0105.h-fang,
Chleng-te, Tung-liao, Plingc
chtuan? Chao-yang
Chien-tao, Kirin,_ Tun-hua,
Chao-yang-chen, Tlung-hua
Mu-tan-chiang, Tung-an,
Tung-ning, Hui-ch' un, Po-li,
Chia-mu-ssu, Sun..wu
Harbin, Hu-lans Chao4ung,:
Chu-ho, San-cha-ho,
Shuang-ch'eng
Chli-chti-ha-erh, Pai-chuan,_.
Trao-nan, Na-ho,
Hat-la-erh
Rashin (North Najin
Korea)
Total (not including 118 branches)
Highway Mileage
Mileage authorized for use
Mileage in operation
Mileage covered by bus lines
3. Staff,
Administration of Automobile
Transportation
Bus Stations
6
7
39
Kilometers
46,926
24,334
10,600
Staff Nationality of Employees
84 Japanese 2,180 37%
Automobile departments
attached to the railway
administrations 232 Chinese 3,202 54%
Bus stations 5,886 Korean 504 9%
5,886 5,886 100%
Total
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Number of Drivers and Repair Workers
Drivers
1,527
Repair workers 957
4. Repairing Facilities
Railway Repair Car
Administration Shops Pools
Mukden
Chin-thou
Kirin
Mu-tan-chiang
Harbin
Chti-chti-ha-
erh
Najin
Total
Repairing
Capacity
1119.1212210.
Monthly
Car Pool Repairing
Capacity Capacity
(Vehicles) (Vehicles)
8
13
38
106
54
15
16
45
80
60
8
12
42
121
54
9
16
98
145
11
13
51
99
do
14
13
49
64
54
1
1
3
13
o
66
84
326
628
363
Number of Vehicles
Classification
Total
Railway
Administration
Buses
Trucks
pthers
Mukden
209
255
7
471
Chin-thou
170
161
3
334
Kirin
186
172
4
362
Mu-tan-chiang
136
425
57
618
Harbin
228
200
9
432
Chli-chli-ha-erh
221
118
17
356
Others
102
97
4
203
Grand Total
1,247
1,428
loi
2,776
355
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Note: The types of cars listed in the above table were:
a. Buses: A. Operated by gasoline
B. Operated by Kerosene
b. Freight Automobiles and Trucks
A. Operated by gasoline
B. Operated by kerosene
Bus and Truck Service
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Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
i
(a) Ordirszy Buses
Mileage (kilometers)
Daily average number of buses in operation
Mileage actually covered (10,000 kilo-
meters)
Number of passengers (millions)
Passenger-kilometers (millions)
liable 117.
A. Data on Passenger
1939
DATA ON BUS
Bus
194o
18,262
131,210
1,565
lo
318
&MICE
Service
1941
1942
1943 1944
140578
93,820
1,136
7
206
18,859
144,700
1,798
12
363
19,877
138,966
1,781
13
419
19,803 19,803
96,719
1,196
9
335
LO
%II
Passenger rate per kilometer (cents)
3.2
3.2
4.9
5.0
5.1
-4
1
(b) Chartered Buses
Traveling mileage (100000 kilometers)
64o
1,853
872
1,352
1,222
Number of cars operating daily
327
471
789
1,219
989
(c) Local Buses
Number of cars operating daily
21,436
310945
25,789
20,441
16,715
Traveling mileage (10,000 kilometers)
177
279
220
173
143
Number of passengers (millions)
5
U.
8
7
2
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C-80001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/666 i aseeieN .10d peA0.1ddV
(a) Ordinary Trucks
gdjoins page 357 herej
B. Truck Service
Average nutber of cars in operation daily
23,576
32,871
26,920
25,757
35,919
Daily mileage (10,000 kilometers)
302
435
355
355
427
Tonnage hauled (1,000 tons)
69
67
66
69
270
Ton-kilometers (10,000 kilometers)
324
493
508
596
859
Freight rate per ton per kilometer
(cents)
(b) Chartered Trucks
52.18
58.4
64.52
Nuther of cars in operation daily
29,612
30,936
31,078
24,361
45,217
Traveling mileage (10,000 kilometers)
309
341
311.11.
253
443
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Table 118.
OF NATIONALIZED BUS LINES
INCOME FROM BUS AND MUCK OPERATIONS
(10,000 yen)
1937 1938
1939
1940
1941
1942
1943
Passenger Service:
Total passenger service
709
1,152
1,995
2,333
1,966
Ordinary-buses
643
1,011
1,772
2,074
1,707
Chartered buses
13
35
83
131
136
Local buses
53
106
140
128
123
Freight Service:
Freight
76
126
265
347
554
Parcels
17
17
18
14
Chartered truck service
112
171
286
263
474
Miscellaneous income
3
35
27
122
80
Total truck service
191
349
595
750
1,122
Combined total
900
1,501
2,590
3,083
3,088
Approved For Release 1999/08/25 : CIA-RDP78-03109A001700010008-3
Section 9. Data on River Transportation
After Manchuria was taken over by the Manchukuo regime, all the
slipping lines Along the Sungari River were nationalized and put under
the management of the South Manchuria Railway Company. All the
privately or publicly-owned shipping lines were supervised by
Harbin Navigation Bureau. The bureau operated shipping lines on the
Amur and Sungari Rivers for developing river transportation in the
border region of Manchuria. Shipping lines newly opened for traffic
amounted to 3,800 kilometers. Thus vessels can sail from Amur River
in East Manchuria to Ussuri River and to Hu-lan, from there onward to
Mu-ling Ho, Ni-shan and to Hsing-klai Lake. They can sail also from
the Hei Ho in West Manchuria, pass through the Amur River and reach
Mo-ho and Chi-la-lin.
Shipping on the Amur, Sungari and Ussuri rivers is impossible
for six months a year because of freezing. Thus the soybeans produced
in Fu-chin, Chia-pu-ssu and I-lan and Coal produced in Ho-kang and
other resources must be transported to the market in six months after
the river thaws. For this reason, river traffic on the Sungari River
is very-heavy in the summer. The business operations of the Harbin
Shipping Bureau are therefore very heavy at that time. During the
rest of the year, the bureau devoted much of its time in averhapling
its Ships. In addition, it ran long-distance bus services between
Harbin, FU-chin and Tung-chiang. The length of the bus line amounted
to 600 kilometers. This was intended as a substitute for shipping
services. Despite frequent highway robberies, the bus services had
not been interrupted.
In July.1937 the Tfu-men.Chia-mu-ssu Railway Line opened to
traffic. It was constructed for the development of the economy of
the frontier regions in Manchuria. It had been predicted before the
opening of the railway that the railway would adversely affect the
shipping industry in that area. But on the contrary the river
traffic increased. This owed mainly to the coordination between
river transportation and land transportation brought about by
centralized authority over both transportation systems*
Shipping Along the Sungari River was prosperous. However, the
shoal located near I-lan was a great menace to shipping. In the
period when water level was low, a vessel whose draught was above 2
meters could not pass the shoal. In ordinary times vessels of larger
capacity-had Also difficulties in sailing across that area. The
condition there has been improved since the Ministry of Transporta-
tion of the Manchurkuo regime undertook a series of conservation
projects there.:
. In compliance with the policy of Manchukuo, the Southern
Manchurian Railway Administration organized the Harbin Shipping
Association for the control of the public shipping agencies and
thereby-for the prevention of their competition with privately-.
owned shipping concerns. All the shipping companies under the
Jurisdiction of the railway administration joined the association*
Wharves along the Sungari were however under the jurisdiction of the
Harbin: Navigation Bureau.
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? Data on Passenger and Freight Services
Harbin was the center of the shipping services in the Sungari
River. As of March 1937 there were in operation 317 ships of total
120,000 metric tons. During the 200-day period between April and
November 1937, these ships served 650,000 passengers and carried
850,000 metric tons of freight.
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C-80001.000/1.00V601.?0-9/c1CIN-V10 9Z/90/6661. eseeieN iod peAoiddv
Table 119., ME CLASSIFICATIONS OF BOATS USED IN THE SUMARI NAVIGATION LINE IN 1937
Number of Ships in Sungari River 1937
Classifications of Crafts and. Boats
Steamers2.1?
Sailing Boats
Total
Ownership
Tonnage
Number
Tonnage
Number
Tonnage
Number
Tonnae
Number
General Railway Administration
15,151
14.5
302946
65
1,033
13
472150
123
Under private ownership
35,191
70
32,003
66
4,903
58
72,097
194
Total
502342
115
62,967
131
5,938
71
119,247
317
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Table 120.
Shipping Lines
Harbin-Fu-chin Line
Harbin--Ai-hun Line
Harbin--Hu-lin Line
Harbin--Ta-lai-fu-yu Line
Harbin-Chiangchiao Line
Fu-chin--Ai-hun Line
Fu-chin--Hu-lin Line
Ai-hun--Ma-ho Line
Mu-ho-,Chi-la-lin Line
Hu-lin--Lung-wang-miao Line
HU-lin--Mi-shan Line
SHIPPING LINES OPERATED BY THE HARBIN NAVIGATION BUREAU IN 1937
Distance in
Kilometers Types of Service
Passenger
Passenger and freight
_Passenger and freight
Passenger and freight
Passenger and freight
Passenger and freight
Passenger and freight
Passenger and freight
Passenger and freight
Passenger and freight
Passenger and freight
623
1,418
1,286
332
508
795
663
827
499
272
335
Sailing
Once a day
Sailing every 8 days
Sailing every 4 days
Sailing every 10 days
No definite schedule
Sailing every 9 days
Sailing every 9 days
Sailing every 12 days
No definite schedule
No definite schedule
No definite schedule
Time Needed For
Round Trip
10 days
Roughly 9 days
Roughly 21 days
Roughly 12 days
Roughly 12 days
Roughly 9 days
Roughly 10 days
Roughly 12 days
Data not available
Data not available
Data not available
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Table 121. DATA or SUNGARI SHIPPING SERVICE
Statistical Units
1938
1939
1940
Operating mileage
kilometers
3,938
3,805
Passenger transportation:
Passengers transported
in 1,000 persons
729
738
Mileage
in millions kilo-
meters
109
112
Income from passenger transports.- in 10,000 yen
tion
Average mileage per passenger in kilometers
Average fee paid by one person in yen
Fee per kilometer per passenger in cents
Freight transportation:
Tonnage in 1,000 tons
Mileage in millions kilo-
meters
Income from freight in 10,000 yen
Average mileage per ton kilometers
Average rate per ton yen
Averate rate per ton per kilometer
1941
1942
1943
2,822
4,056
3,778
692
611
692
100
79
88
112
118
148
123
140
150
151
145
131
128
1.54
1.60
2.14
2.03
2.04
1.03
1.05
1.48
1.55
1.60
827
733
244
172
393
287
298
235
873
682
874
174
164
295
372
342
426
200
227
223
4.76
3.12
4.27
5.02
4.88
1.61
1.66
2.13
2.21
2.18
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Table 122. NUMBER OF SHIP PASSENGERS
BY CLASSES OF TICKETS AND By PORTS?
(Unit:
1,000 persons)
121/
l938
1222
12112
12111
1942
1943..
First Class
1
3
3
2
3
Second Class
46
54
55
52
64
Third Class
65o
670
608
530
601
Passengers on board from:
Harbin
? 76
94
?? 96
74
89
Tung-ho
36
45
47
4o
39
I-lan
43
44
43
4o
45
Lien-chiang-k'ou
89
65
?8
4
Chia-mu-ssu
142
127
65
55
65
Hua-chuan
11
12
11
12
15
FU-chin
44
25
21
20
21
Ai-hun
25
25
17
15
19
Mu-ho
1
4
2
2
3
Mu-lan
18
20
21
18
22
Sui-pin
7
9
6
6
4
Total
1,189
1,197
1,003
871
994
Table 123. sumARI RIVER CARGO
BY TYPES OF GOODS AND BY PORTS OF ORIGIN
(Unit: 1,000 tons)
114/ 1938, 2.222 1940 1941 1942RAI
Cargo by types of goods:
Soybeans
149
57
64
89
104
Wheat
8
17
24
4
5
Cereals
44
37
6o
26
39
Coal
15
62
66
70
152
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12311211121220.401l2142.19141
Reck and grave1
12
10
10
1
1
Tither
135:
137
310
113
/95 '
Fuel wood
33
26
7
30
19 ?
Wheat flour
16
14
14
10
8
Others
? 53
Railway materials
122
111
69:
94
61:
Government-controlled materials
46
85
166
186
238
Cargo by ports of origin:
Harbin
108
50:
38
28
27
Tung-ho
99
61
94
50
53
I-Ian
16
99
75
50
25
Lien-chiang-Wou
204
108
104
77
69
Chia-mu-ssu
25
13.
13
16
21
Rua-chuan
3
3
6
4.
2
FU-chin
51
49
60
32
.26
20
18
10
9
10
Mh-ho
1
1
1
1
1
17
17
20
8
24
Sui-pin
23
14
22
10
12
Grand total
827
733
873
682
874
- 366 ?
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Section 10. Data on Truck Transportation
Introduction
As described above, Manchukuo put the railroads and the
Shipping lines under a centralized administration for the development
of an efficient transportation network in Manchuria. To supplement
railroad and river transportation the Manchukuo regime also regulated
truck transportation.
In 1937 the Ministry of Transportation issued the Regulations
Governing Transportation Companies. In 1943 it appointed the
International Transportation Company (a subsidiary of the South
Manchuria Railway Company) to be responsible for the reorganization
of the truck transportation industry.
. ht2E/22.tio Transportation Company
The International Transportation Company was founded in 1923
with a capital of 3,000,000 yen (later increased to 100,000,000 yen),
contributed solely-by-the South Manchuria Railway Company. It
provided previously services to the railroads owned by the railway
corporation. After the company received the custody?of all the rail-
roads in Manchuria, the company offered services to them. It main-
tained headquarters in Chang-chlun, service centers in principal
cities, and representatives in the major railway stations for better
coordination with the railroads. The business scope of the Inter-
national Transportation Company is as follows:
1. Surface transportation
(A) Terminal Services: It was appointed as the sole
transportation agency serving the railroad terminals. As an ordinary
transportation company it offered pick-up and delivery services to
passengers and Shippers.
(B) Freight Transportation: It monopolized the freight
service within each of the principal cities in Manchuria. In
addition, it controlled 62 percent of the transportation services in
95 localities. It had its subsidiaries in Dairen, Chlang-chlun and
Mukden.
(C) Transport of Agricultural Products (to terminals):
It was appointed the sole operator for transporting agricultural
products to railroad terminals in 1943. Thus it maintained agencies
in. 301 (or 75 percent) of the 383 trade centers for agricultural
products.
2. Shipping
It operated short-distance shipping services on the in-
land waters in Manchuria.
3. tabor Services
. The International Transportation Company offered load-
ing, unloading, packing and other services at the railroad terminals
and at the wharves. It had about 80,000 porters and service personnel.
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Previously the company rented its transportation
facilities from others* Later on it purchased its own facilities and
purchased those it rented from others*
Data on the company's transportation facilities as of
1945 and on its operations are given in Tables 124 and 125*
TABLE 124
VEHICLES. OWNED BY THE INTERNATIONAL TRANSPORTATION COMPANY, 1945 -
Push Carts
Vehicles Trucks
1,473 57
85 21
. 143.
267 115
149 el
8 24
631 53
2,656 340
Branch Office
Horse Wagons
OPerating
In Reserve
Mukden
4,269
7,887
Chin-chou
1,572
2,249
Harbin
1,245
5,411
Kirin
Kirin
1,593
2,460
MUtan-chiang
1,361
4,265
Chli-chli-ha-eth
903
3,713
Head Company
199
Total
11,141
27,005
Horses, Vehicle Depots
2,242
Horses 2,670 6,191
Capacity of horse-wagon depots 4,927 (wagons) 6,047 (wagons)
Capacity of push carts depots 830 (vehicles) 830 (vehicles)
Capacity of truck pools 277 (trucks) 292 (trucks)
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Table 125, TONNAGE OF GOODS HANDLED BY THE INTERNATIONAL TRANSPORTATION COWAN!
(in 10,000 tons)
>
73 Goods Delivered to Incoming Goods From Loading and Unloading
73
Year Railroad Terminals Railroad Terminals at Terminals Wharf Terminals Local Service
3
<
(t? 1926 86 58 460 .47
a
-n
g 1927 130 88 556 70
x 1928 180 125 600 63
m
ET
m 1929 270 160 620 3.4o
0
m
-.% 1930 330 155 44o 130
co I
to
to to% 1931 400 165 700 54
8 cr
.1)
al
1932 230 90 850 49
cn
? ?
1933. 260 115 970 45
o
F.
i3 1934 235 162 200 80 r 155
io
-0 1935 220 150 1,450 100 170
-.1
?
03
cb 1936 250 160 1,700 105 200
GI
_.%
c) 1937 300 210 1,900 98 260
co
>
a
1.938 405 450 3,200 180 420
a
-%
-.1 fEdjoins page 370 hereff
a
a
a
a
a
a
al
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?
a
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CONCLUSION
We have just completed our review of the history, ,the development
and the operations of the transportation system in Manchuria. Such a
review will serve as a valuable reference for formulating our future
policy dealing with railroad, harbor and industrial development in that
area. Although this book is about to end$ there is a lot more to be
said about the subject.
At the end of the Russo-Japanese War, Japan took over the South
Manchurian Railway and the privileges attached to the railway accord-
ing to the Portsmouth Treaty. It utilized the Kuantung Army as a main
force for the invasion of China and built the Kuantung Leased Territory
into a strategical base. The South Manchuria Railway System was used
as a pump for taking our blood. Various intrigues were used by
to execute its aggressive plan. After the Mukden Incident, Japan put
al the railroads in Manchuria Under the centralized control of the
South Manchuria Railway Company Which was chartered by the Manchukuo
regime. Al]. manpower and natural resources were mobilized to develop
the transportation system under the supervision of the railway
corporation. By the time Manchuria was returned to China a fairly
good system of railroads, highways, harbors, and waterways was built.
Japan built it primarily-for the benefit of its future generations.
It had little intention to serve the welfare of the Chinese people.
- After 15 August Japan gave up all its transportation facilities
in Manchuria which it had built in the past forty years. Japan may
regret what it had to give up. As to the Chinese, they allowed no
sign of emotion; they deserved the repossession of What originally
belonged to them.
? Despite Japan's defeat inwar? its comprehensive planning, the
speed with which it pursued its plans, its efficiency in managements,
and its realistic approach to the solving of difficulties in
transportation development are valuable lessons to us. We may
forgive Japan for its motive, but we ought to recognize their
contribution to the transportation system in Manchuria. If the
transportation facilities left behind by Japanese were not
destroyed, we could make very good use of them. The benefit we
derive from using the facilities constitutes at least a part of the
compensation for the tremendous sacrifice in life and property given
by our people in Manchuria in the 8-year war of resistance.
At present (October 1947) the total mileage of the railroads in
areas which have been taken over by the Chinese Government are less
than 1,000 kilometers, a mileage smaller than that around V-J Day
and still smaller than that existing before the Mukden Incident*
As to the harbors, all except Hu-lu-tao and Ying-ktou, were unable
to be used. Highway transportation was interrupted. The scarcity of
vehicles was serious. Consequently all traffic was crippled and
economic activities came to a standstill. Military operations were
adversely affected. Although the government made every effort to
restore transportation, the situation remained critical. For no
constructive work is faster than destruction. One feels deeply sorry
for such a situation,
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Nevertheless' recovery will come eventually. The transportation
system must be restored, for it is the artery of a nation. Moreover,
the restoration of the transportation is vital to the reoccupation
and reconstruction of Manchuria. Our task is extremely urgent.
While our transportation system does not need to be constructed
after the Japanese or Manchukuo pattern, we need not start an entirely
new plan. We should make the choice according to merits. .We should
adopt what is good in the previous plans and discard what is in-
adequate in them. We should utilize fully the existing equipment and
facilities and expand them in the light of future plans. Our final
goal is to develop the transportation system so that it may produce ?
the greatest benefit for national defense, economic and cultural
development. This is the ultimate objective in the opinion of the
people not only of Manchuria but also of entire China.
The territory in Manchuria has not yet been taken over and the
transportation system is still subject to frequent destruction*
There is a shortage of transportation equipment and facilities. Thus
at present every effort should be made to prevent further destruction
of the transportation system. Next we should concentrate our limited .
resources on the restoration of those railroads and highways which are.
of great military and economic value. Over-all restoration and
further expansion will be attempted with the use of Japanese repara-.
tions or with aids from our allies.
Al]. in all, the transportation system is vital to the life of
a nation. It must not be interrupted for a single day. This woad
depend upon the teamwork between the military and the transportation
authorities and between the people and the government. Al]. efforts;
should be utilized to protect the railroads from further destruction
and to build new ones that are urgently needed. We must conquer all
the difficulties in order to pave the way for our long-run trans-
portation construction program. Let us not give ourselves up to
pessimism and defeatism. Let us march forward and devote our full
efforts to the development of a better transportation system in
Manchuria.
-END -
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