a pictorial record of the qing dynasty - manchurian railway

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Compiled by the Lüshun Museum


This book is a collection of about 500 photographs taken

from the Lüshun Museum’s special archive on the

Manchurian Railway. After winning the Russo–Japanese War,

the Japanese founded the Southern Manchurian Railway

Corporation to build a railway system based on the former

Russian-owned railway. Centered on Dalian, the railway

extended to many places in the northeastern part of China.

At the same time the corporation also initiated a large-scale

development of mineral mines, ports, towns, and villages

along the railway. All the photographs collected in the book

were originally taken to build up the archive for the Japanese

Manchurian Railway Investigation Department. This is also

why the photographs are clearly dated, information-packed,

and of exceptional academic value.

A PICTORIAL RECORD OF THE QING DYNASTY

MANCHURIAN RAILWAY


rb080355_cen_04_railways_p1_fina1 1 11/21/08 10:16:31 AM

A PICTORIAL RECORD OF THE QING DYNASTY

MANCHURIAN RAILWAY


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A Pictorial Record of the Qing Dynasty: Manchurian Railway


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T A B L E O F C O N T E N T S

Preface to the Series viiIntroduction xiList of Advisers and Editors xvAcknowledgments xviiAbout Lüshun Museum xixPart I Dalian Headquarters 1 Administration 3 Dalian Port 10 Dalian Tram Rail 11 Railway Stations and Bridges 14 Industry and Commerce 31 Infrastructure Facilities 36 Health and Sanitation 45 Education 54

Part II South Section of the Southern Manchurian Railway 57 and Yingkou Line Wafangdian 59 Xiongyue Town 68 Gaiping 83 Dashiqiao 89 Yingkou 94 Haicheng 100 Liaoyang 104 Sujiatun 118

Part III North Section of the Southern Manchurian Railway 123 Fengtian 125 Tieling 144 Kaiyuan 155 Changtu 161 Sipingjie 170 Gongzhuling 172 Changchun 183

Part IV Andong–Fengtian Line and Fushun Line 201 Andong 203 Jiguanshan 225 Benxihu 236 Fushun 239 Fushun Coal Mine 247


Preface to the Series

After the initiation of the National Project for the Compilation of the

History of the Qing Dynasty, the director of the compilation committee,

Professor Dai Yi, proposed a new framework, having consulted with scholars

from home and abroad. This new framework consists of general records,

gazettes, biographies, historical charts, and pictorial records. It was indeed

an innovative decision to include pictorial records in the compilation of

the history of the Qing Dynasty. Because of this, we started to collect

true-to-life paintings, old photographs, pictures, and drawings of objects

and documents with historical value, both at home in China and from

abroad. We compiled some of these pictorial resources into a series entitled

A Pictorial Record of the Qing Dynasty.

China’s historical records are all textual documents. Yet, despite this,

generations of scholars repeatedly proposed using texts and pictures or

illustrations side by side to make the records livelier. Due to various

constraints, it was almost impossible to record history in a format that was

both textual and pictorial. Fortunately imperial court painters and folk

artists in each dynasty of Chinese history left a large number of paintings

depicting real people and events of their time. This has not only greatly

compensated for the defi ciency of textual records, but also presented more

accurate and vivid information than mere text.

vii


True-to-life paintings can be divided into two types:

those showing people and those covering events. The

paintings produced by court painters, such as Mao

Yanshou of the Western Han Dynasty, depict emperors,

empresses, emperors’ concubines, famous ministers, and

also major social and historical events. For example, in

The Scroll of the Royal Carriage, Yan Liben of the Tang

Dynasty vividly recorded Emperor Li Shimin receiving

the envoy sent by Tibetan King Songtsän Gampo to

welcome Princess Wencheng. The Scroll of Welcoming the

Emperor portrayed Cao Xun’s mission to Jin in order to

escort back the bier of Emperor Huizong (Zhao Ji) in the

Song Dynasty. Hence, paintings can be of great importance

for historical research as the renowned Song Dynasty

historian Zheng Qiao (1104–1162) pointed out.

Western missionaries brought Western painting

skills to China. Some of them won the recognition of

Chinese rulers and were appointed court artists. Among

them were such well-known painters of the Qing

Dynasty as Giuseppe Castiglione (Chinese name Lang

Shining), Jean-Denis Attiret (Wang Zhicheng), Ignaz

Sichelbarth (Ai Qimeng), Louis Antoine de Poirot (He

Qingtai), and Giovanni Damasceno Sallusti (An Deyi).

In order to cater to the artistic tastes of Chinese

emperors, these missionary artists absorbed Chinese

painting techniques, integrating these with European

oil painting skills and evolving their unique painting

styles. Giuseppe Castiglione also trained a group of court

painters, such as Ding Guanpeng, Zhang Weibang, and

Wang Youxue.

During the reign of the Qing Emperor Kangxi,

court painters, such as Jiao Bingzhen, Leng Mei, Chen

Mei, Tang Dai, and some famous folk painters, began

to record actual events in their works. Two examples

in this regard are The Scroll of Emperor Kangxi on His

Southern Inspection Tour (12 scrolls), painted by Wang Li

and others, as well as The Celebration Ceremony for Emperor

Kangxi’s 60th Birthday, executed by a group of court

painters. During the last years of Emperor Kangxi’s

reign, a group of Chinese court painters, under the

influence of Giuseppe Castiglione, began to work on

true-to-life paintings, either independently or

collaboratively, on a range of topics such as emperors’

portraits, their southern inspection tours, troop

inspections, autumn hunting, worshipping ceremonies,

and entertainment, leaving us with lively historical data

for studying the history of the Qing Dynasty.

Although these paintings were mainly used to

propagate the authority, virtues, and military

accomplishments of the emperors, they also carry other

rich socio-historical information. One example is The

Imperial Banquet at the Garden of Ten-thousand Trees,

depicting Emperor Qianlong at the mountain resort of

Chengde personally receiving the three chiefs of the

Mongolian Dorbod tribe who led their tribesmen to

migrate to the Central Plains. Emperor Qianlong

conferred titles upon the three Mongolian chiefs,

presented them with precious gifts, and held a grand

banquet that lasted ten days. The celebrations went on

for more than 50 days. Under the decree of Qianlong,

foreign court painters, such as Giuseppe Castiglione and

Jean-Denis Attiret, took part in this activity. They

witnessed the whole process and objectively recorded

the event and people with their paintbrushes. Abasi

Defeating Rebels with Spear depicts the Mongolian warrior

Abasi, extolling his extraordinary courage in repulsing

10,000 rebels with only 24 soldiers. The Scroll of Wanfaguiyi

Temple portrays Emperor Qianlong at the Temple of

Wanfaguiyi receiving Wabashi, the chief of the Turghut

tribe, who led his tribesmen back to his mother country

after a trek of thousands of miles. The Scroll of Emperor

Qianlong Quelling the Western Regions is a series of 16

P r E F A C E T O T H E S E r I E S

A PictoriAl record of the Qing dynAstyviii


copperplate etchings that show military events launched

during the reign of Qianlong to put down the Jungar

rebellion in the northwest.

There are also many true-to-life paintings that

mirror the culture, local customs, and commercial

activities of the Qing Dynasty. For instance, while

focusing on the emperors’ activities, The Scroll of Emperor

Kangxi on His Southern Inspection Tour (16 scrolls) and

The Scroll of Emperor Qianlong on His Southern Inspection

Tour (16 scrolls) are true-to-life records covering

mountains, rivers, cities, the countryside, garden designs,

and famous historical and cultural sites from Beijing all

the way to the region south of the Yangtze river. They

also record the everyday lives of people from all walks

of life, as well as the busy scenes of water transportation

and business activities along the Beijing–Hangzhou

Canal. The Celebration Ceremony for Emperor Kangxi’s

60th Birthday covers almost half of Beijing city at that

time. The first of the two scrolls shows scenes from

Shenwu Gate, within the Forbidden City, to Xizhi

Gate, while the second scroll begins at Xizhi Gate and

ends in Changchun Garden in the northwestern suburb

of Beijing. These scrolls together present a vivid picture

of the buildings, gardens, streets, shops, soldiers, and

ordinary people at that time.

The Scroll of Beijing in Spring presents a bird’s-eye

view of the capital city’s central area. Shops and stalls

are clustered outside the Zhengyang Gate; the streets

are dotted with horse-drawn carriages and pedestrians

against the background of the Forbidden City and

Jingshan Hill.

Apart from the paintings already mentioned, there

are also works dealing with agriculture, handicraft

industries, animal husbandry, and commerce during the

Qing Dynasty. Examples include A Picture of Ceramics-

making, A Picture of Weaving and Plowing, A Picture of

Tea-making, A Picture of Cotton, A Picture of the Salt Wells

in Southern Yunnan, Thirteen Foreign Trading Houses in

Guangzhou, and A Picture of Hong Kong Opening as a

Commercial Port.

After the Qing government took back Taiwan

during the reign of Emperor Kangxi, many officials and

scholars visited the island. The emperors ordered the

officials there to report back using paintings and drawings

on the customs of the Gaoshan people and Taiwanese

products. That was how The Pictorial Collection of Customs

in Taiwan and The Pictorial Collection of Local Produce in

Taiwan came into being.

Apart from the paintings produced by imperial

painters, true-to-life folk paintings, especially those

intended for overseas markets during the 18th and 19th

centuries, are also noteworthy. Europeans of the time

not only bought Chinese products but wanted to learn

more about the processes for making ceramics (fine

china), silk, and tea, among others. Folk artists in the

coastal cities of Guangdong were highly skilled and

they knew full well how to cater to European curiosity

about China, churning out large numbers of export-

oriented, true-to-life paintings. As a result, folk paintings

reflecting the lifestyles and local customs of Chinese

people flourished.

Besides paintings, a considerable number of late-

Qing Dynasty photographs have been preserved.

Photography is an important means of recording, storing,

and transmitting visual images of people, events, places,

and objects. Historical photographs allow people today

to visualize what happened in the past. However

fragmentary and temporary they may appear, they are

real, concrete, and vivid images packed with historical

information.

After the Second Opium War (1856–1860), a

Westernization movement was launched by some


Manchurian Railway ix


Chinese compradors and offi cials. They imported foreign

capital and technology to open factories, build railways,

and set up mining companies. They took photographs

to record the progress of their projects and compiled

them into albums for sale. Some of these albums

advertised major social events while others featured

historical cultural sites and opera performances. In the

late Qing Dynasty, the concubines of the emperor,

princes, and ministers enjoyed taking photographs. The

Palace Museum houses a collection of more than 20,000

such photographs.

Photography became popular as an art form when

Western powers forcibly opened the door of the Qing

Dynasty. As an oriental country with a long history of

civilization, China would naturally attract numerous

curious photographers. Traveling photographers, foreign

missionaries, and foreign soldiers took a large number

of pictures for various purposes. Notwithstanding this,

all these pictures have played a positive role in providing

graphic information about social life in China at that

time and bridging Chinese and Western cultures.

Apart from true-to-life paintings, export-oriented

paintings, and old photographs, other important sources

of fi rst-hand data for us to study the history of the Qing

Dynasty include: drawings of objects, such as clothes,

inscribed couplets, pictures of offi cial documents, ancient

books, rubbings from stone inscriptions, local customs,

and pictures of such historical and cultural sites as

buildings and gardens. Abundant as these materials are,

it is diffi cult to obtain a complete collection of them,

as they are now owned by public or private collectors

both in China and abroad. Moreover, there is the issue

of authentication. Some paintings are anonymous,

making it diff icult to ascertain their age. The

authentication of photographs is also challenging,

especially those taken during the late Qing Dynasty,

because at that time photographic technology was basic

and negatives were not always clear. Even when the

photographs are clear, it is not always possible to identify

the subjects as they are often taken in isolation. More

research is required before these pictures can become

useful. Fortunately academic circles are paying greater

attention to the collection and study of these types of

materials. Only by doing this can we gradually restore

the historical truth. Pictorial history follows on from

oral history and the publication of A Pictorial Record of

the Qing Dynasty Series will surely speed up the advent

of this new era of historical studies.

Zhu Chengru


A PictoriAl record of the Qing dynAstyx


Introduction

Lüshun Museum was established in 1917. Its predecessor was the Museum

of the Kwantung Governor-General Offi ce during Dalian’s occupation by

Japan. The building, expanded and remodeled from the Offi cers’ Club

during Dalian’s russian occupation, has a history of 90 years. Because of

this special history, the museum not only houses a great variety of unique

collections, but also stores over 20,000 historical photographs of the Southern

Manchurian railway Corporation (hereinafter referred to as the Manchurian

railway), which claimed to be Japan’s National Policy Corporation. These

archived photographs are a refl ection of the Japanese colonial rule (1905–

1945) of Northeast China. They are fi rst-hand resources for studying the

history of Japan’s invasion of China dating from the late Qing Dynasty

and, as a consequence, they are of exceptional value as both historical

materials and artifacts. As required by the pictorial catalog group under

the National Committee for the Compilation of the History of the Qing

Dynasty, we have selected photographs recording the early stage of the

Manchurian railway (1906–1911), covering the operations along the railway

and in its accessory lands. By collecting these photographs in one book we

hope to provide both historians and ordinary readers with a visual reference

to the history of the Qing Dynasty.

xi


Historical Background

With content ranging from railway construction, port

facilities, agriculture, industry, mining, culture,

education, and health, the old photographs stored in the

museum provide us with a visual history that makes up

for the omissions and inadequacy of historical texts.

The Manchurian Railway and the Russo–Japanese War

After the 1868–1873 Meiji reform, Japan took the path

of capitalism. By the late 1800s, it had grown into a

capitalist country matching any of the Western powers

and began to expand overseas for colonial occupation.

After the First Sino–Japanese War (1894–1895), Japan

came under pressure from russia, Germany, and France

urging for the return of Liaoning and spitefully withdrew

from Liaodong Peninsula after blackmailing 30 million

tael of silver from the Qing Government. Nine years

later, the Japanese came back and launched a vengeful

war against the russians for the interests in Liaodong

Peninsula. The year-long fighting ended with a Japanese

victory. Japan took advantage of the Peace Treaty signed

on September 5, 1905 in Portsmouth, USA (the Portsmouth

Treaty) and grabbed the leasing rights for Chinese territory

from russia. Later on, according to the treaty, russia

also transferred to Japan gratis the railway—running from

Changchun (Kuanchengzi) to Lüshunkou—(later renamed

the Southern Manchurian railway) and all of its extensions,

including all the rights, properties, and the coal mines

in the area along the railway. Cowed by Japan’s military

force, the Qing Government was forced to acknowledge

this transfer and conclude the unequal Agreement of the

Sino–Japan Meeting on the Three Provinces of Northeast

China and its Attachment on December 22, 1905.

According to the agreement, the Qing Government

recognized Japan’s proposed modification of the military

Andong–Fengtian railway and Japan would have the

right to operate it for 15 years following the modification.

This was how Japan obtained the two pillars of its special

rights in Manchuria: the leasing rights for the “Kwantung

State” and the right to operate the Southern Manchurian

railway. This marked the beginning of Japan’s 40-year

colonial rule over Dalian.

Following the russo–Japanese War, Japan did

everything possible to turn Dalian into a military base

for its invasion of Northeast China and China as a whole.

It did not withdraw its troops from Northeast China as

per the Portsmouth Treaty. Instead, Japan used Dalian

and Lüshun to concentrate its army in Northeast China

and established what was later known as the Kwantung

Army. Next, it planned to set up and operate a railway

corporation outside Japan to implement its national

policy. June 7, 1906 saw the promulgation of Imperial

Order No. 142 on the Southern Manchurian railway

Corporation. The corporation’s headquarters were

launched in Tokyo on November 26 of the same year

and relocated to Dalian on March 5, 1907. Having taken

over the railway and associated facilities from the former

railway Management Department for Field Operations

and other military organs, the corporation started official

operation on April 1. As the No.1 practitioner of Japan’s

continental policy, it kept running for 38 years until

the Japanese surrender in 1945.

The Manchurian Railway and the Colonization

of Northeast China

The discussion on how to operate Japan’s overseas

corporations started before the russo–Japanese War.

Two Japanese personalities dominated the scene: Shimpei

Goto (1857–1929), who was then governor of Taiwan,

and Kodama Gentaro (1825–1906), who was Japan’s

Chief of General Staff. These two men came up with

the same proposal without prior agreement, that is,

following the mode of the East India Company set up

by the British for its colonial rule over South Asia. The

Southern Manchurian railway served as a good example

of implementing this strategic thinking.

I N T r O D U C T I O N

A PictoriAl record of the Qing dynAstyxii


The Manchurian railway represented an important

part of Japan’s national policy. It was a corporation engaged

in such economic and trade activities as running railways,

ports, and mines in Northeast China, exercising the de

facto control over the entire region in every aspect—political,

economic, cultural, and administrative. That is also why it

was known as the “Manchurian railway Kingdom.”

The Manchurian railway played a key role in

Japan’s invasion of China. First, it set the strategy of using

Dalian as the center to reach out to all parts of Northeast

China, the so-called Dalian centralism. It also made the

russia-built Dalian Port a free-trade port to further

enhance its international status. At the same time, it put

in place a special cargo shipment system in order to speed

up the development of Dalian. It also channeled large

amounts of investment into the port and urban construction

of Dalian, equipping it with all sorts of modern facilities.

As a result, banks, exchanges, warehousing, and other

commercial facilities in Dalian were improved significantly,

forming a colonial economic system under the sole

monopoly of the Manchurian railway.

Second, the Manchurian railway started the

project to expand part of the trunk line of the Dongqing

railway located south of Changchun (Lüshun Line,

Yingkou Line, Yantai Coal Mine Line, Fushun Line,

and so on). Also known as the Southern Manchurian

railway Expansion Project, it gave birth to the name

of “Southern Manchurian railway,” which remained

a key trunk line under the Southern Manchurian

railway Corporation until the end of World War II.

Modification of the Southern Manchurian railway

started in May 1907, consisting mainly of gauge change

and track addition. The important works included the

construction of bridges over Xiongyue Town river,

Haicheng river, Taizi river, Hunhe river, Qinghe

river, and East Liaohe river, as well as the change of

the original gauge from 5 to 4.85 feet. Other lines

involved include: • Lüshun Line, with the Zhoushuizi–Lüshun Line

changing into an extension of the Southern Manchurian railway

• Yingkou Line, with Niujiatun Station (built by russians) relocated to the center of the Japanese residential area and a new station built

• Yantai Coal Mine Line (today’s Dengta Mining Area in Liaoyang, Liaoning Province, is still called Yantai Coal Mine)

• Fushun Line• Andong–Fengtian Line• Jilin–Changchun Line and others Over a period of one or two years all of these

railway lines were rebuilt into double tracks through gauge change, bridge building, and station construction. The project represented an important step for the future military occupation of Northeast China by the Japanese army and its invasion of China as a whole.

Third, construction and development was carried out on the accessory lands of the Manchurian railway, which refers to the land along the railway. The Southern Manchurian railway was 1,129.1 kilometers in length. This included the 704.3 kilometers of trunk line from Dalian to Changchun, 260.2 kilometers from Fengtian to Andong, 50.8 kilometers of the Lüshun Line, 22.4 kilometers of the Yingkou Line, 52.9 kilometers of the Fushun Line, and some other locations, such as Ganjingzi, Hunhe, Yushu, and Yantai. Construction and development included:

• Setting up factories. In order to speed up the modification of the trunk line from Dalian to Changchun, Shahekou railway Plant was set up in Dalian in 1908. By 1911, the factory was already occupying an area of 891,000 square meters. This pushed forward the establishment and development of various manufacturing and processing industries, such as natural gas,

electricity, docks, and coal mines. These industries

employed a large number of industrial workers.


Manchurian Railway xiii


• Port construction. The main work was the

building and modifi cation of Dalian Dock and

its seawall to achieve an annual handling capacity

of seven million tons, the building of a slope at

Andong Port, and a bridge on the Andong–

Fengtian Line across the Yalujiang river to link

directly to Korea, and 1,333 meters of quay wall

at Yingkou Port.

• City construction. The centers of the accessory

lands served as sites for local administrative

organs. Besides Fengtian, offi ces were set up in

nine cities. Educational facilities, such as Japanese

primary schools and Chinese public schools,

parks, libraries, hospitals, and other cultural and

healthcare organs, were gradually built in 30

large and small cities along the railway.

Investments were made to operate electrical

companies, market companies, newspaper offi ces,

and exchanges in order to establish and improve

city functions for permanent colonial rule.

Old Photographs of the Manchurian Railway

Shortly after its setup, the Manchurian railway

established an investigation department to collect

intelligence and information. In addition to political,

economic, and cultural intelligences of Northeast China,

the department was also responsible for collecting the

corporation’s business archives. The old photographs of

the Manchurian railway were initially taken by the

department for archival purposes, forming an enormous

pictorial database. Taken as a whole, the photographs

stored at this museum and the pre-1911 photographs of

the Manchurian railway included in this book refl ect

the railway’s early-stage construction and development

and exhibit the following two features:

• Accurate dating. The majority of these old

photographs are dated and bound into albums

by region, allowing readers to have a clear idea

about the railway’s business operations, regional

development, and projects carried out at diff erent

stages.

• Wide coverage. These photographs, numbering

over 20,000, are arranged around diff erent

aspects of the Manchurian railway. Everything

is presented in an orderly fashion: the construction

of urban areas and utilities in the accessory lands

with Dalian as the center; transportation, port

trading, fi nance, agriculture, machine building,

electricity, mining, culture, education, and

sanitation; and modifi cations and expansions.

Most of the photographs collected in this book are

precious historical materials made available to the public

for the fi rst time. Following the lines operated by the

Southern Manchurian railway at its early stage, we

have compiled the photographs into four sections: Dalian

Headquarters, South Section of the Southern Manchurian

railway, North Section of the Southern Manchurian

railway, and the Andong–Fengtian Line. The purpose

of doing this is to keep true to history, refl ecting the

data’s original status and providing a complete structure

for the entire book. It needs to be noted that the various

constructions undertaken by the Manchurian railway

in Northeast China, as illustrated in this book, were all

targeted at long-term occupation of China’s territory,

not for the benefi t of the Chinese people. Moreover,

the construction process also involved brutal exploitation

of Chinese laborers. We would like to bring this point

to the attention of readers of this book.

Guo Fuchun


A PictoriAl record of the Qing dynAstyxiv


List of Advisers and Editors

Publishing Board, the China National Committee for the Compilation of the History of the Qing Dynasty

Chen Hua Meng Chao Cheng Chongde Xu Zhaoren Dai Yi Yu Pei Li Wenhai Zhu Chengru Ma Dazheng Zou Ailian

Editorial Board for A Pictorial Record of the Qing Dynasty Series

dırector : Zhu Chengrumembers : Kong Fang’en Xu Kai Li Fan Yu Heping Liu Lu Yu Qingxiang Lu Xingsu Zhu Fenghan ren Wanping

Editorial Board for this Book

edıtor : Guo Fuchunassocıate edıtors : Sun Chuanbo Wang Zhiyuan Wang Sizhouco-edıtors : Fang Xuehui Zhang Bangyi Liu Liliphotographer : Zhang Bangyi

xv


Acknowledgments

This book is compiled using selected historical photographs from our museum

in conjunction with our participation in the project entitled A Pictorial Record

of the Qing Dynasty. With the kind consent of the National Committee for

the Compilation of the History of the Qing Dynasty, this book is included

in a pictorial series sponsored by the same committee.

Curator Mr. Guo Fuchun presided over the photograph selection and

book structure, and also wrote the preface for this book. Vice-Curator Wang

ruo checked and approved all the text. The compilation was organized by

vice-curators Wang Zhiyuan and Wang Sizhou. Fang Xuehui contributed to

“Dalian Headquarters,” Wang Zhiyuan to “South Section of the Southern

Manchurian railway and Yingkou Line,” Wang Sizhou and Liu Lili to “North

Section of the Southern Manchurian railway,” and Sun Chuanbo to

“Andong–Fengtian Line and Fushun Line.” Zhang Bangyi re-shot the

photographs, Yu Hai and Wang Mei scanned some of the photographs.

During the compilation of this book, we have received timely support

and guidance from experts on the National Committee for the Compilation

of the History of the Qing Dynasty. In particular, Messrs Zhu Chengru, Liu

Lu, and Yu Qingxiang have rendered their assistance throughout the process.

We would like to express our heart-felt gratitude to them all.

xvii


About Lüshun Museum

Lüshun Museum is a century-old history and art museum enjoying international

fame. Established in 1917, its predecessor was the Museum of the Kwantung

Governor-General Offi ce during Dalian’s occupation by Japan. It changed to its

current name in 1954.The museum underwent a wholesale expansion in 1999,

resulting in a new branch and a total garden area of 150,000 square meters.

The museum now houses around 60,000 artifacts, consisting mainly of

cultural relics unearthed in Dalian and Xinjiang as well as other treasured

Chinese and foreign objects. Among the highlights of its collection in 20

categories are paintings and calligraphy, relics unearthed in Xinjiang, and

bronze wares of the Shang and Zhou Dynasties. Its rich and unique collection

has given rise to a series of academic conferences (e.g. the one on the fragments

of Buddhist sutras) as well as books dealing with Buddhist sutras, Xinjiang

relics, paintings, bronze mirrors, and so on.

xix


A map of the Manchurian Railway


Dalian Headquarters

After the russo–Japanese War, russia transferred its concession in Dalian

to Japan together with all associated rights according to the Portsmouth

Treaty. In order to operate the Southern Manchurian railway and the

accessory lands along the line, Japan established the Southern Manchurian

railway Corporation in Tokyo on June 7, 1906. On March 5 the following

year, the headquarters of the Southern Manchurian railway Corporation

were moved to Dalian and Tokyo became a branch. The Manchurian railway

Corporation (Manchurian railway for short) was a Japanese monopoly

enterprise established for a colonial invasion of Northeast China. Its business

scope included ocean, land, and air transportation, public and civil utilities,

and infrastructural facilities. It was also engaged in collecting economic,

political, and diplomatic intelligence and implementing colonial policies.

Photographs selected for this section were taken between 1904 and

1911, the initial period of the Manchurian railway’s operation in Northeast

China. With its head offi ce relocated to Dalian in 1907, the Manchurian

railway implemented elaborate plans for its operations in Dalian, the railway

itself, and its accessory lands. It modifi ed and expanded the rail gauge, built

the double-track system, and repaired the railway bridges that were damaged

by war or fl ooding. On the accessory lands the corporation built educational,

health, industrial, and other facilities in order for a long-term exploitation

of these areas.

01

1


Dalian was the economic and political center for Japan’s colonial rule of

Northeast China and the place where a complete system for colonial rule was

established. September 1, 1906 saw the establishment of the Kwantung

Governor-General Office, below which were the Civil Affairs Department

and the Land Army Department. Below the Civil Affairs Department were

three administrations in Dalian, Lüshun, and Jinzhou; Jinzhou Administration

had two branches in Pulandian and Piziwo. Hence, the entire Dalian region

was held firmly in the hands of the Japanese. The Manchurian railway operated

docks and opened up transportation routes in Dalian; it also opened schools,

hospitals, banks, and factories and built recreational facilities. The reach of

Japan’s colonial rule extended to every corner, turning the city into a bridgehead

for its political, economic, and cultural aggression.

A PictoriAl record of the Qing dynAsty�

d A l i A n h e A d Q u A r t e r s


ADMINISTRATIONThe close of the russo–Japanese War and the signing of the Portsmouth Treaty on September 5,

1905 marked the beginning of four decades of Japanese colonial rule in Dalian. Starting with the

establishment of the Japanese Military and Political Administration in 1904, the colonial rule of

the city underwent three stages: military occupation, military and political administration, and civil

administration. The colonial ruling organ also changed its name a number of times, from Military

and Political Commission to Civil Administration, then to Kwantung Governor-General Offi ce,

Kwantung Department, Kwantung State Department, and so on. With the establishment of the

Civil Administration of Kwantung State, Japan’s rule in Dalian completed a transition from military

invasion to colonial rule. An urban-rural integrated network of colonial rule took shape, consisting

of the Kwantung Governor-General Offi ce, Kwantung Department, Kwantung State Department,

as well as such grassroots political organs as township committees and communities.

015Railway Management Department for Field Operations (1905)

The department was established by the Japanese in Dalian in 1905 and tasked with repairing the Russian-built railway in Northeast China and modifying its gauge from 1,524 mm to the international standard of 1,435 mm.

Manchurian Railway 3



023Staff of the Railway Management Department for Field Operations (1905)

034Dissolution Ceremony of the Railway Management Department for Field Operations [1] (1907)

A PictoriAl record of the Qing dynAsty4



045Dissolution Ceremony of the Railway Management Department for Field Operations [2] (1907)

056Jinzhou Branch of Kwantung Military and Political Administration (1904)

The branch was established in May 1904 and had fi ve civil affairs offi ces under its administration. These civil affairs offi ces were further split into Hui (similar to communities), villages, and sub-villages, and local residents were appointed as chiefs to maintain social order. The branch was abrogated in May 1905.




076Dalian Civil Administration [2] (1908)

065Dalian Civil Administration [1] (1906)

The administration was established by the Japanese in September 1906 to administer Dalian City proper and its seven suburban Hui. Originally housed in a Russian-style building located near Japan Bridge (today’s Shengli Bridge), it was later relocated to the Grand Square (today’s Zhongshan Square).

This photograph was taken after the administration’s removal in September 1908 to its new site at the Grand Square.




083Pulandian Branch Civil Administration (1906)

095Piziwo Branch Civil Administration (1906)

The branch administration was established in September 1906 by the Japanese under Jinzhou Civil Administration and it had 18 township-level offi ces under its jurisdiction.

The branch administration was established by the Japanese in September 1906 under Jinzhou Civil Administration and had 20 township-level offi ces under its jurisdiction.




116Plan of the Southern Manchurian Railway Corporation Building Complex (1907)

105Building Complex of the Southern Manchurian Railway Corporation (1907)




123Offi ce of the Manchurian Railway Investigation Department (1907)

144Manchurian Railway’s Mobile Library (1907)

133Manchurian Railway Geological Survey Institute (1907)




163A Japanese cargo ship berthed at Dalian Dock (1907)

153Dalian Dock (1907)

DALIAN PORTIn 1907, the Manchurian railway began to run Dalian Port. In order to speed up Dalian’s

development under Japan’s rule, the Manchurian railway began with what the russians had left

behind, carrying out modifi cations and expansions on Dalian Port. It built Dalian Dock, Si’ergou

Dock, Ganjingzi Coal Dock, Heizuizi Dock, and the Passenger Station of Dalian Port. The

continuing addition of port facilities quickly boosted its handling volume. As Dalian had direct

shipping links with such cities as Dandong, Qingdao, Longkou, Tianjin, and Shanghai, it became

the main trade center for Northeast China.




173Construction site of Dalian Tram Rail (1908)

186Dalian Tram Rail in Operation (1909)

DALIAN TRAM RAILBeginning in 1906, the Japanese colonial authority gradually improved and expanded the transport

facilities in downtown Dalian. They built nine electrifi ed tram lines in the city, including one

from the zoo to the dock. The tram lines were completed and put into operation in 1909, with

a total length of 2.5 kilometers.




195Dalian Tramcar Garage (1909)

206Construction site of Dalian Tramcar Garage (1909)

A PictoriAl record of the Qing dynAsty1�



215Construction site of a Dalian Tram Rail Intersection for Jianbu (today’s Changjiang Road) (1909)

226Construction site of an intersection of Dalian Tram Rail for Daoshan County (today’s Stalin Road) (1909)




243No.1 Military Platform of Dalian Station (1905)

233The parking lot at Dalian Station (1904)

RAILWAY STATIONS AND BRIDGESOriginally built by russia, the railway within the boundaries of the Dalian was the southernmost

section of Dongqing railway and included Lüshun Line, Jinzhou Line, and Pulandian Line. Lüshun

Station was built in 1900 and Pulandian Station in 1903. Dalian Station and Jinzhou Station were

built in 1904 and 1905, respectively. After the russo–Japanese War, the Manchurian railway rebuilt

and extended these russian-built railway stations. It also built Nanguanling Station and Zhoushuizi

Station in 1907 to improve the railway station system in Dalian. As a result, railway became the

main means for the Japanese to transport armaments and various cargoes. In addition, the Manchurian

railway started to modify the gauge of the russian-built railway and changed its narrow gauge

to international standard. At the same time, it also started to lay double tracks. The fi rst double-

track line ran from Dalian to Sujiatun, which was completed and put into operation on October

27, 1909. Many railway bridges were damaged during the russo–Japanese War or because of

fl ooding. These were repaired and modifi ed by the Japanese.




255Japanese troops ready for embarkation at No.1 Military Platform of Dalian Station (1905)

266Construction site for track modifi cation near No.1 Military Platform of Dalian Station (1908)




275No. 2 Military Platform of Dalian Station (1905)

286Trial run of a new locomotive at Dalian Station (1907)




295Laying new tracks in the railcar yard of Dalian Station (1908)

306A glimpse of Dalian Station (1908)




315Laying new tracks at No.3 Bridge near Dalian (1906)

326No.7 Temporary Bridge near Dalian (1904)




335New track-laying site for No.7 Bridge near Dalian (1906)

346Japan Bridge in Dalian (1905)




355A close-up view of Japan Bridge (1905)

366Zhoushuizi Station (1907)

A PictoriAl record of the Qing dynAsty�0



375Zhoushuizi Bridge (1908)

386Lüshun Station (1905)

Manchurian Railway �1



395Changlingzi Station (1905)

406A damaged section of Lüshun Line at the foot of Songshushan Mountain (1905)

A PictoriAl record of the Qing dynAsty��



415Flooding at No.3 Xiajiahe Bridge near Xiajiahezi (1909)

426Flooded railway near Xiajiahezi (1909)




435Jinzhou Station (1905)

446Transportation of Japanese military supplies at Jinzhou Station (1905)




455Double-track construction site at Wanhe Bridge at Runjiagou near Jinzhou (1908)

466The completed double-track Wanhe Bridge at Runjiagou near Jinzhou (1909)




475Sanshilipu Station (1904)

486Longkouhe Bridge near Sanshilipu (1904)




495Double-track Longkouhe Bridge near Sanshilipu (1908)

506Construction of double-track Nanhe Bridge near Sanshilipu (1908)




515The completed double-track Nanhe Bridge near Sanshilipu (1909)

526Nanhe Bridge near Sanshilipu during fl ooding (1909)




535Double-track Shihezi Bridge near Shihe (1909)

546Pulandian Station (1905)




553Anzihe Bridge near Pulandian (1904)

563The completed double-track Anzihe Bridge near Pulandian (1909)

574Repairs on Chenjiahe Bridge near Tianjia (1907)




Russians built the original Dongqing Locomotive Plant in Dalian, which was taken over in September 1906 by the Japanese Army’s Railway Management Department for Field Operations and renamed Dalian Locomotive Plant. Then, in 1907, this factory was handed over to the Manchurian Railway to repair locomotives and manufacture electric rail cars. In August 1910, the factory was relocated to Shahekou and renamed the Manchurian Railway Shahekou Railway Plant to produce locomotives and other equipment.

585Dalian Locomotive Plant (1904)

594Dalian Locomotive Plant making tram rails (1909)

INDUSTRY AND COMMERCEDuring Japan’s colonial rule, industry, commerce, fi shery, and salt works of the Dalian region were

all monopolized by the Manchurian railway. In the industrial sector the monopoly included

machinery, chemicals, electricity, coal gas, and oil mills, with the Manchurian railway opening

Shahekou Plant, shipyard companies, electrical companies, and so on. With the establishment of

Dalian as a free-trade port, many merchants from Japan, Europe, and America came to invest in

China, creating a commercial and trade monopoly by Dalian’s Japanese merchants. Japanese trading

fi rms were agglomerated in the areas of Langsuting (today’s Tianjin Street) and Changpan Bridge

(today’s Qingniwa Bridge). China’s national commerce was pushed toward the worst conditions

of survival. The Manchurian railway established fi shing bodies in Lüshun, Jinzhou, Pulandian,

and Piziwo to control the raising, catching, production, processing, and sale of Dalian’s fi shing

resources. The Japanese and their fi shing fl eets tyrannized China’s territorial waters and did whatever

they wished. They also snatched salterns and opened salt factories for exorbitant profi ts.




605A production workshop of the Manchurian Railway Shahekou Railway Plant (1910)

614A workshop of the Dalian Shunxing Machinery Works (1910)




625A factory building of the Dalian Shunxing Machinery Works (1910)

636Dalian Zhengji Iron Mill (1910)




645Dalian Industries Association (1906)

656Manchurian Aquatic Products Corporation (1908)




665Japanese fi shermen fi shing at Zhangzidao Island (1910)

676Pulandian Saltern (1910)




683Construction site of Dalian Coal Gas Station [1] (1904)

Dalian Coal Gas Station was built by the Russians to provide lighting for the commercial port. After the Russo–Japanese War, Japan continued to use it until 1910 when it was discarded. Posing in the photo are the Russian engineers involved in the construction of the station.

693Construction site of Dalian Coal Gas Station [2] (1904)

INFRASTRUCTURE FACILITIESAfter the russo-Japanese War, while continuing to use the public facilities left behind by russia,

Japan took advantage of Chinese labor, materials, and fi nancial resources to modify and build facilities

for coal gas, lighting, postal services, and communication. At the same time, the Japanese also started

large-scale projects to build streets, commercial zones, entertainment facilities, hotels, and banks,

turning Dalian into their paradise of politics, economics, fi nance, commerce, and culture.




705Dalian Binting (today’s Binhai Street) Power Plant (1909)

716Construction site of Dalian No.2 Power Plant (1909)




725Dalian Power Plant (1909)

736Laying iron pipe for sewers at Dalian’s Beidashan Avenue (today’s Shanghai Road) (1911)




745Sewer construction site at Dalian’s Beidashan Avenue (1911)

756Dalian Telephone Bureau (1910)




765Dalian Post Offi ce (1910)

774Dalian Bay Radio Communication Bureau (1911)




783Zhenglong Bank Dalian Branch (1908)

Zhenglong Bank was a Chinese-Japanese joint venture established in July 1908, with its head offi ce in Yingkou and a branch in Dalian. Its head offi ce was moved to Dalian in 1911.

793Yokohama Specie Bank Dalian Branch (1906)

The Dalian branch of Yokohama Specie Bank was set up in 1904. Originally called Qingniwa Banking Offi ce, it was upgraded to Dalian branch in March 1906 and was mainly engaged in remittance and cashing of foreign exchange.




805Peddler stands near Si’ergou (1907)

816Lüshun Yamato Hotel (1907)

Originally the private residence of Chinese businessman Ji Fengtai, this building was turned into the Lüshun Yamato Hotel by the Manchurian Railway in 1907.




825Yamato Hotel at Dalian’s Xinghai Park (1910)

836The entrance to Xinghai Park (1909)

Xinghai Park was built by the Japanese in April 1909, including such facilities as a bathing beach, a Western-style hotel, and a golf course.




845Dalian Xinghai bathing beach (1909)

856Xiajiahe bathing beach (1909)




863Gate of the Manchurian Railway Dalian Hospital (1907)

873A panoramic view of the Manchurian Railway Dalian Hospital (1907)

HEALTH AND SANITATIONThe sanitation and epidemic prevention facilities were set up in Dalian by the Manchurian railway

for the prevention and treatment of contagious diseases. Its medical organs provided services mainly

to the Manchurian railway’s staff and the Japanese stationed in Dalian. Among them were the

famous Manchurian railway Dalian Hospital and Dalian Infectious Disease Hospital. The

Manchurian railway Dalian Hospital, established in April 1907, was a comprehensive hospital at

the time of Japanese colonial rule. Dalian Infectious Disease Hospital was established in 1910 and

had various examination offi ces under it. It was managed by the Department of Kwantung State,

with the main function of accepting and treating infectious disease patients. A rampant plague

broke out in Northeast China from the winter of 1910 to the spring of 1911. Dalian Infectious

Disease Hospital set up many temporary isolation and monitoring offi ces in the Dalian and Lüshun

region to take in and treat patients; it also organized sterilization teams to sterilize such public

places as stations and docks.




884X-ray room of the Manchurian Railway Dalian Hospital (1911)

896Dalian Infectious Disease Hospital (1911)SOURCE: Photos attached to Records of the

Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji




905Animal-testing room of Dalian Infectious Disease Hospital (1911)SOURCE: Photos attached to Records of the


916Temporary ward at Dalian Infectious Disease Hospital (1911)SOURCE: Photos attached to Records

of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji




925Xiaogangzi Temporary Isolation Ward of Dalian Infectious Disease Hospital (1911)SOURCE: Photos attached to Records of

the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

936Rat examination room at Dalian Infectious Disease Hospital (1911)SOURCE: Photos attached to Records of the





956Sterilizing tram cars during the plague outbreak in Dalian (1911)SOURCE: Photos attached to Records of


945Bacterioscopy Laboratory at Dalian Infectious Disease Hospital (1911)SOURCE: Photos attached to Records of the





965A plague monitoring offi ce in Dalian’s urban area (1911)SOURCE: Photos attached to Records of the


976Dalian Comprehensive Sanitation Offi ce (1911)SOURCE: Photos attached to Records of the





996Dock Clinic under the Bureau of Maritime Affairs of Kwantung Governor-General Offi ce (1911)SOURCE: Photos attached to Records of the


985Dalian Comprehensive Sterilization Team (1911)SOURCE: Photos attached to Records of the





1005Lüshun Red Cross Hospital (1907)

1016Lüshun Laotoushan Epidemic Watch Post (1911)SOURCE: Photos attached to Records of the


Lüshun Red Cross Hospital was established in February 1907 and was operated by the Japan Red Cross Manchurian Committee. It was handed over to Kwantung Governor-General Offi ce in November of the same year.




1036Epidemic prevention checks at Lüshun Train Station (1911)SOURCE: Photos attached to Records of the


1025Epidemic Watch Post at Lüshun Arsenal (1911)SOURCE: Photos attached to Records of the





1054Dalian No.1 Advanced Primary School (1907)

1044Nanjin Academy, a public high school of Kwantung State (1906)

EDUCATIONThe Japanese colonial authority adopted an obscurantist education policy combining assimilation

and enslavement. They established cultural research institutions and cultural facilities in an attempt

to push forward the gradual substitution of Chinese culture by Japanese culture. Primary schools

and public high schools were set up to provide diff erentiated education to Japanese and Chinese.

The target set for the education of the Japanese was to turn them into the best talent capable of

developing Manchuria, while the Chinese were only taught a smattering of knowledge and

vocational skills in order to shape them into cheap labor for the Japanese exploitation of Northeast

China’s economic resources.




1076Lüshun Middle School (1911)

1065Dalian Public High School (1906)




South Section of the Southern Manchurian Railway and Yingkou Line

As the southern trunk line, the south section (Dalian–Shenyang today) of

the Southern Manchurian Railway (Dalian–Changchun today) ran for about

360 kilometers, including such main stations as Wafangdian, Xiongyue Town,

Dashiqiao, Yingkou, and Liaoyang. The Yingkou Line was a 22.5-kilometer

extension line running from Dashiqiao to Yingkou.

In October 1898, the Russians began to build the Southern Manchurian

Branch of the Dongqing Railway. They completed the 400 kilometers of

railway from Lüshun to Fengtian in November 1899 and put it into o� cial

operation in July 1903. Railway transport was suspended during the Russo–

Japanese War. To meet the military needs, starting from July 1904, the Japanese

Army’s Railway Management Department for Field Operations, which was

responsible for the Southern Manchurian Railway, began a project to modify

the rail gauge with Dalian as the starting point. At the same time, it also

managed the main stations and bridges along the line as they were crucial

to the transportation of military supplies.

On April 1, 1907, the Railway Management Department for Field

Operations handed the Southern Manchurian Railway over to the Manchurian

Railway Corporation, which formulated and implemented projects to build

the Southern Manchurian Railway into a double-track line and modify its

gauge beginning in May 1907 according to instructions of the Japanese

government. Construction started with the Dalian–Sujiatun segment. The

02

57


additional track was placed on the east side of the original line. The foundation

work was completed in December 1908 and the double-track railway went

into operation in October 1909.

After completing the double-track and gauge modi� cation projects, the

Manchurian Railway focused its e� orts on the development of the accessory

lands along the line and gradually improved the infrastructure and administrative

system there. It also set up public facilities in various regions, such as post

o� ces, schools, hospitals, and hot-spring resorts, in the hope of permanent

colonial rule. The photographs selected for this section cover transportation,

operation of accessory lands, agriculture, education, health care, and so on.

A PICTORIAL RECORD OF THE QING DYNASTY58

S O U T H S E C T I O N O F T H E S O U T H E R N M A N C H U R I A N R A I L W A Y A N D Y I N G K O U L I N E


013Wafangdian Station (1904)

023Transporting Japanese troops at Wafangdian Station (1904)

WAFANGDIANWafangdian is located between Dalian and Yingkou, south of the trunk line of the Southern Manchurian Railway. The region under its jurisdiction measured 2,449,560 square meters, including an urban area of 136,946 square meters. With the Southern Manchurian Railway passing through the town from north to south, Wafangdian Station was built in October 1905. To facilitate the transportation of plundered materials, the Railway Management Department for Field Operations and then the Manchurian Railway worked extensively on the railway within Wafangdian’s boundaries, changing it from wide gauge to narrow gauge, from narrow gauge to international standard, and then to double track. The project as a whole was completed in 1909. At the same time, in view of Fuzhou River and other rivers within the boundaries, railway bridges, dikes, and retaining walls were also built or repaired to enable the normal operation of the Manchurian Railway.

The Manchurian Railway started to operate the railway’s accessory land in Wafangdian in 1908. First, the urban area was planned and built with the railway dividing it into a residential zone in the east and a commercial zone in the west. The narrow streets were widened and modi� ed. After that, a water supply project was built in 1909 and underground iron pipes were laid to supply water to the railway and the local residents. At the same time, the Manchurian Railway also set up public facilities in Wafangdian Accessory Land, such as shrines, schools, libraries, hospitals, � re departments, crematoriums, and slaughter houses.




035Locomotive Yard at Wafangdian Station (1904)

046Wafangdian Police Station (1909)




055A temporary bridge near Wangjia (1907)

066A fl ood-damaged bridge over Longshan River near Wangjia (1908)




075A temporary bridge near Wangjia over the Longwangmiao River (1909)

086Fuzhou River No.1 Bridge near Delisi (1904)




095A repaired temporary bridge near Delisi over the Fuzhou River (1907)

106No.1 Double-track Bridge over Fuzhou River near Delisi (1909)




115No. 2 Bridge over Fuzhou River near Delisi (1904)

126Construction site of No. 2 Temporary Bridge over Fuzhou River (1907)




135No. 2 Double-track Bridge over Fuzhou River (1909)

146No. 3 Bridge over Fuzhou River near Delisi (1904)




155No.3 Double-track Bridge over Fuzhou River near Delisi (1909)

166Construction site of a temporary bridge near Songshuling (1907)




175A narrow-gauge bridge near Wanjialing (1906)

This is a narrow-gauge bridge built near Wanjialing during the period of the Railway Management Department.




184Xiongyue Town Station (1910)

194Manchurian Railway’s Accessory Land at Xiongyue Town (1910)

XIONGYUE TOWNXiongyue Town Station, built at the time of the Dongqing Railway, was an important station on the Southern Manchurian Railway. The land around the town was fertile. The Manchurian Railway established a seedling nursery to the east of the station in 1909. The nursery was extended to the west of the station in 1910. The Xiongyue Town Nursery O� ce had, under its jurisdiction, such organs as the Gardening Section, the Planting Technique Section, the Sericulture Section, the Forestry Section, and the Insect Pathology Section. The nursery selected experienced Chinese labor and conducted test-based research to cultivate high-quality breeds for fruit trees, rice, silkworms, vegetables, � owers, medicinal herbs, and crops.

In 1908 and 1910, the Manchurian Railway set up a primary school and a public high school at Xiongyue Town. In 1906, a Japanese businessman named Katada Ikujiro started to build Xiongyue Town Hot Spring Resort and put it into operation the following year. In 1908, with materials supplied by the Manchurian Railway, a light railway between Xiongyue Town and the hot spring was built to provide a leisure service to Japanese.

During the initial stages of the Manchurian Railway, its accessory land at Xiongyue Town totaled 4.472 square kilometers. This photograph shows the Manchurian Railway’s accessory land at Xiongyue Town.




205Construction site of a bridge near Xiongyue Town (1908)

216Construction site of a double-track bridge near Xiongyue Town (1908)

The bridge over the Xiongyue Town River was a key project for the double-track construction. The project was supervised by personnel from the Manchurian Railway and carried out by Chinese laborers.




225A completed double-track bridge near Xiongyue Town (1909)

236Railway repair project near Xiongyue Town (1911)

This double-track bridge near Xiongyue Town was completed under the supervision of the Manchurian Railway’s personnel. The bridge was one of the last projects before the double-track railway went into operation in October 1909. In the photograph, the left side is the original bridge and the right side the new bridge for the double-track railway.

This picture features emergency repairs of the fl ood-damaged foundation of the No. 244 Railway Section near Xiongyue Town.




245A Russian-style rail-sleeper well of a bridge near Xiongyue Town (1911)

256Repairing a temporary bridge near Lujiatun (1906)




276A panoramic view of Xiongyue Town Seedling Nursery (1911)

265Zhaitaizi Double-track Bridge near Lujiatun




285Offi ce of Xiongyue Town Seedling Nursery (1910)

296Laboratory of Xiongyue Town Seedling Nursery (1911)




305Irrigation wells in the Seedling Nursery (1911)

316Female laborers (1911)

The seedling nursery forced local Chinese to do heavy manual work. In the picture are female laborers working under the monitoring of a Japanese.




325Experimental paddy fi eld at Xiongyue Town Seedling Nursery (1911)

336Hybrid rice breeds cultivated by Xiongyue Town Seedling Nursery (1911)




345Growing ordinary crops (1911)

356Flower breeding experiment (1911)




365Red pear orchard (1911)

376Vineyard (1910)




385Harvesting millet (1911)

396Changshilang pear, a quality fruit from Xiongyue Town Seedling Nursery (1911)




405Winter-proofi ng for crops in the Nursery (1911)

416Winter-proofi ng for one-year-old pear saplings in the Nursery (1911)




425Xiongyue Town Public High School (1911)

436Xiongyue Town Primary School (1911)




445Xiongyue Town Hot Spring Resort (1910)

456Xiongyue Hot Spring Park (1910)




475Tour trains at Xiongyue Town Park (1910)

465A garden party at Xiongyue Town (1911)

Japanese strolling about in the hot spring park within Xiongyue Town.

Chinese laborers manually pushing tour trains fully loaded with Japanese in Xiongyue Park.




484Gaiping Station (1910)

494Tumenzi Railway near Gaiping (1910)

GAIPINGGaiping (today’s Gaizhou City of Liaoning Province) is located in the central part of southern

Liaoning. Built at the time of the Dongqing Railway, Gaiping Station was an important station on

the railway’s southern section. During the Russo–Japanese War, the railway was suspended and not

restored until October 1905 by the Railway Management Department for Field Operations. When

building the double-track railway, the Manchurian Railway strengthened bridge construction and

maintenance in the Gaiping River section. Within this particular accessory land, the Manchurian

Railway set up such organs as a railway station, security o� ce, local a� airs o� ce, primary school,

kindergarten, and clinic. In 1909, for the purpose of long-term occupation of Northeast China, the

Manchurian Railway began to establish public high schools in its accessory lands to practice enslavement

education on Chinese people. The � rst public high school was Gaiping Public High School.




505Repairing the food-damaged railway near Gaiping (1911)

516Joist repair site near Gaiping (1911)




525Construction site of the double-track bridge near Gaiping (1909)

536The completed double-track bridge near Gaiping (1909)




556A fl ood-damaged bridge near Gaiping (1911)

545Installing winter-proofi ng equipment for pier wells of a bridge near Gaiping (1911)




565Repairing a fl ood-shattered bridge near Gaiping (1911)

576Gaiping Public High School (1910)




585Gaiping Silkworm Farm (1910)

596A street scene of Gaiping (1907)




613Dashiqiao Station [2] (1907)

603Dashiqiao Station [1] (1905)

DASHIQIAOBuilt in 1902, Dashiqiao Station was an important station on the Dongqing Railway. It was also the

starting point of the Yingkou Line, an extension of the Southern Manchurian Railway. The station

was discontinued during the Russo–Japanese War. It was occupied by the Japanese and turned into

a military transport station in 1904. Its passenger and cargo transport was restored in October 1905.

For the purpose of permanent colonial rule, the Manchurian Railway performed a series of operations

here. In 1908, starting with what was built by the Russians, the Manchurian Railway modi� ed and

expanded the station, adding a water supply and drainage-pipe work. In 1907, it took over Dashiqiao

Clinic established by the Railway Management Department for Field Operations, added to it a

mobile clinic and upgraded it into a hospital the following year. Infectious diseases became a potential

threat to Dashiqiao because of its increasing population and raised level of underground water. To

deal with this, the Manchurian Railway set up a health care and epidemic prevention branch. In

1907, the Japanese opened Dashiqiao Advanced Primary School, an initial e� ort to directly control

the education system within the accessory land. On top of that, they also established other types of

schools to impose enslavement education on the Chinese people. The accessory land of Dashiqiao

Station occupied an area of 3.67 square kilometers.

This picture shows the transporting of military materials during the Russo–Japanese War.

Dashiqiao Station shown in this picture was managed by Japan’s Railway Management Department for Field Operations.




636Dashiqiao Locomotive Yard after the double-track railway came into operation (1910)

623Signal linking device at Dashiqiao Station (1909)




645Loading coal on to a locomotive at Dashiqiao Station (1911)

656Dashiqiao Accessory Land (1911)




665Dashiqiao Hospital (1908)

676Dashiqiao Epidemic Prevention and Isolation Offi ce (1910)




683Dashiqiao Primary School (1910)

693Dashiqiao Kindergarten (1910)

703Sacrifi ce offering at the Temple of Queen Mother of the West at Dashiqiao (1910)

Each year from April 16 to 19 (lunar calendar), residents near Dashiqiao would go to the Temple of Queen Mother of the West at Mizhen Mountain to offer sacrifi ces and pray for blessings. This photograph shows a scene of this ritual.




713Liaohe Port at Yingkou (1904)

723Yingkou Dock (1908)

YINGKOUYingkou is located at the estuary of the Liaohe River. In 1858, it took the place of Niuzhuang or Niujiazhuang

in becoming an open port, making it the � rst port in northern China opened to foreign merchants. To

achieve permanent colonial rule, the Manchurian Railway started such infrastructure projects as dredging

the silt and building a seawall at Liaohe Port. In 1910, the Yingkou Branch of Dalian Port O� ce was

established and Yingkou Port commenced operations. In April 1912, the port business was handed over to

Yingkou Station. Completed in 1898, Yingkou Station was the terminus of the 22-kilometer Yingkou Line,

which ran from Dashiqiao to Yingkou and was built at the time of Dongqing Railway.

When the Manchurian Railway took over the station, it was located at Niujiazhuang. Yingkou

Line started operation in 1907. In 1909, a new passenger station was built in Yingkou’s new downtown

area while Niujiazhuang became a freight station. The station’s accessory land measures 5.2 square

kilometers. In order to prevent epidemics, the Manchurian Railway established an epidemic prevention

branch in Yingkou in 1909. The branch performed checks on epidemic areas and set up a number of

epidemic prevention and isolation o� ces.




735Yingkou Station (1904)

746Yingkou Niujiazhuang Isolation Offi ce (1911)SOURCE: Photos attached to Records of the





755Niujiazhuang Epidemic Prevention and Observation Offi ce within the Qing Government-controlled Zone in Yingkou (1911)SOURCE: Photos attached to Records of the


766Sihaidian Epidemic Prevention and Observation Offi ce in the Qing Government-controlled Zone of Yingkou (1911)SOURCE: Photos attached to Records of the





775Wutaizi Epidemic Prevention and Isolation Offi ce within the Qing Government-controlled Zone in Yingkou (1911)SOURCE: Photos attached to Records of the


786Group photo of teachers and students of Yingkou Yinghua Industry School (1909)




795The launch of Yingkou Business School (1908)

806The launch of Yingkou Secondary Business School (1909)




815The former Russian Consulate in Yingkou (1909)




823Haicheng Station (1908)

833A bridge near Haicheng (1904)

HAICHENGHaicheng Station was an important station on the south section of the Dongqing Railway. During

Russia’s rule, a plan was made to build a railway from Haicheng to Andong Port on the Yalujiang

River, but it was not implemented. During the Russo–Japanese War, Japan’s Railway Management

Department for Field Operations used the station for the transportation of military supplies. Passenger

and freight transportation was restored in October 1905. The double-track line started operation in

1909. A cargo warehouse was added to the station in 1910. The Manchurian Railway rebuilt the

station facilities in 1911 and added a passenger waiting room. Its accessory land had an area of 2.44

square kilometers. For the purpose of permanent colonial rule, the main organs set up here by the

Manchurian Railway included a railway station, Dashiqiao Local A� airs O� ce Haicheng Branch, a

post o� ce, an advanced primary school, a youth school, and a clinic.




845Tanggangzi Station (1910)

856A bridge near Anshan Station (1909)




865A double-track bridge near Anshan Station (1909)

876Construction site for Qianshanhe Double-track Bridge (1909)




883Qianshanhe Double-track Bridge near Lishan (1909)

893A panoramic view of Tanggangzi Hot Spring (1909)

903The courtyard of Tanggangzi Hot Spring Resort (1909)




913Liaoyang Station (1904)

923Shoushanpu Station near Liaoyang (1908)

LIAOYANGLiaoyang Station was one of three major stations on the south section of the Southern Manchurian

Railway as well as a passenger and cargo transport hub. It went into operation in 1901 and was occupied

by the Japanese in September 1904. As the headquarters of Japan’s “Manchurian Army” were stationed

in Liaoyang, a dedicated military line was speci� ed here to transport military supplies. To strengthen its

colonial rule over this region, the Manchurian Railway took a series of measures. For instance, it added

double track to the line in the early period of the Manchurian Railway and built the Taizi River Bridge,

an important project on the section. The Railway Management Department for Field Operations set

up six clinical departments along the Southern Manchurian Railway, one of which was located in

Liaoyang and equipped with one doctor and two nurses. The department was handed over to the

Manchurian Railway in 1907 and upgraded to a hospital the following year. The Liaoyang Branch of

the Disease Control Department of Kwantung Governor-General O� ce was also set up to prevent

infectious diseases. In July 1906, Liaoyang Advanced Primary School was established to enroll Japanese

children, becoming one of the earliest schools established by Japan in the accessory lands of the Southern

Manchurian Railway. The school was taken over by the Manchurian Railway in October 1907. Then

in 1910, the Manchurian Railway established Liaoyang Public High School. In the early days of the

Manchurian Railway, its accessory land in Liaoyang had an area of 68,000 square kilometers.




935Construction site of Liaoyang Station (1910)

946Drainage works near Liaoyang Station (1910)




966Group photo of members of the Railway Management Department for Field Operations at the White Pagoda of Liaoyang (1907)

953Dedicated line at Liaoyang Station for the military warehouse (1905)

During the Russo–Japanese War, the Japanese army set up dedicated lines for military supplies at important stations. This is the dedicated line at Liaoyang Station.




975Liaoyang Accessory Land of the Manchurian Railway [1] (1910)

986Liaoyang Accessory Land of the Manchurian Railway [2] (1910)




995Taizi River Military Railway Bridge (1904)

1006Modifi cation of the track gauge of Taizi River Railway Bridge (1905)

During the Russo–Japanese War, the Japanese dispatched troops to guard the railway to ensure smooth military supply.




1015A temporary bridge over Taizi River (1905)

1026Taizi River Narrow-gauge Bridge (1905)




1035Construction site for Taizi River Double-track Bridge (1908)

1046Group photo of people at the completion of Taizi River Double-track Bridge (1909)




1055Foundation works for Dashahe Bridge near Liaoyang (1911)

1066Liaoyang Epidemic Prevention Offi ce (1911)SOURCE: Photos attached to Records of the





1075Liaoyang Epidemic Prevention and Isolation Offi ce (1911)SOURCE: Photos attached to Records of the


1086Wards at Liaoyang Epidemic Prevention and Isolation Offi ce (1911)SOURCE: Photos attached to Records of the





1095Liaoyang Epidemic Prevention and Sterilization Offi ce (1911)SOURCE: Photos attached to Records of the


1106Group photo of staff at Liaoyang Epidemic Prevention Offi ce (1911)SOURCE: Photos attached to Records of the





1115Diagnosis at Yanglinzi, a village in the Qing Government-controlled zone of Liaoyang (1911)SOURCE: Photos attached to Records of the


1126Examining patients from Yanglinzi in Liaoyang (1911)SOURCE: Photos attached to Records of





1146Liaoyang Primary School (1910)

1135Monitoring the epidemic situation in Qianshan Village in the Qing Government-controlled zone near Liaoyang (1911)SOURCE: Photos attached to Records of the





1155Liaoyang Public High School (1910)

1166Liaoyang Park (1909)

The park was built by the Manchurian Railway in 1908.




1186Japanese shrine in Liaoyang (1910)

1174Liaoyang Marketplace (1910)

The picture shows a shrine built by the Japanese in memory of those offi cers and soldiers who died during the Russo–Japanese War. Construction began in June 1909 and was completed in August of the same year.




1193Sujiatun Station (1910)

1203Plan of Sujiatun Station (1909)

SUJIATUNSujiatun was located south of Fengtian. Built at the time of the Dongqing Railway, it was originally

a small stopover station. During the Fengtian Encounter of the Russo–Japanese War, it was used by

Japan’s Railway Management Department for Field Operations as a military transport station. In

1905, the station became the starting point of Fushun Extension of the Southern Manchurian Railway.

Later it became the junction between the Dalian–Changchun trunk line and the Andong–Fengtian

Line as well as an important tra� c hub. It was also the terminus of the double-track line built during

the initial period of the Manchurian Railway. Shahe and Hunhe Stations were also under its jurisdiction.

In May 1905, the Military Telecommunications Bureau was set up here and was changed into a post

o� ce in November 1907. In the following year, colonial ruling organs, such as the Police Department,

were set up in its accessory land.




1215Waiting room of Sujiatun Station (1910)

1226Shilihe Double-track Bridge (1909)




1235Shahe Railway Bridge near Sujiatun (1904)

1246Shattered Shahe Bridge (1905)

This is Shahe Railway Bridge with its crossties burned by the Russian army during the Russo–Japanese War.

This is the Shahe Railway Bridge sabotaged by the Russian army during the Russo–Japanese War.




1255Shahe Double-track Bridge (1909)

1266Hunhe Station




1273Hunhe Double-track Bridge under construction (1908)

1283Engineers participating in the construction of Hunhe Double-track Bridge (1908)

1293The completed Hunhe Double-track Bridge (1909)




North Section of the Southern Manchurian Railway

The North Section of the Southern Manchurian Railway refers to the 350-

kilometer section between Fengtian (today’s Shenyang) and Changchun. In

October 1898, Russia began to build a northbound railway starting at Lüshun,

which reached Liaoyang in 1899, Fengtian in November of the same year,

and Tieling in 1900. On July 14, 1903, the section from Lüshun to Gongzhuling

was put into operation. Upon the conclusion of the war, Russia and Japan

started negotiations on the handover of the railway rights. The Manchurian

Railway took over the railway and associated facilities from the Railway

Management Department for Field Operations and other military organs on

April 1, 1907 and started, in July of the same year, the project to modify the

gauge of the railway south of Changchun to 4.85 feet in accordance with

the order of the Japanese government.

Shortly after its establishment, the Manchurian Railway selected some

cities in Northeast China, such as Fengtian, Gongzhuling, and Changchun,

to build water drainage facilities, roads, dikes, retaining walls, bridges, water

supply and drainage pipe works, parks, markets, cemeteries, crematoriums,

slaughter houses, and other urban infrastructural facilities. In the regions along

the railway the Manchurian Railway launched agricultural initiatives for the

improvement of crop breeds and output. In 1909, a Japanese named Katuhiro

Teizirou leased about 1.4 million square meters of accessory land around

Fengtian and experimented with rice planting the following year.

03

123


The Manchurian Railway brought education and health under its direct

control from the very beginning. While opening primary schools, a� liated

schools for industries, and public high schools, it also set up hospitals in Fengtian,

Tieling, Changtu, Gongzhuling, and Changchun. In view of the poor sanitary

conditions and a number of cholera and plague outbreaks in the Northeast,

these hospitals had infectious-disease wards and bacteria testing labs in place

to prevent the spreading of epidemics among Japanese residents.


N O R T H S E C T I O N O F T H E S O U T H E R N M A N C H U R I A N R A I L W A Y


015Platform of Fengtian Station (1905)

FENGTIANIn early 1905, the Japanese army occupied Fengtian and incorporated the former Russian Railway

Accessory Land (today’s West Pagoda area) with an area of 12.77 square kilometers into the Manchurian

Railway Accessory Land. The Japanese stationed their army and police there and established their o� ces

of taxation, justice, and postal services. Japan began to move its people to Northeast China in 1905. With

only a small minority cultivating dry land, the majority of these migrants were engaged in paddy � eld

planting on the Manchurian Railway’s accessory lands.

Fengtian Station was originally built by Russia. The Manchurian Railway began to rebuild the station

at a new site in 1909. One year later, the main section was completed and put into operation. After that,

the Manchurian Railway accelerated the implementation of a plan to build “a new town” with Fengtian

Station as the center on its accessory land. In 1908, Fengtian Library was built with its collection focusing

on books and documents about transportation, engineering, the history of Manchuria and Mongolia, and

border area research. In 1909, a power plant was built. At the same time, the Manchurian Railway also

took over the medical units from the Railway Management Department for Field Operations and set up

hospitals at di� erent levels. In 1911, the Southern Manchurian Medical College was established.

Under the jurisdiction of Fengtian Station were such substations as Wenguantun, Hushitai,

Xinchengzi, Xintaizi, Luanshishan, and Deshengtai.




025Fengtian Station (1909)

036Construction site of Fengtian Station (1907)




045The main building of Fengtian Station (1910)

056The canteen of Fengtian Station (1910)




065First-class waiting room of Fengtian Station (1910)

076Guest room of an inn attached to Fengtian Station (1910)




085Fengtian Supply Offi ce (1910)

096Railcar Yard of Fengtian Station (1909)




105Construction site of the Railcar Yard of Fengtian Station (1907)

116Map of Fengtian Accessory Land (1907)




125Sewer pipe work on Fengtian Accessory Land (1911)

133Fengtian New Town (1911)

The new town took Fengtian Station as its center and opened up three main eastbound roads, one of which was perpendicular to the station and the other two radiating at an angle.




145Construction site of a bridge near Fengtian (1911)

154Construction site of protective dikes near Fengtian (1911)




163Southern Manchuria Medical College (1911)

176Construction site of Fengtian Medical University (1910)

To train doctors for the Manchurian Railway, Japan set up the Southern Manchurian Medical College in Fengtian in 1911 and appointed Kenji Kasai as president. This is the fi rst medical institution in Northeast China.




184Fengtian Library (1909)

196Fengtian Hospital (1909)

During the Manchurian Railway period, Fengtian and Dalian libraries were the largest of all the libraries under the Manchurian Railway.




205Plan of a newly built section of Fengtian Hospital (1908)

216Square in front of Fengtian Hospital (1911)




225Fengtian Isolation Offi ce (1911)SOURCE: Photos attached to Records of the


236Fengtian No.1 Isolation Ward (1911)SOURCE: Photos attached to Records of





245Fengtian No.2 Isolation Ward (1911)SOURCE: Photos attached to Records of


256Xiguan Isolation Ward of the Qing Government-controlled Zone (1911)SOURCE: Photos attached to Records of the





265Dongguan Isolation Ward of the Qing Government-controlled Zone (1911)SOURCE: Photos attached to Records of the


276Moving the bodies of epidemic victims (1911)SOURCE: Photos attached to Records of the





285Fengtian Crematorium (1911)SOURCE: Photos attached to Records of the


294Fengtian Power Station (1911)

In June 1908, the Manchurian Railway removed the Russian-built 120-kW generator from Lüshun to Xita Avenue in Fengtian and built a temporary power station to supply electricity to Fengtian and the area around it. At the same time, the Fengtian Lamp Business Department was established.




314Paddy fi elds in Fengtian accessory land (1910)

303German Cathedral in Fengtian (1910)




325Irrigation facilities for paddy fi elds (1910)

336Rice threshing at Fengtian Katsuhiro Farm (1911)




345Modifi cation of Guantun Bridge near Fengtian in progress (1911)

354Xintaizi Station (1905)




363The collapsed Taifan River Bridge near Deshengtai (1905)

376Repairing Taifan River Bridge near Deshengtai (1905)




385Tieling Station [1] (1905)

TIELINGIn 1905, at the conclusion of the Russo–Japanese War, Japan stationed a large number of troops in

Tieling under the pretext of protecting the Southern Manchurian Railway and Japanese nationals.

Built by Russia, Tieling Station was burned down during the Russo–Japanese War. It was later

rebuilt by the Japanese who also built a light railway leading to Mafenggou. The accessory land of

Tieling was 6.35 square kilometers. As both land and water transportation was already developed

in the area, Tieling became a distribution center for local produce, such as soy beans and sorghum.

As increasing numbers of Japanese � ocked to Tieling in September 1906, Tieling Hospital was set

up in the same year. At the same time, the Manchurian Railway started to repair bridges, modify

drainage facilities, build dikes, and provide roadside drains.

Under the jurisdiction of Tieling were Pingdingpu and Zhonggu substations.




395Tieling Station [2] (1905)

406Tieling Station in ruins (1905)




415Tieling Station Locomotive Yard (1905)

426Military supplies at Tieling Station (1905)




435A troop transport train moored at the military platform of Tieling Station (1905)

446Jiaohe Temporary Railway Bridge located north of Tieling (1905)




455Construction site of a temporary bridge near Tieling (1905)

466A damaged bridge near Tieling (1905)




473Tieling Mafenggou Dock (1905)

485Tieling Hospital (1906)

Established in September 1906, the hospital was handed over to the Manchurian Railway in May 1908.




494Plan of Tieling Hospital (1905)

505Tieling Epidemic Prevention Offi ce (1911)SOURCE: Photos attached to Records of the





526The Sterilization Team of Tieling Epidemic Prevention Offi ce moving the bodies of epidemic victims (1911)SOURCE: Photos attached to Records of the


515The Sterilization Team of Tieling Epidemic Prevention Offi ce (1911)SOURCE: Photos attached to Records of the





546An isolation ward in the Qing Government-controlled Zone in Tieling (1911)SOURCE: Photos attached to Records of the


535Tieling Isolation Ward (1911)SOURCE: Photos attached to Records of the





555Tieling No.3 Isolation Offi ce (1911)SOURCE: Photos attached to Records of the


566Tieling Isolation Offi ce accepting patients (1911)SOURCE: Photos attached to Records of the





575Tieling Isolation Offi ce sterilizing clothing using steam (1911)SOURCE: Photos attached to Records of the


586The damaged Shantoupu River Bridge near Pingdingpu (1911)




595Kaiyuan Station [1] (1905)

KAIYUANIn March 1905, the Akiyama Detachment of the Japanese army occupied Kaiyuan and controlled

the water tower, the water supply o� ce, and other facilities. To satisfy its military needs, the Japanese

set up the Railway Command O� ce and designated the Kaiyuan Station for military use. In

November 1905, the Railway Management O� ce for Field Operations started to manage the

railway for ordinary purposes. In April 1907, the Manchurian Railway took over the area and

began its construction on the accessory land, which was 6.63 square kilometers.

To strengthen its rule over Northeast China, the Japanese came up with a program for

“downtown construction” in 1908 and encouraged Chinese and Japanese to reside in the area.

Following that, the Manchurian Railway made further e� orts to build and modify such facilities

as bridges, underground water supply, water drainage, and roadside drains.

Water transport gave way to railway transport and Kaiyuan gradually replaced Tieling as the

distribution center of local produce, such as soy beans and sorghum.

Under the jurisdiction of Kaiyuan Station were Jingouzi and Mazhonghe substations.




605Kaiyuan Station [2] (1905)

616A panoramic view of Kaiyuan Accessory Land (1911)




625A granary in Kaiyuan Accessory Land (1910)

636Damaged Qinghe Bridge near Kaiyuan (1905)




645Qinghe Steel Bridge (1905)

656Zhonggu Bridge near Kaiyuan (1909)




665A section of fl ood-damaged railway near Kaiyuan (1911)

676Repairing bridges and railway near Kaiyuan (1911)




685Repairing the fl ood-damaged railway near Kaiyuan (1911)




695Changtu Station (1905)

CHANGTUThe Japanese army occupied Changtu on September 22, 1905. Initially Changtu was under the

jurisdiction of the Japanese Consulate in Tieling. In 1905, Japan set up a military police squad in

Tieling and, under it, a branch in Changtu. After that, construction began on the accessory land

which was 5.65 square kilometers.

In 1905, the Railway Management Department for Field Operations completed the modi� cation

of the railway between Fengtian and Changtu and the repair of Hunhe Steel Bridge. In 1906, it

took over the railway north of Changtu and modi� ed the Changtu–Mengjiatun Railway. At the

end of the year, the whole railway was put into operation. In May 1908, the Manchurian Railway

established Changtu Advanced Primary School. In the same year it imposed the Imperial Language

for Education compiled by the Manchurian Railway Education Research Institute as the textbook

for primary schools in Wafangdian, Dashiqiao, Liaoyang, Fengtian, Changtu, Gongzhuling, Changchun,

Fushun, and elsewhere. The purpose was to practice enslavement education.

Under the jurisdiction of Changtu Station were such substations as Manjing, Quantou,

Shuangmiaozi, Huangouzi, and Mangniushao.




705Construction site at Changtu Station (1909)

716Rail lines at Changtu Station (1911)




725The accessory land of Manchurian Railway at Changtu (1911)

733A repaired temporary bridge near Changtu (1905)




745Changtu Primary School (1910)

753A damaged bridge over Manjing River (1905)




765Shuangmiaozi Substation (1905)

773War-damaged water-supply facilities at Shuangmiaozi Substation (1905)




785The damaged Heizu River Bridge near Shuangmiaozi (1905)

796The damaged No.1 Bridge near Shuangmiaozi and the construction site of a temporary bridge (1905)




805Construction site of No.2 Temporary Bridge near Shuangmiaozi (1905)

816Shuangmiaozi Local Affairs Offi ce (1911)




833Installing steel joist for the bridge over Mangniushao River (1906)

825A war-torn bridge over Mangniushao River (1905)




845The damaged Miaozigou Bridge (1905)




854Sipingjie Station (1905)

864Siping Guojiadian Station (1905)

SIPINGJIE (TODAY’S SIPING)In 1898, Russia forced the Qing Government to sign an unequal treaty on the renewal of Lüda as

a concession and forcibly occupied the land along the Dongqing Railway. Soon after that, it conducted

a land survey along the railway and decided to build a station at Siping. In 1902, the Siping segment

was partially put into operation and the place was called Wuzhan. Later it was renamed Sipingjie

Station. As the Russo–Japanese War extended northwards to this area, the railway bridges were

damaged. After the war, Japan inherited all Russian rights in Southern Manchuria. The Manchurian

Railway set up a local a� airs o� ce at Siping to begin a full-scale colonial rule of the area.




875Dayushu Station (1905)

884The Epidemic Prevention and Sterilization Team of Changchun Hospital at Sipingjie (1910)




895Russian and Japanese offi cials involved in the railway handover (1905)

GONGZHULINGPrior to the Russo–Japanese War, Gongzhuling Station was on the Russian Dongqing Railway.

After the war, the railway was handed over by the Russians to the Japanese in 1907. To strengthen

the “management and construction” of the accessory land along the railway, the Japanese � rst set

up the Manchurian Railway Gongzhuling Local A� airs O� ce and then built hospitals, schools,

and other urban facilities in this town.

Russia and Japan started their negotiations on the railway handover after signing the Portsmouth Treaty. This picture shows personnel responsible for the handover from both countries in Gongzhuling.




915Russian and Japanese offi cials negotiating the handover at Gongzhuling Railway Station [2] (1905)

903Russian and Japanese offi cials negotiating the handover at Gongzhuling Railway Station [1] (1905)

After the conclusion of the Russo–Japanese War, Russia handed over the Changchun–Lüshun Railway (the Southern Manchurian Railway) to Japan according to their agreement. This photograph shows Russian and Japanese offi cials involved in the handover at Gongzhuling Station.




925Offi cers of Japan’s Railway Management Department for Field Operations taking over Gongzhuling Station (1905)

936Russia–Japan handover of management rights at Gongzhuling Station (1906)




943Group photo of Russian and Japanese offi cials involved in the handover (1906)

956Gongzhuling Station after the takeover by the Japanese (1906)

Russian and Japanese offi cials met three times at Gongzhuling Station before they completed the transfer of the station and associated rights.




965Railcar Yard at Gongzhuling Station (1906)

976Inside Gongzhuling Station (1908)




985The damaged Xinkaihe Railway Bridge (1904)

996A railway bridge near Gongzhuling (1909)

The bridge, near Fanjiatun, was damaged during the Russo–Japanese War.




1005East Liaohe Bridge (1910)

1014Repairing the fl ood-damaged Dayushu Bridge (1911)




1025A drainage trench out of Gongzhuling Station (1911)

1036A distant view of Gongzhuling Town (1911)




1044A glimpse of Gongzhuling Market (1910)

1056A glimpse of Gongzhuling Accessory Land (1908)




1065Gongzhuling Advanced Primary School (1910)

1076Gongzhuling Hospital (1910)




1085A Manchurian Railway watch post (1908)

1096Gongzhuling Epidemic Prevention and Sterilization Team (1911)SOURCE: Photos attached to Records of the





1105Changchun Station under construction (1908)

CHANGCHUNIn 1888, the Qing Government decided to upgrade Changchun County to Changchun Prefecture,

and the city was opened up for trade in 1906. At that time, Russia and Japan were locked in a

war for control of Northeast China and Changchun became the dividing point for their spheres

of in� uence. In 1907, the Manchurian Railway built a station between Toudaogou and Erdaogou

in Changchun (today’s Changchun Station), cutting o� the link between Changchun’s old urban

area and Kuanchengzi Station and limiting Russia’s in� uence to a small area northwest of the city.

This marked the beginning of the Manchurian Railway’s colonial operations in Changchun.

Construction of the station started in 1907 and was completed in 1910.




1115The warehouse at Changchun Station (1909)

1126Railcar Yard at Changchun Station under construction (1909)




1135A bird’s-eye view of Changchun Station (1911)

1143The square in front of Changchun Station (1910)




1155Streets next to Changchun Station (1911)

1166VIP waiting room of Changchun Station (1910)




1175Changchun Yamato Hotel (1909)

1183Yokohama Specie Bank Changchun Offi ce (1910)

Changchun Yamato Hotel was built in early 1909. Covering an area of 15,000 square meters and with a gross fl oor area of 7,746 square meters, the hotel building is shaped like a horseshoe with a symmetrical facade. Between 1909 and 1929, Japan built four Yamato Hotels in China, the fi rst one being Changchun Yamato Hotel. Its current name is Chunyi Hotel.




1195Changchun Joint Affairs Offi ce (1910)

1206Manchurian Railway billiard room in Changchun (1910)




1226The Manchurian Railway Foreign Language School (1909)

1215The Manchurian Railway Club (1908)




1235Group photo taken to mark the opening of Changchun Primary School (1908)

1246Dormitory of Changchun Primary School (1909)




1255The Manchurian Railway Japanese Primary School (1909)

1266A kindergarten opened by the Manchurian Railway (1910)




1275The Manchurian Railway Advanced Primary School (1910)

1286Changchun Clinic (1907)




1295The Manchurian Railway Changchun Hospital (1910)

1306An operating room of Changchun Hospital (1910)

The predecessor of the Manchurian Railway Changchun Hospital was Changchun Clinic established in 1907. It was renamed Changchun Branch Hospital in 1908.




1315The laboratory at Changchun Hospital (1911)SOURCE: Photos attached to Records of the


1326Changchun Epidemic Zone (1911)SOURCE: Photos attached to Records of the





1335A sterilization and epidemic prevention team in Changchun (1911)SOURCE: Photos attached to Records of the


1346Changchun Epidemic Isolation Offi ce (1911)SOURCE: Photos attached to Records of the





1355Epidemic observation offi ce in the Changchun Accessory Land (1911)SOURCE: Photos attached to Records of the


1366The Epidemic observation post at the border of Changchun Prefecture (1911)SOURCE: Photos attached to Records of the





1375Changchun Epidemic Prevention Offi ce (1911)SOURCE: Photos attached to Records of the


1386A ward for infectious diseases in Changchun (1911)SOURCE: Photos attached to Records of the





1395Horse cart carrying bodies of epidemic victims (1911)SOURCE: Photos attached to Records of the


1406Changchun Crematorium (1911)SOURCE: Photos attached to Records of the





1426Changchun Special Offi ce for Epidemic Prevention (1911)SOURCE: Photos attached to Records of the


1415Changchun Epidemic Prevention and Sterilization Branch Bureau (1911)SOURCE: Photos attached to Records of the





1434Kuanchengzi Station [1] (1906)

1445Kuanchengzi Station [2] (1911)

Kuanchengzi Station was built by the Russians in 1901. The site is located in the yard of today’s Changchun Engine Works.




Andong–Fengtian Line and Fushun Line

Andong–Fengtian Line refers to the 260-kilometer standard-gauge double-

track railway running between Andong (today’s Dandong) and Sujiatun.

During the Russo–Japanese War, Japan laid the Andong–Fengtian Light

Railway as an emergency line, which started at Andong and terminated at

Fengtian with a gauge of 2.6 feet and a length of about 303 kilometers. It

was built to transport military supplies to Japan’s No.1 Army.

The construction began in August 1904 and was completed and put into

use in December 1905. On September 1, 1906, the rights for railway usage

were handed over to the Railway Management Department for Field Operations.

With the relocation of the Manchurian Railway’s head o� ce from Tokyo to

Dalian on March 5, 1907, and its o� cial operation on April 1 of the same

year, the Railway Management Department for Field Operations handed over

the rights to operate Andong–Fengtian Railway and the accessory lands along

the railway to the Manchurian Railway, which ran the line for 38 years.

As it was a temporary railway built to meet the needs of the war,

Andong–Fengtian Light Railway was not up to standard in either quality or

gauge. The Agreement on Northeast China Reached at the China–Japan

Meeting, as imposed by Japan on the Qing Government, states that the

Chinese Government would allow the Japanese Government to continue to

operate and manage the military railway between Andong and Fengtian for

transporting various cargoes for industry and business from all countries. The

04

201


Manchurian Railway decided on August 1909 to change the light railway

into standard gauge. The gauge modi� cation project started in August 1909

and was fully completed at the end of October 1911.

Yalujiang Bridge on the Andong–Fengtian Line was an important link

connecting Northeast China with Korea. On December 4, 1909, the Japanese

Government forced the Qing Government to sign an agreement on the

construction of Yalujiang Bridge. The construction began in 1910 and was

completed at the end of 1911.

The Fushun Line ran between Fushun and Sujiatun. It was built by the

Japanese for military and coal transportation during the Russo–Japanese War.

The Manchurian Railway obtained the rights to manage the Fushun Line and

the coal mines along the line in April 1907. A project started in August to

change the railway into standard gauge and it was completed in July 1908.


A N D O N G – F E N G T I A N L I N E A N D F U S H U N L I N E


015A bird’s eye view of Andong (1910)

ANDONGLocated on the border of China and Korea, Andong (today’s Dandong) enjoyed an important geographic

location and boasted abundant agricultural, mining, and forestry resources. After the Russo–Japanese War,

and according to the 1905 Portsmouth Treaty between Japan and Russia as well as the Agreement on

Northeast China Reached at the China–Japan Meeting, Japan took over the rights to operate Andong–

Fengtian Line and its accessory lands. Following the relocation of its head o� ce to Dalian in 1907, the

Manchurian Railway began to operate the line. During this period, the Manchurian Railway upgraded

the light railway into standard gauge and acquired the right to open up Andong. On December 4, 1909,

Japan forced the Qing Government to sign the agreement to build Yalujiang Bridge. Bridge construction

began in 1910 and was completed at the end of 1911. The bridge was 944.2 meters long, 11 meters

wide, and had 12 side arches. To facilitate ship navigation, the No.4 Arch on the Chinese side was built

to have a turning open-and-close beam. As the � rst bridge ever built on the Yalujiang River to link

China and Korea, the bridge enabled the Manchurian Railway to ship massive amounts of China’s

mining and forestry resources to Japan via Korea.




025Andong Station and its Accessory Land (1910)

036British and American consulates in Andong (1909)

According to the China–Japan Agreement on Northeast China, the Qing Government was forced to acknowledge the transfer of all Russia’s rights in the southern part of Northeast China to Japan, to open up 16 cities including Fenghuangcheng as trade ports, to allow Japan to set up a consulate in Dadonggou, and to open up Dadonggou as a treaty port. The United States and Britain opened their consulates in Andong in May and October 1907, respectively.




043A panoramic view of Dagushan Mountain (1910)

053Type D Residence for Manchurian Railway employees (1911)

Japan opened a consular offi ce at Dagushan Mountain, which was subordinate to the police department under Andong Consulate.

This is one of the residential quarters built by the Manchurian Railway along the Andong–Fengtian Line. These dormitories fell into type A, B, C, and D for its Japanese employees of different ranks.




063Monument of Loyalty Commitment at North Hill in Andong Town (1910)

075Bamboo rafts on the Yalujiang River (1911)

This monument was erected by the Japanese in honor of those servicemen who died in the Russo–Japanese War

Before Yalujiang Bridge was built, sailboats and bamboo rafts were the main means of transporting passengers and cargo.




085Yalujiang Bridge under construction [1] (1910)

096Yalujiang Bridge under construction [2] (1910)




105North section of Yalujiang Bridge under construction (1910)

113Repairing the retaining wall for Yalujiang Bridge (1910)

While building the Yalujiang Bridge, the Manchurian Railway also repaired the retaining wall along the Yalujiang River. Over 257,000 square meters of retaining wall was in Andong.




125The Shahe Town section of Yalujiang River retaining wall under construction (1910)

136Materials preparation yard for the Shahe Town section of Yalujiang River retaining wall (1910)




143Gauge-modifi cation site near Andong Town (1910)

156Gauge-modifi cation site on the Andong–Fengtian Line (1909)

As a section of Andong–Fengtian Railway, Andong–Jiguanshan Line consisted of stations at Shahe Town, Hamatang, Wulongbei, Tangshan Town, Gaolimen, and Fenghuangcheng. In August 1909, the Manchurian Railway began to transform Andong–Fengtian Railway into double track and modify its gauge to the standard 4.85 feet. On November 1, 1910, the gauge modifi cation for the Andong–Jiguanshan Section was completed and a trial train operation was launched.




163A station near Andong (1910)

175Andong Station with standard gauge track (1911)

In November 1910, the Andong–Jiguanshan section of the light railway was modifi ed to the standard gauge. The right side of this photograph shows the light railway and the left side the standard gauge railway after modifi cation.

At the end of 1911, remodeling of Andong Station, including the gauge and station buildings, was completed. All station buildings were of wooden structure.




184Expansion of Andong Station in progress (1911)

196The launch ceremony for the standard-gauge train at Andong Station (1911) On October 31, 1911, gauge-modifi cation for Andong–Fengtian Railway was

completed and a launch ceremony was held on November 1.




203VIPs of the Manchurian Railway gracing the launch ceremony (1911)

216Trial run of the standard-gauge train at Andong Station (1911)




225The farewell ceremony for the light-railway train at Andong Station (1911)

236Trial run of the standard-gauge train at Shahe Town Station (1910)




245Shahe Town Accessory Land (1910)

256A bridge near Shahe Town (1910)

This picture shows a village in the accessory land near Shahe Town. The Chinese laborers are reinforcing the river bank.

There were two types of bridges on the Andong–Fengtian Line: wooden bridges and permanent bridges. The wooden bridges had a span of 3 to 4.5 meters, or they were of a continuous structure. Each pier was composed of several spiles bundled together, with a spile length of 6 to 8 meters, depending on the topography. The permanent bridges were typically steel deck bridges, with the abutments and piers made from cement. The beams were made from steel plates, trusses, or girders. Built as an emergency measure to meet the demands of the Russo–Japanese War, the Andong–Fengtian Line adopted wooden structures for the majority of its bridges. These bridges were reconstructed later during gauge modifi cation.




265Shahe Town double-track wooden bridge under construction (1910)

276Hamatang Station before upgrading (1910)

This is the Dashahe Double-track Bridge under construction. To its left is the bridge used during the light-railway period




285Hamatang temporary wooden bridge (1910)

296Trial train operation at Hamatang Station (1910)

The Manchurian Railway’s Gauge Modifi cation Project began in August 1909. At the end of October 1910, Hamatang Station was modifi ed to wide gauge and a trial train operation was conducted.




304Battle site near Hamatang (1910)

315Wulongbei Station (1910)

During the 1904–1905 Russo–Japanese War, Russia built defense works here.

The railway gauge at Wulonbei was not modifi ed as of April 1910. This photograph shows the light railway running through Wulongbei Station. By the end of October, gauge modifi cation was completed for the section from Andong to Jiguanshan via Wulongbei.




325Trial operation of the standard-gauge train at Wulongbei Station (1910)

336Wulongbei Hot Spring (1910)

Wulongbei Hot Spring was active all year round with the temperature of the main spring reaching 69°C. The Manchurian Railway built a bathhouse to provide a leisure location for Japanese.

In this photograph, the left is the light railway and the right is the standard-gauge track.




345Wulongbei Hot-Spring River (1910)

356Timber being prepared for gauge modifi cation at Tangshan Town Station (1910)




365A double-track wooden bridge under construction near Tangshan Town (1910)

373Gaolimen Station after gauge modifi cation.(1910)




384Trial train operation at Gaolimen Station (1910)

396Farming near Gaolimen (1910)

Gauge modifi cation was completed at the end of October 1910 for the Gaolimen section of Andong–Jiguanshan Line. A trial train operation was conducted on November 1 of the same year.




403Street view of Gaolimen (1910)

416Trial operation of standard-gauge track at Sitaizi Station (1910)




425Sitaizi Wooden Bridge (1910)




435Light Railway near Jiguanshan (1910)

JIGUANSHANJiguanshan Station was an important point on the Andong–Fengtian Line. The Jiguanshan Mountain

is an extension of the Changbai Mountains. With an altitude of 180 meters, it derives its name

from its cockscomb shape. With complicated topography, this area features rolling hills and

crisscrossing rivers. To build the Andong–Fengtian Light Railway during the Russo–Japanese War,

the Japanese army dug tunnels and constructed temporary bridges in Jiguanshan Mountain. When

the Manchurian Railway started to change the light railway to standard gauge in August 1909,

the tunnels along the line were also retro� tted. Tunnels in the Jiguanshan area included Beiyinting,

Changlingzi, and Wafangtun.




443Modifying the east end of Beiyinting Tunnel (1910)

454Modifying the west end of Beiyinting Tunnel (1910)




463Changlingzi Tunnel under construction (1910)

473The west end of Liujin Tunnel (1910)




485Construction site at the east end of Wafangtun Tunnel (1910)

496Construction site at the west end of Wafangtun Tunnel (1910)




503Inscriptions at the ends of various Jiguanshan tunnels (1910)

514Standard-gauge train in operation at Qiumuzhuang Station (1910)

524Qiumuzhuang Standard-Gauge Station (1910)

Jiguanshan Mountain has many tunnels. Inscriptions, together with names of the calligraphers (all of them were VIPs of the Manchurian Railway) and the names of all openings, are indicated at each tunnel.

Qiumuzhuang–Benxihu Line is a section of the Andong–Fengtian Railway and consists of such stations as Caohekou, Lianshanguan, and Xiamatang.




535Platform construction at Qiumuzhuang Station (1910)

546Bridge construction near Qiumuzhuang Station (1910)




553Qiumuzhuang No. 2 Tunnel Bridge (1911)

565No.1 Bridge near Qiumuzhuang (1911)

This is a permanent bridge with piers and abutments made of cement.




575Laying the track at Caohekou (1911)

586Lianshanguan Station before gauge modifi cation (1910)




593Lianshanguan Bridge under construction (1910)

604Taizi River Bridge near Lianshanguan (1910)




615Construction site at the east end of Wudaogou Tunnel near Lianshanguan (1910)

624Construction site of Fenshuiling Tunnel near Lianshanguan (1910)




635Xiamatang Light-Railway Station (1910)

646East end of Xiamatang Tunnel (1910)




655A panoramic view of Benxihu (1911)

BENXIHUBenxihu (today’s Benxi) was an important station on the Andong–Fengtian Railway due to the

abundant coal, forestry, and agricultural resources around it. The Japanese Okura Zaibatsu acquired

the coal mining rights of the area in 1905 and established a Sino–Japanese joint venture in 1911,

the Benxihu Coal and Iron Company Limited. During the Russo–Japanese War, a light railway

was built to facilitate coal transport and cope with the needs of war preparations. The Manchurian

Railway began the change toward standard gauge after its takeover. During the period of operation

by the Manchurian Railway, the Benxihu accessory land was continually expanded, and along

with it the population and urban area grew rapidly. Northeast China’s produce, such as coal, soy

beans, and sorghum, were transported to Japan constantly. As a result, Benxihu Station became the

transfer center for both passengers and cargo.




665Shiqiaozi Station (1910)

673Standard railway of the Mengjiapu Section (1911)




685Construction site of Mengjiapu Bridge (1910)

696Fu’an Station (1909)




FUSHUNFushun is well known for its abundant coal resources. In April 1907, the Manchurian Railway

obtained the rights to operate the area and the coal mines along the Fushun Line. To facilitate

coal transportation, it converted Fushun Line to double track, which was completed in July 1908.

Large-scale coal mining turned the heavily agricultural town into a colonial city with industry as

its mainstay. In 1907, the county seat of Xingren County was moved to Fushun and the county

was renamed Fushun County in the same year. With the relocation of Fushun county seat to

Qianjinzhai in 1909, Qianjinzhai became the political, economic, and cultural center of Fushun

region, equipped with such urban infrastructural facilities as a postal and telecommunications

service, transportation, and water and electricity supply.

705Fushun Station (1902)

Running from Fushun to Sujiatun, the Fushun Line was built to meet military and coal transportation demands. After the handover in 1907, the Manchurian Railway commenced gauge modifi cation in August 1907 and completed the project in July 1908. This is Fushun Line before the gauge modifi cation.




714The waiting room of Qianjinzhai Station (1909)

726The platform at Qianjinzhai Station (1909)




735A panoramic view of Fushun (1910)PHOTOGRAPHER: Shuji Ishida

746A panoramic view of Qianjinzhai (1910)




754Qianjinzhai Station Platform (1910)

765Dongsantiao Avenue in Qianjinzhai (1910)

In the photograph, the Korean residential area is on the left and the Japanese residential area on the right.

In this photograph are the Japanese residential quarters. The building to the right is the residence for section-chiefs and technicians of the Manchurian Railway at Qianjinzhai Station.




775Boundary of the Japanese quarters in Qianjinzhai New Town (1910)

786Fushun Guchengzi Temporary Bridge (1905)




795Fushun Qianjinzhai Advanced Primary School (1911)

803The indoor playground of Fushun Qianjinzhai Primary School (1911)

In the early years of the Manchurian Railway, two primary schools were set up for Japanese nationals in the accessory lands outside Kwantung State. One was Liaoyang Primary School, established by Liaoyang Christian Youth Society, and the other was Fushun Qianjinzhai Primary School, established by missionaries from Honganji Otani. In July 1907, the schools were brought under the direct management of the Manchurian Railway. The schools boasted a full range of facilities.




815Qianjinzhai Hospital (1908)

826Plan of Qianjinzhai Hospital




835Manchurian Railway’s employee dormitory at Qianjinzhai (1908)




FUSHUN COAL MINELocated near the banks of Hunhe River in Fengtian, Fushun Coal Mine measured 17 kilometers in

length from east to west and about four kilometers in width from north to south. The mine was one

of the world’s richest mines with good quality coal, a thick bed, and a large reserve. It was known as

the “No.1 Rich Mine in East Asia.”

In 1901, Fushun Coal Mine was operated by the Far East Forestry Company of Russia. In the

same year, a local wealthy man named Wang Chengyao established Huaxingli Company with some

others to exploit Fushun Coal Mine after the Qing Government approved their application. During

the Russo–Japanese War, the Russian army occupied the entire mining area and exploited its coal

resources for military use. After the war, Japan took all the rights from Russia and set up a coal mining

o� ce in Fushun. By April 1907, the Manchurian Railway had taken control of the mine’s operations.

The Manchurian Railway established its mining head o� ce at Fushun Mine to engage in the

exploitation of coal mines, such as Fushun, Yantai, and Jiaohe. Besides coal supply for railway usage, it

was also responsible for the comprehensive development of Fushun Mine, as well as coal sales to Korea

and other places. At the time of the takeover, there were three coal mines in production: Qianjinzhai,

Yangbaipu, and Laohutai. To implement its industrial expansion plan, the Manchurian Railway also

excavated Dashan, Dongxiang, and Guchengzi Mines. To obtain an exorbitant pro� t, the company

forcibly expanded its mining area, took advantage of China’s cheap labor, and used brutal measures to

plunder the coal resources in Fushun. The crude facilities resulted in frequent accidents, taking the lives

of numerous Chinese laborers.

845A panoramic view of Fushun Coal Mine (1911)




855Fushun Coal Mine Rail Line (1905)

866Fushun open-pit coal mine (1905)




873No. 2 Well of No.1 Mining Area at Fushun Coal Mine (1905)

885Fushun Dashan Mine (1911)




893Benxihu Dacang Coal Mine (1909)

905Yantai Coal Mine (1905)

Yantai Coal Mine was subordinate to Fushun Coal Mine and was one of the earliest coal mines in Northeast China. During the period of Russian rule, it was operated by Russia’s Far East Forestry Company. Its mining rights were transferred to Japan after the Russo–Japanese War. In April 1907, the mine’s exploitation and operation rights were handed over to the Manchurian Railway.




914Laohutai Coal Mine (1905)

925Mining site of Laohutai Coal Mine (1905)

Laohutai Coal Mine was an important part of Fushun Coal Mine. When the Manchurian Railway operated Fushun Coal Mine in 1907, it began to produce coal from Qianjinzhai, Yangbaipu, and Laohutai Coal Mines. The Japanese recruited massive numbers of cheap Chinese laborers from Shandong and Tianjin to exploit these mines under harsh mining conditions.

Mining conditions at the time were rather crude. Pickaxes and shovels were used for manual excavation, the coal was loaded into sacks and carried to the well outlet by miners, and hand-held kerosene lamps were used for lighting inside the pits. The lack of safety measures led to frequent accidents that took the lives of numerous Chinese laborers.




935Coal storage yard of Laohutai Coal Mine (1905)

944The dormitory for the head of Fushun Coal Mine (1909)

When operating Fushun Coal Mine, the Manchurian Railway divided its employee dormitories into distinct groups A, B, C, D, and the dormitories for unmarried workers in accordance with their citizenships (namely Japanese or Chinese) and ranks. Its high-grade dormitories were stand-alone houses with European-style exteriors and Japanese-style interiors. At the same time, theaters, bathhouses, and temples were built for leisure and entertainment. In contrast, the Chinese laborers lived in ordinary dwellings with simple facilities.




953Section chief and technician dormitory at Fushun Coal Mine (1908)

965Senior employees’ dormitory at Fushun Coal Mine (1908)

This is a two-story, high-grade dormitory with European-style exteriors and Japanese-style interiors, equipped with such facilities as fi replace.

This two-story senior employees’ dormitory at Fushun Coal Mine had a European-style exterior and a Japanese-style interior.




974Type A dormitory at Fushun Coal Mine (1908)

985Type B dormitory at Fushun Coal Mine (1908)

This two-story building is the high-grade residence for Japanese staff. It had a European-style exterior and a Japanese-style interior and was divided into one-household, two-household, and four-household versions.

This was a high-grade residential building for Japanese employees. With two stories and European-style exteriors, it came in four-household and eight-household versions.




1006Type D dormitory at Fushun Coal Mine (1908)

995Type C dormitory at Fushun Coal Mine (1908)




1015A panoramic view of the laborers’ dormitories at Fushun Coal Mine (1911)

1024A close-up of the laborers’ dormitory at Fushun Coal Mine (1911)

The Chinese laborers’ dormitory was a brick structure typical of civilian dwellings in Northeast China.




1033The interior of a foreman’s dormitory at Fushun Coal Mine (1911)

1046The kitchen for Chinese laborers at Fushun Coal Mine (1911)




1055Public bathhouse of Fushun Coal Mine (1911)PHOTOGRAPHER: Shuji Ishida

1066Dormitory Bathing Pool at Fushun Coal Mine (1911)




1073The Entertainment Hall of Fushun Coal Mine (1911)

1086Dormitory for Chinese management personnel at Fushun Coal Mine (1909)




1093The exterior of Fushun Coal Mine Theater (1909)PHOTOGRAPHER: Shuji Ishida

1104An indoor view of Fushun Coal Mine Theater (1909)PHOTOGRAPHER: Shuji Ishida

The theater was a luxuriously decorated European-style building specially designed for the Manchurian Railway offi cials.




1115A Place of Worship at Fushun Coal Mine (1909)PHOTOGRAPHER: Shuji Ishida

1126Fushun Coal Mine Hospital (1911)PHOTOGRAPHER: Shuji Ishida




1134Fushun Coal Mine Foreign Exchange Offi ce (1911)PHOTOGRAPHER: Shuji Ishida

1146Fushun Coal Mine Machinery Warehouse (1911)PHOTOGRAPHER: Shuji Ishida




1153Fushun Coal Mine Supply Allocation Offi ce (1911)

1165Fushun Coal Mine Offi ce (1910)

1173Fushun Epidemic Isolation Offi ce (1911)SOURCE: Photos attached to Records of the





1184Patients at Fushun Epidemic Isolation Offi ce (1911)SOURCE: Photos attached to Records of the


1196Epidemic Isolation Offi ce in the Qing Government-controlled Zone of Fushun (1911)SOURCE: Photos attached to Records

of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji




a pictorial record of the qing dynasty - manchurian railway

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