A Pictorial Record of the Qing Dynasty: Manchurian Railway [1st ed.] 9814246182, 9789814246187

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Compiled by the Lüshun Museum

A PICTORIAL RECORD OF THE QING DYNASTY

MANCHURIAN RAILWAY Compiled by the Lüshun Museum

A PICTORIAL RECORD OF THE QING DYNASTY

MANCHURIAN RAILWAY Compiled by the Lüshun Museum

Australia • Brazil • Japan • Korea • Mexico • Singapore • Spain • United Kingdom • United States

A Pictorial Record of the Qing Dynasty: Manchurian Railway

© 2009 Cengage Learning Asia Pte Ltd and China Renmin University Press

Compiled by the Lüshun Museum

Original Chinese Edition © China Renmin University Press

Publishing Director: Paul Tan Senior Development Editor: Yang Liping Senior Publishing Executive: Gemaine Goh Senior Product Director: Janet Lim Product Managers: V  incent Cheah Masaki Morisawa Translator: Luo Xiaoping Copy Editor: Rosemary Lim

ALL RIGHTS RESERVED. No part of this work covered by the copyright herein may be reproduced or used in any form or by any means graphic, electronic, or mechanical, including but not limited to photocopying, recording, taping, web distribution, information networks, or information storage and retrieval systems without the prior written permission of the publisher. For permission to use material from this text or product, email to [email protected]

ISBN-13: 978-981-4246-18-7 ISBN-10: 981-4246-18-2

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Printed in Singapore 1 2 3 4 5 6 7 12 11 10 09 08

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

Preface to the Series Introduction List of Advisers and Editors Acknowledgments About Lüshun Museum Part I Dalian Headquarters

Administration 3 Dalian Port 10 Dalian Tram Rail 11 Railway Stations and Bridges Industry and Commerce 31 Infrastructure Facilities 36 Health and Sanitation 45 Education 54

Part II

vii xi xv xvii xix 1

14

South Section of the Southern Manchurian Railway and Yingkou Line

57

North Section of the Southern Manchurian Railway

123

Andong–Fengtian Line and Fushun Line

201

Wafangdian 59 Xiongyue Town 68 Gaiping 83 Dashiqiao 89 Yingkou 94 Haicheng 100 Liaoyang 104 Sujiatun 118

Part III

Part IV

Fengtian 125 Tieling 144 Kaiyuan 155 Changtu 161 Sipingjie 170 Gongzhuling 172 Changchun 183 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 deficiency of textual records, but also presented more accurate and vivid information than mere text.

vii

P r eface to the S e r ies

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

and others, as well as The Celebration Ceremony for Emperor

those showing people and those covering events. The

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

paintings produced by court painters, such as Mao

painters. During the last years of Emperor Kangxi’s

Yanshou of the Western Han Dynasty, depict emperors,

reign, a group of Chinese court painters, under the

empresses, emperors’ concubines, famous ministers, and

influence of Giuseppe Castiglione, began to work on

also major social and historical events. For example, in

true-to-life paintings, either independently or

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

collaboratively, on a range of topics such as emperors’

Dynasty vividly recorded Emperor Li Shimin receiving

portraits, their southern inspection tours, troop

the envoy sent by Tibetan King Songtsän Gampo to

inspections, autumn hunting, worshipping ceremonies,

welcome Princess Wencheng. The Scroll of Welcoming the

and entertainment, leaving us with lively historical data

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

for studying the history of the Qing Dynasty.

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

Although these paintings were mainly used to

Song Dynasty. Hence, paintings can be of great importance

propagate the authority, virtues, and military

for historical research as the renowned Song Dynasty

accomplishments of the emperors, they also carry other

historian Zheng Qiao (1104–1162) pointed out.

rich socio-historical information. One example is The

Western missionaries brought Western painting

Imperial Banquet at the Garden of Ten-thousand Trees,

skills to China. Some of them won the recognition of

depicting Emperor Qianlong at the mountain resort of

Chinese rulers and were appointed court artists. Among

Chengde personally receiving the three chiefs of the

them were such well-known painters of the Qing

Mongolian Dorbod tribe who led their tribesmen to

Dynasty as Giuseppe Castiglione (Chinese name Lang

migrate to the Central Plains. Emperor Qianlong

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

conferred titles upon the three Mongolian chiefs,

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

presented them with precious gifts, and held a grand

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

banquet that lasted ten days. The celebrations went on

In order to cater to the artistic tastes of Chinese

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

emperors, these missionary artists absorbed Chinese

foreign court painters, such as Giuseppe Castiglione and

painting techniques, integrating these with European

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

oil painting skills and evolving their unique painting

witnessed the whole process and objectively recorded

styles. Giuseppe Castiglione also trained a group of court

the event and people with their paintbrushes. Abasi

painters, such as Ding Guanpeng, Zhang Weibang, and

Defeating Rebels with Spear depicts the Mongolian warrior

Wang Youxue.

Abasi, extolling his extraordinary courage in repulsing

During the reign of the Qing Emperor Kangxi,

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

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

Temple portrays Emperor Qianlong at the Temple of

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

Wanfaguiyi receiving Wabashi, the chief of the Turghut

to record actual events in their works. Two examples

tribe, who led his tribesmen back to his mother country

in this regard are The Scroll of Emperor Kangxi on His

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

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

Qianlong Quelling the Western Regions is a series of 16

viii

A P i c t o r i a l R e c o r d o f t h e Qi ng Dyn asty

P r eface to the S e r ies

copperplate etchings that show military events launched

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

during the reign of Qianlong to put down the Jungar

in Southern Yunnan, Thirteen Foreign Trading Houses in

rebellion in the northwest.

Guangzhou, and A Picture of Hong Kong Opening as a

There are also many true-to-life paintings that

Commercial Port.

mirror the culture, local customs, and commercial

After the Qing government took back Taiwan

activities of the Qing Dynasty. For instance, while

during the reign of Emperor Kangxi, many officials and

focusing on the emperors’ activities, The Scroll of Emperor

scholars visited the island. The emperors ordered the

Kangxi on His Southern Inspection Tour (16 scrolls) and

officials there to report back using paintings and drawings

The Scroll of Emperor Qianlong on His Southern Inspection

on the customs of the Gaoshan people and Taiwanese

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

products. That was how The Pictorial Collection of Customs

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

in Taiwan and The Pictorial Collection of Local Produce in

and famous historical and cultural sites from Beijing all

Taiwan came into being.

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

Apart from the paintings produced by imperial

also record the everyday lives of people from all walks

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

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

intended for overseas markets during the 18th and 19th

and business activities along the Beijing–Hangzhou

centuries, are also noteworthy. Europeans of the time

Canal. The Celebration Ceremony for Emperor Kangxi’s

not only bought Chinese products but wanted to learn

60th Birthday covers almost half of Beijing city at that

more about the processes for making ceramics (fine

time. The first of the two scrolls shows scenes from

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

Shenwu Gate, within the Forbidden City, to Xizhi

coastal cities of Guangdong were highly skilled and

Gate, while the second scroll begins at Xizhi Gate and

they knew full well how to cater to European curiosity

ends in Changchun Garden in the northwestern suburb

about China, churning out large numbers of export-

of Beijing. These scrolls together present a vivid picture

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

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

reflecting the lifestyles and local customs of Chinese

ordinary people at that time.

people flourished.

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

Besides paintings, a considerable number of late-

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

Qing Dynasty photographs have been preserved.

are clustered outside the Zhengyang Gate; the streets

Photography is an important means of recording, storing,

are dotted with horse-drawn carriages and pedestrians

and transmitting visual images of people, events, places,

against the background of the Forbidden City and

and objects. Historical photographs allow people today

Jingshan Hill.

to visualize what happened in the past. However

Apart from the paintings already mentioned, there

fragmentary and temporary they may appear, they are

are also works dealing with agriculture, handicraft

real, concrete, and vivid images packed with historical

industries, animal husbandry, and commerce during the

information.

Qing Dynasty. Examples include A Picture of Ceramics-

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

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

Westernization movement was launched by some

Manchurian Railway

ix

PrEFACE TO THE SErIES

Chinese compradors and officials. They imported foreign

Dynasty include: drawings of objects, such as clothes,

capital and technology to open factories, build railways,

inscribed couplets, pictures of official documents, ancient

and set up mining companies. They took photographs

books, rubbings from stone inscriptions, local customs,

to record the progress of their projects and compiled

and pictures of such historical and cultural sites as

them into albums for sale. Some of these albums

buildings and gardens. Abundant as these materials are,

advertised major social events while others featured

it is difficult to obtain a complete collection of them,

historical cultural sites and opera performances. In the

as they are now owned by public or private collectors

late Qing Dynasty, the concubines of the emperor,

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

princes, and ministers enjoyed taking photographs. The

of authentication. Some paintings are anonymous,

Palace Museum houses a collection of more than 20,000

making it difficult to ascertain their age. The

such photographs.

authentication of photographs is also challenging,

Photography became popular as an art form when

especially those taken during the late Qing Dynasty,

Western powers forcibly opened the door of the Qing

because at that time photographic technology was basic

Dynasty. As an oriental country with a long history of

and negatives were not always clear. Even when the

civilization, China would naturally attract numerous

photographs are clear, it is not always possible to identify

curious photographers. Traveling photographers, foreign

the subjects as they are often taken in isolation. More

missionaries, and foreign soldiers took a large number

research is required before these pictures can become

of pictures for various purposes. Notwithstanding this,

useful. Fortunately academic circles are paying greater

all these pictures have played a positive role in providing

attention to the collection and study of these types of

graphic information about social life in China at that

materials. Only by doing this can we gradually restore

time and bridging Chinese and Western cultures.

the historical truth. Pictorial history follows on from

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

oral history and the publication of A Pictorial Record of

paintings, and old photographs, other important sources

the Qing Dynasty Series will surely speed up the advent

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

of this new era of historical studies.

Zhu Chengru

x

A P i c t o r i A l r e c o r d o f t h e Qi ng dynAsty

Introduction

Lüshun Museum was established in 1917. Its predecessor was the Museum of the Kwantung Governor-General Office during Dalian’s occupation by Japan. The building, expanded and remodeled from the Officers’ 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 reflection 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

I nt r oduction

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

xii

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.

A P i c t o r i a l R e c o r d o f t h e Qi ng Dyn asty

I nt r oduction

The Manchurian Railway represented an important

the original gauge from 5 to 4.85 feet. Other lines

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

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.

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 Manchurian Railway

xiii

I N T rO D U C T I O N

• Port construction. The main work was the building and modification 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, offices 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 offices, 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 reflect 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 different stages. • Wide coverage. These photographs, numbering over 20,000, are arranged around different 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 modifications 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, reflecting 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 benefit 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

xiv

A P i c t o r i A l r e c o r d o f t h e Qi ng dynAsty

List of Advisers and Editors

Publishing Board, the China National Committee for the Compilation of the History of the Qing Dynasty Chen Hua Cheng Chongde Dai Yi Li Wenhai Ma Dazheng

Meng Chao Xu Zhaoren Yu Pei Zhu Chengru Zou Ailian

Editorial Board for A Pictorial Record of the Qing Dynasty Series dırector members

: :

Zhu Chengru Kong Fang’en Li Fan Liu Lu Lu Xingsu ren Wanping

Xu Kai Yu Heping Yu Qingxiang Zhu Fenghan

Editorial Board for this Book edıtor : assocıate edıtors : co-edıtors

:

photographer

:

Guo Fuchun Sun Chuanbo Wang Sizhou Fang Xuehui Liu Lili Zhang Bangyi

Wang Zhiyuan 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 Office 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

01

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 office relocated to Dalian in 1907, the Manchurian railway implemented elaborate plans for its operations in Dalian, the railway itself, and its accessory lands. It modified and expanded the rail gauge, built the double-track system, and repaired the railway bridges that were damaged by war or flooding. On the accessory lands the corporation built educational, health, industrial, and other facilities in order for a long-term exploitation of these areas. 1

Da l i a n H e a d q u a r t e r s

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 P i c t o r i a l R e c o r d o f t h e Qi ng Dyn asty

dAliAn heAdQuArters

ADMINISTRATION The 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 Office, 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 Office, Kwantung Department, Kwantung State Department, as well as such grassroots political organs as township committees and communities.

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

015 Railway Management Department for Field Operations (1905)

3

dAliAn heAdQuArters

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

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

4

A P i c t o r i A l r e c o r d o f t h e Qi ng dynAsty

dAliAn heAdQuArters

045

056

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

Jinzhou Branch of Kwantung Military and Political Administration (1904)

The branch was established in May 1904 and had five civil affairs offices under its administration. These civil affairs offices 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.

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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).

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Dalian Civil Administration [1] (1906)

Dalian Civil Administration [2] (1908)

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

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083 Pulandian 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 offices under its jurisdiction.

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

095 Piziwo Branch Civil Administration (1906)

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Building Complex of the Southern Manchurian Railway Corporation (1907)

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

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123 Office of the Manchurian Railway Investigation Department (1907)

133 Manchurian Railway Geological Survey Institute (1907)

144 Manchurian Railway’s Mobile Library (1907)

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DALIAN PORT In 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 modifications 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.

153 Dalian Dock (1907)

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

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DALIAN TRAM RAIL Beginning in 1906, the Japanese colonial authority gradually improved and expanded the transport facilities in downtown Dalian. They built nine electrified 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.

173 Construction site of Dalian Tram Rail (1908)

186 Dalian Tram Rail in Operation (1909)

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Dalian Tramcar Garage (1909)

Construction site of Dalian Tramcar Garage (1909)

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

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

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RAILWAY STATIONS AND BRIDGES Originally 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 first doubletrack 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 flooding. These were repaired and modified by the Japanese.

233 The parking lot at Dalian Station (1904)

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

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

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

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No. 2 Military Platform of Dalian Station (1905)

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

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

A glimpse of Dalian Station (1908)

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

No.7 Temporary Bridge near Dalian (1904)

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

Japan Bridge in Dalian (1905)

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A close-up view of Japan Bridge (1905)

Zhoushuizi Station (1907)

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Zhoushuizi Bridge (1908)

Lüshun Station (1905)

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Changlingzi Station (1905)

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

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

Flooded railway near Xiajiahezi (1909)

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Jinzhou Station (1905)

Transportation of Japanese military supplies at Jinzhou Station (1905)

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

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

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475 Sanshilipu Station (1904)

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486 Longkouhe Bridge near Sanshilipu (1904)

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Double-track Longkouhe Bridge near Sanshilipu (1908)

Construction of doubletrack Nanhe Bridge near Sanshilipu (1908)

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The completed doubletrack Nanhe Bridge near Sanshilipu (1909)

Nanhe Bridge near Sanshilipu during flooding (1909)

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Double-track Shihezi Bridge near Shihe (1909)

Pulandian Station (1905)

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553 Anzihe Bridge near Pulandian (1904)

563 The completed doubletrack Anzihe Bridge near Pulandian (1909)

574 Repairs on Chenjiahe Bridge near Tianjia (1907)

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INDUSTRY AND COMMERCE During Japan’s colonial rule, industry, commerce, fishery, 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 firms 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 fishing bodies in Lüshun, Jinzhou, Pulandian, and Piziwo to control the raising, catching, production, processing, and sale of Dalian’s fishing resources.The Japanese and their fishing fleets tyrannized China’s territorial waters and did whatever they wished. They also snatched salterns and opened salt factories for exorbitant profits.

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.

585 Dalian Locomotive Plant (1904)

594 Dalian Locomotive Plant making tram rails (1909)

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

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

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

Dalian Zhengji Iron Mill (1910)

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Dalian Industries Association (1906)

Manchurian Aquatic Products Corporation (1908)

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Japanese fishermen fishing at Zhangzidao Island (1910)

Pulandian Saltern (1910)

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INFRASTRUCTURE FACILITIES After the russo-Japanese War, while continuing to use the public facilities left behind by russia, Japan took advantage of Chinese labor, materials, and financial 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, finance, commerce, and culture.

683 Construction 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.

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

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

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

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Dalian Power Plant (1909)

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

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

Dalian Telephone Bureau (1910)

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765 Dalian Post Office (1910)

774 Dalian Bay Radio Communication Bureau (1911)

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783 Zhenglong Bank Dalian Branch (1908)

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

793 Yokohama Specie Bank Dalian Branch (1906)

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

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Peddler stands near Si’ergou (1907)

Lüshun 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.

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Yamato Hotel at Dalian’s Xinghai Park (1910)

The 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.

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Dalian Xinghai bathing beach (1909)

Xiajiahe bathing beach (1909)

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HEALTH AND SANITATION The 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 offices 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 offices 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.

863 Gate of the Manchurian Railway Dalian Hospital (1907)

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

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

896 Dalian Infectious Disease Hospital (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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Animal-testing room of Dalian Infectious Disease Hospital (1911)

Temporary 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

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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Xiaogangzi Temporary Isolation Ward of Dalian Infectious Disease Hospital (1911)

Rat examination room 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

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SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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Bacterioscopy Laboratory at Dalian Infectious Disease Hospital (1911)

Sterilizing tram cars during the plague outbreak in Dalian (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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A plague monitoring office in Dalian’s urban area (1911)

Dalian Comprehensive Sanitation Office (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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Dalian Comprehensive Sterilization Team (1911)

Dock Clinic under the Bureau of Maritime Affairs of Kwantung Governor-General Office (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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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 Office in November of the same year.

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Lüshun Red Cross Hospital (1907)

Lüshun Laotoushan Epidemic Watch Post (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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Epidemic Watch Post at Lüshun Arsenal (1911)

Epidemic prevention checks at Lüshun Train Station (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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EDUCATION The 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 differentiated 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.

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

1054 Dalian No.1 Advanced Primary School (1907)

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Dalian Public High School (1906)

Lüshun Middle School (1911)

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South Section of the Southern Manchurian Railway and Yingkou Line

02

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 official 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 57

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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 modification projects, the Manchurian Railway focused its efforts 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 offices, 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.

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SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

WAFANGDIAN Wafangdian 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 modified. 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, fire departments, crematoriums, and slaughter houses.

013 Wafangdian Station (1904)

023 Transporting Japanese troops at Wafangdian Station (1904)

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Locomotive Yard at Wafangdian Station (1904)

Wafangdian Police Station (1909)

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A temporary bridge near Wangjia (1907)

A flood-damaged bridge over Longshan River near Wangjia (1908)

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

Fuzhou River No.1 Bridge near Delisi (1904)

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

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

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

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

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

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

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

Construction site of a temporary bridge near Songshuling (1907)

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

A narrow-gauge bridge near Wanjialing (1906)

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XIONGYUE TOWN Xiongyue 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 Office 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, flowers, 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.

184 Xiongyue Town Station (1910)

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

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.

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205 Construction site of a 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.

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

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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.

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

Railway repair project near Xiongyue Town (1911)

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

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

Repairing a temporary bridge near Lujiatun (1906)

Manchurian Railway

71

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

72

265

276

Zhaitaizi Double-track Bridge near Lujiatun

A panoramic view of Xiongyue Town Seedling Nursery (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

285

296

Office of Xiongyue Town Seedling Nursery (1910)

Laboratory of Xiongyue Town Seedling Nursery (1911)

Manchurian Railway

73

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

305

316

Irrigation wells in the Seedling Nursery (1911)

Female 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.

74

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

325

336

Experimental paddy field at Xiongyue Town Seedling Nursery (1911)

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

Manchurian Railway

75

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

76

345

356

Growing ordinary crops (1911)

Flower breeding experiment (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

365

376

Red pear orchard (1911)

Vineyard (1910)

Manchurian Railway

77

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

78

385

396

Harvesting millet (1911)

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

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

405

416

Winter-proofing for crops in the Nursery (1911)

Winter-proofing for one-yearold pear saplings in the Nursery (1911)

Manchurian Railway

79

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

80

425

436

Xiongyue Town Public High School (1911)

Xiongyue Town Primary School (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

445

456

Xiongyue Town Hot Spring Resort (1910)

Xiongyue Hot Spring Park (1910)

Manchurian Railway

81

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

465

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

A garden party at Xiongyue Town (1911)

475

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

Tour trains at Xiongyue Town Park (1910)

82

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

GAIPING Gaiping (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 office, local affairs office, 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 first public high school was Gaiping Public High School.

484 Gaiping Station (1910)

494 Tumenzi Railway near Gaiping (1910)

Manchurian Railway

83

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

84

505

516

Repairing the food-damaged railway near Gaiping (1911)

Joist repair site near Gaiping (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

525

536

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

The completed double-track bridge near Gaiping (1909)

Manchurian Railway

85

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

86

545

556

Installing winter-proofing equipment for pier wells of a bridge near Gaiping (1911)

A flood-damaged bridge near Gaiping (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

565

576

Repairing a floodshattered bridge near Gaiping (1911)

Gaiping Public High School (1910)

Manchurian Railway

87

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

88

585

596

Gaiping Silkworm Farm (1910)

A street scene of Gaiping (1907)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

DASHIQIAO Built 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 modified 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 effort 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.

603 Dashiqiao Station [1] (1905)

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

613 Dashiqiao Station [2] (1907)

Manchurian Railway

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

89

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

623 Signal linking device at Dashiqiao Station (1909)

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

90

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

645

656

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

Dashiqiao Accessory Land (1911)

Manchurian Railway

91

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

92

665

676

Dashiqiao Hospital (1908)

Dashiqiao Epidemic Prevention and Isolation Office (1910)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

683 Dashiqiao Primary School (1910)

693 Dashiqiao Kindergarten (1910)

703 Sacrifice 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 sacrifices and pray for blessings. This photograph shows a scene of this ritual.

Manchurian Railway

93

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

YINGKOU Yingkou 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 first 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 Office 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 offices.

713 Liaohe Port at Yingkou (1904)

723 Yingkou Dock (1908)

94

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

735

746

Yingkou Station (1904)

Yingkou Niujiazhuang Isolation Office (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

95

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

755

766

Niujiazhuang Epidemic Prevention and Observation Office within the Qing Government-controlled Zone in Yingkou (1911)

Sihaidian Epidemic Prevention and Observation Office in the Qing Government-controlled Zone of Yingkou (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

96

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

775

786

Wutaizi Epidemic Prevention and Isolation Office within the Qing Government-controlled Zone in Yingkou (1911)

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

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

97

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

98

795

806

The launch of Yingkou Business School (1908)

The launch of Yingkou Secondary Business School (1909)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

815 The former Russian Consulate in Yingkou (1909)

Manchurian Railway

99

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

HAICHENG Haicheng 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 Affairs Office Haicheng Branch, a post office, an advanced primary school, a youth school, and a clinic.

823 Haicheng Station (1908)

833 A bridge near Haicheng (1904)

100

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

845

856

Tanggangzi Station (1910)

A bridge near Anshan Station (1909)

Manchurian Railway

101

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

102

865

876

A double-track bridge near Anshan Station (1909)

Construction site for Qianshanhe Double-track Bridge (1909)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

883 Qianshanhe Double-track Bridge near Lishan (1909)

893 A panoramic view of Tanggangzi Hot Spring (1909)

903 The courtyard of Tanggangzi Hot Spring Resort (1909)

Manchurian Railway

103

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

LIAOYANG Liaoyang 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 specified 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 Office 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.

913 Liaoyang Station (1904)

923 Shoushanpu Station near Liaoyang (1908)

104

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

935

946

Construction site of Liaoyang Station (1910)

Drainage works near Liaoyang Station (1910)

Manchurian Railway

105

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

953 Dedicated 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.

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

106

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

975

986

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

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

Manchurian Railway

107

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

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

108

995

1006

Taizi River Military Railway Bridge (1904)

Modification of the track gauge of Taizi River Railway Bridge (1905)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1015

1026

A temporary bridge over Taizi River (1905)

Taizi River Narrow-gauge Bridge (1905)

Manchurian Railway

109

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

110

1035

1046

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

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

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1055

1066

Foundation works for Dashahe Bridge near Liaoyang (1911)

Liaoyang Epidemic Prevention Office (1911)

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

111

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1075

1086

Liaoyang Epidemic Prevention and Isolation Office (1911)

Wards at Liaoyang Epidemic Prevention and Isolation Office (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

112

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1095

1106

Liaoyang Epidemic Prevention and Sterilization Office (1911)

Group photo of staff at Liaoyang Epidemic Prevention Office (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

113

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1115

1126

Diagnosis at Yanglinzi, a village in the Qing Government-controlled zone of Liaoyang (1911)

Examining patients from Yanglinzi in Liaoyang (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

114

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1135 Monitoring the epidemic situation in Qianshan Village in the Qing Governmentcontrolled zone near Liaoyang (1911)

1146 Liaoyang Primary School (1910)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

115

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1155

1166

Liaoyang Public High School (1910)

Liaoyang Park (1909)

The park was built by the Manchurian Railway in 1908.

116

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1174 Liaoyang Marketplace (1910)

1186 Japanese shrine in Liaoyang (1910)

Manchurian Railway

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

117

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

SUJIATUN Sujiatun 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 traffic 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 office in November 1907. In the following year, colonial ruling organs, such as the Police Department, were set up in its accessory land.

1193 Sujiatun Station (1910)

1203 Plan of Sujiatun Station (1909)

118

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1215

1226

Waiting room of Sujiatun Station (1910)

Shilihe Double-track Bridge (1909)

Manchurian Railway

119

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1235

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

Shahe Railway Bridge near Sujiatun (1904)

1246 Shattered Shahe Bridge (1905) This is the Shahe Railway Bridge sabotaged by the Russian army during the Russo–Japanese War.

120

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1255

1266

Shahe Double-track Bridge (1909)

Hunhe Station

Manchurian Railway

121

SOUTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY AND YINGKOU LINE

1273 Hunhe Double-track Bridge under construction (1908)

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

1293 The completed Hunhe Double-track Bridge (1909)

122

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

North Section of the Southern Manchurian Railway

03

The North Section of the Southern Manchurian Railway refers to the 350kilometer 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. 123

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

The Manchurian Railway brought education and health under its direct control from the very beginning. While opening primary schools, affiliated 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.

124

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

FENGTIAN In 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 offices 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 field 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 different 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.

015 Platform of Fengtian Station (1905)

Manchurian Railway

125

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

126

025

036

Fengtian Station (1909)

Construction site of Fengtian Station (1907)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

045

056

The main building of Fengtian Station (1910)

The canteen of Fengtian Station (1910)

Manchurian Railway

127

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

128

065

076

First-class waiting room of Fengtian Station (1910)

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

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

085

096

Fengtian Supply Office (1910)

Railcar Yard of Fengtian Station (1909)

Manchurian Railway

129

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

130

105

116

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

Map of Fengtian Accessory Land (1907)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

125 Sewer pipe work on Fengtian Accessory Land (1911)

133 Fengtian New Town (1911)

Manchurian Railway

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.

131

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

145 Construction site of a bridge near Fengtian (1911)

154 Construction site of protective dikes near Fengtian (1911)

132

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

163 Southern Manchuria Medical College (1911)

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 first medical institution in Northeast China.

176 Construction site of Fengtian Medical University (1910)

Manchurian Railway

133

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

184 Fengtian Library (1909)

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

196 Fengtian Hospital (1909)

134

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

205

216

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

Square in front of Fengtian Hospital (1911)

Manchurian Railway

135

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

225

236

Fengtian Isolation Office (1911)

Fengtian No.1 Isolation Ward (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

136

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

245

256

Fengtian No.2 Isolation Ward (1911)

Xiguan Isolation Ward of the Qing Government-controlled Zone (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

137

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

265

276

Dongguan Isolation Ward of the Qing Governmentcontrolled Zone (1911)

Moving the bodies of epidemic victims (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

138

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

285 Fengtian Crematorium (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

294 Fengtian 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.

Manchurian Railway

139

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

303 German Cathedral in Fengtian (1910)

314 Paddy fields in Fengtian accessory land (1910)

140

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

325

336

Irrigation facilities for paddy fields (1910)

Rice threshing at Fengtian Katsuhiro Farm (1911)

Manchurian Railway

141

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

345 Modification of Guantun Bridge near Fengtian in progress (1911)

354 Xintaizi Station (1905)

142

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

363 The collapsed Taifan River Bridge near Deshengtai (1905)

376 Repairing Taifan River Bridge near Deshengtai (1905)

Manchurian Railway

143

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

TIELING In 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 flocked 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.

385 Tieling Station [1] (1905)

144

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

395

406

Tieling Station [2] (1905)

Tieling Station in ruins (1905)

Manchurian Railway

145

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

146

415

426

Tieling Station Locomotive Yard (1905)

Military supplies at Tieling Station (1905)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

435

446

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

Jiaohe Temporary Railway Bridge located north of Tieling (1905)

Manchurian Railway

147

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

148

455

466

Construction site of a temporary bridge near Tieling (1905)

A damaged bridge near Tieling (1905)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

473 Tieling Mafenggou Dock (1905)

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

485 Tieling Hospital (1906)

Manchurian Railway

149

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

494 Plan of Tieling Hospital (1905)

505 Tieling Epidemic Prevention Office (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

150

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

515

526

The Sterilization Team of Tieling Epidemic Prevention Office (1911)

The Sterilization Team of Tieling Epidemic Prevention Office moving the bodies of epidemic victims (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

151

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

535

546

Tieling Isolation Ward (1911)

An isolation ward in the Qing Government-controlled Zone in Tieling (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

152

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

555

566

Tieling No.3 Isolation Office (1911)

Tieling Isolation Office accepting patients (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

153

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

575

586

Tieling Isolation Office sterilizing clothing using steam (1911)

The damaged Shantoupu River Bridge near Pingdingpu (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

154

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

KAIYUAN In March 1905, the Akiyama Detachment of the Japanese army occupied Kaiyuan and controlled the water tower, the water supply office, and other facilities.To satisfy its military needs, the Japanese set up the Railway Command Office and designated the Kaiyuan Station for military use. In November 1905, the Railway Management Office 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 efforts 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.

595 Kaiyuan Station [1] (1905)

Manchurian Railway

155

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

156

605

616

Kaiyuan Station [2] (1905)

A panoramic view of Kaiyuan Accessory Land (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

625

636

A granary in Kaiyuan Accessory Land (1910)

Damaged Qinghe Bridge near Kaiyuan (1905)

Manchurian Railway

157

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

158

645

656

Qinghe Steel Bridge (1905)

Zhonggu Bridge near Kaiyuan (1909)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

665

676

A section of flood-damaged railway near Kaiyuan (1911)

Repairing bridges and railway near Kaiyuan (1911)

Manchurian Railway

159

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

685 Repairing the flood-damaged railway near Kaiyuan (1911)

160

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

CHANGTU The 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 modification 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 modified 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.

695 Changtu Station (1905)

Manchurian Railway

161

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

162

705

716

Construction site at Changtu Station (1909)

Rail lines at Changtu Station (1911)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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

733 A repaired temporary bridge near Changtu (1905)

Manchurian Railway

163

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

745 Changtu Primary School (1910)

753 A damaged bridge over Manjing River (1905)

164

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

765 Shuangmiaozi Substation (1905)

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

Manchurian Railway

165

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

166

785

796

The damaged Heizu River Bridge near Shuangmiaozi (1905)

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

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

805

816

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

Shuangmiaozi Local Affairs Office (1911)

Manchurian Railway

167

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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

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

168

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

845 The damaged Miaozigou Bridge (1905)

Manchurian Railway

169

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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 affairs office at Siping to begin a full-scale colonial rule of the area.

854 Sipingjie Station (1905)

864 Siping Guojiadian Station (1905)

170

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

875 Dayushu Station (1905)

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

Manchurian Railway

171

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

GONGZHULING Prior 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 first set up the Manchurian Railway Gongzhuling Local Affairs Office and then built hospitals, schools, and other urban facilities in this town.

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

172

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.

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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

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

Manchurian Railway

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 officials involved in the handover at Gongzhuling Station.

173

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

174

925

936

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

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

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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

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

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

Manchurian Railway

175

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

176

965

976

Railcar Yard at Gongzhuling Station (1906)

Inside Gongzhuling Station (1908)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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

985

996

The damaged Xinkaihe Railway Bridge (1904)

A railway bridge near Gongzhuling (1909)

Manchurian Railway

177

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1005 East Liaohe Bridge (1910)

1014 Repairing the flood-damaged Dayushu Bridge (1911)

178

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1025

1036

A drainage trench out of Gongzhuling Station (1911)

A distant view of Gongzhuling Town (1911)

Manchurian Railway

179

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1044 A glimpse of Gongzhuling Market (1910)

1056 A glimpse of Gongzhuling Accessory Land (1908)

180

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1065

1076

Gongzhuling Advanced Primary School (1910)

Gongzhuling Hospital (1910)

Manchurian Railway

181

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1085

1096

A Manchurian Railway watch post (1908)

Gongzhuling Epidemic Prevention and Sterilization Team (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

182

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

CHANGCHUN In 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 influence. In 1907, the Manchurian Railway built a station between Toudaogou and Erdaogou in Changchun (today’s Changchun Station), cutting off the link between Changchun’s old urban area and Kuanchengzi Station and limiting Russia’s influence to a small area northwest of the city. This marked the beginning of the Manchurian Railway’s colonial operations in Changchun.

1105

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

Changchun Station under construction (1908)

Manchurian Railway

183

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

184

1115

1126

The warehouse at Changchun Station (1909)

Railcar Yard at Changchun Station under construction (1909)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

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

1143 The square in front of Changchun Station (1910)

Manchurian Railway

185

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

186

1155

1166

Streets next to Changchun Station (1911)

VIP waiting room of Changchun Station (1910)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1175 Changchun Yamato Hotel (1909)

Changchun Yamato Hotel was built in early 1909. Covering an area of 15,000 square meters and with a gross floor 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 first one being Changchun Yamato Hotel. Its current name is Chunyi Hotel.

1183 Yokohama Specie Bank Changchun Office (1910)

Manchurian Railway

187

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

188

1195

1206

Changchun Joint Affairs Office (1910)

Manchurian Railway billiard room in Changchun (1910)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1215

1226

The Manchurian Railway Club (1908)

The Manchurian Railway Foreign Language School (1909)

Manchurian Railway

189

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

190

1235

1246

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

Dormitory of Changchun Primary School (1909)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1255

1266

The Manchurian Railway Japanese Primary School (1909)

A kindergarten opened by the Manchurian Railway (1910)

Manchurian Railway

191

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

192

1275

1286

The Manchurian Railway Advanced Primary School (1910)

Changchun Clinic (1907)

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1295

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

The Manchurian Railway Changchun Hospital (1910)

1306 An operating room of Changchun Hospital (1910)

Manchurian Railway

193

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

194

1315

1326

The laboratory at Changchun Hospital (1911)

Changchun Epidemic Zone (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1335

1346

A sterilization and epidemic prevention team in Changchun (1911)

Changchun Epidemic Isolation Office (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

195

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

196

1355

1366

Epidemic observation office in the Changchun Accessory Land (1911)

The Epidemic observation post at the border of Changchun Prefecture (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1375

1386

Changchun Epidemic Prevention Office (1911)

A ward for infectious diseases in Changchun (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

197

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

198

1395

1406

Horse cart carrying bodies of epidemic victims (1911)

Changchun Crematorium (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1415

1426

Changchun Epidemic Prevention and Sterilization Branch Bureau (1911)

Changchun Special Office for Epidemic Prevention (1911)

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

Manchurian Railway

SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

199

NORTH SECTION OF THE SOUTHERN MANCHURIAN RAILWAY

1434 Kuanchengzi Station [1] (1906)

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

1445 Kuanchengzi Station [2] (1911)

200

A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY

Andong–Fengtian Line and Fushun Line

04

Andong–Fengtian Line refers to the 260-kilometer standard-gauge doubletrack 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 office from Tokyo to Dalian on March 5, 1907, and its official 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 201

ANDONG–FENGTIAN LINE AND FUSHUN LINE

Manchurian Railway decided on August 1909 to change the light railway into standard gauge. The gauge modification 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.

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ANDONG Located 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 office 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 first 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.

015 A bird’s eye view of Andong (1910) Manchurian Railway

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Andong Station and its Accessory Land (1910)

British 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.

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043 A panoramic view of Dagushan Mountain (1910)

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

053 Type D Residence for Manchurian Railway employees (1911)

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.

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

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

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

Bamboo rafts on the Yalujiang River (1911)

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Yalujiang Bridge under construction [1] (1910)

Yalujiang Bridge under construction [2] (1910)

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105 North section of Yalujiang Bridge under construction (1910)

113 Repairing 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.

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

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

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143 Gauge-modification site near Andong Town (1910)

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 modification for the Andong– Jiguanshan Section was completed and a trial train operation was launched.

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

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163 A station near Andong (1910)

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

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

Andong Station with standard gauge track (1911)

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184 Expansion of Andong Station in progress (1911)

196 The launch ceremony for the standard-gauge train at Andong Station (1911)

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On October 31, 1911, gauge-modification for Andong–Fengtian Railway was completed and a launch ceremony was held on November 1.

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

216 Trial run of the standardgauge train at Andong Station (1911)

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

Trial run of the standardgauge train at Shahe Town Station (1910)

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245 Shahe Town Accessory Land (1910)

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

256 A bridge near Shahe Town (1910)

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 modification.

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

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

Hamatang Station before upgrading (1910)

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Hamatang temporary wooden bridge (1910)

Trial train operation at Hamatang Station (1910)

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

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304 Battle site near Hamatang (1910)

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

315

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

Wulongbei Station (1910)

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

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

Wulongbei 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.

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Wulongbei Hot-Spring River (1910)

Timber being prepared for gauge modification at Tangshan Town Station (1910)

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

373 Gaolimen Station after gauge modification.(1910)

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384 Trial train operation at Gaolimen Station (1910)

Gauge modification 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.

396 Farming near Gaolimen (1910)

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403 Street view of Gaolimen (1910)

416 Trial operation of standardgauge track at Sitaizi Station (1910)

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425 Sitaizi Wooden Bridge (1910)

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JIGUANSHAN Jiguanshan 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 retrofitted. Tunnels in the Jiguanshan area included Beiyinting, Changlingzi, and Wafangtun.

435 Light Railway near Jiguanshan (1910)

Manchurian Railway

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443 Modifying the east end of Beiyinting Tunnel (1910)

454 Modifying the west end of Beiyinting Tunnel (1910)

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463 Changlingzi Tunnel under construction (1910)

473 The west end of Liujin Tunnel (1910)

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

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

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503 Inscriptions at the ends of various Jiguanshan tunnels (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.

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

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

524 Qiumuzhuang StandardGauge Station (1910)

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Platform construction at Qiumuzhuang Station (1910)

Bridge construction near Qiumuzhuang Station (1910)

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553 Qiumuzhuang No. 2 Tunnel Bridge (1911)

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

No.1 Bridge near Qiumuzhuang (1911)

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Laying the track at Caohekou (1911)

Lianshanguan Station before gauge modification (1910)

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593 Lianshanguan Bridge under construction (1910)

604 Taizi River Bridge near Lianshanguan (1910)

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

624 Construction site of Fenshuiling Tunnel near Lianshanguan (1910)

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Xiamatang Light-Railway Station (1910)

East end of Xiamatang Tunnel (1910)

Manchurian Railway

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BENXIHU Benxihu (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.

655 A panoramic view of Benxihu (1911)

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665 Shiqiaozi Station (1910)

673 Standard railway of the Mengjiapu Section (1911)

Manchurian Railway

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Construction site of Mengjiapu Bridge (1910)

Fu’an Station (1909)

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FUSHUN Fushun 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.

705 Fushun Station (1902)

Manchurian Railway

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 modification in August 1907 and completed the project in July 1908. This is Fushun Line before the gauge modification.

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714 The waiting room of Qianjinzhai Station (1909)

726 The platform at Qianjinzhai Station (1909)

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A panoramic view of Fushun (1910)

A panoramic view of Qianjinzhai (1910)

PHOTOGRAPHER: Shuji Ishida

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754 Qianjinzhai Station Platform (1910)

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

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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.

Dongsantiao Avenue in Qianjinzhai (1910)

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

Fushun Guchengzi Temporary Bridge (1905)

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795 Fushun Qianjinzhai Advanced 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.

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

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Qianjinzhai Hospital (1908)

Plan of Qianjinzhai Hospital

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

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FUSHUN COAL MINE Located 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 office in Fushun. By April 1907, the Manchurian Railway had taken control of the mine’s operations. The Manchurian Railway established its mining head office 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 profit, 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.

845 A panoramic view of Fushun Coal Mine (1911) Manchurian Railway

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Fushun Coal Mine Rail Line (1905)

Fushun open-pit coal mine (1905)

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

885 Fushun Dashan Mine (1911)

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893 Benxihu Dacang Coal Mine (1909)

905 Yantai Coal Mine (1905)

250

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.

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914 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.

925 Mining site of Laohutai Coal Mine (1905)

Manchurian Railway

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.

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935 Coal storage yard of Laohutai Coal Mine (1905)

944 The 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.

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

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

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

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

Manchurian Railway

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974 Type A 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 onehousehold, two-household, and four-household versions.

985

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

Type B dormitory at Fushun Coal Mine (1908)

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Type C dormitory at Fushun Coal Mine (1908)

Type D dormitory at Fushun Coal Mine (1908)

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

1024 A 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.

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

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

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Public bathhouse of Fushun Coal Mine (1911)

Dormitory Bathing Pool at Fushun Coal Mine (1911)

PHOTOGRAPHER: Shuji Ishida

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1073 The Entertainment Hall of Fushun Coal Mine (1911)

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

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

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

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

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A Place of Worship at Fushun Coal Mine (1909)

Fushun Coal Mine Hospital (1911)

PHOTOGRAPHER: Shuji Ishida

PHOTOGRAPHER: Shuji Ishida

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

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

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1153 Fushun Coal Mine Supply Allocation Office (1911)

1165 Fushun Coal Mine Office (1910)

1173 Fushun Epidemic Isolation Office (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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ANDONG–FENGTIAN LINE AND FUSHUN LINE

1184 Patients at Fushun Epidemic Isolation Office (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

1196 Epidemic Isolation Office in the Qing Governmentcontrolled Zone of Fushun (1911) SOURCE: Photos attached to Records of the Pestilences in Southern Manchuria in the 43rd and 44th Year of Meiji

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A P I C T O R I A L R E C O R D O F T H E QI NG DYNASTY