일만선차연락(日滿船車連絡)의 형성과 전개, 1905~1917

Abstract

This article examined the formation and development of combined rail and boat transportation between Japan and Manchuria from 1905 to 1917. The train contact means the traffic and transportation system, which means the connection between the sea route and the railway. In addition, it was combined rail and boat transportation between Japan and Manchuria which made possible the come-and-go between Japan and Manchuria. In this way, Japan's traffic and transportation policies for Manchuria were envisioned, formed, and developed in a way that encompassed sea routes and railroads. Therefore, it is necessary to consider the sea routes and railways together in order to get a detailed understanding of Japan's traffic and transportation policies for Manchuria during this period. However, conventional academic studies have mostly looked at routes and railways separately. For this reason, this article focused on the concept of combined rail and boat transportation between Japan and Manchuria and would find out more about Japan's traffic and transportation policies in Manchuria. There were three routes in combined rail and boat transportation between Japan and Manchuria. First one is Da-lian Route, second one is Vladivostok Route, and third one is Busan Route. In this article, the three routes were divided into three periods, from 1905 to 1909, from 1909 to 1913, and from 1913 to 1917. In chapter II, we looked at the idea of Da-lian Route, which was first formed from 1905 to 1909, and the specific realization process. The idea of Da-lian Route first appeared in the Code of Gulf Facilities written by Jutaro Gumura, right after the Russo-Japanese War, after discussions on the management of Japan's South Manchuria Railway. This was embodied and realized by the first South Manchuria Railways Company General Manager, Shinpei Goto. As soon as Goto entered the management of South Manchuria Railways Company. to open Da-lian Route, he started the construction of the south manchurian railway's broad-gauge reconstruction and double track construction. In addition, he prepared a plan to build a port in Dalian and began construction of a facility for the first train connection at the port. In the case of the route, Osaka Merchant Marine has opened the Osaka-Da-lian route since January 1905. As a result, Ministry of post and telegraphic designated this route as an order route and signed a contract with Japan's state-owned railroad and south manchuria railway, and the Da-lian Route was finally completed on April 1, 1909. The advent of Da-lian Route further boosted the convenience of passengers and cargo traveling between Japan and Manchuria. Meanwhile, there were also ideas about Vladivostok and Busan. Chapter III looked at the conception and discussion of opening Vladivostok and Busan Route and the specific realization process from 1909 to 1913. During this period, a total of four sessions of the meeting of combined rail and boat transportation between Japan and Manchuria were held to include Busan Route in the combined rail and boat transportation between Japan and Manchuria at the same time as Vladivostok. Vladivostok has emerged amid Russian and Japanese interests in Manchuria. Through this route, Russia wanted to dominate the Far East market, and Japan wanted to go beyond the North Manchuria to the European market. As such, Russia and Japan competed over the interests of Manchuria, so opening Vladivostok needed meeting of combined rail and boat transportation between Japan and Manchuria between the two countries to coordinate the resolution. As a result, a contract on the opening of Vladivostok was established at the first and second meetings. In this situation, Japan wanted to gain the upper hand in the competition with Russia by incorporating Busan Route into the combined rail and boat transportation between Japan and Manchuria and assisting Da-lian Route. Finally, as a result of the fourth meeting, a network of three routes was completed. In order to open Vladivostok Route, Japan has reorganized the Tsuruga-Vladibostok route and installed the first-car contact facilities at Tsuruga Port. Before and after the Japanese colonial period of the Korean Peninsula, Busan Route began to construct the Korean Peninsula Railway, the Anbong Railroad, and the Yalu River Bridge, and also to repair the Busan Port's pre-car connection facilities and the government-run connection lines. As a result, a transportation and transportation network encompassing the mainland of Japan, South Manchuria and North Manchuria was formed, and through this, the basic framework of the combined rail and boat transportation between Japan and Manchuria Network, which lasted until 1945, was completed. In Chapter IIV, we looked at the situation in which the combined rail and boat transportation between Japan and Manchuria, which was a turning point due to two events from 1913 to 1917, was reorganized. One of the two incidents was the implementation of fare discount system of combined three Rail, and the other was the outbreak of World War I. Originally, it was a Busan route that was incorporated into combined rail and boat transportation between Japan and Manchuria to assist Da-lian Route, but behind it was a group of people who wanted to strengthen the Busan Route by paying attention to the advantages of military operations. It was the Japanese Army. They implemented freight rates to strengthen the Busan route. This was fare discount system of combined three Rail. As a result, Busan Route continued to develop, but Dalian Route, which was in charge of import and export trade in the same area under the contract, suffered losses. In response, officials from Dalian Routes protested against Busan Routes by staging protests and setting up a counter-fares system. However, it was not enough to deal with the Army, which took control of the Japanese government at that time. Meanwhile, the outbreak of World War I marked another turning point for the first time. In Japan, the amount of military and daily necessities exported to North Manchuria and the Russian mainland was booming. In the case of Russia, even the management of transportation and transportation institutions in the Far East has become difficult due to financial difficulties. These two events have reshuffled the combined rail and boat transportation between Japan and Manchuria. Busan Routes developed greatly with the support of the then government, and Dalian Routes sought a new direction for development, including soybean, soybean cake and expansion of Japanese routes. And Vladivostok was suspended due to a loss of management power over Russia's Dongcheng Railway. The three routes, which formed the combined rail and boat transportation between Japan and Manchuria had the same purpose of promoting exchanges between Japan and Manchuria, but they were forced to antagonist each other because the purpose of utilization of groups with interests was conflicting with each other. Such a relationship was evident in the implementation of the fare policy of fare discount system of combined three Rail and the period background of the First World War, which led to the reestablishment of the combined rail and boat transportation between Japan and Manchuria. At that time, three routes were formed due to Japan's traffic and transportation policy toward Manchuria. The Da-lian Route was first conceived and began to be renovated for its opening. This route was the most important route for linking the management of Manchuria to Japan's economic development in terms of the location behind the Da-lian Port and the volume of transportation. Vladivostok is a route that emerged amid the interests of Russia and Japan, and was a route for Russia to enter the Far East market and Japan to advance into the North Manchuria and Europe. Busan Route appeared in Manchuria to assist the Da-lian Route against Russia, but it was later recognized as important in the Japanese Army's military operations. As such, combined rail and boat transportation between Japan and Manchuria, which consists of three routes, has facilitated travel and cultural exchanges by providing convenience to passengers and cargo traveling between Japan and Manchuria. Behind the scenes, however, it also had great effects on immigration, resource acquisition, and military operations, as it included the purpose of exploitation of interests in the colonies of Russia and Japan. And the conflicting interests of each of these root officials in colonial interests created a situation of antagonist between the routes, and the occurrence of the two events in 1914 led to the re-establishment of the period of transition. Although Vladivostok stopped handling it, the combined rail and boat transportation between Japan and Manchuria formed at this period must have provided a basic framework for the Northeast Asian traffic and transportation that will emerge in the future. Furthermore, Japan prepared opening of the new route, the Pan East Sea route, to replace the Vladivostok. As a result, Japan's control of Manchuria through traffic and transportation policies became more firm and served as the background of the China-Japan War and the Second World War.