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Railway Development and Economic Growth in Manchuria*

Published online by Cambridge University Press:  17 February 2009

Shun-Hsin Chou
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Extract

During the early years of the Chinese People's Republic, Manchuria was usually referred to as the Three Eastern Provinces, which included Liaoning (also known in early years as Fengtien), Kirin and Heilungkiang. At times, a fourth province, Jehol, was also considered part of the region. In fact, since the occupation by the Japanese in 1931, Manchuria has been generally defined to cover the area of these four provinces, rather than that of the three. This was true not only under the Manchoukuo regime, but also under the administration of the Nationalist Government from 1945 to 1948, when the entire region of Manchuria was subdivided into nine provinces, and also under the Communist administration after 1948.

Type
Research Article
Information
The China Quarterly , Volume 45 , March 1971 , pp. 57 - 84
Copyright
Copyright © The China Quarterly 1971

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References

1 Vinacke, H. M., A History of the Far East in Modern Times (5th ed., New York: Appleton-Century-Crofts, Inc., 1950), p. 196Google Scholar; and Sun, E-tu Zen, Chinese Railways and British Interests, 1898–1911 (New York: King's Crown Press, 1954), pp. 143–164.Google Scholar

2 Some iron ores were shipped directly from the Hankow area to Japan.

3 This total includes investments in yuan, yen and roubles. On the basis of the following conversion ratios: $5=1 yuan=l yen=l rouble. (See the Manchuria Year Book, 1932–33, p. 436.)Google Scholar

4 The Russian-controlled investments include also interest of French banks and other foreign investments made through the Russians for the construction of the Chinese Eastern Railways.

5 T'ieh-lu nien-chien (The Railway Yearbook), Vol. I (Nanking: Ministry of Railways, 1933), pp. 1083–1104 and 1111–1113.Google Scholar

6 The Railway Yearbook, Vol. I, pp. 635–637 and 659–670.Google Scholar

7 In 1929, for example, the amount of the interest on the Japanese loans to the KTR was 2·1 million yuan, while the line's operating revenue was only 1·77 million yuan. (See The Railway Yearbook, Vol. I, pp. 1104–1111.)Google Scholar

8 See South Manchuria Railway; Its Origin, Development and Phenomenal Rise to Importance (Dairen, 1939), pp. 5–7.Google Scholar

9 The payout ratios of the SMR for 1935–40 are as follows:

Source; Based on data given in Manchoukuo Year Book, 1942, p. 297.Google Scholar

10 Such as doubling tracks, modernizing traffic signs, etc.

11 See The Oriental Year Book, 1942, p. 737.Google Scholar

12 Ibid. p. 212. The Manchoukuo yuan and the Japanese yen had a one-for-one exchange ratio.

13 The Railway Yearbook, Vol. I, pp. 288–289Google Scholar. In the United States, from 1944 to 1954, the operating ratio for Class I railroads ranged from 66·57 per cent, to 83·35 per cent. See 69th Annual Report of the Interstate Commerce Commission (Washington, D.C., 1956), p. 165.Google Scholar

14 The Railway Yearbook, Vol. I, pp. 288–289.Google Scholar

15 It was estimated that there were about five billion metric tons of excellent bituminous coal deposit in the Hokang area and about four billion metric tons of coal deposit in the Chalainor area, as against an estimated deposit of four billion metric tons in the Fushin area and only 950 million metric tons in the Fushun area. See The Manchoukuo Year Book, 1942, p. 480.Google Scholar

16 Ibid. p. 612.

17 Ibid. p. 312.

18 Ulmer, M. J., Trends and Cycles in Capital Formation by United States Railroads, 1807–1950 (New York: National Bureau of Economie Research, 1954), p. 22.Google Scholar

19 Myint, H., “The ‘Classical Theory’ of International Trade and the Underdeveloped Countries,” Economic Journal (London), Vol. LXVII (06 1958), pp. 324–325.Google Scholar

20 See above, Table II. Chung-ping, Yen et al. (eds.), Chung-kuo chin-tai ching-chi shih t'ung-chi tse-liao hsuan-chi (A Collection of Statistics Relating to the Economic History of Modern China) (Shanghai, 1955), p. 80.Google Scholar

21 Sixth Report on Progress in Manchuria to 1939 (Dairen: The South Manchuria Railway Company, 1939), pp. 141, 144–145.Google Scholar

22 For further discussion of the PMR, see Kia-ngau, Chang, China's Struggles for Railroad Development (New York: The John Day, 1943)Google Scholar, passim; The Manchuria Year Book, 1932–1933, pp. 269–271Google Scholar; The Manchukuo Year Book, 1942, pp. 590–591; The Railway Yearbook, pp. 1178–1182.Google Scholar