邊建邊拆的鐵路｜抗戰期間連接你我的鐵路運輸系統歷史講解

Welcome to this episode of President has something to say. In this episode, we will start a new series of programs, which is the reputation and infrastructure of China during the anti-Japanese war. And today, as the first episode of this series of videos, I decided to first talk about China's railway construction before and after the anti-Japanese war. The history of China's railway can be traced back to the late Qing Dynasty. Railway as a high-speed transportation system entered China in a passive way. It can be said that the construction of railways greatly improved China's transportation, and indirectly promoted the modernization of society and economy in all aspects. Mr. Sun Yung-shan, the governor of China, put the construction of railways at the forefront of national development Railways in the period of the mainland of China have also become an important component of national transportation, connecting ports and inland areas. During the anti-Japanese war, railways became the most important transportation channels for transporting military supplies and evacuating people. So the railway can be said to be the most important transportation system in China at that time. This is also the reason why I explained it in the first episode. Whether it is the period of the mainland of China, or the split between the two sides, it can be said that the development of China's railway has a similar core direction. Mr. Sun Yung-shan spent a lot of emphasis on his own work, In order to have a targeted understanding of this work, we can briefly introduce this book of the founding father, Jianguo Fanglue. So Jianguo Fanglue is a co-edited version of the three works completed by Sun Yung-shan between 1917 and 1920. According to the completed time order, these three books are Minquanchubu, Sunwenxueshuo, and Shiyejihua. These three books discuss the social construction, psychological construction, and material construction of China's social development. Railway and other infrastructure are classified in the third book, Shiyejihua. So I will focus on this book. In Shiyejihua, six plans are proposed, including the construction of ports, railways, roads, mines, and river transportation. Mr. Sun Yung-shan believes that China, which has completed two industrial revolutions, is still far behind. Therefore, China at that time needed to speed up its industrialization process. This process is indispensable to the machine. The machines mentioned here include all sections from industrial production to transportation tools. They are all mechanized. In this way, the production of local crops and mines in China can be improved through efficient transportation systems, including railway transportation networks. These networks can transport products to ports and ports, which will help develop China's economy. Therefore, the future modernization of China's country must be built on manufacturing and transportation. Mr. Sun Yung-shan believes that transportation is the mother of industry, and railway is the mother of transportation. So the development of railway is crucial. In Mr. Sun Yung-shan's plan, the railway construction will be put at the forefront of transportation development. The plan is to land 100,000 kilometers. 100,000 kilometers, which is about 160,000 kilometers. This goal was very ambitious at that time. At that time, many people from all walks of life questioned the feasibility of this plan. They thought it was out of the blue. In fact, according to that era, China's comprehensive national strength and social awareness can be understood in this way. As a person living in the 21st century, when I read Mr. Sun Yung-shan's plan, I was also very clear. According to the national strength of China at that time, it was almost impossible to complete in a short time. In the field of industrial technology, geographical obstacles, domestic and foreign political environments are challenged. In fact, Mr. Sun Yung-shan himself also knows these real-life issues. So he gave a more detailed plan process. As mentioned earlier, the ten-year plan is divided into six plans. Railway construction is also built in accordance with the region. According to the plan, China is the first to develop railway transportation in the northwest and southwest regions to connect the northwest and southwest to the port. Establish a northern port and use railway to transport western mines. At the same time, a large number of people immigrate to the northwest region to drive local development. The southwest region is rich in natural resources. If railway transportation is used, it can also enhance the development potential of the region. After the phase-one goal is achieved, a number of regional railway networks will be built around the country to drive national development. So according to the plan, the country focuses on the construction of the railway of the central system. This system is intended to connect the railway network of the north and south. At the same time, connect the western inland to the traffic lines in the eastern coastal region. The central system can be connected to each regional system. Then build the railway construction of the southeast, northeast and northwest expansion system in turn to strengthen the coverage of the regional railway. In Mr. Sun Yung-shan's plan, he put the highland railway system, that is, the railway construction on the Qinghai-Tibet Plateau, in the last to be implemented. For the construction of highland railway, Mr. Sun Yung-shan realized that this would be a tough task and invested funds in the early stage of construction. And the construction of the highland railway system needs to be completed after the railway of other regional systems in the country. The description of railway construction in the business plan is much more detailed and specific than what I described in the program. Because I can't expand too much, I also recommend that friends who are interested can read Mr. Sun Yung-shan's work in person. In 1928, after the government of China unified China in the name of the North France War, it began the construction of the railway. As the construction of the railway became more and more, the Kuomintang established the Railway Department under the Executive Yuan in October of the same year. Four years later, it issued the first basic law on railways in Chinese history, the Railway Act, which regulates the construction of railways. From the end of the North France War to the golden decade between the outbreak of the war, China started a high tide. Between 1927 and 1937, the KMT government built a total of 3,793 kilometers of railway, without relying on foreign funds. In addition, the total length of the construction before the Qinghai Revolution was 9,400 kilometers, and the total mileage in China's Guannei area reached 12,000 kilometers. The government put the focus on the unfinished railway lines, such as the Yuehan and Longhai Railways. The Yuehan Railway is a railway that runs from Guangzhou to Hankou, across Guangdong, Hunan, and Hubei Provinces to the north and south. The Yuehan Railway is 1,095 kilometers long, and it began construction in the late Qing Dynasty in 1900. But due to financial and domestic circumstances, it only made substantial progress until 1910. In addition, the geographical environment is complicated, and it can only be built for a period of time. Later, after decades of construction in the Republic of China, it was finally completed in 1936, and became a state-owned railway. Let me say a little bit about this. Many railways left by the late Qing Dynasty have foreign or Chinese-foreign joint ventures due to historical reasons. But after years of negotiations and struggles by the Ministry of National Defense and Railways, including the Yuehan Railway, many of the early Qing Dynasties' routes have been returned to the state. Then there is an exception, which is the Middle East Railway System built and controlled by the Russians in the northeast region. I will explain this later. After the opening of the Yuehan Railway, the river was separated from the Pinghan Railway. Although the two railways were not directly connected due to technology, but the river was connected by a ferry to the railway station on both sides of the Yangtze River. So it actually forms a railway line connecting China's north and south. Pinghan Railway is also called Jinghan Railway. Because Beiping is also called Beijing, the political significance of the place is also changed according to the historical time. So in different periods, Beijing represents different capitals. For example, in the period of the State Administration of Mainland China, the Jinghu Railway connects Nanjing to Shanghai. And the contemporary Jinghu Railway refers to the railway line from Beijing to Shanghai through the north and south. So this has to be made clear. In order to avoid misunderstandings, in this video, I will use the teaching method of the State Administration of Mainland China. Jing means Nanjing, Ping means Beiping. The Yuehan Railway, which was built and completed by the Republic of China, is different from the Pinghan Railway, which had been built before the Xinhai Revolution. The construction of the Pinghan Railway is a first aid box for Wanqing to repair the railway, which will be a reference for railway construction in the future. The Pinghan Railway is the first railway line that has been built independently by the Qing Dynasty and the Republic of China through the north and south. To a certain extent, it reduces the loss of sovereignty of the Qing Dynasty, and the country can manage the line operation more independently. On the other hand, the good operation and maintenance of the Pinghan Railway also led to the development and exchange of the social economy along the line. The Longhai Railway is also an unfinished line from Haizhou, Jiangsu to Lianyungang, and then to Baoji, which is the main line to the east and west. Since 1905, the Longhai Railway has been using the method of inter-China and foreign joint ventures and segmentation to build, which has made great progress. After the Republic of China, the Longhai Railway was taken back to China, and the road from Tongguan to Xi'an was closed in 1934. From Xi'an to the west, there are two lines from north to south. Finally, it can reach Lanzhou, Gansu. The north line goes through Qianxian, Pingliang. And the south line goes through Baoji, Tianshui, Dingxi, etc. In the end, the Railway Department chose the south line and opened the road to Baoji in 1937. In 1940, the government planned to build the Longhai Railway from Baoji to the west to Tianshui, but it cost a lot of money and time. And the limited railway construction resources have to be guaranteed first. The railway is a temporary route for transportation of goods. So during the anti-Japanese war, the only practical work is to survey the route and geological exploration. Subsequent construction is a waste. Because the Longhai Railway is a dry line to the east and west, it later became an important tool for transporting troops and transporting goods during the war. In addition, during the Henan Rebellion in 1942, the Longhai Railway was also used to transport refugees and other goods. In the early years of the movie, in 1942, a large number of Longhai Railway was used to transport refugees away from the Henan disaster area. After Pinghan Railway, there is another railway line that goes through the north and south, which is the Jinpu Railway from Tianjin to Pukou. The Jinpu Railway was built in 1908 in Wanqing, and was operated by Xinhai Revolution in 1912. It crosses Hebei, Shandong, Anhui and Jiangsu. As one of the most important railway lines at that time, the Jinpu Railway took on an important transportation task. The railway lines are dense in the city, and the mining industry is also concentrated on the way. Thanks to this railway, the industrial and agricultural industry around the city is developing rapidly, and the railway transportation is very busy. In the early days of the anti-Japanese war, after Beiping and Tianjin, a large number of refugees fled to Jinan and Xuzhou along the Jinpu Line. Later, after the Jinghu area also fell, a large number of refugees fled to the north of Subei along the Jinpu Line to avoid the Japanese army. As the most important transportation lifeblood of East China and North China, the Jinpu Line is also the main route for the Japanese army to attack south. The Japanese army in East China is also north of the Jinpu Line, and the battle of Xuzhou took place on this railway, under such a background. In the subsequent battles, the Jinpu Line suffered a different degree of active or passive damage. The Japanese army basically occupied the whole line. After talking about the most important lines in the pass, we now put our eyes on the northeast region of China outside the pass. So from Wanjin, the earliest railway line in the northeast region is the Middle East Railway built by Russia. This railway is also called the Qingdong Railway, also known as the East Railway of China, or the Great Qing East Railway. The Middle East Railway started from the Russian Chita, through the Manchurian-Albanian Suifen River in northeast China, and arrived at Haishenwan in the Russian war. This railway connects the two ends of the east and west with Russia's Siberian Railway. At first, it was a dry line to the east and west. Later, with the Albanian War as the center, a straight line to the south was built, reaching Dalian and Lushun. The Middle East Railway presents a T-shaped line. So far, the straight line to the south is called the Middle East Railway as a whole. This railway itself is also a reflection of Russia's influence in the northeast region of China. This railway indirectly triggered the war between Japan and Russia in the northeast of China. Later, in the 1920s, there was a period of co-administration between China and Russia. Although China and Russia have experienced various political changes in their countries, this railway still belongs to the Soviet Union's influence later on. After the September 18 Incident, Japan took over the entire northeast of China and established a puppet regime to encircle Manchukuo. In order to facilitate their own interests in the northeast of China, Japan continued to use the Middle East Railway as the core and built a large number of straight lines. At this time, Japan and the Soviet Union maintained a subtle relationship. Even the Soviet Union still has some of the railway's shares, but the dominance has been returned to Japan. The railway system in the northeast region officially entered the Manchurian Iron Age. Under the rule of Japan, the total distance of the railway system in the northeast region is more than 10,000 kilometers. Compared with the 30s of the same period, the railway system controlled by the government of China and Russia has been extremely different. It can be seen that the development of the railway system in the northeast region has also renamed the original Middle East Railway to Japan. Originally, the main line to the east and west was named the Northern Manchurian Railway. The railway from Harbin to the south is called the Southern Manchurian Railway. So under the strong investment and construction of the railway in Japan, the transportation system of China and the Northeast reached the most developed level in East Asia at that time. In another Manchurian Iron Age, the development of railway technology in the northeast region is the super fast Asia-Pacific train. It can be seen that the Japanese authorities really invested in China and the Northeast for their own aggression. So after the end of World War II, China and Russia had a short period of shared railway. At that time, the railway was called the Chinese Changchun Railway. The trade between China and Russia was controlled for 30 years. After that, it was unconditionally returned to the Chinese government. In order to accept the railway in the northeast region, the government of China and Russia established the Northeast Railway Administration. But then World War II broke everything. The previous video talks a lot about the main line in order to avoid repeating the information that has been said. In this chapter, I will focus on some of the lines that played an important role in the early days of the war and the railway built by the government during the war. After the Songwu War in Shanghai in 1932, the Japanese troops withdrew from Shanghai. The Japanese army actually controlled the transportation of the Shanghai Railway. Because the Huning Railway and the Huhang Railway were connected to the Shanghai Railway, the south-north transportation in the Jinghu region was cut off. In this way, the deployment of the Chinese army was difficult. Nanjing, the capital, was in danger. The government planned and built the railway from Suzhou to Jiaxing. In this way, the Huning and Huhang Railways could be connected to Shanghai and Yixi, ensuring transportation and meeting the needs of national defense. In 1935, the Suzhou Railway was officially opened. But due to the complex geographical location and the slow progress of the material tension, the Railway Department demanded that it be completed as soon as possible. The people along the railway line learned that the railway was built to resist the Japanese invasion. Finally, in July 1936, the Suzhou Railway was fully opened. This railway shortened the distance from Nanjing to Hangzhou by 150 kilometers. After the Suzhou Railway was completed, the Japanese army launched an air strike. After the battle of Songhu, the railway was completely in the hands of the Japanese army. The Suzhou Railway has also become an important transportation line of the Japanese army's subsequent attack. The resistance organizations along the way continue to destroy the railway. In 1943, due to the lack of steel in Japan, the Suzhou Railway was gradually dismantled to support long-standing foreign invasions. The Zhejiang Railway was first built in 1899. Until 1937, after many years of repair, it was officially transported to Nanchang and Changsha. The railway, which runs east-west, connects Hunan, Jiangxi, Zhejiang and three provinces. It was during the battle of Songhu that it was opened in 1937. The newly built Zhejiang Railway effectively transported Chinese troops and supplies from behind to urgently reinforce the Shanghai battlefield. Because of this important transportation line, the Japanese army did not fall behind the Japanese army in October 1937. Later, after the Japanese army landed in Hangzhou Bay, the Zhejiang Railway became a government agency, a factory, a school, and a large number of people evacuated to gain time. Before the war broke out, the government did not rely on foreign funds. In the case of the Japanese army, it successfully built the Tongpu, Huainan and other routes. These railways played an important role in the early Chinese army's combat transportation and evacuation of supplies and people. Most of the railways in northern and eastern China were also blown up by themselves, but the Japanese army later repaired many of them. When the war broke out, the KMT government began to build railways in the southwest, including Guiqian, Xianggui, etc. This made it convenient for the government, factories, schools, and strategic supplies in the east of China to retreat to the back of the southwest. The transportation between Yunnan, Guangxi, Guizhou, Sichuan and other provinces in the southwest was also greatly improved. A large number of strategic supplies and talents from national intellectuals in various fields were safely transported to the back of the province. Along with these railways, there were hundreds of thousands of refugees and their families who retreated and fled. The railways that opened up to the southwest provinces one by one were like leaves in the wind, fighting for seconds to transport the blood of resistance for this country. On the other hand, there were also a large number of southwestern local troops, a group of them took these trains to the front lines of protecting their homeland. Sometimes, when the program is done too much, there will be countless emotions. These historical images constantly convey to us the past of many disasters. On the other hand, the government is also actively building cross-border railways to ensure one or more stable overseas transportation lines. One of the more famous ones is the Dianyue Railway, which the French built from the French Vietnamese port of Haiphong to Kunming, Yunnan. Before the Japanese occupation of the French-occupied colonial territory in the Middle East, it has been a transportation line that has helped China in the early days of the anti-Japanese war. There is also a cross-border railway that China and the United States jointly built to support U.S. loans. According to the initial agreement between China and the United States, China and the United States are responsible for the section of land within Yunnan and Burma. This railway is planned to be 950 kilometers long and 860 kilometers long in China, from Kunming to Lashu. This railway was commissioned in 1938, but due to short supply of raw materials, the west section had a period of suspension and the east section progressed slowly. In 1942, when the Chinese expeditionary force first entered Myanmar, the east section of the Dianyue Railway was completed, and the west section was only completed. In 1942, after the Japanese occupation of Lashu, China destroyed the unfinished Dianmian Railway, the strict bridges and roads. This helpless action is also to avoid the infusion of raw materials, and to prevent the Japanese from entering China quickly. During the entire anti-Japanese war, the government built a total journey of 1,500 kilometers within the occupied territory. This temporary construction has played an important role in supporting economic transportation and military logistics. Many railways in the sub-border area and the passage area were destroyed, and the Japanese army continued to repair the railway line on the original basis. After the victory of the anti-Japanese war, the government took the total length of 6,700 kilometers of railway from the Japanese army, including the northeast territory. In fact, a video is difficult to give a deep explanation of the railway route during the anti-Japanese war, and this video also focuses on a macro understanding. If you study it carefully, you will find that each railway has its own story during the anti-Japanese war, which is enough to make a program. So if you are more interested in the railway in the anti-Japanese war, I can also consider listing a series of railway-themed programs. Thank you for watching this episode. If you like my video, please like, subscribe, and support. See you in the next episode.