記述言語：日本語   出版者・発行元：Japan Association for Asian Studies  

On February 14, 1950, during Mao Zedong's visit to Moscow, China and the Soviet Union signed the Sino-Soviet Treaty of Friendship, Alliance, and Mutual Assistance. The USSR agreed to transfer all Soviet rights and property connected with the Chinese Changchun Railway (hereinafter, CCR) to China. In addition, The Russians agreed to transfer the CCR gratis to China by the end of 1952, to withdraw Soviet forces from Port Arthur and transfer facilities there to China after conclusion of a <i>peace</i> treaty with <i>Japan</i>, or not later than the end of 1952.<BR>After Stalin's death in 1953, Mao in 1958, stated, "We wanted the CCR but he [Stalin] wouldn't return it. However, one can pull the meat out of the tiger's mouth after all." What was the meaning of Mao's 'tiger – meat' metaphor?<BR>In brief, Stalin wanted the management of the CCR to be under Soviet control for as long as possible and was hesitant to negotiate its return in 1949. Mao on the other hand, wanted the rights for CCR's joint operation since its creation.<BR>Despite these issues, the Chinese were successful in securing the return of the CCR in December 1952. There were two reasons for their success. First, the business conditions of the CCR were not favorable for Russia. The Soviet manager of the CCR, Kovalev, reported this problem to Stalin in January 1950, a month before the signing of the Sino-Soviet Treaty. According to him, the CCR was a burden to the national economy of the USSR. It is logical to surmise that Stalin accepted his opinion when agreeing to return the CCR in 1950.<BR>The second reason concerned the bargaining of the railway construction between China and the USSR. In August and September of 1952, a PRC delegation led by Chinese Prime Minister Zhou Enlai visited Moscow for negotiations with Kremlin leaders. In the negotiations, Zhou accepted Stalin's demand to construct a railway between Mongolia and the North of China using Chinese laborers. The railway provided a direct link to Beijing for Russians. While Zhou was agreeable during the negotiations, the Chinese were disappointed with the agreement. The Chinese had wanted to construct the Lanzhou–Xinjiang railway; however, Zhou delayed its construction at Stalin's request.<BR>Finally, China and the USSR agreed to transfer the CCR in 1952. The returning ceremony of the CCR at the end of 1952 in Harbin became a symbolic event for the Soviet-Chinese alliance in the 1950s.

DOI： 10.11479/asianstudies.61.1_5

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記述言語：日本語   出版者・発行元：日本植民地研究会 ; 1988-  

スターリンは、「大日本帝国」の崩壊後に手に入れた中国東北や北朝鮮、サハリンの鉄道を、いかにソ連の国益に合致するよう再編していったのか、その初期の戦略を探る。

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記述言語：日本語   出版者・発行元：JAPAN ASSOCIATION OF INTERNATIONAL RELATIONS  

中国とソ連とも国交のあるイギリスは、中ソ対立が亢進する中で中立の態度を堅持した。それはなぜか。60年代後半の東アジア情勢と重ね合わせて考察した。

DOI： 10.11375/kokusaiseiji.173_43

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記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：メトロポリタン史学会  

中国東北を縦断する松花江の航行権は、中国や日本、ロシアによって争われてきた。本論はその航行権を通して、中国東北の歴史を通覧した。

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記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：東北大学東北アジア研究センター  

日露戦争の終結後、日本とロシアは急接近した。しかし、1909年の時点で、清朝とも外交を進める日本はロシアの不興を買い、両国の関係は悪化する。本稿は、ちょうどその時に起きた伊藤博文の暗殺を、日本とロシアの未刊行一次史料から説き起こしたものである。

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記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：東洋文庫  

辛亥革命の直前から、ロシアと清朝の関係は悪化の一途をたどっていた。辛亥革命のさなか、その背景によってロシアの軍人たちは、積極的な干渉政策を推進するが、同盟国の日本の同調が得られず、失敗した。

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記述言語：英語   掲載種別：研究論文（学術雑誌）  

DOI： 10.1017/S0026749X09000171

Web of Science

記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：公益財団法人 史学会  

中東鉄道は収用地と称して、敷設の際に広大な面積の土地を買収し、その中でロシアが主導権を握る行政を確立した。この方式は満鉄の付属地にもひきつがれ、中国東北に新たな植民地が形成されることになった。

DOI： 10.24471/shigaku.119.9_1493

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記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：日本貿易振興機構アジア経済研究所  

本論は、従来議論されなかった中東鉄道の燃料を論じることで、日中露のこの地域における経済的な覇権争いを論じた。

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記述言語：日本語   掲載種別：研究論文（学術雑誌）  

中東鉄道は鉄道事業以外にも、松花江の水運事業に参入して、ロシアの松花江の航行権を既成事実化した。本論はその事業の拡大過程を論じたものである。

記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：ロシア史研究会  

本論は日露戦争後に大連を失った中東鉄道が、ウラジオストクと連携したものの、ロシア極東地域と経済利害が対立し、第一次大戦で連携が破綻した経緯を描く。

DOI： 10.18985/roshiashikenkyu.82.0_42

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記述言語：日本語   掲載種別：研究論文（学術雑誌）   出版者・発行元：北海道大学スラブ研究センター  

It is common knowledge that the northeastern Chinese port of Dalian was constructed by the Russian Empire between the end of the nineteenth century and the beginning of the twentieth century. However, previous studies in Russia and Japan only focused on the plan of the city. Hence, answers to questions such as why this port was constructed and what kind of trade was conducted under Russian rule (1898-1904) are still unclear. Although many researchers reported, without finding statistical evidence, that Dalian's trade had limited success under Russian rule, their opinions are subject to debate. The purpose of this paper is to examine the trade in Dalian under Russian rule from the statistics sourced from the Chinese Eastern Railway (CER), and analyze the economical conformation changes in the Russian Far East, which was caused by the rise of Port Dalian. The first question to be discussed pertains to the reason for the construction of Port Dalian. The process began when the Trans-Siberian Railway committee wanted an ice-free port as the gateway to the Pacific Ocean. However, there were no such ports in the Russian Far East. Therefore, the committee decided to construct a commercial port in Vladivostok in 1896. After the decision, Germany occupied Jiaozhou Bay in December 1897, and following this, Russia occupied Port Arthur on the Liaodong Peninsula for the Russian Pacific Fleet. However, Great Britain wanted to maintain the doctrine of free trade in China. So, the British Prime Minister Salisbury intervened in the Russo-Chinese negotiations and requested Russia to open a free port in the leased area. Besides, Russian Navy and Army officers did not want joint use of commercial ships in Port Arthur. Therefore, after the area was successfully leased, the Russian government instructed the CER to open a commercial port in Dalian Bay. This port is today known as Port Dalian (Dal'nii). In short, Dalian was built by the external pressure of Great Britain and the internal pressure of the Russian government. The Russian Finance Minister S. Iu. Witte, who is the planner of Dalian and who formulated the CER's business strategy, particularly emphasized a connection between railway and marine transport. He believed that the CER should control the trinity system of railways, steamships, and ports. This plan was modeled on the relationship between the Canadian Pacific Railway and Port Vancouver. This port thrived on the export of timber. In Port Dalian, the actively traded goods were Chinese tea and agricultural crops from Manchuria. A total of 1,921,666 poods (1 pood = 16.4 kg) of tea were imported to Port Dalian in 1903. This number was half the amount of tea imported to the Russian Empire in the same year. In addition, 954,000 poods of agricultural crops from Manchuria were transported by the CER to Dalian station in 1903. This is the largest number after Yingkou across all stations of the CER. The cargo volume of the port increased from 4,322,115 to 17,980,033 poods between 1902 and 1903. The port grew steadily and developed into a terminal station of the CER. However, Dalian was not the only port that was connected with the southern branch of the CER. As a result, Port Dalian encountered stiff competition from Port Arthur and Port Yingkou. For example, Port Arthur opened to commercial ships in February 1900. In 1903, the cargo volume in Port Arthur station was half of that in Dalian station in 1903. However, half of the cargo in the Dalian station comprised of tea. On the other hand, Port Arthur dominated in basic goods such as sugar, alcohol, and fabric. In addition, Yingkou was still the main port in South Manchuria. The cargo volume in Yingkou station was 4,664,000 poods. This number was greater than that in Dalian station by approximately 770,000 poods in 1903. In Port Yingkou, the actively traded goods comprised of agricultural crops grown in Manchuria, particularly wheat and soy. Thus, in the manner outlined above, two ports strongly rivaled Dalian. Many analysts stated that Dalian served no purpose, dubbing port "Lishnii," which means "unnecessary" in Russian. Meanwhile, The rise of Port Dalian posed a threat to the Russian Far East as the trade route for tea changed and the free port system moved from the Russian Far East to Kvantunskaia Oblast (The Kwantung Leased Territory), by the prior policy for Dalian. The route from Mongolia via Kyakhta was one of the most profitable routes for importing tea for the Russian Empire. However, after the rise of Port Dalian, the transaction value of Kyakhta's tea trade was reduced to half. Moreover, Vladivostok experienced a serious recession. Until 1900, this port had been protected and had gained prosperity by virtue of the free port system. After Dalian was recognized as the only free port in the Russian Pacific coast, the imports in Port Vladivostok diminished, resulting in a price boom for many materials in the city. When Witte, the planner of Dalian, visited Vladivostok in 1902, the Exchange Committee of the city appealed to him to improve the region's plight. However, Witte only advised the Emperor that Dalian and Vladivostok should divide the commercial market. At the same time, the rise of Port Dalian also had an effect on the Amur region. In August 1903, the 4th Congress of Khabarovsk was held, and it emphasized the region's economic problem. A representative of the CER attended the Congress and held discussions with the local merchants; however, both sides could not arrive at a consensus because of differences in opinion. Dalian was placed under Witte's administration during the conflict with Great Britain and the unfolding of domestic power games in Russia. Moreover, an abrupt change occurred in the economic policy of the Russian Far East by the preferable policy of Dalian. Therefore, at the time, Dalian became unpopular internationally, nationally, and locally. However, it would be incorrect to opine that Dalian's trade completely failed under Russian rule. In 1903, Dalian's trade reached unprecedented heights through the imports of Chinese tea and agricultural crops from Manchuria. These accomplishments were realized by the cooperation within the trinity system of the railways, steamships, and ports, and by the application of the free port system. It is clearly important to consider the fact that such Russian achievements were the result of imperialism. The point I wish to emphasize is that we should thoroughly investigate all aspects before discussing the actual significance of the rise of Port Dalian; this is because the rise of Port Dalian leaves room for a variety of interpretations.

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総ページ数：254p   記述言語：日本語

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総ページ数：226  

ASIN

総ページ数：146   担当ページ：1～30  

ASIN

総ページ数：418   記述言語：日本語

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担当ページ：702-703   記述言語：日本語 著書種別：事典・辞書

担当ページ：81-124  

総ページ数：264   著書種別：教科書・概説・概論

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担当ページ：233-260   記述言語：日本語 著書種別：一般書・啓蒙書

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総ページ数：266   記述言語：日本語 著書種別：一般書・啓蒙書

記述言語：日本語

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総ページ数：320   記述言語：日本語 著書種別：一般書・啓蒙書

満蒙は日本だけの生命線ではなかった! 鉄道の帝国=ロシア、群雄割拠する中国の軍閥、日本の関東軍。国際政治の視点で捉え直す。

総ページ数：344   担当ページ：297-309   記述言語：日本語 著書種別：学術書

解説担当(297-309頁)

総ページ数：536  

東清ないし東支鉄道ともよばれ、「満洲」 を通るロシアの 「植民地化会社」 として、露・中・日・仏・米が角逐する国際政治の焦点となった中東鉄道。海運とも連動する鉄道事業経営と、収用地や警備隊による植民地経営が一体となった、その全体像を初めて実証的に解明。西洋史・東洋史・日本史を横断する跨境的な東北アジア近現代史を描きだす。

総ページ数：812  

担当ページ：225-235   記述言語：ロシア語

[中東鉄道海洋汽船の壊滅：日露戦争におけるもう一つの悲劇]

総ページ数：344   担当ページ：295-319   記述言語：日本語 著書種別：学術書

中国東北とロシア極東を股にかけて活躍した中国人商人の伝記である。これまで論じられることの少なかった、ロシア極東など北方に展開した華僑に光を当てた。