• Journal of the Korean Society for Railway
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• v.15 no.3
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• pp.306-314
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• 2012

At first, the railway was built mainly for military purposes by Japan. After the annexation by Japan, the Korean railway became a means of colonization for Japan but the railway also promoted modernization. As a new transportation medium, it influenced economic, cultural and social development. Until now, research identifying the properties of the railway in the Japanese colonial period has been insufficient. In particular, microscopic study of the influence of the railway on social change has been insufficient. In this study we investigated the properties of Japanese colonial period railway. This paper will help further to clarify the properties of the railway in the Japanese colonial period.

• Journal of the Korean Society for Railway
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• v.19 no.2
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• pp.251-261
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• 2016

In this paper, changes of railway-related organization during the Japanese colonial period were studied indepth. The railway-related organizations were expanded from the Railway Management Bureau in 1906 (Residency-General). In 1910, this bureau changed to the General of Chosun Railway Bureau (Government-General) and the Chosun Railway Bureau (Government-General). In the 1940's, it developed into an organization called the Transport Bureau, dealing with the whole transport service. The number of employees in the railway sector increased along with the expansion of the organization and the establishment of a training institution for better recruitment. After examining the period of the construction of railway and connection system, which is deeply related to the railway organizations of the Japanese colonial period, this paper analyzes the transformation process of railway-related laws and organizations. Furthermore, this paper finds common characteristics and differences between railways in a comparison of three countries: Chosun, Japan and Taiwan.

• Journal of the Korean Society for Railway
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• v.16 no.2
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• pp.151-162
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• 2013

This paper presents a comparison of Korean and Manchurian railway system during the Japanese colonial era of Korea. While both railways share the common characteristics of an imperial railway, they revealed several differences. Firstly, the Manchurian railway was likely a private company, although it was operated half privately and half by the government. The Manchurian railway operated like the East Indian Company in India during the English colonial era. On the other hand, the Korean railway was fully operated by the government at a ministry level. While the Korean railway solely concentrated on the railway, the Manchurian railway was involved in regional development and the coal-mining industry as well. Secondly, in contrast to the Korean railway, the Manchurian railway was more lucrative, and was relatively more predominant regarding carriage of freights. Thirdly, railway officers in Korea were elected government bureaucrats, while Manchurian railway officers came from diverse political parties and social strata. After the annexation by the Kwantung Army, the Manchurian railway was mainly influenced by the military. The common characteristic here was that both railways were utilized for military purposes as imperial railways. In partilcular, the Manchurian railway executed military orders directly. Hereafter, through a comparative study between the Japanese and Taiwanese railways, a clear and accurate understanding of the characteristics of the Korean railway during the Japanese era will be revealed.

• Journal of the Korean Society for Railway
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• v.20 no.3
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• pp.423-431
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• 2017

This study analyzed the educational background, career, and post-retirement activities of notable bureaucrats employed at Chosun Railway Bureau during the Japanese colonial period in Korea. First, significantly, most railway bureaucrats were of Japanese origin, being specialized in railway operations and adjusted to occupation in a reserved organizational environment for a considerable time period. Second, the Japanese showed explicit eagerness to work at the Chosun Railway, which fitted their ideology of railway bureaucrats. In addition, almost 60% of the bureaucrat population had strong educational experience from Tokyo Imperial University, which is equal to the percentage of graduates from other institutions operating during the Japanese colonial period. Moreover, in the very early period of building the railway system, the demand for specialists was higher than for other jobs and divisions because of the railroad's complex infrastructure, which resulted in high job appointment rates. In a similar sense, based on a strong affiliation of bureaucrats with railways, the number of bureaucrats from Japanese Railway Worker's Bureau was higher initially because of bureaucrats from South Manchurian Railway Company. These changes essentially contributed to alteration of bureaucrats' awareness and created a more positive attitude regarding the Chosun Railway. In the meantime, as opposed to the Taiwan and Manchurian Railways, both Chosun Railway and the Taiwan Railway were operated in compliance with strong bureaucratic traditions.

• Journal of the Korean Institute of Rural Architecture
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• v.14 no.3
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• pp.109-119
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• 2012

This study aims to analyze architectural characteristics of railway station facilities which were built with development of railroads from Japanese Colonial Period to 1950's. To achieve this goals, 7 railway stations in Gyeongju area that are worth preserving were set up as research targets. For this study, I analyzed literature of the railway station and drawings which the KORAL Daegu Branch is keeping. Railway stations without a construction drawing investigated a direct visit. After analyzing the railway station facilities, the architectural properties such as plan, elevation and section have been identified. The results are as follows. First, Each modern railway station is usually consisted of waiting room and office, and ancillary spaces have been added. Over the years, however, the space was expanded horizontally. In that case, the structure and finish materials have been changed, like now. Second, Most of the roof shape is 'Matbae'(gable roof), especially Gyeongju station and Bulguksa Station are 'Woojingak roof. The roof structure is truss structure, especially as Pratt and Scissors type, but Gyeongju Station's structure is a reinforced concrete. Third, main doorway of waiting room is located in the center of the front gable. However, small stations like 'Ahwa' and 'Ipsil' station to ensure the passengers' waiting area are placed next to the office area.

• Journal of the Korean Society for Railway
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• v.18 no.2
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• pp.157-165
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• 2015

At the end of the 19th and in the early 20th centuries, Japan, Korea, and Manchuria, and areas throughout East Asia, suffered a number of cycles of growth and development, for which the railway was a very important development tool and was closely associated with national policy. East Asian affairs, especially at the time, seemed very important to the continent, and their influence on the advance of this remarkable era was especially prominent in Japan. In the midst of this period, the national railway may have evolved under national policy and railway policy and under a variety of organizations and persons of influence. In this paper, we have tried to find the similarities and differences among the three countries that built the East Asia Railway; we consider the characteristics of the East Asia Railway from the perspectives of these three countries. Comparing the characteristics of the three country's railways, first, Japan had the motives of continental expansion and modernization in its pursuit of the railway; in Korea, the railway played the role of a continental rail link; and in Manchuria there was a tendency to pursue direct domination of the railway. Second, the Japanese applied their railway model to Korea; the Korean railway may have been in operation, but it was an extension of the railway of Japan. The railway in Manchuria showed a similar pattern to that which can be found in the state of Asian domination of Europe ; Japan showed aspects of dominance over the railway because it had experience running a private railway.

• Journal of the Korean Society for Railway
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• v.20 no.1
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• pp.128-141
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• 2017

This paper analyzes the under-researched field of the characteristics of th Chosun private railway, such as laws, systems, human resources, and subsidies associated with this railway, in an effort to increase our understanding of these characteristics. It was found that the private railway shared strong identity resemblance with a national project, as it served to assist the roles of the main national railway. General patterns of change of the company indicate that the private railway received increased subsidies consequent to the amendment of a related law and that it was strongly influenced by Japan's railway policies. The private railway system during the Chosun period more subsidies than those administered by Japan, and they tended to depend on fund raising for external capital. A tendency of many board members to be from the Chosun bureau was also noted. Profits in the private railway system were relatively low compared to those of the national railway such that the deficits were supplemented by the subsidies redeived. Based on corroborating examples, the private railway system can be said to have been an organization that had strong connections with national projects. It was especially related to regional industries according to an examination of the distribution of lines, which shows that most assisted the main railway or coincided with regions undergoing industrial development. Typically, northern areas were for resource development while southern areas were for agricultural production and/or passenger transportation. The company carried dual traits as it operated as a subsidiary enterprise for peripheral profit while also playing a role in transportation.

• Journal of the Korean Society of Food Culture
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• v.34 no.6
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• pp.651-670
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• 2019

This study examined the status of food specialties in Korea during the Japanese colonial period through 『Specialities of Joseon (朝鮮の特産)』. The book recorded a total of 164 areas and 317 specialties, focusing on five railway lines and branch lines on the Gyeongbu, Honam, Gyeongui, Gyeongwon, and Hamgyeong. Among the specialities, 211 species were included, excluding overlapping ones. The food specialties accounted for 100 kinds in 159 regions or 47.4 percent of the specialties. There were 47 food specialties in 47 areas of the Gyeongbu Line, 21 food specialties in 20 areas of the Honam Line, 32 food specialties in 40 areas of the Gyeongui Line, 26 food specialties in 15 areas of the Gyeongwon Line, and 33 food specialties in 42 areas of the Hamgyeong Line. Among the specialties, the amount of fish and their workpiece was overwhelmingly the largest. Next came processed goods of fruits, grains, and vegetables. In modern factories, corn, tomatoes, blueberries, and sardines were made of processed goods. Factories have been constructed for glass noodles, sugar, and soju. Specialities and processed goods produced in each region were brought to Japan during the Japanese colonial period.

• Journal of the Korean Society for Railway
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• v.9 no.4 s.35
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• pp.379-387
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• 2006

The objective of this study is to describe the influence of railway and railway station on the change of city structure in Korea in the early 20th century. In the 1900s, railway was constructed in Japanese concessions and in new pore cities such as Incheon, Busan, and Wonsan. In the 1920s, railroad construction became related with the cities, which could produce the corps. In the 1930s, railroad also became related to the colonial industrial cities. Traditional city structure was then completely changed because new city structure was focused on not Seoul but Japan or harbors towards Japan. So Korean cities, which were netted by railway, had become the subsystem of Japan in the early 20th century. Korean cities have developed on the basis of this system until 1945. For example, the twelve main cities were chosen through the relationship with Japanese life, and the provincial office governments moved near railroad stations. However nowadays, these cities have possibilities of being international cities, such as Incheon and Busan, because of the extroversion of these cities.

• Proceeding of Spring/Autumn Annual Conference of KHA
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• 1994.05a
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• pp.57-63
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• 1994

The purpose of this study is to examine how Korean changed and applied the railway official residence space constructed by the Japanese, when they occupied these railway official residence space after liberation from Japan, and specify the relationship between the life culture and residence space by analysing the differance in important life style, as well as element of change in important residence spaces according to modernization. In addition, this study was carried out by means of research on the form and pattern, visual anthropological method by photograph and direct observation.The result of this study is summarized as fellows. The residence space at Kyounaju constructed by the Japanese on the basis of the culture has been changed and applied to the life style of the Korean when the Korean occupied these Japanese style residence space.Then, it seems that the change of the Japanese style residence was caused by both differance in the life pattern between Korea and Japan, and the medernization of the life.