日露戦争前後における中東鉄道収用地の形成と植民計画 : 満洲における特殊法域の誕生

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概要

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• The Chinese Eastern Railway (hereafter, CER), a useful shortcut for the Trans-Siberian Railway, was built by the Russian Empire under a contract concluded with the Qing Dynasty in 1896; and the resulting railway zone was administered solely by the Russians until 1917. Although the Russian community in the railway zone has been a popular topic of discussion among scholars in Japan, the U.S., Russia, and China, little is known about the railway zone itself, which comprised the legal and institutional structure of this "colony." The aim of this article is to clarify how the railway zone was formed, from the standpoints of both Russia and China. The article begins with an analysis of how the CER appropriated land. In the beginning, the scale of appropriation was limited to the immediate needs of railway construction ; later, however, S. Iu. Witte, the Russian finance minister and supervisor of the CER, instructed the railway engineers to expand appropriation to the greatest extent possible. In Harbin alone, which was the base of construction and the junction of the railway lines with the Songhua River, 11,533 hectares had been appropriated by 1902. The author argues that the reason for this was that Witte wanted the CER to sell or lease the land as a developer, in order to recover the cost of railway construction. The expansion of the railway zone was a concern for the Qing Dynasty's military governors in Manchuria, because such an expansion implied an increase in Russian influence within the Dynasty's homeland. Therefore, the governors made prompt attempts to Sinicize the area around the railway zone by means of colonies populated by Han settlers. The Russian Empire felt a sense of crisis in response to this movement and planned to settle Russian colonists within the railway zone. Eventually, the Qing Dynasty realized a significant increase in the Han population of Manchuria, while Russia's colonization plans did not materialize, owing to 1) a conflict of opinion among government ministries and 2) the outbreak of the Russo-Japanese War. Despite its failure to realize a large-scale colonization project, Russian still managed to maintain extensive executive powers in the governance of the railway zone. The CER played the role of administrative organ and monitored both judicial affairs and the policing of the zone. It was in this way that Russia attempted to Russify the area. The railway zone was undeniably a part of Russia's informal empire ; however, China constantly sought opportunities to recapture sovereignty over the area. The railway zone would survive until the Manzhouguo government abolished it in 1936.

• 2010-09-20

著者

• 麻田 雅文

  北海道大学大学院文学研究科博士課程

• 麻田 雅文

  日本学術振興会

関連論文

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• 中東鉄道と松花江の水運、1898〜1910年
• 「中東鉄道海洋汽船」と極東の海運
• 中東鉄道とダーリニー（大連）港の勃興 ： 1898-1904年
• 辛亥革命へのロシア帝国の干渉--中国東北を中心として
• 中東鉄道警備隊と満洲の軍事バランス:1897-1907年 (ロシアの中のアジア/アジアの中のロシア(3)) -- (トランスボーダーの地政学)
• 燃料からみる中東鉄道の経営--中国東北の資源をめぐる日中露の相克,1896〜1930年
• ダーリニー(大連)の勃興と地域への影響--中東鉄道の統計資料などを用いて (第16回近現代東北アジア地域史研究会大会報告)
• 日露関係から見た伊藤博文暗殺 : 両国関係の危機と克服
• 《Вестник Маньчжурии》解題と目録(1)1925-1926
• 日露戦争前後における中東鉄道収用地の形成と植民計画 : 満洲における特殊法域の誕生
• 中東鉄道の敷設決定過程再考 : ロシアはなぜ「満州」に鉄道を敷いたのか(研究発表,東洋史部会,第一〇八回史学会大会報告)

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