Taking the modern China railway as a whole and studying it from a certain aspect, there are many overall historical research results, including the discussion on the role and influence of the railway, the development of the railway and the foreign debt problem, which is the focus of academic attention.
The influence of railway: When talking about this issue, the academic circles emphasized three aspects, namely urbanization, agriculture and folk customs.
There are two articles discussing the urbanization function of railways: Li Zhancai's Railway and the Changes of Modern China Towns (Journal of Railway Teachers College 1996 No.5) and Xu's Analysis of the Role of Railways in the Urbanization of Modern China (Journal of Shanghai Railway University No.7, 2000). They pointed out that railways have promoted passenger and cargo transportation, population mobility and market expansion.
Li Zhancai has written two articles about the influence of railways on agricultural development: the influence of railways on agricultural economy in modern China (Journal of Tongji University,No. 1997,No. 1) and the commercialization and regionalization trend of railway and agricultural production in modern China (Journal of Railway Teachers College,No. 1997, No.5). The main meaning of the two articles is that railway transportation has promoted the expansion of commodity circulation, thus promoting the commercialization and regionalization of agricultural production and accelerating the disintegration of rural natural economy.
It is a relatively novel exploration to look at the influence of railways from the perspective of folklore. In this regard, Li Zhancai's articles "Railway and the Evolution of Modern China Folklore" (Journal of Railway Teachers College, No.3, 1994) and "Railway and the Evolution of Modern China Folklore" (Historical Monthly, No.0/996, 1) hold that: Railway has triggered the renewal of folk psychology, leading to food, clothing, housing and transportation. It has promoted the evolution of China people's customs such as entertainment, dating, braiding and foot-letting. Although there are some negative phenomena in the evolution of folk customs, on the whole, it is developing in the direction of progress and health.
In addition, Wang also wrote "What China Railway Going to Market Learned from History" (Journal of Railway Teachers College, No.2, 1995), pointing out that the railway is the main artery of the market economy, which is embodied in establishing a modern enterprise system, promoting the scale operation of resources along the route, accelerating the transfer of rural surplus labor force to urban industries, promoting the gradual formation of a unified national market and the integration of domestic and foreign markets, and developing the trend of economic regionalization. Zhu Congbing's article "The Relationship between Railway and Social and Economic Development" (Journal of Guangxi Youjiang Teachers College for Nationalities, No.4, 1998) is relatively calm. This paper holds that the relationship between railway and socio-economic development along the line is a two-way interactive relationship, and the positive influence of railway on socio-economic development along the line is mediated by industry and restricted by many factors. After the railway is completed, it needs correct policy guidance.
Railway development: including commercial railways, construction and management characteristics, government policies, reasons for not developing, etc.
The research on commercial railways is a weak link in academic circles. On this issue, Ji Rucheng wrote a book (Folk Entrepreneurial Activities in the History of Modern Railway Development in China, Studies on Chinese Economic History,No. 1994,No. 1 period). By combing the history of private investment in railways, he drew the following conclusions: private capital has the will to invest in railways, and its suppression power mainly comes from foreign capital, followed by feudal forces; Lack of funds and backward technology are not the main reasons for the underdevelopment of commercial capital railways, but the causal relationship between them should be reversed; The fragmentation of commercial railway capital under the influence of Qing government's nationalization policy is a historical retrogression.
On the issue of railway management, Rui Kun's essay "On the Management of the Government-run Railway in the Late Qing Dynasty" (Journal of Baoding Teachers College, No.3, 2002) illustrates the process that the late Qing court gradually brought the "Government-run Railway" originally managed by local ministers into the unified management of the court. Hu and Li Zhancai's article ("Strong Men Build Roads, Set Bureaux Line by Line —— Characteristics of Railway Development in Modern China", Journal of Railway Teachers College, No.2, 1995) is summarized as: Strong men build roads, set bureaus line by line, and the railway construction and management rights are in the hands of powerful bureaucrats, so it is very chaotic and complicated.
Regarding the railway policy of Qing government, Luo's article (Railway Policy of Qing Government, Journal of Xiangtan Normal University, No.6, 2002) divides it into three stages: 1863- 1889,1889-1900,6544. Sun Zijian's article "The Debate between Government-run and Commercial Railway Policies in the Late Qing Dynasty" (journal of anqing teachers, No.6, 2002) mainly discusses the issue of government-run or commercial-run. This paper points out that after years of practice, the Qing government gradually deepened its understanding of railways, and finally established the government-run railway policy at 19 1 1, which was objective inevitability and feasibility under the historical conditions at that time.
As for the state-owned railway trunk lines, Ma Ling's article (on the two driving factors of the state-owned railway trunk line policy in the late Qing Dynasty, Social Science ResearchNo. 1996,No. 1) holds that there are two reasons for the introduction of this policy: one is Sheng Xuanhuai's ambition to establish a bureaucratic monopoly capital group, and the other is the promotion of the constitutionalist public opinion propaganda.
The article about foreign capital's occupation of railway rights includes Xie Hanlan's article "The Crazy Plunder of Railway Rights in China by Modern Powers" (refer to History Teaching in Middle Schools, No.6, 2003).
There are many articles discussing the reasons for the slow development of China's modern railways, three of which are attributed to internal factors: A Comparative Study on the Development of Modern Chinese-Japanese Railways by Zhu Shuguang (Journal of Guizhou Normal University,No. 1 2000), and An Analysis of the Reasons for the Lag of Modern China Railway Construction by Yin Tie (Journal of Zhejiang Education College,No. 1 2003) and Li. The external cause comes down to Mi Rucheng's article "Why China's industrial modernization is stagnant —— A discussion centered on the construction and operation of China railway" (1895- 1927) (Research on China's Economic History 1996No. 1 issue).
Railway foreign debt:
Ding Yonggang, in the article "On the Foreign Debt in the Construction of Modern Qing Government" (Journal of Shaanxi Administration College, No.3, 1999), divided the history of the Qing government's railway construction with foreign debt into three stages: before the Sino-Japanese War, from the Sino-Japanese War to the Sino-Japanese Treaty, and from the Sino-Japanese Treaty to the Revolution of 1911. Borrowing to build roads conforms to the historical trend and has made great contributions, and should not be unilaterally recognized as a "traitorous" act. Zhang Jiuzhou also wrote "On the Railway Loan of the Qing Government after the Sino-Japanese War of 1894-1895" (Historical Monthly No.5 1998), and so on.
Kong and his book A Review of Railway Foreign Debt in the Late Qing Dynasty (Research on Social and Economic History of China 1998No. 1) divided the Qing government's road construction by borrowing foreign debt into four stages: 188 1 the completion of the Tang-Xu Railway and 1894 and the outbreak of the Sino-Japanese War of 65438. From 1903 to19110 may 1 1 5 may10 may/0 June. The mortgage of loan has changed from road to local tax.
On the basis of trying to interpret China's foreign debt view in modern times, Ma Ling co-authored The Paradox of Economic Nationalism —— Reflections on China's Understanding of Railway Foreign Debt in Modern Times (Tianjin Social Sciences, No.3, 2003), which, supported by the concept of economic nationalism, reveals the super-economic nature and political utility of the foreign debt view. Denying economic nationalism is conducive to a reasonable explanation of the railway foreign debt problem. Ma Linghe's other works, On the Super-economic Characteristics of Foreign Debt of Northeast Railway in Qing Dynasty-Centering on Balanced Diplomacy (History Teaching,No. 10, 2003), A Preliminary Study on Foreign Debt of Railway in Late Qing Dynasty-Centering on Luhan Railway (Historical Monthly, No.6, 2006, No.200 1 0) and so on.
Re-examining the recovery of Lu Han Railway from the perspective of foreign debt, Ma Linghe's article "On the Foreign Debt of Lu Han Railway" (History Teaching, No.5, 1996) thinks that its significance should be discounted. Another article by Ma Linghe, "Civilization Exclusion and Road Salvation Complex" (Journal of Anhui Normal University, No.3, 2003) also points out that civilization exclusion was the basic slogan of China's recovery of railway rights in the early 20th century, which concentrated on the road redemption complex of modern China people. Civilization exclusion could not solve the dilemma of safeguarding national rights and introducing foreign capital in modern China. As for the article "Undercurrent: Re-evaluation of Railway Foreign Debt in Qing Dynasty" (Jianghan Forum,No. 1 1 in 2003), Ma Linghe's main point is that in the last few years of the late Qing Dynasty, the movement to recover rights tended to decline. From the perspective of economic theory, people gradually pay attention to affirming the positive role of borrowing to build roads. It's just that its voice is weak and it's hard to get more recognition from the society. The partial recognition of railway foreign debts in Qing Dynasty should be the true embodiment of the difficult choice between safeguarding sovereignty and utilizing foreign capital in modern China.
In terms of loan methods, Ma Ling co-authored Pukou Conditions: Changes and Invariance of Railway Loan Methods in Modern China (Research on China's Economic History,No. 1 issue in 2003), taking the Jin-Pu Railway loan contract signed by China and Yingde in 1908 as the research object.
From the policy point of view, Wang Zhizhong's article "On the Establishment of the National Policy of Railway Foreign Debt in the Late Qing Dynasty" (Journal of Shanghai Railway University, No.7, 2000) holds that the establishment of the National Policy of Railway Foreign Debt in the Late Qing Dynasty was after the Sino-Japanese War. The decision-making background is the construction of Luhan Railway, and the development of the railway is regarded as an important task of the country's "strengthening the country with practical policies". However, the national treasury was "short of money" and the commercial fund raising failed. The only sources of railway funds are foreign debt and foreign investment. The main point of the policy is that the "foreign debt" is co-ordinated by the National Railway Corporation, and the road is repaid by the road, and foreign shares are refused. "The right of way still belongs to me."
Second, the regional historical analysis of railways and localities.
The research on the relationship between railway and local area belongs to case study and regional history study.
As the first artery built in the late Qing Dynasty, the Beijing-Han Railway has attracted much attention from academic circles. In this regard, Tian Bofu started with the coal mining industry in Zhili, and wrote "Jinghan Railway and the Start of Modern Coal Mining Industry in Zhili" (Journal of Hebei University, No.3, 2000), and analyzed the influence of the construction of Jinghan Railway on the coal mining industry in Jingxing, Lincheng and Cizhou, and pointed out that the role of railway was reflected in transportation.
China's modern railway network is centered on Beijing. Su wrote The Formation of Beijing-centered Railway Network in the Late Qing Dynasty (Journal of China History Museum,No. 1), and made a special study on this issue. This paper holds that from the end of 19 to the beginning of the 20th century, the road-building atmosphere expanded greatly, and the Qing government built it in the northern region.
The development of Northwest Railway belongs to backward areas in modern times, and related research has noticed this problem. "On Modern Northwest Railway Planning" written by Zhao Zhilong (Journal of Lanzhou Institute of Education 200 1 No.4) holds that from the late Qing Dynasty to the Republic of China, the northwest railway planning experienced a development process from simple to complex, and its status changed from secondary to primary, and the importance of the northwest railway has become a consensus. He is the author of Railway and Commodity Economy in Modern Shaanxi (Journal of Baoji University of Arts and Sciences, No.2, 1998), which mainly analyzes the changes brought by railways to Shaanxi's economy.
Zheng Tai Railway was the first railway in Shaanxi in modern times. Based on the article History of Zheng Tai Railway Construction (Journal of Guangxi Normal University, supplement 1997), this paper expounds the difficult course of this railway construction, and points out that its influence on Shanxi's economy is that the traffic volume is large and increasing year by year, with considerable profits and repeated surpluses, which promotes the establishment of the factory.
For Yunnan-Vietnam railway, the influence of high potential energy is similar. Gu and Yang Jinjiang's book "Yunnan-Vietnam Railway and Yunnan Modern Import and Export Trade" (Journal of Yunnan University for Nationalities, No.5, 200 1) points out that after the opening of Yunnan-Vietnam Railway, Yunnan has formed a local market related to world capitalism and relatively independent from the domestic market. Wang Wencheng also made a similar analysis in the article "Yunnan-Vietnam Railway and Foreign Trade in Modern Yunnan-On Corridor Construction and Economic and Technical Cooperation between Yunnan and Southeast Asia" (Economic Issues 1994 No.1 1 issue). Zhang Yiqun's article "Historical Memory of Yunnan-Vietnam Railway —— A Preliminary Study of Modern Railway Community Buildings along Yunnan-Vietnam Railway" (No.4 of Small Town Construction in 2003) is based on architecture.
The gentry and merchants played an important role in the development of Guangxi railway. In this regard, Chen Zhibo's article "Gentlemen and Merchants and Modern Guangxi Economy" (Journal of Guangxi Education College, No.3, 2003) points out that it is embodied in two aspects: First, from the perspective of leadership, although the government is nominally the leader, it is the gentlemen and businessmen who directly operate various specific affairs; Secondly, judging from the proportion of road money collection, the road money collection of gentry and businessmen accounts for the vast majority. The monograph on Longzhou Railway is Zhu Congbing's article "The Whole Process of Guangxi Longzhou Railway Preparation" (Journal of Guangxi Normal University, No.4, 1998).
Nanxun Road is the first commercial railway in modern Jiangxi. Yang Huiqing's essay "On the Historical Fate of the Rise and Fall of Nanxun Railway" (Journal of Fuzhou Normal University, 200 1,No. 1) analyzes the difficulties in fund-raising, technology, current situation and other aspects in the process of road construction, the internal management reforms related to the operating accounting system and shareholders' meeting system, and the changes in the economic and industrial structure of Tingxi. Shanghai-Nanjing Railway is one of the most important railways in the late Qing Dynasty. In this regard, Gao Zhibin and Wang Guoping co-authored "On the Construction of Shanghai-Nanjing Railway by Foreign Debt in the Late Qing Dynasty" (No.3, Jianghai Academic Journal, 2000), expounding the reasons, process and public resistance of borrowing foreign debt.
In addition to the above quotations, there are other articles, some of which are about the development of Shanghai's railways (Liu Huaming: Changes of Modern Shanghai's Transportation, Posts and Telecommunications (1840- 1949), Historical Monthly 1999 No.3), and some talk about the relationship between railways and the rise and fall of Shanxi merchants (thanks). Some discuss the railway's help to immigrants (Zhou Chunying: Social Background Analysis of Modern North China Immigrants' Large-scale Migration to Northeast China, Journal of Heze Teachers College, No.3, 2000), while others study the railway's promotion to urban development (Susan Wang: Analysis of the Rise of Modern Northeast Cities, Journal of Liaoning University, 2000). Duan Guangda: On the Characteristics of Early Cities in Harbin, No.2 of Northern Cultural Relics,1994; Ji Fenghui and Zhang Cuihua: Characteristics and Functions of Modern Cities in Harbin, No.4 Social Sciences of Heilongjiang, 1994), among which the railway shares are introduced (Xia Xianglie: Chuanhan Railway Shares in Qing Dynasty, China No.3 Coin, 1998).
Third, key figures and railway development
Modern figures related to railway development mainly include Li Hongzhang, Zhang Zhidong, Sun Yat-sen, Zhan Tianyou, Liu Mingchuan, Sheng Xuanhuai and Hong Rong.
Among the articles about Li Hongzhang and modern railways, Yu Mingxia's "Li Hongzhang's Position in China's Modern Railway History" (Journal of Xuzhou Normal University, No.3, 1994) is more comprehensive. This paper holds that Li Hongzhang's understanding of railway construction has gone through four stages: severe rejection, vague understanding, correct understanding and resolute practice in just four years from 1863 to 1867. Li Hongzhang, regardless of denigrating the cluster and creating a trend, advocated adopting western technology but must be self-disciplined, initially planned the blueprint of railway trunk lines and insisted on building railways. Thus, Li Hongzhang's contribution to the modern railway history in China is undeniable. In addition, Yu Mingxia also wrote another article, "Li Hongzhang and Railway Construction before and after the Sino-Japanese War-Also on the New Development of Westernization Movement after the Sino-Japanese War" (Jiangsu Social Sciences No.6, 1994) and so on. From the perspective of railway foreign debt, Li Hongzhang's article includes Ma Linghe's article "On the Opening and Dilemma of Road Construction by Debt before the Sino-Japanese War-Comment on Li Hongzhang's View of Railway Foreign Debt" (Anhui History,No. 1 issue, 2002). There are also some articles by Li Hongzhang, such as Zhou's Li Hongzhang and the Pioneering of China Railway (Hunan Social Sciences, No.5, 2003). While affirming that Li Yu advocated self-built railway in Shanghai railway negotiations, he pointed out that Li Hongzhang's thoughts in Sino-French negotiations from 65438 to 1980 began to change to the right of way. In addition, road construction also has the intention of developing personal strength. Similar articles include Zhao Dong's favorite article "On Li Hongzhang and the Establishment of Modern Railways in China" (Journal of Henan Vocational and Technical Teachers College,No. 1 2000), and Zhu Congbing's article "Li Hongzhang and Middle East Railways" (Journal of Xuzhou Normal University,No. 1998 1 2000) and "On Li Hongzhang's Position in China Railway History".
On the whole, Zhang Zhidong's article is Wu Jianjie's article "Zhang Zhidong and Modern China Railway" (Journal of Wuhan University, No.3, 1999), and he thinks that Zhang Zhidong is the first person to truly realize the modernization value of railway from the height of developing resources to revitalize the economy, and railway has become the theme of his life in the last 20 years. In addition, Chen Xiaodong also introduced Zhang Zhidong's contribution to railway development in the article "Zhang Zhidong and the Railway in the Late Qing Dynasty" (Journal of Railway Teachers College, No.3, 1994). Articles devoted to Zhang Zhidong include Zhu Congbing's "Zhang Zhidong's Self-construction Proposition and Practice after the Redemption of Road Rights in Guangdong and Han Dynasties" (Journal of Guangxi Normal University, No.3, 1999) and Wu Jianjie's "Introduction of Foreign Talents during Zhang Zhidong's tenure in Huguang" (Journal of Wuhan University, No.2, 2003). It is a useful exploration to study Li Hongzhang and Zhang Zhidong together. This article is Zhou Li Hongzhang, Zhang Zhidong and Modern China Railway Construction (Journal of Changsha University of Electric Power, No.3, 2003).
There are several articles about Sun Yat-sen and railways, one of which is Zhu Congbing's "On Sun Yat-sen's Cognition of Modern World Railways" (Academic Forum, No.5, 2003), which holds that because the railway construction in the United States was the fastest in the second modernization wave, Sun Yat-sen's cognition of modern world railways was mainly in the United States. He has a certain understanding of the development trend, basic achievements, positive and negative influences, construction management system or experience of modern world railways, and his cognitive level exceeds that of other advanced figures in modern China before him. Second, Feng Jun's essay "On the Strategic Conception of Sun Yat-sen's Railway Construction" (Jiangxi Social SciencesNo. 1 2002). In addition, Zhu Congbing wrote an article "Railway Construction and People's Livelihood-A New Exploration of Sun Yat-sen's New China Railway Construction Thought" (Academic Forum, No.5, 2002), which discussed Sun Yat-sen's New China Railway Thought from the perspective of the relationship between railway and people's livelihood.
Zhan Tianyou is an indispensable figure in the modern railway history of China, just like Qiu Jin in the modern women's history, which is also worth studying. In the past, people paid more attention to the independent construction of Beijing-Zhangjiakou Railway, while Jing and others paid attention to other aspects. Their works "Zhan Tianyou and Private Sichuan-Han Railway in the Late Qing Dynasty" (No.4 Nanjing Social Sciences, 2003) and "Zhan Tianyou and the Revolution of 1911" (No.6 Jiangsu Social Sciences, 2002) point out that in the modern railway construction in China, the patriotic engineer Zhan Tianyou not only created the miracle of China's independent road construction, but the Qing court was in191year. This is another great contribution to China's modernization.
With regard to Liu Mingchuan's railway construction in Taiwan Province Province, Chen Jiuru's article "The Modernization of Railways in Liu Mingchuan and Taiwan Province Province" (Journal of Anhui Normal University,No. 1 2002) points out that Liu Mingchuan advocates the construction of railways in Taiwan Province Province in order to properly solve the problem of insufficient capital and technical strength. The construction of the railway in Taiwan Province has facilitated the transportation in Taiwan Province, promoted the development of Taiwan Province and spread the concept of modernization. Liu Mingchuan has played an important role in the modernization process of Taiwan Province Province.
Sheng Xuanhuai is a key figure in the history of modern railway development in China. Lu Xisheng's essay A Brief Introduction to Sheng Xuanhuai (Journal of Wuxi Institute of Education,No. 1994,No. 1) deals with this issue.
Regarding Yung Wing's influence, Chen's article "Yung Wing's Education for Studying Abroad Promotes China's Modernization" (Journal of South China Normal University, No.6, 1998) mainly emphasizes his contribution to railway personnel training.