Manchuria Railway Station in the Early 20th Century: Problems of Organization of Management on the Railway

The article concerns the organization of management at the Manchuria railway station in the early 20th century. The station was located on the Chinese territory, two kilometers from the Russian border. For several decades, the Russian population constituted a majority there; churches, schools and hospitals were built, and two customs offices operated. The management of the hamlet, which sprang up near the station, was carried out by the administration of the Chinese Eastern Railway. Simultaneously, at the time of the completion of the construction of the railway connecting branch “Chinese Junction - Manchuria”, part of the functions of the management of the station was taken over by the Trans-Baikal Railway. On the materials of the Russian State Historical Archive the author had shown that the joint management of the station by two railways at once had a number of peculiar features. To resolve disputes, the administration of the railways entered into special agreements. The first of them was signed in 1903 and made provision for all income and fees from the operation of the border section of the road from the Chinese border to the Manchuria station to go into the use of the Transbaikal road. All expenses for the operation of the rolling stock were also to be borne by the Trans-Baikal Road. The operation of the station facilities was strictly regulated: one part of the stone building for passengers, as well as the territories along the railway line, passed under the control of the Trans-Baikal Road, and the other - under the control of the China Road. Expenses for the maintenance and repair of the building for passengers, as well as other public facilities at the Manchuria station, were to be borne by each road in equal parts. The efficiency of the station largely depended on the due organization of the management system. The simultaneous participation in this process of the representatives of two railway departments at once led to a lack of unity of action in matters of organizing transportation. The state-owned Trans-Baikal Railway was dependent on the central departments. The Chinese Eastern Railway, as a private road, had broader competence. The presence of commercial agents at the Manchuria station did not add to unity, as they oft en pursued their own goals to the detriment of state interests.