贯彻科学发展观做大做强我省地方铁路的战略思考

地方铁路是由地方政府投资建设、经营、管理,或以地方政府为主,与国家、企业合资建设,共同经营管理的铁路。《铁路法》规定：＂国家重点发展国家铁路,大力扶持地方铁路的发展＂。由于地方铁路主要集中在边远欠发达地区,且为国铁线路的支末端,承担着为区域经济发展和社会服务的综合运输任务,因此可以定义为地方经济发展的基础性产业,也是国...     

关于满铁与“七七事变”的一组档案史料

南满洲铁道株式会社(简称满铁)是日本政府为经营从沙俄手中获得的长春至旅顺铁路及其支线而设立的国家垄断资本殖民企业,它在“铁路会社”的招牌下,凭借攫取的种种权益,经营各种事业,大肆进行露骨的政治、化侵略和疯狂的经济掠夺。     

新宁铁路公司两种金融票证考释

正新宁铁路是广东江门市台山籍旅美华侨陈宜禧先生创建的一条全国最长的侨办民营铁路。新宁铁路从1906年5月始建,至1920年完成,历时14年,建成铁路全长133公里,共有车站46个。铁路建设前后共分三期,投资800多万元,召集股本近366万元,并先后建成公益码头、北街码头、公益机器厂、牛湾船坞、宁城印刷厂等一大批工程设施。抗战期间,为防资敌,国民政府下令对铁路进行彻底破坏,后又下令搜集铁轨运往广西建筑铁路。至此,新宁铁路遭到毁灭性的破坏。新宁铁路前后经营30多年,对当时江门乃至整个广东地区的水陆交通以及民族经济的发展起到了巨大的推动作用。新宁铁路经营期间,除股票外,还发行过"凭票"和"定期附款单"两种金融票证,本文即对上述两种票证进行考释。     

中东铁路问题述略(1895—1924)

中东铁路是19世纪末20世纪初中国境内修建的最长铁路,历经晚清、民国、新中国,其经营管理权也经过数次变更。中东铁路缘起于《中俄密约》,是俄国欲侵占中国东北地区的阴谋,日俄战争之后,日本取得了中东铁路南满支线,即南满铁路。1917年俄国爆发"十月革命",国内国际形势复杂,北洋政府通过努力收回了中东铁路的行政管理权。1924年5月,中苏《解决悬案大纲协定》及《暂行管理中东铁路协定》的签订,使得中东铁路改为中苏共管,但这也为日后的中苏冲突埋下了伏笔。     

森林铁路的机车及车辆

20世纪初,俄国和日本在东北林区铺设专门用于木材运输的森林铁路,由于当时的森林采伐是国外财团独自经营,因此森林铁路轨距不一,设备各异。     

张作霖父子与“满蒙铁路悬案交涉”

所谓“满蒙铁路悬案交涉”,是指日本在20世纪二三十年代为完成“经营满洲”扩大铁路权限同张作霖、张学良父子就满蒙铁路权益问题所进行的有关路权外交。关于“满蒙铁路悬案”的交涉,一直贯穿于张氏父子主政东北的始终,在张氏父子对日关系中占有重要的一页。探究张氏父子与“满     

分析铁路旅游专列的经营模式

通过对铁路旅游专列优劣势的分析,找出现阶段旅游专列经营存在的问题,并对今后旅游专列的经营模式提出建议。     

分析铁路旅游专列的经营模式

通过对铁路旅游专列优劣势的分析,找出现阶段旅游专列经营存在的问题,并对今后旅游专列的经营模式提出建议。     

新中国成立前后人民铁路卫生防疫事业的创建

新中国人民铁路卫生防疫事业发端于东北解放区.1947年,出于卫生防疫工作的需要,东北铁路总局设立了卫生处;1948年,首个人民铁路卫生防疫机构——东北铁路中央防疫站由东北行政委员会铁道部筹建.新中国成立后,人民铁路卫生防疫事业继续发展,至20世纪50年代中期基本形成了较为健全的全国铁路卫生防疫体制.在新中国成立初期的重大突发疫情防控中,人民铁路迅速应对,通过设立领导决策机构、组建专业卫生防疫队伍、实施铁路交通检疫等应急防治措施,取得了1949年察北专区鼠疫防治和1952年反细菌战的胜利.正确的卫生防疫方针、科学的应对举措以及充分发挥人民群众的力量是新中国成立前后人民铁路卫生防疫工作成功的基本经验.     

哈尔滨文庙与张学良将军的爱国情结

1898年,因开始中东铁路的修建,使沙俄的侵略势力越入了黑龙江大地,而伴随着中东路的通车及近代哈尔滨的迅速崛起,沙俄在铁路沿线及其附近地带进一步攫取到了大量的特权,并使哈尔滨成为其扩大侵略、控制东北的大本营.不止于此,为把中东铁路的附属地变成它的殖民地,妄图实现其变我国东北地区为"黄色俄罗斯"的战略计划,还不惜血本地对哈尔滨进行了长期的经营和建设.     

美国对中国援建坦赞铁路的阻挠

20世纪60年代中期,为摆脱传统殖民主义和南部非洲种族主义的束缚,坦桑尼亚和赞比亚两国提出了修建铁路的计划,并得到中国政府的支持和大力援助。当时,中美处于冷战对抗最为尖锐的时期,美国担心中国借援建铁路获得政治利益,担心中国借机向非洲输出革命,更担心共产主义在非洲扩大影响。为此,美国政府先后使用"拖延"和以大北公路"替代"坦赞铁路的策略,企图阻止中国援建坦赞铁路,以实现将中国阻隔于南部非洲之外的目的。     

RESEARCH IN PROGRESS IN SCANDINAVIA

The authors quantitatively analyze the effect of railroad construction on agricultural land values in the often overlooked, agriculturally oriented, trans-Mississippi West. This region is unique in American history in that, at the end of the nineteenth century, the railroad itself preceded widespread settlement. Using a hedonic model, they show that railroad transport increased agricultural land values in this region by more than 20 percent, which had a larger impact than recent studies have found for other regions. Moreover, the authors found that the addition of a railroad to a county significantly increased its growth in land values. This finding is contrary to that of existing studies. Finally, the authors show statistically that the railroad and land values were not endogenously determined, lending credibility to the causality of the results presented in their hedonic and growth models. These results indicate a valuable alternative approach to use in the historical analysis of transportation infrastructure and its impact on land prices.     

Separate and unsanitary: African American women railroad car cleaners and the Women's Service Section, 1918-1920

The Women's Service Section (WSS) investigated federally controlled railroad stations and yards at the end of World War I. Few women worked in car cleaning before the war, and railroad management preferred to block women workers, especially African Americans, from gaining any kind of foothold in railroad work. African American women were the single largest group of railroad car cleaners during this period but they were routinely denied adequate facilities, including toilets, locker rooms, and dining facilities throughout the railroad system. By raising the issues of facilities, workers' rights, and public health, these women shaped federal policy and widened the agenda of the WSS to include a direct attack on segregated workplaces. This article argues that African American women car cleaners launched an industrial campaign that wove together concerns about racism, sexism, and health issues, and successfully removed barriers to women working in a predominately male industry.     

SOME DATA ON CHANGES IN TRANSPORT ACCESSIBILITY OF EAST SIBERIA AND THE SOVIET FAR EAST IN CONNECTION WITH CONSTRUCTION OF THE BAM

The impact of the Baikal-Amur Mainline on accessibility to resource sites in East Siberia and the Soviet Far East is measured. At the present time, a little more than one-half of the developed southern portion of the region lies within 200 km of the Trans-Siberian. As a result of the construction of the BAM, nearly 75 percent of the area will be within 200 km of the nearest railroad. The gains in distance to the nearest railroad are mapped, and show a maximum gain (of 420–450 km) in an area northeast of the northern tip of Lake Baikal. Although the BAM, because of difficult terrain, is still distinguished by a high coefficient of sinuosity (compared with the great-circle distance), it does represent a gain over the present distance from the Pacific coast to points west of Lake Baikal.     

Transport Development of the Middle Ob'oil District

Two basic alternative transport systems are analyzed for the new oil-producing district along the Middle Ob'valley in West Siberia. One is the construction of a railroad parallel to the Ob' River; the other is the use of the waterway itself. Comparative cost analysis suggests that the railroad would be economical only for very large traffic volumes, not expectable in the foreseeable future. By 1980–1985, expected freight flows may justify construction of the western section of the proposed railroad in the oil district itself. Instead of an eastward extension, the author advocates a continuation toward the rich gas and possibly oil prospects in the northern part of the West Siberian plain, and ultimately to Noril'sk. The paper was published before the Soviet Union announced, in early 1970, that the accelerated development of the oil district required construction of the western section of the Ob'valley railroad in the 1970s.     

‘A STEPPINGSTONE OF CIVILIZATION’: THE HOJACK SWING BRIDGE AND THE NEGOTIATION OF SOCIAL POWER IN MONROE COUNTY,WESTERN NEW YORK STATE

Abstract

This paper examines the Hojack Swing Bridge, a 1905 railroad swing bridge in western New York State, and its role in the creation of and mediation between structures of power in the region. We first discuss the general design and mechanics of swing bridges, the history of the Hojack railroad in the region, and the effect of the railroad on industrial development in the area. We then demonstrate how the very location and design of the Hojack Swing Bridge was not only the result of geographical considerations, but also the result of competition and compromise between the railroad company and other interests. We close with a brief discussion of the bridge today and its recent demolition as a reflection of this ongoing competition in the present.     

谁阻路政:岑春煊与丙午广东粤汉铁路风潮

自粤汉路权从美国合兴公司赎回以后,粤汉铁路进入粤湘鄂三省分省合办阶段。鉴于广东绅商的集股办法存在弊端,张之洞一再强调和坚持官督商办体制,岑春煊提出广东官商"合力筹款"的思路,由官向商征收台炮捐、船捐、酒捐、盐捐等,由官收存,作为官款、公款,发给商铁路股票。这个思路和做法遭到绅商的反对,由此而出现官绅分歧,1906年(丙午)年初引发官绅冲突,是为丙午广东粤汉铁路风潮。岑春煊指责绅商阻挠路政,申述征收捐费属于"就地收捐",争辩本省人集款建本省路的合理性。绅商则指责岑春煊苛捐虐民,扰乱路政。风潮发生后,岑春煊和绅商分别采取相应的措施,绅商逐渐加紧了招股、收股的行动,并有初步成效。一直注重商权的岑春煊在张之洞和广东同僚的调停下表达了"但愿路事有成"的愿望,释放了被捕的黎国廉,颁布了同意商办的告示,铁路风潮得以消解,广东粤汉铁路的自办实现了由官督商办到商办的体制转型。风潮的发生和体制的转型是粤汉铁路自办进程中必然发生的现象,也是粤汉铁路筹建进展的结果和表现。在这个过程中,岑春煊和绅商都在探索筹款办法和体制问题,他们都不是阻挠路政或扰乱路政者,而是粤汉路政的推进者。     

张之洞在中国通商银行创办过程中的言论述评

在中国通商银行创办的过程中,张之洞和盛宣怀在一系列问题上发生了矛盾和冲突。张之洞主张先办铁路后办银行,不愿意保举盛宣怀创办并督理银行,迟迟才同意对御史管廷献的奏折列名复奏,并对中国通商银行提出了一些限制条件。其思想动机,本质上是利益之争,是为了防止盛宣怀由控制中国通商银行进而控制芦汉铁路。张之洞和盛宣怀之间的派系矛盾、张之洞重“官”轻“商”的“官本位”思想及其现代银行意识的淡薄等因素也都影响到他对盛宣怀创办中国通商银行的态度。     

THE BAYKAL-AMUR MAINLINE A MAJOR NATIONAL CONSTRUCTION PROJECT

A Soviet planning official discusses planning for the BAM project, a major new railroad to be completed by 1982 in East Siberia and the Soviet Far East. The construction of a well equipped rail line, supplied with specially designed tank-cars unit trains, was found to be more economical than the construction of an ordinary railroad, needed for resource development north of the present Trans-Siberian, and of a separate oil pipeline from West Siberia's oil fields across Siberia to Far Eastern refineries and tanker export terminals. Under the decision taken by the Soviet planning authorities, crude oil will move by pipeline from the West Siberian fields to Tayshet, where it will be trans-shipped to tank-car trains taking the oil to Urgal. There it will be transferred again to pipelines for transmission to refineries and port terminals. [See also Soviet Geography, November 1974, pp. 587–590; map, p. 588.]     

The use of Savings-Bank Statistics in Economic Geography

Soviet savings-bank statistics are examined as a potential source of data in economic-geographic research, with particular reference to four distinctive areas of Donetsk Oblast (Yenakiyevo, a large coal-steel city; Debal'tsevo, a middle-size railroad town; a suburban rural area; and a purely rural area). The average deposit balance in rural areas tends to be larger and more stable than in cities. City dwellers view savings banks as a place for keeping temporarily available money while rural residents use the banks for savings for particular purposes (home building, automobile purchase, etc.). The coefficient of territorial concentration (the ratio of the mean deposit in the local area to the mean deposit in the oblast as a whole) reflects differences in income levels. The mean deposit tends to be highest in suburban rural areas, where employment in the central city is supplemented by the sale of produce from private garden plots. Income levels in Yenakiyevo, with its high-paid labor force in the coal and steel industries, are higher than among the railroad workers of Debal'tsevo. Changes in deposit balances through the year also reflect urban and rural peculiarities in family incomes and expenditures.