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The Evening Star WEDNESDAY, JANUARY 23, 1935. A PRECIOUS RAILWAY.

The news is confirmed that the most contentious railway in the world the Chinese Eastern—promises no longer to be a bone of contention. The last arrangements for its transfer to Manchukuo —in effect to Japan—wc arc told to-day have been completed, and the transfer will be effective next month. Friends of world peace will count this not the least of the blessings for which they have had cause to bo thankful in the last few months, it is a stormy and an anxious history which the buying out of Russian interests in the line recalls. Reviewing it, a correspondent of ‘ The Times ’ points out that when Russia obtained from China the right to build across Manchuria —now Manchukuo the shortest way to connect the Siberian railway with Vladivostok, the world was deeply interested and saw ft oublo ahead) When the concession was extended to include a branch from Harbin to Dalny (or Dairen), an ice-free port on tho Yellow Sea, the political repercussions were endless, and culminated in the Anglo-Japanese Alliance by which Great Britain, to offset Russia’s aggressive policy in China, became committed to support Japan in time of war, since the C.E.R. enabled Russia to deploy an army in Manchuria. Tho last straw was a Russian foray into Korea, and in a matter of weeks Russia and Japan wore at war on land and sea. “ Without the C.E.R. and its southern branch there would have been no AngloJapanose Alliance, no Russo-Japanese war, no Japanese irruption into Manchuria in 1931, and no loss to China of sovereignty there.” Russia had tho worst of the Manchurian war, hut she retained the main line of the C.E.R. and the branch section from Harbin to Changchun (now Hsinking, the capital of Manchukuo), thus remaining predominant in Northern Manchuria. Japan was left established as proprietor of the remainder of the southern branch to Dalny. Both Powers withdrew their forces from Manchuria with the exception of railway guards, but retained possession and full control of their respective parts of the railway. China remained as the sovereign Power with administrative control of everything outside the zones of the two forcign-owned railways. Japan and Russia scowled at each other, awaiting tho next trial of strength. Then, with the Great War, came tho collapse of Russia, and aftei various vicissitudes China assumed control of the line, but left its management mainly in the hands of the White Russian officials who had controlled it in the last phase of the world struggle. In 1924 the treaty was signed by which the Soviets renounced all special rights and privileges in China and agreed that tho C.E.R. should be. jointly managed by both count: ics as a commercial concern for their common benefit. Soviet officials gradually displaced the White Russians, and a struggle began between the Soviets and China for complete control of the line. Six years ago China seized it; Russia sent her forces across the_ border, defeated the Chinese in a one-sided little war (which was never proclaimed), and established her own control. The Chinese set themselves to build competitive railways. The Japanese udoptod the same course as soon as they had seized Manchuria,, A clash between

Russia and Japan seemed possible at any time after September, 1931, and it was not until last year that the tension was eased by the announcement that the Soviets were willing to sell the C.E.R. The fact that they were willing, for a consideration, to part with a railway of such importance to them argued that they had no immediate intention of opposing the Japanese intrusion into North Manchuria, and wore indeed admitting a “ fait accompli ” which they had not the power to reverse. There was many a slip still, between the cup and the lip. The Russians, o,t the outset, wanted 625 million yen for their interests; the Japanese offered fifty million. After quarrels and bandit outrages and suspension of negotiations the bargain was concluded eventually at 170 million. Opportunities for minor friction may continue yet for some time to come. Payment is to be made mainly in goods, leaving room for wrangling. There are some 6,000 or 7,000 Russian employees of the railway, holding the chief positions, and as many Chinese working under them. It will take time to replace the Russians by Japanese. The Japanese will jn-ovide funds to pension the retiring Russians, who will then return to their own country if they desire to do so. As a commercial proposition ‘ The Times ’ correspondent believes that the Japanese are paying a very high price for their line. Rails, bridges, ( stations, workshops, all require to be renewed or repaired, and most of the rolling stock is decrepit or obsolete. To put the railway in a reasonable condition big contracts must bo let, by which Britain is expected to benefit largely, adding another 100 millions of yen to the purchasing price, making it one which, commercially, is never likely to be recovered. On the other hand, the railway as a lateral line of communication would be strategically invaluable in the case of a war in which the Japanese in North Manchuria were confronted by an enemy whose advance base was in the maritime province. Its possession by Japan, once it has been put in order (about which there is not expected to be any delay), will render her position so strong in Manchuria as to make the best guarantee that has yet been given that a war between her and Russia will never take place.

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Permanent link to this item

https://paperspast.natlib.govt.nz/newspapers/ESD19350123.2.50

Bibliographic details

Evening Star, Issue 21935, 23 January 1935, Page 6

Word Count
925

The Evening Star WEDNESDAY, JANUARY 23, 1935. A PRECIOUS RAILWAY. Evening Star, Issue 21935, 23 January 1935, Page 6

The Evening Star WEDNESDAY, JANUARY 23, 1935. A PRECIOUS RAILWAY. Evening Star, Issue 21935, 23 January 1935, Page 6