• Journal of Plant Biology
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• v.24 no.4
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• pp.191-216
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• 1981

In our present investigations, distributions of Korean Aceraceae with single genus composed of 16 species, 14 varieties and 1 form were studied. Distributional atlases were made by UTM grid map and drawing methods have been previously described (Distribution Atlas of Plants of Korea I, II, and III). Acer okamotoanum and A. takesimense of Korean endemic species are commonly distributed in Dagelet Island but the latter also in such islands as Quelpart, Wan-Do and Heucksan-Do. A. palmatum var. nakaii is found in the middle and the northern parts of the subtropics, and A. micro-sieboldianum and A. nudricarpum restricted to the middle part of the country are endemic species of Korea. A. barbinerve and A. tegmentosum as species from the north are distributed to the top of Mt. Chiri in the south and are also found in Mt. Nangrim and Baiktu in the north. A. ginnala and A. mono are commonly distributed in Liaotung-Pantao and Shantung-Pantao, or Chinese peninsulas, and South Manchuria with Korean Peninsula. A. barbinerve, A. tegmentosum, A. triflorum, A. tschonoskii and A. ukurunduense in south Manchuria, north Manchuria and Korea are florae derived from Manchuria, and A. japonicum, A. momo var. ambiguum, A. mono var. savatieri, A. palmatum var. matsumurae and A. ukurunduense var. pilosum appear in Korea and Japan.

• Journal of the Korean Society for Railway
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• v.17 no.4
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• pp.297-306
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• 2014

This paper analyzes Japan's consignment management of the Chosun Railway to the South Manchuria Railway. While Chosun Railway was entrusted, its management style differed significantly from that of Japan's direct management. After eight years of trust management, the direct management of Chosun Railway was returned to Japan. This of beyond border trust management is very rare. In addition, the management of Chosun Railway by South Manchuria Railway, which had an operation style similar to that of a private company, led to changes in Chosun Railway. This research analyzes the four key traits of South Manchuria Railway's consigned management. The first key trait is the initial Korean infrastructure and operation separation model. The second key trait is the international transportation and administration segregation. The third key trait is that it expanded the railway related businesses and led to the establishment of private railway companies. The fourth key trait is that the continental linked transportation was activated. Through analyses, it would be to create a comparative study of the resulting East Asian countries' operations. Furthermore, this research will in investigating the nature of Chosun Railway.

• Journal of architectural history
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• v.25 no.2
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• pp.7-19
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• 2016

Shenyang was one of the representative transportation hub of Northeast China during the modern period. The formation and development of the railway network gave great influence on Shenyang's city development. In order to understand the relationship between railway and city development, first, we classified Shenyang's city development period by the railway network's formation and expansion process. Then, we analyzed the relationship between railway and city space by five categories. The results of this study are as follows. First, before railway was constructed, Shenyang was a castle city, which also was the economic center of Northeast China. This was the main reason Shenyang was chosen as a railway zone. During the modern period, the castle structure became an obstacle to city transportation and environment, therefore, it was disposed. During the period of railways' expansion, South Manchuria, Jingfeng and Shenhai railway line was constructed in Shenyang. Since each line had different operation organizations, city sites along the railways were planned separately. However, these operation organizations had one common purpose, which was to use railway as an accelerator for economic development. During the period of railway's military usage, railway was reorganized as military supply transport for the Japanese, which also was used as a tool for the expansion of colonialism. Second, after Shenyang's city space was reconstructed along the railway, it created a close connection with city structure, city facilities, landscape and city transportation system. Hence, the railway system played a key role in modern city planning.

• Journal of the Korean Society for Railway
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• v.20 no.3
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• pp.423-431
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• 2017

This study analyzed the educational background, career, and post-retirement activities of notable bureaucrats employed at Chosun Railway Bureau during the Japanese colonial period in Korea. First, significantly, most railway bureaucrats were of Japanese origin, being specialized in railway operations and adjusted to occupation in a reserved organizational environment for a considerable time period. Second, the Japanese showed explicit eagerness to work at the Chosun Railway, which fitted their ideology of railway bureaucrats. In addition, almost 60% of the bureaucrat population had strong educational experience from Tokyo Imperial University, which is equal to the percentage of graduates from other institutions operating during the Japanese colonial period. Moreover, in the very early period of building the railway system, the demand for specialists was higher than for other jobs and divisions because of the railroad's complex infrastructure, which resulted in high job appointment rates. In a similar sense, based on a strong affiliation of bureaucrats with railways, the number of bureaucrats from Japanese Railway Worker's Bureau was higher initially because of bureaucrats from South Manchurian Railway Company. These changes essentially contributed to alteration of bureaucrats' awareness and created a more positive attitude regarding the Chosun Railway. In the meantime, as opposed to the Taiwan and Manchurian Railways, both Chosun Railway and the Taiwan Railway were operated in compliance with strong bureaucratic traditions.