RUDN Journal of Russian HistoryRUDN Journal of Russian HistoryВестник Российского университета дружбы народов. Серия: История России2312-86742312-8690Peoples’ Friendship University of Russia named after Patrice Lumumba (RUDN University)5087210.22363/2312-8674-2026-25-2-235-253NMXYMRFAR EASTERN CROSS-BORDER OF RUSSIAДАЛЬНЕВОСТОЧНОЕ ТРАНСГРАНИЧЬЕ РОССИИResearch ArticleUssuri Railway in the Government Plans for the Far East DevelopmentУссурийская железная дорога в правительственных планах освоения Дальнего Востокаhttps://orcid.org/0000-0002-5400-35285271-8247YanchenkoDenis G.ЯнченкоДенис Геннадьевич

PhD in History, Associate Professor, Associate Professor of the Department of Russian History, Senior Researcher

кандидат исторических наук, доцент, старший научный сотрудник кафедры истории России с древнейших времен до XX в. Института истории

d.yanchenko@spbu.ruSaint-Petersburg State UniversityСанкт-Петербургский государственный университет30062026252FAR EASTERN CROSS-BORDER OF RUSSIAДАЛЬНЕВОСТОЧНОЕ ТРАНСГРАНИЧЬЕ РОССИИ23525329062026Copyright ©; 2026, Yanchenko D.G.Copyright ©; 2026, Янченко Д.Г.2026Yanchenko D.G.Янченко Д.Г.https://creativecommons.org/licenses/by-nc/4.0https://journals.rudn.ru/russian-history/article/view/50872

The author in their article examines the question of departmental affiliation of the Ussuri Railway, which was posed to the government after the Russo-Japanese War under the unique circumstances of the Duma monarchy. It demonstrates that in Vladivostok, as the largest Russian port in Asia, there was a clash the interests between various imperial departments. In addition, the redistribution of “assets” also affected commercial and entrepreneurial circles. Formally the Chinese Eastern Railway, a private enterprise, which took over the Ussuri Railway, was subordinate to the Ministry of Finance. The position of the officials de facto managing the Chinese Eastern Railway was formed based on the assessments received from the field, personal impressions, and the established policies of the Ministry of Finance. The competition between the Railway Administration of the Ministry of Railways, the military represented by governors-general, the viceroy, and military governors of the regions, and the Ministry of Finance, which managed the activities of the Chinese Eastern Railway through its board, also influenced the economic development of the sections of the entire Trans-Siberian Railway. The question of the modernization of all railway lines, including the Ussuri Railway and the associated port infrastructure of Vladivostok remained at the core of this development. The author concludes that the government’s compromise on defense and administration of the Far East was achieved thanks to the railway’s correct operation in financial and administrative terms before World War I. By 1914, largely thanks to the Ussuri Railway and the Amur Mainline under construction, a unified economic space had already been formed and opportunities for the further colonization of the Amur region and the development of regional infrastructure increased.

Рассматривается вопрос о ведомственной принадлежности Уссурийской железной дороги, который был поставлен перед правительством после Русско-японской войны в специфичных условиях думской монархии. Показано, что во Владивостоке как крупнейшем русском порту в Азии сталкивались интересы разных ведомств империи. Перераспределение «активов» затрагивало и торгово-предпринимательские круги. Формально частное предприятие - Китайско-Восточная железная дорога, поглотившая Уссурийскую линию, подчинялась финансовому ведомству. Позиция де-факто управлявших Китайско-Восточной дорогой чиновников формировалась на основе оценок, поступавших с мест, личных впечатлений и сложившейся политики Министерства финансов. Элементы конкуренции между Управлением железных дорог Министерства путей сообщения, военными в лице генерал-губернаторов, наместника, военных губернаторов областей и Министерством финансов, руководившим деятельностью Китайско-Восточной дороги через ее правление, оказывали влияние на экономическое развитие участков всего Транссиба. Речь шла о модернизации всех линий, включая Уссурийскую железную дорогу, и связанной с ней портовой структуры Владивостока. Автор приходит к выводу, что правительственный компромисс по вопросам обороны и администрирования Дальнего Востока был достигнут благодаря корректной с точки зрения финансов и управления эксплуатации дороги до Первой мировой войны. К 1914 г. во многом благодаря Уссурийской и строящейся Амурской магистрали уже сформировалось единое экономическое пространство, возросли возможности для дальнейшей колонизации Приамурья и развития региональной инфраструктуры.

Russo-Japanese warcommunication routesport of VladivostokFar Eastern FrontierEconomic HistoryTransport InfrastructureРусско-японская войнапути сообщенияпорт Владивостокадальневосточный фронтирэкономическая историятранспортная инфраструктураСтатья подготовлена при поддержке гранта Российского научного фонда, проект № 23-48-00004 «Китайско-Восточная железная дорога как трансграничная социокультурная система: история строительства, реконструкция и моделирование механизмов охраны культурного наследия». URL: https://rscf.ru/project/23-48-00004/This article was supported by the Russian Science Foundation, project No 23-48-00004 “Chinese Eastern Railway as a trans-border socio-cultural system: studying its history, reconstructing and modeling mechanisms of cultural heritage protection”. 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