题目：晚清铁路认知的起源与演变研究
答辩人：雷环捷
指导老师：刘大椿教授
答辩时间：2020年5月25日
目录
绪论
0.1选题缘起与意义
0.2史料与研究综述
0.3研究内容与思路
第一章 传教士与“火蒸车”：鸦片战争前铁路认知的起源
1.1铁路起源的多层面相
1.2铁路认知的起源
1.3郭实猎首创“火蒸车”
1.4对“火蒸车”的评析
1.5小结
第二章 “火蒸车”的传播：鸦片战争后铁路认知的初构
2.1“火蒸车”的传播与流变
2.2中国人对铁路知识的最初引介
2.3十九世纪中叶铁路认知的评析
2.4小结
第三章 从“火蒸车”到“火轮车”：译词与铁路认知的本土化
3.1铁路译词变更与认知本土化：以魏源为例
3.2铁路译词的整理与分析：1835-1878
3.3“火轮车”引领铁路认知本土化
3.4小结
第四章 从“一体防范”到“自强要图”：洋务运动时期铁路认知的转变
4.1洋务运动时期的铁路问题及其前奏
4.2洋务运动前期对铁路的“一体防范”（1861-1874）
4.3“一体防范”的松动（1874-1885）
4.4铁路成为“自强要图”（1885-1894）
4.5小结
第五章 在“铁路”与“铁道”之间：甲午战争前后中日的铁路认知互动
5.1日本铁路认知的起源及其所受中国影响
5.2“铁道”在中日的不同起源探微
5.3“铁道”在中日的不同传播历程
5.4从译词看中日铁路认知的互动
5.5小结
第六章 曾鲲化与铁路管理：清末铁路认知的更新
6.1曾鲲化铁路认知的两种背景
6.2铁路技术官僚生涯的早期言行
6.3曾鲲化案例所反映的清末铁路认知
6.4小结
结语 晚清铁路认知的检视与反思
7.1晚清铁路认知的总体检视
7.2晚清铁路认知的反思教训
参考文献
致谢
在读期间的研究成果
摘要
晚清时期，铁路技术传入中国并实现艰难起步，构成中国近现代科技转型的重要一环。与历经坎坷且成就有限的铁路事业相比，铁路认知的发展不仅贯穿于晚清史的整体之中，而且相继回应了“铁路是什么？”、“要不要建铁路？”、“如何建铁路？”、“铁路怎么管理？”等关键问题，使得这段铁路史更显著地表现为铁路认知史。具体而言，书写晚清铁路认知的历史可循着这些问题所组成的技术传播与发展的逻辑，划分为起源和变迁两个部分，拣选若干核心概念、重要事件及代表人物等进行考察，并对最终所呈现的总体历史进程加以总结和反思。
第一章探查铁路起源问题，从铁路实体、铁路倡议和铁路认知三个层面入手。其中，铁路认知的起源在时间上最早，然而以往有关于此的说法对时间和作者等存在多种谬误。事实上，最早介绍铁路知识者当属1834年普鲁士传教士郭实猎在《东西洋考每月统记传》中刊载的《火蒸水气所感动之机关》一文。后来，他对铁路认知起源的贡献还包括《火蒸车》（1835）、《贸易》（1838）等文章，可以用最具概括性的“火蒸车”一词作为代表。
第二章探析中国人的铁路认知如何初构。巧合的是，郭实猎《火蒸水气所感动之机关》于1842-1852年间被中文著作五次辑录，是为探析“火蒸车”如何被中国人接受并发生变化的极佳案例。五次辑录分别为魏源《海国图志》五十卷本、梁廷枏《海国四说》、郑复光《镜镜詅痴》、魏源《海国图志》六十卷本和魏源《海国图志》一百卷本。此外，林则徐《四洲志》、丁拱辰《演炮图说辑要》、徐继畬《瀛寰志略》等也反映了中国人对铁路知识的最初引介。它们共同表明，19世纪中叶铁路认知在华经历了传播与初构。
第三章梳理铁路译词的创造和调整状况，以此考察铁路认知的本土化。从1835年至1878年，对应于“火车”和“铁路”的系列铁路译词相继被创造出来，可分为传教士创造和中国人创造两个部分。后来常用的四种译词之中，“火车”由传教士创造，“铁路”、“火轮车”和“铁道”则由中国人创造。结合时序来看，前期以传教士为主，后期以中国人为主。可以认为，“火蒸车”与“火轮车”分别象征着铁路认知本土化的发端与实现。
第四章论述洋务运动时期铁路认知的转变。虽然铁路起初就作为议题得以被纳入官方的、全国的层面进行讨论，但是一方面可能有损国家利益，另一方面并非“师夷长技”的重点，所以在中外交涉时被严令要求“一体防范”，甚至被视为“自强”的对立面。此后随着铁路认知的增长和多次试办的实践，对铁路的“一体防范”有所松动。随着海防之议兴起，通过创建铁路与加强海防的结合，才使得铁路是“自强要图”的观点得到越来越广泛的认同，并促使清廷最高决策层于1889年支持“毅然兴办”铁路。
第五章分析甲午战争前后中国与日本的铁路认知互动。译词“铁路”对应于早期中国影响日本的时期，译词“铁道”则对应于后期日本影响中国的时期。甲午战争后，“铁道”由于清末师法日本的潮流之盛行而盛行，遂形成与“铁路”并行不悖的局面。从“火蒸车”到“铁道”，反映出中国的铁路认知主要来源发生变化，即从直接学习西方到通过直接学习日本以间接学习西方。
第六章以甲午战争后铁路认知转向的代表人物曾鲲化为例，考察清末铁路认知中铁路管理领域兴起的状况。他具有留学日本的经历和铁路调查的实践，回国后在铁路人才与教育、铁路规划与建设、铁路法律与制度等领域均颇有建树。该案例不仅反映出具有留日背景的铁路技术官僚群体出场，象征着日本新增为清末铁路认知的主要来源之一，而且表明铁路认知需要顺应铁路由“从无到有”到“从有到优”的转变而进行更新。
总之，本文分阶段、有重点地展现了晚清铁路认知的起源与演变图景，并对既有关于铁路起源、铁路译词等的观点有所突破。这段历史不但具有超越性、互动性、综合性和公共性等基本特征，而且发挥了推进晚清铁路事业的发展、奠定民初铁路认知的基础、引领近代社会风气的转变等主要作用，同时也在技术认知的动力机制转变、近代社会转型中的科技观变革、科技转型的滞后性与偏移性等方面留下了反思教训。
关键词：铁路认知；火蒸车；自强要图；铁道；科技观
Abstract
In the late Qing Dynasty, railway technology was introduced into China and achieved a difficult start, which constituted an important part of the transition of science and technology in modern China. Compared with the railway industry which experienced many difficulties and achieved limited achievements, the development of railway cognition not only ran through the whole history of late Qing, but also successively responded to the key questions such as “What is railway?”, “Shall we build the railway?”, “How to build the railway?”, “How to manage the railway?”, making the railway history more significant as the history of railway cognition. Specifically, writing the history of railway cognition in late Qing follows the logic of technology communication and development composed of these issues, which could be divided into two parts: origin and change. Some core concepts, important events and representative figures are selected for investigation, and the overall historical process presented in the end is summarized and reflected.
The first chapter explores the origin of railway from three aspects: railway entity, railway initiative and railway cognition. Among them, the origin of railway cognition is the earliest in time, but there are many fallacies about time and the author in the past. In fact, the first person to introduce railway knowledge was Karl Friedrich August Gützlaff (Guo Shilie), a Prussian missionary, who published the article “Huozheng Shuiqi Suo Gandong Zhi Jiguan” in the monthly biography of Dongxiyangkao Meiyue Tongjizhuan in 1834. Later, his contributions to the origin of railway cognition also included articles such as “Huozheng Che” (1835), and “Maoyi” (1838), which can be represented by the most general word “Huozheng Che”.
The second chapter discusses how to realize the initial construction of Chinese railway cognition. Coincidentally, Guo Shilie's article was edited five times by Chinese works from 1842 to 1852, which is an excellent case study of how the “Huozheng Che” was accepted and changed by the Chinese. The five editions were 50-volumes of Wei Yuan’s Hai Guo Tu Zhi, Liang Tingnan’s Hai Guo Si Shuo, Zheng Fuguang’s Jing Jing Ling Chi, 60-volumes of Wei Yuan’s Hai Guo Tu Zhi and 100-volumes of Wei Yuan’s Hai Guo Tu Zhi. In addition, Lin Zexu’s Sizhou Zhi, Ding Gongchen’s Yanpao Tushuo Jiyao and Xu Jiyu’s Yinghuan Zhilve also reflected the Chinese’s initial introduction to railway knowledge. Together, they showed that in the mid-19th century railway cognition experienced dissemination and initial construction in China.
The third chapter reviews the creation and adjustment of railway translated words, in order to examine the localization of railway cognition. From 1835 to 1878, a series of railway translated words corresponding to “train” and “railway” were successively created, which can be divided into two parts: missionary creation and Chinese creation. Among the four translated words commonly used later, “Huoche” was created by missionaries, while “Tielu”, “Huolun Che” and “Tiedao” were created by the Chinese. In terms of chronological order, missionaries were predominant in the early stage and Chinese in the later stage. It can be considered that the “Huozheng Che” and the “Huolun Che” respectively symbolize the beginning and realization of the localization of railway cognition.
The fourth chapter discusses the evolution of railway cognition during the Western Affairs Movement. Although the railway was initially discussed at the official and national level, on the one hand it may harm national interests and on the other hand it was not the focus of “Shi Yi Chang Ji”, so it was strictly required to be “Yiti Fangfan” in China’s diplomatic relations, and even regarded as the opposite of “self-strengthening”. Since then, with the increase of railway cognition and the practice of many trials, the “Yiti Fangfan” of the railway has been loosened. With the rise of the coastal defense debate, the combination of creating railways and strengthening coastal defenses has made the view that railways are “Zi Qiang Yao Tu” more and more widely recognized, and prompted the supreme decision-maker of the Qing court to support the “resolutely established” railway in 1889.
The fifth chapter analyzes the railway cognitive interaction between China and Japan before and after the First Sino-Japanese War. The translated word “Tielu” corresponds to the period of early China's influence on Japan, while the translated word “Tiedao” corresponds to the period of later Japan's influence on China. After the First Sino-Japanese War, “Tiedao” prevailed because of the trend of learning from Japan at the end of Qing, which formed a situation of parallel with “Tielu”. From “Huozheng Che” to “Tiedao”, it reflects the changes of the main sources of China’s railway cognition, that is, from learning the West directly to the West indirectly through learning Japan directly.
The sixth chapter takes Zeng Kunhua, a representative of the railway cognition turning after the First Sino-Japanese War as an example, to investigate the rise of railway management in the railway cognition field at the end of Qing. He has the experience of studying in Japan and the practice of railway investigation. After returning to China, he has made considerable achievements in the fields of railway talents and education, railway planning and construction, railway law and system, etc. This case not only reflects the presence of the railway technical bureaucrats with the background of studying in Japan, but also symbolizes that Japan was newly added as one of the main sources of railway cognition. It also shows that railway cognition needs to be updated in line with the transformation from “starting from scratch” to “continuous optimization”.
All in all, this dissertation presents the origin and evolution of railway cognition in late Qing in stages and with emphasis, and breaks through the existing views on railway origin and railway translated words. This period of history not only has the basic characteristics of transcendence, interactivity, comprehensiveness and publicity, but also plays a major role in promoting the development of railway industry in late Qing, laying the foundation of railway cognition in the early Republican China, and leading the transformation of modern social atmosphere. At the same time, it also left some reflective lessons in the transformation of the dynamic mechanism of technological cognition, the change of scientific and technological view in the modern social transformation, and the lag and deviation of the transition of science and technology.
Key words: railway cognition; Huozheng Che; Zi Qiang Yao Tu; Tiedao; scientific and technological view
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