Citations:Huining

English citations of Huining

In China

• 2019 February 6, Chris Buckley, “Eight Killed in Knife Attack in China Amid Lunar New Year Celebrations”, in The New York Times‎^[1], →ISSN, →OCLC, archived from the original on 06 February 2019, Asia Pacific‎^[2]:

  A brief police account of the attack on Tuesday in semirural Huining County, Gansu Province, left many questions unanswered, including the identities of the victims.

Hoeryong, Korea

• 1928 July, C. Walter Young, “Chinese Colonization in Manchuria”, in The Far Eastern Review‎^[3], volume XXIV, number 7, →OCLC, page 299, column 1:

  The mineral resources of Kirin province have never been adequately studied. They are known to include, however, in addition to the gold and copper now being mined in the T’ien Pao Shan district contiguous to the proposed Huining (Kainei in Japanese) terminus of the Kirin-Tunhua-Huining railway, also aluminum in the valley of the Mutan, north of Tunhua.

• 1929 December, Ransford S. Miller, “Railway Development in Chosen”, in The Far Eastern Review‎^[4], volume XXV, number 12, →OCLC, page 570, column 1:

  This line is a continuation of the Seoul-Gensan line and extends from Gensan, in South Kanko Province, to Kainei (Korean “Hoiryong”; Chinese “Huining”), in North Kanko, a distance of some 383.8 miles.

• 1931, C. Walter Young, “Japanese Loans and Options concerning Manchuria: 1917-1918”, in Japan's Special Position in Manchuria: Its Assertion, Legal Interpretation and Present Meaning‎^[5], published 1971, →ISBN, →LCCN, →OCLC, page 247:

  The project for a railway from Kirin City, the capital of Kirin province, to Huining,* a city on the Korean side of the Manchurian-Chosen border, which has so far been realized only in part with the completion of the construction of the Kirin-Tunhua railway in 1927, was first made the subject of agreements with the Japanese Government in 1907 and 1909.

  * Kainei, in Japanese; Hoiryong, in Korean.

• 1931 April, “Construction of Railways for Chinese”, in Second Report on Progress in Manchuria to 1930‎^[6], Dairen: South Manchuria Railway, →OCLC, page 55:

  Meanwhile, a narrow-gauge railway (2 ft. 6 in), running 69 miles between Huining, on the Korean side, and Tienpaoshan, was promoted as a joint undertaking of the Chinese Government and Japanese private individuals, and its construction was completed in 1924. By an agreement signed on December 24, 1926, the Kirin-Tunhua line, run- ning 130 miles west of Kirin towards Korea was built for China by the South Manchuria Railway Co. as the contractor at a cost of 24,000,000 yen. […] Of the Kirin-Huining Railway of 260 miles, the 130 miles of the Kirin-Tunhua line and 69 miles of light railway from the Korean side to Tienpaoshan have thus far been completed, and about 60 miles separate the two railheads.

• 1932 April 13, T. A. Bisson, “Railway Rivalries in Manchuria between China and Japan”, in Foreign Policy Reports‎^[7], volume VIII, number 3, New York, N.Y.: Foreign Policy Association, →ISSN, →OCLC, page 30, columns 1–2:

  The uncompleted extension of this line from Tunhua to Huining (Kainei) on the Korean border is subject to controversy, with Japan claiming an exclusive right to finance its construction, a right which is not admitted by the Chinese.

• [1942, Japan's Dream of World Empire: The Tanaka Memorial‎^[8], 1st edition, Harper & Brothers, →OCLC, page 66:

  2. Send the army divisions in Nagoya and Kwansei by sea to Chingchin, and thence to North Manchuria via the Kirin-Hueining Line.
  3. Send the army in Kwantung through Niigata to Chingchin or Lochin, and thence by Kirin-Hueining Line to North Manchuria.]