This study examines the expansion of the railway transportation system according to the formation and changes of the operating organization
of Chinese Eastern Railway Southern Line, the influence of railway on the spatial structure of Northeast China by comparing the features
with the Colonial Transportation Geography Model. The railway center was moved to Harbin, Dalian, Fengtian according to the changes of
the operating organization, and the stronghold became the center for performing railway policies and urban planning in Northeast China.
Railway zones were established along the railway, similar to foreign concessions. Political, economic, and transportation centers were
reorganized around the railway hub center, which led to the concentration of urban development among other cities. As a result of comparing
the Rimmer model(1977) and Northeast China, the commonality are the followings; the existing transportation system were formed around the
coastal, along the river, and land road built by empire before colonization. In the early stage of colonization, the modern transportation
system was built by connecting the port to the inland city by railway. In the advanced stage of colonization, the administration centers were
transferred by the intention of the colonial authorities. The difference are the followings; first, the permanent western base was the port city
in the Rimmer model, but in Northeast China there were two permanent bases: one inland city and one port city, Harbin and Dalian.
Secondly, in the model the permanent base becomes the new capital, however in Northeast China, the inland city along the railway became the
new capital due to political and geographical reasons. Finally, in the model, the importance of the existing ceremonial city inclines through in
the colonial process, while in Northeast China, ceremonial cities develop by transforming into a new functional city, such as an industrial city.