Fusan

In April of 1898 the Russo-Korean Bank closed its doors, the Russian Financial Adviser left, the military instructors packed their bags, and the Russian Legation finally dispensed with its formidable marine guard. The visit of Baron Shibusawa to Seoul was shortly followed by the granting of a concession to a Japanese Syndicate for the building of a railway to connect Seoul with Fusan, and Japanese trade and industry now showed a marked increase.

1905, B. L. Putnam Weale, The Re-shaping of The Far East, volume II, The Macmillan Company, page 42

The reconstruction of the Tokyo-Shimonoseki section is of importance and ought to be done, not only because it forms a great artery of Japan, but also because it is the line which, when the Mukden-Antung standard-gauge railway is completed next November, will form part of the world’s railway highway, conveying passengers via Chosen and South Manchuria, with only 10 hours’ sea transportation, northward (Shimonoseki to Fusan) to Harbin, where the Siberian Railway is reached and the railway journey may be continued to Europe.

1915, Robert P. Porter, Japan, the New World-power, Oxford University Press, page 466

This was not a new idea in the East. The Koreans had long confined the Japanese traders to the port of Fusan, and when the Japanese entered upon their period of seclusion both Dutch and Chinese traders were restricted to the single port of Nagasaki.

1935, Payson J. Treat, The Far East: A Political and Diplomatic History, New York: Harper & Brother Publishers, page 61