Travel

Paochueh Temple (寶覺禪寺)

Thanks to Instagram, there’s a Buddhist Temple in Taichung that has become quite popular in recent years on, thanks mostly to the clever positioning of a street light, and the eyes of a massive Buddha statue.

Located a relatively short distance from the Taichung Railway Station and Taichung Park, like most people, having seen these photos often showing up in my feed, I figured the temple was likely a pretty popular tourist attraction, at least for Taiwanese Instagrammers, but I was surprised to learn that most people don’t even bother going inside!

Looking into the temple, I noticed something quite special about it.

Not only was there a giant Buddha statue, but there was also a Japanese-era brick temple located within the temple grounds, which peaked my interest. The historic temple, which has since been ‘protected’ by a massive Chiang Kai Shek Memorial Hall-esque building, constructed around its perimeter, was a special one given that there weren’t so many Buddhist temples constructed during that period of Taiwan’s history in this particular style of design.

So, with some time in Taichung, I decided to hop on a Youbike and ride over to check it out. Arriving at the temple, I found it strange that despite its popularity, only myself and another tourist from Japan were walking around. It was the weekend, so it was a bit odd that there were so few visitors. I did notice, though, that there was quite a bit of construction taking place on the temple grounds, with several very large, and empty-looking buildings, which appeared as if they had just been recently completed, while others were still under construction or being restored.At the time, I figured that might have something to do with with the lack of visitors.

As is the case when I visit (larger) Buddhist temples in Taiwan, I couldn’t help scratch my head at the ‘excessive’ nature of some of the buildings that were being constructed. At its heart, the Buddhist philosophy stresses the impermanent nature of all things, and that detachment from worldly possessions is one of the key elements to living a content life, but I’ve become accustomed to the fact that Taiwanese-style Buddhism tends to completely disregard these kinds of things.

If you’ve seen photos of this particular giant Buddha in the past, you’ll likely remember that it was painted gold, however, on my visit, the statue had also appeared to have undergone some reparations, and the ‘golden’ paint that covered it was removed, and was now matching the color scheme of the newer buildings that have been constructed on site, which were both massive in scale, and the amount of money it would have taken to construct them!

My interest in visiting, obviously, stemmed from the fact that the temple originated during the Japanese-era, and because there were a number of well-preserved objects that dated back to that period of Taiwan’s history. That being said, the entire time I was there, the vibe was a bit off, but I couldn’t quite figure out why. This time, it wasn’t the displays of wealth, it was something that I couldn’t quite put my finger on, and it was only until I returned home and started doing research for this article did I actually figured it out.

When I started searching for information in order to write this article, I found it odd that there was very little available about it’s history, except from the bare minimum ‘one paragraph’ kind of introduction you get from Taiwanese travel websites and none of my go-to resources had much, if anything, available.

I also found it odd that the Japanese-era portion of the temple, which has been both protected and preserved by the organization that runs the temple hasn’t received ‘official historic preservation’ status from either the Taichung City Government nor from the national government. Typically, for places like this, especially those that have such a long history, and are religious in nature, that kind of recognition is quite common.

Then, after a few frustrating hours of research, it suddenly dawned upon me what was going on, which is something I really should have picked up much sooner than I did, but I guess I was just having one of those days.

You see, prior to the Japanese era starting in Taiwan, Japan went through a political revolution known as the ‘Meiji Restoration’ (明治維新), which brought about a transformation in the country’s political and social structure. In most cases, at least in modern history, when a developing nation seeks to modernize and develop itself into a major superpower, one of the first things to get left behind would have been its monarchy, but in Japan, the ‘restoration’ was quite different in that it referred to the return of the emperor’s complete authority, which had been usurped by the shoguns.

Of all the changes that were taking place in Japan at the time, one that doesn’t usually receive much attention was the forced separation of Buddhism from Shinto places of worship. Known in Japan as ‘Shinbutsu Bunri’ (神仏分離 / しんぶつぶんり), the separation policy ended the thousand year syncretic relationship between the two religions. Despite being ingrained within Japanese culture, when the restoration took place, Buddhism was regarded as a foreign influence, whereas Shintoism would become one of the vehicles for the promotion of Japanese nationalism.

The separation originally meant to eradicate Buddhism in Japan, but that is something which ultimately failed. Where it was successful, though, is that the roles of the two religions became more clearly defined, and although Shinto was regarded as something that should be a part of daily life, Buddhism, on the other hand maintained its role as an essential means for which the people of Japan would memorialize their loved ones, acting as the vessel for funerals, graves and ancestral rites.

With that in mind, one of the main reasons why I felt like the vibes during my visit were a bit strange, and also why there’s very little information available about the temple, is simply due to the fact that from the Japanese-era until now, it has been an important place for holding funerals, and from what I’ve seen, it’s one of the most expensive venues in central Taiwan.

Today, I’ll try my best to introduce the history of Taichung’s Paochueh Temple, but I should add that I’m going to focus the most on the historic Japanese-era part of the temple rather than spending much time on the services that it offers to the bereaved. I’ll detail the history and the architectural design, and in the end, if you still feel like visiting, there will be information about how to get there!

Hogaku-ji (寶覺寺 / ほうがくじ)

The temple in its original condition.

Briefly touching on the events that took place during the Meiji Revolution earlier, what I didn’t really explain were the hardships that Buddhists had to face, and the ultimate evolution that the religion had to go through in order to ensure its survival in such a climate.

The purpose of the revolution was meant to modernize Japan, and the reforms pushed by the government focused on aspects of Japanese society that were deemed to be ‘feudalistic’ as well as ‘foreign.’ This brought about not only the end of the Tokugawa Shogunate (徳川幕府), but the daimyo (大名), and the samurai classes, as well, all of which were considered a burden on the state, despite their cultural and historic importance.

This is a part of Japanese history that has been well-documented in that there have been books, films, television shows and anime that help people around the world better understand the changes that the nation underwent in the late nineteenth century. What doesn’t often get mentioned, though, is that Buddhism, which was the most widely practiced religion at the time, was also targeted, and replaced by Shinto as the state religion - all in an attempt to cultivate Japanese nationalism, the notion of Japanese cultural superiority, and most importantly the idea that the emperor was divine.

The temple grounds, likely taken from the former pagoda.

In areas where Shinto Shrines and Buddhist temples were once located together sharing the same space, Buddhists faced forced eviction, with temples, often hundreds, if not more than a thousand years old, left abandoned. Similarly, many monks and nuns across Japan were left homeless, with only the larger sects able to cope with the changes.

Link: Usa Grand Shrine (宇佐神宮) - I expand more on the forced separation of Shinto and Buddhism in this introduction to one of Japan’s most important shrines.

Making matters worse, many of the larger Buddhist sects were once closely linked with the former feudalistic social system, and for centuries enjoyed the perks of being under the patronage of the samurai class. This meant that in order to survive, Buddhism had to quickly adapt to the new social order or face destruction. Thus, modifications were made by the various schools of Buddhism, which altered the core approaches and interpretations of the Buddha’s teachings to coincide with an unquestioning support for the Japanese government, its policies, and the divinity of the Emperor.

This new alignment with the Japanese government allowed for Buddhism to survive, but it also meant that Buddhism was forced to abandon some of its key principles and practices to assist in the promotion of nationalism, and ultimately militarism as well. However, even though concessions were made to conform to state ideology, the forced separation of temples and shrines ultimately resulted in the closure or destruction of over 4,500 Buddhist temples across Japan. Similarly, monks and nuns were either drafted into the Imperial army, or forced to return to ordinary life, depending on their age.

It should be noted, though, that although Buddhism underwent modifications in order to survive, what didn’t really change is that a large portion of the population continued to follow and support the religion, and even high-ranking members of the government took issue with what was going on.

With all of that in mind, it’s somewhat surprising that when the Japanese arrived here in Taiwan, Buddhism was something that helped bridge the cultural gap between the locals and their new colonial ruler. Japanese monks were sent over with military regiments in order to provide spiritual service to the army, but they served as medical practitioners and educators, as well, and as the army made its way around the island, the monks were also able to perform missionary-like services. Suffice to say, the work that Buddhist monks did in the early years of the colonial era earned them political support from Taiwan’s Governor Generals, who in turn allowed Japan’s major Buddhist sects to came to Taiwan to propagate their teachings while also continuing to serve a myriad of roles within the public space.

Throughout the half-century of Japanese rule, the Kegon (華厳宗), Tendai (天台宗), Shingon (真言宗), Rinzai (臨済宗), Soto (曹洞宗), Jodo (浄土宗), Nichiren (日蓮宗), and several other schools of Buddhism were active in Taiwan. Similar to the hierarchical system in Japan, each of these sects would become associated with a central regional temple in Taiwan, known as the ‘Four Holy Mountains’ (台灣四大名山), which were set up to represent the four cardinal directions of north, east, south, and west.

The (original) Four Holy Mountains are as follows:

  1. Yue-Mei Mountain (月眉山派) in Keelung, associated with the Soto Sect (曹洞宗).

  2. Kuanyin Mountain (觀音山派) in Taipei, associated with the Rinzai Sect (臨済宗).

  3. Fayun Temple (法雲寺派) in Miaoli, associated with the Soto Sect (曹洞宗).

  4. Dagang Mountain (大崗山派) in Kaohsiung, associated with the Rinzai Sect (臨済宗).

Note: Coincidentally, when the Japanese-era came to an end, this system remained relatively the same with the Rinzai and Soto sects remaining, but in this case, the Four Holy Mountains are currently, Fo Guang Mountain (佛光山), Dharma Drum Mountain (法鼓山) and Chung Tai Mountain (中台山), which kept (a loose) association with the Rinzai and Soto schools, while the fourth, Tzu Chi (慈濟) is somewhat of a mixture of Buddhist schools and beliefs.

In each case, these organizations have grown exponentially, and although they are representative of Taiwan’s ‘Humanistic’ (人間佛教) approach to Buddhist philosophy - ‘promoting social engagement and involvement with society, modernizing Buddhist teachings, and focusing on issues of environmental protection, human rights and wildlife conservation’ - they also command massive wealth and political power, which is something that they’re often criticized for.

What you’re likely to have noticed is that both the Rinzai and Soto schools, during both the Japanese-era and the modern era, have remained the two more prominent schools of Buddhism in Taiwan, but that isn’t something that should be too surprising, given that both of these schools of ‘Zen Buddhism’ (禪宗) originated in China, and are simply considered to be the Japanese lineage of a much older school of Buddhism.

Despite Buddhist monks having been active in Taiwan since 1895, when the Japanese first arrived on the island, it took at least five years for the first temple to appear. In 1900 (明治33年), Governor General Kodama Gentaro (兒玉源太郎) made an official request for the monks who were active in Taiwan to start construction on a temple as well as being given official permission to promote of Japanese Buddhism in Taiwan.

Whether or not the Governor General himself was a Buddhist is open for debate, but what’s important to note is that he was sent to Taiwan during a period of social and political turmoil, and the living conditions for people on the island were considerably difficult. Kodama was of the opinion that the power of religion could help to stabilize society, and since Buddhism was more well-established with the locals than Shinto was, Japanese monks were able to find a new home in Taiwan, which, ironically was probably a far more friendlier place than the Japanese mainland.

For the Rinzai School (臨済宗 / りんざいしゅう) in particular, construction on the Chin'nanzan Gokoku-ji Temple (鎮南山護國禪寺), which is located next to Yuanshan MRT Station (圓山捷運站) in Taipei, was completed in 1911 (明治44年), and would act as the headquarters for the a number of their temples across Taiwan. One of those temples in its network would be ‘Hogaku-ji’ (宝覚寺), or ‘Paochueh Temple’ as it is known today. Established in Taichu Prefecture (台中州) in 1928 (昭和3年), with temple acting as central Taiwan’s Myoshin-ji (妙心寺 / みょうしんじ) branch.

Note: I realize, for anyone not particularly familiar with Japanese Buddhism, I just threw out a lot of terms. Rinzai is essentially just one of the largest Buddhist lineages in Japan, and it’s split into about fifteen different branches. Each of the branches is purely based off of a head-temple, and not particularly that they have different beliefs of practices. The Myoshin Branch, which is headquartered in Kyoto, just so happens to be the largest and most well-known of the branches.

Hogaku-ji was established by Gisei Higashiumi (東海宜誠禪師), a monk who was known for completely devoting himself to Taiwan, and learning the Taiwanese language in order to better serve the people here. The newly constructed temple wasn’t just an important place of worship, but also featured a Buddhist academy, and a kindergarten for local children.

Official literature points out that the first abbot of the temple was known as the ‘Art Monk’ (藝僧), but that doesn’t really explain very much given the special circumstances of who this person actually was. It took me a big of digging, but I was quite surprised to learn the first abbot of the temple, was a locally born Hakka monk. Born as Chang Miao-Chan (張妙禪) to a well-off family in Hsinchu’s Beipu township, at a young age, he was afforded the opportunity to learn how to play the piano and chess and was skilled at calligraphy, painting and various sculpture techniques, which is where his ‘Art Monk’ nickname would eventually be derived.

Rising to prominence for his work at the Rinzai temples on Shitoushan (獅頭山), a short distance away from his home in Beipu, at the time, this sort of a promotion for a local Formosan citizen would have been pretty rare. However, with the influence of Taiwanese-speaking Gisei Gigashiumi and the Chinese and Hakka-speaking Chang Miaochan, the two monks worked hand-in-hand to promote education in Taiwan through the Rinzai sect’s Chin’nan Academy (鎮南學林), and since the newly established Hogaku Temple in Taichung also served as a Buddhist academy, he was the perfect choice to act as the head abbot.

Keeping in mind what I mentioned above with regard to the ‘Four Holy Mountains’, the idea of a ‘mountain’ (山) in both Chinese and Japanese Buddhist traditions is a special one. In both languages, the ‘mountain’ speaks to the temple’s affiliation. In Japanese, the term ‘sangou’ (山號 / さんごう) is used when referring to the name of a temple. The ‘sangou’ always appears before the name of the temple, similar to how the different denominations of Christianity give titles to their churches, but in this case it just helps people better understand the association.

This, however, is an area of my research for this temple that has been quite frustrating. In the official literature, there are two of these ‘sangou’ listed, and for some reason the few resources available insist that they were both used during the Japanese-era.

Thus, the temple has (apparently) had the following names:

  1. Juheizan Hogaku-ji (鷲屏山寶覺禪寺 / じゅへいざんほうがくじ)

  2. Shobozan Hogaku-ji (正法山寶覺禪寺 / わしへいざんほうがくじ)

In the case of the latter, ‘Shobozan’ (しょうぼうざん), it’s a common ‘sangou’ used to mark an affiliation with the Myoshin sect of the Rinzai School, so it shouldn’t be surprising to see that this name would be used to demarcate the temple. Where I got really confused, though, was with the other name. The issue was that there isn’t actually a mountain titled ‘Juheizan’ (鷲屏山), and even more confusing is that the pronunciation of the first character in the word is most often pronounced ‘washi’ (わし), which refers to an eagle, among other things. It took a while, but I eventually put two and two together to figure out that they were actually referring to the ‘Vultures Peak,’ a prominent location in the stories of the life of the Buddha.

The peak, which is known as ‘Gridhrakuta’ in Sanskrit, is most often referred to as ‘Ryo-zen’ (霊鷲山 / りょうじゅせん) in Japanese, referring to the ‘Vulture’s Peak’ where the Buddha would often bring his disciples for training and retreat. This is something that is often mentioned in Buddhist sutras and the koans used by practitioners of Rinzai. Similarly, if we keep in mind the name of the temple, ‘Hogaku’ (寶覺 / ほうかく) which translates to the ‘awakening’ (or the enlightenment) of the Buddha, its probably not too difficult to see why it would be used, with the temple acting as both a place of worship and of learning. That being said, I couldn’t find any other Buddhist places of worship with this ‘sangou’, so if it was, in fact, the title used for this temple, it was likely that it was unique.

When Taiwan’s Japanese-era came to an end with the empire’s surrender at the end of the Second World War, Hokgaku Temple became known as ‘Paochueh Temple,’ which was just a simple change to the Mandarin pronunciation of the original name. That, however, was just a minor change compared to everything else that would take place over the next several decades. From the historic photos that I’ve seen of the temple, there were actually quite a few interesting buildings constructed on the grounds, including a beautiful seven-layered pagoda, a school building, dormitories for the monks, a bell tower, in addition to a large courtyard with a considerable amount of nature, including trees, ponds, etc. Essentially, the layout of the temple followed what is known as the ‘Shichido garan’ (伽藍 / がらん) style of design, which essentially just means that it featured what the Japanese referred to as a ‘complete temple complex.’

Fashionable tourist visiting the temple

At first, not much changed, but as the decades passed, a number of the original buildings were torn down to make way for newer, much larger buildings, a giant cement statue of the Laughing Buddha was added, and most of the trees were removed, and eventually a wall was erected around the complex.

Sadly, the seven-layered pagoda (in the photo above) that once stood on the western side of the grounds was removed, and replaced with a much larger, much more posh building for funerary services. Similarly, the bell tower, the school, and the dorms were all torn down. Architecturally speaking, the loss of these buildings, at least as far as I’m concerned, is quite unfortunate, because they were all constructed with Showa-era architecture, and from the photos I’ve seen of them, there aren’t many buildings like them left standing in Taiwan today.

Tourists visiting the temple in the 1970s.

Obviously, one of the more significant changes came in the 1970s when the temple’s 100 foot tall Buddha was constructed. I’ll spend more time introducing the statue a bit later, but as you might imagine, the addition of such a large statue within the heart of the city made the temple a popular tourist attraction once it was completed.

With all of the expansion that has taken place over the seven decades since the Japanese left Taiwan, the temple has transformed from a beautiful natural space within the heart of the city to a large cement shadow of its former self. That being said, with all of the modernization taking place, efforts have been made to preserve important parts of its history, which is admirable, because the loss of the original temple would have been a shame.

One of the admirable aspects about the temple that doesn’t really get mentioned too often, is that even though the Japanese gave up control of Taiwan decades ago, the close links and associations between Taiwan and Japan have remained strong. As I mentioned earlier, it’s important to note that the temple was originally a place where the Japanese would hold funerals as that was something that Shinto Shrines don’t actually take care of. So, even though the Japanese left, the Japanese and Taiwanese citizens who were interred within were never moved. In order to allow for the families of the deceased to be able to pay their respects, former Governor General of Taiwan, Kiyoshi Hasegawa (長谷川清/はせがわきよし) visited the country in 1957 in order to assist in the organization of ossuaries for deceased Japanese nationals at Buddhist temples across Taiwan.

To this day, Paochueh Temple remains home to one of these ossuaries, and every year a ceremony is held to honor the dead.

Tourists visiting the temple with a pavilion that has since been torn down.

The friendship that the temple has shown to Japan has also been of benefit as the Japanese Buddhist Association (全日本佛教會) has donated several generous gifts over the years, while the organization that runs the temple today also maintains its links to the Myoshin Rinzai sect.

Before I move on to detailing what you’ll see when you visit the temple, I’ve put together a condensed timeline of events in the drop down box below with regard to its history, for anyone who is interested:

  • 1895 (明治28年) - The Japanese take control of Taiwan as per the terms of China’s surrender in the Sino-Japanese War.

    1911 (明治44年) - The Myoshin Rinzai Chin'nanzan Gokoku-ji Temple (鎮南山護國禪寺) is completed in Taipei

    1928 (昭和3年) - Hogaku Temple is established in Taichu Prefecture by monk Gisei Higashiumi (東海宜誠禪師) on a large plot of land to the west of the downtown core of Taichu City.

    1929 (昭和4年) - Taiwan-born Hakka monk, Chang Miao-Chan (張妙禪), also known as the ‘Art Monk’ (藝僧) is appointed the temple’s first abbot, and a Buddhist academy and a kindergarten open on the grounds.

    1954 (民國43年) - The Japanese Buddhist Association (全日本佛教會) donates a statue, known as the “Peace Buddha” (和平觀音) to the temple.

    1957 (民國47年) - Former Governor General of Taiwan, Kiyoshi Hasegawa (長谷川清/はせがわきよし) helps to organize ossuaries for deceased Japanese citizens in several locations across Taiwan. The ossuary (日本人遺骨安置所) in central Taiwan is located within the temple grounds, and every year a ceremony is held to honor the memory of both the Japanese and Taiwanese citizens memorialized within.   

    1964 (民國53年) - Construction on a giant cement statue of the Laughing Buddha gets underway with more than two million dollars raised in funds from local businesses and citizens.

    1973 (民國62年) - An eight foot fall statue of Jizo (地蔵菩薩 /じぞうぼさつ) is donated to the temple by the Myoshin Temple in Japan.

    1975 (民國64年) - The statue of the Laughing Buddha is completed.

    1987 (民國76年) - Due to the theft of the temple’s property over the years, the temple undergoes a period of renovation with a giant front gate and a wall that surrounds the complex added for security. It was also during this time that the ‘Folklore Museum’ (民俗文物館) within the interior of the Buddha statue was converted into a library and a filial piety education hall.

    1990 (民國79年) - For some odd reason, the giant Buddha statue is painted gold.

    2008 (民國97年) - A monument with a Haiku by famed Japanese poet Haneda Gakusui (羽田岳水), who spent his youth studying and teaching in Taiwan was donated to the temple. The Haiku, translates literally as: “The smile of the Maitreya Buddha under the flowers of the Bodhi Tree” (在菩提樹花下彌勒佛的微笑).

    2008 (民國97年) - The original temple is elevated from its original position and a completely new massive bell tower-like structure is constructed around it.

Architectural Design

Most of the time when I get to the architectural design section of these articles, I do a deep dive into the specifics of the building’s design so readers can better understand what they’re seeing when they visit. This time, I’m going to be introducing a couple of different aspects of the temple that you’ll want to take note of when visiting, but for brevity, and due to a lack of resources, I’ll be offering fewer details than usual.

More specifically, I’ll be introducing the main attraction, the historic part of the temple, but I’ll also offer information about the Buddha statue, and some of the other significant objects that most people may not realize are significant.

Hall of Great Strength (大雄寶殿)

Traditionally, the Main Hall of a Buddhist Temple is known as the ‘Mahavira Hall’ (大雄寶殿 / だいゆうほうでん), but due to confusion with its name in Mandarin and Japanese, when it’s translated to English, it’s often literally translated either as the ‘Precious Hall of the Great Hero,’ or the ‘Hall of Great Strength,’ which probably aren’t the best ways to describe the building. Personally, I prefer to just refer to these buildings as the ‘Main Hall’ (正殿), because its the most important area of the temple where worship takes place, and where you’ll find statues of the Buddha.

On that point, the Buddhist figures enshrined within the ‘Main Hall’ share similarities with most of East Asia’s Buddhist temples, but when it comes to the building’s architectural design, what doesn’t get mentioned very often is that it is a fusion of Japanese, Taiwanese and Western styles of design, which makes it stand out from most of the Buddhist temples you’ll find in Taiwan today, especially those that remain from the Japanese era.

Starting with the interior, the main shrine is dedicated to the ‘Three Jewels’ (三寶佛), with the number ‘three’ being a significant one in that the cornerstones of Buddhism are the Buddha (the teacher), the Dharma (the teachings), and the Sangha (the community of practitioners). Similarly, the three Buddhist figures who make up the ‘Three Jewels’ are said to represent the ‘Buddhas of past, present, and future’ (過去未來現在諸佛), another core aspect of Buddhist philosophy.

The ‘Three Jewel’ Buddha’s enshrined within the Main Hall are as follows:

  1. Amida Buddha (阿彌陀佛 / あみだぼさつ) - located on the left

  2. The Buddha (释迦牟尼佛 / しゃか) - located in the center

  3. The Medicine Buddha (藥師佛 / やくしにょらい) - located on the right

Unfortunately, the size of each of the statues, what material was used to craft them, and the year they were created is all information that is unavailable. From what we can see from the historic photos available of the shrine above, it’s possible that the statues were replaced at some point, but given the angle that the photos were taken, and the fact that they’re monochrome, it’s difficult to compare. One aspect that is more obvious, though, is that the eight foot statue of Jizo, which at one time accompanied the three Buddhas has been removed. It’s possible that it was moved to the funeral area of the shrine, but there isn’t any information as to where it was moved or why.

An important aspect of the temple that does remain, though, are the two white elephants that were originally located at the entrance. They’ve since been moved to accommodate the building’s migration, but they remain just outside the main entrance. If you’re wondering why there are two white elephant statues in Taiwan, it’s not actually out of the ordinary for Buddhist temples as the elephant is a symbolic animal for Buddhists. Elephants are renowned for their wisdom, intelligence and patience, and have long been associated with the Buddha, which is why they’re often found in Buddhist iconography.

One of the more notable aspects of the interior design of the building is the inclusion of a caisson ceiling (八卦藻井) in the middle, just above the heads of the statues. A caisson, or a ‘Bagua Ceiling’ is basically a sunken layered panel in a ceiling that raises above the rest of the ceiling almost as if there were a dome above it. The layers of a caisson are often beautifully decorated and with a design at the center. In this case, there’s a Buddhist swastika (no not that one). The most amazing thing about these ceilings are that they are designed using expertly measured interlocking pieces that connect together in a way that neither beams nor nails are used to keep them in place.

In terms of the building’s architectural and interior design, this would be what I was referring to as the ‘Taiwanese’ inclusion, but I may be letting you down by reporting that it was an addition to the temple that came well-after the its original construction. There isn’t any information available as to when it was added, but a safe guess would be that it was part of the restoration and renovation project that took place in the late 1980s.

Even though it’s not an original part of the temple, it’s still quite nice, and whenever I see one of these things, I get completely distracted by how beautiful they are.

Now onto the architectural design specifics.

The building was constructed using a Japanese style of design for Buddhist Temples, known as the ‘Drum Tower’ (樓造), or ‘korou’ (ころうぞう) design. Mimicking a bell-tower, which is often an important inclusion for larger Buddhist temples, from the exterior, the building appears to be a two-storied structure that first and foremost makes use of the ubiquitous irimoya (入母屋造 / いりもやづくり) style of design. This is a style that has a wide range of uses within Japanese-style architecture, and is used not only in Buddhist temples, but also Shinto Shrines, castles, and even in houses.

In this style of design, the roof is one of the most important aspects of the overall design, but as far as I’m concerned, the most important thing to keep in mind about buildings with this style of design is that the ‘moya’ (母屋 / もや), which is essentially just the ‘core’ of the building is constructed with a genius network of pillars and trusses both in the interior and exterior that ensures the building’s stability, but also adds an ample amount of support for the weight of the (whatever style of) ‘hip-and-gable’ roof that is chosen to cover it.

What ends up completing this style of design is that the core of the building is complimented by a roof that eclipses the size of the core, and although the roof in this case doesn’t extend that far beyond the base, the ‘bell-tower’ aspect of the design is what’s important.

Like many Japanese-style Buddhist temples, the roof was constructed as a ‘double-eave hip-and-gable style’ (重簷歇山式), and is covered with beautiful Japanese black tiles (黑瓦). Despite its comparable simplicity in design, the roof is actually quite similar to what you’ll see at the Huguo Rinzai Temple (臨濟護國禪寺) in Taipei in that it has the highest section has flat main ridge (正脊) with a four-sided hip roof that slopes down on all four sides, with two triangular gables on the eastern and western sides.

The upper eaves and the lower eaves are separated by a section of the core that has windows on all four sides of the building, and the lower eaves, another four-sided sloping roof extend well beyond the core of the building, covering what is known as the ‘hisashi' (廂 / ひさし), which is more or less like a veranda that surrounds the building and is complimented by pillars that help to stabilize the roof’s weight.

Where this temple differentiates itself from the Rinzai headquarters mentioned above is that it was constructed using the Showa-era approach to construction. While the temple in Taipei is one of the largest remaining Japanese-era temples constructed entirely of wood, this one is special in that it was, instead, constructed with reinforced concrete and Taiwan’s iconic red bricks. This kind of construction is something that became quite common in the latter stages of the Japanese-era, for both practical and decorative reasons.

The architects of the time were big fans of using this western-fusion style of design, but it was also important as a functional aspect to construction as earthquake-proofing was important for the longevity of buildings. That being said, of the Buddhist temples that remain in Taiwan today, it’s not common to see one constructed of bricks like this one, so it’s pretty special.

I’m not going to spend much time detailing the design of the newly constructed building that currently encircles the original temple. Looking at it from afar, its obvious that a considerable amount of money was spent to build it, but it’s not (currently) completely open to the public.

There isn’t much information available about what’s on the top floor of the building, but I’m assuming that since it is also bell-tower-shaped, its purpose is not only to ensure the protection of the historic temple, but also to replace the original bell tower that has since been demolished.

It’s also important to keep in mind that the temple is home to three historic bells, one known as the ‘Sanskrit Bell’ (梵鐘) donated by former Japanese Governor General of Taiwan, Hasegawa Kiyoshi (長谷川 清 / はせがわ きよし), another known as the ‘Friendship Bell’ (友愛鐘) donated by the ‘Japan-Taiwan Memorial Tower Construction Association’ (日本囯台湾物故者慰靈塔建設会), and another constructed with funds from more than a thousand Japanese citizens, with the inscription, ‘Eternal Friendship’ (友愛永傳).

In total, the three bells are likely to weigh over a thousand kilograms, so its likely that they’re being protected in the tower above. If you walk around to the rear, you’ll find a private elevator that could probably transport you to the top of the building, but you might have to ask nicely if you want to go up and see what’s there. Unfortunately, like so many other things about this temple, the lack of information makes it a bit of mystery.

Giant Buddha Statue (巨佛像)

Despite the constant stream of Japanese visitors over the years, Paochueh Temple’s status as a tourist destination was firmly ‘cemented’ in the 1970s with the addition of a massive statue of the ‘Laughing Buddha’ constructed on the grounds. Planned and constructed at a time when the Taiwanese Economic Miracle (臺灣奇蹟) was taking place, the temple successfully raised more than two million dollars in donations from local companies and citizens for the project, which would take almost a decade to complete.

When it was finally completed in 1975, the 10 foot wide, 100 foot tall cement statue became an instant hit with people from all over Taiwan visiting. This was likely a time when giant statues were few and far between, which isn’t the case these days.

Often mistaken by people in the west, the so-called ‘Laughing Buddha’ isn’t actually the progenitor of Buddhism, but instead is the likeness of the Chinese Buddhist monk, ‘Qieci’ (釋契此) who lived during the Later Liang Dynasty (後梁), around the 10th Century.

More commonly known here in Taiwan as ‘Budai’ (布袋), or in Japan as ‘Hotei’ (ほてい), he is traditionally depicted as an overweight, bald monk wearing a simple robe. As a monastic, he carries few possessions, save for his ‘cloth sack’ (布袋), which is where his name is derived. Despite having few possessions and living in poverty, he remains content and always has a smile on his face.

Within some circles in the Chinese Buddhist tradition, the image of the monk Budai has become synonymous with the ‘Maitreya Buddha’ (彌勒菩薩), or ‘The Future Buddha’, a Jesus-like figure, who it is said is the direct successor to the Buddha himself, and will appear at a time when the world needs saving.

Note: Given the ‘savior-like’ nature of the idea behind Maitreya Buddha, it shouldn’t be much of a surprise that a number of prominent cult leaders over the years have claimed that they were a reincarnation of Budai. Similarly, there are several large religious groups operating in Taiwan today that worship Maitreya, or have leaders claiming to be him, including Yiguandao (一貫道), Falun Gong (法輪功), and the Maitreya Great Tao (彌勒大道). Fortunately, in this case, you don’t have to worry about getting sucked up into any cult-like activities with regard to this statue.

When the statue was completed in 1975, its purpose was to simply help bring a smile to anyone looking at it, which would have been quite easy as the area around the temple had yet to really develop very much, making it the tallest structure in the area, dominating the skyline.

Looking at the statue, you’ll find the phrase, “Everyone is Happy!” (皆大歡喜) etched in Chinese calligraphy on the ten foot high base. Similar to the Great Buddha on Changhua’s Bagua Mountain, the interior of the statue has several floors, and has been used for a number of purposes over the years. It seems like the interior hasn’t been accessible to the public for quite a while, but when the restoration of the statue is completed, maybe it’ll reopen for visitors.

Featuring seven floors, and a large window in the Buddha’s belly, the interior space has been used as a library, with the other floors reserved as folklore galleries and exhibition spaces.

In the 1990s, for reasons that aren’t really well-documented, the statue was painted gold, and if you’ve seen photos of the statue in the past, you’re likely wondering what happened. My personal opinion on this might be divisive, but the yellowish-brown paint that coated the statue was pretty tacky, so I’m happy to see that it has been returned to its original condition during the recent restoration and expansion project that the temple has been going through, especially since the statue matches the color scheme of the other new buildings constructed inside.

Japanese Ossuary (日本人遺骨安置所)

One of the things that makes this temple quite special is something that I mentioned earlier, and also something that I’m sure quite a few people might pass by without actually realizing it.

Located near the main gate, you’ll encounter an object that has become an important bridge between the peoples of Japan and Taiwan, and something that has been part of this temple’s legacy for almost a century. For anyone unaware, an ossuary is essentially a ‘container’ for the cremated bones of the deceased, and the ossuary you’ll encounter here is dedicated to the memory of members of the Japanese armed forces, both Japanese and Formosans alike, who passed away during the fifty year colonial era.

Taiwan is currently home to three of these ossuaries, with one located in the north, another in the south in addition to this one at Paochueh Temple, dedicated to the fallen service members who resided in central Taiwan.

In front of the ossuary, you’ll find two stone lanterns, the exact same kind that you’ll encounter at a Shinto Shrine. The ossuary itself is an urn-like structure with a plaque on the front that signifies that it is for resettled Japanese remains. The ossuary isn’t very large, but it is respectfully surrounded by some well cultivated bushes, making it a bit more attractive than it would be if it were there all by itself.

The ossuary as we know it today with the former seven-layered pagoda to its rear.

The temple holds memorial services in front of the ossuary in the spring and in the autumn, which is often attended by Japanese citizens living in Taiwan, or families members who have flown over specifically for the event.

In addition to the ossuary, there has also been a stone plaque erected nearby for the benefit of the family members of Japanese citizens coming to pay their respects as well as a pavilion where you’ll find a statue of Guanyin, which is dedicated to peace.

In the first case, the Hometown Memorial Monument (靈安故鄉慰靈碑) is a large slab of stone erected on a pedestal, which has the purpose of comforting those to stand in front of it. The Peace Pavilion (和平英魂觀音亭) on the other hand is dedicated to the memory of the fallen soldiers, and the pursuit of peace in the post-war era and features a golden statue of a standing Guanyin.

Finally, just around the bushes from the ossuary, you’ll find a statue of Jizo, one of Japan’s most well-loved Buddhist figures. In Chinese, the statue’s name is literally translated as The ‘Guardian of Children Jizo Bosatsu’ (護兒地藏王菩薩), an important Buddhist figure in East Asia, who is regarded as the guardian of children and patron deity of deceased children and aborted fetuses in Japanese culture.

The inclusion of the statue here might lead one to believe that there are also the ashes of children interred within the ossuary, but given his importance within Japanese Buddhist traditions, it shouldn’t surprise anyone that he makes an appearance at the temple

Getting There

 

Address: #140 Jianxing Road, North District, Taichung City (臺中市北區健行路140號)

GPS: 24.159440,120.687930

Located within the heart of downtown Taichung, and walkable from Taichung Train Station, the temple is close to a number of tourist attractions, including the Taichung Confucius Temple, Taichung Martyrs Shrine, Yizhong Street Night Market, Taichung Park, etc. Getting to the temple is pretty easy given that you can simply walk from the train station, take a Youbike, or make use of Taichung’s public transportation network.

My visit coincided with a trip to Taichung Park and Taichung Train Station, so I started with a GoShare scooter ride to the temple, and when I was done, I walked to the other two. How you get there, though, is completely up to you. If you decide to walk, simply input the address provided above into the maps app on your phone and it’ll map out the best route for you to take.

As mentioned above, there are quite a few tourist spots along the way, so it could be an eventful walk.

Public Transportation

If you’re already in the city and would like to visit, the temple unfortunately isn’t accessible via the Taichung MRT, and it doesn’t look like it will be in the near future. So, if you want to make use of public transportation, Taichung has a number of buses that stop nearby.

If you weren’t already aware, due to the lack of a proper subway system in the city for so long, the bus network has become quite expansive, convenient and reliable. So, if you’re in town, taking the bus is probably one of your better options for getting around.

Admittedly, though, the network is expansive, and can be a bit intimidating for people who are unfamiliar, but that’s why Google Maps should be your best friend! Simply open up the app on your phone, set the temple as your destination, and it’ll provide you with the bus routes that you’ll need to take to get there.

Still, given that there are a number of options, I’ll list the closest to the temple and link to them below. It’s important to note that the three closest bus stops to the station could be confusing for travelers given that they have the same name, with just a slight difference. Each of the stops are named ‘Shin Ming High School’ (新民高中), but they’re differentiated by the road that they stop on. The closest stop to the temple is the Jianxing Road (健行路) stop, which is just across the street, while the other two are located a two minute walk away on Sanmin Road (三民路) and Chongde Road (崇德路).

1. Shin Ming High School (Jianxing Road)

Bus Routes: 200, 303, 304, 307, 308

2. Shin Ming High School (Sanmin Road)

Bus Routes: 8, 14, 21, 59, 203, 270, 271, 277, 900

3. Shin Ming High School (Chongde Road)

Bus Routes: 12, 58, 65, 77, 651, 700

Youbike

Just outside of the temple on the sidewalk, you’ll find a large Youbike Station where you can swipe your EasyCard and hop on one of the shared bicycles. Keeping in mind that there is a large school just across the street, there are Youbike docks on both sides of the road, and other docking stations nearby as well. You shouldn’t have much difficulty finding a bike, or finding a spot to dock it when you’re done.

If you haven’t already, I highly recommend downloading the Youbike App to your phone so that you’ll have a better idea of the location where you’ll be able to find the closest docking station.

Link: Youbike - Apple / Android

If my introduction, and all that I’ve described about its history is any indication, I’m slightly on the fence as to whether or not this temple should really be considered a ‘tourist’ destination. For a lot of locals, the fact that it’s a place where funerals are held is probably one of the reasons why they’d be prone to staying away, unless they absolutely had to visit, but over the years the temple has expanded considerably, and the inclusion of the giant Buddha statue made it a popular stop.

The Taichung City Government promotes the temple on its travel website, so I suppose its marketed as a place for people to visit when they’re in town, but it’s important for anyone visiting to keep in mind that certain areas are off-limits, and as I’m writing this, with all the construction taking place, a large portion of the grounds aren’t accessible. When everything is finished, though, I’m sure there will be more for tourists to enjoy during a visit.

Until then, it’s probably good enough to enjoy a view of the giant Buddha statue and the historic Japanese-era temple that has been so well-preserved. If you do end up visiting, I hope this introduction to the temple helps you better understand what you’re seeing.

References

  1. 寶覺禪寺 中文 | 宝覚寺 日文 (Wiki)

  2. Taichu Prefecture | 臺中州 中文 | 台中州 日文 (Wiki)

  3. Linji school | 臨濟宗 中文 | 臨済宗 日文 (Wiki)

  4. Myōshin-ji | 妙心寺 中文 | 妙心寺 日文 (Wiki)

  5. Buddhism in Taiwan | 台灣佛教 (Wiki)

  6. Japanese Buddhist Architecture | 日本佛教建築 中文 | 日本建築史 日文 (Wiki)

  7. Paochueh Temple (Taichung Travel)

  8. 台中-北區 寶覺禪寺 (Just a Balcony)

  9. 寶覺寺 (台灣好廟網)

  10. 台中市北區 寶覺禪寺 (拜好廟。求好運)

  11. 寶覺寺: 在台日本人遺骨安置所 (Vocus)

  12. 日治時代的台灣佛塔建築調查研究研究成果報告 (陳清香)

  13. 日治時期高雄佛教發展與東海宜誠 (江燦騰 / 中華佛學學報)

  14. Historic Photos (開放博物館)


Linfengying Station (林鳳營驛)

I was born an intolerant, at least, when it comes to lactose type things, and throughout my life, I’ve never really been able to enjoy anything made with dairy, without having to suffer the consequences. As I’ve grown up, it’s gotten much better, and my reactions to anything with dairy have become less serious, but you’re never going to see me with a glass of milk in my hand.

Despite my allergy, like most people in Taiwan, when I hear the words “Linfengying” (林鳳營), there’s pretty much only one thing that comes to mind, and that’s one of Taiwan’s most famous brands of milk.

I suppose you could say that the milk is so well-known that even a foreigner who is allergic to dairy knows about it and if you’ve been here long enough, its highly likely that you’ve seen their iconic commercials on the television, seen their advertisements on public transportation, or have seen a bunch of cartons being delivered to your favorite coffee shop.

Things haven’t been going so great for the brand in recent years, though.

In 2014, what has since become known as the ‘Gutter Oil Scandal’ (劣油事件) erupted around Taiwan, embroiling several of Taiwan’s largest food conglomerates, resulting in massive public anger, protests around the country, prison sentences, the recall of thousands of products, and the revelation that mass food adulteration by food conglomerates had been suppressed from the public for decades. The scandal, which involved 240 tons of ‘gutter oil’ affected a wide range of products on Taiwan’s shelves ranging from cooking oil, rice, milk and alcoholic beverages. It also affected thousands of restaurants around the country.

At the center of the scandal was Ting Hsin International (頂新集團), one of Taiwan’s largest food producers, with a long list of subsidiaries under its umbrella, including the famed Linfengying Milk (林鳳營牛奶).

Link: Food safety incidents in Taiwan (Wiki)

The scandal caused considerable damage to Taiwan’s international image, and products that were being exported to international markets were pulled. For their part, the people of Taiwan took to boycotts of products produced by the company, and in one particular case, known as “Operation Knockout” (滅頂行動), people went to Costco to purchase Lingfengying Milk, opened the package, and then returned it for a refund. Although it seems quite wasteful, the reason for this was because the licensing agreement Costco has with its suppliers dictates that the producer had to absorb the losses on returns, instead of Costco.

The boycott of Ting-Hsin products and the milk protest resulted in tremendous losses for the company, and its owners, who the public blamed for the food safety scandal. Eventually, the protests were deemed successful as considerable financial damage was done to the corporation and the family who ran it, with some of them having to serve prison sentences.

It’s been more than a decade since the scandal erupted, and while the public is still quite wary about what happened, the Wei Chuan Corporation (味全食品), which separated from Ting Hsin in the aftermath of the scandal, revived the Weichuan Dragons (味全龍) professional baseball team, appealing to the nation’s love of baseball, as an attempt to repair their public image.

Obviously, I’m not here today to dwell on corporate greed, and something that a lot of people don’t actually realize is that ‘Linfengying’ isn't just the name of a brand of milk, it’s also the name of a small village in southern Taiwan, whose residents, mostly hard working farmers, had little to do with the scandal that erupted across the country.

Located within Tainan City’s rural Liujia District (六甲區), Linfengying is a small village where you’re likely to find more cattle than humans, so its probably not of much interest to most tourists, but it’s also a historically significant farming settlement. Dating back to Taiwan’s Kingdom of Tungning (東寧王國) era. It also just so happens to be home to one of the nation’s few remaining Japanese-era wooden train stations, and that nearly century-old train station, which remains in operation today has become one of the village’s most famous attractions.

Today, I’ll be introducing this beautiful little station as part of my ongoing project covering historic Japanese-era stations across the country. However, even though its the kind of place that I’m personally quite interested in, unless you find yourself traveling between Chiayi and Tainan on the train, it’s probably not one of those destinations you’re going to want to go out of your way to visit. If you’re a fan of the railway or Taiwanese history, though, its probably well worth a quick stop during you travels.

Rinhoei Station (林鳳營驛 / りんほうえいえき)

In order to start detailing the history of the train station, I’m going to have to start by helping readers better understand the village where it’s located. Obviously, as mentioned earlier, for the vast majority of people in Taiwan, the name ‘Linfengying’ is automatically associated with one of the nation’s most well-known dairy producers. However, if you ask most people where Linfengying is located, it’s unlikely that many of them would be able to give you a proper answer. One could argue that Geography isn’t a subject that the Taiwanese education system puts much emphasis on, but in this case, you can’t really blame anyone for having no idea where it is.

Located within northern Tainan’s Liujia district (六甲區), the village is geographically closer to Chiayi City than it is Tainan, and the strange thing is that it’s currently just a place name rather than an actual town. According to the government, Linfengying doesn’t have an official designation as a ‘village' or a ‘neighborhood', so if you look at the address for the station listed below, it’s a little confusing.

The longer you live in Taiwan, the more you’ll discover this kind of loophole, when it comes to small communities like this one, is quite common, especially when you travel further south. If you’re a local, you’ll tell people you live in Linfengying, but if you’re the local mailman, you just have to remember who lives where in order to do your job. Interestingly, this was a theme that was explored in the famed ‘Cape No 7’ (海角7號) film directed by Wei Te-sheng (魏德聖). Nevertheless, in Linfengyin’s case, it probably isn’t very difficult for the mailman given that there are more cows living there than there are people.

The next thing we need to clear up with regard to this non-official-village is its name. If you’re familiar with Mandarin, you’re probably aware that the name ‘Linfengying’ (林鳳營) is an odd one when it comes to how places are named in Taiwan. In my article about Chiayi Train Station (嘉義車站), I mentioned how the name ‘Kagi’ was ‘bestowed’ upon the town by the Qing Emperor. Following a similar model, the name of this village originated during Taiwan’s Kingdom of Tungning Era (東寧王國) between 1661 and 1683 when Koxinga (鄭成功) and his army seized control of the island and expelled the Dutch. Upon their arrival, they were faced with an untamed land, and in order to keep their army well-fed, Koxinga spread his various battalions throughout Southern Taiwan, where they set up farming communities. Under instructions from one of the Kingdom’s most important civil administrators, Chen Yonghua (陳永華), new farming techniques were utilized for water-storage, and before long grain harvests became sustainable, allowing the short-lived kingdom to focus on cash crops to make the island economically self-sufficient.

Notably, most of these farming communities outside of the capital of Tainan were named, ‘Erjia’ (二甲), ‘Sanjia’ (三甲), ‘Sijia’ (四甲), ‘Wujia’ (五甲), ’Liujia' (六甲), and so on. If we keep in mind that the word ‘jia’ (甲) is an ancient way of referring to an army or soldiers, the towns were basically named, Second Army, Third Army, Fourth Army, etc.

However, one of the more northern of those farming communities was where General Lin Feng (林鳳), one of Koxinga’s most decorated warriors, garrisoned his troops. General Lin is known for a number of successful exploits, and he was noted not only for his bravery and his strength, but also his ability to prevail in battle when others were unable.

Unfortunately for General Lin, his luck would eventually run out when he was killed in action in 1662. In order to commemorate his service, the area where he set up his camp was officially named ‘Lîm-hōng-iâ’ with the word ‘’ or ‘ying’ (營), which translates as ‘camp' or ‘barracks’ completing tne name, which is literally ‘General Lin Feng’s Camp’ in English, and it has been known that way ever since.

When the Japanese arrived in Taiwan in 1895, the memory of Koxinga, who was mixed Chinese and Japanese was utilized for propaganda purposes, and thus many of the location names that dated back to the Kingdom of Tungning Era were left untouched. The only thing that changed was the pronunciation of the Hokkien name to the Japanese pronunciation, Rinhoei (りんほうえい).

Shortly after taking control of Taiwan, one of the main development objectives for the colonial government was the establishment of a railway that would encircle the island. Planning started shortly after the first Japanese boots stepped foot in Keelung in 1895. Led by a group of western-educated military engineers, who were initially tasked with getting the rudimentary Qing-era railway between Keelung and Taipei back up and running. As the military made its way south in its mission to take complete control of the island, the engineers followed close behind surveying the land for the future railway. By 1902, the team's proposal for the ‘Jukan Tetsudo Project’ (縱貫鐵道 / ゅうかんてつどう), otherwise known as the ‘Taiwan Trunk Railway Project,’ which would have the railroad pass through each of Taiwan’s established settlements, including Kirin (基隆), Taihoku (臺北), Shinchiku (新竹), Taichu (臺中), Tainan (臺南) and Takao (高雄) was finalized and approved by the colonial government.

Link: Taiwan Railway Museum (臺灣總督府鐵道部)

Construction on the railway was split up into three phases with teams of engineers spread out between the ‘northern’, ‘central’ and ‘southern' regions of the island. In just four short years the northern and southern portions of the railway were completed, but due to unforeseen complications, the central area met with delays and construction issues. Nevertheless, the more than four-hundred kilometer western railway was completed in 1908 (明治41), taking just under a decade to complete, a feat in its own right, given all of the obstacles that had to be overcome.

I’ve jumped around quite a bit in the railway construction timeline here, and I’m afraid I may end up confusing people, so I think it’s important to explain that the construction of the southern portion of the railway was completed quite early. In fact, while the government was still mulling over the proposals for the Taiwan Trunk Railway Project, construction on the railway in the south was already almost completed. The southern section, originally between Takao (Kaohsiung) and Tainan opened for service in 1900, and once that section was done, construction continued progressing north towards Kagi (Chiayi).

Interestingly, as construction on the railway progressed, in some cases, instead of constructing stations, the engineers built temporary platforms (臨時乘降場 / かりじょうこうじょう), which marked the space where a train station would eventually be constructed. The focus was to get things up and running before refining the system, which is one of the reasons why construction on the railway was able to be completed so quickly. The Rinhoei Temporary Platform (林鳳營乘降) opened for service in 1901 (明治34年), which would have been a pretty big thing for the village, despite its low population.

The temporary station, though, didn’t end up lasting very long as the First Generation Rinhoei Station (林鳳營停車場) officially opened just a year later in 1902 (明治35年). The small wooden station house that was constructed would remain in place for the next three decades prior to it being renovated and expanded in 1933 (昭和8年). Amazingly, given the number of devastating earthquakes in central Taiwan over the first few decades of the Japanese era, the First Generation station remained standing for four decades. That being said, the 1941 Chungpu Earthquake (中埔地震) ended up being the one that toppled the station, requiring the construction of an entirely new station.

Link: Taiwan’s Remaining Japanese-era Train Stations (台鐵現存日治時期車站)

The Second Generation Rinhoei Station (第二代林鳳營驛), the station we continue to enjoy today, opened for service on March 31st, 1943 (昭和45年). The design of the station was considered quite standard for its time, making use of an architectural design that became common in both Taiwan and Japan at the time. Most notably, the nearby Houbi Station (後壁車站), which also had to be reconstructed due to the earthquake, is almost exactly the same. However, it’s important to note that even though this style of architectural design, which I’ll explain in detail a little later, became the standard for smaller stations like this, when the building was constructed, funding was pretty tight, given that Japan went on an ill-fated militaristic adventure, which would ultimately end in massive defeat.

When the Japanese era came to an end and the Chinese Nationalists took control of Taiwan, the station was renamed ‘Linfungying Station’ (林鳳營車站), which as we should know by now was just the Mandarin pronunciation of the village. What’s important to note about the difference between the Japanese era and the current era is that train stations were originally designated using the Japanese word ‘eki’ (驛 / 駅 / えき) whereas they’re now referred to as ’chezhan’ (車站), which is a minor difference between the two languages.

Suffice to say, the next half century was pretty uneventful at the station, and nothing really changed until 2003, when a more than a decade-long political argument about the method of romanization used in Taiwan started. In 2002, the government adopted the ‘Tongyong Pinyin’ (通用拼音) system, which was considered an improvement on the ‘Hanyu Pinyin’ (漢語拼音) system used in China. The point was the adopt a uniform system of romanization that ended decades of variations of the Wade-Giles (威妥瑪拼音) system of romanization that made little to no sense.

From 2003 to 2009, the station’s signage was changed to ‘Linfongying’, but when the Chinese Nationalist Party won an election landslide in 2008, it was announced that Hanyu Pinyin would become the standard of romanization of Taiwan, and the signage at the station was changed again to ‘Linfengying,’ which makes more sense, at least to me.

What doesn’t make sense is that taxpayers dollars are constantly being wasted on all these romanization policy changes. You might think its not a big deal, but when you take into consideration all the signage between the Taiwan Railway, Taipei Metro, Taiwan High Speed Rail, Kaohsiung Metro, etc, there are close to five hundred public transit stations in Taiwan where money has to be spent to change these things.

Hopefully they’ll just stick with the current system.   

As the railway has continued to modernize over the decades, it’s actually quite amazing that this station hasn’t been phased out, but since the turn of the century, steps have been taken to reduce the amount of funding required to keep it operational. In 2000, the station was reclassified as a Simple Station (簡易站), which meant that it would only be serviced by local commuter trains (區間車), with the various types of express trains passing by. Management of the station was transferred to the staff at the nearby Longtian Station (隆田車站), and later, the station started using electronic card swiping, reducing the need for additional staff at the station.

Today, you’re likely only going to find one or two people working at the station, whose role it is to maintain safety, keep it clean, and ensure that everything runs smoothly.

Save for some chipping paint on the exterior of the building, the station today remains in relatively good shape. At some point, though, its going to have to receive some restoration work to ensure that it can remain in operation for years to come. Fortunately, it was officially recognized as a Protected Heritage Property (保護的歷史性建築) in 2005, which means that funding has to be made available for its eventual restoration. The current station recently celebrated its eightieth anniversary, which is quite a feat in Taiwan today, but its longevity is really thanks to the community that it services.

Before I move on to detailing the architectural design of the station, I’ve put together a condensed timeline of events in the dropdown box below with regard to the station’s history for anyone who is interested:

    • 1895 (明治28年) - The Japanese take control of Taiwan as per the terms of China’s surrender in the Sino-Japanese War.

    • 1896 (明治29年) - The Colonial Government puts a team of engineers in place to plan for a railway network on the newly acquired island.

    • 1900 (明治33年) - The first completed section of the Japanese-era railway opens for service in southern Taiwan between the port town of Kaohsiung and Tainan.

    • 1901 (明治34年) - The Rinhoei Platform (林鳳營乘降) opens for service. Constructed simply as a temporary platform (臨時乘降場 / かりじょうこうじょう) prior to the construction of the station.

    • 1902 (明治35年) - After years of planning and surveying, the government formally approves the Jukan Tetsudo Project (縱貫鐵道 / ゅうかんてつどう), a plan that will connect the western and eastern coasts of the island by rail.

    • 1902 (明治35年) - The First Generation Rinhoei Station (林鳳營停車場) opens for service.

    • 1933 (昭和8年) - The station undergoes a period of restoration and expansion.

    • 1941 (昭和43年) - On December 17th, a massive magnitude 7.1 earthquake (中埔地震) occurs in southern Kagi and among the casualties is the original Rinhoei Station.

    • 1943 (昭和45年) - The Second Generation Rinhoei Station opens for service, with its architectural design exactly the same as nearby Koheki Station (後壁車站).

    • 2000 (民國89年) - The station is downgraded from a third-class station (三等站) to a simple station (簡易站) with its management being taken care of by the staff at nearby Longtian Station (隆田車站). The downgrade in status means that the station is only serviced by local commuter trains (區間車).

    • 2003 (民國92年) - In accordance with the government’s romanization policy, the station’s name is changed from ‘Linfungying’ to ‘Linfongying’ (both of which aren’t standard pinyin).

    • 2005 (民國94年) - Linfengyin Station is recognized as a protected heritage property (保護的歷史性建築)

    • 2013 (民國102年) - The station is optimized to make use of card-swiping machines instead of requiring tickets, which reduces the need for staff at the station.

    • 2016 (民國105年) - The station-front of Linfengying Station receives a complete remodel with the road approaching the station improved, and the bus station that transports the station’s passengers elsewhere is given a complete remodel.

Architectural Design

Rinhoei Station, like quite a few other train stations around Taiwan, especially those in central and southern Taiwan, is what we refer to as a ‘Second Generation’ (第二代) station. As we learned above, the first version of the station lasted almost four decades, but it eventually succumbed to an earthquake in 1941, requiring a complete rebuild. The interesting thing about this is that the original station actually lasted a lot longer than some of its contemporaries, especially those in the region between between Taichung and Tainan, most of which were rebuilt in the 1920s and 1930s.

When those stations were rebuilt, in most cases they were done quite beautifully, and as was the case during the Showa era in Taiwan (1926-1945), most of them were constructed with reinforced concrete and made use of a fusion style of architectural design that combined traditional Japanese design with elements of western design. A pretty good example of this is the Second Generation Tai’an Railway Station (泰安舊車站) in Taichung, which was reconstructed in 1937.

There are a few reasons why I mention this: The first is because when the Japanese first arrived in Taiwan, resources were scarce, and when it came to construction projects, most of the materials had to be imported directly from Japan. Thanks to the rapid development of the island, however, those materials were eventually able to be made locally, which made construction projects progress considerably faster, and the cost was considerably less.

That being said, the rebuild of Rinhoei Station came at a time when the Japanese government was strapped for cash, and the funds that would typically reserved for a construction project like this just weren’t available due to the Japanese empire’s ill-advised military adventures.

Ultimately, this station just wasn’t busy enough to necessitate one of the more costly styles of building, like the one mentioned above, but as far as I’m concerned, that’s okay. I think a small wooden station in a quiet southern Taiwanese village gives off a much much hometown kind of vibe.

When it comes to these traditional wooden station houses, by the time this one was constructed, it’s safe to say that it probably didn't take much effort in the architectural-design process. The construction staff at the Railway Bureau were already quite proficient in building them, and stations constructed in this particular design had become quite common rural areas in both Japan and Taiwan.

As mentioned earlier, though, when both Rinhoei Station and neighboring Koheki Station (後壁驛), known today as ‘Houbi Station’ were constructed, funds were tight. With that in mind, the amount of extra care that was usually taken for these buildings wasn’t available. To make a comparison, if you take a look at the more more traditional Qidu Train Station (舊七堵車站) just outside of Keelung, you’re likely able to see a very obvious difference in the attention to detail that was taken with regard to the woodwork, the windows, the roof, and the pillars that surround the building allowing for the extension of a more traditional-style roof.

To describe the station’s architecture, let’s start with the basics: Rinhoei Station was designed using elements of Western Baroque (巴洛克建築) combined with traditional Japanese design. However, for cost-saving measures, the western elements were subdued, making the Japanese elements stand out more. The station was constructed using irimoya-zukuri (入母屋造 / いりもやづくり) style of design, most often referred to in English as the “East Asian hip-and-gable roof,” which is a translation that I have issues with.

What ‘irimoya’ actually means is that the building was constructed in a method that ensures that the building is structurally sound enough to be able to withstand the weight of a roof, which usually eclipses the size of the base. This style of design is set up to support a number of traditional Japanese-style roofs, some of which can be quite elaborate, while others, like this one are quite plain. In order to support the roof, which is usually covered with heavy tiles, the base is equipped with pillars on both the interior and exterior and are connected to a network of trusses, which allow the building to not only sustain the weight of the roof, but offer stabilization during earthquakes.

The roof was constructed using the four-sided ‘yosemune’ style (寄棟造 / よせむねづくり) of design, which is one of Japan’s more simplistic styles of architectural design, and somewhat comparable to the four-sided roofs we’re used to in western countries. With four sloping faces and two trapezoid-shaped ends. The tiles that cover the roof were replaced at some point, and although they’re still stone tiles, the original tile ends, known in Japanese as ‘onigawara’ (鬼瓦 / おにがわら) were replaced with tiles that have the words ‘fortune’ (福) on them. 

When you look at the roof of this building, you’ll probably notice a pretty big difference from the other Japanese-era buildings that remain around Taiwan, because it’s about as basic as you’ll get with the architectural design of that era. It’s not particularly that impressive, but its functional, which is the most important thing, right?

Despite the simplicity of the roof’s design, like every building constructed in the irimoya-style, it eclipses the base of the building, offering protection from the elements for anyone waiting outside the station for friends and family to arrive. To assist with the stabilization, there is a series of pillars outside of the passenger-side of the building that surround the station on three sides. In the past, passengers would have been able to exit the station without actually passing through the turnstiles, but since the introduction of the e-card swiping system, that has been changed.

What hasn’t changed, though, is the extension of the roof that covers the eastern-side of the building is quite large, with a side exit that provides access to the station’s waiting room.

Once again, to make a comparison, with regard to the cost-saving measures when it came to the construction of this building, if we take a look at Bao-an Station (保安車站), south of Tainan Station, you’ll discover that there is an absence of the traditionally designed roof-covered ‘kurumayose' (車寄/くるまよせ) porch that protrudes from the flat front of the building. There’s a porch here, but it’s about as basic as you’re going to get from Japanese-era architectural design, although when paired with the roof, one of those flashy porches probably wouldn’t really mix well anyway.

Moving onto the interior, the base of the building is essentially a rectangular-shaped structure that is split into two sections, with the larger eastern side reserved for passengers, and the smaller western side used by the staff working at the station. Obviously given that the station remains in operation, there’s not much I can say about the interior of the staff section of the station as its not accessible to the public. The eastern-side of the building that’s reserved for passengers, however, is interesting, as it’s cleverly split into two sections.

From the entrance, you’ll enter the main lobby of the building where the turnstiles to the platform are directly in front of you. The ticket window and the private section of the station is directly to your left while there’s waiting lobby to the right. The passenger side is considerably larger, and features beautiful wooden benches and features beautiful Japanese-style paneled sliding glass windows (日式橫拉窗) on all four sides, which assist in providing a considerable amount of Tainan’s natural light into the interior as well as a bit of breeze on hot days. There’s also an alternate exit within the waiting lobby that previously allowed people to exit through a different set of turnstiles, but currently offers faster access to a recently constructed detached public washroom space a short distance from the building.

Within the interior of the building, there’s not all that much that you need to pay attention to, but I’d like to point out three things that some people might not realize the significance of. The first is the small wooden gate located near the ticket booth. Gates like this were once very common in train stations during the Japanese-era as a means to help filter people in and out while waiting in line, but, sadly, very few of them remain these days. The gate was originally constructed to look like the Japanese word for ‘money’ (円), but was likely replaced at some point and looks a little different now.

The second thing you’ll want to take note of is probably a little more obvious, and already mentioned above, but it’s important to note that the long wooden benches in the waiting room are originals, and even though they’ve been poorly painted over a few times, they’re quite nice, and like the wooden gate, are part of a dying breed in Taiwan’s train stations.

Once you’ve passed through the turnstiles to the platform space, you can get a pretty good look at the rear of the station, especially the roof as you climb the stairs to the overpass that brings you to the railway platform. As the railway has widened and been electrified in the decades since the station was constructed, this entire area has transformed considerably. What hasn’t changed, though, is that while you’re waiting for your train to arrive and take you away, you get to enjoy one last look at this historic station.

Getting There

 

Address: Linfengying #16, Liujia District, Tainan (臺南市六甲區林鳳營16號)

GPS: 23.238889, 120.320556

Whenever I write about one of Taiwan’s historic train stations, obviously the best advice for getting there is to simply take the train, and in this case, I really don’t think there’s any better option. The thing about Linfengying is that it’s pretty much in the middle of nowhere, in an awkward position just south of Chiayi Station, and several stops north of Tainan Station.

If you have your own means of transportation, you can simply input the address listed above into your vehicle’s GPS, or on Google Maps to get to the station. There’s a parking lot to the left of the main entrance of the station, so you’ll be able to park your car or scooter for a short time to go check it out.

There’s also a Youbike Station at the station with about two dozen bikes available, so if you feel like exploring the area by bicycle, you can hop on a bike and go for a ride through the village, which is mostly just farmland.

Bus

Just outside of the station, there’s a bus station that is serviced by a number of bus routes. Most of the routes head in the direction of Xinying (新營), Liujia (六甲) or Madou (麻豆), and are set up more for the local citizens than they are for tourists, so I’m not sure how much help they’ll be for the average visitor.

Trust me, you’re much better off taking the train.

Whether you look at this station with a 120 year history, or as an eighty-year old building, it’s quite remarkable that it has been able to withstand the test of time, and the constant modernization efforts made by the Taiwan Railway.

There aren’t many stations like this remaining in operation today, so if you find yourself passing through the area, you might want to stop by and check it out. It’s a part of Taiwan’s living history, and even though it’s not a major tourist attraction, it does deserve a bit of appreciation and attention.

References

  1. Linfengying railway station | 林鳳營車站 中文 | 林鳳営駅 日文 (Wiki)

  2. 曾文郡 | 六甲庄 | 林鳳營

  3. Tainan Prefecture | 臺南州 中文台南州 日文 (Wiki)

  4. 林鳳營車站 (國家文化記憶庫)

  5. 林鳳營車站 (國家文化資產庫)

  6. 林鳳營車站 (臺灣驛站之旅)

  7. 台南林鳳營的春夏秋冬 探訪車站旁樹屋與莫內花園,等待落羽松秘境秋紅轉黃 (微笑台灣)

  8. 林鳳營車站‧用心生活品出的濃醇香 (旅行途中)


Beimen Station (北門驛)

Throughout history, Taiwan has been an island of ‘gates’ and if you’ve followed, or researched the history of the country enough, you’re probably already aware that every major town - Taipei, Hsinchu, Chiayi, Tainan, etc., all had their own gates. Useful not only for demarcating territory, the gates were instrumental in protecting its citizenry, as well. Using Taipei as an example, today, if you travel around the city, it’s highly likely that you’ll encounter the ‘Beimen’ (北門), ‘Ximen’ (西門), ‘Nanmen’ (南門) and ‘Dongmen' (東門) areas of the city. These areas signify the historic locations of the northern, western, southern, and eastern entrances of the city.

Even though the original walls that once enclosed and protected the city were demolished more than a century ago, we still recognize districts of the city using these terms, and the same goes for other major cities and towns around the country, where you can trace the history of these historic walled cities.

When the Japanese first set foot in Taiwan in 1895, the ‘walled’ cities that had been constructed prior to their arrival were far too small for what the colonial government envisioned as a proper city, so they were promptly torn down. In most cases, the decorative gates that went with the walls were torn down as well, but, we’re fortunate that in some areas, the gates were preserved for their architectural beauty. A few examples of these remaining gates are Taipei’s North Gate (北門), Hsinchu’s East Gate (西門), Tainan’s East Gate (大東門), little East Gate (小東門), South Gate (大南門), and in the southern town of Hengchun (恆春), the only former walled city in Taiwan where all of its original gates remain standing.

When it comes to Chiayi, though, a number of factors contributed to the walls of the historic city of Tsulosan (諸羅山) coming down. First, though, before I talk about their destruction, let me start by telling the story of their creation: In 1727, Liu Lang-bi (劉良璧), a local magistrate, ordered the construction of a walled city, surrounded by four gates to help protect the residents of Tsulosan. Today, we usually just refer to these gates using their cardinal directions, but they also had more formal names as well. The Eastern Gate was known as “Chin Shan" (襟山), the Western Gate was "Tai Hai" (帶海), the Southern Gate was ”Chung Yang" (崇陽), and "Kung Chen" (拱辰) was used for the for the Northern Gate. However, the Qing at the time weren’t as invested in protecting the area as much as they were other areas of Taiwan, so unlike the stone walls that protected Taipei, Tsulosan’s walls were constructed with sharpened bamboo, in a technique that was known as ‘piercing-bamboo walls’ (刺竹). Those walls would come in quite handy a few decades later as they assisted the residents of the town in resisting invasion during the Lin Shuangwen Rebellion (林爽文事件), which to say the least was an historic event of epic proportions, and would ultimately result in the Qianlong Emperor (乾隆皇帝) bestowing the name ‘Kagee’ (嘉義) on the city, a name that is still used today.

The demise of the walls and the city gates, however, came much later during the Japanese conquest of Taiwan in 1895. The residents of Kagee valiantly resisted the Japanese military, but with advanced artillery, the residents didn’t stand much of a chance. The campaign to take control of Kagee resulted in the destruction of the North Gate, and severely damaging the others. The other two gates, sadly, came down just a few years later, in 1904 and 1906, when two massive earthquakes devastated the area.

The walled town of Chiayi overlapped onto a Japanese-era map of the city.

That being said, when the Great Kagi Earthquake (嘉義大地震) occurred in 1906 (明治39年), very little of what had been constructed in the original walled city was left standing as most of the town was reduced to rubble.

Despite just a few years earlier shelling the town with artillery, in the aftermath of the earthquake, the colonial government did a pretty good job endearing itself to the residents of the town. The government quickly got to work coordinating humanitarian efforts, rescuing and treating the injured, but also for how they dealt with the thousands of dead bodies in the city, which, due to local taboos, the Formosan residents were afraid to disturb. With a clean slate, as a result of the devastation of the earthquake, the colonial government saw the opportunity for reconstruction, and immediately developed an ‘urban correction’ (市區改正) plan that would develop the town into a city, and one that was worthy of the government’s ambition for the area.

Amazingly, in just a few short years, Kagi would transform into one of Taiwan’s economic powerhouses, bringing riches to its citizens on a scale that few could have ever imagined.

One of the important things to keep in mind about Kagi was that it was strategically located in one of the most ‘tropical’ areas of the Japanese empire, and thus it was able to became one of Taiwan’s most prominent areas for the cultivation of sugarcane and various types of fruit, most notably the pineapple, which was a prized commodity for the Japanese. If the tropical nature of the plains weren’t already significant enough, when massive deposits of precious cypress in the mountainous areas near the town were discovered, Kagi became a veritable gold mine for the fledgling empire, which above all else, coveted the treasure trove of natural resources that Taiwan had to offer.

Suffice to say, the extraction of these natural resources became such an important industry that at massive expense, a ninety kilometer-long branch railway, which would become the highest elevated railway in the Japanese Empire, was constructed just to transport all of the timber out of the area.

That railway, known today as the Alishan Forest Railway (阿里山森林鐵路) has become one of Taiwan’s most iconic tourist destinations, and it all starts in the beautiful city of Chiayi, including what has also become one of the most iconic Japanese-era railway stations, Beimen Station (北門車站).

Obviously, I wouldn’t have spent so much time introducing the historic gates above if there wasn’t a good reason. If you take a look at the Japanese-era map of Kagi above, with the walled city illustrated on top, you’ll understand why. During the Japanese-era, Kagi was separated into several districts, which split the town up based on where the gates once existed. There was Hokumon District (北門町 / ほくもんちょう), Tomon District (東門町 / とうもんちょう), Seimon District (西門町 / せいもんちょう), and Nanmon District (南門町 / なんもんちょう). If you can’t understand Japanese or Chinese, you may be wondering why the names of these districts are significant, so before I start introducing the station, I should probably offer a brief language lesson to help clear up any confusion.

Below, I’ll introduce the names of each of the four historic gates with their original Taiwanese, Mandarin Pinyin, and the Japanese name, where I’ll think you should be able to see similarities between each of them, despite the fact that they’re three different languages. It’s also important to note that even though these gates had their own formal names, the names using the cardinal directions also apply to the gates in every walled city in Taiwan.

  1. North Gate (北門 / Pak-mng / Beimen / Hokumon)

  2. East Gate (東門 / Tang-mng / Dongmen / Tomon)

  3. South Gate (南門 / Lâm-mng / Nanmen / Nanmon)

  4. West Gate  (西門 / Se-mng / Ximen / Seimon)

Now that we’ve got that out of the way, let’s clear up something might also confuse people. If you’ve read this far, you’re probably well aware that I’m going to be introducing a train station in Chiayi, however, it’s important to note that Chiayi’s ‘Beimen’, otherwise known as ‘Hokumon Station’, wasn’t the only train station with that particular name in Taiwan.

Taipei was also once home to a ‘Hokumon Station,’ close to where the Taiwan Railway Museum (臺灣總督府鐵道部) is located today. Just across the street from the city’s iconic North Gate, today, you’ll find the underground ‘Beimen MRT Station’ (北門捷運站), which maintains the name of the original station, and the Japanese-era district where it was located. If you’ve landed here looking for information about how to get around Taipei, or the MRT station, I’m sorry, you’re in the wrong spot.

Unfortunately, this is common issue given that search engines are more likely to point you in the direction of Taipei than anywhere else in Taiwan.

One thing that might change all of that, though, has been the long-awaited reopening of the Alishan Forest Railway (阿里山森林鐵路) after considerable damage caused by typhoons and earthquakes, which shut the railway down for more than a decade. With the branch railway operational again, the area is receiving a massive increase in tourism, with people traveling to Chiayi just to take the iconic railway.

As I move on below, I’ll introduce the history of Beimen Station, including some additional information about the Alishan Railway, with a timeline of events, an introduction to the station’s architectural design, and I’ll end by offering readers an idea about how to visit.

Hokumon Station (北門驛 / ほくもんえき)

To introduce the history of the Beimen Railway Station, I’ll have to start by offering a bit of a backstory of events leading up to the arrival of the Japanese in Taiwan, and the development of the railway, which ushered in an era of modernity, development, and economic opportunity.

Overall, the construction of Taiwan’s railway not only offered the people of the island with a means of public transportation, but allowed for the transport of goods and services around the island. This ushered in a period of connectivity and economic opportunity that the people of Taiwan had yet to experience. While there were obvious benefits for the residents of the island, it’s also important to keep in mind that the railroad was an instrumental tool, which assisted in fueling Japan’s goal of extracting the island’s precious natural resources.

The history of the railway in Taiwan dates back as early as 1891 (光緒17年), just a few short years prior to the Japanese take over of the island. The original railway project, ironically, turned out to be one of the most ambitious development projects undertaken by the Qing government, under the leadership of then governor, Liu Mingchuan (劉銘傳). The Qing-era railway would stretch from the port city of Keelung (基隆) to Hsinchu (新竹), but even though the project was led by foreign engineers, the final result turned out to be quite rudimentary, and ultimately came at far too high of a cost for the Qing to finance beyond the northern portion of the island.

One could argue that they were preoccupied with both war and revolution, so finances were stretched quite thin, but it’s also important to note that the Qing never particularly cared very much about developing Taiwan, nor did they have the ability to control anything beyond a few pockets of communities along the western coast.

Understandably, if you don’t care about something, why waste money on it?

The Qing Dynasty was established at a time when China’s previous rulers had become far too weak to contend with the constant rebellions and civil disorder that were erupting around the country, and in what may seem like a case of history repeating itself, by the late 1800s, Qing rule had similarly become incompetent, and corruption was rife throughout the country.

The corruption and incompetence that was prevalent throughout China’s bureaucracy prevented its rulers from modernizing its military, but it also resulted in some diplomatic missteps that ultimately led to war with Japan. Having recently gone through a revolution of its own, in a very short time, Japan had transformed itself into one of the world’s major military powers, and when the first Sino-Japanese War (1894-1895) broke out, it ended about as quickly as it began. China’s surrender resulted in considerable embarrassment for the Qing rulers, who were entirely unprepared to wage a modern war against a much better equipped Japanese military. But more importantly, for the first time in recorded history, the balance of power in Asia shifted away from China.

In response, the Qing’s surrender to the Japanese would ultimately become the catalyst for revolution, which would within a little over a decade would bring thousands of years of imperial rule to an end.

Unable to compete with might of the Japanese military, the Qing elected to sue for peace, just a little more than six months into the war, which formally came to an end with the signing of the Treaty of Shimonoseki (下関条約).

Most notably, the key stipulations of the treaty were that China would be forced to recognize the independence of Korea, which had until that point been a vassal kingdom that had to pay tribute to China, and that Taiwan and the Penghu Islands would be ceded to Japan.

Shortly thereafter, the Japanese military set sail for Taiwan, landing in Keelung on May 29th, 1895. When they arrived, they were met with resistance from the remnants of the Qing forces stationed on the island, local Hakka militias, as well as from indigenous groups. Over the next five months, the Japanese made their way across the island waging a brutal guerrilla war that ‘officially’ came to an end with the fall of Tainan. That being said, even though the military had more or less taken control of Taiwan’s major towns, the insurgency against their rule lasted for quite a few more years, resulting in some terrible massacres.

Similar to what took place in China, the superiority of the modern Japanese military easily dispatched the local militias that put up a resistance. The campaign, however taught the Japanese a hard, yet valuable lesson, as figures show that over ninety-percent of the Japanese military deaths during the pacification of Taiwan were mostly due to malaria-related complications.

Link: Disease and Mortality in the History of Taiwan (Ts'ui-jung Liu and Shi-yung Liu)

History has shown that for the majority of time that the Qing controlled Taiwan, they were mostly uninterested in the island referring to it condescendingly as a "ball of mud beyond the sea" which added "nothing to the breadth of China" (海外泥丸,不足為中國加廣). The hostile environment on the island was just one of the many reasons why they were so ambivalent about doing much during their time here, but that probably wasn’t something they were too forthcoming with when the Japanese took an active interest in taking over.

Having to learn the hard way, the Japanese authorities were intent on addressing these health-related issues, especially since it stood in their way of extracting the island’s vast treasure trove of natural resources. To accomplish that mission, they would first have to put in place the necessary infrastructure for combating these diseases.

It would end up taking several years for the Japanese to take complete control of Taiwan, and yes, their losses were considerable, however, it was the people of Taiwan suffered the most, especially with the heavy-handed tactics that the colonial government took to suppressing dissent to their rule. That being said, when the dust of war settled, and the island started to develop, living standards improved, and the frequency of rebellions decreased. As mentioned earlier, in 1906, when the Meishan Earthquake (梅山地震), the third deadliest earthquake in Taiwan’s recorded history, reduced Kagi to rubble, the military and medical personnel were quickly dispatched to assist in rescue and recovery efforts. The earthquake may have devastated the city, but despite all the suffering and destruction it caused, it also brought with it opportunity. The reconstruction of Kagi allowed the government to completely alter the town’s urban planning structure, and developed it at such a rapid pace, that the town started to flourish as it never had before. As a major economic center for agriculture, timber and sugar, and Taiwan’s fourth-most populated city at the time, the colonial government placed a considerable amount of attention on the urban development of the city, and the response of the Japanese authorities to the earthquake in regard to both their humanitarian efforts and the reconstruction of the town was something that brought people together in a way that, after a decade of violence, many people would have imagined unlikely.

One of the colonial government’s first major development projects in Taiwan got its start shortly after the Japanese stepped foot in Keelung in 1895. The military had brought with them a group of western-educated military engineers, who were tasked with getting the existing railway between Keelung and Hsinchu back up and running. They were also tasked with coming up with proposals for the extension of the railway across the island. As the military made its way south, the engineers followed close behind surveying the land for the future railway. By 1902, the team came up with a proposal for the ‘Jukan Tetsudo Project’ (縱貫鐵道 / ゅうかんてつどう), otherwise known as the ‘Taiwan Trunk Railway Project,’ which would have the railroad pass through each of Taiwan’s established settlements, including Kirin (基隆), Taihoku (臺北), Shinchiku (新竹), Taichu (臺中), Tainan (臺南) and Takao (高雄).

Link: Taiwan Railway Museum (臺灣總督府鐵道部)

A wooden bench connected directly to the outer wall

Construction was divided into three phases with teams of engineers spread out between the ‘northern’, ‘central’ and ‘southern' regions of the island. Amazingly, in just four short years, from 1900 and 1904, the northern and southern portions of the railway were completed, but due to unforeseen complications, the central portion met with delays and construction issues. Nevertheless, the more than four-hundred kilometer western railway was completed in 1908 (明治41), taking under a decade to complete, a feat in its own right, given all of the obstacles that had to be overcome.

To celebrate this massive accomplishment, the Colonial Government held an inauguration ceremony within the newly established Taichung Park (台中公園) with Prince Kanin Kotohito (閑院宮載仁親王) invited to take part in the ceremony. For its part, the colonial government touted the completion of the railway as a major accomplishment that would usher in a new era of peace and stability in Taiwan, and one that would help to both bring about a period of modernization and economic stability.

For the most part, they were right about that. Taiwan’s railway has been transformational, and even today, it is instrumental in maintaining a high quality of life in the country.

As mentioned earlier, the northern and southern portions of the railway were completed the fastest. The southern section, originally between Kaohsiung and Tainan opened for service in 1900, and just two years later, the railway was extended to Chiayi, where the First Generation Kagi Station (嘉義驛) opened on April 20th, 1902 (明治35年). The opening of this particular station was monumental not only in that it connected one of southern Taiwan’s largest towns, but also for the colonial government’s plans to start extracting natural resources from the nearby mountainous region.

Prior to the completion of the main line, construction on the Alishan branch railway commenced in 1907, with a terminus for the branch line at Kagi Station. The construction of the railway, however, which is now considered to be one of the ‘most beautiful rail lines in the world,’ met with considerable difficulties and delays.

Just after taking control of Taiwan, the colonial government dispatched researchers across the island to identify areas that were ripe for the extraction of natural resources, and in 1899, massive reserves of cedar were discovered in the Alishan region. Planning for the construction of a branch railway, which would assist in the transportation of timber from the mountain got underway shortly thereafter. However, the planning process, which included surveying the land, and mapping out possible routes, ended up taking several years.

During the planning process, one of the main concerns was the slope of the ascent up the mountain, and ultimately the cost of undertaking such an ambitious endeavor. However, when plans were finalized and sent back to Japan for review, the project had to be shelved due to the Japanese-Russian War between 1904 and 1905. When the war came to an end, and the finances were available, construction on the railway officially started in 1907, just a year after the earthquake toppled much of what once stood in Kagi. Interestingly, though, instead of directly funding the project, the Japanese Diet signed a contract with a private company, Fujita-Gumi (藤田組), which would be responsible for the construction of the railway, and later, the extraction of timber. That being said, after investing a considerable amount of funds in the construction of the railway, the company discovered that in order to complete the project, they’d ultimately have to invest more than double what they had already committed, which gave them cold feet and construction came to an abrupt halt just over a year in with the railway half completed.

The restored exterior seems to have lost most of its cypress.

By 1910, the Japanese government, victorious in their war with the Russians, and having already started reaping tremendous wealth from their Taiwanese colony, bought out the Fujita group and construction on the railway started once again. The 86 kilometer branch railway was completed in 1913, a massive achievement at the time, as it was the highest-elevated railway in the Japanese empire, and required a tremendous amount of engineering know-how.

Along the route, trains traveled through more than fifty tunnels and over (almost) eighty wooden bridges, starting from an elevation of 30m to 2,216m at its terminus. To compliment the line, twenty-two stations were constructed, one of them being Hokumon Station (北門驛 / ほくもんえき), a short distance from Kagi Station.

Despite being quite small, Hokumon Station would become one of the most important stations along the route due to its being situated in a strategic location next to the headquarters of the Forestry Bureau, a village set up for the workers (known today as Hinoki Village), the lumber mills, a timber factory, and the Machine Works (林鐵修築工程), which was responsible for the maintenance of the trains and the railway.

The station officially opened for service on October 1st, 1910 (明治43年), and if you’ve been paying attention, you’ll likely notice that this was a few years prior to the completion of the railway. During the construction process, Hokumon Station was instrumental in running limited service between Kagi Station (嘉義驛) and Taketozaki Station (竹頭崎驛), serving as the main way-point for transporting construction staff to sites along the railway.

I probably sound a bit old saying this, but a lot of people may find it hard to believe, but before the advent of the Internet and Social Media, word also tended to spread quickly, and soon after the Alishan railway was completed, people from all over Taiwan started discovering that Alishan was spectacularly beautiful, quickly transforming it into a popular tourist destination. In 1918 (大正7年), passenger service was added to the railway for the first time, transporting tourists up into the mountains on what were known as ‘convenience cars’ (便乘列車), which were added to the rear of the freight trains.

As time went by, the Alishan Line continued to grow, and more stations were eventually added, with the line extended even higher into the mountains. By 1933 (昭和8年), the same year that the Second Generation Kagi Station (第二代嘉義車站) was completed, Sakaecho Station (栄町驛 / さかえちょうえき), located in the space between Kagi and Hokumon Station was constructed, and even more importantly, Niitakaguchi Station (新高口驛) opened to massive approval from the tourist public.

Personally, I’m not particularly sure why Sakaecho Station was ever constructed, but Niitaguchi Station on the other hand ended up being the station the highest station in the Japanese empire. It was also the gateway to ‘Mount Niitaka’ (新高山), which we refer to today as Yushan, or Jade Mountain (玉山) and offered an express route to the lodge near the trailhead. When it opened, hikers were able to summit the mountain much more quickly, making it accessible for anyone who wanted to climb Taiwan’s (and Japan’s at the time) highest peak.

Elevation of railway stations on the Alishan Railway.

When the Japanese were forced to give up control of Taiwan at the end of the Second World War, the extraction of cypress from the mountains in the Alishan area is something that actively continued under the new regime, and the branch railway remained active for quite some time. The popularity of the railway with all of Taiwan’s new arrivals, though, made Hokumon Station, which had started being referred to in Mandarin as ‘Beimen Station’ a bit outdated, so, in 1973 (明國62年), a new passenger station was constructed on the opposite side of the tracks, leaving the original station responsible for managing the freight that was passing through.

The popularity of the railway would eventually fall into decline after the completion of the Alishan Highway (阿里山公路), allowing people to drive their own vehicles up the mountains, or take buses. With the ability to travel up the mountain at your leisure, the railway would became a nostalgic tourist attraction, but due to a number of accidents along the route over the following decades, in addition to damage caused by landslides, the railway was shut down for almost a decade for repairs.

Sadly, in 1998, just a month after Beimen Station was officially recognized as a Chiayi City Protected Heritage Site (嘉義市定古蹟), fire broke out at the station, causing irreparable damage to about forty percent of the building. The city government promptly approved funding for repairs, and construction quickly got underway to restore the building, simultaneously taking the initiative to completely clean up the station-front, making it more pedestrian-friendly.

What happened after that, I’ll quickly touch upon, but since there are some legal matters that are still going through the court system, I’m not going to say too much. To briefly summarize, the ‘Beimen Passenger Station’ on the opposite side of the tracks was phased out in 2007, with the building quickly torn down so that it could be replaced. Passenger service was returned to the original station for a short time while a new building was being constructed.

The new station would be considerably larger, and would even include a hotel (阿里山麗星北門大飯店). The Chiayi City government entered into a BOT agreement with a private company, resulting in years of litigation and appeals on both sides. The issue at hand was that with the railway shutdown due to considerable damage caused by typhoons, the company took a major loss of revenue, given that few were interested in staying a hotel that connected to a shut down railway. The Chiayi City Government can’t really be blamed for any of this, though.

Link: The role of Public-Private Partnerships in Conserving Historic Buildings in Taiwan

Today, with the railway back up and running, both the new passenger station and the hotel are open to the public. With freight service phased out, and passenger services transferred across the tracks, the historic station has been emptied and once again entered a period of restoration, and unfortunately, during my two recent trips to the city, the interior of the building was inaccessible as construction had yet to be completed.

At some point in the near future the station will be completely reopened to the public as a tourist destination now that its time as a railway station has officially come to an end. However, I’m sure with the eventual retirement of Chiayi Station, and the inclusion of the Alishan Forest Railway Garage Park (阿里山森林鐵路車庫園區), Beimen Station will become part of a greater railway park that celebrates the city’s rich history.

Before I move on to detailing the architectural design of the station, I’ve put together a condensed timeline of events in the drop down box below with regard to the station’s history for anyone who is interested:

    • 1895 (明治28年) - The Japanese take control of Taiwan as per the terms of China’s surrender in the Sino-Japanese War.

    • 1896 (明治29年) - The Colonial Government puts a team of engineers in place to plan for a railway network on the newly acquired island.

    • 1899 (明治30年) - The Japanese discover massive reserves of precious cedar in the Alishan Forest Area and planning starts for a railway for the extraction of timber.

    • 1900 (明治33年) - The first completed section of the Japanese-era railway opens for service in southern Taiwan between the port town of Kaohsiung and Tainan. The transportation bureau sends engineers to the Alishan area to investigate the feasibility of building a railway to transport timber freight down the mountain.

    • 1902 (明治35年) - After years of planning and surveying, the government formally approves the Jukan Tetsudo Project (縱貫鐵道 / ゅうかんてつどう), a plan that will connect the western and eastern coasts of the island by rail.

    • 1902 (明治35年4月20日) - The First Generation Kagi Station opens for service along the southern portion of the railway.

    • 1903 - 1904 (明治36-37年) - Planning for the forest railway enters a several year period of surveying the land and possible routes for the railway with the slope of the ascent up the mountain being one of the main concerns. However, when plans for the route were finalized and sent back to Japan for review, the project was shelved because of a lack of funds due to the Japanese-Russian War.

    • 1906 (明治39年) - On March 17th, the Great Kagi Earthquake (嘉義大地震), with an epicenter in Meishan (梅山) leveled much of what had been constructed in the area. Later that year, the Japanese Diet officially approves a development project by the Fujita-Gumi (藤田組) conglomerate, which obtained the licensing rights for the railway, which revived the project.

    • 1907 (明治40年) - Construction of the Alishan Railway (阿里山林鐵) commences with the project split into three phases. However, with construction already well underway, the group discovered that in order to complete the project, an additional 1.5 million yen (on top of the the 1.3 million already spent) would have to be spent to complete the railway.

    • 1908/2/11 (明治41年) - The Fujita-Gumi group officially announces the suspension of the half-completed Alishan railway construction project due to a lack of financial resources.

    • 1908/10/24 (明治41年) - The 400 kilometer Taiwan Western Line (西部幹線) is completed with a ceremony held within Taichung Park (台中公園) on October 24th. For the first time, the major settlements along the western coast of the island are connected by rail from Kirin (Keelung 基隆) to Takao (Kaohsiung 高雄).

    • 1910 (明治43年) - Forestry officials propose restarting construction on the railway with a plan proposed to have the Japanese government buy out the Fujita group. The proposal was approved within two months and construction started right away.

    • 1910/10/1 (明治43年) - The portion of the railway between Kagi Station (嘉義驛) and Taketozaki Station (竹頭崎驛) opens for limited service. During this period of limited service, Hokumon Station is completed, and likewise opens for freight traffic, and serves as the main way point for transporting workers to the construction sites along the railway.

    • 1913 (大正2年) - The nearly ninety kilometer Alishan Forest Railway (阿里山線) between Kagi Station and Shohei Station (沼平驛 / しょうへいえき) is fully completed and opens for service.

    • 1918 (大正7年) - For the convenience of local residents, hikers and tourists, passenger cars (便乘列車) are added to the rear of the freight trains that make their way up the mountain.

    • 1933 (昭和8年) - The Second Generation Kagi Station, designed by Ujiki Takeo (宇敷 赳夫/うじき たけお) opens for service. That same year, Sakaecho Station (栄町驛 / さかえちょうえき), located between Kagi Station and Hokumon Station opens for service.

    • 1933 (昭和8年) - The Alishan Railway becomes a major tourist attraction when the railway is extended to Niitakaguchi (新高口驛) from Shohei Station (沼平驛), offering an express route to the trailhead of Mount Niitaka (新高山), what we know today as Yushan (玉山).

    • 1945 (昭和20年) - The Second World War comes to an end and the Japanese surrender control of Taiwan to the Chinese Nationalists.

    • 1973 (明國62年) - A new ‘Beimen Station’ (新北門車站) is constructed, leaving the original station in charge of freight services from the mountain as well as maintenance services.

    • 1982 (民國71年) - With the completion of the Alishan Highway, the number of passengers on the train to Alishan starts to decline.

    • 1998 (民國87年) - An eventful year for the station, in April it is recognized as a Chiayi City Protected Heritage Site (嘉義市定古蹟), but then a month later fire breaks out, destroying at least half of the historic building. A few months later, funding is approved for its restoration.

    • 2001 (民國90年) - The square in front of the station undergoes a period of restoration and improvement, making the area entirely pedestrian.

    • 2007 (民國96年) - The last train departed from the ‘new’ Beimen Station, and passenger services were moved back to the original station.

    • 2008 (民國97年) - The ‘new’ station is torn down and a much larger ‘newer’ Beimen Station is constructed in its place. This time, the new station includes a hotel (阿里山麗星北門大飯店) and a BOT agreement with a private company, which eventually results in years of litigation between the private company and the city.

    • 2009 (民國98年) - Due to the devastation caused by Typhoon Morakot, services along the railway were limited for several years, which meant that Beimen Station, the newly constructed hotel, and the area around the station suffered economically.

    • 2023 (民國112年) - Beimen Station enters a period of restoration and operation of the railway is transferred again to the ‘new’ station on the opposite side of the railway.

Architectural Design

If you took the time to read the long-winded introduction to the history of Beimen Station, you’re probably already aware that the building has gone through considerable change over the century that it has been in operation. The fire that devastated parts of the building, for example, not only altered the function of the station, but its interior layout as well. Fortunately, the building was put back together, and put back to work in no time.

The current restoration of the building, though, I have to say seems to have changed things quite a bit, and although I’m writing this article before the project has been completed, from what I’ve seen from both the exterior, and peering through the windows, I’m not particularly a big fan of what that has been done.

To start, I suppose it’s probably easiest to just explain that Beimen Station, like many of its contemporaries in the early 1900s, was constructed with Taiwanese Red Cypress (臺灣紅檜) in a traditional architectural style that became common not only in Taiwan, but back in Japan as well.

One thing that the Japanese discovered the hard way in their early years of developing Taiwan was that their traditional methods of construction, primarily making use of timber, was something that wasn’t ideal in the long-term in this environment. Not only was Taiwan prone to earthquakes and typhoons, but it was also home to a powerful little pest, known as the white termite (白蟻), which took pleasure feasting upon all of the buildings that were being constructed around the island. Fortunately, by the time Beimen Station was constructed in 1912, the Japanese had already become frustrated feeding Taiwan’s termites, and had come up with methods to continue using cypress for the construction of buildings, while also preventing termites from doing their thing.

The station was constructed with a rectangular-shaped core, with a length of 22 meters and a width of 11 meters, on an elevated cement base that prevented the termites from getting to the wooden sections of the building. The rectangular shape of the building was probably one of the more common characteristics for these early stations as the design allowed for an even partition of the passenger and staff sections of the station. Where Beimen Station differs from most of its contemporaries, though, is that the staff-side was considerably larger than the passenger side. The reason for this was simply because the station’s primary responsibility was never really intended to serve large crowds of tourists, but instead to deal with all of the freight that was being transferred to the lumber yards nearby.

If you’re looking at the station in person, and keeping in mind the official measurements above, you’ll probably find it a bit odd that the station is measured at 11 meters deep. What the literature doesn’t actually tell you very clearly is that the depth also includes the platform space for the station, which extends beyond the station house. Unfortunately, as I mentioned above, the interior of the station is still in the process of being restored, so until it completely reopens, I won’t be able to provide photos of what you’ll find inside. From the information provided, though, the interior is constructed entirely with cypress and features bamboo and mud insulated walls (編竹夾泥牆), with all four sides of the building featuring large Japanese-style paneled sliding glass windows (日式橫拉窗).

With regard to the passenger area of the station, there was a small waiting room (等候室), a square (廣場) in front of the station, the porch (門廊), platform space (月台), and the ticket booth (檢票口). Within the staff section, there was an office (辦公室), the ticket booth (售票口), baggage check-in office (行李托運處), and a signal room (信號室). Additionally, there was a detached warehouse outside of the station that included duty rooms (值班室) and a tea space (茶水間).

If I were to just tell you that the building was constructed in a ‘rectangular-shape’, I wouldn’t be doing it justice, so let me explain some of the more advanced architectural terms. First, instead of referring to it as ‘rectangular’, it’s important to note that the building was constructed using the traditional irimoya (入母屋造 / いりもやづくり) style of design. An ubiquitous style of Japanese architectural design, ‘irimoya’ is most often referred to in English as the “East Asian hip-and-gable roof,” which is something that I don’t particularly think really helps the average English-language reader really understand what’s actually going on.

To explain, the key thing to keep in mind about irimoya-style buildings is that they feature what’s known as a ‘moya’ (母屋 / もや), which in this case is essentially just the rectangular core of the building. But then again, almost every type of building around the world features a base that is directly beneath the roof, so what you’ll want to keep in mind in this regard is that Japanese architects have come up with a genius network of pillars and trusses within the ‘moya’ that not only ensure the building’s stability, but also adds an ample amount of support for the weight of the roof. What ends up completing this style of design is that the core of the building is (almost) always complimented by a roof that eclipses the size of the core. While its true that a lot of emphasis is placed on decorative roof designs within Japanese architectural design, none of it would be possible without the mathematical and carpentry genius it takes to construct the base, which is why I think the roof shouldn’t always be the main focus.

Given that the term in English is translated as the “East Asian hip-and-gable roof,” you might understand why I take issue with the term given that Beimen Station’s roof was constructed using the traditional yosemune (寄棟造 / よせむねづくり) style of design. In most cases, ‘yosemune-style’ roofs are combined with another style of roof design to make the geometrically-shaped ‘hip-and-gable’ roof. However, Beimen Station’s ‘yosemune’ roof is essentially just a four-sided ‘hip’ roof that covers and extends beyond the base of the building. Thus, the so-called ‘hip-and-gable’ roof doesn’t actually feature a ‘gable’ section, making it quite simple as far as these things go.

The upper part of the roof is covered with Japanese-style black tiles (日式黑瓦) while the lower eaves are covered with rain-boards (雨淋板) that extend beyond the roof and help to direct the flow of rain water on rainy days, while also offering passengers some extra protection from the elements. The tiles that cover the roof have faded in color, so it’s difficult to tell how old they are, although it’s highly likely that they were replaced after the restoration to the building in 1998.

The rain-boards that extend from the roof are supported by a network of pillars on the sides and the rear of the building where they extend much further from the roof than they do at the front. Even though the roof is somewhat basic in terms of its decorative elements, especially when compared to the hip-and-gable style roofs you’ll find on other Japanese-era buildings, there are still a number of elements to take note of with the various types of tiles that connect to cover the roof.

  1. Nokigawara (軒瓦/のきがわら) - The roof tiles placed along the eaves lines.

  2. Noshigawara (熨斗瓦/のしがわら) - Thick rectangular tiles located under ridge tiles.

  3. Munagawara (棟瓦 /むねがわら) - Ridge tiles used to cover the apex of the roof.

  4. Onigawara (鬼瓦/おにがわら) - Decorative roof tiles found at the ends of a main ridge.

While not exactly part of the roof, one thing that adds a bit of shape to the building is the addition of a roof-covered ‘kurumayose' (車寄/くるまよせ) porch, which protrudes from the rain-boards on the flat front of the building with a pair of pillars holding it up. The roof of the porch features a two-sided, almost triangular-like, kirizuma-style roof (切妻造 / きりづまづくり) facing in the opposite direction of the roof above, adding to the three dimensional design of the building. Even though the ‘porch’ is decorative in nature, it’s also functional in that it allows passengers coming to the station to know which is the entrance to the station that they’re supposed to use, rather than attempting to enter the staff-side of the station.

In the near future, I hope to visit the station again when the restoration has been fully completed so that I can include photos of the interior, and better explain what you’ll find inside. During my most recent visit, I was able to peer in through the windows at the mostly empty building, so I could see that the original wooden benches and the ticket booth and window were still there, which is great. On my next visit, I’d also like to spend more time exploring the railway park nearby. Until then, I hope this introduction helps you understand the station a little more.

Getting There

 

Address: #428 Gonghe Road, East District, Chiayi City

(嘉義市東區共和路428號)

GPS: 23.487778, 120.455278

Whenever I write about one of Taiwan’s historic train stations, it probably makes sense that the best possible advice for getting there is to simply take the train. In this case, though, unless you find yourself taking the Alishan Forest Railway, you’re not likely to find yourself on a train that stops at the (current) Beimen Station.

Chiayi is a pretty popular place these days, though, and there are a number of methods for travelers to reach the city, without taking the train. The historic Beimen Station is a short walk from Chiayi Station, and even closer to the famed Hinoki Village, both of which offer options for public transport, so if you’re in the city, you shouldn’t have too much trouble getting yourself to this historic little station.

If, however, you are making use of the railway as your primary method of transportation, arriving in Chiayi is pretty simple. It doesn’t matter whether you’re traveling southbound, or northbound, as one of Taiwan’s major railway stations, Chiayi Station is accessible via all of the western trunk line’s express train services as well as the local commuter trains, so matter what train you get on, it’ll make a stop at Chiayi station.

High Speed Rail / Bus Rapid Transport

If you arrive in town via Taiwan’s High Speed Rail, you’ll probably notice that the station is located a fair distance away from the downtown core of the city. Taking the HSR to Chiayi saves a lot of travel time, especially if you’re traveling from Taipei, but once you’ve arrived, you’re going to have to either take a taxi or a bus into town. Fortunately, Chiayi Station is connected to the Chiayi High Speed Railway Station (嘉義高鐵站) through the Chiayi Bus Rapid Transit (嘉義公車捷運), an express bus service that connects the High Speed Rail station to the city.

If you arrive in the area via High Speed Rail, you can easily exit the station to the bus parking area and hop on either bus #7211 or #7212 to get yourself to the downtown core of the city.

Link: Bus #7211 and #7212 schedule (Chiayi City Bureau of Transport)

Even more convenient is that Bus #7212 stops directly at the Chiayi City Cultural Center Bus Stop, which I’ll mention below.

Bus

As I just mentioned, in recent years, Chiayi City has upgraded its bus network into a “BRT” (Bus Rapid Transport) system similar to the one in used in Taichung. The new system has replaced all of the old Chiayi Bus (嘉義公車) routes that used to exist. So, if you’ve looked at other resources online that haven’t been updated, you might find yourself a bit confused about how to get around.

If you want to make use of Chiayi City’s public bus routes, there are numerous options for getting to Beimen Station, but the important thing to keep in mind is that the station is accessible via two different stops, both of which are quite convenient for travelers. Below, I’ll separate the route options based on the stop where you’ll get off and provide links to their schedules. However, it’s important to keep in mind that links like this in Taiwan are incredibly unreliable. If you discover that one of the links isn’t active, let me know in the comments below and I’ll update it!

Hinoki Village bus stop (檜意森活村)

From the Hinoki Village Bus Stop, you’ll simply cross Linsen East Road (林森東路) and walk down the narrow Gonghe Road (共和路) for about a minute or two before you arrive at Beimen Station.

Bus Routes: Yellow Line, Yellow Line A, Lohas Line 1, Lohas Line 9

Chiayi City Cultural Center bus stop (文化中心)

From the Chiayi Cultural Center Bus Stop, you’ll simply cross Zhongxiao Road (忠孝路) by the train tracks and walk down Lane 243 of Gonghe Road (共和路243巷) for about a minute or two before you arrive at the station.

Bus Routes: Red Line, Red Line A, #7202, #7203, #7204, #7217, #7304, #7305, #7309, #7315, #7316, #7700, #7701

Youbike

Finally, Chiayi is very well-equipped with Youbike Stations scattered across the city in convenient tourist-friendly locations. If you’ve arrived in town via the train, there is a large Youbike station just outside where you’ll be able to swipe your EasyCard and go for a ride on one of the shared bicycles.

If you’re riding a Youbike, you can easily dock the bicycle at the docking station next to Hinoki Village (檜意森活村), and check out the station, which is across the street.

The roads in Chiayi are quite wide, and drivers are a lot more considerable towards pedestrians than they are in other areas of Taiwan, so if you’re in the area, making use of the YouBike service is a highly recommended option. They also allow you to stop and check out any of the cool things you’ll see while riding around the streets and the historic alleys of the city.

If you haven’t already, I highly recommend downloading the Youbike App to your phone so that you’ll have a better idea of the location where you’ll be able to find the closest docking station.

Link: Youbike - Apple / Android

Now that the historic Beimen Station has (once again) been phased out and replaced by a modern station on the opposite side of the tracks, the little wooden station house has entered a new period in its existence as a tourist attraction. Having recently been restored, the station should soon be opened to the public, likely as an extension of the nearby Hinoki Village, where you’ll be able to learn about the history of the Alishan Forest Railway and the station itself. That being said, until the station fully reopens to the public, its unclear what purpose it will actually serve.

As a protected heritage property, and an important part of Chiayi’s history, it’s great that the station has been restored and will soon become another one of the city’s tourist destinations, but I do have to say that some of the decisions made with regard to its restoration were somewhat questionable. Hopefully, though, when the interior of the station opens to the public, and we get to enjoy the finished product, some of those issues will be cleared up. If you’re in the area visiting Hinoki Village, I highly recommend crossing the street and checking out this beautiful little train station.

References

  1. Beimen railway station | 北門車站 中文 | 北門駅 日文 (Wiki)

  2. Alishan Forest Railway | 阿里山林業鐵路 中文 | 阿里山森林鉄路 日文 (Wiki)

  3. Chiayi railway station | 嘉義車站 中文 | 嘉義駅 日文 (Wiki)

  4. Tainan Prefecture | 臺南州 中文台南州 日文 (Wiki)

  5. Chiayi | 嘉義市 中文 | 嘉義市 日文 | 嘉義市 (州轄市) (Wiki)

  6. 嘉義市市定古蹟阿里山鐵路北門驛調查研究規劃 (嘉義市政府)

  7. 阿里山林業暨鐵道文化景觀 (國家文化資產網)

  8. 林業鐵路歷史介紹 (林業鐵道)

  9. 北門驛現址─北門車站 (國家文化記憶庫)

  10. [嘉義市].檜意森活村.阿里山森林鐵路車庫園區.北門驛 (Tony Huang)