地理学評論
Online ISSN : 2185-1719
Print ISSN : 0016-7444
ISSN-L : 0016-7444
31 巻, 5 号
選択された号の論文の6件中1~6を表示しています
  • 原沢 文弥
    1958 年 31 巻 5 号 p. 277-291
    発行日: 1958/05/01
    公開日: 2008/12/24
    ジャーナル フリー
    The consolidation of the post towns on the five main highways, and on the other roads designated. by the Tokugawa government, was originally for the supply of men and horses for official needs, chiefly for the going up to and coming down from Edo for the alternate-year residence of daimyos. In using the regularly stationed men and horses at these post towns, official needs were first met on priority basis and the transportation of common travellers and merchants' goods and luggage was always deferred. The chief duty of post towns was to offer men and horses for official traffic, which was indeed a heavy burden to these towns. Although taxation on the lands they lived on was exempted in compensation for the expense and service, it was not sufficient to make up for the loss. Therefore, these towns were permitted to cover it by gaining profit offering service for common travellers and carrying merchandise in their leisure hours, or by obtaining the license of keeping inns and shops in the towns.
    The profit thus gained by transporting goods and luggage of common travellers was very importan_??_ to maintain the functions of post towns. But private travellers and goods were not only deferred in transport but were transshipped at every post town. And this transsipment had such shortcomings as damage in the goods, delay in the time of transport, and more cost in carriage and commission. It was only too natural, therefore, that merchandise in general tried to avoid being forwarded in this relay system; they would have avoided if they had been able to. But the system was protected and carried out by the authority of the government; the five main highways and the other roads designated by the government were privileged traffic routes located with the strong governmental protection at their back.
    The inconveniences of these routes were not keenly felt in the earlier stages of the Edo government, when traffic was not so dense and transport of merchandise was small. Besides, the authority of the government made it impossible for people to resist. But as more merchandise came to be transferred and more people began to travel, the inconveniences and conflict of interests became more and more apparent. By and by there appeared gradually an indication that people would try to avoid the privileged routes. In addition, the gradual loosening of the government in the enforcement of laws and regulations accelerated the tendency. Consequently, there arose a new means of transport contrived by private transport agencies to forward merchandise through by carriers using horses or oxen. These carriers and horses (or oxen) sometimes avoided certain post towns on the way; mostly they tried to utilize only the byways if available.
    Thus the new means of transport was born by the need of cheap and puick way of forwarding goods, while the old privileged routes had the protection of the government or feudal lords in their background. As the traffic on the byways prosperd, more goods came to be sent by them and the main highways wera more neglected, which was a vital problem to post towns since their functions must be paralyzed in the end. The two were destined to conflict and the power of the government was another factor to complicate the matter. This made a characteristic feature of the traffic system in the Edo period, especially in its middle and later stages. Whether one liked it or not, the situation turned favorable on the byways and the traffic on them became more and more heavy while it became impossible in the end to maintain the post-town system.
    The Present study has chosen a certain area with the Usui Pass in its center where byways developed most remarkably and using litigious document and maps of villages preserved in places which used to be post towns, has considered the relation between the post towns and the byway traffic.
  • 河村 武
    1958 年 31 巻 5 号 p. 291-298
    発行日: 1958/05/01
    公開日: 2008/12/24
    ジャーナル フリー
    Because of the recent progress of instruments, especially the thermistor, we can now easily make observations at more than 80 stations in an hour. However, serious errors are sometimes caused by the time lag of the thermistor in rapidly moving automobiles. The present paper deals with the errors in several cases, theoretically and experimentally, and following conclusions are summarized:
    1) For using thermistor thermometer, with a time lag coefficient of about 3 seconds, the first reading in the automobile should be taken after having run at least 100 meters.
    2) The influence of the thermal frontal zone between the urban and rural area, is experienced on both sides of the zone for 20 meters width.
    3) When the automobile moves on a route where a temperature gradient exists, observed values are frequently overestimated or underestimated by 0.1_??_0.2°C.
    4) Therefore when the two automobiles cross the same location, the difference between the values is 0.1°_??_0.2°C.
    5) An extraordinary high temperature is caused by exaust gas from other automobiles, so no observation should be taken permitted within 50 meters at least, even if the influence has disappeared. Also same limitations must be considered on the observations made at the stopping at the crossing point.
    6) The observed values at each station seem to be influenced by the area 50 to 100 meters before it.
    7) In the moving observation from automobiles, the observed values fluctuate less than at the fixed stations, hence it is enough to consider the fluctuations only for the longer periods.
  • 木地 節郎
    1958 年 31 巻 5 号 p. 298-308
    発行日: 1958/05/01
    公開日: 2008/12/24
    ジャーナル フリー
    In recent years many new cities have been born and many old cities have expanded their city areas by absorpting their sorrounding rural villages. In such a new city area, consumers keep their rural living conditions and rural consumer habits still now. Some local cites came in contact with each other. From the viewpoint of urban geography, the relation between the city boundary and the extention of the retail trade area is the most important subjects to desolve. So the author adopted the following subjects;
    1) The factors which restricts the geographical extention of retail trade area. The extention of retail trade area depends upon the conditions of trafics or transportations between the shopping center and consumers dwelling places.
    2) Relation between the extention of the retail trade area and administrative boundary.
    Extention of city area resulted in confining daily movement to consumers into the city area, and the influence of retail trade area collides with each other directly.
    3) Contact of two city boundaries. Some examples are found in the case of local small cities, in which retail trade area accord with city boundary approximatly.
    The author tried to illustrate the relation between the extention of retail trade area and city boundary on the case of two local small cities, i. e. Fukuchiyama (popul. 61, 800) and Ayabe (popul. 53, 000) in Kinki District in Japan. In these cases, two retail trade area contact with each other along with the city boundary. This is proved in quantity by the table which shows the havitual purchasing place at the two Azas neighboring the city boundary.
  • 若生 達夫
    1958 年 31 巻 5 号 p. 309-312
    発行日: 1958/05/01
    公開日: 2008/12/24
    ジャーナル フリー
    Having made a reconnaisance in this area, the writer classified it into several geomorpholoical surfaces, concerning about the nature and the time of the formation of each surface.
    (1) Those surfaces are termed, from the lower to the upper, A to G, and mountains; and B is subdivided into Ba and Bb. The relative height of A to G is about 250 meters.
    (2) A•B•C•D are river terraces, while E has characters of the rock bench or the partial pediment (by Ben A. Tator, 1952-1953). F may be the same with E, and a part of D resembles E.
    Above identification depends on the structures of the superficial layers underlying those surfaces and on the forms of those surfaces. G is the surface of the inselberg-like isolated hill, relating to E and F.
    (3) The rocks forming mountains are ancient ones of Hidaka Belt, and the rock underlying G is liparite, while the rest on which the large part of each surface-A-F-lie is loose tuffaceous sandstone.
    (4) Among the materials (gravels or finer materials) underlying Bb and C, various paleolithic. stone implements have been discovered by Shôichi Yoshizaki, archaeologist.
    (5) The writer takes a view that such stone implements must be embedded in the material underlying Ba. The reason is that Ba and Bb are supporsed to be the protected terraces, owing to the presence of the gorge of the hard rock of Hidaka Belt downstream, and the time of those formation supposed to have been in the same cycle.
    But an alternative interpretation would be possible, that is, the time of the formation of the graded reach emerged as Ba later belongs to the alluvial epock, but the time of the accident by which Ba was formed belongs to the dilluvial epock.
    (6) Geologist Kiyoshi Hasegawa has studied the area and, from the gravels underlying each surface, concluded that the time of the formation of the volcano Tengudake corresponds to the time of the formation of C, and that of the present peak of the volcano is later than that of B and earlier than A.
    The lava flows of the volcano might affect the drainage systems of this area, and they might also affect the agencies to form those surfaces.
    (7) In addition to the facts above mentioned, there exist another characteristics, that is, each surface has different pedological character.
    So, the writer supposes that such surfaces could be classified corresponding to the geological age, from the view point of geomorphology, geology, archaeology and pedology. And the conditions, especially climatic ones, under which each surface was formed could be estimated.
  • 西尾 〓次郎
    1958 年 31 巻 5 号 p. 313-315
    発行日: 1958/05/01
    公開日: 2008/12/24
    ジャーナル フリー
  • 1958 年 31 巻 5 号 p. 316-332_2
    発行日: 1958/05/01
    公開日: 2008/12/24
    ジャーナル フリー
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