地理学評論
Online ISSN : 2185-1719
Print ISSN : 0016-7444
ISSN-L : 0016-7444
44 巻, 3 号
選択された号の論文の6件中1~6を表示しています
  • 伊藤 久雄
    1971 年 44 巻 3 号 p. 155-167
    発行日: 1971/03/01
    公開日: 2008/12/24
    ジャーナル フリー
    日高町・占冠村・白滝村・丸瀬布町は国有林が全面積の80%以上を占める山村である.何れの山村にも農業が行なわれ自然条件の相違により日高町は米作,占冠村は畑作と米作,白滝・丸瀬布両町村は畑作である.しかし零細農が多く生産性は低いので古くから林業労務者として国有林に依存していた.然るに近年は国有林の木材減少,林業用具の機械化効率化により林業依存から分離の傾向が生じその上製材工場の原料も不足するようになって林業依存の経済構造は変化しはじめた.その上近年山村に於ける交通の発達は都市との接触が繁くなり住民の視野を拡めるに至った.それに加えて経済の高度成長に伴なう都市の労働力吸引は国有林に支えられていた北海道山村にも離農の外に若年層の町外就職による人口減少が起こり人ロ構造は著しく変容している.
  • 杉村 暢二
    1971 年 44 巻 3 号 p. 168-180
    発行日: 1971/03/01
    公開日: 2008/12/24
    ジャーナル フリー
    中心商店街の顧客吸引力として,通りに含まれる高級身廻り品(時計・眼鏡・宝石等)と日常生活品(薬品)店との割合を求めた.このようにして求められる中心商店街の顧客吸引力は,都市の生活圏にみられるように,都市地域 (Nonbasic) と都市地域とその後背地を含めた都市圏 (Basic) との関係において算出されるものと考える.
    かかる方法を,中心商店街ばかりでなく,副次的商店街にも試み,顧客吸引力からみた中心商店街の副次的商店街に対するシェアを求めた.その後,顧客吸引力を通りのブロック毎に示される路線価格におきかえ,これによって中心商店街の副次的商店街に対するシェアとその類型化を行ない6つのタイプを考えた.
  • 脇田 武光
    1971 年 44 巻 3 号 p. 181-193
    発行日: 1971/03/01
    公開日: 2008/12/24
    ジャーナル フリー
    1. Preface
    Traffic accidents in Japan are increasing recently in spite of the nationwide “traffic safety first campaign”. Unexpected accidents related largely to traffic accidents have been ranked at the fifth in Japanese death-order by causes, but in 1968 they jumped to the fourth order. The author has written a paper entitled “THE GEOGRAPHICAL STUDY OF TRAFFIC ACCIDENTS” in this journal, and now he would like to make a report focusing on Japanese metropolises.
    2. Correlation of Traffic Stagnancy and Traffic Accidents in Metropolises
    For five Japanese metropolises (Tôkyô, Ôsaka, Nagoya, Yokohama, and Kôbe), correlation coefficients between the traffic stagnancy and traffic accidents were calculated by using the formula of correlation on the samples of Tab. 1. Results are as follows: (1) For the average of the five metropolises in the traffic stagnancy and the number of occurrence: r_??_0.64. (2) For the average of the five metropolises in the traffic stagnancy and the wounded: r_??_0.62. (3) For the average of the five metropolises in the traffic stagnancy and the dead: r_??_0.30.
    Next, taking Tôkyô as an example among the five metropolises, the author made a correlation chart (Fig. 1) as to the relation of the traffic stagnancy and traffic accidents. In this figure, x is the traffic stagnancy, y1 is the number of occurrence, y2 is the number of the wounded and y3 is the number of the dead. And the following relations were found;
    y1_??_x+1.6, y2=_??_x+2.0, and y3=_??_x+4.2
    As for such, if the traffic stagnancy comes to occur frequently because the traffic volume reaches over the limit of the metropolitan traffic capacity, both the number of occurrence and the wounded increase certainly in answer to it. While it comes to have the action of selfcontrol in traffic presently, thereby the traffic volume comes to decrease substantially within the metropolis despite of increasing number of registered motorcars externally. In addition, the motorcars which drive through the metropolis are forced to speed down because of the traffic stagnancy. These are why the number of the dead in the metropolis has been diminishing recently as shown in Tab. 2 and Fig. 2. Such circumstances within the metropolis are also why the relationship between the traffic stagnancy and the dead is flimsy on an average. 3. Regional Characteristics of Traffic Accidents within the Metropolis
    Tab. 3, Fig. 3, and Fig. 4 show the last decadal transition on traffic accidents in Tokyo Wards. Firstly, in the number of occurrence, the average of Tokyo Wards is 4.4 times. As compared with it, the center is 1.9 times, the middle part 3.3 times, the subcenters 4.8 times, and the fringe areas 7.3 times. That is to say, the center and the surrounding middle part are less than the average for Tôkyô Wards in the increase rate. Above all, as Marunouchi of the center, there is even a region which showed a decrease of nearly 30%. On the contrary, the subcenters and the fringe areas are more than the average for Tôkyô Wards. And there are not a few areas over 10 times in the decade as well, Above all, it shows about 22 times in Nishiarai area. For the dead, however, the average for Tôkyô Wards shows a decrease of 6.1%. As compared with it, the center is a decrease of 51.3%, the middle part is a decrease of 17%, the subcenters show a decrease of 41.3 %, and only the fringe area shows an increase of 22.3%.
    Tab. 4, Fig. 5, and Fig. 6 show the distribution of the routes with the high density of traffic accidents per kilometer along roads. Consequently, it was seen that 27 routes of the high density in the number of occurrence distribute near the scope of the center and the subcenters generally.
  • 東郷 正美
    1971 年 44 巻 3 号 p. 194-200
    発行日: 1971/03/01
    公開日: 2008/12/24
    ジャーナル フリー
  • 西沢 利栄
    1971 年 44 巻 3 号 p. 201-209
    発行日: 1971/03/01
    公開日: 2008/12/24
    ジャーナル フリー
  • 1971 年 44 巻 3 号 p. 210-229_2
    発行日: 1971/03/01
    公開日: 2008/12/24
    ジャーナル フリー
feedback
Top