The number of air passengers in the world has increased from 3, 500 persons in 1919, 90 million in 1959, to 1.07 billion in 1988. In recent years in particular, the number of air passengers and air routes have incresed rapidly, and the development of larger and high-performance aircraft has made steady progress.
In this current, studies on air transportation should also advance in geography. The purpose of this study is to clarify the spatial changes in air passenger distribution patterns for about a decade and the causes of these changes in Japan In this study, the main data for air passengers were selected from the Air Passenger Movements Survey in 1975 and in 1983 conducted by the Civil Aviation Bureau Ministry of Transport.
Results of this study are summarized as follows.
1. Focusing on the spatial distribution of air passengers in Japan, more passengers are generated and absorbed in areas where an airport is located and in large cities near airports. In addition, areas where a lot of passengers are generated and absorbed increse and extend outward from airports for the period from 1975 to 1983.
2. Hinterlands of Haneda, Yamagata, Komatsu and Kagoshima airports were selected for the analysis, giving consideration to regional differences of air passenger distribution patterns. In four airport hinterlands, the number of air passengers has increased considerably in areas where airports are located and those around airports for the period from 1975 to 1983. And the trend that the volume of incease in air passengers decreases with increasing distance from airports is observed in common. Areas with a large increase in passengers for business and nonresidents are found in a narrow zone around airports, while areas with a large increase in passengers for leisure and residents are widely spread in each hinterland.
3. Canonical correlation analysis was applied to five variables which reveal changes (the volume of increse) in air passengers and 11 variables which indicate changes (the volume of increase) in regional attributes related strongly with distribution patterns of air passengers. As a result, significant canonical variates were obtained for four airport hinterlands. Increase in air passengers is deeply related to the growth of commerce, increases in population and in establishments in areas where air passengers are generated and absorbed. Then in the Haneda Airport hinterland, though increse in residents is strongly related to growth of population, increses in passengers for business and in nonresidents do not show a strong correspondence with increase in population. Increasing regional attributes with increase in passengers for leisure are different from those with increase in other passengers, seen in hinterlands except for the Yamagata Airport hinterland.
4. Higher rates of air passenger increase were observed in areas far from airports. Canonical correlation analysis was applied to variables which reveal changes (the rate of increase) in air passengers and variables which indicate changes (the rate of increase) in regional attributes. As a result, significant canonical variates were not obtained, except for the Haneda Airport hinterland. Therefore it is difficult to generalize a relation between them.
In areas where passengers for business are dominant, rapid increase in population and growth of commerce was found. Considerable increse in air passengers including passengers for business was also observed in these areas. Large increses in passengers for leisure were observed not only in areas around airports, but in areas distant from airports. Then changes in regional attributes related strongly to changes in passengers for leisure are different by each hinterland.
In Japan, studies on air passengers have been accumulated in economics. But the above-mentioned findings could not be obtained from these studies without the view of geography.

抄録全体を表示

Akita has been the center of Akita Prefecture since the Satake family based their government there in the first quarter of the seventeenth century. Its population in 1990 was about 300, 000. The purpose of the present paper is to show how the current urban area of this city has been changed from its original castle town and to interpret the process of this change as transformation from the mosaic structure planned and built by a feudal lord to the structure which has grown in a piecemeal and unplanned manner under a variety of influences. Attention is forcused on the historic core of today's Akita, the original castle town site, and then the changes of land use of the city have been reconstructed based on various historical maps and writings.
During the Edo period the town of Akita was constructed in order to defend Satake's castle against enemies and the spatial relations in the town were arranged to maintain an appropriate structure. The town had a clear residential segregation according to the status and occupation of inhabitants. Some distinctive types of areas have been identified: retainers' areas-which consisted of high-vassal, middle-vassal, low-vassal and footmen areas, -merchant and artisan areas, and temple zones. Each of these areas and zones was distributed surrounding the castle and showed a marked homogeneity.
After the Meiji Restoration of 1868, Satake's organizing force within the town disappeared. But the traditional pattern of the town as a whole remained almost intact.
Accompanying a steady growth of Akita from the end of the nineteenth century, a series of functional areas, which once composed the castle town, has grown in association with public institutions, a railway station and large factories, each of which was built in and just outside the old town. As a result, the land use of the city was changed and the new urban structure produced by the operation of natural process was established. Until the 1950's the pattern of arrangement of functional areas within the old castle town was only modified a little.
In the 1960's the central business district extended eastwards towards the railway station and westwards towards the government office center which was set up on the urban fringe. However, the inner city of today still locally preserves the functional areas based on the original castle town.
The present writer distinguishes the new structure from the old one in terms of the way in which a whole urban area is produced. We can understand that the nature of the original urban mosaic structure was replaced by the new structure characterized as an integrated region, even though the legacy of the old town was not wholly eliminated. If we take account of the fact that the segregation of functions in different areas within the castle town of the Edo period was already discerned, the transformation mentioned above can be represented as reorganization rather than as differentiation.

抄録全体を表示

Freight transportation volumes have increased with the production and consumption of manufactured goods acompanying rapid economic growth. In Korea, freight transportation volume was 49, 070 thousand tons in 1965, and 337, 150 thousand tons in 1990; the volume increased about 7 times since the five-year plan of economic development of 1962. During this period, freight transportation volume by motor vehicle increased greatly in absolute terms.
Although the ratio of regular truck to the total freight transportation volume in Korea was low at 2.7% in 1990, freight transportation by regular trucking plays a very important in interregional freight transportation. Regular trucking gathers the freight of many unspecified individuals and organizes the freight flows which take place between regions. Thus, while the patterns of interregional freight flow should follow the distribution of freight transportation demands, formation of the patterns of freight flow is influenced by the network service of regular truck firms. In explaining the flow patterns for overland freight between regions, therefore, it is very important to understand the network service of each firm.
This study examines the development of service networks by regular trucking, and the spatial change of truck service routes. The data used are as follows: 1) The Regular Routes of Regular Trucking published by the Ministry of Transportation in 1991, 2) The Research Tables on the Actual State of Regular Truck Firms in 1989, and 3) The Study of the Activation Scheme for Regular Truck Management in 1990, which were published by the Korea Transport Institute. Twenty three nation-wide regular truck firms are considered in this study.
The main findings obtained are summarized as follows:
1) Three quarters of regular truck firms were established before the first oil shock. They can be divided into three types by capital, number of permitted routes, service network distance and an extent of transportation network; that is, 4 nation-wide businesses, 4 semi nation-wide businesses and 15 great-sphere businesses. Nation-wide businesses were located in Pusan, Taegu, Chongju and Jonju, and semi nation-wide businesses were located in the Seoul Metropolitan Area including Suwon (Kyonggi Province) and Taegu. Consequently, half of the total 23 regular truck firms located their head offices in the Seoul Metropolitan Area, which contains 39.1% of the national population.
2) Service networks of nation-wide and semi nation-wide businesses have developed from the local network formulation within the province in which each hebd office was located, into the nation-wide one. Subsequently these firms set up new service networks based on the metropolises, and extended their local service networks. Since the change of freight demands of 1991, especially, nation-wide service networks centering about each metropolis have been built up. Greater-sphere businesses, however, have formed great-sphere service network since the beginnings, and have not yet changed their policies.
3) The number of business offices of regular truck firms is closely related to population, number of manufacturing employees, and wholesale and retail annual sales. In the locational process of business offices, it can be recognized that 1) in the early years, they were located within the provinces in which their head offices were located, and within metropolises; and 2) in metropolitan areas, first, they were located in the downtown, and later in the suburbs.
4) The recent change of population distribution intensifies the competition among firms in trucking routes between metropolises. The competition may be reflected in change. of truck service networks. In recent years, that is, the truck service networks have shifted from local service networks within the provinces in which firms' head offices are located, to nation-wide ones based on Seoul and between metropolises.

抄録全体を表示