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Volume 60 (1994)
- Issue 6 Pages 747-
- Issue 5 Pages 605-
- Issue 4 Pages 453-
- Issue 3 Pages 321-
- Issue 2 Pages 183-
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Volume 60, Issue 6
Displaying 1-15 of 15 articles from this issue
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Yasushi IIZUKAArticle type: Article
1995 Volume 60 Issue 6 Pages 747-780
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSAt the time of the agricultural depression in the first half of the 1930s, the Chinese Nationalist government directed funds back to the villages by using existing banks and newly-established agricultural ones. In addition, it encouraged the foundation of agricultural cooperatives and warehouses. Previous resarch has tended to be very critical of the policy of the Nationalist government. One criticism is that financial capital branched out into the villages looking for an outlet for surplus funds, and that considerable profits were made through exploitation of the peasants. The other major criticism is that the loans were not big enough to make a real contribution to the recovery of the rural economy. The purpose of my research is to examine these criticisms by examining policy concerning agricultural finance in Zhejiang Province. The results of my research are as follows. First, loans to peasants using agricultural cooperatives and warehouses were so costly that there was no profit involved for financial capital and only public banking facilities for agriculture could afford to advance loans. However, banking facilities in Zhejiang province were insufficiently developed. The Bank of China and the Zhejiang Provincial Bank were public banks and therefore made loans to peasants. But since they were not agricultural banks, they could not make limitless loans. Secondly, the two banks made large-scale secured loans to merchants and industrialists in the directly managed warehouses. Those loans did produce a profit for financial capitals. In this case, the funds were not directly supplied to peasants, but the securities were agricultural products, so the loans indirectly relieved fund shortages in the villages. Moreover keeping agricultural products in warehouses stabilized prices.View full abstractDownload PDF (2786K) -
Masafumi MIKIArticle type: Article
1995 Volume 60 Issue 6 Pages 781-806
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSIn the early Showa era local railway companies were in difficulties because of the Showa economic depression and the development of bus transportation. Proposals for the reorganisation of transport systems were made and carried out in various parts of Japan. Since the reorganisation schemes were not coordinated on a national level, they have to be examined individually. In this paper the case of the Ryobi Railway is examined. (1) The Ryobi Railway and the Ikasa Railway were privately-owned branch lines of the Sanyo Line of Japan National Railways (JNR), The Ryobi Railway had two lines : the Fuchu Line, joining Fukuyama and Fuchu, which opened in 1914, and the Takaya Line, joining Kannabe and Takaya, which opened in 1922 and was transferred to the Shinko Railway in 1933. The Ikasa Railway opened between Kasaoka and Ibara in 1913 and was extended to join Ibara and Takaya in 1925. The two railways met at Takaya. (2) Because Fukuyama had been at the center of the regional economy since the Meiji era, the Ryobi Railway was more profitable than the Ikasa Railway. When bus transportation began to grow rapidly between the last years of the Taisho era and the early years of the Showa era, the Ryobi Railways strengthened the connection between the Fuchu Line and JNR. (3) The Ryobi Railways Fuchu Line was nationalized in 1933, and in 1935, its gauge was widened and its track relaid. The Takaya Line was not nationalised but taken over by the Shinko Railway instead. As the Shinko Railway was not competitive with bus transportation, it suffered great economic losses. (4) The Shinko Railway was going to close down, but through the intermediation of the Ministry of Transport and local community, it was absorbed by the Ikasa Railway. (5) After nationalisation, the Fuchu Line reduced its fares so that they agreed with the Ministry of Transport levels. Trains were able to run faster as a result of the gauge-widening and track-relaying carried out in 1935. In contrast, the Takaya Line could not keep to its timetable because of the need for passengers to change trains, and fares on the Shinko Railway were not competitive with those of the buses. (6) After nationalisation, the Fuchu Line became more closely connected with the Sanyo Line, and traffic grew as a result. When the Line was extended northwards, this contributed to the economic development of that area of Fukuyama.View full abstractDownload PDF (2101K) -
Shinya Imai, Koichiro FujitaArticle type: Article
1995 Volume 60 Issue 6 Pages 807-831
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (1944K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 832-834
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (392K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 834-837
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (446K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 837-840
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (465K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 840-843
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (467K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 843-846
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (453K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 846-849
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (429K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 849-852
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (417K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 852-855
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (440K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 855-857
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (305K) -
[in Japanese]Article type: Article
1995 Volume 60 Issue 6 Pages 857-859
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (347K) -
Article type: Bibliography
1995 Volume 60 Issue 6 Pages 872-873
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (105K) -
Article type: Index
1995 Volume 60 Issue 6 Pages 874-880
Published: March 25, 1995
Released on J-STAGE: September 28, 2017
JOURNAL OPEN ACCESSDownload PDF (275K)
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