Annals of the Tohoku Geographical Association
Online ISSN : 1884-1244
Print ISSN : 0387-2777
ISSN-L : 0387-2777
Volume 34, Issue 3
Displaying 1-8 of 8 articles from this issue
  • A Comparative Analysis of 1977 and 1991
    Young-Woo NAM
    1982 Volume 34 Issue 3 Pages 125-137
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
    The objective of this paper is to analyze comparatively the regional structure of the metropolitan area based on person trips in Korea, 1977 and 1991, namely the changing pattern of areal functional linkage and movemont patterns through time. This study, unlikely, the majority of studies which are concerned with flows or linkages at one point in time, concerned here, centers on the changes which will occur between 1977 and 1991. In Korea, the completion year of the 6th economic development five year plan will be in 1991. The basic information on person trips was collected from the KIST (Korean Institute of Science and Techniques) and similarly, the data of person trips for the metropolitan area of Korea is OD tables.
    In this study, although there are many kinds of methods in order to make the OD table of the future, multiple regression analysis and Detroit method were used. The regression analysis was applied by using the total trips of each means of transportation as dependent variables and the indices on demographic character as independent variables. The basic forcasting models are as follows:
    NUMBER OF TRAIN TRIPS
    (Tt)=-2796.484F0.170P+0.577G (R2=0.92, F=29.84)
    NUMBER OF BUS TRIPS
    (Tb)=10497.156+0.0250P+0.544G (R2=0.83, F=19.0)
    NUMBER OF CAR TRIPS
    (Tc)=314.765-0.0782S+0.742G (R2=0.88, F=77.85)
    NUMBER OF OTHERS TRIPS
    (Tr)=be calculated by application the rate of increase on rent cars for tour, mainly.
    NUMBER OF TOTAL TRIPS
    (To)=3499.7342+0.3532 10-3G (R2=0.91, F=110.89)
    where P: zonal population, G: zonal G. N. P. and S: zonal service employment.
    The next stage is the trip distribution process which number of trip for each zone was calculated by using Detroit model to the number of total trips that yielded by the forcasting model. In succession, this study was adopted some statistical techniques to the OD matrix which yielded above procedure.
    Some results for the consideration of temporal variation in terms of the regional linkage system and the movement patterns in the metropolitan area Korea, are summarized as follows:
    1. In order to clarify the regional system of this study area, the functional linkage system is considered here an a directed network. However, a unique technique was employed to supplement the weak points of the techniques which was developed by Nystuen and Dacey (1961) and Okuno (1972). The results of the analysis of temporal variation say that the metropolitan area is composed of only one linkage system in both 1977 and 1991. Further, the terminal node of this system is Seoul. The basic linkage system has not shown significant changes between the both years implied as a primate type system (Fig. 3).
    2. In general, cartographic analysis reveals a complex pattern of flows, but the factor analysis, therefore, was applied to the OD matrix (31×31), which was transformed into root, to determine the major movement patterns of places of origin or destination. The utility of factor analysis in deriving nodal systems from data on flows among a set of places is well accepted recently. The movement patterns between origins and destinations in the metropolitan area, Korea, is used to illustrate the utility of factor analysis (R-mode) in the delineation of a nodal system. Having indicated the major origin-destination patterns or subsystems, it is convenient to return to cartographic analysis developed by Goddard (1970) which delineates each of these on the map. Each group of destination (factor loadings: greater than ±0.5) to its respective set of common origins (factor scores: greater than ±1.0) is linked automatically. The writer has some questions for his method so that modified it a little; there are two problems. The first one
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  • Manabu TAKAHASHI
    1982 Volume 34 Issue 3 Pages 138-150
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
    The development of the landforms in the Mihara Alluvial Plain is summarized as follows:
    STAGE 0 (before about 22, 000y. B. P.)
    The coarse materials were deposited in the valley of dissected Terrace I.
    STAGE I (about 18, 000y. B. P.)
    The alluvial fans were dissected by the rivers, and then Terrace II was formed.
    STAGE II (about 7, 500y. B. P.)
    When the sea invaded landward and it passed the location immediately below the present shoreline, the sea-level rose to -13m (T. P.).
    STAGE III (about 6, 400y. B. P.)
    The sea-level rose still more, and the sea invaded landward further. In this time, four main rivers did not join each other but flowed separately into the sea. Consequently, from this stage to the following stages, several characteristic landforms correspoding to the environmert of each river basin were formed.
    STAGE IV (about 2, 600y. B. P.)
    The inner bay changed into a lagoon because the sea-level fell and sandbars were formed. As the humic silt deposited in the fresh water environment existed about -60cm (T. P.) at point o, the author estimates that the sea-level fell below -60cm (T. P.).
    STAGE V (Recent Age)
    After the “early Kofun era” (the 4th C. A. D.), the occurrence of floods became more frequent, and the floodloam was deposited rapidly. Then, present landforms were completed. The landform classification map is drawn based on the development of landforms (Fig. 9). Each landform unit is arranged according to the time necessary for each landforming process and the geomorphological dendrogram is completed (Fig. 10). Finally, the Mihara Alluvial Plain is classified as follows: 3 surfaces in the order of 104 years, 7 zones are in the order of 103 years and 16 units in the order of 102 years or lers.
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  • Ju Seong HAN
    1982 Volume 34 Issue 3 Pages 151-163
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
    Since 1960's, a new philosophy in geography was developed around two interdependent foci; the spatial science and the study of systems. The objects of transportation geography consist of inventory, network, flow and modal systems of transportation, and transportation geography aims to clarify the pattern of their spatial structure through their spatial connections and interaction. Therefore, transportation geography is one of the most systematic fields in modern geography, and it should be understood in terms of relationships between many elements in a whole system.
    The passenger and freight flows are the important spatial flows in socio-economic system. The regional interrelation in the flows of passengers and freights involves all human behaviors that help to create socio-economic system, and this relation is required to maintain spatial organization and stimulates the development of the system. Accordingly, in transportation geography the study of passenger and freight flows is important to clarify the regional relationships.
    In the review and prospects on the traffic flows in the past, the passenger flows were not treated with, and only freight flows were studied by some geographers. The purpose of this paper is to present the problems and prospects of the study of traffic flows. The author attempts to deal with the study of passenger flows in the items of aggregation and disaggregation based on data characteristics of the flows, and the study of freight flows is divided into three aspects of volume of shipments, efficiency of flows and structure of flows according to Smith (1970).
    Major prospects and problems are as follows:
    (1) The consideration to the scale of study area is a basic problem in the study of traffic flows, and standardization of size of traffic zones to be set is also important. And the definition of level of resolution (international transport, regional transport and local transport) as geographic scale is a major problem as pointed out by Hay (1981).
    (2) New kinds of flow data are needed in the traffic flows study. In some cases, there is a limitation in the conclusions derived from an analysis of interregional freight flows in terms of physical volumes (ton). However, if necessary, the data on the physical volumes of flows should be transformed into the estimated monetary value or the other forms. In addition, with regard to production, consumption, foreign trade and economic growth processes, the data should be broken down by region. An important problem in the analysis of passenger flows is the identification of a suitable basis for classifying the trip purpose, the occupation and socio-economic status of the travellers. The data on trip purpose and occupation or socio-economic status are in need on the regional or national scale.
    (3) In the study of traffic flows, dynamic (time serial) analysis is indispensable to clarify the spatial reorganization in the process of the socio-economic development and improvement of transportation facilities.
    (4) In disaggregated analysis of passenger flows, the modal approach is of significance, because the aspects of passenger flows are different individually in terms of travel time, cost, convenience of facilities and the behavior of traveller and his purpose. Additionally, the socio-economic development and the improvement of transportation facilities act to diversify the passenger flows.
    (5) The freight flows should be analysed to clarify the regional structure of origin and destination of traffic, as pointed out by Hay (1979), as well as the pattern of flows and the special characters of regions. In other words, flow pattern can be explained in terms of regional character under the consideration of the positive and negative factors of supply and demand, and the analysis of flows as a link between origin and destination is efficient to explain the traffic distribution and regional relationship.
    (6) In transportation geography, the traff
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  • Hiroshi TABUCHI, Yoshio HARA
    1982 Volume 34 Issue 3 Pages 164
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
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  • Takeo KATO
    1982 Volume 34 Issue 3 Pages 165
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
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  • Hitoshi HASEGAWA
    1982 Volume 34 Issue 3 Pages 166
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
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  • 1982 Volume 34 Issue 3 Pages 167-207
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
    Download PDF (6131K)
  • 1982 Volume 34 Issue 3 Pages 207-211
    Published: 1982
    Released on J-STAGE: April 30, 2010
    JOURNAL FREE ACCESS
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