Prior to the Second World War, much of the coal mined in Kyushu and Yamaguchi was transported through the Seto Inland Sea by motorized sailboat. This motorized sailboat transportation system was taken under government control during the Pacific War and could have proved of some utility. This paper clarifies how and why the system failed, through an analysis of the transport management organization's problem recognition and ability to implement countermeasures, and also aims to create a more concrete understanding of the decline of marine transportation power, of such crucial importance during WWII, in the wartime Japanese economy. In order to increase coal supply, full-scale control of the motorized sailboat system was started in 1942 and most of the motorized sailing traders were taken under government management. From 1943 mobilization of traders was strengthened and a variety of measures were taken for the reinforcement of transport capacity. Nevertheless, far from increasing, coal traffic from Kyushu and Yamaguchi decreased. Within the transportation plan for Kyushu and Yamaguchi coal, a bottleneck was created by the exclusive use of some vessels by the army and a number of factories. On the other hand, contradictions surfaced during the process of development of the control system and as the acceleration of mobilization of motorized sailboats proceeded. These can be classified in the following three forms. First, because of the peculiar nature of the motorized sailboat business and in spite of repeated investigations, the control organization was not able to develop an overall picture of the tonnage and status of the vessels and consequently there were problems in drawing up and implementing policies. Second, mobilization for national purposes did not proceed smoothly and some traders refused to join the control system. Third, problems remained in making full use to plan of those vessels that were employed for national use. Lack of replacement staff due to conscription, shortage of staff, supplies and fuel, and low wages in a context of ever increasing prices, motorized sailboat owners evaded the planned transportation system or chose to sell their vessels on the secondhand ship market. These complex restrictions brought about the failure of the controlled transportation system.

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明治の工業化と共に急成長した若松-大阪間の石炭輸送では,政府の汽船奨励にも拘らず,初期は在来が主流,中期は小汽船で複数を曳く曳船方式,後期は発動機付き(機)と,の流れをくむ輸送法が,沿岸や島嶼地帯の船主にも支えられ,優勢だった。この背後には,遠浅の在来河口港に,汽船が入港出来なかった問題がある。その代表が大阪港であり,汽船は沖泊まり・沖荷役を要求された。このため,水深の深い神戸港を外航船用港湾とし,阪神間は艀船曳船で乗客貨物を輸送する体制をとりつつ,大規模な河川の浚渫・改修と築港建設事業を強行し,江戸時代に発展した堀川と外航船入港可能な新築港とが,河川曳船による港内輸送で結合された,特異な港湾が完成する。この堀川を石油発動機付き巡航船が走ったことが,発動機船への関心を高め,当時の漁民や業者に使い易く,町工場にも作り易い焼玉機関が一時期ブームとなり,機の発展も支えたのである。その日本近代技術にとっての意味と,内海地帯の歴史地理や社会経済との関係を探りつつ,産業技術史学と社会経済史学の関連が考察される。

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 Some papers had been published on Analysis of Navigation Record and Sailing Performance of NIPPON MARU and KAIWO MARU. Last year, we reanalyzed them adding the latest 9 times data of Navigation Record and suggested an optimum route for sailing to Hawaii on winter North Pacific. Therefore we verified the voyage of 2017 based on this approach.

 The Japan Meteorogical Agency announced the occurrence of La Nina event last fall. Although we predicted difficult sailing voyage under the La Nina, ZI indicated low index and we could keep sufficient average speed for landfall by sailing.

 At the part of “Choosing a suitable starting point of sailing”, we had no effect of southern shore low pressure system. We headed to the southeast area of Nojima Saki in accordance with Suggested Route, and we set sails under the good condition.

 At the part of “Selecting the possible route to reduce the risk in rough sea”, we sailed around 32-30N because wind axis of the Trade was toward the north by La Nina. And, we adopted New Trim instead of Square yards under Running or Quartering. The result showed that it exert an effect on not only reduction of heel but also slight increase in sailing speed.

 At the part of “Selecting optimum route to get good sailing speed”, we headed north along optimum route because ZI indicated high index exceeding 400. In order not to take the long way, we waited for wind in Heave to in a backwind, and furthermore, we made sails immediately when the wind was favorable. Unfortunately, we had to resume propelling because of medical crisis occurrence in this part. In the meantime, Blocking High did not appear ahead, and low pressure proceeded to eastward of the date line. Therefore, we are convinced that it was the very comfortable situation to sail.

 At the part of” Choosing a southward route to reach Hawaii”, Trade wind was comfortable in order to approach Hawaii. If we reached 160W by New Year’s Day, we would have achieved landfall by sailing.

 In this voyage, we were able to verify that the suggested method in previous study was not wrong as a way of thinking. We were not able to attain landfall by sailing, but we resumed sail training from the Honolulu offing. These must be culmination of training for cadets. As a result, the training quality must be improved.

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 The sailing performance of sail training ships Nippon Maru and Kaiwo Maru have been analyzed under the moderate weather since those actual services. As the result of the analysis, we have confirmed that the maximum speed can be observed in close-hauled sailing and the maximum sailing speed ratio is 75% in sharp up yards when receives the wind from 5 points of relative wind direction under the full sails. Furthermore, other sailing performance¹⁾²⁾ also has been observed.

 On the other hand, the sailing performance under heavy weather has not yet analyzed. In 2016 and 2017, sail training ship Kaiwo Maru carried out training voyages from Tokyo to Honolulu,USA and to Richmond,Canada. In those voyages, We analyzed the sailing speed ratio under the heavy weather which was 6 in beaufort wind scale.

 

As the result of analysis, we got knowledge as follows;

1)The sailing speed ratio was 64% in sharp up yards when recieved the wind from 5 points of relative wind direction under the 77% of sail area.

2)The sailing speed ratio was 56% in 3.5 p’t yards when recieved the wind from 6 points of relative wind direction under the 78% of sail area.

3)The sailing speed ratio was 54% in 2p’t yards when recieved the wind from 8 points of relative wind direction under the 80% of sail area.

4)The sailing speed ratio was 45% in square yards when recieved the wind from 12 points of relative wind direction under the 63% of sail area.

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After the building of the ship taking over the “Kaiwo Maru I” was planned, in Shinminato City (at the time), devoted movement inviting her had been developed since around 1980. In 1990 she was moored at Fushiki-Toyama port temporarily, and “Kaiwomaru Park” was built two years later. In 1994, permanent preservation of her (at Fushiki-Toyama port) was decided. Afterward, events such as full-sail exhibition or maritime educational program have been held. Through these efforts, the “Kaiwo Maru I” increases visitor's knowledge and interest in ocean and ships. She also has contributed to maritime education for the younger generation. We first specify the detail of inviting her that many people made efforts and achievements after her retirement. Then, in order to leave the “Kaiwo Maru I” eternally for the next generation, we propose the significance of her existence and how she can contribute to society that are able to win people's understanding in both hardware based and software based (tangible and intangible) elements.

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Four years have passed since the Nippon maru, 2570 tons four-masted bark, was built in 1984 to replace former Nippon maru as a Sail trainning ship for the students of Institute for Sea Trainning, Ministry of Transport, Japan.
In this report, the author, the first chief engineer of the Nippon maru, described as follows.
1) Her operation results from 16th Sept. 1984 to 31st Mar. 1988
2) Principal reasons why twin-screw arrangement was adopted for her.

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 Some papers had been published on Analysis of Navigation Record and Sailing Performance of NIPPON MARU and KAIWO MARU. And around 10 years has passed since latest one was published. Therefore We reanalyzed them adding the latest 9 times data of Navigation Record. The results are follows;

1. In comparison low latitude route voyages with high latitude route voyages, the sailing speed and the sailing rate in high latitude route voyages are higher than in low latitude route voyages.

2. The success rates of landfall on sailing is almost no difference. between low latitude route and high latitude route, It is impossible to say definitely that high latitude route have advantages.

3. In recent voyages, the low latitude route are prefered to the high one. Because unusual weather what often occurs in recent years were took warning.

4. The relationship between ENSO(El Nino and La Nina) and success rates of landfall is definitely. The success rate of El Nino term is 86% Unsuccess rate in La Nina term is 83%.

5. When Zonal Index is low, the atmospheric depression develops in middle North Pacific Ocean and be apt to proceed eastward more than ordinary. And during this term, migratory anticyclone tends to proceed to the lower latitude than ordinary.

6. The area where perils of the sea and heavy weather occurs easily is within the limit of 30~35N , 140~160E.

 According to the above, we suggested a possible route to keep out of rough sea and gain moderate wind to reach Hawaii only sailing. The route is composed following 4 part;

1. Choosing a suitable starting point of sailing.

2. Selecting the possible route to reduce the risk in rough sea.

3. Selecting optimum route to get good sailing speed.

4. Choosing a southward route to reach Hawaii.

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湖北省宜昌から上流の重慶市までの長江沿いは三峡地区と呼ばれ、狭い川幅の両側に切り立った崖がそびえる特異な風景が見られる。19世紀中頃までは小回りが利き急流に対応しやすい中国式

による交易が行われた。19世紀後半の清国末期に中国海関（旧海関）が成立して、約1世紀に渡って中国全土の貿易の徴税と円滑な貿易のための環境整備を担った。旧海関が携わったインフラ整備に関する研究は少ない。本研究の目的として、三峡地区における水運インフラ発展のうち重要な出来事である蒸気船の導入に着目して、1)中国側と外国側はどのように導入に関わったのか、2)旧海関が導入にどのような役割を果たしたのか、税務司による体系的な定期報告書である海関資料に基づいて実証的に解き明かす。

本研究は宜昌港が年次統計に登場する1878年～1919年を対象とした。手法として、年次統計については、水運量に関する記録のデジタル化を行った。年次報告については、水運に関連する項目をテキスト化して短い文章に区切り、筆者が作成した分類表に沿ってラベルを付けたデータベースを作成した。

結果として、年次統計から

と蒸気船のトン数の各国合計の推移を抽出すると、宜昌では蒸気船との両方が、重慶ではを中心に利用されていた。年次報告から、宜昌は蒸気船との間の積み替え港であり、重慶は開港以前より中国西部・四川省の貿易の中心だったと見られる。蒸気船の輸送力があれば重慶において外国商人が勢力を拡大できると考えられており、中国商人も大容量で素早く輸送できる蒸気船に期待していた。1909年に輪船招商局の蒸気船Shutungが無事故かつ利益を出して宜昌-重慶間を航行して、その後に重慶での蒸気船による輸送量が増加したことは年次統計・年次報告から読み取れる。

目的1)に対応して、重慶の開港と蒸気船の導入に伴って、旧海関と外国商人が三峡地区の地域経済に加わり、また中国商人が輪船招商局と個人商人に分かれたことが分かった。多数の主体に分散して運用されていたことが水運インフラの強みとなっていた。目的2)に対応して、旧海関が蒸気船の導入に際して果たした役割とは、難所の特定・河川整備の実施・蒸気船の航行に必要な知識の体系化と頒布の3点が挙げられる。特に3点目については、旧海関とも連携した河川監理史S. C. Plantの貢献が大きかったと言える。

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The Sail Training Ship “Kaiwo Maru I” was built in 1930 and retired in 1989. After her retiring, she was moored at Fushiki-Toyama port and permanent preservation of her was decided. Afterward, events such as full-sail exhibition or maritime educational program have been held. And, many ship’s documents, such as Deck log book, Engine log book, Radio log book, some construction documents and so on, have been preserved in the ship. These documents are historical heritage for the field of navigation, shipbuilding, maritime education and so on. So, we tried to create the digital archives of Deck log book. First, we took pictures of the log Book, which had been written at every day for about sixty years and one booklet for one month, by the digital camera. Secondary, we made a list of the booklet of the log Book. Next, we had actual-finding investigation of “Maiden oceangoing voyage to Truck islands”, “Challenging voyage to Bering sea” and “Training voyage at Pacific War”. These investigations find out the possibilities of some maritime education effects.

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交通地理学関係の論著は,逐年漸増してきたが,海上交通の数理的・平面的研究は極めて少ない.本稿は瀬戸内海交通の主体をなす,機交通の実態を数量的に分析し,交通圏の設定,交通形態・交通流の性格,さらに工業地帯化との関連性を考察した.研究結果を要約すると,次のようになる.
(1) 内海機交通は,片上-鳴戸線・福山-鞆線,岩国-長浜線の内海縦断線と,中島・大崎下島.大三島・生口島・因島・北木島の南側および直島・小豆島の北側を通る横断線をもつて, 5大交通圏に分割できる. (2) 交通形態は,消費財を主とする圏外交通と,生産財・製品を主とする圏内交通とに大別できる.主体は後者にある. (3) 交通量は,阪神圏内交通が圧倒的に多く,西部圏はこれに次ぐ.安芸・備中圏は圏外交通が優先する.圏外交通は,阪神圏と西部・四国圏問の交通が中心である. (4) 交通流は,北九州・四国地域の原料物資が阪神地域へ流動し,阪神地域で生産加工された半・完製品が,同圏内各地へ分散供給されるという交通方式が主流をなす. (5) 機交通は,工業地帯化の顕著な地域に卓越し,工業地帯化の一翼を担う.また,圏内交通は工業地帯内交通と合致し,工業圏設定の1指標となる.

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