著者

加賀谷 一良

出版者

立正大学

巻号頁・発行日

1976

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博士論文

著者

加賀谷 一良

出版者

東北地理学会

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.10, no.1, pp.21-24, 1957

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(1) P value of the Night-train can be an index which determines the character of trains and the mutual directional character among the areas. Especially. P1 the number of the passengers at the starting station : the whole passengers) P3 (passengers between the starting and the terminal stations : the number of the passengers at the starting station) and P5 (the number of the passengers between the starting and terminal stations : the whole passengers) ase the index which shows whether the triin is nocturnal or daytime. generally, P1 is shown hign in degree in a Night train. But other values except P1 are various. For example, in the case of the &lsquo;Ise&rsquo;, its P1=92, P3=6 and P5=1. In the case of the train , P1=92 P =97 and P5 1, and both trains are different in their nature as a Night-train.<BR>(2) In the time of the traffic of passengers between Tokyo and Osaka, 1, 271 persons make use of Night-trains while 212 persons take Daytime-trains, This shows the utilization of Night-trains surpass.<BR>(3) The Tokai district between Tokyo and Osaka, the Sanyo district between Osaka Kyushu, and the Tohoku district between Tokyo and Hokkaido, these districts are &lsquo;unavailable time zones, &rsquo; These unavailaqle time zones are &lsquo;passage areas&rsquo;. If these are compsared with the directional asea, they are less powerful as independent districts economically and socially.<BR>(4) The Sanyo and Kyushu districts can be reached from Tokyo, Kyoto or Osaka within 24 hours by a Night-train. But the people from Kyoto or Osaka have much available time of sojourn. Consequently, the number of passengers which inclines to there districts differs.<BR>(5) Generally speaking, when A and B form a seection and have no other region called C in their further front, even if the distance of the section is 200 km or so, it forms a directional region. But the region called C is important from the economical point of view, and B region becomes a passage area for the purpose of the passenger treffic.<BR>(6) The economical value of trains is considered greater in the case of an express and a Night-train. If a city is to have an independent economical power enough to have Night-trains, operating the distance between these cities must be 500km. From the contrary point of view, a populous city near a large city can be called, as it is, a satellite town.<BR>(7) The transition from a passage ares to a directional region comes to bring the desire to have Night-trains available, But, if it is limited because of the distance, the stop of a train from midnight to morning, can be considered.<BR>(8) The improvement of transportation increases the desire for it, and the increase of the desire promotes the productivity. In my opinion, tsansportation must go a step ahead of production.

著者

加賀谷 一良

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.7, no.3, pp.94-99, 1955 (Released:2010-10-29)

参考文献数

1

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1. “An unavailable time” means the time between 24:00-6:00. 2. A train which moves during “the unavailable time” is generally called a night-train. A long distance day-train is somewhat local from the point of “an available time”, but the night-train has a charac-teristic of the long distance. 3. In our country, the night-train operates 71 times in going and returning. This in not conditioned by disance. For this reason the operation of the night-train suggests the degree of relation between both districts. Consquently the number of the Nitght-trains is a function of the relation degree. 4. The night-train has both available an I unavailable zones between operation sections. But these distributions are different according to an operation-route; and by these facts we can know the areal construction through the mutual communication on areas. The principal unavailale zones are Sanyo, Tokai, Fukushima, Taira, Kitakami, Joetsu districts. The available zones are great cities (Tokyo, Osaka), San-in, Shikoku (Matsuyama, Koshi) Ou (on the side of Japan Sea, the middle basin) Spporo, Otaru, Niigata, Hokuriku (Kanazawa, Toyama). The distribution reveals one side of the areal structure of Japan. 5. The night-train has a characteristic of long distant communication and at the same time the charac-teristic of locality, and is little available between too distant places. 6. Unavailable zones are distributed between great cities and they only have a local character. Moreover they have a weak characteristic of mutual communication in unavailable zones. 7. The district which can be reached in three hours from great cities is the one where we can make a day-trip from the point of view of an available-sojourn-time, but it is seldom different from he “available time” in a directional area of the night-train. Accordingly, in the inclination from great cities towards the districts exists a depressed area like a “Graben” just outside “the three hour area”, and the power of a city decreases in it and increases again in a directional area. I think this consequence would have an influence upon the distribution of cities on one side. 8. The operation of the night-train provides facility to the connection of a far distant district directly. It is impossible to return on the same day from those places as Gifu-Toyama, Sendai-Akita, but by the night-train we can have much more available-sojourn-time. Namely this is considerable matter to be thought for the benefit of the development of districts.

著者

加賀谷 一良

出版者

東北地理学会

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.7, no.3, pp.94-99, 1955

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1. &ldquo;An unavailable time&rdquo; means the time between 24:00-6:00. <BR>2. A train which moves during &ldquo;the unavailable time&rdquo; is generally called a night-train. A long distance day-train is somewhat local from the point of &ldquo;an available time&rdquo;, but the night-train has a charac-teristic of the long distance. <BR>3. In our country, the night-train operates 71 times in going and returning. This in not conditioned by disance. For this reason the operation of the night-train suggests the degree of relation between both districts. Consquently the number of the Nitght-trains is a function of the relation degree. <BR>4. The night-train has both available an I unavailable zones between operation sections. But these distributions are different according to an operation-route; and by these facts we can know the areal construction through the mutual communication on areas. The principal unavailale zones are Sanyo, Tokai, Fukushima, Taira, Kitakami, Joetsu districts. The available zones are great cities (Tokyo, Osaka), San-in, Shikoku (Matsuyama, Koshi) Ou (on the side of Japan Sea, the middle basin) Spporo, Otaru, Niigata, Hokuriku (Kanazawa, Toyama). The distribution reveals one side of the areal structure of Japan. <BR>5. The night-train has a characteristic of long distant communication and at the same time the charac-teristic of locality, and is little available between too distant places. <BR>6. Unavailable zones are distributed between great cities and they only have a local character. Moreover they have a weak characteristic of mutual communication in unavailable zones. <BR>7. The district which can be reached in three hours from great cities is the one where we can make a day-trip from the point of view of an available-sojourn-time, but it is seldom different from he &ldquo;available time&rdquo; in a directional area of the night-train. Accordingly, in the inclination from great cities towards the districts exists a depressed area like a &ldquo;Graben&rdquo; just outside &ldquo;the three hour area&rdquo;, and the power of a city decreases in it and increases again in a directional area. I think this consequence would have an influence upon the distribution of cities on one side. <BR>8. The operation of the night-train provides facility to the connection of a far distant district directly. It is impossible to return on the same day from those places as Gifu-Toyama, Sendai-Akita, but by the night-train we can have much more available-sojourn-time. Namely this is considerable matter to be thought for the benefit of the development of districts.