著者

北田 晃司

出版者

北海道地理学会

雑誌

北海道地理 (ISSN:02852071)

巻号頁・発行日

vol.1999, no.73, pp.23-37, 1999-04-30 (Released:2012-08-27)

参考文献数

21

著者

北田 晃司

出版者

一般社団法人 人文地理学会

雑誌

人文地理 (ISSN:00187216)

巻号頁・発行日

vol.56, no.3, pp.223-242, 2004-06-28 (Released:2009-04-28)

参考文献数

70

被引用文献数

1

---

The urban system is always changing. The importance of studying the changing process of the urban system has been emphasised in Japan and also in Western countries from the 1990s. However, studies about the urban system of non-Western countries are still insufficient. In this article, we investigate the changing process of the urban system in Taiwan under Japanese colonial rule mainly through the location of central managerial functions and the railway network. We compare its urban system with that of Korea which was also under Japanese colonial rule for almost the same period.At the end of the 19th century, the urban system of Taiwan was a mixture of elements of both Japanese colonial rule and that of the Qing Dynasty. In the 1920s, the economy of Taiwan was stabilized due to an increase in agricultural production, especially sugar, and the number of companies significantly increased. T'aipei strengthened its position as the capital under Japanese colonial rule, and other cities, such as T'ainan, T'aichung, and Chiai also accumulated central managerial functions. Chilung strengthened its function dramatically while Danshui and An-ping declined under the influence of the colonial policy to strengthen the economic link with Japan.After the latter half of the 1930s, Taiwan was incorporated into the wartime system as a base for South-East Asia. In this period, T'aipei consolidated its absolute superiority. On the other hand, most of the local cities, except Kaohsiung and Hualiengang, declined. We can also view these changing processes from an analysis of railway passenger revenue. This process resembles that of Korea in the same period. We can say that the latter half of the 1930s was one of the most important periods for the urban system of East Asian countries because the same trends were also evident in Japan.However, judging from the structure of the main railway network, there was a clear difference between Taiwan and Korea. In the case of Korea, short railway lines, which link traditional large cities in the inner area and new port cities, had largely developed. Further, before the 1930s, these lines had a more important role than the main trunk lines which crossed over the peninsula. In Taiwan, however, the railway network mainly consisted of trunk lines which linked large cities along the coast, and short lines had not sufficiently developed. In the case of Korea, there was also a great difference between the locational pattern of economic and administrative central managerial functions. It was difficult to distinguish such a difference in Taiwan, however.There were some important reasons to explain these differences. In Korea, the commercial economy had not developed well under the Lee Dynasty because of the policy of national isolation and the influence of Confucianism. Therefore, most of the traditional cities were located in the inner area as administrative centers, and did not possess sufficient economic functions except for Hansong (Seoul). On the other hand, most of the cities in Taiwan developed on the basis of cultivation or trade with mainland China. As a result, they originally had a balance of both economic and administrative central managerial functions. After that, new port cities were formed in both Korea and Taiwan. In Korea, most of them maintained their relative position during colonial rule. However, in Taiwan, trade was gradually limited to Chilung and Kaohsiung, both of which were much extended by the colonial government, because they were afraid that Taiwan would experience a significant economic impact from Western countries by trade through Shanghai and Hong Kong. However, it is also true that there were many cities which had almost the same position in each urban system of Taiwan and Korea under the same Japanese colonial rule.

著者

北田 晃司

出版者

公益社団法人 日本地理学会

雑誌

地理要旨集

巻号頁・発行日

vol.2012, 2012

---

長崎県は、1990年代まではわが国を訪問する外国人の訪問率で上位10位以内に入っていた。2000年以降も同県を訪問する外国人観光客は数的には増加しているものの、わが国を訪問する外国人観光客の目的地としての重要性はむしろ低下傾向にある。その理由としては同県への訪問数が外国人観光客の中で最も多い韓国人観光客が近年の円高傾向によりわが国への訪問数が低下していることに加えて、他の国籍の外国人観光客についても台湾は北海道、中国はいわゆるゴールデンルート、ヨーロッパは東京、京都に加えて中部地方という具合により自らの好みに合った都道府県を訪問する傾向が強まっていることが挙げられる。特に長崎県や沖縄県などは、異国情緒を感じさせるという点では日本人観光客の高い評価を受けているものの、いわゆる日本情緒や雪景色などを求める外国人観光客からの評価はあまり高いとは言えない。しかし、その一方では近年、東アジアからの観光客を中心に、いわゆる買い物ツアーよりも、自国と日本との文化交流や日常的な食事などに対してより高い関心をもった外国人観光客も増加が見られることから、今後は長崎県に限らず、わが国の都道府県あるいは市町村は、自らの観光資源、特にその歴史的および文化的価値をあるがままに受け止め、外国人観光客に対してもより強くアピールすることが国際観光の振興に有効と言える。

著者

北田 晃司

出版者

公益社団法人 日本地理学会

雑誌

地理学評論 Ser. A (ISSN:00167444)

巻号頁・発行日

vol.69, no.8, pp.651-669, 1996-08-01 (Released:2008-12-25)

参考文献数

19

被引用文献数

1 1

---

近代初期の非欧米諸国には,伝統的都市に行政的中枢管理機能,開港地などの新興都市に経済的中枢管理機能が立地するという二元的構造が見られ,それが後の中枢管理機能の立地にも影響した例が多い.本研究は植民地時代の朝鮮を例に,主要都市における経済的中枢管理機能および行政的中枢管理機能の立地を分析し,以下の結果が得られた. 1910年代初頭には,二元的構i造が顕著に見られた. 1920年代後半も大きな変化はないが,伝統的都市でも経済的中枢管理機能,あるいは新興都市でも行政的中枢管理機能を強化した都市が登場した.戦時体制下の1940年代前半には,工業化を背景とした北部の諸都市の経済的中枢管理機能の強化や,新たな官署の立地による都市相互の管轄関係の複雑化により,二元的構造はさらに後退した.このようななかで,京城の圧倒的優位のもとではあるが,北部では平壌,南部では釜山や大邸が,広域中心都市としての性格を持っに至った.

著者

北田 晃司

出版者

北海道地理学会

雑誌

地理学論集 (ISSN:18822118)

巻号頁・発行日

no.86, pp.24-40, 2011