著者

奥井 正俊

出版者

日本地理教育学会

雑誌

新地理 (ISSN:05598362)

巻号頁・発行日

vol.36, no.3, pp.30-38, 1988-12-25 (Released:2010-04-30)

被引用文献数

2

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The present paper attempts to clarify the diffusion process of automobiles which had appeared on the Japanese road traffic as modern transport facility, during the Taisho and the pre-war Showa periods (1912-1937). Main findings are summarized as follows:In Japan there were only 535 automobiles in 1912. The number of automobiles had gradually increased since then (Fig. 1). Particularly since automobiles showed great convenience at the reconstruction works just after the severe earthquake hitting the Kanto district in 1923, the number of automobiles had increased remarkably and counted 128, 735 at its maximum in 1937. Throughout the study period, most of automobiles were used for business, that is for both the bus enterprise and the trucking. Because prices of automobiles and their related costs exceeded the Japanese living standard in those days, private automobiles were very few. Also throughout the period, most of automobiles were imported articles from the Western countries, especialiy from the United States.The number of automobiles per ten thousand population was calculated for each prefecture for the year's 1915, 1920, 1925, 1930 and 1935. Subsequently distribution maps were drawn (Fig. 3). On the whole automobiles spread from the most urbanized areas containing large cities, i. e. Tokyo, Kanagawa, Kyoto, Osaka and Hyogo prefectures to the urbanized areas and then to the rural areas. The propagation of automobiles on the nation-wide scale arrived latest at some of the Tohoku district and Hokkaido, where the propagation began over ten years later than Tokyo, the most advanced area. By using correlation analyses between such time lag variable and the selected explanatory variables, the author founds that areal variation of the time lag resulted from various industrial structures, road conditions and income level of areas and so on. Thus the author could be concluded that the automotive diffusion in those days described some parts in Japanese modernization process spatially and temporally.

著者

奥井 正俊

出版者

日本地理教育学会

雑誌

新地理 (ISSN:05598362)

巻号頁・発行日

vol.36, no.3, pp.30-38, 1988

被引用文献数

2

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The present paper attempts to clarify the diffusion process of automobiles which had appeared on the Japanese road traffic as modern transport facility, during the <i>Taisho</i> and the pre-war <i>Showa</i> periods (1912-1937). Main findings are summarized as follows:<br>In Japan there were only 535 automobiles in 1912. The number of automobiles had gradually increased since then (Fig. 1). Particularly since automobiles showed great convenience at the reconstruction works just after the severe earthquake hitting the Kanto district in 1923, the number of automobiles had increased remarkably and counted 128, 735 at its maximum in 1937. Throughout the study period, most of automobiles were used for business, that is for both the bus enterprise and the trucking. Because prices of automobiles and their related costs exceeded the Japanese living standard in those days, private automobiles were very few. Also throughout the period, most of automobiles were imported articles from the Western countries, especialiy from the United States.<br>The number of automobiles per ten thousand population was calculated for each prefecture for the year's 1915, 1920, 1925, 1930 and 1935. Subsequently distribution maps were drawn (Fig. 3). On the whole automobiles spread from the most urbanized areas containing large cities, i. e. Tokyo, Kanagawa, Kyoto, Osaka and Hyogo prefectures to the urbanized areas and then to the rural areas. The propagation of automobiles on the nation-wide scale arrived latest at some of the Tohoku district and Hokkaido, where the propagation began over ten years later than Tokyo, the most advanced area. By using correlation analyses between such time lag variable and the selected explanatory variables, the author founds that areal variation of the time lag resulted from various industrial structures, road conditions and income level of areas and so on. Thus the author could be concluded that the automotive diffusion in those days described some parts in Japanese modernization process spatially and temporally.

著者

奥井 正俊

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.42, no.4, pp.230-244, 1990-12-01 (Released:2010-04-30)

参考文献数

23

被引用文献数

1

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大正初期から昭和戦前期にかけての九州において, 自動車が諸地域の中へ導入され, その普及が進展した過程を, 拡散理論の文脈に沿いながら考察した。おおむね旧郡を集計単位とする統計地区別に自動車普及率を求め, それらの分布の経年変化と, 自動車普及率の時間的経過の地区による相違について分析を加えた。九州全体の自動車普及率は, 研究対象期間を通してロジスティック曲線を近似できるようなS字状に上昇をつづけたが, 大正中期以降においては各地で乗合バスの導入が図られたことから急速な上昇を示し, さらに昭和5年頃からは停滞気味となり一定の上限値 (11台/万人) に収束する, という経過をたどった。地区別自動車普及率の分布がどのように経年変化したかをみると, 大正初期における普及率の高水準地区は, 福岡県から佐賀県にかけての地域と, 中・南九州の一部地域に分布し全体の3割程度を占めたが, その後普及率の平準化に伴って拡大していった。中・南九州と島嶼は, 自動車普及の後進地域と位置づけられる。次に自動車普及率の推移をロジスティック曲線でモデル化し,それらの地区による相違を考察した。自動車の導入時期は大正元年から, 最も遅いところで昭和元年までと大きな差がみられ, この差異の要因として階層効果と近接効果が作用しているが, これらに並び商工業のような自動車交通の需要因子も関与している。さらに自動車の普及の浸透速度も地区による差がみられるが, これは導入時期の遅速と密接に関係している。

著者

奥井 正俊

出版者

人文地理学会

雑誌

人文地理 (ISSN:00187216)

巻号頁・発行日

vol.46, no.3, pp.237-253, 1994

被引用文献数

2 2

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Since the high economic growth period in Japan private motorcars have proliferated in the local cities, where they have become necessities of life for most dwellers today. This paper considers the present state of proliferation by applying some statistical methods to a set of cross-sectional data, an array of transportation and socio-economic variables in 1990 for each of eighty-four medium-sized cities located outside major metropolitan areas (Table 1). In order to solve the problem, the author studies the systematic relationship among the variables or the transportation system. The results may be summarized as follows:First, the eighteen variables on attributes of household, proliferation rate of private vehicle, modal choice in commuting, urban form, road environment and public transit shown in Table 2 were defined as indicators of the transportation system. Using exploratory factor analysis, they were grouped and simplified into five common factors which can be used as sorts of latent variables. The results of the factor analysis are given in Table 3. Of five factors extracted, Factor 5 was not identified even after a promax oblique rotation. Factor 1 was identified as household car ownership, Factor 2 as private traffic generation and traffic restraint, Factor 3 as public traffic generation, Factor 4 as compact car (Kei-jidosha) ownership in suburbs. These four factors correspond to essential elements of the above-mentioned transportation system.Second, for the respective group of key variables comprising each factor, the causal sequence in their internal correlations was examined by means of path analysis to clarify a property of the element. The following became clear after the investigation of the four arrow diagrams in Figure 1 to Figure 4 that show the results of the analysis: (1) The level of household car ownership is influenced by the number of commuters in the household and the family income. In particular the income level has an effect on the proliferation rate of passenger cars. (2) The incidence of traffic accidents is influenced by the model choice of motorcycles in commuting and the level of traffic congestion. This causal relationship is consistent with empirical facts. (3) The level of proliferation of both bus and taxis is influenced by the D.I.D.'s population density. It was proved that the urban form affects the level of public transit service. (4) The level of household compact car ownership is influenced by the proportion of the D.I.D.'s area to the city area. That is, the larger the proportion is, the higher becomes the level.Third, the relationship among elements of the transportation system was illustrated by hypothesizing a causal model for latent variables derived from the factors and then testing it through the multiple indicator method. The results in Table 4 and Figure 5 were obtained empirically, and indicate that three latent variables derived from the first three factors have significant relationships causally. The model represents a link in the chain of the causal cycle in which proliferation of private motorcars causes loss of public transit passengers.Finally, the first latent variable scores for the eighty-four cities were estimated and examined. This latent variable, household car ownership, is a key exogenous one which precedes causally. Figure 6 shows the highest scores to be located in the northern Kanto, the Hokuriku, and the Tokai Districts, the lower ones generally in Northeastern and Western Japan. Furthermore, cities with higher scores are those in which the secondary activities in the economy are of great importance and the increase in population is remarkable (Table 5).