著者

松浦 章

出版者

関西大学東西学術研究所

雑誌

関西大学東西学術研究所紀要 (ISSN:02878151)

巻号頁・発行日

vol.45, pp.47-76, 2012-04

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In the early Edo period, the Tokugawa Shogunate or Bakufu had policies on how to keep the country closed from the outside world. However, even under Shogunate's strict control, China was open to trading mainly with Japan. A Chinese merchant ship called the "Karafune(唐船)" came to Japan's trading hub, Nagasaki, and brought silk and silk fabrics, Chinese herbal medicines, books, and sugar, for example. In return, they brought back a variety of things from Nagasaki to China such as copper and Japanese dried seafood (sea cucumber, abalone, shark fin). In the Qing Dynasty, dried seafood was particularly liked and used for popular seafood dishes by the Chinese people at that time. Since the Genroku era (元禄時代) in Japan (康 熙 27-42, 1688-1703) the export of dried seafood products gradually increased, and they were a popular food widely eaten, in particular, in the areas of the lower reach of the Chang River. In the late Qing Dynasty these products were transferred to the inland areas in China and more seafood products were brought for the Chinese to enjoy. This article describes the changes in the amount of copper and dried seafood products exported from Nagasaki to China.

著者

松浦 章

出版者

関西大学東西学術研究所

雑誌

関西大学東西学術研究所紀要 (ISSN:02878151)

巻号頁・発行日

vol.19, pp.1-27, 1986-03-31

著者

松浦 章

出版者

関西大学

雑誌

東アジア文化交渉研究 (ISSN:18827748)

巻号頁・発行日

vol.5, pp.327-342, 2012-02-01

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In the mid-19th century, many European and American ships began to appear in Southeast Asia. Some of these ships belonged to the Peninsular and Oriental and Steam Navigation Company – a company founded in London during the early 19th century and commonly known as P.&O. – as part of the company's development of the shipping industry in Asia. Soon after the European establishment of trade with Japan, the P.&O. Company founded the Shanghai, Hong Kong and Japan route, which began operating in 1864. The shipping company's activities in East Asia also contributed greatly to population movement. This thesis describes the late 19th-century East Asian Seas, the P.&O. Shipping Company's activities and the resulting regional cooperation.

著者

松浦 章

出版者

関西大学出版部

巻号頁・発行日

2009-02-28

著者

松浦 章

出版者

南島史学会

雑誌

南島史学 = Journal of Ryukyuan studies (ISSN:03896846)

巻号頁・発行日

no.89, pp.1-20, 2021-11

著者

松浦 章

出版者

関西大学博物館

雑誌

阡陵 : 関西大学博物館彙報 (ISSN:09131906)

巻号頁・発行日

vol.34, pp.10-12, 1997-03-30

著者

松浦 章

出版者

関西大学

雑誌

東アジア文化交渉研究 (ISSN:18827748)

巻号頁・発行日

vol.1, pp.143-157, 2008-03-31

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The relationship between Qing Dynasty China and Japan continued over an extended period of time through Chinese ships sailing to Nagasaki. Representative of the ports of departure for these Chinese sailing ships was, in the early stages, Ningbo in Zhejiang Province, with Zhapu, also in Zhejiang Province, also focused on from around the end of the 17th century to the beginning of the 18th century. Later, from the end of the first half of the 18th century to the 1860s, Zhapu can in fact be considered the Chinese port that was the main base of trade with Japan. The function of Zhapu as a port of trade with Japan in this way is emphasized in conventional research, but its important function as a port for coastal trade within China has been overlooked. Therefore, this paper begins the discussion of the relation between Zhapu and Japan starting from the Middle Age era of the Japanese pirates. It describes the fact of Zhapu not only functioning as a trade port with Japan during the Qing Dynasty but also that it was an important port for coastal trade in China, and, as one example of this, illustrates the relation between Zhapu and Chinese coastal trade as a method of clarifying why typical China-made sugar exported to Japan was stockpiled in Zhapu.

著者

松浦 章

出版者

関西大学

雑誌

東アジア文化交渉研究 (ISSN:18827748)

巻号頁・発行日

vol.3, pp.335-357, 2010-03-31

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During the Edo period (1603–1868), Japan steadfastly maintained its national seclusion policy. Japan's constant cultural interaction with foreign countries, therefore, took place mainly in the following ways: direct contacts with China and the Netherlands, centering on trade in Nagasaki; contacts with Korea through the So clan on Tsushima Island; and indirect contacts with China via the Kingdom of Ryukyu under the control of the Satsuma clan. Quantitatively, the largest number of direct contacts were made through trade by Chinese junks, called karafune in the Edo period, sailing to Nagasaki almost every year. Japan imported sugar made in China in large quantities through trade by Chinese junks almost annually. Much of the sugar imported from China was produced in coastal areas, such as Chaozhou in the eastern part of Guangdong Province, Xiamen and Quanzhou in southern Fujian Province, as well as in Taiwan. In the early part of the Edo period, China-made sugar was imported by Chinese junks sailing directly from these production areas to Japan. In the mid- and late-Edo period, however, sugar produced in China was not directly transported to Japan; it was first carried by coastal merchant vessels to Zhapu in Zhejiang Province, where the sugar was loaded onto Chinese junks sailing from Zhapu to Japan, and then transported to Nagasaki. Most of the sugar landing in Nagasaki was transported by domestic routes, mainly by Japanese-style wooden ships to Osaka, and then distributed nationwide. Meanwhile, in the early 18th century after the Kyoho era (1716–1736), cane sugar production was encouraged in Japan, following the instruction of the then shogun, Tokugawa Yoshimune( 1684–1751). This enabled Japan to increase its number of sugarproducing districts and amount of sugar production, also improving the quality of the sugar. In an attempt to determine how to establish cultural interaction studies as a field of historical research, this paper reports on sugar imports through Sino-Japan trade and on the expansion of domestic sugar consumption in the Edo period, as a way of considering the issue of cultural interaction from the perspective of physical distribution in East Asia.

著者

松浦 章

出版者

関西大学文化交渉学教育研究拠点(ICIS)

雑誌

東アジア文化交渉研究 = Journal of East Asian Cultural Interaction Studies (ISSN:18827748)

巻号頁・発行日

vol.3, pp.335-357, 2010-03-31

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During the Edo period (1603–1868), Japan steadfastly maintained its national seclusion policy. Japan’s constant cultural interaction with foreign countries, therefore, took place mainly in the following ways: direct contacts with China and the Netherlands, centering on trade in Nagasaki; contacts with Korea through the So clan on Tsushima Island; and indirect contacts with China via the Kingdom of Ryukyu under the control of the Satsuma clan. Quantitatively, the largest number of direct contacts were made through trade by Chinese junks, called karafune in the Edo period, sailing to Nagasaki almost every year. Japan imported sugar made in China in large quantities through trade by Chinese junks almost annually. Much of the sugar imported from China was produced in coastal areas, such as Chaozhou in the eastern part of Guangdong Province, Xiamen and Quanzhou in southern Fujian Province, as well as in Taiwan. In the early part of the Edo period, China-made sugar was imported by Chinese junks sailing directly from these production areas to Japan. In the mid- and late-Edo period, however, sugar produced in China was not directly transported to Japan; it was first carried by coastal merchant vessels to Zhapu in Zhejiang Province, where the sugar was loaded onto Chinese junks sailing from Zhapu to Japan, and then transported to Nagasaki. Most of the sugar landing in Nagasaki was transported by domestic routes, mainly by Japanese-style wooden ships to Osaka, and then distributed nationwide. Meanwhile, in the early 18th century after the Kyoho era (1716–1736), cane sugar production was encouraged in Japan, following the instruction of the then shogun, Tokugawa Yoshimune( 1684–1751). This enabled Japan to increase its number of sugarproducing districts and amount of sugar production, also improving the quality of the sugar. In an attempt to determine how to establish cultural interaction studies as a field of historical research, this paper reports on sugar imports through Sino-Japan trade and on the expansion of domestic sugar consumption in the Edo period, as a way of considering the issue of cultural interaction from the perspective of physical distribution in East Asia.

著者

松浦 章

出版者

関西大学出版部

巻号頁・発行日

2010-01-25

著者

松浦 章

出版者

關西大學文學會

雑誌

關西大學文學論集 (ISSN:04214706)

巻号頁・発行日

vol.71, no.1-2, pp.1-30, 2021-09-18

著者

松浦 章

出版者

一般社団法人 表面技術協会

雑誌

金属表面技術 現場パンフレット (ISSN:03685527)

巻号頁・発行日

vol.8, no.4, pp.12-15, 1961-04-15 (Released:2009-10-07)

著者

松浦 章

出版者

関西大学文化交渉学教育研究拠点(ICIS)

雑誌

周縁の文化交渉学シリーズ8 『天草諸島の歴史と現在』

巻号頁・発行日

pp.83-104, 2012-03-31

著者

松浦 章

出版者

日本海事史学会

雑誌

海事史研究 : Journal of the Japan Society for Nautical Research (ISSN:03869105)

巻号頁・発行日

no.77, pp.37-49, 2020-11

著者

松浦 章

出版者

南島史学会

雑誌

南島史学 = Journal of Ryukyuan studies (ISSN:03896846)

巻号頁・発行日

no.88, pp.16-30, 2020-11

著者

松浦 章

出版者

関西大学東西学術研究所

雑誌

関西大学東西学術研究所紀要 (ISSN:02878151)

巻号頁・発行日

no.37, pp.15-48, 2004-04

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The Sino-Japanese steamship lines were started by the foreign steamship companies that came to Japan in the last days of Tokugawa regime. The leading character in Jules Verne's 'Le Tour du Monde en Quatre-Vingts Jours', published in 1873, crossed the Pacific between Yokohama and San Francisco on a steamship run by Pacific Mail Steam Company. This company also had a line extending further from Yokohama to Shanghai. The steamship lines between Japan and other countries were monopolized by American and other forign companies before 1875. But in 1875 a Japanese company entered the scene.. The first one was the steamship line between Japan and Shanghai, China as the first overseas line in Japan. Under the instructions of the Japanese Government, M. B. S. S. Co, opened a line from Yokohama to Shanghai via Kobe, Shimonoseki, and Nagasaki on February 3.1875. It was a regular service leaving Yokohama for Shanghai every Wednesday, and Shanghai for Yokohama every Sunday. The line was succeeded by N. Y. S. S. Co. that was newly founded on October 1, 1885. This paper discusses the use of the steamship lines by the Chinese and the Japanese people in the 30 and some years from the opening of the regular line between China and Japan by the Japanese steamship company to the fall of the Qing Dynasty.

著者

松浦 章

出版者

関西大学東西学術研究所

雑誌

関西大学東西学術研究所紀要 (ISSN:02878151)

巻号頁・発行日

vol.37, pp.A15-A48, 2004-04-01

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The Sino-Japanese steamship lines were started by the foreign steamship companies that came to Japan in the last days of Tokugawa regime. The leading character in Jules Verne's 'Le Tour du Monde en Quatre-Vingts Jours', published in 1873, crossed the Pacific between Yokohama and San Francisco on a steamship run by Pacific Mail Steam Company. This company also had a line extending further from Yokohama to Shanghai. The steamship lines between Japan and other countries were monopolized by American and other forign companies before 1875. But in 1875 a Japanese company entered the scene.. The first one was the steamship line between Japan and Shanghai, China as the first overseas line in Japan. Under the instructions of the Japanese Government, M. B. S. S. Co, opened a line from Yokohama to Shanghai via Kobe, Shimonoseki, and Nagasaki on February 3.1875. It was a regular service leaving Yokohama for Shanghai every Wednesday, and Shanghai for Yokohama every Sunday. The line was succeeded by N. Y. S. S. Co. that was newly founded on October 1, 1885. This paper discusses the use of the steamship lines by the Chinese and the Japanese people in the 30 and some years from the opening of the regular line between China and Japan by the Japanese steamship company to the fall of the Qing Dynasty.

著者

田辺 篤史 関 雅樹 松浦 章夫

出版者

公益社団法人 土木学会

雑誌

構造工学論文集 A

巻号頁・発行日

no.57, pp.780-787, 2011

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Recently it was found that a large wheel load exceeding twice of static one occurred by high speed train passage. This study is aiming to grasp the mechanism of large wheel loads by using measured data obtained by the examination train. Then, the effects of the large wheel load on steel bridges were evaluated by using field measurement data. Statistical method revealed that the frequency of larger wheel load increases by train speed and that the track type has less effect. Two scenarios of large wheel load were found. Rail joints may cause high frequency vibration and it results large wheel load, but it has no effect on steel bridges because it dissipates rapidly. Uplift of sleeper produces large wheel load with low frequency and it could increase stress range at the upper flange of girder bridges by 10-20%.

著者

松浦 章

出版者

関西大学大学院東アジア文化研究科

雑誌

東アジア文化交渉研究 = Journal of East Asian cultural interaction studies (ISSN:18827748)

巻号頁・発行日

vol.6, pp.429-447, 2013-03-27

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Qing China's Guangzhou trade among the British East India Company's trade hadthe overwhelming share for a long time. Trading vessels of other European countries, there have also been a year to send 1-2 only; half of the 18th century from the British independent American trade of China expressed its concern for, till 1784 is severance from New York to the earliest trade ship. Subsequently, the Guangzhou trade gradually developed up to the early nineteenth century, has become a hostile British competitors. 1817-1818 year, there were 45 American ships to Guangzhou trade. Sort the Guangzhou trade on the American ship records information contained seen the British Parliament instruments. This published of this article is the instrument, according to the British Parliament on American ships in the 1818-1819 period in the Guangzhou trade this topic, be expositions.

著者

吉尾 寛 堀 美菜 松浦 章

出版者

高知大学

雑誌

基盤研究(C)

巻号頁・発行日

2017-04-01

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①代表者吉尾寛が、昨年度研究協力者公文豪氏(高知近代史研究会会長)との調査、又土佐清水郷土史研究会の支援を得て見出すにいたった、当該の漁民の出身地就中高知県土佐清水市(松尾等)ならびに同黒潮町の複数の当事者・遺族に対して、2018年6月(2度)、7月、2019年1月に聞き取り調査を行った。その中で、南方澳出生を確認できる戸籍謄本など本テーマに直結する資料(PDF)を把握するとともに、当地で生まれ現在も当時の事情を具体的に語っていただける方(1名)に辿り着いた。そこで得た情報は、昨年訪問した南方澳郷土史家から聞いた内容と符号するものであり(沖縄漁民の雇用等)、加えて、居住地(一戸建てと集合住宅)の位置、移住した婦人の副業(鰹節工場での労働等)、原住民(「生蕃」)との関わり、当時南方澳に在った日本軍兵営の関係者との交流、米軍の空襲下の状況、日本への「引き揚げ」等に関する新たな事実であった。そして、それらは他の高知県関係者の話と基本的に合致するものであった。②2018年8月台湾側の研究協力者台湾海洋大学卞鳳圭教授と、宜蘭大学の教授(漁業史)の協力を得て南方澳を再訪した。前年同様当地の郷土史家(南方澳 商圏発展協会理事長兼南方澳文史工作室・三剛鉄工廠文物館長、元南興社区発展協会理事長)に対して、上記②の高知県側の調査内容を紹介した。今年度は、高知県での調査に対応する形で、南方澳の側で当時の日本人漁民に関して記憶のある方(1名)が紹介され、始めて聞き取りを行った。蘇澳鎮に在った小学校の事、鰹節工場の位置等の情報を得た。吉尾は当日から翌日にかけて南方澳のほぼ全市街地街を踏査した。③本年度は代表者、分担者、研究協力者がそれぞれ本テーマの直接的な研究成果を発表することができた。