著者

渡邉 恵一

出版者

鉄道史学会 ; 1984-

雑誌

鉄道史学 (ISSN:09139591)

巻号頁・発行日

no.31, pp.3-16, 2013-10

著者

渡邉 恵一

出版者

Business History Society of Japan

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.46, no.2, pp.2_3-2_27, 2011 (Released:2014-09-10)

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The main thrust of this study is to shed light on the management situation at the coastal industrial railway, which performed the function of linking factories of the coastal industrial area with the main trunk line, and also to shed light on its relationship with the companies in the coastal industrial area. This is a case study of the Tsurumi Coastal Industrial Railway Co. that was built in the Keihin Industrial Area after the World War I.What was epoch-making about the coastal industrial area was that it functioned as an ‘industrial port’ which allowed large ships to berth at private wharves. Many companies in the Keihin Industrial Area of the 1920s required overland transport for procurement of materials and resources, and to ship their goods to Tokyo and Yokohama in the hinterlands. Initially, the coastal industrial railway was a plan which petitioned for construction of a branch link from the main trunk line by the government railway. However, in 1924, this changed to a plan where a private railway called the Tsurumi Coastal Industrial Railway would be built after it received investment from land reclamation companies and other companies.The choice of a private railway helped to rapidly open up the Keihin Industrial Area rail system to traffic, but there were more than a few problems that arose from this. In particular, the high fares for straight-through transport with the government railway led to growing dissatisfaction from the recessionary companies along the railway line during the 1930s.Many similar problems faced by the management of the private coastal industrial railway receded into the background for a period from the war boom in 1937. However, the protracted nature and worsening course of the war, particularly with respect to freight transportation, were a crushing burden on the Tsurumi Coastal Industrial Railway and was a factor in it being nationalized in 1943.

著者

渡邉 恵一 ワタナベ ケイイチ Keiichi Watanabe

雑誌

立教經濟學研究

巻号頁・発行日

vol.48, no.3, pp.187-212, 1995

著者

渡邉 恵一

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.31, no.3, pp.47-74, 1996-10-30 (Released:2009-11-06)

著者

渡邉 恵一

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.52, no.1, pp.24-45, 2017 (Released:2019-06-30)

被引用文献数

1

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This paper seeks to shed new light on the process by which the modern cane sugar industry in Taiwan came into being and how it became established under Japanese colonial rule. While doing so, the study focusses on the issues involved in shipping raw sugarcane.Taiwan Sugar Manufacturing Company (TSMC), which had developed as a colonial enterprise, planned to become self-sufficient in sugarcane through the use of an extensive company-held plantation. However, in actuality, it continued to rely on purchases from local farmers. Sugarcane is bulky and requires great effort to transport, and the ability to rapidly transport large volumes of sugarcane is critical because the sugar content drops over time after it has been harvested. Hauling sugarcane from farmers in carts pulled by water buffalo to the factory posed a bottleneck for large-scale, continuous production—a characteristic feature of the modern sugar industry.The use of a private steam-powered railway that began operating at the end of 1907 was a goal of TSMC, which, since its founding, had made efforts to gradually improve its sugarcane logistics. These proprietary rail lines integrated the sugarcane production process from harvesting to milling and also contributed to greater profits by improving sugar yields.After the Russo-Japanese War, TSMC continued building its own proprietary rail lines so that it would be able to continue dealing with the problem of rapidly transporting sugarcane from the fields to the factories. The company also successfully undertook the building of an inter-linking transport network among its factories, thus becoming able to adjust sugarcane supply and demand beyond the limitations of the raw-material acquisition zones. TSMC's construction and enhancement of its ground-breaking raw material transport system became a business model for the modern cane sugar industry in Taiwan under Japanese colonial rule, thus stimulating growth in the industry overall as other sugar manufacturers copied them.

著者

渡邉 恵一

出版者

新潟大学

雑誌

基盤研究(C)

巻号頁・発行日

2021-04-01

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ヒルベルト空間の原点を中心とする開球は,A.A.Ungarによって定義されたメビウスの和,メビウスのスカラー倍,ポアンカレの距離によって,メビウスジャイロベクトル空間をなし,関数解析学的に空間としてよく分かってきている。メビウスジャイロベクトル空間の間の写像で,ヒルベルト空間の間の有界線形作用素に相当するものの法則を解明することが補助事業期間全体の研究計画の概要である。

著者

渡邉 恵一

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.46, no.2, pp.2_3-2_27, 2011

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The main thrust of this study is to shed light on the management situation at the coastal industrial railway, which performed the function of linking factories of the coastal industrial area with the main trunk line, and also to shed light on its relationship with the companies in the coastal industrial area. This is a case study of the Tsurumi Coastal Industrial Railway Co. that was built in the Keihin Industrial Area after the World War I.<br>What was epoch-making about the coastal industrial area was that it functioned as an 'industrial port' which allowed large ships to berth at private wharves. Many companies in the Keihin Industrial Area of the 1920s required overland transport for procurement of materials and resources, and to ship their goods to Tokyo and Yokohama in the hinterlands. Initially, the coastal industrial railway was a plan which petitioned for construction of a branch link from the main trunk line by the government railway. However, in 1924, this changed to a plan where a private railway called the Tsurumi Coastal Industrial Railway would be built after it received investment from land reclamation companies and other companies.<br>The choice of a private railway helped to rapidly open up the Keihin Industrial Area rail system to traffic, but there were more than a few problems that arose from this. In particular, the high fares for straight-through transport with the government railway led to growing dissatisfaction from the recessionary companies along the railway line during the 1930s.<br>Many similar problems faced by the management of the private coastal industrial railway receded into the background for a period from the war boom in 1937. However, the protracted nature and worsening course of the war, particularly with respect to freight transportation, were a crushing burden on the Tsurumi Coastal Industrial Railway and was a factor in it being nationalized in 1943.

著者

渡邉 恵一 伊藤 毅 上山 和雄 久保田 昌希 山本 光正

出版者

地方史研究協議会

雑誌

地方史研究 (ISSN:05777542)

巻号頁・発行日

vol.71, no.2, pp.93-95, 2021-04

著者

渡邉 恵一

出版者

経営史学会

雑誌

経営史学 = Japan business history review (ISSN:03869113)

巻号頁・発行日

vol.52, no.1, pp.24-45, 2017-06