著者

仙道 良次

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.19, no.1, pp.21-29, 1967 (Released:2010-04-30)

参考文献数

17

被引用文献数

1

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With the increase of retail stores and their modernization, the regular markets are on the wane in most parts of the country. In Akita prefecture, on the contrary, open-air markets are thriving and the number of market-places was on the increase; namely 22 markret-places in 1893, 24 in 1935 and 44 in 1966.The results of the author's study on regular markets in Akita Prefecture are summarised as follows;(1) The market-places are grouped into the following three areas according to their distribution.a) The basin of the River Yoneshiro.b) The sea coast area.c) Yokote Basin.(2) Several types are classified according to their location.a) Markets originated from river ports in days when river conveyance was in general use.b) Markets developed in a basin at places easy of access.c) Markets in villages or towns at the mouths of valleys, where people in hilly district could carry on trade with those in lowlands.d) Markets at mining-towns.e) The markets set up newly for the purpose of commercial enterprises.These markets are with simple booths or with street-stalls on either side of the roads (except national and prefectural roads), where marketeers sell vegetables, clothing, fishes and general merchandise. These markets are opened in the form of morning-fairs.(3) The reasons why such markets survive are as follows;a) People can get cheaper and fresh vegetables, fishes directly from producers.b) Market-places are not only the places of trade but also of recreation, where people can have friendly contact with marketeers.c) At present, a group of marketeers form their own organization for the protection of their interests.d) The market days are scheduled to enable them to make tours to various places in succession.e) As some of towns have fewer stores in proportion with the population, the inhabitants are often more dependent on these markets in everyday life.These are, in conclusion, due to the fact that Akita Prefecture is backward, and that the development of commerce remains far behind.

著者

韓 柱成

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.33, no.1, pp.22-34, 1981 (Released:2010-04-30)

参考文献数

24

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In any economic structure of a region with regard to supply and demand, one of the important criteria is freight flow that exists between regions. It was ascertained that ton-km of freight flow by rail is the most important in Korea.In this thesis, an attempt is made to clarify the spatial pattern and to build traffic core regions. This is to clarify the characteristics of traffic core regions on freight flow by railroads in Korea.For this purpose the flow pattern of freight was analysed by the Q-mode and the R-mode factors. Traffic core regions determined by group average and multiple linkage analyses, and the character of the origin and destination were analysed.Flow data in this paper emanate from matrices produced by the Office of the Korean National Railroads contained in part in their publication estimates of Korean Inter-Zonal Freight Flow, 1977. Estimates were produced by total rail freight flow (tons) between 56 zones.Major findings are as follows:(1) Freight flow by origin and destination by rail determind 10 types of flow patterns. In addition, this flow structure was added to local and regional flows on the basis of national flow (double stucture).(2) In the traffic core regions that resulted by analysis of the flow pattern, there are 8 traffic core regions by outflow (Cheolam, Gohan, Dogye-Bugpyeong, Ssangryong-Jecheon, Daecheon, Yeosu-Hwasun, Mungyeong, Ulsan) and traffic core regions by inflow were builded 2 regions (Seoul, Busan).(3) Centralality was measured by eigenvalue and factor score, and the order of traffic core regions by outflow consisted of Ulsan, Gohan, Cheolam, Ssangryong-Jecheon, Mungyeong, Yeosu-Hwasun, Dogye-Bugpyeong and Daecheon. The order of traffic core regions by inflow consisted of Seoul and Busan.(4) The traffic core regions by outflow are constituted by regions producing underground resources and heavy-chemical manufacture. Traffic core regions by inflow are constituted by large consuming and developed areas of manufacturing. Finally it may be difficult to determine the factor of freight flow by rail; however, it is explained more or less by the relationship between underground resources, population and manufacturing in Korea.

著者

斎野 岳廊

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.25, no.4, pp.255-255, 1973

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J. C. Hudson's diffusion model of an innovation is very interesting one in its relation to a combination of central place theory and diffusion theory. The result of a single application of this model to the establishment of bowling centers in Kantô district is shown in Fig. 1. According to this figure, this sort of diffusion model may be a useful vehicle for geographical research.

著者

羽布津 明

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.18, no.4, pp.167-172, 1966 (Released:2010-04-30)

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After the Second World War, Japanese agriculture is confronted with many peoblems such as the modernization, increase of production and profits and so on. Tobacco culture in a village of Fukushlma prefecture is analyzed as an example of commercial agriculture in Japan, especially in an area under rather unfavorable conditions.1) In Hirata, the number of full-time farmers have been increasing, and the acreage of their farms is also increasing, but it is noticeable that they are depending mostly on family labor lately.2) The importance of tobacco in Hirata is growing in cropped acreage and also as a source of income.3) Although tobacco has been raised for many years, the management technic is very backward, and the improvement to tobacco farming has just started since World War II.4) Tobacco is raised in fields in which it is very difficult to mechanize, and present use of family labor is almost at its limit. Therefore, there is little room for the improvement of tobacco farming. Most of the farmers are looking for other cash crops to replace tobacco.

著者

山澤 正

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.38, no.4, pp.292-305, 1986-12-25 (Released:2010-04-30)

参考文献数

8

被引用文献数

1 1

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横浜駅地区では, 昭和30年代から急速な開発が計画的に行われ, その一環として, 地下空間が地下街を核として隣接ビルと連担しながら, 駅前東西両地区に建設された。本研究はこの地下空間に関して, 店舗の業種構成, 配置, 来街者通行量などを検討し, その特性を把握することを目的とする。駅の東西地下空間を個別に検討した結果, 共通した性格が多い。地下空間においては, 一般に各店舗は比較的同業種ごとに配置されており, 管理会社の主体的な運営が反映されている。業種構成では, 婦人服や宝石, アクセサリーなどの女性向けファッション関係の店舗が多いのが特徴である。また, 飲食関係の店舗も多く, 隣接ピルでの地下空間の主要な構成要素となっている。地下空間内の来街者通行量は, 東西地下空間とも, 地下街の正面階段入口から中央通路を通って各街区に分散する単線形の流れを基調とする。しかし, 西口地下空間では, 百貨店の地階を囲むような回遊形の流れが新たに生じている。これは, 主に交通機関による乗降口の配置が影響していると思われる。つまり, 西口地下空間の場合, この回遊形の流れの線上に交通機関の乗降口が配置しているからである。総じて横浜駅地区では, 地下空間が小売商業地域として位置付けられ, 地上空間は百貨店などの商業ビル以外は業務機能, あるいは交通施設として利用されている。

著者

菅原 啓 高橋 節子

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.26, no.1, pp.11-21, 1974 (Released:2010-04-30)

参考文献数

24

被引用文献数

1

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Geomorphic surfaces in Tôno Basin are composed of Tôno gentle slope-I (Tg-I), Tôno gentle-slope-II (Tg-II), Tôno terrace (Tt) and alluvial plain.The highest surface, Tg-I, is the oldest and erosional one shaved the deep-weathered granitic rocks, which is covered with thin fragmentary deposits red-weathered in their lower part. Denudation of base rocks have brought talus-like or fan-like deposits consist of gravel and sand at the foot of Tg-I. Perhaps it occurred in a stage of slope-instability before the Würm maximum, and then chemical weathering of gravel bed, or red-weathering of slope deposits on Tg-I, followed under the warmer climatic condition.The terrace (Tt), the lowest surface, was continually formed under periglacial condition through the Würm maximum to the next warmer period (the Alleröd Stage?). The terrace deposits consist of solifluction products along the Sarugaishi River in the west, of fluvial products like fan deposits on the right of the Hayase River in the south, and of intermingled deposits of solifluction and fluvial products along the Ogarase River in the north, as well as on the left of the Hayase and the Rainai in the south-west.Thereafter, Tg-II was formed under the cold climate probably of the last substage in the Würm, as depositional gentle slope with solifluction products, overlying the Tt surface.Alluvial plain has been developed since the Holocene, resulted from the swinging and shifting of river channels.There are some regional patterns in distribution and materials of these geomorphic surfaces, especially of Tg-II and Tt. The area along the Sarugaishi River is colluvial in character, the area on the right of the Hayase River is fluvial, and the area along the Ogarase River, on the left of the Hayase and the Rainai River, is colluvio-fluvial.

著者

茂木 昭夫

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.9, no.2, pp.43-46, 1956

著者

千田 昇

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.31, no.3, pp.172-179, 1979 (Released:2010-04-30)

参考文献数

15

被引用文献数

2 1

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The Hinagu fault running nearly from NNE to SSW can be traced more than 40km long from Tanoura through Hinagu and Yatsushiro to the north of Mifune. The fault cut diagonally to the Usuki-Yatsushiro Tectonic Line which is westernmost continuation of Median Tectonic Line. At the southern part of the fault, the fault divides Kyushu mountains to the east and Yatsushiro plain to the west. The fault runs through the river terraces and the depositional surface of Aso pyroclastic flow, at the northern part of the fault.Recent activity of Hinagu fault is mainly characterized by right lateral movement and the horizontal displacement along the fault trace amounts 106 meters in maximum. The average rate of the horizontal displacement is estimated at 0.8 meters per 1, 000 years, judging from the 12 meters offset valley dissecting the Middle fan formed at about 15, 000 years ago. At the southern part of the trace, the Middle and Lower fans are vertically displaced by the fault. At the northern part of the fault, the fault trace arranges en echelon and displaces the depositional surface of Aso pyroclastic flow and the Lower river terraces, vertically. The average rate of vertical displacement is estimated at 0.5-0.7 meters per 1, 000 years.In Central Kyushu, the crustal movement with the directions of NNE-SSW and NE-SW is typically recognized at the Hinagu fault and Shigi trough which located at the northwest Amakusa Islands (CHIDA, 1976). The activity of recent right lateral faulting along the Hinagu fault agree with the formation of Shigi trough, in age. This agreement is considered as the activity of Ryukyu arc corresponded to the change of stress states during Late Quaternary period.

著者

山田 晴通

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.37, no.2, pp.95-111, 1985-04-25 (Released:2010-04-30)

参考文献数

24

被引用文献数

1

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日刊地域紙の発行が盛んな東北地方を例に, 各市郡における日刊地域紙の有無を, 全国紙や県紙などの配布競合状況や地理的条件などとあわせて整理した結果, 日刊地域紙発行地である都市には三つの類型が存在することが明らかになった。類型I: 次の3点を満たす都市は日刊地域紙発行に有利で, 実際に発行地となる率も高く, 発行された場合の普及率も高い。(1) 全国紙の配布構成比が50%以上, (2) 県都からの道路距離が100km以上, (3) 人口5万人以上。類型II: 次の3点を満たす都市は発行地になり得るが, 類型Iに比べ条件は劣るため, 発行形態などに類型Iには見られない特徴を持つことが多い。(1) 全国紙の配布構成比が30%以上で, 全国紙や県紙などを合せた世帯普及率が95%以上, (2) 県都からの道路距離が30km以上, (3) 人口5万人以上。類型III: 青森県の2市 (八戸・弘前) には「主読紙」化した日刊地域紙があるため, 指標の上では発行地となるのが困難のように見えるが, 逆に非常に有力な日刊地域紙が発行されている。

著者

小鹿 洋子

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.26, no.1, pp.45-50, 1974 (Released:2010-04-30)

参考文献数

8

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Yamase, a cool easterly wind system, often blows over the Pacific Coast of Northeast Japan in early summer. Temperature distributions under it were discussed in some cases in Aomori Prefecture, northernmost part of the main land of Japan.Among days of June and July (1908-1970), 105 days, in which Yamase was observed at Hachinohe Observatory, were used as examples.In terms of analysis of air temperatures at 38 meteorological stations in this prefecture (Fig. 1), areal boundaries which divide areas directly influenced by Yamase from others are found. They run in forms of remarkable discontinuities on temperature distributions (Figs. 2, 3, 4 and 5) along hills athwart this wind and at places where it meets with other local wind systems from inland as well.Based on these boundaries this prefecture is divided into three sections as seen in Fig. 6.

出版者

東北地理学会

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.37, no.4, pp.p234,237-238,肖像巻頭1枚, 1985

著者

楠原 直樹

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.14, no.4, pp.125-129, 1962 (Released:2010-10-29)

参考文献数

4

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The postwar prosperity of the port of Misaki has much to do with the growth of the oversea fishery. The increase of the catch has been chiefly due to that of the tuna. At that time Japanese boats were excluded from the fishing grounds of Antarctic and Arctic Oceans, and the large companies like Taiyo Fishing Co., Nichiro Fishing Co. and etc., set their establishments in Misaki, and covered to tuna fishery. The number of medium and small companies and shipowners for thg oversea fishery also increased in this period. They started the tuna fishery in the South Pacific and the Indian Oceans as soon as the limitations of fishing-grounds were removed after the conclusion of the Peace Treaty in 1952.Since 1953, the increase of the number and the size of fishing boats has been accelerated, the trend was especially remarkable in Misaki and it has been so till now.In April in 1962, the number of the fishing boats belonging to Kanagawa Prefecture engaged in tuna fishery was 172, though that was 116 in 1953. Moreover the increase in size is remarkable and the total tonnage of ships for this prefecture was 69, 300 in 1962. It is 3.7 times larger than 18, 400 tons in 1953 and is 5.5 times larger than that in 1951. In 1960, the national average tonnage of ships was 193, and that of Kanagawa Prefecture was 363.The landing of the tuna at Misaki Port was increasing until 1955, but it has been decreasing since. Thus gradual increase in number and rapid increase in size of boats have been going on, but on the other hand, the landing of fish has been decreasing. In contrast to the decrease of the landing at Misaki Port, that landing in the national total has been increasing.We cannot explain the fact through the location of the port in relation to the market. Part of the reason will be the changes in the fishing grounds, while another part will be reduced to the difference of accommodations at various ports concerned.(1) The catch was increasing until 1955, owing mainly to the increasing number of larger ships.(2) Since 1956, operations in the Atlantic, the South Pacific and the Indian Oceans became prominent, and the landing at European countries and Samoa Islands has also been increasing rapidly.(3) The landing at the ports engaged in export, for instance, Shimizu, Kurihama and Yokohama has been increaing, while the landing at Misaki is decreasing.(4) More and more, the system of the tuna fishery has been organized and controled by fishing companies and trading firms with capitals.* In this paper, the word tuna stands for Japanese maguro, which includes various kinds of tuna as well as frigate mackerel and other fishes.

著者

青木 栄一

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.21, no.3, pp.143-149, 1969

被引用文献数

1

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In the transportation network of Edo period (1603-1868), coastal shipping played the major role, and roads functioned as its feeders. Many port-towns were prosperous as the place of transshipment in those days. The spread of railway transportation in the later half of the nineteenth century, entirely deprived the port-towns of their economic basis, and compelled them to reshape their economy by means of contact with trunk railway network. Tomo and Shimotsui, on the Inland Sea had been famous as port-towns of economic importance. Each of the two towns consturcted a narrow gauge railway (2 feet 6 inches) in 1910's with its own fund, collecting the petty deposits of the inhabitants, and the railways were operated by the financial aid of the central government. The leaders of the investments were farm-land owners (in case of Tomo) or shipowners (in case of Shimotsui). In both cases, they switched their businesses from brokers of fertilizer (dried herring carried from Hokkaido), who were the richest class in harbour-towns in Edo period. They also regarded their railways as an important contribution to the development of transportation Honshu and Shikoku.

著者

福井 英夫 中川 重

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.20, no.3, pp.165-165, 1968

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The authors pointed out following results, according to the analysis of the vehicular traffic flow at the crossroad in front of Sendai railway station measured by the memomotion camera. Although the survey was made at the crossroad in front of the station, the amount of the traffic related to the station plaza is smaller than through-traffic. The traffics with their origins and destinations at station plaza mainly have east-west direction, that is, straight course to and from the station. The through-traffic flow shows north-south and east to north directions.

著者

香川 貴志

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.42, no.2, pp.89-104, 1990

被引用文献数

6 1

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筆者は, 先に, 東北6県の県庁所在都市を事例として, 都市内部における人口高齢化現象の地域的展開を明らかにした (香川, 1987)。その結果, 人口高齢化が著しい地区は, 都心部, 都心周辺部および市域縁辺部に展開し, 当該地区では人口減少も著しいことが解明された。また, 人口高齢化の進行は非高齢人口の地区外転出によって促進されていることがわかった。しかし, 広域中心都市である仙台市だけは, 市域縁辺部において人口高齢化および人口減少が顕著ではなかった。本稿は, 唯一例外的であった仙台市の事例が他の広域中心都市でも認められるか否かを解明するため, 北陸3県の広域中心都市として機能する金沢市を事例として進めた研究である。研究手法等は東北6県県庁所在都市の事例に準ずるが, 人口増加が著しい地区を析出するなど, 新たな分析を加え, さらに地域モノグラフとしての性格も持たせるように工夫した。研究の結果, 金沢市のケースは仙台市のそれに酷似していることが明らかとなった。すなわち, 人口高齢化および人口減少が著しい地区は, 都心部, 都心周辺部に限られ, 市域縁辺部では, むしろ人口増加が顕著であることが確認できた。

著者

山本 憲志郎

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.39, no.2, pp.81-97, 1987

被引用文献数

1

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北海道・暑寒別岳東側斜面において, 緩斜面と河成段丘面の編年および最終氷期以降の古環境の復元を試みた。<br>最終氷期初期~約40,000yr B. P. あるいはそれ以前の間に, 段丘I・II面が順次形成された。その後約20,000yr B. P. までの間に, 緩斜面Iと段丘III面が形成された。緩斜面I形成期は, 堆積物の層序関係より段丘II面形成後から段丘III面形成以前であると考えられる。緩斜面I堆積物は, 下部に長軸が斜面の最大傾斜方向によくそろう角礫層を持つことから, 寒冷で比較的湿潤な環境下における gelifluction によって形成されたと考えられる。この角礫層上位の細粒層の存在は斜面で乏しい水量による洗い出し作用が卓越したことを示しており, 約20,000yr B. P. に至るまでの乾燥化に対応した現象とみることができる。段丘II面 (形成終了は約40,000yr B. P. あるいはそれ以前) およびIII面形成期 (終了は約20,000yr B. P.) は, 段丘I面形成期 (最終氷期初期) より寒冷で, 谷壁からの凍結破砕による岩屑供給が盛んであり, 降水量も少なかったことがその厚い堆積物, 礫の低円磨度, 高い堆積岩礫含有率, 最大礫径が小さいことなどから推定される。段丘III面形成期の古環境は, 緩斜面Iから推定される古環境と矛盾しない。<br>約20,000yrB. P. ~現在までに, まず段丘IV面が形成され, その後緩斜面IIと段丘V面が形成された。緩斜面II形成期は, 段丘IV面形成後から段丘V面形成以前と考えられる。緩斜面IIは, Younger Dryas 期あるいは Mesoglaciation 期の寒の戻りに, gelifluction によって形成を開始したと考えられる。段丘IV・V面堆積物の諸特徴は段丘II・III面のそれと対照的であることから, 前2者がより温暖で湿潤な環境下で形成されたと推定される。

著者

水野 裕 堀田 報誠 葛西 良徳

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.20, no.1, pp.34-42, 1968 (Released:2010-10-29)

参考文献数

26

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The results of the author's study on the Byobusan sand dune area along the Japan Sea to the west of Tsugaru plain are as follows ;(1) According to grain-size analysis the sand in this area is classified into four groups ; recent dune sand (A type : Mdφ= 1.51-1.76Q, dφ=0.26-0.33), older dune sand (B type : Mdφ=0.68, Qdφ=0.48), sand derived from the Byobusan formation underyling the sand dunes (C type : Mdφ=1.48, Qdφ=0.66), and beach sand (D type : Mdφ=1.12, Qdφ=0.64) (Fig. 2, Table 1). The Byobusan formation is correlated to the Shimosue-yoshi stage.(2) Three levels of terraces are recognized in this area; 10 m terrace, 20 m terrace and 30-40m terrace, the figures indicate their heights above the sea-level (Fig. 5). These three levels have been formed by eustatic sea level change since the Shimosueyoshi stage (Riss-Wurm interglacial stage).(3) The pattern of the sand dunes is characterized mainly by longitudinal dunes and parabolic or U-shaped dunes (Fig. 7·8). The recent sand dunes cover the older sand dunes and volcanic ash layer on them.

著者

大友 篤

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.25, no.4, pp.183-189, 1973 (Released:2010-04-30)

参考文献数

9

被引用文献数

2 1

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There are many surveys of cities in the world on the regularity known as C. Clark's model of urban population densities indicating that population density varies with distance from the center of the city according to the equation Dx=D0e-bx where Dx is the population density at distance x from the center. D0 is the density at the center, e is the base of the natural logarithms, and b is a natural logarithm measuring the rate of change of density with distance. However, the survey of Japanese cities are rather few, hence applicability of this model was tested for fifteen Japanese cities, selected from the cities with population of more than 100, 000 located in the central part of Japan. Those are Tokyo, Ôsaka, Nagoya, Kyoto, Yokohama, Shizuoka, Wakayama, Gifu, Sakai, Utsunomiya, Chiba, Kofu, Toyohashi, Nara and Hachioji.The data used in this survey are those for 1965 based on the grid square comprising nearly one square kilometre made by Bureau of Statistics, Office of the Prime Minister.The principal facts observed in this survey are as follows.(1) This regularity is applicable for all of this cities except for Yokohama and Sakai those which are included in the contiguous urban built-up area of Tokyo and Osaka respectively.(2) The value of the density gradient, “b”, is highly associated with the population size of DID of the city, that is, it reduces according to the size of DID population. However, it seems to be affected duely by landforms surrounding the city.(3) Clark's model has better fitness in case of daytime population than in case of resident population in Tokyo.(4) Large variations of the values of “b” due to difference of directions from the center of the city are found not only in Tokyo but also in Ôsaka.From these observations it can be concluded that Clark's model is applicable for principal cities of Japan, and that other generalizations regarding this model which have been observed in other countries such as USA and UK may be drawn in Japan.

著者

米地 文夫 大木 俊夫 秋山 政一

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.40, no.3, pp.157-170, 1988

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1888年7月15日の磐梯山噴火後1世紀の間にこの噴火に関して多くの論文が公にされたが, なお未解決の問題も残っている。著者らはその一つである噴火開始時の状況の解明を試みた。これまで知られていなかった資料の発見や目撃者の証言の検討によって次の結果を得た。<br>1. 時刻: 噴火は1888年7月15日7:45a. m. に起こった。(Sekiya・Kikuchi 1890)。しかし多くの目撃者は8:00~8:10または8:30前後と証言している。検討の結果, 証言間の時刻の不一致は, 主として時法の混乱期にあったことによるものと推定された。1888年は, 1872年までの不定時法, 1873~1887年の定時法・地方時, 1888年以降の定時法・日本標準時という三種の時法・時刻の移行期であり, この地方では各時法・時刻の共存期にあったのである。<br>2. 地点: 煙柱の噴出すなわち水蒸気爆発のあった地点は小磐梯山頂の西麓と銅沼付近とであることが, 噴火時に磐梯山麓の住民が撮影・描写した写真やスケッチから推定された。<br>3. 噴煙高度: 最初に噴出した噴煙柱の高度は, これまで述べられていた1,200m程度という数値よりも更に小さく, スケッチや証言からわずか800mであったと推定される。この事実は, 守屋 (1980) の見解を裏付け, これを発展させた Yonechi (1987) の仮説, すなわち磐梯山の最初の水蒸気爆発自体はあまり大きくなく, 引き続いて起こった複数の, 時間間隙を持つ地すべり性の崩壊が大きかったのであるという考え方を支持している。

著者

根田 克彦

出版者

THE TOHOKU GEOGRAPHICAL ASSOCIATION

雑誌

東北地理 (ISSN:03872777)

巻号頁・発行日

vol.41, no.3, pp.148-159, 1989

被引用文献数

3 2

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本研究では, 釧路市の新橋大通商店街を事例として, 大規模小売店の立地を契機とする周辺商業地の変化を考察した。結果は, 以下にまとめられる。新橋大通商店街では, 大規模小売店の開店以降, 最寄品販売の独立店の廃業と, 買回品を販売する駐車場を備えた多店舗小売業と, 飲食店および個人サービス業の進出という変化が主として生じた。また, 大規模小売店の立地により新橋大通商店街の買物吸引力は急激に高まったが, 現在この商店街来訪者の目的は, 主に大規模小売店の単独利用である。