Geographical Review of Japan

Vol. 61 (Ser. B), No. 1, 150-158, 1988

Socio-economic Transport Geography in Japan

Eiichi AOKI*

With the rapid development of the Japanese economy and the increase in the importance of trans
port, the study of transport has increased. In spite of wide split in methodology and objectives
between the geographies in quantitative and sicio-economic frameworks, Japanese transport geo
graphers have contributed many fundamental and practical analysis of transport. In this paper, the
author comments on the outline of development in the study of socio-economic transport geography,
or transport geography in a socio-economic framework, especially since the latter half of the 1960's.
Socio-economic transport geography means the analysis of transport modes and facilities or trans
port enterprises in relation to the regional environment through an integrated system with reference
to technology, administeration and policy, economics, and culture, with their historical development .
In the development of these socio-economic transport geography in Japan , several studies have
focused on specific subjects, such as port and shipping activity, rural land transport , and urban
transport. The development process and present situation of transport in these field has been
analysed in relation to regional development. The emphasis in the studies has gradually moved from
morphological to functional approaches, accompanied by a historical approach , looking for the process
of decision-making. Some geographers have commented on the importance of studies oriented toward
regional planning and policy-making. This will lead the studies to the brightest prospect for transport
geography today.

were: (1) analysis of transport phenomena

I. Introduction
The increasing demand for mobility has devel
oped transport modes and facilities and has had a
great influence on regional conditions. Various
kinds of socio-economic activity have had rela
tionship with transport, and this established
transport geography.
Transport geography was introduced into Japan
in the 1920's, when the German school of ge
ography established itself in Japanese geography
through the textbooks and articles of A. Hettner,
K. HassERT, and others. However, the extremely
restricted scope of transport geography by the
German school at that time had hindered the wide
development of studies. Most studies of transport
in geography before World War II were concen
trated in the field of historical geography or set
tlement geography, which referred to trade routes
or transport settlements prior to the Meiji or
Industrial Revolution in Japan.
Transport geographers after World War II were
trying to look for new methods for their studies,
where the two methods were seperated. They
through regional environment, and (2) the expla
nation of other phenomena using transport as
indices or factors. While the first category
remains a minority, the second category has played
the leading role in transport geography in Japan
after the 1950's.
In the latter half of the 1960's, the quantitative
method was imported to Japan, which had a great
influence on transport geography. Many young
transport geographers were fascinated by the
quantitative method, which was very useful in
analyzing transport networks and traffic flow.
Another movement in transport geography in
the first category also originated in the latter half
of the 1960's. Studies were directed toward ara
lyzing transport phenomena, especially in current
transport problems, in an integrated system with
reference to technology, administeration and pol
icy, economics, and culture, with ther historical
development. These studies also aimed to make
clear the process of decision-making in transport
enterprises and transport policy in Japan. They
impiled an origin of socio-economic transport ge
ography in Japan, though there were few published

* Department of Geography
, Tokyo Gakugei University. Koganei-shi, Tokyo, 184, Japan.
 Socio-economic
papers in the 1960's. Studies from an interdisci
plinary view-point were another characteristic of
the group, and they exchanged coordination and
discussion with persons belonging to other related
fields of social science and technology. Informa
tion on transport from various view-points have
been exchanged between different fields.
This paper reviews the outline of the develop
ment of these socio-economic transport geography
by Japanese geographers. The author limits the
content in this paper to a socio-economic analysis
of modern transport after the Meiji or Industrial
Revolution, and focuses on studies after World
War II, especially since the latter half of the
1960's.
II. Characteristics of Japanese Transport
Development After World War II
Prior to the 1950s, Japanese traffic had been
supported by railway and coastal shipping, while
the condition of roads remained very poor. When
Japanese economic activity had almost recovered
from war damage in the latter half of the 1950s,
improvement was requested in every mode of
transport. The Japanese National Railway was all
narrow gauge (3 feet 6 inches) and had 20,186km
of track in 1956, with only 12% double tracking
and 10% electrification. The demand of traffic on
trunk lines was about to exceed the capacity of the
poorly equipped railways. On the other hand,
wartime standard freighters of low performance
played the leading role in coastal shipping during
the first half of the 1950's.
Domestic population movement has greatly
accelerated from the countryside to urban regions,
and mobility between major cities or inside urban
regions had increased since the 1950's. The great
change in regional conditions caused some trans
port problems such as the shortage of transport
capacity in the metropolitan regions and on the
trunk lines between major cities (inter-city
routes), and the difficulty of operation of public
transport owing to increased car-ownership and
depopulation in the countryside.
New transport modes have spread over this
country since the 1960's, such as the Shinkansen
train with a maximum speed of over 200km/h,
frequent commercial air services, an express
highway network, and coastal car-ferry routes
Transport Geography 151
between principal port cities. During the thirty
years since 1955, the composition of transport
modes throughout Japan has greatly changed. In
1955, railway transport maintained its share of
82.1% in passenger-miles and 52.9% in freight ton
miles, while road transport had its share of 16.6%
and 11.7% respectively. In 1985, however, rail
ways had only 38.5% in passemger-miles and 5.1%
in ton-miles, as compared with 57.0% and 47.4% by
road. Meanwhile coastal shipping has increased
its share in freight ton-miles from 35.5% in 1955 to
47.4% in 1985.
The radical change in transport in every region,
for instance, the situation of urban or rural trans
port, coastal shipping, port facilities, civil avia
tion, and airport, has attracted much interest
among transport geographers in various fields.
III. The Development of Socio-economic
Transport Geography
Since the latter half of the 1960's, socio
economic transport geography in the first cate
gory has gradually developed. The interest of
transport geographers in this group has been
focused on public transport facilities and their
activities. Their works began from studies of
morphological and functional approaches for
transport facilities and their development in a
specific region, and geographers progressed in
their studies to general theory or nation-wide ten
dencies, induced from many case studies. This
made it possible for these studies to move in the
direction of policy-making.
1. The geography of port and shipping
activity.
During the economic development since the lat
ter half of the 1950's, ports in the industrial
regions and the metropolitan regions greatly
increased their handling of commodities. In the
1950's, Yukio MASAKI (1958) focused his studies on
port development through the process of indus
trialization or modernization of Japan from the
Meiji Restoration onwards. Another traditional
studies have referred to industrial ports and raw
productive material flow. Typical examples are
shown in Tamenori NAGANo (1968 and 1977) dealt
with some specific ports.
But, papers have mainly focused on the subject
 152
of development of metropolitan ports, where load
ing and unloading of consumption goods greatly
increased.
Attention has focused on the development of
several ports in relation to the characteristics of
the region or city where the port is located. Con
tribution here were by Y. MASAKI(1972), Tadashi
OKUDAIRA and Toklhisa MINAMI(1966), Sachiko
ENDO(1981), and others. Heishiro YAMAGUCHI (1969
and 1980) also published a textbook containing the
general characters, morphologically and function
ally, of ports and the historical development of
many Japanese and foreign ports.
S. KONNO(1969 and 1970) pointed out that con
sumption goods increased in the total flow of
commodities in coastal shipping, in accordance
with urbaniztion, and metropolitan ports had
precedence in quantity of loading and unloading of
domestic commodity flow. He also tried to gener
alize concerning metropolitan ports on the basis of
his many papers dealing with specific ports.
Although the study of ports and shipping inev
itably includes an analysis of commodity flow,
some geographers have placed their stress on
commodity flow including the function of port and
shipping. Typical examples are in S. ENDO(1986)
for motor-car transport as merchandise, and
Wataru NOJIRI(1987) for petroleum. The inte
grated viewpoint of commdity flow with practical
professional knowledge is important in studies of
this sort. Similar studies have also been seen on
railway transport. They were done by W. NOJIRI
(1982) for cement, oil, and wood-chips, and Eiji
HOsHIAI(1983) for cars transported from manufac
turers by rail, ship and specially equipped trucks.
The Seto Inland Sea has been the most con
gested coastal shipping trunk route between
Northern Kyushu and Osaka-Kobe region from
the 19th Century onwards, where goods like coal,
iron and steel, and cement are transported by
small coastal freighters. Terutada HIGASHI (1970
and 1972) showed the interdependence of coastal
shipping with regional development, and also
referred to the function of car ferry services. S.
KoNNO(1968a) also tried to describe a nation-wide
view of coastal shipping in Japan.
Canals have been unimportant in the socio
economic history in modern Japan, except during
the last two decades of the 19th Century, when
there were some signs of prosperity of inland
E. AOKI
waterway transport. The development of rail
ways, however, had destroyed most inland
waterway transport, because of big seasonal dif
ferences in the quantity of river water and the
rapid streams due to steep gradients. But canals
survived in the metropolitan regions as branch
waterways connecting with ports for barges. Dur
ing the first three decades of the 20th Century,
many factories in the metropolitan regions were
located along rivers or canals where their fuel,
raw materials, and products were transported. Y.
MASAKI (1968) described the economic appreciation
of canals in the urbanization and industrialization
of Japan. S. KoNNO(1968b) also described the
development of barge transport inside ports and
their connecting canals.
2. The geography of land transport in rural
areas
During pre-war days, historical studies of tradi
tional transport modes before the Meiji Restora
tion flourished, and the trend was continued by
many geographers after World War II. Tradi
tional transport during the Meiji Era (1868-1912)
has also attracted much interest among geo
graphers, especially concerning the transforma
tion of road networks and the relationship with
the distribution of human settlements. Chiharu
KUROSAKI (1966) explained the introduction and
dispersion of horse or ox carts during the Meiji
Era. Incidentally, carts drawn by horse or ox
were not used in Japan before the Meiji Era. T.
ARISUE(1970) described the movement and trans
formatin of ferry points along the Tone River.
The transformation of road networks in rural
regions has been often analyzed. There have been
many studies of this sort. The typical examples
were Takao YAGASAKI's (1974) and Eiji KATO's
(1975), which described the transformation of road
networks and traffic flows in relation to the phys
ical environment, the technical innovation of
transport, the population changes, and the devel
opment of industries in cases of specific moun
tainous regions.
The newly developed studies in the field of rural
transport have referred to railways. Many studies
concentrated on the historical-geographical analy
sis of railways connected with the development of
regional economy. Tsuneo ISHI,a business histo
rian, published tow papers in 1958 and 1959, ref-
 Socio-economic
erring to the formation of the Ryomo Railway,
which opened in 1888-89 between Maebashi and
Oyama through the prosperous textile industry
region in the Northern Kanto District, and he ana
lyzed the characteristics of shareholders of the
railway company and their incentive for invest
ment. His method was followed by geographers
and economic historians giving more detailed ana
lyse of local railways. Yukio ASAKA(1965), a his
torical geographer, became a pioneer in the analy
sis of the development of railways from the
viewpoint of rural society in his paper dealing
with the Shizuoka-Yamanashi Railway con
struction scheme during the latter half of the
Meiji Era.
ASAKAwas followed by some geographers, such
as Akihiko TANNO (1974) for the Chichibu
(Northwestern Kanto District) extension of the
Seibu Railway related to the cement industry and
tourism.
Some papers focused on the process of construc
tion of trunk lines. These were done by Tatsuo
KIMURA (1971) for the construction scheme of rail
ways between the San-yo and San-in Districts,
and Osamu KITAJIMA (1982) for the Fukuchiyama
Line, one of the railways traversing the Kinki
District. Before the establishment of a scheme of
railway construction, there was fierce competition
between areas wishing to attract railway routes.
The papers above commented on these things.
E. AOKI(1969 and 1980) published many papers
referring to rural railway development in agricul
tural regions, making clear their general charac
teristics. He emphasized the importance of soli
dality in regional society as well as economic
motives in the investment in most Japanese rural
railways. Koichi NAKAGAWA (1984) also commented
on compulsory investment by members of a rural
society in the case of the Kashima Sangu Railway
in Ibaraki Prefecture.
Hiromitsu OHNO(1986) commented on another
important factor in small railways. The horse or
rikisha railways which required a small sum of
investment for minor towns, contracted with
farmers who offered their labor hauling things
with their own horses. These system of labor
supply could reduce the sum of investment at the
first opening of small railways.
Historical-geographical studies using compre
hensive viewpoint were the next step. They were
Transport Geography 153
typical expressed by K. NAKAGAWA (1980-81) for
Ibaraki Prefecture, and Takeomi GOMI(1986) for
Ishikawa Prefecture. In these books or papers,
every railway in the region, large or small, was
described in relation to the development of the
region in socio-economic and technical aspects.
The chronic unbalanced management problems
in Japanese National Railways after 1964 has
brought on some regional problems. Rural branch
lines have been troubled by chronic deficits, and
the number of passengers has decreased since the
mid-1960's. The actual situation of each branch
line was analyzed in detail by some geographers,
general remarked on which were published by E.
AOKI(1982 and 1983), Yukitaka FUKUDA (1985), and
Fumihiko SUZUKI (1985) in the form of comprehen
sive analysis in socio-economic contexts. They
insisted that most of the present rural branch
railways were ineffective in regard to reginal eco
nomic development and demand for daily move
ment of inhabitants, except for highschool boys
and girls. In other words, rural railways have
only existed for highschool boys and girls. O. KIT
AJIMA(1982b) and Kimiharu NISHINO(1983) ana
lyzed the daily movement of inhabitants in rural
regions, and found results similar to those above
mentioned.
The analysis of bus transport has been rather
limited when compared with railway transport.
Susumu WATANABE (1978) commented on the for
mation of regional monopolies by bus companies,
and Toshihiko OHSHIMA (1983) and Setsuo FUJIME
and Kenji SHIRAISHI (1984) analyzed the develop
ment and decline of rural bus networks in
Gumma and Southern Ehime Prefectures respec
tively. F. SUZUKI(1987) and Izumi TAKEDA (1987)
also commented on the formation and perform
ance of inter-city bus services which took part
in a fierce competition with trunk lines of the
national railway.
3. The geography of urban transport
Urban geography, especially in metropolitan
regions, has been flourishing in the area of study
of rapid expansion in urban regions since the lat
ter half of the 1950's. Therefore, studies of urban
transport mainly focused on metropolitan regions.
Two geographers, Takeo ARISUE(1957a and
1968b) and Keihachiro SHIMIZU(1958) published
many papers related to urban transport in the
 154 E. AOKI
1950's. T. ARISUE's"traffic community" was an
expression very similar to the "regional railnet" of
W. H. WALLACE in the U. S. A., which limited the
zone of influence of cities or towns through traffic
flow along railways or roads. It was practically a
study of urban region. K. SHIMIZU tried to analyze
the regional structure of the Tokyo Metropolitan
Region using commuter traffic. His studies
enjoyed a reputation in the field of urban ge
ography. Their works, however, belonged to the
second category in method, which meaned the
explanation of urban phenomena using transport
as indices or factors.
Other notable contributions in urban transport
study were presented by Ryohei KAKUMOTO (1955),
who showed the fundamental points in analyzing
urban transport. After reviewing characteristics
of urban transport in relation to urbanization and
urban structure, he commented on the prepara
tion of urban transport modes and facilities in
both the technical and financial aspect. His
emphasis was also placed on urban transport
policy.
T. ARISUEand E. AOKI (1970) pointed out the
general characteristics of the development of the
railway network in the Tokyo Metropolitan
Region, where rapid transit has developed together
with the expansion of residential suburbs since
the 1920's. When the comprehensive textbook
titled "Cities and National Land" (Toshi to
Kokudo) were compiled in 1971, E. AOKIand T.
ARISUEcontributed their articles on transport in
metropolitan regions and inter-city transport,
respectively.
Transport modes in metropolitan regions and
their functions were often analyzed by some geo
graphers in relation to urban structure, while
emphasizing the importance of rapid transit and
light rail systems. Attention has also focused on
transport for airport access in metropolitan
regions.
There have been many studies of transport in
foreign cities by Japanese geographers. Typical
examples were presented by Shigeaki OHBA(1985
and 1986), who commented on the recent trend in
urban public transport in relation to the urban
structure in West German cities.
In the studies of urban geography, however,
transport has still remained in a specific territory,
which is seperated from the fundamental knowl
edges of urban geographers.
4. The geography of air transport
With the development of commercial air serv
ices in Japan, geographers' eyes focused on sur
veys of the networks and flow of air transport.
T. ARISUE(1957b) first tried to make a compari
son of passenger flow on domestic air and railway
transport in long distance services. He was fol
lowed by Takeshi OKUNO(1964) who explained the
development of commercial air networks and pas
senger flow. Since the latter half of the 1960's, the
quantitative method has been often applied in
analyzing networks and flow of air transport,
which suitable for using this method.
Since the 1970's, another view-point has been
introduced in the study of air transport. Hisakazu
OHHARA (1977) tried to look for a methodology in
analyzing air transport and to explain the geogra
phical significance of airspace and airport. K.
SrnMIzu(1978) pointed out the growing importance
of air transport in Japanese inter-city and interna
tional connections and studied locations of air
ports and land-use in their vicinity. The method
led by K. SrnMIzutended to lead the study to analy
sis of land-use or economic activity using air
transport only as indices or factors. These studiess
belonged to the second category of transport geo
graphy described in the previous chapter of this
paper. They are described in the next chapter
briefly.
On the functional analysis of air transport,
Michihiro MIYAGI (1984) commented on the signifi
cance of air services in Hokkaido and Okinawa,
Japan's northernmost and southernmost regions,
where air transport was forming the fundamental
transport mode. S. KONNO(1986) analyzed the
characteristics of air commuter services recogniz
ing the availability of inter-local city services.
IV. Regional Development Influenced by
New High Speed Transport.
New high speed transport mode such as the
Shinkansen "Bullet Train", express highway, and
civil aviation, have had a great influence on
regional economic activity. Much attention has
been focused on the transformation of regional
economic activities in both urban and rural
districts.
 Socio-economic
In these studies, emphasis was placed on the
explanation of changing landscape, land-use or
industrial complex, not on transport itself. The
location of transport facilities was a starting point
of these studies. Undoubtedly, they belonged to
the second category, which the author explained
in the previous chapter in this paper. They differs
to some degree from the socio-economic transport
geography based on the first category. But, they
are a kind of locational studies and are closely
related with the socio-economic transport ge
ography. In this paper, the author introduces
some examples of them briefly.
T. ARISUE(1967 and 1968a) pioneered in studies
of regional transformation referring to the con
struction of express highway. He contributed
some case studies in the vicinity of expressway
interchanges, where land-use changed from agri
culture to industry or wholesale facilities. Similar
studies were done by Motoshige SATO (1974),
Takashi OKUNO(1983), Kiyotaka JITsu (1980), A.
TANNO(1981), Masashi TsUJIMURA (1982), Shoichi
YOKOYAMA (1985), and Tsukuru ISOBE(1985).
Many studies have focused on the transforma
tion of land-use around airport, which is con
nected with cultivation of cash crops or location of
factories for electronic products, as well as the
flow of a specific commodity. Hlsao NismoKA(1981
and 1983), Naotoshi SUMIKURA (1984), and Yasuhiro
KAMEIand Masayasu MURAKAMI (1986) analyzed the
economic activity in regions around specific
airports.
The monthly commercial magazine "Chin"
(Geography) has often published its special issues
focused on the changing landscape and regional
structure influenced by new high speed transport.
They were, "the regional influence by new mod
ern roads", "the Tokaido Shinkansen", "the air
freight and locations of airport-oriented indus
tries", and so on. Many papers were included in
these issues. This shows a lofty interest by Japa
nese geographers in these matters.
V. Future Prospects in Transport
Geography
Transport geography in Japan has developed
since the latter half of the 1960's, and many pa
pers have been presented on the analysis of trans
port from various viewpoints. But geographers'
Transport Geography 155
contributions in the form of comment and criti
cism on actual transport problems have been
rather few in number in Japan. For a better anal
ysis of transport and its social influence, the
author suggests some future tasks for socio
economic transport geography.
S. KONNO(1978, 1980-81, and 1985) emphasized
the importance of studies in the direction of
policy-making in transport for land development.
E. AOKI (1987) also commented that the most
important stress in transport geography today
should be placed on the historical processes of
decision-making for transport facilities and
transport enterprises through the integrated sys
tems of technology, administration and policy,
economics, and culture, each including its histori
cal development. Through such an integrated sys
tem of many field case studies, transport ge
ography will be able to contribute to practical
analysis and criticism of historical transport top
ics or current transport problems, and lead the
study in the direction of policy-making and theory
establishing. Every transport geographers is
requested to have a wide general knowledge of
transport history in an integrated viewpoint of
technology, administeration and policy, econom
ics, and culture. The studies is based on the
regional case studies, which induced to general
theory or nation-wide tendencies. But, funda
mental knowledges of transport from an inte
grated viewpoint has not been popular in the field
of geography. It is necessary to establish an inte
grated system of knowledges sufficient to analyze
historical transport topics or current transport
problems.
Unfortunately, a small number of transport
geographers have widely dispersed their interest
in various fields and methods of analysis. The
demand for coordination and discussion with
other related fields of transport analysis will
rapidly increase.
In general, Japanese transport geography lacks
applicational studies oriented towards regional
planning and policy-making today. The develop
ment of the integrated system of analysis of
transport will make transport geography increas
ingly useful in regional planning and policy
making, and will make the geographers' responsi
bility greater.
 156 E. AOKI

kokudo 2-Kokudo no toshika (Cities and National

Acknowledgement
The author would like to express his gratitude to Pro
fessor Shuhei KONNO,Osaka Sangyo University, for his
kind information concerning valuable papers on trans
port geography.
(Received January 28, 1988)
(Accepted March 15, 1988)
References
AOKI, E. (1969): Introduction of Railway Traffic into
Old Port Areas--Examples of Tomo and Shimotsui.
Annals of the Tohoku Geographical Association, 21(3),
143-149. (J-E)
AOKI, E. (1971): Morphology of Urban Transport. In
YAMAGA,S. (ed.), Koza: toshi to kokudo 1-dai toshi
chiiki (Cities and National Land 1-Metropolitan
Regions). 201-235. Kajima Institute, Tokyo. (J)
AOKI, E. (1980): Railway Construction as Viewed from
Local Society. United Nations University, Tokyo, 34 p.
AOKI,E. (1982): The Changing Situation of J. N.R. Local
Lines in the Regional Society. Mobility, 46, 28-34. (J)
AOKI,E. (1983): JNR's Local Lines and the Issue of Edu
cation. Transportation and Economy, 43(3), 62-70.
(J-E)
AOKI,E. (1987): Social and Policy Perspective on Trans
port Geography, An Essay on Geographical Analysis
for Modern Transport and Current Transport Prob
lems. The Human Geography, 39, 522-536. (J-E)
ARISUE,T. (1957a): A Regional Study on Passenger Traf
fic in Japan in Special Reference to a Traffic Commu
Land 2-Urbanization over National Land). 149-188.
Kajima Institute, Tokyo. (J)
ASAKA, Y. (1965): The Construction Movement of
the Sunko (Suruga-Koshu) Railway in the Late Meiji
Era. Tokyo Geography Papers (Dept, of Geography,
Tokyo Kyoiku University), 9, 21-36. (J-E)
ENDO,S. (1981): The Port Functions of Shimizu and the
Change of Its Hinterland. Geographical Review of
Japan, 54, 317-332. (J-E)
ENDO, S. (1986): Motorcar Transportation and Varia
tions in Port Function. The Annual of Japan Port Eco
nomics Association, 24, 141-151. (J)
FUJIME,S. and K. SHIRAISHI. (1984): The Development of
Bus Transport in Nan-yo Region, Ehime Prefecture.
In Essays for the 20 Years Anniversary of the Ge
ography Association of Ehime. Dept. of Geography,
Ehime University, Matsuyama, 26-31. (J)
FUKUDA,Y. (1985): Process of Privatarization and Aboli
tion of JNR Local Lines. Transportation and Economy,
45(7), 63-69. (J)
GOMI, T. (1986): Formation of Transportation Network
in Ishikawa Prefecture, with the Special Reference to
Railway Network. Bulletin of the Faculty of Educa
tion, Kanazawa University-The Humanities and
Social Science, 35, 41-54. (J)
HIGASHI,T. (1970): Coastal Shipping on Seto Inland Sea
and Regional Development. Review of Historical
Studies, 109, 20-46. (J)
HIGASHI,T. (1972): The Interrelation between the Cities
and the Divergent Car-Ferry Services. Annals of
Japan Society of Urbanology, 6, 105-117. (J)
HOSHIAI, E. (1983): Transformation and Its Background

nity. Geographical Review of Japan, 30, 1016-1030. on the Transportation Methods of Car as Merchan
(J -E) dise. The New Geography, 31(2), 25-50. (J)

ARISUE,T. (1957b): The Operation of Air Transport and ISHII, T. (1958): The Characteristics of Shareholders in

Long-distance Passenger Trains in Japan. Tokyo Ge the Ryomo Railway Company. Bulletin of the Faculty

ography Papers (Dept. of Geography, Tokyo Kyoiku of Commerce, Meiji University, 41(9•E10), 129-152.

University), 1, 1-20. (J) (J)

ARISUE,T. (1967): Some Geographical Researches along ISHII, T. (1959): The Study of Business History of Ryomo

Tomei (Tokyo-Nagoya) Expressway and the Future of Railway Company. Annals of the Institute of Com

It. Annual Report of the Faculty of Education, Gumma merce, Meiji University, 4, 161-207. (J)

University, 17,105-131. (J) ISOBE, T. (1985): The Influence of Great Seto Bridge on

ARISUE,T. (1968a): Impact of the Trunk Road Construc the Regional Economy. Annals of the Japan Associa

tion upon Underdeveloped Area in Japan. Annual tion of Economic Geographers, 31, 132-145. (J)

Report of the Faculty of Education, Gumma University, JITSU, K. (1980): The Reform of Cities Influenced by the
18, 89-110. (J) Construction of Hokuriku Express Highway. In

ARISUE,T. (1968b): Nippon no kotsu (Traffic in Japan, A UEMURA, G. and H. FUTAGAMI (eds.), Hokuriku no

Geographical Study). Kokon Shoin, Tokyo. 395 p. (J) toshi to noson (Cities and Rural Settlements in Hoku

ARISUE, T. and E. AOKI. (1970): The Development of riku Region) 232-245. Kokon Shoin, Tokyo. (J)

Railway Network in the Tokyo Region from the KAKUMOTO, R. (1955): Toshi kotsu-Soho genjo to

Viewpoint of Metropolitan Growth. In Japanese Cities, taisaku (Urban Transport, Its Present Situation and

A Geographical Approach. The Association of Japanese Countermeasure). Kotsu Kyoryokukai Shuppanbu,

Geographers, Tokyo, 191-200. (E) Tokyo, 174 p. (J)

ARISUE,T. (1970): On the Change of Ferry Across the KAMEI, Y. and M. MURAKAMI. (1986): The Formation of

Tone River. Annual Report of the Faculty of Educa Chrisanthemums Production Area Using Air Trans

tion, Gumma University, 20, 1-20. (J) port in Kamoto-cho, Kumamoto Prefecture. The New Ge
ARISUE,T. (1971): Kokudo no kotsu (Transport Networks ography, 34(1), 24-40. (J-E)

in National Land). In TANABE (ed.) Koza: toshi to KATO, E. (1975): The Transformation of Road Network
 Socio-economic Transport
in the Vicinity of Mt. Ena and Regional Development. In
chiiki to kotsu (Regions and Transport-The Publica
tion for the commemoration of Professor Emeritus
Heishiro YAMAGUCHI), Taimeido, Tokyo, 107-125. (J)
KIMURA,T. (1971): Some Regional Aspects on the Forma
tion of the San-in and San-yo Connecting Railways
in Japan. Annals of the Kobegakuin University, 2(1),
51-77. (J)
KITAJIMA, O.(1982a): The Construction Process of JNR's
Fukuchiyama Line and the Change of its Function.
Jinbun Ronkyu (The Journal of Kansei Gakuin Uni
versity), 32(2), 62-87. (J)
KITAJIMA, O. (1982b): The Transformation Problem in
Depopulated Area, A Case Study of Ochi-gun, Shi
mane Prefecture. Annals of the Association of Eco
nomic Geographers, 28, 217-234. (J)
KONNO,S. (1968a): A Geographical Approach to Domes
tic Marine Transportation in Japan. Annals of the
Tohoku Geographical Association, 20, 113-123.
(J-E)
KONNO,S. (1968b): The Formation and Reform of Barge
Transport. Annual Report on Transportation Econom
ics, 1968, 243-266. (J)
KONNO,S. (1969): An Introduction of City-ports Theory,
I-IV. The Bulletin of Japan Maritime Research Insti
tute, 38, 5-12; 39, 5-15; 40, 15-26; and 41,13-20. (J)
KONNO,S. (1970): The Port of Tokyo-Functions and
Roles of the Sea Port in the Metropolis. In Japanese
Cities, A Geographical Approach. The Association of
Japanese Geographers, Tokyo, 213-220.
KONNO,S. (1978): The Third National Land Comprehen
sive Development Plan and Transport Program.
Transportation and Economy, 38(2), 34-41. (J-E)
KONNO, S. (1980-81): View on Transportation in
Regional Policy, I-TV. Mobility 40,16-26; 41, 49-58;
42, 55-65; 43, 50-56. (J)
KONNO, S. (1985): National Land Development Plann
ing and Transportation Policy. Annual Report on
Transportation Economics, 1984, 39-54. (J)
KONNO,S. (1986): Problems and Formed Conditions of
Commuter Air Service in Japan. Annual Report on
Transportation Economics, 1984, 73-78. (J)
KUROSAKI,C. (1966): An Essay of Revolution in Local
Transport. The Historical Geographic Review, 8,
107-120. (J)
MASAKI,Y. (1958): The Formation of Industrial Port-
Introduction to the Formation of Port Economic
Regions in Japan. The Bulletin of Yokohama Munici
pal University Society, Social Science, 10(1), 101-134.
(J)
MASAKI,Y. (1968): An Introduction of Canal Economics
in Japan. The Industry and Trade, 95, 41-63. (J)
MASAKI,Y. (1972): Yokohama, An International Trade
Port City. In NoGUCHI, Y., OKUDA, Y. and D.
NISHIKAWA(eds), Nippon Retto-Kyodai Toshi, sono
Genjitsu (Japan Islands-Megalopolis and Its Reality)
208-222. Keiso Shobo, Tokyo. (J)
MIYAGI,M. (1984): Factors Favoring Location of Sea
- Air Administrative Functions in Frontiers, the
Examples of Hokkaido and Okinawa-ken, Japan. Bul
Geography 157
letin of College of Education, University of the Ryukyu,
27(1), 125-153. (J-E)
NAGANO,T. (1968): Development and Present Stage of
Port City Dependent on Industry, Onahama, Fuku
shima Prefecture. The New Geography, 16(1), 15-27.
(J)
NAGANO,T. (1977): Types of Industrial Ports as viewed
from the Way to Use Wharves. Bulletin of the Sendai
College, 9,1-6. (E)
NAKAGAWA,K. (1980): Ibaraki-ken tetsudo hattatsushi
(The Development of Railways in Ibaraki Prefecture).
2 vols. Tsukuba Shorin, Tsuchiura, 202 p. (J)
NAKAGAWA, K. (1980-81): Ibaraki no min-ei tetsudoshi
(The Development of Private Railways in Ibaraki Pre
fecture). 3 vols. Tsukuba Shorin, Tsuchiura, 322 p. (J)
NAKAGAWA, K. (1984): On the Foundation and Develop
ment of the Kashima Sangu Railway Co. Ltd. Japan
Railway History Review, 1, 34-41. (J)
NISHIOKA,H. (1981 and 1983): Location of Airport
oriented Industries. Aoyama Keizai Ronshu (The
Aoyama Journal of Economics), 33(2), 109-135;
35(1), 74-102; 35(2), 105-133. (J)
NISHINO,K. (1983): A Study on Traffic Demands and
Traffic Functions in Overdepopulated Area, A Case
Study of Misugi Village, Mie Prefecture. The New
Geography, 31(2), 31-47. (J)
NOJIRI,W. (1982): Regional Structure of Railway Trans
portation of Material Products, A Case Study of
Cement, Oil and Wood-chips. The Human Geography,
34, 551-565. (J-E)
NOJIRI, W. (1987): The Change in Shipment Patterns
of Petroleum Since Two Oil Crises in Japan, From
the Viewpoint of Supply, Demand and Transporta
tion. Annals of the Japan Association of Economic
Geographers, 33, 1-17. (J-E)
OHBA, S. (1985): The Influence of Public Passenger
Transport for Short Distance in the Mid-Ruhr Region,
West Germany. The Human Geography, 37,
1-25. (J-E)
OHBA,S. (1986): The Recent Trend of Public Passenger
Transport for Short Distance in German Federal
Republic. Jimbun Kenkyu (Studies in the Humanities,
Bulletin of the Faculty of Literature, Osaka City Uni
versity), 38, 509-538. (J)
OHHARA, H. (1977): The Airspace Problems in the Field of
Air Transport, as One of the Subject on the Study of
Aeronautical Geography. Geographical Review of
Japan, 50, 290-298. (J-E)
OHNO,H. (1986): The Development of Waga Light Rail
way, Geo-Historical Study of a Small Local Railway.
Japan Railway History Review, 4, 51-60.(1)
OHSHIMA,T. (1983): Transitions on Bus Networks in
Gumma Prefecture. The New Geography, 31(2), 1-24.
(J)
OKUDAIRA,T. and T. MINAMI.(1966): A Comparative
Study of Four Port Cities, Hokkaido. Annals of the
Tohoku Geographical Association, 18, 62-69. (J-E)
OKUNO,T. (1964): Domestic Civil Aviation in Japan.
Geography, 9(6), 7-13. (J)
OKUNO,T. (1983): Transport Innovation and Regional
 158 E. AOKI
Economy in Niigata Area. Tsukuba Studies in Human
Geography, 7, 133-155. (J-E)
SATO, M. (1974): The Development of A Speedy Trans
portation System and Its Influence to the Cities along
the Japan Sea-On the Niigata City. Annals of Japan
Society of Urbanology, 8, 57-62. (J)
SHIMIZU,K. (1958): The Introduction to the Theory of
Basic Relationship between City and Transport. The
Journal of Municipal Problems, 49(1), 64-74. (J)
SHIMIZU, K. (1978): Sora no kotsu to shin kuko (Air
Transport and New Location of Airport). Taimeido,
Tokyo, 212 p. (J)
SUMIKURA,N. (1984): A Study of Domestic Air Cargo
Transportation at Local Airport, the Case Study of
the Loading Air Cargo at Kumamoto Airport. Annals
of the Japan Association of Economic Geographers, 30,
294-304. (J-E)
SUZUKI,F. (1986): The Function of JNR Local Lines and
the Prospects for their Transfer and Regeneration.
Transportation and Economy, 46(10), 22-33. (J)
SUZUKI,F. (1987): The Evolution and Establishment of
Expressway Bus Service. Transportation and Econ
omy, 47(5), 35-51, (J)
TAKEDA,I. (1987): The Inter-city Express Bus Services
and the Transformation of Passenger Flow-A Case
Study on the Senses of Inhabitants along the Central
Express Highway and the Correspondence of Japa
nese National Railway. Transportation and Economy,
日本 に お け る社 会 経 済 的 交 通 地 理 学
青 木
日本経 済 の急 速 な発 達 とこ れ に伴 な う交 通 の重 要 性 の
認 識 と と もに,日 本 の 地理 学 に お け る交 通 研 究 も大 き く
発 展 して きた 。
現 代 の交 通 地 理 学 は そ の研 究 方 法 の上 で,
計 量 的立 場 に立 つ ネ ッ トワ ー ク や フ ロ ー の分 析 を主 とす
る もの と,社 会 経 済 的立 場 に立 っ て交 通 機 関 や交 通 企 業
の分 析 を主 とす る もの とに大 別 さ れ る。 本 稿 は後 者 の視
点 に立 つ研 究 の発 達 を概 観 した もので あ る。 社 会 経 済 的
交 通 地理 学 とは,技 術,制 度 ・政 策,経 済,文 化 な どの
視 点 お よび そ れ らの発 達 史 を通 じて,過 去 ・現 在 の交 通
現 象 を具 体 的 な 地域 環 境 の な かで 総 合 的 に分 析 して ゆ く
立 場 の交 通 地理 学 を い う。 こ の立 場 の交 通 地 理 学 は と く
* 〒184東 京都小金井市貫井 北町 東京学芸大学地理学教室
47(12), 66-79. (J)
TANNO, A. (1974): Changes of the Chichibu District
Caused by Construction of Private Railway. Geogra
phical Review of Japan, 47, 498-510. (J-E)
TANNO,A. (1981): The Development of Ise-Shima Region
with the Adjustment of Transport Facilities. In WAK
ITA, T. (ed.), Chiiki bunseki no hoho (The Methodology
of Regional Analysis), 23-41. Taimeido, Tokyo. (J)
TSUJIMURA, M. (1982): The Change of Sphere of Stations
Influence and Its Transformation in Surrounding
Areas of the Stations Brought by the Opening of the
Shinkansen Line, A Case Study of Yamaguchi Prefec
ture. Geographical Science, 37(1), 42-56. (J-E)
WATANABE,S. (1978): The Regional Formation of the
Bus Transportation Business in Japan. Annals of the
Japan Association of Economic Geographers, 24,
45-64. (J-E)
YAGASAKI, T. (1974): Land Traffic in the Inner Part of
the Noto Peninsular. The Historical Geographic
Review, 16, 189-203. (J)
YAMAGUCHI, H. (1969): Kaiyo no chiri (The Geography
of Seas), Taimeido, Tokyo, 199 p. (J)
YAMAGUCHI, H. (1980): Kowan no chiri (The Geography of
Ports). Taimeido, Tokyo, 339 p. (J)
YOKOYAMA, S. (1985): Economic Assessment of the New
Super Highway Network in Southwestern Shikoku.
The Bulletin of the Faculty of Law and Literature,
(Literature), Ehime University, 18, 47-69. (J)
栄 一*
に1960年 代 後 半 以 降,近 代 公 共交 通 機 関 の研 究 を対 象 と
して 発 達 し,港 湾 と沿岸 海 運,鉄 道,バ ス な どの 交 通機
関 や そ れ ら を経 営 す る交 通 企 業 の分 析 に成 果 を挙 げ て き
た。 また,交 通 の発 達 過 程 を分 析 す る こ とに よ って,さ
ま ざ まの 「決 定 の過 程 」 を 明 らか に し よ う と試 み た もの
も多 く,さ まざ まの 地域 に お け る事 例 研 究 を総 合 す る こ
と に よ って,全 国 的 な い し,世 界 的 な傾 向 を帰 納 的 に 明
らか に して きた 。 こ の よ うな方 法 を通 じて,地 域社 会 の
なか にお け る近 代 交 通 機 関 の意 義 が 適 切 に評 価 され,こ
れ に基 い て 地域 計 画 や交 通 政 策 へ の提 言 が可 能 とな る と,
考 え られ る 。