大正・昭和戦前期の九州における自動車の普及過程

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It is one of the objectives of transport geography to describe the historical evolution of transport modes. In this paper the author investigated the process of spatial diffusion of motorcars in Kyushu, Southwestern Japan, during the Taisho and the pre-war Showa eras (1912-1936) using an analytical framework of geographical diffusion theories. Because motorcars were introduced into Japan as one of modern transport facilities by which traditional transport facilities were driven away, we may regard motorcars in those days as an innovation of the road traffic.The propagation rate, motorcars per ten thousand population, was calculated for each of seventy-seven areas (administrative districts, gun) for each year. Subsequently the distribution pattern of such propagation rates for every year of the time period was simplified through the T-mode factor analysis. These results were mapped and interpreted (Fig. 5). Next, a logistic function which is frequently used to describe some growthh curve, was applied to the change of the propagation rates by each area. The year at which the diffusion originated in a given area and the parameter b from the logistic function Y=K(1+me-bt)-1 (where Y is the propagation rate at time t) were specified. The variation of each of these two elements was examined by means of regression analyses.In the early Taisho era the twenty-two areas with a high standard of propagation rate were mainly distributed through Fukuoka and Saga Prefectures in the northern Kyushu. On the other hand, few such areas existed in the central and southern Kyushu, except for only several areas where the local cities, i. e., Kumamoto, Peppu, Miyazaki and Kagoshima were located. Thereafter those areas with a high standard propagation rate increased in number and in the early Showa era there were thirty-five such areas. The major part of the central and southern Kyushu, and islands such as Tsushima, Iki, Kumage and Oshima remained lower in the propagation rate throughout the time considered.The years when the diffusion originated differed in areas. In the four areas with local cities, Fukuoka, Omuta, Kumamoto and Kagoshima the diffusion dated from the first year of Taisho (1912), while in the two areas of the southern Kyushu it dated latest from the first year of Showa (1925). These differences were due to factors in equation (2), which indicates that the motorcars were introduced earlier into those areas where there were larger urban settlements, and which were closer to the cities from which the motorcars were originally introduced. The parameter b from the logistic function, an estimate of the propagative speed, also differed in areas. The regression equation (3) confirms that the later the year at which the diffusion originated was, the higher became the propagative speed of motorcars.
東北地理学会の論文

著者

奥井正俊
宇都宮大学教育学部

大正・昭和戦前期の九州における自動車の普及過程

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