{"created":"2023-06-20T15:28:23.046407+00:00","id":7426,"links":{},"metadata":{"_buckets":{"deposit":"6b47fa1c-b31a-4238-850d-346a94cbdeee"},"_deposit":{"created_by":3,"id":"7426","owners":[3],"pid":{"revision_id":0,"type":"depid","value":"7426"},"status":"published"},"_oai":{"id":"oai:ouj.repo.nii.ac.jp:00007426","sets":["470:394:444"]},"author_link":["9296","9297"],"item_10002_biblio_info_7":{"attribute_name":"書誌情報","attribute_value_mlt":[{"bibliographicIssueDates":{"bibliographicIssueDate":"2001-03-31","bibliographicIssueDateType":"Issued"},"bibliographicPageEnd":"168","bibliographicPageStart":"151","bibliographicVolumeNumber":"18","bibliographic_titles":[{"bibliographic_title":"放送大学研究年報"},{"bibliographic_title":"Journal of the University of the Air","bibliographic_titleLang":"en"}]}]},"item_10002_description_5":{"attribute_name":"抄録","attribute_value_mlt":[{"subitem_description":"　この研究は，北奥州に位置する八戸藩を対象として，八戸城下町と大坂との間に都市間海運が展開したことを論証しようとするものである．近世における都市間海運は，菱垣廻船，樽廻船による海上輸送を主とする大坂・江戸間海運を典型とする．先に，江戸・仙台間の海上輸送を担った石巻穀船の運行形態，積荷などを分析し，両地間に都市間海運の展開がみられることを論証した．本稿は同じ東廻海運における八戸と江戸，八戸と大坂間の海運においても都市間海運の展開がみられることを論証し，合わせて近世海運の特性を明らかにしょうとするものである．\n　文政2年，八戸藩は江戸・大坂方面に移出される国産品の専売制を実施した．その担当機関として城下に国産方を設置し，藩役人のほか城下町の有力商人をその業務にあたらせ，国産品の大坂交易に乗り出した．その結果，八戸港出入津の廻船は国産方を相手とする交易となり，さらに，藩は八戸・大坂聞の国産品の移出船を藩の雇船とし定期的な海上輸送を確保した．藩は，文化11年中大坂に「大坂御国産支配元」という大坂・八戸間の交易を担当する流通機関を設置した．藩は，支配元に就任した大坂商人柳屋又八との間に「諸国規定」を締結した．この約定は，輸送船を藩の雇船とし，支配元が雇船の調達，八戸・大坂間における国産品の海上輸送，大坂での販売を一手に請負うことを基本とするものであった．幕府の御城米，藩の蔵米輸送の場合と同じく，雇船の採用，空船条項もあるが，空船確認は雇船調達地でなく，八戸港で積み出す時点での混載の有無の確認であった．空船確認が幕藩より弱いのはまだ雇船調達を大坂に依存しなければならなかった事情の反映であった．幕末期にいたると，藩の手船を主体とする大坂交易となる．しかも，八戸藩は複数のルートによる大坂交易を行なうようになり，大坂での御船調達依存も弱まり，藩の海運支配が強化されるのである．","subitem_description_type":"Abstract"}]},"item_10002_source_id_11":{"attribute_name":"書誌レコードID","attribute_value_mlt":[{"subitem_source_identifier":"AN10019636","subitem_source_identifier_type":"NCID"}]},"item_10002_source_id_9":{"attribute_name":"ISSN","attribute_value_mlt":[{"subitem_source_identifier":"0911-4505","subitem_source_identifier_type":"ISSN"}]},"item_10002_textarea_25":{"attribute_name":"抄録（英）","attribute_value_mlt":[{"subitem_textarea_language":"en","subitem_textarea_value":"　The most famous example of maritime transport between domestic ports in Eary Modern Japan is that which existed between Osaka and Edo, plied by the \"higaki kaisen\" and \"taru kaisen\" shipping guilds. In an earlier paper, I examined the maritime trade between Sendai and Edo plied by the \"kokusen\" (rice boats) from the port of Ishinomaki. In this paper I examine the development of maritime transportation between Hachinohe and Edo, and Hachinohe and Osaka. In 1819, Hachinohe domain instituted a monopoly system for the sale of all domestic produce exported from the domain. The domain set up a special office called \"kokusankata\" including samurai officials from the domain, and local large-scale merchants from the castle town. The Office was charged with conducting trade for the domain including trade with Osaka. As result, all trade within the port of Hachinohe came to be conducted as trade with the Offlce of Domestic Produce. The Office instituted regularly scheduled shippinng between Hachinohe and Osaka by hiring commercial ships to carry its Domestic Produce to Osaka. Prior ot this, in 1814 the Domain had set up a transportation office in Osaka to manage the flow of commerce between the two cities. This was called the Osaka Gokokusan Shihai Moto. The Domain drew up a contract with the Osaka merchant chosen to act as manager of this office, Yanagiya Matahachi. Acording to this contract, ships were to be hired by the Domain, while the manager was responsible for procuring the ships, for the transport of domectic produce between HachiRohe and Osaka, and was the sole contractor for the sale of the produce in Osaka As was the case in other forms of official trade conducted in this period, such as the freighting of tax rice for the Bakufu and other domains, this contract included stipulations regulating the procuring process and an \"empty boat\" clause requiring hired ships to carry no other freight than that of the Domain. However, unlike ships in the tax-rice trade, the inspection to implement the \"empty boat\" clause was conducted in Hachinohe, not at the port of hiring. That the \"empty boat\" clause in the contract drawn up in 1814 showed weaker control of boats hired by the Domain is a reflection of the fact that the Domain had to depend on Osaka merchants for procuring ships. By the middle of the 19th Century, tke Domain was able to own and maintain its own fleet of ships for conducting the Osaka trade. Moreover, the Domain was able to open up a variety of different routes to Osaka, thereby decreasing its dependence on hired shipping from Osaka, and increasing ks direct of its maritime transport."}]},"item_creator":{"attribute_name":"著者","attribute_type":"creator","attribute_value_mlt":[{"creatorNames":[{"creatorName":"渡邊, 信夫"},{"creatorName":"ワタナベ, ノブオ","creatorNameLang":"ja-Kana"}],"nameIdentifiers":[{"nameIdentifier":"9296","nameIdentifierScheme":"WEKO"}]},{"creatorNames":[{"creatorName":"Watanabe, Nobuo","creatorNameLang":"en"}],"nameIdentifiers":[{"nameIdentifier":"9297","nameIdentifierScheme":"WEKO"}]}]},"item_files":{"attribute_name":"ファイル情報","attribute_type":"file","attribute_value_mlt":[{"accessrole":"open_date","date":[{"dateType":"Available","dateValue":"2013-06-14"}],"displaytype":"detail","filename":"NO_18-151-168.pdf","filesize":[{"value":"1.8 MB"}],"format":"application/pdf","licensetype":"license_note","mimetype":"application/pdf","url":{"label":"NO_18-151-168","url":"https://ouj.repo.nii.ac.jp/record/7426/files/NO_18-151-168.pdf"},"version_id":"2a1c0600-f6ad-4a7c-b830-67f34f9af6ee"}]},"item_language":{"attribute_name":"言語","attribute_value_mlt":[{"subitem_language":"jpn"}]},"item_resource_type":{"attribute_name":"資源タイプ","attribute_value_mlt":[{"resourcetype":"departmental bulletin paper","resourceuri":"http://purl.org/coar/resource_type/c_6501"}]},"item_title":"近世後期における海運と大阪交易 : 奥州八戸藩を事例に","item_titles":{"attribute_name":"タイトル","attribute_value_mlt":[{"subitem_title":"近世後期における海運と大阪交易 : 奥州八戸藩を事例に"},{"subitem_title":"Maritime transport and Osaka commerce in early modern Japan : The case of the port of Hachinohein northeastern Honshu","subitem_title_language":"en"}]},"item_type_id":"10002","owner":"3","path":["444"],"pubdate":{"attribute_name":"公開日","attribute_value":"2013-06-14"},"publish_date":"2013-06-14","publish_status":"0","recid":"7426","relation_version_is_last":true,"title":["近世後期における海運と大阪交易 : 奥州八戸藩を事例に"],"weko_creator_id":"3","weko_shared_id":3},"updated":"2023-06-20T16:17:02.930105+00:00"}