| 摘要: | 本論文主要是以研究日治時期臺灣與中國大陸間沿海港口貿易往來之發展為重點。首先，釐清為何日本會在領臺後，隨即對外宣言開放清代以來對外開放之四「條約港」，亦即所謂「一般開港場」；而其又如何在兼顧列強既得利益，以及地方商民開港請願和臺民日常生活需求下，依據臺灣自然地理位置，另外指定八個地區性「特別輸出入港」，也就是所謂「特別開港場」，以供各地人民日常需用與商貿之需求。而所謂「特別輸出入港」是指在1899年後，正式被日本殖民政府指定之舊港、後壠（後龍）、梧棲（塗葛窟）、鹿港、下湖口（北港溪）、東石港、東港、媽宮（馬公）等八口岸。整體而言，日治時期臺灣港口大致上可分為三種類型：1.「一般開港場」2.「特別開港場」3.「不開港場」。 其次，利用日治時期海關統計資料與各類統計書逐一分析比對，將此「特別開港場」與全臺進出口貿易等數據比較分析，從中歸納分析出臺灣與中國大陸實際通航貿易的概況，藉以呈現出清治到日治中、臺間貿易分工關係之變化。 再者，對於影響此「地區性」港口衰頹的主要原因，如泊船機能衰退與地理環境變遷、南北縱貫鐵公路、基隆、高雄兩大港等海陸聯結建設，以及關稅與金融貨幣制度的建立等，在港口日漸衰落與運輸空間革命所產生的「磁吸效應」下，各地港口為因應此一激烈變化，力圖轉型，並且利用築港請願運動，結合地方官員與紳商民等，集體向總督府當局請願，以期透過此一「築港運動」，讓各地港口得以轉型、再現往日榮景。 總之，藉由本文的論述分析，希冀可以完整而清楚的瞭解到，從清治到日治時期臺灣港口地理環境與行政管理體系之變遷，以及在日本和中國雙邊貿易關係中，臺灣所扮演的角色，及其持續性與中國大陸通商貿易變化之實況。 The primary objective of this paper is placed with the focus to investigate the development of trade between Taiwan during the period of Japanese Occupation and coastal China. First of all, we should clarify why Japan would, right after its take-over of Taiwan, immediately declare opening of the four “Treat Ports” since Ching Dynasty, which is what we say of “regular open port.” And how Japan could have designated eight others regional “special ports of importation and exportation” – the so-called “special open port --- for the demand of trade and supplies offering to people for daily necessities, while it could, on one hand, take care of the vested interest of the strong powers, and on the other hand accommodate to the request of port-opening petition as well as the needs for daily necessities of the people. And the so-called “special port of importation and exportation” refers to the eight coastal ports as Chiukang, Houlong, Wuchi, Lukang, Hsia Hukou, Tonshi port, Tongang, and Makong that were officially designated by the colonial Japanese government. As a whole, ports in Taiwan during the Japanese Occupation can be found into three types as: 1 “regular open port,” 2. “special open port,” and 3. “port of non-opening.” Then, we will make use of the statistics information of customs during the Japanese Occupation and conduct one-by-one correlation and analysis against each kind of statistic document, and have the statistic figures of “special port of importation and exportation” correlated and analyzed with those of import and export trade of Taiwan. From such, we can conclude and analyze an overview of actual trade in process conducted between Taiwan and China, and upon such overview it can help demonstrate the changes regarding the relationship of division of labor in trade from Ching Dynasty to the period of Japanese Occupation between China and Taiwan. Furthermore, in view of the primary reasons that impact on the recession of “regional” port, such as the functional recession of berthing and changes geographical environment, land-sea connection and infrastructure construction of south-north highway with Keelung, and Kaoshiung Port, and the establishment of customs and financial and currency system, each of the harbor ports has, as an act to cope with the gradual recession of ports and “magnetic effect” created by revolution of transportation space, worked very hard to render reform and transformation. And they have resorted to port-building petition movement, working in conjunction with local official and walks of life as gentry, businesspeople, and civilians, and have collectively petitioned to the Viceroy government. It is hoped that with such “port-building movement” each of the harbor ports can be transformed, and previous economic boom can be recovered. To sum up, it is hoped that wit the above-mentioned elaboration and analysis a complete and clear picture of changes on the geographical environment and administrative system of ports in Taiwan from Ching Dynasty to Japanese Occupation can be perceived. In addition, we would also like to appreciate the role-play of Taiwan in the bilateral trade between Japan and China as well as the actual scenario and practice of continuous trade changes with China. |
