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    Please use this identifier to cite or link to this item: http://ir.lib.ncu.edu.tw/handle/987654321/4769


    Title: 戰後海運事業的接收及臺航之成立 (1945~1947);Transfer of Taiwan’s Transport Business from Japanese to the KMT Government and Establishment of Taiwan Shipping Industry Company after World War II (1945~1947)
    Authors: 柯雅惠;Ya-hui Ke
    Contributors: 歷史研究所碩士在職專班
    Keywords: 臺灣航業公司;戰後交通;接收;行政長官公署;transfer of the transport business in Taiwan fro;Shipping Recovers Committee
    Date: 2007-06-28
    Issue Date: 2009-09-22 09:32:08 (UTC+8)
    Publisher: 國立中央大學圖書館
    Abstract: 本文討論的主題為二次世界大戰後,國民政府成立之行政長官公署對臺灣海運之接收情形,以及臺灣航業公司成立的背景。在此將本文分為海運接收的組織問題、交通處人員的任用、接收效率的問題、檢討接收後交通的運輸效益與影響等四個部分來加以探討。 海運接收的組織方面:戰後海運的接收原屬交通處港務局所管轄,然而,國民政府於民國35年1月又設「航運恢復委員會」,「航運恢復委員會」中委員多由交通處長官兼任,權責劃分不清。在接收員工方面:「航運恢復委員會」曾呈請暫時酌留原船舶救難修理部之日籍員工,本文對於留用日籍員工之人員數目多寡、留臺期間長短、工作內容、薪資等部份加以討論。接收效率的問題:我們透過檔案分析交通處的組織運作,發現戰後初期臺灣海運的恢復情況並不如國民政府原來的預期與規劃。海運的恢復攸關對外交通的門路是否暢通,國民政府對於海運相當重視,特別於民國35年7月設立「臺灣航業公司」,以統籌辦理船舶和船運公司的接收。本文透過檔案中船舶及船運公司等的接收情形,探討「航運恢復委員會」及「臺灣航業公司」組織之營運情形及其效率。於接收後交通的運輸效益與影響方面:日治末期因受戰爭破壞,港灣設施及船舶毀壞殆盡,及戰後又必須運送國軍人員軍品、遣返日僑和旅外臺胞之接送等影響,正常客貨運大受影響。而陳儀於民國34年10月25日接收臺灣後,10月30日宣布糧食禁止出口,11月30日公布禁止食砂糖私運出省,民國35年3月1日國民政府公布「進出口貿易暫行辦法」,當時物價大漲與海運及貿易政策有重要關聯。我們同時藉由分析戰後海運運輸的狀況亦反映了當時臺灣社會的情形。 本論文之核心在於戰後初期海運運輸事業接收情形之探究,藉由「航運恢復委員會」及「臺灣航業公司」的成立以及接收、復原、營運、人事任用等數個面向所產生的問題來加以討論。 This thesis has two main topics. We discuss the situation of the transfer of the transport business in Taiwan from Japan to the KMT government and the background for the establishment of Taiwan Shipping Industry Company. The issues include: 1) organization for the transfer work, 2) personnel appointment in the government, 3) efficiency of the transfer work, and 4) benefit and influence on Taiwan’s transport system from the transfer. They are briefly noted as follows. 1) Organization for the transfer work: The transfer should have been the responsibility of Transportation Port Authorities after World War II. However, in Jan. 1946, the KMT government set up Shipping Recovers Committee, in which the personnel’s were not fully responsible for the transfer. It led to an ambiguity in the power and responsibility for the transfer. We will discuss in details. 2) Personnel appointment in the government: Shipping Recovers Committee had asked to temporarily retain some of the Japanese employee who did the repairing of ships. We discuss in details the number of the Japanese employee retained, the duration they stayed, the work they did, and the wages they got. 3) Efficiency of the transfer work: We found that the recovery situation of shipping did not satisfy the expectation of the KMT government. An unobstructed transport depends on a full recovery of shipping, thus, the government paid a large attention to it. The government set up Taiwan Shipping Industry Company in July 1946 to treat the transfer of shipping business. This thesis will discuss the operation situation and the efficiency of Shipping Recovers Committee and Taiwan Shipping Industry Company via the analysis of the transfer of shipping. 4) Benefit and influence on the Taiwan’s transport system: The harbor and shipping facilities were totally destroyed by the war. In addition, the government needed to ship the military staffs and repatriate the Japanese, etc. Thus, the regular shipping business was strongly affected. On the other hand, the government’s chairman, Chen Yi, announced a forbiddance order of the rice and sugar export after the KMT government was in charge with Taiwan. The rise of stuff’s price was strongly associated with transporting and trade policy. This thesis also has exhaustive discussion to this topic. We will also discuss the situation of the Taiwanese society via the analysis of the transport business.
    Appears in Collections:[歷史研究所碩士在職專班 ] 博碩士論文

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