| Wharf is an important facility building in waterway traffic,and is the starting point and end point of waterway traffic realization.The number and scale of wharves in a place are basically the direct response to the level of shipping in that place.As a node in the waterway traffic network,in addition to the most basic boat berthing and storage and transfer functions,some wharves also have the function of commodity trade and inspection and taxation because of their geographical advantages as transportation hubs.With the development of shipping,the shape and scale of the wharf is also changing,and its role in the transportation network and regional economic development is becoming increasingly important.And with the prosperity of shipping industry and the expansion of wharf space,wharf has also become the social activity space and production and living space of different groups,and also become an important extension of urban space.At present,many scholars have studied the wharves,but their focus is mainly on the historical tracing of individual wharves or the study of groups in the wharf space,but there is a lack of sorting out and studying the wharves in the transportation network in the basin.This paper takes the period from the late Qing Dynasty to the founding of New China(1840-1949)as the time limit,and selects the Chuanjiang River basin as the spatial scope,firstly,to recover the distribution of wharves in this spatial and temporal scope,then to explore the causes of wharf distribution,and to sort out the waterway network formed by wharves,and finally,to study the social activities in the wharf space.This paper presents a three-dimensional view of the docks of the Chuanjiang River since the late Qing Dynasty at the macro and micro levels,and thus explores the distribution characteristics of the docks and the hierarchical division of waterway traffic on the Chuanjiang River,so as to explore the modernization process of the development of waterway traffic on the Chuanjiang River,and finally tries to make a breakthrough in the research content and methodology of historical traffic geography.The first chapter of this paper focuses on the evolution of the name,function,type and development of the early Chuanjiang wharves.The name of the wharf mainly underwent a process of change from "Matou" to "Wharf",and the earliest "Matou" with a berth for ships can be traced back to the 《Song Shu》 The earliest "Matou" with a berth for ships can be traced back to the《Song Shu》 in the “the army Mooring Matou".And about the function of the wharf,we also generally summarized the basic function of boat berthing,storage and transfer and commodity trade,inspection and taxation of the extended function,we also found that the function of the wharf according to the actual situation of the wharf,the focus of its function is also different.Regarding the types of wharves,they must be classified under the same criteria in order to avoid the logical confusion in the classification of types.In this paper,the common types of wharves are classified mainly by the criteria of appearance and shape,building materials,and landing and take-off objects.The distribution pattern of Chuanjiang wharves before the late Qing Dynasty started from the sprout of the pre-Qin Dynasty,developed during the Tang and Song Dynasties,and gradually matured during the Ming and Qing Dynasties,and the distribution pattern of Chuanjiang wharves gradually became stable,and the wharves also completed the transformation from serving military activities to serving economic activities.The second chapter of this paper focuses on recovering the distribution of the wharves of the Chuanjiang according to each water basin.The docks are restored according to four water basins:the main stream of the Chuanjiang,the Jialing River basin,the Min River basin,and the Tuo River basin,and the restoration of the wharves in each basin is mainly based on the navigable river channels at that time.In the restoration of specific wharves,the spatial location,shape and scale,and commercial activities of the wharves are restored in detail,especially the combing of shipping routes between the wharves,making the waterway transportation network formed by the wharves of the Chuanjiang gradually clear.The restoration of the shape and scale of each of the Chuanjiang wharves also reflects to a large extent the modernization and evolution of the Chuanjiang wharves during the period.This chapter concludes with the restoration of 739 wharves in the Chuanjiang basin during the late Qing and Republican periods,providing a three-dimensional presentation of the wharves in the river basin at both the macro and micro levels.In the third chapter of this paper,the characteristics of the distribution of the Chuanjiang terminals and the causes behind the influential distribution are summarized.The overall trend of the distribution of the terminals on the Chuanjiang within the basin is radial to the north and west with Chongqing as the center,while the section east of Chongqing to Yichang is mainly linear in distribution,and also spatially shows a distribution characteristic of extending along the river and clustering towards the city.The distribution of wharves in each river basin has its own characteristics due to different hydrological conditions and economic development: the distribution of wharves in the main stream of the Sichuan River is centered in Chongqing,with a linear distribution eastward to Yichang and westward to Yibin;the distribution of wharves in the Jialing River basin is centered in Hechuan City,with a radial distribution to the north and a linear distribution to the south;the distribution of wharves in the Min River basin is centered in Leshan-Wutongqiao,with a linear distribution northward to Chengdu and southward to Yibin.The distribution of terminals in the Tuojiang River is centered in Neijiang,Fushun and Zigong,and then linearly distributed north to Jintang County and south to Luzhou.The distribution pattern of wharves on the Chuan River is mainly influenced by the geographic and hydrological conditions,the opening of Chongqing and Wanzhou ports of commerce and the outbreak of the Anti-Japanese War,and other geographical,economic and military factors.The fourth chapter of this paper focuses on the hierarchical structure in the waterway transportation network of the Chunjiang.Through the restoration of wharves in the late Qing and Republican periods,it can be found that there were large hierarchical differences in the shape and scale of the Chuanjiang wharves.Especially after ships started to operate in the river basin,specialized ship wharves began to appear,and the hierarchical differences between such wharves became increasingly obvious,with ships berthing at different levels of wharves not even being interchangeable.It is also due to the existence of these different levels of wharves that different levels of transportation networks were formed.The waterway traffic network of the river has also changed from flat to three-dimensional,thus achieving a balance between accessibility and efficiency of the waterway traffic network.One is the three-level waterway traffic network divided by townships,commercial towns and commercial cities,which is in line with the network level of economic circulation.The other is the waterway traffic network divided by "port-wharf",and this division is mainly made according to the scale of the wharf itself.The hierarchy of the waterway traffic in the river was completed before the land traffic,so that for a long time,the waterway traffic in the river basin was higher than the land traffic,and it was due to the emergence of high-level traffic that the closed state of the river basin was improved,and the hierarchy of the waterway traffic network also led to the formation of some of the traffic hub cities.The fifth chapter of this paper focuses on social groups and conflict disputes in the wharf space.With its increasing status in transportation and regional economy,the physical space of the wharf has been expanded and the wharf has become an important space for social activities.During the Republican period,the wharf space was home to a large number of lower-class labor groups such as boatmen and laborers who served the shipping industry,as well as socially marginalized groups such as beggars,refugees,prostitutes,and hooligans who also made a living in the wharf space.Most of these social groups in the dock space lived in a simple way such as shacks or houseboats,and these social groups also formed various social organizations to maintain the order of the dock space.However,due to the unclear land and navigation rights of the wharf itself,the governmental organizations are less involved in the wharf space,which also leads to constant conflicts and disputes in the wharf space.Chuanjiang wharf is a space that can provide work and survival for the lower social groups,but it is also a space where violent conflicts and disputes are frequent,which reflects the strong openness and exclusivity of the wharf space itself.The conclusions of this paper focus on three aspects.The first is that the development of wharves during the late Qing and Republican periods was closely related to the modernization of waterway transportation on the Chuanjiang,and was an important part of the modernization of the entire Chuanjiang basin.The second is that in the study of historical transportation geography,we should continue to sink and refine the study of "points" in historical geography to make new applications.Finally,we propose to preserve and develop the wharf as a historical text,so that it can play its role and function in the modern society. |
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