Abstract：
This article is part of an ongoing project featuring 17th-century Dutch handwritten manuscripts pertaining to Taiwan, then referred to as Formosa. The manuscript entitled Kercboek van Formosa is an ecclesiastical document commenting on the spiritual welfare of the Dutch community and the progress made by the church in evangelizing the natives. The analysis of the text has been inspired by research questions from a “literary turn in historical studies” approach, a contextualist perspective that seeks out points of thematic reference, one of which is the observation of social and economic changes. Social changes are mainly recorded in terms of educational expansion and the development of the Calvinist community, but the minutes also document the scope of mobility by preachers, attendants-to-the-sick, schoolmasters and VOC personnel returning to Batavia or the Dutch Republic. Reading the historical materials from different perspectives sheds light not only on the “conventional practices of time” and their evolution; but also on the unusual and various methods that individuals resorted to in response to policies from above and how the Calvinist spirit played out in the lives of its members. These dynamics will be illustrated through the notion of mobility. What were voyagers’ prospects for mobility in going overseas in the service of the VOC, and how did they work out once the travelers arrived in the distant settlement? My findings suggest that although the voyagers to the East Indies were originally driven by the incentive for upward mobility, for many who landed in Formosa this eventually translated into a sequel of spatial mobility.

Keywords：Dutch Formosa, Mobility, Reformed Church, United East India Company, Literacy

Abstract：
Development of the Gyeongin railway has important implications in modern history not only of Korea but also of Japan. It marks the first overseas expansion of Japan’s civil engineering industry and is also the first wide-track railway ever constructed by the Japanese. Built almost at the same time, the Gyeongin Railway and the north-south railway of Taiwan revealed varied paths of Japanese overseas expansion under different local conditions in the two countries. This research is a comparative study of the economic history between Korea and Taiwan under Japanese colonial rule. Comparison between the Gyeongin railway and the north-south railway of Taiwan would reveal not only their similarities and contrasts but also their relationship. Such analysis in the context of colonial history serves to clarify the background behind the coexisting sameness and difference, examine the fight between United States and Japan over the rightful ownership of the Gyeongin railway, and trace how Kajima Corporation carried out the construction in Korea. Finally, detailed exploration of the two railways sheds light on also the contrasts and characteristics of development between Korea and Taiwan.

Keywords：Korea Gyeongin Railway, Taiwan North-south Railway, Shibusawa Eiichi, Civil Engineering and Construction Industry, Kajima Corporation, Colony

Abstract：
Past research on the economic history of Taiwan have often highlighted the fact that Taiwanese capital was radically suppressed by the Japanese colonial authorities under rationalization of industries prior to 1937 and economic control during wartime. In recent years, scholars of the younger generation have challenged this view using case studies. Were the economic measures promulgated by the Governor-General of Taiwan from the 1930s to 1945 aimed at eliminating Taiwanese capital? Could small-scale management with flexibility and adaptability in face of various control policies fully account for the persistence and prosperity of Taiwanese capital in certain industries? This study explores further these issues focusing on the automobile transportation industry. The analysis reveals that the Governor-General of Taiwan sought to curtail the excessive/unhealthy competition of the transportation industry and improve its operating efficiencies in the 1930s. The emphasis was not on replacing Taiwanese capital with Japanese capital and remained so even after the outbreak of the Second Sino-Japanese War. Instead, the Governor-General of Taiwan had his focus on efficient integration of economic resources. As a result, Taiwan’s transportation industry maintained the same organization and operation as that under wartime economic controls even in the post-war era. That is, the transportation industry was operated under the Taiwanese push car railways with the emerging Taiwanese capital in the 1930s. This study concludes that the capital accumulation process of the domestic transportation industry was different from that of other industries operated by small-scale management.

Keywords：Industrial Rationalization, Economic Controls, Wartime, Taiwanese Capital, Transportation Industry

Abstract：
This article comprehensively collates the history of collective relocations of Paiwan and Rukai tribes since 1931, and explores whether the configuration of relocations corresponded to the original geographical and social networks of tribes. After the Busha Incident of 1930, relocating the mountain tribes became the chief policy of the government. Bunun and pan-Atayal, who were considered by the Japanese the most difficult to govern, bear the brunt of impact. During the 1940s, the Japanese rulers turned their spearheads to Paiwan and Rukai, and launched large-scale relocation plans. Without respecting for the original geographical and social networks of tribes, the relocation involved extensive cross-territorial migration, even mergers of hostile tribes. Following the defeat of Japan, the plans remained unfulfilled. The Kuomintang (KMT) government, while continuing to relocate mountain tribes, made no attempt to carry out the previously unfinished plans. Post-war relocations had greater respect for the wishes of the indigenous peoples and most of the cases were in line with the original geographical and social networks of tribes. Severe hit of Typhoon Morakot in 2009 once again forced the indigenous peoples who remain in their original settlements to move down the mountain. However, the allocation mechanism of permanent housing with household as a unit led to split and dispersion among the tribes. Today, most of the Paiwan and Rukai peoples have left the mountains, and settled along foothills regions on both sides the Central Mountain Range.

Keywords：Ethnic History, Historical Sociology, Social Network Analysis, Historical GIS