淡蘭古道文山東線的開發、沒落與文化再興
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2005
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【中文摘要】
本研究透過區域間人口的成長、交通路線的發展、運輸技術的革新、以及鄉土襲產保護等理論，探討兩百年來連結臺北、宜蘭兩節點交通網路的發展，以及在追求區間最短路徑的需求下，文山東線由多條「淡蘭古道」網路中脫穎而出的歷程；隨著工業革命對運輸技術之不斷革新，文山東線被一波波現代化的交通路線取代，如今僅殘存不連結之數段遺址供人作歷史與文化的研究與保存。
根據文獻分析與田野調查，文山東線的發展歷程可界定出四個時期：一、清嘉慶以前（1796年）是山道開拓期：淡水廳與噶瑪蘭廳的交通早期以海運為主，但風險大；轉為陸運發展後，形成多條「淡蘭」山道網路，有位置最東北的蛤仔蘭古道；居中的白蘭古道；以及西南的文山東線與西線。
二、清嘉慶至日治中期是古道與官道的形成期：北宜之間的交通發展，在清領時期是民間積極、官方消極的狀態。當臺北盆地的開發趨向東南，盆舷丘陵區上廣布茶園，於是當時最具經濟價值的茶業，加速了北宜間交通路線的開發。上述古道網絡的主線乃自東北向西南遷移，由乾隆末葉以前（1781年）的蛤仔蘭古道（淡蘭兩區單程需要六日）；西移至白蘭古道（其東段經嶺古道、西段走草嶺古道，均需三日路程）；道光初年（1821年）主線移向兩地間最短距離的文山東線（單程一天路程），因為官方後來參與修築後二者路線故亦稱「官道」。
三、日治中期以來現代化交通工具的發展，是古道的沒落時期 : 日治大正十三年（1924年）宜蘭線鐵路通車；民國三十四年（1945年）北宜公路完成，以及民國九十四年底（2005年）北宜高速公路即將竣工。目前，鐵路與公路的最短旅運時間皆濃縮在2~1小時以內。古道沒落了、也被取代了。
四、民國七Ｏ年代以來，古道遺址因歷史與文化的研究與保存而再興。由於北宜公路修建時，其南半段利用文山東線古道；北宜高速公路修建時，其路線與文山東線古道北半段重疊，因此古道僅殘存不連結之數段遺址，如「茶路古道」、「胡桶古道」及「跑馬古道」段等。古道的歷史與文化的研究，除了「跑馬古道」位於宜蘭縣，有公部門的參與外，其他路段皆賴民間文史工作室維護中，建議臺北市及臺北縣政府應及早重視這個問題。
This thesis traces the transportation network development between Taipei and Yilan areas during the last two hundred years. It applies themes of regional population growth, trade relationship, innovation of transport technology, and vernacular heritage conservation. It explains why and how the Wenshan East Line emerged as the shortest one among various ancient paths in the Tan-lan networks and was finally replaced by modern routes. Now only certain separate sections of the Line have been preserved to exist to provide opportunity for historic and cultural studies. The work is done through library research and field studies. The developmental process of Wenshan East Line is examined in four stages: (1)the exploring years before the Reign of Jia Ching (1796) when various trails competed with the less risky sea transport between Tan Shui and Kavalan was the main connection; (2)from Jia Ching tothe middle term of Japanese occupation (1796 -1924) when the Line later became an Official road; (3)the modern period (1924-1970s)as characterized by regional development of motor vehicle roads and railways and by the decline of Wenshan East Line; and (4)the recent renaissance of the Line as a result of social consciousness of the historical heritage value of ancient paths.
This thesis traces the transportation network development between Taipei and Yilan areas during the last two hundred years. It applies themes of regional population growth, trade relationship, innovation of transport technology, and vernacular heritage conservation. It explains why and how the Wenshan East Line emerged as the shortest one among various ancient paths in the Tan-lan networks and was finally replaced by modern routes. Now only certain separate sections of the Line have been preserved to exist to provide opportunity for historic and cultural studies. The work is done through library research and field studies. The developmental process of Wenshan East Line is examined in four stages: (1)the exploring years before the Reign of Jia Ching (1796) when various trails competed with the less risky sea transport between Tan Shui and Kavalan was the main connection; (2)from Jia Ching tothe middle term of Japanese occupation (1796 -1924) when the Line later became an Official road; (3)the modern period (1924-1970s)as characterized by regional development of motor vehicle roads and railways and by the decline of Wenshan East Line; and (4)the recent renaissance of the Line as a result of social consciousness of the historical heritage value of ancient paths.
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淡蘭古道, 文山東線, 引力模式, 茶路古道遺址, 文化襲產, ancient paths of Tan-Lan, Wenshan East Line, transportation development, gravity model, Cha-Lu Historic Trail, culture heritage