雲林地區糖業鐵道營業線的發展與再利用（1908～2017）

Abstract

製糖產業可說是台灣近代工業化的象徵，伴隨著新式製糖廠的設立、壓蔗量的上升以及搬運面積的增加，乃有了鐵道的鋪設以及搬運的必要性。然而也因產糖季節的限制，鐵道在非製糖期間似乎成了閒置的財產，故需要額外的利用策略。自1909年起，台灣第一條糖業鐵路客運營業線開始營運，爾後漸漸地在中南部交織出複雜的鐵道路網，並在道路交通尚不發達的當時撐起了鄉村民眾的交通需求。雲林地區的糖業活動，主要由大日本製糖株式會社所經營，於1908年鋪設第一條糖業鐵道專用線，並於1910年首條客運營業線開辦經營，時至1937年已有七條營業路線，聯絡各大小村落，在當時的區域運輸上扮演著極重要的地位。 1945年第二次世界大戰結束後，台灣糖業股份有限公司於1946年成立並開始接管台灣地區所有的製糖產業設備，糖業鐵道也在此之後逐步完成鐵道一體化目標，台糖公司也成了台灣最大的鐵道業主，經營中南部地區各鄉鎮間的鐵道運輸業務。然而隨著交通革新，道路運輸發展與私人運具的普及，致使糖業鐵道客運營業線於1965年之後迅速衰退與廢除，1978年虎尾糖廠的糖業鐵道客運營業線全數結束營運，乃至1982年最後一條糖業鐵道客運營業線「北港線」（北港～嘉義間）停駛，曾經稱霸台灣中南部七十多年的糖業鐵道客運營業線隨即告終。但在文化資產保存與再利用的意識興起後，糖業鐵道的發展似乎又展現曙光，並於2001年第一條糖業鐵道觀光列車由台南烏樹林站開出。 儘管糖業鐵道客運營業線於1982年全數停駛，但雲林地區的虎尾糖廠仍有在利用糖業鐵道運輸甘蔗，並為台灣現存的唯一一處，其保存價值不言可喻，加上2015年台灣高鐵雲林站的開通，藉由改善雲林早期的糖業鐵道線路以作為轉乘接駁高鐵雲林站與台鐵斗南站的呼聲即出。故本論文除了探討雲林地區糖業與糖業鐵道的關係、糖業鐵道客運營業線的發展與變遷外，也進一步探討該地區糖業鐵道的活化與再利用。Sugar industry was the first modern industry in Taiwan. With the establishment of sugar factories, increment of sugar’s output, and the broadening of sugar cane field, it was necessary to build a new traffic method to convey sugar cane. As a result, sugar railways were paved. Because sugarmanufactures were limited by seasons for production, it was essential to consider a win-win approach to use sugar railways during downtime seasons to increase sugar companies’ profit. In 1909, the first sugar railway with passenger service started operation. As time passed by, the railway has developed a complex network in southern Taiwan and has fulfilled the demand of transportation in countryside while the traffic was not convenient at that time. In Yunlin area, Dai Nippon Sugar Manufacturing Co., Ltd dominated the sugar fabrication, and paved the first line of sugar railway in 1908. Three years later, the first passenger line of the sugar railway started to operate. By 1937, there were 7 lines of railway for passenger services in Yunlin area. The railways of sugar factories connected numerous villages and have played an important role in regional transportation. After World War II, Taiwan Sugar Corporation (TSC) which was established in 1946, took over all the sugar production equipment in Taiwan, and standardized the sugar railways. TSC became the biggest transportation company of railway in Taiwan, and engaged rural transportation business of area covering the southern Taiwan. With the innovation of transportation and the development of road transportation in 1960s, the passenger lines of the sugar railways were closed one after one and faded quickly. In 1978, all passenger services which belonged to Huwei sugar factory were all closed and then the last passenger line ‘Beigang line’ (between Beigang and Chiayi) was out of commission in 1982. The passenger lines of the sugar railways came to an end, even though they were once important in Taiwan. Nevertheless, because of the awareness of cultural heritage preservation and monument reuse, the development of the railway for the sugar industry might have a new way to go. In 2001, the first resuming train service of the sugar railway for tourism purpose drove out in Wushulin station, Tainan. Although the last passenger line of the sugar railway in Taiwan closed in 1982, Huwei sugar factory has used railway to transport sugar cane till now. Since Yunlin station of Taiwan High Speed Rail (THSR) started its operation in 2015, the voices about using the existed traditional sugar railway to connect Yunlin station of THSR and Dounan station of Taiwan Railway Administration (TRA) have raised. Therefore, this thesis will focus on the connection of sugar industry and sugar railway, in addition to the development of sugar railways with passenger services in Yunlin area. At the end of this thesis, it will also discuss the existing sugar railways’ activation and reusage, especially the route benefits of using that railway to connect Yunlin station and Dounan station.