著者

吉田 樹

出版者

公益社団法人 東京地学協会

雑誌

地学雑誌 (ISSN:0022135X)

巻号頁・発行日

vol.123, no.2, pp.233-248, 2014-04-25 (Released:2014-05-16)

参考文献数

20

被引用文献数

4 4

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This paper describes the history of regional and transport planning in the Tokyo Metropolitan Area, and considers the relationship between urban structure and transport planning. The network of major roads in Tokyo has been shaped by revitalization planning since the Great Kanto Earthquake of 1923 and the Pacific War. However, because of financial difficulties, some roads in the urban plan remain incomplete to this day. On the other hand, the Metropolitan Expressway network was planned around 1950, and about 940 thousand vehicles use the expressway every day. The railway companies around Tokyo, notably Japan National Railways, faced problems of overcrowding because the population of the Tokyo Metropolitan Area had increased and suburbs were created during the high economic growth period from the mid-1950s. Japan National Railways and Council for Transport Policy planned construction of new lines and the congestion rate of railways tended to decrease. Urban structure planning of Tokyo Metropolitan aimed to have a multipolar pattern during the tenures of former Tokyo Governors Shun-ichi SUZUKI and Yukio AOSHIMA. However, around a year after taking office, the former Tokyo Governor, Shintaro ISHIHARA, suggested the concept of a “ringed megalopolis,” which is invested in central Tokyo including subcenters for improving international competitiveness. Even with the different strategy for reconstructing an urban structure, road and railway planning has not changed. Transport planning in Tokyo metropolitan area has depended on urban planning that is designed not to interfere with the placement of urban functions, but follows and satisfies demand resulting from suburbanization. However, because an urban structure with a compact city has become more important, urban structure planning is required to be coordinated with transport planning.