著者

三木 理史

出版者

一般社団法人 人文地理学会

雑誌

人文地理 (ISSN:00187216)

巻号頁・発行日

vol.61, no.5, pp.373-391, 2009 (Released:2018-01-10)

参考文献数

99

被引用文献数

1

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This paper clarifies the decline of the municipal monopoly of urban traffic facilities by analyzing transport coordination in Osaka City after World War II. First, the author hypothesizes that influences in urban traffic planning were reversed between the Ministry of Construction (the Ministry of the Interior before World War II) and the Ministry of Transport (the Ministry of Railways before World War II) before and after World War II, by concentrating on the Urban Transportation Council which played an important part in subsequent transport coordination. This is considered from two points:Transport management generally consists of both infrastructure and transport systems. The Ministry of Railways that regarded transport systems as businesses had difficulty controlling urban areas where the ratio of tram traffic was much higher than railway traffic, because the Ministry of the Interior, which regarded transport systems as belonging to infrastructure, dominated urban areas through the Urban Planning Central Council. However, the Urban Planning Central Council was abolished in 1941 under the influence of the wartime regime. Therefore, urban planning works were weakened because the Ministry of Interior was also dissolved. Since the municipal monopoly of urban traffic facilities in Osaka City was the basis of urban planning that was greatly controlled by that ministry, it was thought to be obligated to conflict with the Ministry of Transport after World War II.The Ministry of Transport, which was organizationally constructed in 1949, promoted the Traffic Council to democratize traffic administration. The Traffic Council was related to the Land Transport Coordination Council from before World War II due to changes in transport legislation. The Urban Transportation Council used to be the Transport Coordination Council before World War II because it was constructed as one branch of the Traffic Council in 1955.This paper considers the decline of the municipal monopoly of urban traffic facilities in Osaka from these two circumstances. Although necessarily unsettled before World War II, the municipal monopoly of urban traffic facilities was restored to reflect the desires of the wartime regime. The Ministry of Transport tried to break through using G. H. Q. support immediately after World War II; in spite of this, ideas of municipal control continued to be entrenched. However, urban areas had spread rapidly because residents were fleeing to the suburbs to escape the bombing in the cities during the war. Because the municipality had difficulty monopolizing transport businesses in municipal areas due to serious traffic jams and increased automobile traffic during the era of high economic growth, the municipal monopoly of urban traffic facilities lost geographical validity. Therefore, because the construction of municipal subway lines was very expensive, the municipal monopoly of urban traffic facilities also lost economic viability. As a result, the municipal monopoly of urban traffic facilities declined rapidly after the end of the period of high economic growth.By considering the municipal monopoly of urban traffic facilities in Osaka, the reasons for its decline may be generally seen as a deficit in the transport businesses of the Osaka municipality. However, this paper clarifies that the municipal monopoly of urban traffic facilities in Osaka declined not only due to geographical factors but also economic factors. Therefore, its decline was also related to the reversal of relative power between the Ministries of Transport and Construction in urban transport planning after World War II.