カテゴリー Ⅰ 日本建築学会計画系論文集第 83 巻第 754 号,2347-2357,2018 年 12 月 J. Archit. Plann., AIJ, Vol. 83 No. 754, 2347-2357, Dec., 2018 DOI http://doi.org/10.3130/aija.83.2347 近代神戸における鉄道高架下空間の成立経緯と利用計画の変遷 PROCESS OF THE BIRTH OF THE SPACE UNDER OVERHEAD RAILWAY AND TRANSITION OF ITS UTILIZING PLAN IN MODERN KOBE *1 土井祥子 Sachiko DOI This paper aims to clarify how the space under the overhead railway, which runs through the center of Kobe City, was designed in the process of modern urban planning. The decision of adopting the overhead way of national railway determined the way of extension into the center of the city by private railways and the way of utilizing the space under the viaduct. Kiichiro Morigaki, a technical official of Kobe City, who planned to manage the space under the viaduct as public space, succeeded in reserving the sidewalk between Sannomiya and Kobe. Keywords : Space under overhead railway, Huge infrastructure, Viaduct, Spatial utilization plan, Kiichiro Morigaki, Public space,,, 3) 4), 5) 6) 7) 8) 9) *1 東京大学大学院工学系研究科都市工学専攻大学院生 修士 ( 工学 ) Grad. Student, Dept. of Urban Engineering, Faculty of Engineering, Univ. of Tokyo, M.Eng. 2347
Table1 Course of actions of each agency and organization until the final report was submitted by Kobe SHIKU-KAISEI Committee 1874 Fig.1 1920 5 1914 1917 12 2 1918 3 14 40 11) 5 13 3 Fig.3 Table1 Fig.1 Fig.1 Improvement plans of national railway in Kobe (1919) Fig.3 10 19 1919 1 Fig.1 6 1919 3 Fig.1 Fig.1 3.3 9 2348
5 1918 9 1919 10 4 360 3 661 5 20m 11 3 10 13 11 24 4 3 1919 5 3 11 24 1 11 24 2 6 6 6 4 3 18 Fig3. 1922 1926 1925 1924 5 1898 1906 1923 2349
Hanshin Railway Hankyu Railway Hyogo Electric Track Table2 Major extension plans into the center of Kobe by private railways Line before 1919 Application in 1919 Final result Osaka-Sannomiya (1905) on combined track Connected with municipal streetcar at Takimichi The Kobe line (terminal: Kamitsutsui) was under construction (opened in 1920) Hyogo-Suma (1910), Suma-Akashi(1917) Connected with municipal streetcar at Hyogo Building a new line from Iwaya to Sannomiya as exclusive track Extension to Sannomiya as exclusive track by partly underground way Extension to Minatogawa Park as exclusive track Building a new line from Iwaya to Motomachi by underground way: opened in 1936 (The initial intention to extend the line to Minatogawa Park never realized.) Extension to Sannomiya by overhead way almost parallel with national railway: opened in 1936 Rejected by Kobe City Council because of the conflict with municipal electric business 1925 2 3 1920 1929 3 Fig.3 1887 1906 1913 1917 1920 5 2 1922 8 3 1927 1929 Table2 1919 Table210 13 11 24 1905 1919 10 1924 8 10 2 1929 2 1929 1908 1914 1935 4 1918 1919 1 2350
3 12 1921 9 4 1926 1 1927 5 11 12 1 2 7 1 8 3 8 30 1929 2 6 21 1926 4 1928 9 23 5 6,000 1926 7 1928 8 12 1933 1 Fig.2 Fig.2 The New Image of Viaduct Drawn by Ichizo Kobayashi 2351
Fig.3 Route of Kobe municipal streetcar and private railways and transition of detailed design of the viaduct from 1918 to 1922 Fig.4 Plan for laying the streetcars under the viaduct designed by Kobe City Office (1923) 1921 12 1921 2 Fig.4 Fig.3, (a) 3 Fig.3 Fig.3 2352
Table3 Arguments over the public road and the use of the space under the viaduct at Hyogo Urban Planning Local Committee (HUPLC) Department of Railway Kobe City Office Final report of the HUPLC on 1933.4.13 To abolish the plan to use as public road Public road between To abolish To preserve To reserve the public road as 4m wide sidewalk on Sannomiya and Kobe the south side Way of utilizing 1. To rent the space to general applicants 2. To rent the east area of Hyogo Sta. mainly as shops 3. To rent the west area of Hyogo Sta. as shops, houses, and warehouses 4. Appropriate equipment shall be adapted to the purpose of use and shall not be subject to appearance or impropriety 1. In case of lending under the viaduct, letting the city delegate its management, if not, consult with the city authorities beforehand for the architectural style 2. To let the city authorities use the necessary space for free 3. The part necessary as a crossing road on a traffic should be a public road To use the part between Sannomiya and Kobe mainly as shops, not allowing warehouses and markets that may spoil the beauty of the city To use the west of Kobe Sta. and east of Sannomiya Sta. as shops, warehouses, houses etc, after considering the environments in the vicinity To keep public road necessary for crossing To arrange several children s amusement parks To install firewalls at about 30 meters intervals 1922 10 Fig.3 1922 10 150 100 1922 10 4 1918 Fig.3 Fig.3 1919 Fig.3 1927 3 1928 1933 1926 1927 (1 5 ) (1 6 ) 1928 9 1932 6 1928 3 27m 1932 10 27 Table3 1933 1 16 2 3 Table3 2353
1936 4 7 414 261 153 Fig.5 Cross section of the space under the viaduct of national railway between Sannomiya and Kobe 4m 4m30cm 4 7 3 4 13 Fig.5, Table3 1933 4 13 7 200 1937 3 50 1937 7 191 7 1933 1947 Fig.5 1954 4 1966 12 1972 2354
4m 1) Hashimoto, K. and Hatsuta, K.: Amusement places were born from Yami-ichi (black markets), enlarged edition, p.293, Seikyusha, 2016.1 (in Japanese) p.293, 2016.1 2) Onoda, S.Dr. MIKISHI ABE and Early Days of Elevated Railway Viaducts in Japan, Proceedings of the 21 st Annual Conference of Historical Studies in Civil Engineering, pp.113-124, 2001.5 (in Japanese) 21 pp.113-124, 2001.5 3) Murakami, S.: The Store Formation and Transformation in the Railroad Underpass in Kobe After World War II, Human Development and Environment Departmental Bulletin of Kobe University, Vol.7, No.1, pp.87-93, 2013.9 (in Japanese) 7(1), pp.87-93, 2013.9 4) Kobe City Council Secretariat: The History of Kobe City Council Vol.2, Taisho era, 1970 (in Japanese) :,,, 1970 5) Kobe City Council Secretariat: The History of Kobe City Council Vol.3, Showa era part1, 1973 (in Japanese) :,, (1), 1973 6) The editorial board of the new edition of the history of Kobe City: The New Edition of the History of Kobe City, the 4 th part of history, the modern times, 1994 (in Japanese) :, 1994 7) Nakamura, M. and Muraki, M.: A Study on Using the Space under the Overhead Railway, Journal of the City Planning Institute of Japan, No.41-3, pp.565-570, 2006.10 (in Japanese) No.41-3, pp.565-570, 2006.10 8) Eguchi, F., Kitao, Y.: Study on the Regional Development Projects around the High Speed Rail Way Track: Analysis on the Space Structure and Land Use in the Regional Area in Takatsuki and Ibaragi, Osaka Prefecture, Proceedings of Kinki Chapter Architectural Research Meeting (53), pp.561-564, 2013.5 (in Japanese) (53), pp.561-564, 2013.5 9) Marumo, H., Aoki, T. and Kinoshita, H.: Tokyo SHIKU-KAISEI Committee s View of the Values of Landscape Revealed in Debates on the Extension of a Railway Track of KOBU-TETUDO, Journal of the City Planning Institute of Japan, No.34, pp.583-588, 1999 (in Japanese) pp.583-588, 1999 10) Department of City Planning of Kobe City: Various problems on the National Railway running through Kobe City, 1923.2 (in Japanese) :, 1923.2 11) Official gazette extra on 1918.3.15: Shorthand notes of the proceedings of the House of Representatives of 40 th Imperial Diet, No.23, 1918.3 (in Japanese) 1918.3.15, 40 23, 1918.3 12) Kobe City Electricity Bureau: The 20 Years History of Municipal Electric Work, 1937.9 (in Japanese) :, 1937.9 13) Kobe SHIKU-KAISEI Committee: Shorthand notes of the proceedings of Kobe SHIKU-KAISEI Committee, 1919 (in Japanese) :, 1919 14) Fujii, H.: Dobokujimbutsujiten (Encyclopedia of 500 persons in the field of civil engineering, Atene Shobo, 2004.12 (in Japanese), 2004.12 15) The group in honor of Dr. Morigaki s achievements: The Biography of Kiichiro Morigaki, 1967 (in Japanese) 1967 16) Hyogo Prefecture Urban Research Society: Urban Research, The Memorial Issue for Overhead Railway Opening, 1931.10 (in Japanese) 1931.10 17) The compilation committee of the 100 years history of electricity business in Kansai area: The 100 Years History of Electricity Business in Kansai Area, 1987 (in Japanese) :, 1987 18) Kobe City Bureau of Electricity: Kobe Municipal Electric Work in 10 Years, 1928 (in Japanese) 1928 19) The extra compilation section of the history of Hanshin Electric Railway Company: The 50 Years of Transportation Service, 1955 (in Japanese) 1955 20) Hanshin Express Railway Company: The History of Building the Viaduct in Kobe City, 1936 (in Japanese) :, 1936 21) Kobayashi, I.: Gazokusansoumampitsu, vol.3, Ichizo Kobayashi, 1933 (in Japanese) 3, 1933 22) Department of City Planning of Kobe City: Research of the blocks of the city and overhead railway, 1923.9 (in Japanese) :, 1923.9 23) Shirakawa, A.: Kobe and Its Neighborhood, Japan Travel Bureau, 1948 (in Japanese) :,, 1948 24) Keihanshin Express Railway Company: The 50 Years History of Keihanshin Express Railway, 1959 (in Japanese), 1959 2355
1922 3 9 1922 10 1924 5 10), pp.1-2 1919.11.5 1918.5.17 1918.5.17 1918.7.6 1918.7.14 7 12 10) 5 1 1916.4 1919.7.12 1918.10.22 1919.6.3 1919.6.20 1919.6.14 1919.7.12 21, p.25 1919.7.12 1919.9.27 4), p.737 6), p.478 13,p.68 13), p.53 1000 13), p.172 1919.11.5 1916 14, p.209 15), p.24, pp.52-53, pp.135-138 16), pp.20-21 4), p.755 17), p.106 18), p.2 94% 17, p.105 1921 6), p.587 4, p.778 17), pp.109-1101917 20), p.14 5, pp.1197-1198 20), pp.57-58 5), p.12079 21 p.1211 20), p.112,119 1931 15, p.59 2) 20), p.184 :, 2 2, 1926.4, pp.29-34 20), p.34 21), pp.92-99 21), p.96 p.98 10), 12), 14) 1929.2.8 pp.4-5 19, p.97 1919 5 20, p.26 22) 22) 22), pp.1-6 10), p.16 16), pp.8-9 16), p.31 1922.10.5 20), p.211 13), p.50 13), p.157 20), pp.200-202 1933.1.16 23), p.11 23), p.11 :, 4 5, 1928, p.61 20), p.201 20), p.211 1932.6.8 20), p.211 1931, 4(10), 1928.10,pp.15-16 1933.4.7 14p.209 :, 27, 1933, p.72 1944 4 1992 4 2017 8 1932.10.27 1922.10.4 1922.10.5 1935.12.26 1936.7.22 1936.7.22 1936.7.25 1937.3.23 24), p.132 1934 1 23 3) 1966.12.17 2356
PROCESS OF THE BIRTH OF THE SPACE UNDER OVERHEAD RAILWAY AND TRANSITION OF ITS UTILIZING PLAN IN MODERN KOBE Sachiko DOI *1 *1 Grad. Student, Dept. of Urban Engineering, Faculty of Engineering, Univ. of Tokyo, M.Eng. Entering an era of shrinking population, the space under overhead railway attracts attention as a resource for revitalizing the area, and various utilizing cases are increasing. In Japan, the railway viaduct spread widely contemporaneously with the progress of modern urban planning. However, there has been no prior research that discussed the birth of the space under overhead railway and its utilization plan from the viewpoint of urban planning history. This paper aims to clarify how the space under the overhead railway, which runs through the center of Kobe City, was designed in the process of modern urban planning by using the original sources about the arguments among the agencies, organizations and persons involved. The problem of overhead railway that appeared in modern Kobe caused intense controversies mainly on the city council in the conviction that the underground way is the city s policy and the chamber of commerce, but from the beginning there was not a single "public opinion" in Kobe. The result of adopting the overhead way of national railway and Hankyu Railway reflected that real situation of the Kobe side. This problem proceeded in the change of overhead railway image brought about by the advance of civil engineering technology. The decision of adopting the overhead way of national railway greatly affected the way of extension into the center of the city by private railways. The attitudes towards the public business system by the Hanshin Railway and Hankyu Railway were just contrasting. Hankyu's idea that skillfully used the decision of national railway, in particular, greatly changed the circumstances surrounding the subjects involved, which led to the formation of a large-scale space under the parallel tracks of national railway and Hankyu. This paper revealed that the background of this idea was suggested by Dr. Kiichiro Morigaki, a technical official of Kobe City who tried to find a compromise point while the city council s opposition to Hankyu s overhead plan overheated. The detailed design of the viaduct was decided through repeated changes of the range, structure and usage as the urban planning projects progressed. Kobe City Office's initial idea of laying the track of municipal streetcar under the viaduct was abandoned due to the progress of the street plan and lack of financial resources, but the range was greatly expanded and the structure was considerably changed suitable for utilizing far beyond the initial expectation of Board of Railway, because of the consistent insistence of the importance of the space under the viaduct from the viewpoint of urban planning by Kobe City Office. Especially, in the most important area between Sannmiya and Kobe the city office patiently sought the way to properly manage the space. Based on Morigaki's argument, the initial report of Hyogo Urban Planning Local Committee that was supposed to be used for public roads was changed to using the part of 4 m wide as sidewalk. Then, publicly controlled space under the viaduct between Sannomiya and Kobe was reserved. This paper showed that the decision at that time became one factor to survive the shopping street formed from Yami-ichi (black market) under the viaduct after the war. (2018 年 5 月 10 日原稿受理,2018 年 9 月 3 日採用決定 ) 2357 ウラ白