This paper is to make clear the process of formation and the economic and social structure of a part of the Southern Keihin Industrial Region.
Although the Southern Keihin Industrial Region is well known by its many large-scale factories, Omori-Kojiya-Haneda area taken up in this paper is one of the largest areas crowded with small-scale machine shops and surrounded with those large-scale factories. This area has about 1, 300 factories (1957), 48.4% of which are machine shops. The percentage, together with that of metal and fabricated metal industries, reaches up to 77%.
Omori-Haneda area was principally an agriculture and fishing area, especially in layer cultivation before 1930's. Industrialization of this area was first started with World War I and the Earthquake in 1923, but the full-scale industrialization did not begin until 1930's. The main moment of the industrialization was the development of heavy and chemical industries for military demand in Japan, and the projects of reclamation and cutting a canal along the sea shore between Tokyo and Yokohama, designed by Japanese government in behalf of expanding large enterprises. These projects destroyed the layer cultivation, and the natives of this area were forced to adjust themselves to the advancing industrialization. In these outer and inner circumstances, industrial formation in this area made rapid strides since 1930's, especially after about 1935. About 40% of the existing machine shops in a block of this area, Omori 9th, were started in the period between 1935 and 1939.
Most of the machine shops in this area are of very small scale, about 80% of which have only less than 30 workers. These small-scale shops are very fragile, and among 54 machine shops in the block of Omori 9th, 22 shops vanished in the period between 1952 and 1954, although on the other hand more machine shops were started in the same period in this block.
Almost all of these machine shops are subcontracted factories, connected with large-scale enterprises directly or indirectly.
In spite of the location of this area, the putters-out for the machine shops in this area are not always located in the neighboring area. And any regular locational relationship such as “Zone” structure between putters-out and their subcontracted factories can not be recognized at least in this region.
A large reservoir of unempoloyed workers has been formed in this area, which is the most important basis of existence of the small-scale industries.
The small-scale factories in this area, suffering from the pressure of big business and standing upon the reservoir of unemployed, are as well dependent upon as competitive with each other.

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Even today when land traffic has attained remarkable progress, marine traffic in the Seto Inland Sea is still of high economic value. In fact, “Kihansen” takes up more than half of the total volume of goods transported and is playing an important role in the economic development of that area.
It is rather difficult, however, to grasp the actual entity of this business, because over 90% of the shipowners are working on so small a scale that we might say ‘one ship one owner’. And yet in view of its being an important and complicated business, there are many interesting problems to be surveyed in regard to the forms of traffic and management.
In this draft, the economic value of the “Kihansen” traffic has been closely studied, by analysing quantitatively the real conditions of fright transport, and through the subsequent regional differences in the degrees of dependence on “Kihansen”, the establishment of the area of operations of traffic, the ways of connection of these area of operations, and through their graphic representation. The following is the gist of the investigation.
(1) The “Kihansen” service enjoys some strong points over that of steamships such as adaptability to the traffic conditions of the Inland Sea, reduction of the expenses of loading and unloading, comparative cheapness of short distance freightage, handling chiefly of small cargoes, lack of modernized harbour facilities for steamship, and all this gives the “Kihansen” service the principal position in the Inland Sea traffic. Thus it makes itself one of the fundamental factors in the establishment of the industrial area along the Inland Sea coast.
(2) The transported goods being mainly rough and raw materials, the traffic takes the form of one way transport on the whole, while the kinds of goods make a difference in carrying distances, and such goods as coal, metals, fertilizers belong to the long distance transport.
(3) While the “Kihansen” traffic in the Seto Inland Sea constitutes a big traffic area of operations centering on the Hanshin (Osaka-Kobe) area, the whole sea may be re-divided into five big traffic areas of operations by regional variations in traffic volume arising from the extent of local industrialization and sectional differences in the kinds and quantities of resources.
(4) Namely, they are divided by three north-south lines, Katakami-Naruto line, Fukuyama-Tomo line, Iwakuni-Nagahama line and by two east-west lines, one passing south of Nakashima, Osaki-shimo-jima, Omi-shima, Ikuguchi-shima, Inno-shima, and Kitaki-shima, the other passing north of Nao-shima, and Shodo-shima (Fig.8).
(5) As for traffic volume, that within the area of operations is relatively larger. The volume is sweepingly great in the Hanshin (eastern) area, the western area coming next. Aki and Bittyu (northern two) areas are reversely prominent in out-of-the-area-of-operations traffic, but the volume is rather small. The Shikoku (southern) area keeps the balance. The out-of-the-area-of-operations traffic is carried out between the Hanshin area and the western and the Shikoku areas.
(6) The main routes of the traffic take this form: raw materials and fuel goods from Northern Kyushu and Shikoku flow into the Hanshin area, and the primary or finished products worked and manufactured there are again distributed among the different parts of the same area of operations.
(7) The traffic form can be divided into two big types; one is the external traffic whose object is chiefly to transport rough and raw materials, fuel, and consumer products; the other is the internal traffic shipping various productive and manufactured goods, either primary or finished, to shorter distances, and the principal lies in the latter.

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In the southwestern part of Sizuoka Prefecture, along the Pacific coast, lies the coastal plain of Totomi, consisting of alluvial coastal lowlands, and diluvial uplands which are called Makino-hara, Iwatahara, Mikataga-hara and so on. Mount Ogasa, a hill 260m high, is situated south of Kakegawa city located between Makino-hara and Iwata-hara.
The area studied is the drainage area of the River Kiku, the flat hill-land of about 100m in height between Mount Ogasa and Makino-hara. The most part of this area consists of the alternation of pliocene sandstone and mudstone. The former is not yet consolidated, but the latter is consolidated sufficiently to hard rock.
The author investigated the lithologic condititions of the formation of the small flat surfaces in this area.
The results ara as follows:
1. The greater part of the small flat surfaces is the structural terrace related to the bedding planes of the sandstone.
2. The distribution of sfnall flat surfaces is chiefly restricted to places where the sandstone strata are thick (two times thicker than mudstone strata) in the area composed of alternations of the sandstone and the mudstone. Moreover, where the dip of the strata oxceeds 20 degrees, there or no small flat surfaces. It seems, therefore, that their formation and scale are determined not only by the the thickness of the strata but also by thir dip.
3. In the area studied, the sandstone is more resistant to weathering or erosion than the mudstone. This fact seems to be one of the important factors for the formation of the small flat surfaces or slope development.
4. In detail, degree or direction of slope of the small flat surfaces is different from place to place according to the condition of the rock, especially to the dip of strata, thickness rate of the sandstone to mudstone, and difference of resistance of these rocks to erosion or weathering.
5. The small flat surface formed on mudstone strata has a steeper slope than that on the sandstone. urthermore, the direction of slope of the surface is discordant with that of strata, and continuity of ;mall flat surfaces is interrupted by stream erosion.

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