Urban transportation functions as a means of dealing with various sorts of demand-supply relations among urban functions or facilities scattered throughout a city. To analyze urban transportation from a spatial point of view, therefore, it is necessary not merely to direct our attention to the flows of goods and persons as such but also to consider them with reference to the arrangement of various urban facilities and to the manner of land use, etc. This paper aims to inquire into what pattern the automobile flow has in Nagoya, one of the representative metropolises in this country, where the automobile transportation bears a comparatively high ratio to the whole urban transportation, and into how the pattern is related to the urban structure.
First of all, I have examined the relation between the volume of automobile transportation and the socio-economic features of areas, and the factors in the variation of the volume of automobile transportation from one region to another. The result is that the volume of automobile transportation is greatest in the central area of the city which has a large number of automobiles and brisk economic activity, while it tends to decrease proportionally depending upon the distance from the central area. And the volume varies with the manner of land use. Generally speaking, the volume of transportation concerning commercial, industrial and residential land use is great in every area. Furthermore, in the case of land use for commerce, business and housing, the volume of transportation per square kilometre differs only a little in different areas, while in the case of land use for urban management, transportation, agriculture, etc., there is a considerable difference. On the other hand, the volume of inter-regional transportation is in inverse proportion to the distance between regions and in direct proportion to the amount of economic activity; it is possible to account for this by means of the so-called gravity model.
Next, I have applied factor analysis in order to derive the pattern of automobile transportation from 48×48 origin/destination automobile flow matrix, thereby setting up 12 functional areas. The arrangement of these functional areas represents a sectoral feature centering around the city center; this feature is held in common with many other cities. To put it more strictly, however, the sectors do not center around the heart of the city as the sole focus common to them all, but rather they divide the city into blocks each with its own center. This may be a characteristic flow pattern of automobiles in metropolises.
On the other hand, it has been proved that the transportation flow pattern bears a close relationship to regional distribution of socio-economic activities within the city, topological features, road networks, etc. In other words, it has been confirmed to some extent that each of the functional areas consists of regions with different land use patterns judged according to the Modified Weaver's Method, and that there is transportation between regions of different land use. And examination of the border lines of the functional areas suggests that rivers, canals, railroads, etc. have a function of obstructing or restricting transportation flow. These may be considered as factors in the formation of the transportation flow pattern peculiar to urban areas.
As stated above, transportation and movement within an urban area are closely related to factors in the urban structure such as land use patterns. Consequently, as a problem for the future, it will be necessary to explain this relationship between them from various standpoints and to make a more microscopic analysis of the matter with major emphasis laid upon the individual's behavioral pattern.

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In “Engishiki” there is no record of the stage towns of the ancient Mimasaka Province. According to researches made by some scholars, however, Gunga (county-offices in ancient times) played a role of Honjin (officially appointed inns) in the Middle Ages. In this thesis the writer assumed the existence of the Kokufu (ancient capital) and the Guke (ancient county-offices) in the Mimasaka Province, and the roads connecting these with each other.
Mimasaka Kokufu The location of Mimasaka Kokufu is supposed by preceding scholars to have been somewhere in or around Soja, Tsuyama City. The office-building of Mimasaka Kokufu may have been on the terrace where Soja now stands, “Minamikobatake” (a place name) which is on the northern end of the terrace and at which the monument of the ruins of Kokufu stands. The area the office building occupied is topographically supposed to have been six cho (about fourteen square acres).
Tomahigashi Guke and Tomanishi Guke In the fifth year of “Jogan” (863 A.D.) Tomada County was divided in two, respectively named Tomahigashi County and Tomahishi County. It is very probable that Tomahigashi Guke was to the southeast of Kokufu, where there still remains a place named “Tsubaki-koge” and a site of the ruins of the temple of Tsubaki-koge. There is nothing left to give us a clue by which to locate Tomanishi Guke. The Guke may have beed located in the vicinity of Kokufu.
Aita Guke From the excavation of ancient slates, earthen ware with “Kori” written in ink, the writer would like to show that the location of the Gunga was on the terrace along the Yoshino River with such places as “Saimyogaichi” and “Sangenyashimo” in Kawakita, Sakuto Town, as its center.
Katta Guke In 1970 some pieces of earthen ware with the stamp of “Kori” on them were discovered in the field of “Odo 10” at Taira, Shoo Town. Some time later, at the site of the office building, “Sueki” and some pieces of iron dust were also found. Three years later, at “Kawanishi” near the Katta Shrine, about four cho south of this field, the old ditches, the foundation stones of the old buildings, and slates were excavated. The former, that is Taira, is assumed to have been the site of the Gunga, because of the discovery of ancient earthen ware, but the writer does not want to accept this as the site of the Gunga, particularly due to the shape of the area and its size. Instead, the writer proposes that the two areas of the terrace on the right band of the Taki River should be accepted as the Gunga site.
Kume Guke On the terrace two hundred meters east of the ruins of the Kume Temple in Miyao, Kume Town, the remains of more than twenty buildings and their ditches were found, and so this is assumed as the old site of the Gunga. The Gunga was constructed over four periods, but the first construction was taken as the example for the rest.
Oba Guuke On the terrace of Gotan, Kuse Town, are the ruins of Shirainomiyake and the Oba Temple. It is said that the remains of Jori are seen even today in the districts where Miyake was established. In Oba Province the remains of Jori are most remarkable in the area along the Meki River, which is very close to Gotan Terrace. It may be thought that the Guke was situated in the neighbourhood of the ruins of Shirainomiyake. When the fact is taken into account that the location of the monument of Shirainomiyake is that of the ruins of Oba, however, the Gunga should be supposed to have been on the terrace in the western neighbourhood of the site of the temple.

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Analyzing the process of urbanization on and around the fan plain area of the Sumiyoshi river, Kobe City, various problems concerning cities are investigated. Formerly these problems were mostly studied from the side of their social function, considering them as a vessel to accomodate human beings. In this study of urban transfiguration, problems closely related to natural enviornment, especially to lanaforms aremainly studied.
1) The Sumiyoshi River, located at the southern foot of the Rokko Mountains, is a typical raised bed river with its rapid flow and elevated river bed. The Sumiyoshi River frequently caused disastrous floods, and the space for men to live was severely limited.
Until the middle of the Meiji era the swiftly flowing river water coming down the steep valleys at the foot of Rokko Mountain turned the water wheels for rice-flour mills, and underground water sources called “Miyamizu” at the lower edge of the fan plain area were ideal for brewing Sake. These indus-tries thus became the nucleus of villages established in the area.
2) When the transportation was improved and railroads were constructed at the end of Meiji era, this area not really suitable for agricultural use was altered to a suburban residential region between big cities. Railroads passed through this area from east to wast along the contour fixed by the land's slope. This location of railroads controlled the regional structure of cities in the area.
3) Relating the transfiguration of the Sumiyoshi River district to natural disasters, the first point to be taken into account is that many faults and shatter zones are found in the mountains behind this area.
Furthermore, the weathered granite making up the mountain to a great depth contributed to disasters in the area in time of heavy rains. For instance, a disasterous flood occured in 1938, when the control of nature was insufficient compared to the development of residential areas, resulting in big landslides.
By 1967 development was greatly advanced and the landform was thus altered considerably so that this area suffered from a typical urban disaster in that year, entirely different from those of the past. Thus disaster changes its cha-racter according to the urban development.
4) The characteristics of the post-war urbanization of this area are the climbing up the terrace of the mountain sides for residential areas and the eastwest expansion connecting neighboring cities.
From 1955, artificial landforms on a big scale appeared due to the alteration of the natural shape. Earth cut out from the mountain was used to create new land by filling in the sea along the coast. Housing developments in the mountain area amount to about 100ha. and newly created coastal areas total 425ha. from the first to the fourth districts and are used for industrial purposes. Such alteration of land surface will be continued in the future.
And its scale will exceed by a large degree the partial interference in nature by men in the past. The rapidity of the creation of artificial landform is extraordinary compared to that when it occurs due to natural phenomena which mean that the unnatural space expands to the sea and mountains.
5) In order to construct more comfortable cities it is necessary to investigate natural disasters and the alteration of the landform in the past.
And, furthermore, the geographical study of artificial landform which has appeared quite recently on a large scale, is a very important task for the near future.

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