The Bridge Foot Plaza is small open space whichh is located at the foot of a bridge. This paper describes the tansition of Bridge-Foot Plaza a point of laws, space characteristics and facilities in Chuo-ku (old Tokyo City area at Nihonbashi-ku and Kyoubashi-ku) in Tokyo. There were total 244 Bridge-Foot Plazas in 1954, 175 in 1974, now there are total 162 Bridge-Foot Plazas. Except for main facilities (police box and toilet), it is newly estabrished park for children, pocket park and transportation facilities. A decrease in Bride-Foot Plaza is caused by burying the canals and removing the bridges.

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This paper describes the circumstances and conclusion of Bridge-Foot Plaza in Kanto Earthquake Reconstruction Program in the case of Old Tokyo City area at “Nihonbashi-ku”and“Kyobashi-ku”. Especially, we attend the laws for circumstances and conclusion ofbridge-foot plaza, facilities in bridge-foot plaza such as Police Box and Public Toilet.

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Concerning the main bridges of the Meiji Era Tokyo, the bridge data, such as bridge length, width and type were known so far, but the bridge designers (especially the middle period of the Meiji Era) are not known unexpectedly. This paper mainly clarify the personal history of Yoshitsugu KURATA, an engineer of Tokyo Prefecure and Hikosaburo KANAI Tokyo City engineer and also the bridges designed by them.
KURATA designed the Azuma bridge, the first long iron bridge which crossed the Sumida river and after that he did the Umaya and Eitai bridges as the principal engineer. But he was not well known. Why? This time I understood that he died three years later after the completion of the Eitai bridge.
I also make clear the following.
1. KANAI designed the most main bridges in Tokyo in the middle and late period of the Meiji Era.
2. Especially he learned an arch theory by self-education and it is KANAI that designed the arch bridges which harmonized with a townscape and were built willingly in those days.

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At 9:49, May 16th, 1968 occurred an earthquake of the magnitude 7.8 with the epicenter in 40.7°N and 143.7°E, and caused a great disaster in the eastern part of Aomori Prefecture.
Slope failures mainly occurred in the valleys dissecting the upland between the Mabechi River and the Gonohe River were the most disasterous accidents. Those slope failures and landslides are typical of land-slips influenced by the ground water. The earthquake acted as a trigger to move the ground after a heavy ranifall amounting 160mm in the preceding three days. Moreover, it is characteristic of this earthquake that many of artificial embankments such as railroad basements, highway constructions and earth-fill dams were severely damaged.
On the alluvial lowlands, especially newly reclaimed or graded lands for factory areas or wharfs in coast districts of Aomori, Hachinohe and Mutsu Cities, there occurred many cracks, depressions and sand-jettings. As its result, many houses and factories were slanted in various degrees. But those damages were limited in reclaimed land in old river courses or back-marshes.
The earthquake brought much damage to Hachinohe City. One of the damaged areas on the alluvial lowland is the coastal area to the north of the city between the Takadate coastal terrace and the shoreline. The land in this area was graded for the construction of factories, and a harbor (Second Industrial Harbor). Unconsolidated lands which had been back-marshes between beach ridges and had been iron sand pits were depressed unevenly and sand was jetted out. At a factory, we could see slanted buildings, tanks and reactional towers, road surface waved, and pipes cut.
Another damaged area is the delta of the Mabechi River. Recently the river mouth was changed artificially, and the old channel has been used as a harbor (First Industrial Harbor). The embankment of the new Mabechi River collapsed at several places. The factory area near the old channel, was depressed unevenly, too, but the damage was less than in the above mentioned damaged area.
On the Hachinohe terrace (10-35 m above the sea level), where the civic center of Hachinohe city is, steel-concrete building for public sendees, many houses, water pipes and gas pipes were damaged, especially in the open shallow valleys dissecting the terrace.

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四谷見附橋のアーチ本体は、多摩ニュータウンに保存が決まり、目下、来年度末の完成をめざして工事中である。これに先立ち、四谷見附橋の保存について土木学会内に委員会が設置され、矯の移築保存に関する検討がなされた。筆者が過去におこなった調査研究では、主に東京の橋梁史のなかでの意義づけにとどまっていた。しかし今回の作業では、わが国のれいめい期における四谷見附橋の土木史的価値があきらかになった。
また現存する他の貫重なスチール・アーチ橋についても、その意義づけをすることができた。
主要な内容は、次の3点である。
(1) 現存最古のスチール・アーチ橋:木町橋(大阪市)の存在があきちかになったこと
(2) 四谷見附橋は、本町橋よりもわずか4ケ月遅れの2番謝こ古いスチール・アーチ橋であること
(3) 明治期架設のスチール・アーチ橋が、コンクリートを巻かれてメラン式コンクリート橋として現存すること

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The introduction of advanced technology from western countries began at the latter half of 19th century resulted in the modernization of steel and iron bridge construction technology. Before the modernization, iron was never used for the structural purpose and fabrication of iron was unknown technology in Japan. The aim of this study is to clarify the process of of the evolution of bridge industry based on the establishment and development for the fabrication and construction of iron and steel bridges. The period to be examined in this paper is about 70 years from the middle of 19th century.

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明治期に架けられた鋼 (鉄) 道路橋の国内の製作工場を調べたものである。明治初期の国産道路橋は宮営工場で一橋毎に加工製作されている。これが明治中期になると「よろずや的」と称される機械工場で製作され, 加工製作の国産化が完成した明治後期になると専門化した機械工場の他に, 造船または鉄骨製作と兼業した橋梁專門工場での製作が始まっていることがわかった。又, 鋼 (鉄) 橋の加工製作についても, 機城・造船と同様に官設工場の影響は大きく, そして赤羽工作分局と三田農具製作所を核とした東京港区三田・田町地区は明治中期頃は鉄橋製作についてもその中心地ともいえる状況であったことがわかった。

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ここ一, 二年, 都市における身近な土木施設として, 橋が注目されている。橋のたもとにとられる, ちょっとした空地「橋詰広場」は, 都市のオープン・スペース, ポケット・パークとしても注目されている。
本稿は, かつては賑いの場であり, 交通・情報センターとして機能していた橋詰広場が, どのように変遷して今日に至ってきたのか, について簡単な素描を試みたものである。
江戸から今日までの時代を, i) 江戸初期, ii) 江戸後期, iii) 文明開化期, iv) モダニズム期, v) 現代の5期にわけ, それぞれの時代を代表する絵図・写真・地図などを手がかりに橋詰広場施設と景観の変遷を, 日本橋を例にして, 検討している。
結論として,
i) 時代を経るにしたがって, 橋詰広場は自由な空間ではなくなったこと。言いかえれば。管理されたスペースになってきたこと。
ii) 多種多様な機能を有し, 人の賑いの場であった橋詰広場は, 時代の推移と共に, 単一的な機能スペースとなり, 賑いの場ではなくなってきたこと。
等を指摘している。

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