In this paper, I considered the progress of mechanization in port area during the Interwar period and the process of reorganization.
Chikuho area, the northern part of Kyushu, is the biggest coal mining area in Japan. Most of the coal was loaded into ships at Wakamatsu port to be transported. In cargo handling industry in Wakamatsu port, a structure of subcontract was formed. It was composed by members as follows; shippers(coal mining companies or coal merchants), stevedoring contractors, “Kogashira”(master of stevedoring) and “Nakashi”(stevedore). Around 1930s, a movement of reorganization by mechanization rushed into the cargo handling industry in Wakamatsu port area. However, as a result of my analysis, it was clarified that the structure mentioned above was maintained.
In Chikuho coal mining industry in 1920s suffered by depression, inefficient loading operation and its high cost came to be recognized as serious problems. Therefore, big shippers such as Mitsui Bussan and Mitsubishi Kogyo produced machinery for loading operation to prompt speedy loading and to lower the costs. At the same time, they limited the number of stevedoring contractors and “Kogashira”. On the other hand, they strengthened the business relationship with the rest of them.
Stevedoring contractors were forming closer relationships with shippers and that made them stipulate their responsibilities at loading operation. In the process of stipulation, triangular conflicts between stevedoring contractors, “Kogashira” and “Nakashi” were gradually surfaced in cargo handling business. Under the situation mentioned above, stevedoring contractors expressed their strong will that they would protect “Kogashira” and “Nakashi”. The expression led the their trust to stevedoring contractors and that allowed the stevedoring contractors to maintain their base for their existence.

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本稿は、真宗本願寺派（西本願寺教団）を事例として、仏教教団の「近代化」において門信徒が果たした経済的役割を論じるものである。
　幕藩制下での諸特権を失うと同時に、キリスト教と対峙していかなければならなかった明治期の仏教教団は、「徳義の共同体」として人びとを引き付けつつ教団財政を維持しなければならないという新たな課題を背負うこととなった。しかし、明治期の仏教教団は実際にこのような「信仰と経済の両立」という困難な課題を克服した上で、開教や教育、慈善事業といった「近代化」諸事業を展開していく。特に、西本願寺教団は、このような事業を最も積極的に展開し、勢力を飛躍的に拡大した。
　西本願寺教団は、門徒の喜捨をほとんど唯一の財源としていたため、維新後の社寺領解体などの政策による被害は軽微であったが、単一の財源に依存する体制はリスクも大きかった。このような財政構造の中で「近代化」諸事業を展開しようとした教団財政は、恒常的に逼迫していた。本山は財団設立や機構改革などを行ったが、基本的に門徒からの喜捨に頼る仕組みは変えなかった。本山財政に参画していた有力門徒らは、既存の仕組みのままで事業拡大をしていくことの困難を痛感していた。
　そこで彼らは、度重なる喜捨や募金にも耐えうるほどに門徒自らの経済力を高める方策を編み出した。品川家の片岡政(まさ)次(じ)・長府実業界・京阪実業界らによる、真宗信徒生命株式会社（1895年4月）と起業銀行（1896年3月）の設立である。教団や僧侶でもなく、また教団と無関係な実業家でもなく、有力門徒らの出資・経営による会社設立は、門徒らの経済力安定・向上、直接・間接的な本山財政支援を実現すると同時に、経営者が教団の信頼を損ねるリスク回避という点においても、「信仰と経済の両立」を果たす画期的な方法であった。西本願寺教団は、このような会社を擁した上で、更なる「近代化」諸事業の拡大に乗り出していった。

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This article analyzes the basic characteristic of the investment in Korean railways, centering on a relationship between the colonial Government and the investors. We deal with the case of a merger with six railway companies in 1923 as an example.
In Korea in the era of colonization, a lot of railway companies were established in 1918-20. But, after the crisis of the postwar period, they could not make profits on their business. The Government had given the railway companies protections and aids to encourage establishing a network of railways, and railway companies, given the Government grants, could keep paying dividends.
Early 1920s, the railway companies had difficulties of their business, and their investors were made fluctuated. The government enacted the Private Railway Aid Act to calm down the investors. On the other hand, railway companies bargained about merger as a means of breaking difficulties of their business. Although the Government, at first, opposed it, under the curtailed budget, it became to back up the merger.
The railway company which was merged with six companies in 1923, wanted the Government to take burdens to break its difficulties. Kaichi Watanabe who was the president—director of the company, urged that the Government should set up the big project including buying out the lines of the railway companies. He tried to make its difficulties broken by the nationalization of the lines.
The Government needed private companies to build a part of railways network. The investors wanted colonial government to take burdens in order to break difficulties of their business. Thus, there was a relationship between colonial government and investors, which restricted each other. While the Government should secure the investments in railways, the investors could parasitize on the Government budget in this scheme.

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