This paper became clear following. 1.Like below it can sort the road to Khoyasan 1)By walking to mid Meiji era 2)By the railroad and walking to first Showa era 3)Only the railroad, the cable tramway and the like ever since 2.As for us, it can know the summary of change of path and the visitor by grasping the number of railroad passengers, rickshaw drivers and palanquin bearers. S.Hashimoto, Khoyaguti gathered the visitor from JR Wakayama line being open to traffic, made the passengers decrease similarly phaseless with stretching of the Nankai Khoya line.

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　大正2年に私鉄の播州鉄道として開業した高砂線は, 大正12年に播丹鉄道に, 昭和18年に国鉄に移行した後、日本国有鉄道経営再建促進特別措置法（国鉄再建法）により昭和59年に廃止された. 平成25年で廃止から29年たつが, かつての沿線には高砂線があったことを示す産業遺産が残されている. 橋りょうについては, 高砂線のほかにも存在する播州鉄道により開業された路線のほぼ全てを踏査し高砂線との設計上の比較を試みた.

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The delta plains in Japan were reclaimed to a large extent since the end of the middle ages when the techniques for public works were remarkably improved in relation to the progress of fortification. In those days, reclama-tion work for a delta plain was generally carried forward from the inland part to the sea-shore. But in the case of the Kakogawa delta, Hyogo Prefe-cture, the portion on the left bank of the river (eastern half of the delta) was first reclaimed into paddy-fields in the Nara Period (ca. 700-800), but the western half was left unreclaimed, even at the end of the middle ages, left as a waste land devastated by the frequent shifting of the river course and the repeased invasion of the sea. Thus, the Kakogawa delta plain gives an exceptional example as to the process of reclamation of a delta plain. The reason why the estern half of the delta plain was at first reclaimed is supposed to be explained as follows. The Kakogawa delta plain is situated in the west of the Rokko block mountain which recently uplifted. So the eastern half of delta, lying nearer to the mountain was much more affected by the block movement than the western half was, that is to say, the delta was tilted from the east to the west. As a result, the main course of the Kakogawa was probably made to shift gradually from the east to. a distributary in the west. But the existence of the island-like submerged mountains, made up of quartz trachyte, dominating above the western half of the delta plain, which had acted as the obstacle to the flow of the western distributaries, now made the reinforced' stream run more wildly than before. Consequently, the recla-mation work and the river improvement in the western half of the Kakogawa delta became more difficult than before. Thus the western half was left unre-claimed even after the eastern half had been brought under cultivation. Yet, since the end of the middle ages, what with the development of pulbic works techniques and what with the good administation of the successive lords of Himeji, improvement of the river courses, construction of the sea dyke were carried out, and reclamation work was remarkably progressed in a short period.

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The ‘Koya-gami’ (‘Koya’ hand-made paper) is produced in the area along the Kozawa and the Niu Rivers, which flow down the northern foot of the Mount Koya and join the Kinokawa. While the area included about ten villages in the pre-Meiji Era, nowadays Shimo-kozawa on the lower Kozawa is the only production center of the paper.
The paper manufacture, grown up on the narrow economic zone of the Koya temple estate, has undergone the inevitable process of decline in the developing capitalistic economy since the Meiji Era, on account of its primitive industrial character such as combination of both paper mulberry raising and processing within an enterprise. From the very beginning the paper-making was a subsidiary work in farmers' slack seasons, and as silk culture was adopted as another sideline in the Meiji Era, mulberry growing gradually replaced paper mulberry growing. This particular change did achieve the division between raw material production and processing, but it did not affect the subsidiary character of the industry. No notable progress was seen in either its capitalization or its mechanization; as transport facilities grew and urbanized economy made way, many of the population found jobs in nearby cities and, after the last War, fruit-growing began to expel paper-making.
Under this process of decline, regional differences are seen in the ‘Koya-gami’ producing area. Regional stratification is under way as decline of the paper manufacture and growth of fruit culture, respectively from the upstream villages and from the downtsream villages, proceed.

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In this paper the author have studied, from the histrico-geographical point of view that the function and morphology of a transportation settlement were changed chiefly by the advanced moder transportation.
The traffic of Kimitoge Pass in Kii province was began in 798 by the foundation of the Nankaido (public road). In Tokugawa shognate the public coaching station (Denmasyo) of Kisyu-Han was established at Kimitoge Pass (1648). Such feature went on the early part of Meiji-Era and this settlement have had the landscape of town.
At that time, main road beyond this pass was jisonin-road which had different course from present road.
The Denmasyo continued under the financial support and the protection of the Han and Koyasan Temple. Beside Honjin, Waki-Honjin, and this settlement had many inns and tea-houses.
It had lost, however, the characteristic as the key-point of traffic since the Kiwa-railway was established in 1900 and the Koya Tozan-raiway in 1915. Peoples who lived in the sttlement removed to Kutukake, Togesita settlements, and a part of them have come to commute to Osaka as laborers.

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