本稿では，地域公共交通の存続が最も危ぶまれる地域の一つである四国地方において実現した異種交通モード間の共同経営に注目し，その歴史的意義とMaaS新時代における交通政策への示唆を論じている．異種交通モード間の共同経営を明記した

2010年8月に開始された「東京の地下鉄の一元化等に関する協議会」は，国，東京都，東京メトロのそれぞれの主張があって，難航の兆しがある．本稿は，都営地下鉄とメトロの統合，メトロの完全民営化及び利用者サービス改善の関係を歴史的な経緯から，分析するとともに，これまでの著作で分析の重点になかった最近の一元化についての都の主張の背景を探求した．また，本稿では，各種調整手段に関連して統合や運賃水準統一の是非を検討するとともに，交通調整の根拠であった

This paper clarifies the decline of the municipal monopoly of urban traffic facilities by analyzing transport coordination in Osaka City after World War II. First, the author hypothesizes that influences in urban traffic planning were reversed between the Ministry of Construction (the Ministry of the Interior before World War II) and the Ministry of Transport (the Ministry of Railways before World War II) before and after World War II, by concentrating on the Urban Transportation Council which played an important part in subsequent transport coordination. This is considered from two points:

Transport management generally consists of both infrastructure and transport systems. The Ministry of Railways that regarded transport systems as businesses had difficulty controlling urban areas where the ratio of tram traffic was much higher than railway traffic, because the Ministry of the Interior, which regarded transport systems as belonging to infrastructure, dominated urban areas through the Urban Planning Central Council. However, the Urban Planning Central Council was abolished in 1941 under the influence of the wartime regime. Therefore, urban planning works were weakened because the Ministry of Interior was also dissolved. Since the municipal monopoly of urban traffic facilities in Osaka City was the basis of urban planning that was greatly controlled by that ministry, it was thought to be obligated to conflict with the Ministry of Transport after World War II.

The Ministry of Transport, which was organizationally constructed in 1949, promoted the Traffic Council to democratize traffic administration. The Traffic Council was related to the Land Transport Coordination Council from before World War II due to changes in transport legislation. The Urban Transportation Council used to be the Transport Coordination Council before World War II because it was constructed as one branch of the Traffic Council in 1955.

This paper considers the decline of the municipal monopoly of urban traffic facilities in Osaka from these two circumstances. Although necessarily unsettled before World War II, the municipal monopoly of urban traffic facilities was restored to reflect the desires of the wartime regime. The Ministry of Transport tried to break through using G. H. Q. support immediately after World War II; in spite of this, ideas of municipal control continued to be entrenched. However, urban areas had spread rapidly because residents were fleeing to the suburbs to escape the bombing in the cities during the war. Because the municipality had difficulty monopolizing transport businesses in municipal areas due to serious traffic jams and increased automobile traffic during the era of high economic growth, the municipal monopoly of urban traffic facilities lost geographical validity. Therefore, because the construction of municipal subway lines was very expensive, the municipal monopoly of urban traffic facilities also lost economic viability. As a result, the municipal monopoly of urban traffic facilities declined rapidly after the end of the period of high economic growth.

By considering the municipal monopoly of urban traffic facilities in Osaka, the reasons for its decline may be generally seen as a deficit in the transport businesses of the Osaka municipality. However, this paper clarifies that the municipal monopoly of urban traffic facilities in Osaka declined not only due to geographical factors but also economic factors. Therefore, its decline was also related to the reversal of relative power between the Ministries of Transport and Construction in urban transport planning after World War II.