従来,国家的統制政策の所産と考えられてきた昭和初期から第二次世界大戦中の交通事業者の統合問題を,大手私鉄資本による地域交通体系の再編成という視点から再考して,その空間構造を検討した.事例は三重県における近鉄資本による事業者統合に求めた.
その結果,大正期まで基本的に国鉄駅起点の路線形態をとり国鉄線中心の交通体系下にあった局地鉄道線は,大手私鉄資本下に統合されてゆくなかで,大手私鉄幹線中心の交通体系に再編成されてゆく過程を跡づけることができた.そうした地域交通体系の再編成構想の実施にあたっては,戦時交通統制という国家政策の利用が不可欠であった.

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大正後期から昭和初期にかけての, 中流階級を対象とした郊外住宅の競技設計に提出された住宅平面図には, 庭園が描かれてあるものがあり, その庭園は実用本位の庭園であった。この傾向はほぼ一貫しており, その根拠としては, 当初, 生活改善運動の一環として注目された実用庭園が, 不況から戦時下へと進む当時の日本の状況を許容するものであったことがあげられるであろう。

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本稿は,第一次・第二次両世界大戦間期の大阪市の交通調整事業が,統制経済の一環にとどまらず,都市計画事業に通じる都市膨張への対応の面を併せ持ったことを,都市交通の領域性に着目して明らかにする.都市交通の領域性とは,都市交通が都市内交通と郊外交通に機能的領域区分を形成することを指す.本稿での検討から,戦間期の大阪市の交通調整は,明治期に都市交通の領域区分を基礎として成立した市内交通機関市営主義を,都市膨張を発端とする都市交通の一体化に対応するものに修正することをねらいとしていたことが明らかになった.そうした理念は同時期の都市計画事業にも通じるものであり,従来注目されてきた市営一元化への企業間調整や合併は,本来その理念実現の中で要請されたものと考えられる.しかし,その実現には戦時体制の活用が不可欠で,それが都市交通調整と経済統制や戦時統制との峻別を困難にしていたことも明らかとなった.

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In this article, I examine as a case study Zenkaren, the truck-transportation control association. This paper also discusses issues related to resource allocation mechanisms through control or market forces. After World War Two, many Japanese army trucks were used for the private informal transportation business. In March 1946 the Transport Ministry expanded the national truck-transportation (Shoueijidousha), aiming to check the power of this informal freight and gain control over the truck-transportation sector. However, this policy was against the interests of formal truck-transportation private companies. Zenkaren lobbied against this policy, and consequently the policy was reduced in part. At the same time, GHQ was planning to sell off military trucks and trailers in Japan. The Japanese government planned that Shoueijidousha would manage these trucks and trailers. Zenkaren lobbied against this plan however and it was terminated, Shoueijidousha being restrained by agreement between Zenkaren and the Transport Ministry. From the above, we can conclude that Zenkaren's post-war lobbying reflected different conditions from the World War Two period. This condition change was brought about by allocation issues due to increased numbers of trucks. Next I consider the rationing of fuel, tires and new trucks, examined through examples of companies' actions to obtain those materials. Under the rationing system, fuel was linked with important loads. This coordination was achieved through the control association. But this system only covered part of the fuel allocation system. Many companies obtained fuel from the informal market. The informal market absorbed most of the tires available, and pushing the price every higher. The control association and many companies experienced financial difficulties as a result, and also the number of privately-owned trucks increased. Last, many companies diversified in order to carry more loads. Further research on this diversification would clarify the issue whether companies' actions might not necessarily be profitable within the control system.

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With the outbreak of the Sino-Japanese war, the Japanese colonial government in Korea attempted to use statecontrolled operation of the colonial economy to allocate its limited resources preferentially to the war effort and warrelated sectors. The land transportation sector, which had occupied only a secondary position in economic activity in peacetime, became a vital influence on the wartime economy. The Korean National Railways(KNR) had to adjust to wide gaps between supply and demand. This was done not only by reinforcing seasonal and geographical regulation of freight traffic, but also by allocating transportation capacity according to state-defined order of priority. General planning of transportation was promoted with the development of the controlled economy and the sudden increase in military transportation from 1941. An ex ante allocation system of transportation capacity through information exchange between KNR and its distribution control association was established. Simultaneously, state control was extended to the terminal sector of rail transportation and controlled mergers of forwarding agencies were promoted. After the outbreak of the Pacific War, the government emphasized relay land transportation of resources from China via the Korean Peninsula to make up for the decline in marine transportation capacity. The colonial government in Korea established a linked land and marine transportation system through an administrative reorganization that included merging the land and port forwarding agencies. Although transportation planning was extended to the China-ManchuriaKorea-Japan traffic stream, integration of the four railways for planning optimization was prevented by the Korean colonial government's objection to the separation of transportation and administration - an objection grounded in the view that planned transportation was indispensable to the operation of a planned economy. Thus, only a limited degree of unification was achieved in the management of relay transportation. There was a clear need for increased state intervention, given market conditions of excess demand and centralized planning of the economy. This greater state control was in fact achieved, but transportation still ended up becoming a bottleneck of the wartime economy, due to resource shortages and poor coordination between the different areas under Japanese control.

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