Hajime Seki, Mayor of Osaka and Doctor of Law, Lecture: The Development of Osaka Port (in Niigata City, 1930)

 

Mayor Seki Hajime (1873–1935) was a renowned mayor who shaped the “Great Osaka” era—a period of rapid growth for Osaka City spanning the late Taisho and early Showa periods. Faced with a surging population and deteriorating living conditions, he promoted industrial development while simultaneously advancing urban renewal through the Comprehensive Osaka Urban Plan (1928, Showa 3), transforming the city’s infrastructure to meet the standards of a major metropolis. In particular, he undertook projects such as Midosuji Avenue, Osaka Castle, and Osaka　port development from the perspective of urban management.

Regarding Osaka Port, in particular, it was a time when the city was embarking on a second phase of expansion into Nanko（South Port） and Hokko(Noth Port) following the completion of the first phase of reconstruction work, which had begun in 1927 (Showa 3).

In this presentation, I would like to introduce the transcript of a lecture given by Mayor Seki in Niigata City, which was published in the February 1930 (Showa 5) issue of “Port” (Vol. 8, No. 2, pp. 1–10), published by the Japan Port Association, in order to gain insight into Mayor Seki’s views on Osaka Port.

The lecture began with the observation that both Niigata Port and Osaka Port are river ports and artificial harbors, and that their openings occurred around the almost same time. The speaker was asked to discuss the development of Osaka Port and highlight aspects that would be meaningful for Niigata Port. He described the process from the opening of Osaka Port to its construction, noting that while Osaka City’s annual budget at the time was less than 1 million yen, the citizens of Osaka were able to make the decision to begin construction on a project 18 times that size, with a budget of 18 million yen. He also highlighted how the port overcame a difficult period known as the “fishing platform” era to become Japan’s third-largest port in terms of export surplus. These efforts have proven to be a sound investment for Osaka’s industries. The opinion was expressed that, given its relationship with the Port of Kobe, the Port of Osaka should continue to develop as a cargo-oriented terminal port. Furthermore, regarding the Port of Osaka, which has weak ground conditions, the discussion covered the project costs and funding sources for its construction,　and how those costs would be repaid. He presented a plan that treated the port as a single business entity: although it had 40 million yen in debt, it owned 850,000 tsubo (280 hectares) of reclaimed land, generating rental income; furthermore, he calculated that if the land were sold for 50 yen or more per tsubo, the debt could be fully repaid. Although parts of Osaka Port are still managed under public enterprise accounting today, it is clear that even at that time, the port was viewed from the perspective of urban and port management.

Initially, at the request of former Mayor Shiro Ikegami, he left his position as a professor at Hitotsubashi University to become Deputy Mayor, concurrently serving as Director of the Port Department (1915–17). He then recruited civil engineer Rintaro Naoki from Tokyo City—as introduced in Special Feature 4—and set out to vigorously pursue a major overhaul of Osaka’s port and urban infrastructure. At the conclusion of his lecture, Mayor Seki quoted the words of the British Urban Plannner John Barnes:

“Urban planning, when viewed over a single year, appears to be a complete waste of money.

I believe there will be some benefit after five years.

Fifty years from now, people will ask why we didn’t do it sooner.”

(Japanese)關　一　大阪市長法学博士　講演　大阪港の発達（於　新潟市）　

     關　一　大阪市長法学博士　講演　大阪港の発達（於　新潟市）　

關一市長（1873~1935）は、大阪市が急激に成長した、大正後期から昭和初期にかけての「大大阪」時代を築いた名市長である。急増する人口、悪化する住環境、産業振興を図りながら、大阪市の骨格を大都市にふさわしいものへと、総合大阪都市計画（1928年S3）により都市改造を推進した。特に御堂筋や大阪城、港湾整備などを都市経営の観点で事業を行った。

特に大阪港では、1987年（M30）より開始した第１次修築工事の完成後、南港、北港への２次拡張に乗り出す時期であった。

今回は、1930年（S5）２月日本港湾協会発行「港湾」第８巻第２号P1～10に掲載された、新潟市において、関市長が講演された講演録を紹介し關市長の大阪港に対する考えの一端を知りたいと思います。

本講演は、新潟港と大阪港は河港で人工港であり、開港も同時期と似通っており、大阪港の発達を話して、その中から新潟港にとって有意義なことを拾いあげてほしいとのことから話が始まる。大阪港の開港から築港に至った経過を述べ、当時大阪市の経費年100万円に達しなかったところ18倍の1800万円の事業規模で築港を始める決定を大阪市民がなしえたこと、「魚釣台」といわれた苦難の時期を乗り越え、日本で第３位の輸出超過の港となりえたこと。これらは、大阪の産業にとっては、立派な投資となっていること。これからも大阪港は、神戸港との関係もあり、貨物本位の終端港として発達させていくのがよいとの意見。また地盤の良くない大阪港において、その築港に要した事業費とその財源内容、　またその費用をどのように償還していくか、まさに港湾を一つの経営体とみて、負債が4,000万円あるが85万坪（280ha）の埋立地を所有しており、賃借料を得ているし、売却しても一坪50円以上で売れば負債は十分返せるとの腹積もりも披露している。現在も大阪港は公営企業会計で経理されている部分もあるが、この時代に既に、都市経営、港湾経営の視点で港湾をとらえていたことがよくわかる。

当初、池上四郎市長に請われ、一橋大学教授から助役に就任した折は港湾部長を兼任していたが（1915～17年）番外編４でも紹介した、土木技師直木倫太郎氏を東京市より迎えいれ、大阪の港湾、都市の大改造に邁進することになりました。講演の最後に關市長は英国人ジョン・バーンズ氏の言葉を引用して講演を終えています。

「都市計画というものは１年で見ると全く無駄の費用のように見ゆる。

　5年の後には多少利益があると思う。

50年後には何故に早くやらなかったかということになるのである。」

“A Side History of Port Construction in Osaka” Dr. Niichiro Matsunami, Doctor of Juridical Science (Reading Osaka Port Magazine: Extra Edition 5 )

 

   This time, we will continue exploring the state of Osaka Port from the Meiji period through the early Showa era. Although Osaka Port began its modern port construction in 1897 (Meiji 30), the over 30-year port construction project was fraught with difficulties. Even after its completion in 1929 (Showa 4) (the first phase of construction), the port faced operational challenges, such as low vessel traffic, and its management was far from smooth. This time, we focus on “A Side History of Osaka Port Construction,” a lecture transcript by Dr. Niichiro Matsunami, published in “Port” Vol. 15, No. 3, pp. 1-20, issued by the Japan Ports Association in 1937. Born in Kishiwada, Osaka in 1868, Dr. Matsunami was an authority on maritime commerce law and deeply involved in the promotion and development of Osaka Port. Drawing on his personal experiences, he vividly recounts the conditions of the time, naming many individuals directly.

Regarding his relationship with Old great Sutezo Nishimura, there is an account of how, during Dr. Matsunami's overseas trip, Mr. Nishimura requested that he investigate methods for port management and operation in the West, particularly concerning how Japan's first municipally-operated port should be managed and what laws should govern it. Dr. Matsunami surveyed numerous foreign ports and reported his findings back to Mr. Nishimura.

　It also depicts Nishimura's fervent dedication to Osaka Port construction, even resigning his high officer in the government , and his anguish when the Osaka Port Construction project—twenty times the size of Osaka City's entire budget at the time—stalled, enduring criticism from citizens and the city council. The book is packed with content: the relationship between Osaka Port and Kobe Port, the Doctor's vision for their coexistence and mutual prosperity, the background behind attracting customs offices to the port as a strategy for Osaka Port's prosperity, and behind-the-scenes stories like inviting Japanese Navy warships to be viewed at Osaka Port to coincide with the Osaka National Industrial Exposition.

It recounts the episode of Dr. Matsunami being asked to become mayor during the selection process for the Osaka mayor in Meiji 37 (1904) (at that time, the mayor was an appointed official). It is regrettable that the behind-the-scenes story about Mayor Shiro Ikegami and the recruitment of Mr. Hajime Seki from Tokyo Higher Commercial University (now Hitotsubashi University) as deputy mayor is omitted from the main text, marked as (stenography discontinued).

Finally, the lecture concludes with anecdotes surrounding the decision to adopt the “Mio Tsukushi” design for the Osaka City emblem, stating: "Such great progress is rare not only in Japan but also worldwide, and Osaka Port has become one of the world's leading ports. However, as discussed in this lecture, there are many internal matters that have been sacrificed. Merely looking at the surface and focusing only on annual reports will not reveal the true nature of things. We must thoroughly investigate and contemplate the underlying, peripheral, and internal aspects." (Ending  Loud applause) This lecture record clearly demonstrates how vital and highly valued Osaka Port was to the city of Osaka. 

(Japanese)

報講演「大阪築港の側面史」　法学博士　松波仁一朗

    今回も明治～昭和初期にかけての大阪港の状況を探ってみたいと思います。明治３０年に近代的港湾建設に着手した大阪港でしたが、３０年以上に渡る築港建設工事も苦難の連続でしたし、昭和４年に完成（第１次修築工事）後も入船が少ないなどの港の運営面でも順調とはいえない状況でした。今回取り上げるのは「大阪築港の側面史」は昭和１２年に日本港湾協会が発行した「港湾」第１５巻３号P1～20に収録されている松波仁一朗法学博士の講演録です。松波博士は慶応４年の大阪岸和田の生まれで、海商法の権威ですが、大阪港の振興、発展にも深くかかわっておられました。自らの体験を語るということで、多くの実名を出し当

時の状況を生々しく語っています。

西村捨三翁と松波博士のかかわりでは、博士洋行の折に西村翁から、築港の技術のことは立派な人が沢山いるが、港の管理経営の方法、特に、日本で初めての市営港として、いかに経営すべきか、またいかなる法律で規律すべきかを西洋で調べてきてほしい旨の依頼を受け、多くの港を調査し西村翁に報告した話があります。

　また、西村翁の自ら官位を落としてまで、大阪築港に取り組む熱意と、当時の大阪市全体予算の２０倍の事業規模の築港工事がはかどらなかった時の西村翁の苦悩と市民、議会からの批判に耐えた姿が描かれている。大阪港と神戸港の関係、共存共栄できる博士の考えや、大阪築港の繁栄策としての築港への税関の誘致の経緯、また、大阪内国勧業大博覧会に合わせて日本海軍軍艦の大阪港での拝観を招聘した裏話など盛りだくさんです。

明治３７年当時の大阪市長の人選（当時は官制市長）のいきさつで松波博士が市長を頼まれたエピソード。その中で池上四郎市長と東京高等商業大学（現 一橋大学）から関一氏を助役に迎え入れた裏話については、(速記中止)として本文には記載を割愛しているのが残念です。

最後に、大阪市章の“みおつくし”決定に際してのエピソードなどを紹介し、“このような大進歩は日本ではむろん世界においても稀で大阪港は世界でも有数の港になったが、当講演で語られたような、捨て石になっている内部のことが沢山あり、表面だけを見、年々の報告にかかわるものだけをみていただけでは事物の真相はわからない。十分に裏面、側面、内部のことを良く調査して思索しなければならない”と結んで（大拍手）で終わっています。いかに大阪港が大阪市にとって大切で重要視されていたかがわかる講演禄になっています。

　

“The Construction of Osaka Port and the Yodo River Improvement Project”: A Record of a Casual Discussion on the History of Osaka Port (Reading Osaka Port Magazine: Extra Edition 6 )

Four years after the end of the WW2, in 1950, a roundtable discussion organized by the Japan Port Association (moderated by Mr. Goto, Director-General of the Port and harbor Bureau at the Ministry of Transport) was held at the invitation of Hiroo Kondo, who was Mayor of Osaka City at that time. Six engineers who had been involved in the construction of the modern Port of Osaka from the Meiji to the Showa eras gathered for this meeting to share stories, behind-the-scenes accounts, and anecdotes not found in official histories. They recounted their experiences and what they had seen and heard at the time. Here are a few examples:

〇 The circumstances surrounding the cracking of concrete blocks initially placed in the sea for the construction of breakwaters during the port’s early development, and the technical improvements made

〇 The account of the sinking of the stone transport ship No. 5 Inujima Maru at “Shika-no-se,” as told directly by the ship’s surviving chief engineer

〇 The story of the land reclamation at the Block Yard near the Mouth of the Kizu river by Obayashi Corporation

〇 The story of how work on the Osaka Port construction stalled due to difficulties with the placement of ballast stones, prompting the Port Construction Office to switch from a bidding system to a reward system based on the volume of material placed, which allowed the work to proceed

〇 The story of how, during the Russo-Japanese War, stone and blocks were secretly loaded onto blockading ships at Osaka Port to help close off Port Arthur

〇 An anecdote about The Great Nishimura Sutezou: the story of how he erected the stone monument to Shigenari Kimura in Nakanoshima Park

〇 The story of how, when The Great Nishimura was summoned for an audience with Emperor Meiji, he intended to decline because he was so destitute he could not afford to have Western-style clothing tailored, but was scolded by his wife

〇 The timing and causal relationship between the Yodo River improvement project and the construction of Osaka Port

〇 The character of Prof. Tadao Okino, an early civil engineer and construction manager at the Port Construction Office, and how he nurtured talented subordinates

〇 The story of Mr. Tadanobu Oka, who succeeded prof. Okino; after retiring from Osaka City Office, he joined Obayashi Corporation and, as president, utilized heavy machinery to construct the Ikoma Tunnel including the hardships he faced during that time

Many of the stories recounted here are based on firsthand observations, experiences, and accounts from that era. Because these records were preserved during an era when the Meiji and Taisho periods still felt close at hand, even now, nearly a century later, we can still sense the pulse of the harbor construction projects of that time and the people who were in charge of them.

(Japanese)

 大阪港の昔を語る「大阪築港並びに淀川改修工事」　雑談会記

終戦から４年が経過した、昭和２４年（1950年）に、当時の近藤博夫大阪市長の声掛けにより、日本港湾協会主催による座談会（司会は運輸省後藤港湾局長）が開催された。明治から昭和にかけて、近代大阪港の建設に携わった６名の技術者が集まって、正史にない、裏面史、逸話などを語りあう会で、当時の経験談や見聞きしたことが語られているが、以下いくつか紹介すると、

〇当初築港の防波堤建設用に海中に投入した、コンクリートブロックの亀裂事件のいきさつや、技術的に改良したこと

〇石材運搬船の第５犬島丸の「鹿の瀬」での沈没の状況を、同船の生き残りの一等運転手より直接聞いた話

〇大林組による、木津川尻ブロックヤードの埋立の話

〇大阪築港のための沈床捨て石作業が捗らなかったため、築港事務所が、入札によらず、投入量に応じて懸賞を出す方式に切り替えたことで、作業が進んだ話

〇日露戦争時の旅順港閉鎖に、大阪港で極秘に閉塞船に石材やブロックを積み込んだ話

〇西村捨三翁の逸話として、中ノ島公園にある、木村重成の石碑を建立した話

〇西村翁が明治天皇から、謁見を求められた時、赤貧のため、洋服をあつらえることができないので、断ろうとして翁が妻君から叱られた話

〇淀川改修と大阪港の建設の時期や因果関係など

〇築港事務所の初期の土木技術者で工事長だった沖野忠雄氏の人柄や優秀な部下を育てたことなど

〇沖野氏の後を継いだ、岡胤信氏が大阪市を退職後、大林組に入社し社長として、大型機械を駆使して、生駒トンネルを建設した時の苦労話など、

当時、実際に見聞き、体験した話が多く語られている。まだ明治、大正時代が身近に感じられたこの時代に、このような記録を残してくれていたことで、もうすでに一世紀近く経過した現在でも、当時の築港事業やそれを担当していた人々の息使いを感じることができる。

The History of the Osaka City Port Construction Office—From the Overview of Osaka Port Construction Works

 

The development of Osaka Port as a modern Port began with the establishment of the Osaka City Port Authority Office. This office was first set up within the Kawaguchi Settlement on September 1, 1897 (Meiji 30). The following year, it relocated to the former artillery battery site in Tenpōchō, West Ward. The first director was Mr. Sutezou　Nishimura. At the office's founding, Tadao Okino served as Chief Engineer, Heinosuke Ueki as Engineer (later succeeded by Tadanobu Oka), and Kimitake Furuichi as Advisor. The project commenced with approximately 20 members, including clerical staff, assembling a distinguished group representing Japan's civil engineering community at the time. After Mr. Nishimura served as director for five years and five months until 1903 (Meiji 36) and stepped down, successive mayors took on the director role concurrently. To borrow the words of Dr. Jinichiro Matsunami, previously introduced: "The Vice-Minister of Agriculture and Commerce and the Governor of Osaka Prefecture became commissioned officials of the Osaka City Office... ...the Port Construction Office commission was at the level of a section chief..." This implies the mayor concurrently held a position equivalent to a section chief. The port construction project, with a scale approximately 20 times Osaka City's annual budget at the time, and the mayor's concurrent role, clearly demonstrate how crucial Osaka Port Construction was for the city.
Subsequently, in 1911 (Meiji 44), the Port Division was established, with Mr. Shojiro Tagawa, a top graduate of the University of Tokyo, appointed as its chief. Mr. Tagawa visited and surveyed ports in Europe and America, compiling a report on his observations of major commercial ports in those regions (I hope to introduce its contents in a future installment). In 1914 (Taisho 3), the organization became the Port Department. Until Seki Hajime, then Deputy Mayor, recruited Naoki Rintaro from Tokyo, the Deputy Mayor of Osaka City concurrently served as Department Director. Deputy Mayor Takigawa in 1929 (Showa 4) held the position for only about one month, the shortest tenure. Kondo Hiroo subsequently became Port Department Director and later became the first publicly elected Mayor of Osaka after the war. At the end of World War II, Yoshinori Miyauchi was Director. Two years after the war, in July 1947 (Showa 22), following the enactment of the new Local Autonomy Act, the Osaka City Administrative Division Ordinance was established. To expand and strengthen technical aspects related to reconstruction, the Port Bureau was established, with Takeo Hori appointed as its first Director. The Osaka City Port Bureau continued for 73 years until it became the Osaka Port Bureau in 2020. Throughout this period, port construction in Osaka remained a consistently major undertaking for the city.

（Japanese）

大阪築港事務所の系譜　阪築港工事概要より　

近代港湾としての大阪築港は、大阪市築港事務所の開設に始まる。同事務所は、明治30年（1897年）9月1日川口居留地内に設置されたのが始まりである。翌年には西区天保町の旧砲台内に移転した。初代所長は、西村捨三翁であり、事務所発足当時は、工事長として沖野忠夫、技師として植木平之允、後に岡胤信、顧問として古市公威の名前もあがっており、当時、日本の土木界の蒼々たるメンバーを集め、事務員を含めて20名程度で事業を開始した。西村翁が明治36年まで5年5か月所長を勤め退任した後は、歴代市長が所長を兼務することとなったが、前回紹介した、松波仁一朗博士の弁をかりれば「農商務省次官、大阪府知事が大阪市役所の嘱託吏となったが…築港事務所嘱託はヤット係長辺のところなるに…」からすると市長が係長辺を兼務していたことになる。築港事業は、当時大阪市の年間予算の約20倍の事業規模であり、市長が兼任するなど、大阪築港がいかに大阪市にとって最重要事業であったことがうかがえる。

その後、明治44年(1911)に港湾課が設置され、東大主席卒の田川正二郎氏が課長に就任した。田川氏は欧米諸港を訪問、調査し欧米の主要商港を視察した報告書をまとめている（できれば、次回以降に内容を紹介したい）。その後大正３年(1914)に組織が港湾部となり、当時助役の関一氏が、東京都より直木倫太郎氏を招聘するまで、大阪市助役が部長を兼任した。昭和4年の滝川助役は約１カ月のみの就任で最短である。その後の近藤博夫氏が港湾部長となり、後に戦後最初の公選大阪市長となっている。第２次世界大戦終結時は宮内義則氏が部長となっており、終戦２年後の昭和22年7月(1947)に、新たな地方自治法の制定に伴い、大阪市事務分掌条例が制定され、復興関係の技術面での拡充、強化を図るため、港湾局が設置され、堀威夫氏が部長から初代局長に就任した。その後、令和２年(2020)現在の大阪港湾局となるまで、大阪市港湾局は７３年続いた。その間も大阪築港は大阪市の常に主要事業であり続けた

Dr. Naoki Rintaro “Metropolises and Ports” and Others (Reading Osaka Port Magazine: Extra Edition 4 )

    Before we knew it, the Osaka-Kansai Expo had closed, and 2025 was already drawing to a close. Dr. Naoki Rintaro, featured this time, served as the eighth Director General of the Osaka City Port Authority (from 1917 to 1923), succeeding the first Director General, Old great Mr. Nishimura Sutezou. Rintaro was recruited to Osaka City by the renowned Mayor Seki Hajime and served in various roles including Director of Urban Planning and Director of the Port Authority. Later, he was invited to Manchukuo, where he remained until his death. He made significant contributions to the construction of Japanese cities and ports.  This time, we examine a record of Dr. Naoki's 1926 visit to Nagoya Port, where he gave a lecture titled “Metropolises and Ports.” This lecture is published in the Japan Ports Association's journal “Ports,” Vol. 4, No. 9, pp. 1-11, Taisho 15 (1926). It provides insight into Dr. Naoki's thinking at the time and the state of Osaka Port and other ports. The year 1926 (Taisho 15th) was approximately a century ago from now. While the historical context and the circumstances surrounding Japanese cities and ports then and now differ greatly, Dr. Naoki's ideas regarding urban and port planning and project implementation remain timeless.

In this lecture, Dr. Naoki emphasized:

・When formulating urban and port plans, while numerous discussions and opinions arise, it is most crucial not to stop at debate but to actually implement them.

• In cities, it is crucial to undertake urban reorganization (redevelopment) through land readjustment and to develop urban areas before they become fully urbanized.

• Using Osaka Port as an example, he discussed similarities and challenges compared to Nagoya Port.

• Port plans and port facilities must constantly be modified and rebuilt to meet the demands of the times.

・For urban economies, the importance of ports (using Osaka Port as an example) and the need to never neglect efforts to gain public understanding.

・Grand plans are meaningless unless realized; therefore, considering public-private partnerships for implementation.

The lecture also shared anecdotes about the hardships of port development, revealing the blueprint for current port operations—dredging, reclamation, land utilization, and funding—even now. As memories of pre-war ports fade, revisiting the Doctor's lecture offers glimpses into the circumstances of later-developed ports like Osaka, Nagoya, and Tokyo during the Meiji, Taisho, and early Showa periods. The Doctor was also deeply involved in planning and developing other regional ports at the time. During his tenure as Director of the Osaka City Port Authority, his contributions were published in the Osaka Mainichi Newspaper's compilation “Japanese Urban City Great View” (Panorama of Japanese Cities) under the title “The City and the Port.” The text contains prescient observations: the importance of regional ports within integrated port logistics, the challenges of planning and construction, the need for flexible port planning, and the necessity of what we now call port sales. I highly recommend reading it in its entirety. Please note that the original text uses old kana and kanji, making it somewhat difficult to read today in Japanese. Therefore, I have rewritten it while preserving the original content. You can read it on the Osaka Port Promotion Association website (Reading Osaka Port).

(Japanese)

 情報誌大阪港を読む　番外編4　直木倫太郎　「大都市と港湾」他倫太郎博士　講演　大都市と港湾（於　名古屋港）ほか　

 早いもので、大阪・関西万博も閉幕し、2025年も早年末を迎えた。今回取り上げた、直木倫太郎博士は、初代大阪市築港事務所所長の西村捨三翁から数えて８代目に当たる大阪市港湾部長(大正6～12年）であり、大阪市には当時、有名な関一市長にこわれて、東京市より奉職され、都市計画部長、港湾部長などを歴任され、後に帝都復興院、満州国に招かれその地で亡くなるまで、日本の都市、港湾建設に多大な功績を残されている。今回は直木博士が、大正１５年に名古屋港を訪れ、「大都市と港湾」という名目で講演された記録が、日本港湾協会の「港湾」大正１５年第４巻９号p1～11に掲載されており、当時の博士の考えや大阪港、他の港の状況を知ることができる。大正15年(1926年)は今から約１世紀前であり、当時と現在では、その時代背景や、日本の都市、港湾の置かれている状況も大きく異なるが、博士の都市、港湾の計画、事業実施についての考え方は色あせないものである。

この講演で直木博士は

・都市、港湾計画の策定に当たっては、議論、意見が百出するも、議論どまりになるのではなく実際実行していくことが最も大切であること

・都市においては、区画整理による都市の整頓（再開発）と市街化される前に市街地整備を行うことが肝要であること

・大阪港を例にとって、名古屋港との類似点や課題など

・港湾計画、港湾施設は時勢の要請に応じて常に変更し作り変えていく必要のあること

・都市経済にとって、港湾の重要性(大阪港を例にとって)と市民の理解を得る努力を怠らないこと

・雄大な計画も実現されなければ意味がなく、そのために官民分担して実施することも考えていることなど

　講演会では港湾整備にあたっての苦労話なども紹介され、今更、港湾の浚渫、埋立、土地活用、資金調達など、現在の港湾運営の雛形がそこにある。戦前の港の記憶も薄れる中、博士の講演を読み返すことによって、明治、大正、昭和初期の後発した大阪港や名古屋港、東京港の状況を垣間見ることが出来る。また博士は当時の他の地方港湾の計画、整備にも多くかかわっておられ、それらを大阪市港湾部長時代、「都市と港湾」と題して、大阪毎日新聞社[編]「日本都市大観」に寄稿文が掲載されている。本文では、港湾物流の一貫性の中での地方港湾の重要性とその際の計画、建設の難しさ、また弾力性に富んだ港湾計画とすること、今で言うポートセールスの必要性など先見性のある指摘がある。合わせてご一読をお勧めしたい。なお、本文は旧かな使い、旧漢字を用いて書かれているため、いささか現代では読みづらくなっているため、内容を変更しない範囲で書き換えを行った。大阪港振興協会ホームページ（大阪港を読む）から読むことができます。　

Hub Ports in Europe, America, and Asia(2004y) written by Sakishima Chiruto

 

Reading the Information Magazine “Osaka Port” (Part 10)

Hub Ports in Europe, America, and Asia written by Sakishima Chiruto

The rise and fall of things is a constant of the world, but this is not limited to humans alone; it seems to apply to ports as well. This time, we introduce an analysis and evaluation of major global hub ports—their history, current status, and challenges—titled “The Rise and Fall of Hub Ports in Advanced Western Nations and the Dynamics of Asian Hub Ports.” This series, authored by Sakishima Chiruto (the late Hideo Ohnishi, former Chairman of the OPPA), was serialized over four installments in the information magazine “Osaka Port” in 2004.

(Summery)

① Ports of Britain (London and Liverpool)

Factors behind Britain's rise from the dominance of Spain and Portugal during the Age of Exploration, through the rise of the Netherlands, France, and Britain via privateering, to its position as the world trade leader until World War II. The role of London Port (dock construction on the Thames) and Liverpool Port (prosperity from trade with Ireland and the slave trade, leading to the formation of a large industrial hinterland) as hub ports. Post-war Ⅱ changes in transport structures and delayed adaptation to maritime transport innovations led these ports to the loss of hub functions. Conversely, the decline of the ports contributed to Docklands redevelopment as a solution to inner-city problems.

② Ports on the Continental North Sea Coast

・Port of Rotterdam (Southern Netherlands): Europort Plan (completed 1972) providing 22m depth for tankers; development of inland container terminals along the Rhine (24 domestic, 49 international locations)

・Port of Antwerp (Belgium): Developed by leveraging Belgium's favorable geographical conditions, including inland waterways, highway, and rail infrastructure, particularly the opening of the Scheldt/Rhine Canal and securing vast warehouse land. But they have dredging issues existing in the Dutch sector.

・Port of Hamburg (Germany): Located 42 km upstream on the Elbe River, developed with Eastern European industry as its hinterland

・Port of Amsterdam (Northern Netherlands): The construction of the North Sea Canal and the installation of its North Sea-side locks became a hindrance to its development.

③  Ports on the North American Pacific Coast

・Ports of San Pedro Bay (Los Angeles LA Port, Long Beach LB Port): Both ports are characterized by land reclamation using dredged sediment and oil production within their areas; construction costs were also dependent on oil. On the other hand, they suffered from land subsidence caused by oil extraction. They also rapidly adapted to containerization, becoming major container ports nationwide.

Rail lines within LB are seamlessly connected to the East Coast and MLB (Mid Land Bridge) rail transport (double-stacker trains) via the Alameda Corridor, a grade-separated system achieved through semi-underground construction.　

・San Francisco Bay ports (San Francisco-Oakland Port)

Current status of San Francisco Bay's population, urban constitution, industry, and trade; its developmental history; the major shift in port utilization during the 1960s post-war period; the construction of container terminals at the Port of Oakland at Sealand's request; and the bottleneck created by rail tunnels amid competition with Los Angeles and Long Beach.

・Puget Sound Region Port (Port of Seattle-Tacoma)

The history of the Port of Seattle, its cargo handling, its response to containerization, and how delays in rail grade separation at Seattle led to a shift toward the Port of Tacoma. Also, the industrialization of the Port of Tacoma through reclamation and its development into a container shipping hub base since the 1970s.

④ East Asian Ports (Final Installment)

The status of major ports in China, Southeast Asia, and Japan before the war; the postwarⅡ shift of Japanese production bases to Asian countries, ASEAN, and China. The dramatic increase in intra-Asian cargo volumes due to containerization in the 1970s. The rise of Kaohsiung and Busan as container ports, the development of Shenzhen Port in China, the development of Tanjung Pelepas Port by Maersk Line, and major container ports in the Mediterranean are analyzed using charts and diagrams.

Throughout the report, the author appears to focus on the importance of transport links between ports and their hinterland economies when examining the rise and fall of various ports. The conclusion states: "It is no exaggeration to say that the future trends of global trade and maritime container transport hinge on the Chinese economy. While various issues have been pointed out regarding China's recent rapid economic development, We hope China, under wise leadership, will navigate skillfully without disrupting the global or Japanese economies, and that bright prospects will emerge for port developments." This conclusion reflects a prescient perspective at the dawn of the 21st century, one that seems to have anticipated the situation we see today. Perhaps the lesson is that ports are intrinsically linked to the world's ports, and understanding other ports is essential for charting one's own course. This Osaka Port Newsletter also reports the latest developments at major ports worldwide in every issue, making it an invaluable resource in that sense as well.

(日本語）

情報誌“大阪港”を読む（その10）欧米アジアのハブポート　咲洲散人

栄枯盛衰は世の常ではありますが、それは何も人間に限ったことではなく、港湾にも言えるようです。今回は咲洲散人（故大西英雄大阪港振興協会会長）による、2004年に情報誌“大阪港”に計４回に渡り連載された「欧米先進国のハブポートの盛衰とアジアのハブポートの動静」と題して、世界の主要なハブポートをその歴史や現状、課題などを分析評価したものを紹介したいと思います。

①  イギリスの港（ロンドンとリバプール港）

　大航海時代のスペイン、ポルトガルの支配から、私掠船活動による、オランダ、フランス、イギリスの台頭とイギリスが２次大戦まで世界貿易の覇者となった要因。そのハブポートとしてのロンドン港（テームズ川でのドック建設）とリバプール港（アイルランド交易、奴隷貿易による繁栄と背後地の大工業地帯の形成）。戦後の輸送構造の変化、海上輸送革新への対応の遅れが、ハブ機能喪失の原因となったこと、港の衰退が逆に都市部のインナーシティ問題の解決策としてドックランド再開発に繋がったことなど。

②  北海沿岸大陸側の港

・ﾛｯﾃﾙﾀﾞﾑ港（ｵﾗﾝﾀﾞ南部）：ユーロポート計画（1972年完成）によるタンカー用22ｍ水深、ライン川でのインランドコンテナターミナルの整備（国内24、国外49ヶ所）

・ｱﾝﾄﾜｰﾌﾟ港（ﾍﾞﾙｷﾞｰ）：ベルギーの地理的条件の優位性を生かした、内陸水路、高速道路、鉄道インフラ整備、特にｽｹﾙﾄ/ﾗｲﾝ運河の開通、広大な倉庫用地の確保により発展、ｵﾗﾝﾀﾞ領域の浚渫の問題あり

・ﾊﾝﾌﾞﾙｸﾞ港（ﾄﾞｲﾂ）：エルベ川上流42ｋｍ、東ヨーロッパ産業を背後圏に持ち発展

・ｱﾑｽﾃﾙﾀﾞﾑ港（ｵﾗﾝﾀﾞ北部））：北海運河の建設とその北海側閘門設置がその発展の阻害要因に

③  北米太平洋岸の港

・ｻﾝﾍﾟﾃﾞﾛ湾の港（ﾛｻﾝｾﾞﾙｽLA・ﾛﾝｸﾞﾋﾞｰﾁLB港）：両港とも浚渫土砂による埋立と域内での石油産出に特色あり、建設費も石油に依存できた。一方で石油採掘による地盤沈下にも苦しんだ。またコンテナ化にもいち早く対応し、全米における主要なコンテナ港湾ともなっている。　　　

LB市内の鉄道線は半地下化による立体交差によるｱﾗﾒﾀﾞｺﾘﾄﾞｰﾙにより、円滑に東海岸とMLB（Mid Land Bridge）鉄道輸送（ﾀﾞﾌﾞﾙｽﾀｶｰﾄﾄﾚｲﾝ）で結合　

・ｻﾝﾌﾗﾝｼｽｺ湾の港（ｻﾝﾌﾗﾝｼｽｺ・ｵｰｸﾗﾝﾄﾞ港）

ｻﾝﾌﾗﾝｼｽｺ湾の人口、都市構成、産業、貿易の現状、発展の歴史、戦後６０年代の港湾利用の大転換、一方シーランド社要請によるｵｰｸﾗﾝﾄﾞ港でのコンテナふ頭建設と、LA、LBとの競合で鉄道トンネルが隘路となっている点など。

・ﾋﾟｭｰｾﾞｯﾄｻｳﾝﾄﾞ地区の港（ｼｱﾄﾙ・ﾀｺﾏ港）

ｼｱﾄﾙ港の歴史と取扱い貨物、コンテナ化への対応と鉄道立体化への遅れがﾀｺﾏ港へのシフトを招いたことなど。またﾀｺﾏ港の埋立による工業港化、７０年代よりのコンテナ船社基地となったことなど

④  東アジアの港湾（最終回）

　戦前における、中国、東南アジア、日本における主要港湾の状況と、戦後のアジアニース諸国、アセアン、中国への日本からの生産拠点シフトと７０年台のｺﾝﾃﾅﾘｾﾞｰｼｮﾝによるアジア域内の輸送量の激的増加、コンテナ港湾としての、高雄、釜山港の台頭、特に中国、深圳港の発展、その他ﾏｰｽｸ･ｼｰﾗﾝﾄﾞ社によるﾀﾝｼﾞｭﾝﾍﾟﾗﾊﾟｽ港の開発、地中海の主要なコンテナ港について図表を駆使して分析がなされている。

レポート全体を通じて、筆者は港湾とその背後経済圏との輸送連結の重要性にも焦点を当て諸港湾の盛衰を見ているように思われる。最後に「世界の貿易、海上コンテナ輸送の今後の動向は、中国経済が鍵を握っていると言っても過言ではない。最近中国経済の急速な発展に対していろんな問題が指摘されている。中国が賢明なリーダーによりうまい舵取りがなされ、世界や日本の経済に支障を与えず、港の動向にも明るい兆しが見られることを期待したい。」とも結んでおり、２１世紀初頭における、その達観は今日までの状況を見据えていたようでもある。港は世界の港と密接に繋がっており、他港を良く知ることが自港と照らして、その進路選択には必須であるとの教えであろうか。この大阪港ニュースレターにおいても、毎回、世界の主要港の最新の動向がレポートされており、そういった意味でも大変貴重な資料となっている。