Transformation of the Kyoto Grids 2
To trace the diagonal course of the railway system, the first map of road extension plan failed to reveal the reason. It merely showed the Senbon Sen railway (千本線) was launched in 1912. On the same map, it suggested that the city council had standardized the extended width of courses. The center axis of the Kyoto grids had reserved the widest transportation course of 27.3m, whereas our focus, the Senben Sen was a sub-course of 14.6m.
Besides, the second map suggested a potential cause for this abrupt diagonal. Through the thickness of line, we could tell there was a chronological difference on the launching date. First half of the Senben Sen (northwestern part) was accomplished in 1912, while the other half (southeastern part) was accomplished in 1918. The focal point was the conjunction of these two parts. It was called the Mibu tram garage. So, the first assumption could be deduced as, the abrupt diagonal railway was not intended. It was supposed to be a narrow course that led trams to the garage. Incidentally, the sub-course was further extended to encircle the railway network which formed this unique identity.
Persisting combo of road and railway conditions was not well organized. Therefore, Kyoto city council proposed strict guidelines to enhance the arrangement and safety issue. 「電車が来まっせ！危のおっ せ！」と叫びながら安全通行を確保した was one of the motivations that stimulate this extension project. It implied that unorganized road condition would directly result in accidents by that time. Despite of the implementation of railways, the concern of streetscape arose. Dimensions depicted in the section revealed how the city council decide the span of each circulation. Simultaneously, pulchritude of streetscape was then conveyed as a product of discipline and a precedent for further preservation guidelines nowadays.
山崎正史：近世初期京都のモニュメンタルな建築配置によ る都市景観構成に関する考察，1989 年度日本都市計画学会 学術研究論文集，pp.607-612，1989.11
福島二朗・為国孝敏・中川三朗：近代の東京近郊における 都市の変容と運輸形態に関する一考察，土木史研究，第 18 号，pp.453-464，1998.6