常設展示「神戸市政のあゆみ」

神戸市歴史公文書館の別館2階、展示室1・2では「神戸市政のあゆみ」を振り返る常設展示を公開しています。

神戸市政のあゆみ
History of Kobe's Municipal Government

市制の施行
Kobe Becomes a City

In 1888, Japan implemented a major reform of its local administration when the modern municipal system was established. As a result, Kobe City was officially founded on April 1, 1889. Formed by merging the villages of Fukiai and Arata with Kobe Ward, the new city covered an area of 21.28 square kilometers and had a population of 135,000. Narutaki Yukikiyo was appointed as its first mayor.

上水道の建設と拡張
Construction and Expansion of Kobe City Waterworks

Kobe City's population grew rapidly after the port opened, making it vital to secure water for daily use and prevent infectious diseases. As such, mayor at that time Narutaki Yukikiyo worked tirelessly to ensure that the necessary water supply infrastructure was in place. Kobe began supplying water from the Nunobiki and Karasuhara reservoirs in 1900. Expansion projects starting in 1911 saw the construction of the Sengari Reservoir, water purification plants, and distribution facilities, enabling water to be supplied to various parts of the city.

六甲山の砂防植林
Extensive Reforestation of Mount Rokko's Bare Slopes for Erosion Control

Mount Rokko had suffered extensive deforestation, leaving it prone to frequent sediment disasters. To address this issue, work began in the 1890s to control erosion and stabilize the mountainside. Starting in 1903, reforesting efforts were implemented under a plan devised by Dr. Honda Seiroku, a forestry expert. As a result, Mount Rokko was restored to its lush, green state.

教育制度と小学校の整備
Establishment of the Education System and Elementary Schools

Tsubono Heitaro, the second mayor of Kobo City, pushed for an increase in female teachers. With the revision of the Elementary School Ordinance in 1900, the compulsory education system was established. Kobe City provided support so that working children could attend school. As a result, the number of children enrolled surged, and from 1901 onward, new elementary schools were established and branch schools were made independent. Furthermore, a morning/afternoon class system was introduced to address the shortage of classrooms.

神戸港の第一期修築工事
First-phase Construction Work of Kobe Port

The Port of Kobe grew to become one of Japan's foremost trading ports. Minakami Hiromi (Hirochika), the third mayor of Kobe City, called for large-scale port improvements as a matter of urgency. The first phase of construction works was completed in 1922, creating a modern port equipped with a wharf capable of accommodating large ships and a rail network.

市営電気事業の始まり
Municipalization of the Electric Power Business

Kobe Electric Company operated trams and supplied electricity within the urban area in Kobe. In 1917, Kajima Fusajiro, the fourth mayor of Kobe City, bought out this company for the purpose of expanding the city's tram network.

学区の統一
Unification of School Districts

There were six school districts in Kobe City responsible for establishing schools. However, differences in property tax revenue between districts led to disparities in education. This prompted the governor of Hyogo Prefecture in 1917 to seek advice on unifying the school districts. The city council conducted investigations and passed resolutions to this end, leading to the unification of school districts in 1919. This ensured equality in education throughout the city.

都市計画事業の進展
Advances in Urban Planning Projects

The former Urban Planning Act was promulgated in 1919. Based on this act, Kobe City established urban planning districts in 1922, designating zones for commercial, industrial, and residential use. It also drew up street plans, extended the tram lines, and improved roads. The Land Readjustment Association, established in 1923, further propelled urbanization.

社会政策の展開
Development of Social Policies

Rice riots erupted amid inflation driven by World War I, with Kobe City also witnessing protests against soaring rice prices. To help its struggling citizens, the city established public markets and eateries while expanding relief programs. Also, the postwar depression led to more people falling behind on their city tax payments, creating a financial burden that necessitated tax increases.

金融恐慌と失業・財政問題
Unemployment and Fiscal Problems Caused by the Financial Crisis

In 1927, bank runs occurred across Japan. In Kobe, the general trading company Suzuki Shoten went bankrupt, and Kawasaki Dockyard laid off workers. Kurose Hiroshi, the seventh mayor of Kobe City, introduced measures to combat unemployment, including job placement services and civil works projects. However, the recession worsened and necessitated tax increases, which were met with growing opposition. A survey conducted by a specially appointed financial investigation committee formed in 1928 highlighted the importance of ensuring the independence and robustness of the city's finances.

区制の始まり
Beginning of the Ward System

In 1922, Sakurai Tetsutaro, the fifth mayor of Kobe City, presented a proposal for establishing administrative wards as a means to improve administrative efficiency. However, it was rejected as premature. Subsequently, the city's area expanded following a municipal merger in 1929, making the establishment of ward offices a top priority in terms of not only efficiency but also from the perspective of citizens' daily lives. Then mayor Kurose Hiroshi, who had been cautious, responded to these demands, and in 1931, an administrative ward system consisting of eight wards was put into effect.

神戸港の第二期修築工事
Second-phase Construction Work of Kobe Port

Increased cargo at the Port of Kobe necessitated continued harbor improvement projects. As such, the second phase of port construction works began in 1919. However, recession in the aftermath of World War I led to the project's suspension. Katsuta Ginjiro, the eighth mayor of Kobe City, and the city council petitioned the government to resume the work. The project was finally completed in 1939 at a total cost of 78 million yen.

戦時下の市民生活
Civilian Life During Wartime

With the outbreak of the Second Sino-Japanese War in 1937, Kobe's municipal administration shifted to a wartime system. 1939 saw the establishment of the Home Front Service Association, and the Kobe branch of the Imperial Rule Assistance Association was launched in 1941. The distribution of rations and air raid drills were conducted through neighborhood associations and neighborhood watch organizations. From then on, all aspects of civic life revolved around the war effort.

阪神大水害
The Great Hanshin Flood

In July 1938, torrential rainfall caused rivers to flood and triggered mudslides, resulting in 616 deaths and damage to 89,715 homes. Kobe City initiated recovery efforts and petitioned the government for assistance. This disaster made flood control measures an integral part of Kobe City's urban planning.

西神の新都市構想
Vision for Developing a New City in Western Kobe

Noda Bunichiro, the ninth mayor of Kobe City, spearheaded an ambitious plan to build a new city on the Akashi Plain. To this end, Kobe City established a survey committee and a port bureau in 1942. Although agreements were reached that same year to merge the planned areas, the merger could not proceed owing to the Outline of Emergency Measures for the Final Battle that the Cabinet enacted in 1944. Ultimately, this grand vision was never realized. However, the experience drawn from this period proved invaluable in the postwar development of Seishin New Town.

神戸大空襲
The Great Kobe Air Raids

Air raids on Kobe resulted in unprecedented devastation within what is the current city area. Confirmed figures alone indicate approximately 530,000 victims, including 7,524 fatalities, 16,948 people with serious or minor injuries, and damage to about 142,586 homes.

空襲の始まり
Onset of Air Raids

In December 1941, Japan initiated the Pacific War. Kobe suffered its first air raid in April 1942. The evacuation of buildings began in 1943, followed by the evacuation of schoolchildren in 1944. From November of that year onward, air raids on mainland Japan by B-29 bombers intensified.

爆撃目標になった神戸
Kobe, a Target for Bombardment

On February 4, 1945, Kobe sustained incendiary bomb attacks targeting its urban areas and military facilities. The damage was exacerbated by the city's elongated east-west terrain. It incurred particularly severe damage during air raids on March 17, May 11, June 5, and August 6.

戦災復興と占領期
Period of Occupation and Reconstruction After WWII

Kobe's city center suffered extensive damage from air raids. Following World War II, occupation forces requisitioned buildings and land. As people worked to rebuild their lives, Kobe City drew up a plan to reconstruct the war-torn city and advanced a large-scale land readjustment project.

文化施設の充実
Expansion of Cultural Facilities

Throughout the 1950s, Kobe City worked to expand its cultural facilities. In 1951, it opened Oji Zoo and the Kobe City Museum of Art. Suma Aquarium, which opened in 1957, emphasized educational outreach activities, such as hosting internationally diverse exhibitions and running educational programs for schools.

「山、海へ行く」の都市開発
Urban Development: “Bringing the Mountains to the Sea”

As Kobe's industry recovered during the Japanese economic miracle, the city faced a shortage of land for its port and industrial facilities. This prompted it to undertake land reclamation work in the eastern part of the Port of Kobe. Through development that involved “bringing the mountains to the sea”—in other words, filling the ocean with mountain soil—the city created coastal industrial zones and residential areas. As a result, the city's land area expanded and its port grew.

道路・鉄道の整備
Development of Roads and Railways

Before World War II, Kobe City had been developing its roads and railways. This resumed after the war, with improvements to transport infrastructure making it even easier for people to get around. Key developments included the opening of National Route 43 in 1965, the Rokko Toll Road, and the Kobe Rapid Transit Railway. These improvements also paved the way for the Bridge of Dreams, a visionary plan put forward by Haraguchi Chujiro, the twelfth mayor of Kobe City, to connect Kobe with Awaji Island.

ファッション都市とポートピア'81
Fashion City and Portopia '81

The oil crisis of 1973 delivered a severe blow to Kobe's economy. Seeking to shift its industrial structure away from overreliance on heavy industry, the city declared itself a “fashion city,” positioning lifestyle and cultural industries as its new focus. As a symbol of this vision, Portopia '81 was held on Port Island in 1981, attracting around 16 million visitors. That same year also saw the opening of the Port Liner, an automated driverless train.

福祉都市づくり
Welfare-oriented Urban Development

In 1977, Kobe City enacted the Ordinance to Protect the Welfare of Kobe Citizens. In 1989, as part of its centennial celebrations it opened Shiawase-no-Mura (village of happiness), a comprehensive welfare facility in Kita Ward. In this way, Kobe aims to be a welfare city where all citizens can live with peace of mind.

環境保全と消費者問題
Environmental Conservation and Consumer Issues

Kobe City stepped up its environmental conservation efforts in response to pollution and PCB contamination in the 1960s. Actions it took to improve the urban environment included the Green Kobe Project in 1971, followed by the Human Environment City Declaration and the enactment of the Environmental Ordinance the following year. In 1974, it introduced the Consumer Protection Ordinance with the aim of establishing strong consumer rights.

アーバンリゾート都市
Urban Resort Fair KOBE '93

In the 1990s, Kobe aimed to enhance its appeal as a city where residents could enjoy comfortable urban living and where visitors would want to stay. A number of major developments were completed during this period, including Rokko Island, Seishin New Town, and Harborland. In 1993, Kobe hosted Urban Resort Fair KOBE '93, a grand-scale urban event spanning the entire city.

阪神・淡路大震災と震災復興
Recovery from the Great Hanshin-Awaji Earthquake

The Great Hanshin-Awaji Earthquake struck at 5:46 a.m. on January 17, 1995, inflicting extensive damage on Kobe City. As part of its reconstruction efforts, the city designated the areas south of Rokkomichi Station and south of Shin-Nagata Station as urban reconstruction promotion zones. In these zones, redevelopment projects were undertaken in which residents and the city government collaborated to move forward with reconstruction plans.

神戸医療産業都市構想
Kobe Biomedical Innovation Cluster Initiative

After the Great Hanshin-Awaji Earthquake, to rebuild its economy, Kobe City established the Kobe Biomedical Innovation Cluster on Port Island, bringing together research institutions, hospitals, and medical-related companies in one location. This cluster fosters collaboration among industry, academia, government, and medical professionals to drive research in regenerative medicine, develop medical devices, and carry out projects harnessing the power of the supercomputer Fugaku.

協働と参画のまちづくり
Community Development through Collaboration and Participation

Kobe City enacted the Three Ordinances on Collaboration and Participation in 2004. These ordinances stipulate that at each stage of municipal government planning, implementation, and evaluation, the city must listen to public opinion, work together with citizens to develop and execute plans, and then verify the results.

神戸空港
Kobe Airport

In 1982, Kobe City decided to push forward with the construction of Kobe Airport. After the Great Hanshin-Awaji Earthquake, Kobe positioned the airport as a disaster preparedness hub within its reconstruction plan. The airport opened in 2006, and international charter flights began service in 2025.

市役所の改革
Administrative Reform of Kobe City Hall

Following the Great Hanshin-Awaji Earthquake, Kobe City invested 2.9 trillion yen in reconstruction projects, and issued substantial quantities of municipal bonds. Operating under tight budgets, in 1995 the city embarked on a series of administrative and fiscal reforms. Measures included organizational restructuring, staff reductions, and project reviews.

変わる神戸
Efforts to Reshape Kobe

Kobe City is pursuing community development suited to Japan's impending era of population decline. In the city center, it proceeded with the redevelopment of Sannomiya, while in the suburbs, it has enhanced the functionality of stations as community hubs. In this way, the city is advancing sustainable community development that leverages local characteristics.

自然との共生
Coexistence with Nature

Kobe is home to many areas of rich nature, called satoyama. Kobe City has been promoting sustainable agriculture and comfortable living in these areas. In 2023, it established the KOBE Satoyama SDGs Strategy, followed in 2025 by the KOBE Satoyama Revitalization Strategy, and is actively working with diverse stakeholders to address the challenges facing satoyama communities.

新型コロナウイルス対策
Measures to Prevent the Spread of COVID-19

In response to the COVID-19 pandemic that broke out in 2020, Kobe City prioritized citizens' lives and livelihoods above all else, ensuring medical systems remained intact, monitoring variant strains, and supporting automated PCR testing. The city enlisted the help of a team of student volunteers to assist elderly residents with online appointments for vaccinations.

グローバル貢献都市
Global Contributor City

Kobe City is engaged in pioneering medical research and developing technologies for utilizing hydrogen energy, and shares information on disasters with cities worldwide. It also fosters exchanges with sister cities and friendship cities, as well as offering services to support foreign residents in their daily lives. Initiatives such as these reflect the city's commitment to contributing to the international community.