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The article presents a study on "The Channel Tunnel Project" by the Department of the Environment which aims to encourage the forms of cross-channel link as alternatives to a railway tunnel. The tunnel expects to perform in transporting cars and lorries between Folkestone and Calais, and running for ordinary trains. It also helps air and lorry transport to burgeon which protected by the absence of an effective rail alternative.

The article focuses on the changing pattern of the newspaper publishing industry. The newspaper supplies the average American with entertainment and information, and helps him to buy intelligently. The cost of newspaper publishing has risen steadily and still higher costs appear in prospect. Competing media has siphoned off advertising revenues. The number of daily newspapers has declined rather persistently since 1909 as a result of mergers and suspensions. With a strong, free press so important to the preservation of democracy, it appears of paramount importance to obtain a clear understanding of the economic problems of newspaper publishing and of the economic trends which have caused these profound changes in the industry. In general, the metropolitan newspaper has only two things to sell, namely, advertising and circulation. The principal operating expenditures of the newspaper fall into four groups labor, raw material, equipment and news and other services. Improved transportation has widened the competitive area of most papers, but this in turn has probably been a factor in reducing the number of papers published in the United States.

Increasing attention has focused in recent years on the use of spectral analytic techniques for the analysis of economic time series data. Sovereign, Nolan and Mandel have recently outlined the basic concepts underlying such analysis and presented examples relating to the management science area including inventory demand, transportation simulation and stock market price behavior. The purpose of this paper is to supplement and extend their tutorial with a discussion of some of the problems involved with the application and interpretation of spectral statistics, emphasizing the problems of stationarity and detrending and data windows. Additionally, the scope of the examples is broadened to include applications in the area of monetary economics. The first part of this paper presents a brief discussion of the objectives of spectral analysis. Since this paper attempts to extend the work of Sovereign, Nolan and Mandel, only a heuristic discussion of spectral techniques of analysis is presented. This is followed by a more detailed description of the problem of stationarity and the effects of detrending upon the interpretation of spectral results. Then we consider the problem of estimating a continuous curve with finite information and the implications of both of these problems by presenting several applied examples in the area of monetary economics. The concluding section of this paper briefly summarizes some additional considerations in harmonic analysis of economic time series data and notes some potential directions for future research. [ABSTRACT FROM AUTHOR]

This article focuses on the Layfield report on Greater London Development Plan, plan that requires local authorities to state their objectives, present alternative strategies for their future development and evaluate the alternative strategies for their future development. Begun when the Greater London Council (GLC) was formed, its origins ante-dated the 1968 Town and Country Planning Act. GLDP is an attempt to define planning objectives and to evaluate a plan for London, England it was backed by many research papers and studies and it was subjected to detailed examination by inquiry. Named the Layfield Inquiry after its chairman, the GLDP was the largest planning inquiry held in the country. The Inquiry accused the GLC of over-ambition for trying to argue as if it could alter population and employment trends when it had neither the statutory powers, nor the real power to do so; variable quality in the treatment of issues--so that, for example, it took much more seriously highway planning where it had responsibility than public transport where it had not (until it took over London Transport in 1970); no logical connection between facts and policies, or between objectives and policies; and describing objectives so vaguely that they were not operational.

This paper shows that the so-called "transportation problem" possesses the four characteristics which define linear programming (LP) type problems. Thus, the transportation problem can always be solved by using the Simplex Method, a well-known but tedious technique for dealing with any linear programming problem. A special procedure for solving the transportation problem is the so-called "Transportation Method," which involves three steps. However, due to intricacies in steps 2 and 8, this Method can, like Simplex, become quite tedious and time-consuming. A short-cut approach to solving the transportation problem is the Vogel Approximation Method (VAM), which is a very simple means of performing step 1 of the Transportation Method. Application of VAM to a given problem does not guarantee that an optimal solution will result. However, a very good solution is invariably obtained, and is obtained with comparatively little effort. For many purposes, using VAM to carry out step 1 of the Transportation Method eliminates (or all but eliminates) the need for performing steps 2 and 8. The mechanics of the Vogel Approximation Method are illustrated with reference to a particular transportation problem. [ABSTRACT FROM AUTHOR]

The article discusses the contribution of Mediterranean tuna fishery in providing sustenance to the local residents and also emphasizes on its declining state. The economic role of tuna in the Mediterranean is related to the size of the catch and to pertinent interrelated elements that make up the Mediterranean environment. These elements include the climate, topography, early deforestation, soil erosion, specific types of agriculture, population density, and the frequency of civil unrest. The tuna fishery stimulated the demand for fishing boats, nets, fig leaves, pottery and salt. In the Greco-Roman era tuna became a staple protein food for thousands of inhabitants along the Mediterranean, thus achieving a role of greater economic significance than that of any other fish in the Mediterranean. The decline of the Mediterranean tuna fishery in the past century is primarily the result of low productivity per man. This is because of severe limitations imposed by the very small size of the entrepreneurial, inadequate marketing facilities, including storage, transportation, and sales promotion, inadequate availability of sources of financing and virtual illiteracy of many fishermen in the eastern Mediterranean.

This article focuses on the transport costs and the location of firms. This paper follows the analytic approach of researchers A. Losch and J. Tinbergen, in so far as it explores some of the effects that the inclusion of transport cost might have on the neo-classical theory of the firm. In particular, our aim is to probe a little more deeply than hitherto into certain aspects of cost, price and firm density analysis, taking as our starting point an heroic set of assumptions regarding cost functions, consumer density and the like. Though the assumptions made are rather restrictive, we feel that our simple model has development potential along lines briefly suggested in the conclusion. The first section of the paper serves to illustrate the nature of some of the assumptions made. In second section to consider the least cost competitive case, where transport cost is the only cost borne by the firms. The least cost competitive case is the core of the paper, and in it we are concerned with specifying conditions that must hold when an optimum market area pattern prevails.

The paper reviews and assesses recent developments in transport planning techniques and makes suggestions on those aspects on which further research could most productively focus. Part I deals with various traffic forecasting methods, a field in which newer microeconomic decision models appear to provide promising results. Part II analyzes the use and limits of various planning techniques at the project, modal network and intermodal level, with particular emphasis on multi-parametric simulation models; special attention is directed at the interdependence of investment, pricing, taxes/subsidies and access control. Part III is concerned with some ambitious but rather unsatisfactory attempts of predicting the locational impact of changes in the transport sector on other sectors of the economy; consistency analysis, dynamic planning and further basic line data collection, necessary to formulate models of higher predictive value, are suggested. Part IV discusses the implications of using transport policy as an instrument for explicitly influencing the desired regional pattern of economical and social activities, an area to which priority of further research should be given. [ABSTRACT FROM AUTHOR]

Throughout history the city and the countryside have been interdependent, but in the present century the degree of this interdependence has greatly increased in the United States. This transformation is traced in terms of changes in the following: (1) transportation and communication; (2) trade, institutional, and social relationships; (3) occupational structure; and (4) population. Implications of this change for practical affairs in specific settings such as the rural-urban fringe, for the concepts "community" and "rural-urban," and for the future of rural and urban sociology are discussed. [ABSTRACT FROM AUTHOR]

The article discusses the process of denationalization of the British Transport Commission (BRS) in 1953-1956 in Great Britain. Having published a White Paper in May 1952 that gave the general outline of policy, the government introduced a Bill to denationalize BRS and to reorganize the railways. The government recognized that denationalization of BRS would impose financial burdens on the British Transport Commission (BTC). Because of this, the 1953 Act made provision for a financial levy to be paid by all private haulers. The BTC and the Board has little idea of what the demand would be for transport units of whatever size. The BTC submitted a formal proposals to the Disposal Board in September 1953 and on November 18 the first of lorries for sale were published. Unsold vehicles from lists one and two had been re-offered for sale on May.

Measures the increase in marginal transportation costs paid for by final consumers due to inefficient flow pattern created by restrictions on trade in natural gas. Comparison of the actual distribution of gas to a hypothetical free trade distribution; Estimation of the regional gains and losses among purchasers and producers; Calculation of the distribution of flows using a linear programming model.

The article discusses the author's experience as a journalist. He started as an academic researcher and then as a professional journalist dealing with issues related to education. According to him, their part in the issues involving politicians was on the range of common assumptions. He switched his field from education to the problems of urban planning and transportation. Moreover, he discusses the complexities in urban planning and further cites some issues in its range.

This paper reports the results of a study of the relationship between the cost function for providing urban bus service, some of the technological relationships underlying the cost function, and the environmental setting in which the bus firm operates. It attempts to show that the environmental setting is relevant and that costs of urban bus operation vary across cities in ways that cannot be entirely accounted for by factor price or output differences. [ABSTRACT FROM AUTHOR]

This paper attempts to analyse British Railways' track costs on a long-run basis. The long run is defined as a period in which the amount of track and other plant, but not the route mileage, is considered to be variable. Therefore the study is interested primarily in costs and outputs per route mile. "Track cost" is the cost of providing and maintaining (and operating, in the case of signalling), the fixed plant used for traffic purposes. On the cost of maintaining and signalling the running tracks, the report provides a table of costs per route mile. In the passages of the article it is implied that although the length of the route system may be changed, i.e. routes may be closed, the amount of plant maintained along the routes cannot be changed, and therefore its cost is fixed in relation to changes in traffic density. Because of this fixity of the cost per route mile, unit cost will is minimized only by moving dense flows of traffic in high capacity trains, thus obtaining the widest possible spread of the railways unavoidable burden of high system cost.

This article presents several columns and reports related to transportation and marine insurance published in various journals. One of the column was "Insurance in Malaysia," by W.T. Krall published in the journal "National Insurance Buyer" which discusses general survey of types of insurance and laws. Another report was "The Problem of Freight Rates in American Overseas Trade," by A. Theodore Desmedt published in the journal "Export Trade" where some solution are suggested to the problem described. A report "Piping All Hands to the Pushbuttons" was published in the journal "Business week." It was on automation by Lykes Bros. Steamship Co. "International Drop-Shipment Directory" reports on the trade information service. "When is Atlantic Air Freight preferable?" by L. Christian de Talance published in the journal "Commerce in France" discusses some rules to follow in deciding between air and ocean freight. A report on the "Will a New "Big Ditch" Be Built?" published in the journal "Business Week" discusses possible sites for new canals to replace or supplement the Panama.

The article discusses the features of the property tax and its role in urban development. The article states that a rational growth policy would remain beyond the reach unless the right kinds of property tax were adopted. Betting on land values is not an incidental but an increasingly dominant feature of the urban development scene. In the central business districts, the trade in land values often overshadows the exchange of goods and services. A new transportation facility spurs development when it joins relatively low land values with instantly higher productivity. The holders of land keep bidding up the asking price until the land, compared to the economic potential, is no longer cheap but expensive. Communities are deprived of their cohesiveness and their tax base assessment process. The maximum tax reduction is awarded to the owners of derelict, abandoned buildings. The power of a strong land value tax to set land use patterns in order, applies to every growth center, small or large, across the country, a point that has been largely overlooked by most of those who are searching for more unified metropolitan areas and for new workable national land policies.

Congestion is present: optimal changes in price and quantity may occur in opposite directions (Figure 2).
(c) Increases in social rents generated by transport investment should generally include the decongesting effects of the investment on consumers' surplus indicated (in Figure 3) by the increased marginal valuation of transport services (an upward shift in DD) and the reduction in marginal congestion cost (a downward shift in MCC) accompanying an expansion of capacity. [ABSTRACT FROM AUTHOR]

Focuses on a study which modified estimates of annual road costs and the classification of heavy vehicles in Canada. Methods and findings; Components of revenue estimates; Conclusion.

This article describes an attempt made by several large railroad companies to combine their operations in Great Britain, from 1900 to 1914. Competition amongst railway companies bore a strong relation to that between nation states and, like rival empires, the companies could call on a kind of "corporate nationalism" from, employees at all levels of the hierarchy, in their fight for market supremacy. But competition, however potent a force, could scarcely be given free rein. The dynamic, badly understood economic environment, within which the actions of any one company could materially affect the market prospects of its rivals, certainly fostered the competitive spirit; but it also created that uncertainty which gave the companies a craving for security and thereby paved the way for co-operation. It was on the "Three Greats" working union bill that the Board of Trade focused its attention in the hope of producing a compromise settlement acceptable to both the railways and Parliament. Despite the industry's difficulties and despite the obvious advantages of continuing to run the railways as a unit, nationalization was never a real possibility.

This article discusses some of the circumstances concerning the restrictions that were placed on the operations of the Liverpool and Manchester Railway to win approval of the Great Britain Parliament in 1825 and 1826. As a pioneer of the railway idea the Liverpool and Manchester Railway incurred a number of exceptional costs. Among these may be counted the special restrictions that were placed on the company's operations as a result of its initial battle for survival on its road to Parliament in 1825 and 1826. During those years of desperate negotiation the directors of the project agreed to three conditions. In order to placate opposition they offered to divide the shares equally among the towns of Liverpool and Manchester and the landowners along the line of the railway; no individual subscriber would hold more than ten shares; and dividends should be limited to a maximum of 10 per cent. The first two restrictions were dissolved before the Act passed through Parliament, but the dividend limitation had a much longer life.

This article examines the roles played by indigenous railways in the rise of the Scottish heavy industries. At the beginning of the nineteenth century the Scottish economy was dominated by agriculture and textile production. By the end of the century these were still important, but heavy industry, in the shape of coal mining, iron and steel production, engineering, and shipbuilding, had come to the fore. Concurrent with this transformation was the construction of some 3,500 miles of railways. That these railways consumed and carried many of the products of heavy industry might imply that Scotland was no exception to scholar W.W. Rostow's generalization--the development of railways has led on to the development of modern coal, iron and engineering industries. The work of scholar R.W. Fogel has, however, demonstrated the naïvety of accepting such statements without subjecting them to statistical verification. Unfortunately, quantification is not always possible and any arguments based solely on non-numerical evidence must be treated with caution.

This article provides a historical account of internal transpiration, the status of carters and carting organizations under the Spanish government between 1476 and 1700, based on the literary works of Julius Klein. The only coherent description of even a portion of the internal transportation of early modern Spain is buried in the work of Julius Klein. In 1920 Klein devoted three pages of his book on the Mesta to a description of cart transport and its relationship to the government. He described a national organization of carters, called the "Cabana Real de Carreteros," which was recognized by Isabella I in 1497 and given a number of privileges similar to those of the Mesta. Among the many reforms which Isabella's reign brought to Castile was the direct assistance for the carters which Klein suggested, though not in the form he described. In revising and clarifying its relationship with the carters, the crown systematized privileges previously used irregularly. At the same time it defined the carters' obligation to give priority to royal demands.

The article discusses the factors inhibiting the development of the Appalachian region. Appalachia, as defined by the Appalachian Regional Commission, is to some extent a political conglomeration of Appalachias. The annual rate of employment change for Appalachia between 1962 and 1965 was 2.3 percent as opposed to 3.2 percent for the U.S with the Appalachian portions of Kentucky, New York, Ohio, Pennsylvania, Virginia and West Virginia registering slower growth rates than the U.S. The total population in the Appalachian region in 1960 exceeded 15 million, but only 47.5 percent of this population was classified as being urban. The region suffered an absolute population decline of 3.1 percent in metropolitan areas and 5.1 percent in non metropolitan areas during the 1950 to 1960 census for persons 18 to 64 years of age, the economically-productive age group. Factors such as non-standard transportation system, paucity of public investment, the antiquated governmental structure and the industrial structure inhibited the growth of West Virginia. The transportation and communication systems constitute the major integrating factors in a market system. It is largely the development of the transportation system that furnishes the more important location factors in a market-directed economy. The close relationship between the transportation and communication systems and industrial location reflects the impact of national transportation policy on regional growth.

The widespread introduction of electronic data processing at every level of government operation has brought very great, and as yet incomplete, changes in organizational procedures and structure. Already, more sophisticated tools of management science are being utilized in public ad- ministration; operations research, systems analysis, and simulation, the quantitative methods, which have demonstrated their effectiveness in aerospace endeavors, are being applied to matters of public concern. The author here presents preliminary findings on an ongoing research study of the State of California's experience in the application of systems analysis to five designated problem areas-crime, transportation, waste management, information-handling, and welfare. Al- though the potential advantages and limitations of these techniques cannot be predicted at this early stage, it is apparent that new patterns of intergovernmental relationships are evolving, that new kinds of staff capability must be developed, and that management in the Space Age calls for a new order of competence, viability, and innovativeness. [ABSTRACT FROM AUTHOR]

The article discusses the concept of planning. During the past thirty-five or fifty years the rapidity of urban and metropolitan growth, the impact of commercial and industrial expansion upon established residential areas, and the changing functions of the different parts of the urban structure, have brought into sharp focus the need for coordinated long-range planning. Technological development had already made possible the construction of tall buildings, improved methods of mass transportation, and the provision of adequate water supply and sewage disposal facilities for large urban concentrations. The popularity of zoning as a means of controlling private development far exceeded public recognition of comprehensive planning as a basis for the determination of future land use requirements, with the result that for many years the operation of such restrictions comprised the sole activity of an official planning agency. It has been calculated that at least a thousand published and unpublished plans have been made during the last twenty-five years.

The article presents a list of publications related to transportation and marine insurance. Some of the publications are: "Transportation, the Servant of Development; "Ocean Transportation," by Ernst G. Frankel; "Hazards of Matitime Transit," by Lewis M. Alexander and Thomas A. Clingon; "The Politics of International Shipping," by Olav Knudsen; "UN Liner Conference Could Have Major World Maritime Impact"; "Sailing Into a Promising Future With a Certain Dash"; "Startegic Aspects of Seabourne Oil," by Bernhard L. Abrahamson and Joseph L. Steckler.

The article presents information related to transportation and marine insurance. "Transportation," is a whole supplement, which is devoted to various kinds of transportation. Most of the articles are on domestic carriers, but there is one on international air cargo and its potential and another on the problems of American shipping companies. "Ever Wondered What You Can Ship by Air?," By Harry McDougall presents a discussion of how air cargo services are changing entire marketing concepts on some industries around the world. "Cargo Loss Prevention Recommendations," by the International Union of Marine Insurance, provides suggestions on how shippers, consignees, ocean carriers, port and terminal operators, air terminal operators and marine underwriters can cut cargo. "Bonnell's Directory on Packaging and Shipping," by Bonnell Publications Inc is a classified register of manufacturers and suppliers of containers, packaging materials, materials-handling equipment, and services, including those for overseas shipping, issued semi-annually.

Lists publications and articles related to transportation and marine insurance. 'Port Dues, Charges and Accommodations, 1971-72'; 'Rate Regulation in Ocean Transport'; 'American Institute Hull Clauses,' by R.M. Hicks.

Comments on the economics of country bulk grain storage. Transport technology; Transport costs; Discount rate selection.