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Transport Geography: An Introduction. Transport and Development: Theoretical Approaches. The Role of Transport in the Development Process. Transport Policy and Control. Transport and Environment. Urban Travel Patterns. Urban Transport Problems and Solutions. Inter-Urban Transport. Rural Areas: The Accessibility Problem. Transport for Tourism and Recreation. Bulk Freight Transport. Multimodal Freight Transport. International Surface Passenger Transport: Prospects and Potential. International Air Transport. Sustainability.

Three dimensions of urban systems are investigated in this paper. The first is urban dominance, which refers to the network of influences certain urban places maintain within a system of cities. The second is interurban spatial structure, which refers to the pattern of links existing in a network of urban dominance, together with the nature and degree of those influences pulsating along these links. And, the third is spatial dynamics, which refers to the trajectory along which geographic distributions move through time, and the principles governing this motion. An interface between these three dimensions is articulated both conceptually and analytically. Several interesting conjectures can be derived from this interface. Based upon a data set for Puerto Rico, the conjecture supported best by the empirical evidence is that differences among geographic areas are principally due to effects stemming from the prevailing spatial structure.

The percentage of families headed by females in poverty varies widely across metropolitan areas. For example, 8.37% of all families in Albany, Georgia were female-headed and in poverty in 1980, while in Sheboygan, Wisconsin the figure was 1.1%. Though not as dramatic as this interregional difference, intra-regional variation can also be significant. In Detroit, Michigan 4.90% of families were femaled-headed and in poverty, and in the closest interstate metropolitan area, Toledo, Ohio, the figure was 3.77%. Recent research into the behavior of low-income femaleheaded families suggests that state benefit differentials in Aid to Families with Dependent Children (AFDC) may, in part, be responsible. In this paper we construct a model that explains an important and overlooked implication of non-uniform benefit standards among states: the inter-urban variation in the size of the potential and actual AFDC-recipient population. Particular attention is given to: (1) the impact of interurban differences in real AFDC payments; (2) the potential of AFDC to alter the number of female-headed families in poverty; and (3) the relative importance of other urban characteristics in explaining the size of the potential and actual AFDC-recipient population. The model uses 1980 census data and is estimated for all standard metropolitan statistical areas for which we were able to obtain data.

Some methods for analyzing the progressive development of integration among towns in the evolving urban system of Victoria (Australia) are presented. In nineteenth century Victoria, communications technologies which were government directed and owned were principal agents in breaking down isolation among towns and creating a systemic character. In an historical context where recognized methods involving flow data are not possible, alternative analyses are necessary. These comprise density usage mail route maps, which rely mainly on a visual impression of systemic extension and interurban interaction, and regression models of actual on potential interaction of towns in the telegraphic and railway networks. The measure of a town's integration in the system is the level of its actual interaction in terms of volume of telephone and railway transactions, as compared with its potential for interaction arrived at by the use of the potential model.

By Chapter 429 of the Laws of 1907 there were created in the State of New York two Public Service Commissions, displacing the Railroad Commission, Gas Commission, State Inspector of Gas Meters and, in New York City, the Rapid Transit Commission. The Commission for the First District was given jurisdiction in the four counties comprising the city of New York and the Second District Commission jurisdiction in the remainder of the state. The latter Commission has the problems arising from transportation on the great steam roads and from the many gas, electric and street car and interurban companies in the cities and towns of the State. The Commission for the First District because of its jurisdiction in New York City is concerned almost exclusively with municipal questions, though actually exercising state functions except as to rapid transit. It has to deal with comparatively few companies, but because their business touches millions of people confined to a comparatively small area, the problems that arise have elements involving personal and municipal relations to a greater degree than is true with a commission with jurisdiction over a wide territory and scattered population. The surface, elevated and subway companies in New York City carry annually over 1,300,000,000 passengers, which is over 66 per cent more than the total number of passengers carried on the steam railroads of the entire country. They have a capitalization of over $533,000,000 and derive annually from their passengers over $62,000,000 in fares. Until the recent receiverships the operating companies were concentrated into six groups.

B ETWEEN 1940 and 1955 California's population climbed spectacularly, from 6,907,387 to an estimated 13,000,000, a growth of 88 per cent. The population of the San Francisco Bay Area increased at about the same rate, from 1,734,308 to about 3,200,000. An ample salt-water harbor with sea-level access to the Central Valley has given this area a gateway position, which has been an important factor in its growth and development. In the two decades between 1920 and 1940 metropolitan San FranciscoOakland remained the major center of population but new communities arose that later became nuclei for suburban growth. Interurban electric streetcar lines and railroads with commuter service traversed much of the area, with direct routes into San Francisco from the Peninsula to the south and with ferry connections north and east across the bay. The Southern Pacific railroad was primarily the reason for much growth on the bayside flatlands between San Francisco and San Jose. Shortly before 1940 the two transbay bridges, Golden Gate and San Francisco-Oakland Bay, brought new suburbs within easy commuting range, and shortly after World War II local freeway or expressway construction was begun, linking outlying suburbs even more directly to San Francisco and Oakland. These modern thoroughfares, built in an attempt to reduce travel time, resulted in a population expansion in the area tributary to the central cities and at the same time encouraged several subcenters to develop a semi-independent econoil-y. For example, San Jose, once primarily the market center of the productive orchards of the Santa Clara Valley and long the nation's leading fruit-canning center, formerly exported a large part of its surplus through the port of San Francisco; today the growth of diversified manufacturing has weakened San Jose's economic ties with that city. In spite of recent tendencies toward suburban development, the urban core of the Bay Area is still in San Francisco-Oakland-Berkeley, where six

Early in 1926 arrangements were made between the Bureaus of Plant Industry and Biological Survey of the United States Department of Agriculture for increasing the number of birds in an experimental chestnut orchard as a means of controlling nut weevils. The site assigned was the field station of the Bureau of Plant Industry at Bell, Prince Georges County, Md., about 15 miles northeast of Washington, D. C. Bell was a stop on an interurban electric railway, now abandoned; the nearest post office is Glenn Dale. Incorporated in the experimental area was a test orchard of Asiatic chestnuts planted many years ago by the late Walter Van Fleet. These showed marked resistance to the blight that was so fatal to the American chestnut, hence it was desired to get as many sound nuts as possible to facilitate propagation of the resistant types. As practically all insectivorous birds eat nut weevils (Balaninus), it was deemed that general bird attracting procedure was all that was required. The surroundings were basically favorable, comprising abundant shrub and tree growth with plenty of open space. It may as well be said in the beginning that there were too many factors involved (e.g. the trees producing steadily increasing quantities of nuts) to permit definite appraisal of the effect of the multiplied bird population upon the chestnut weevils. The belief is held, however, that the weevils would have been more numerous but for the predatory attentions of the birds. Management phases of the investigation are here reported upon.

Migration of workers from rural areas into cities has long been an important source of supply for urban labor forces. This study analyzes the distribution of occupational skills among such migrants as compared to urban workers and interurban migrants. (Author's abstract courtesy EBSCO.)