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Enzymic hydroxylation of 4-ethylphenol by (a) Pseudomonas putida and (b) highly purified p-cresol methylhydroxylase gave optically active 1-(4′-hydroxyphenyl)-ethanol. The products were transformed into the phenolic methyl ethers and shown to contain 69.5% and 65.6%, respectively, of the (S)-(-)-isomer. The stereochemistry of the reaction is discussed in terms of three distinct steps occurring at the active site of the enzyme.

This two-part article, concerned with the way public transport ridership is affected by the various relevant factors, is based on the Executive Summary of The Demand for Public Transport (Webster and Bly 1980), the report of the TRRL-sponsored International Collaborative Study on Factors Affecting Public Transport Patronage. Part I of the article, which was concerned with the social and economic conditions in which public transport operates, showed the importance of the background factors such as income, car ownership and land use on public transport usage: it also indicated how the longer-term impacts of the more direct demand factors (fares, service levels) often show themselves in changes in car ownership levels, activity patterns (i.e. where people live, work, shop, socialize, etc) and land-use development.Part II reviews the current state of knowledge on the effects of changes in fare levels and quality of service and of the introduction of various traffic and transport measures (traffic restraint, bus priority, etc): it outlines current methodology on costing public transport services and draws the supply and demand sides together in a consideration of particular strategies which are at the disposal of the operator, the planner and the policy maker.

This two-part paper contains most of a report prepared by TRRL for the European Conference of Ministers of Transport, and presented by one of the authors to the Council of Ministers in November 1984. Part 1, which was published in the January-March 1986 issue of Transport Reviews, looked at the way cities have been changing over the years and the influence of growing car ownership on trip patterns. This part examines the changes in public transport use in more detail, considers the interactions between the various underlying trends, speculates on future travel patterns by both public and private means and considers the likely impact of land use and transport policies.

This paper presents the main findings of the TRRL-sponsored International Collaborative Study of the Factors Affecting Public Transport Patronage, a study which involved research workers in Australia, Canada, France, The Netherlands, New Zealand, Sweden, the United Kingdom, the U.S.A. and West Germany. The purpose of the Group's work was to assemble and review available information on the way public transport usage is affected by the many different relevant factors and to fill in some of the more obvious gaps in the knowledge by carrying out specific studies. The complete findings of the Group's work are given in The Demand for Public Transport, published by TRRL in 1980. That report is intended largely as a work of reference, but it is prefaced by an extensive 'Executive Summary' which forms the basis of this review.This review is presented in two parts. The first looks at the objectives of transport policy, describes past trends in patronage, costs, etc. reviews the various techniques used to predict demand, and examines the likely impacts of the main background factors such as changing affluence, car ownership and land use. The second part deals with the more direct demand factors such as fares and service levels, the impact of wider transport policies, discusses the costs of providing service and the potential for reducing them, and finally draws together both the supply and demand sides, indicating the likely implications of the findings of the study for operators, planners and policy makers.

This paper is the last of a series published in Transport Reviews describing the results obtained from Phase 2 of the International Study Group on Land-Use/Transport Interaction (ISGLUTI). In this second phase some interactive models were applied to several cities, and some cities examined by several models, to enable a rigorous comparative evaluation of the various models to be carried out. The paper draws together the main findings of the study, commenting on the performance of the models, looks particularly at the impacts of transport and land-use policies on the cities examined, and discusses the lessons learnt. The act of applying the models to completely different areas proved to be a significant test of the models, and further highlighted their particular strengths and weaknesses, taking account of the ease of transferring to different cities. The study identified those policies where the interaction between land use and transport was particularly strong and those where it was surprisingly weak and showed how the interaction over the longer term could modify the initial impacts. The results have shown how the effects of policies depend on the size and characteristics of the city to which they are being applied. The paper concludes that the more exacting tests of Phase 2 have demonstrated more clearly than hitherto how useful the models are for particular tasks and have given important insights into the impacts of the particular policies tested.

This paper underlines the important role played by the interaction between transport and land use in the way cities develop and the need to use a fully integrated land-use/transport model to assess the longer-term impacts of urban policies. Since most of the models of this type had never been properly tested, the Transport and Road Research Laboratory in the early 1980s set up a collaborative study to examine critically their performance and to assess the impacts of a range of commonly applied policies.The paper briefly describes the first phase of the study in which nine models from seven countries were subjected to a rigorous set of tests covering a variety of policies. For practical reasons each model was applied to the city on which it was originally calibrated. To overcome some of the problems of comparison, a second phase of the study was conducted in which some models were applied to several cities each so that the differences due to the particular characteristics of the cities could be identified. In carrying out this phase, some cities were examined by several models and discrepancies in the results analysed. The setting up of the second phase of the study is outlined in this paper, but not the results, which are given in later papers in this and subsequent issues of Transport Reviews.

The report on partial rescue excavations of the Collfryn enclosure between 1980–82 presents a summary of the first large-scale investigation of one of the numerous semi-defensive cropmark and earthwork enclosure sites in the upper Severn valley in mid-Wales. Earlier prehistoric activity of an ephemeral nature is represented by a scattering of Mesolithic and Late Neolithic or early Bronze Age flintwork, and by a pit containing sherds of several different Beaker vessels. The first enclosed settlement, constructed in about the 3rd century bc probably consisted of three widely-spaced concentric ditches, associated with banks of simple dump construction, having a single gated entranceway on the downhill side. It covered an area of about 2.5 ha and appears to have been of a relatively high social status, and appropriate in size for a single extended-family group. This was subsequently reduced in about the 1st century bc to a double-ditched enclosure, by the recutting of the original inner ditch and the cutting of a new ditch immediately outside it. The habitation area between the 3rd and 1st centuries bc probably focused on timber buildings in the central enclosure of about 0.4 ha, whose gradually evolving pattern appears to have comprised between 3–4 roundhouses and 4–5 four-posters at any one time. Little excavation was undertaken between the outer ditches of the first phase settlement, but these are assumed to have been used as stock enclosures. A mixed farming economy is suggested by cattle, sheep/goat and pig remains, and remains of glume wheats, barley and oats. Industries included small-scale iron and bronze-working. The Iron Age settlement was essentially aceramic, although there are significant quantities of a coarse, oxidized ceramic probably representing salt traded from production centres in the Cheshire Plain. The entranceway was remodelled in about the late 1st or early 2nd, century AD by means of a timber-lined passage linked to a new gate on the line of the inner bank. There is equivocal evidence of continued occupation within the inner enclosure continuing until at least the mid-4th century AD, possibly at a comparatively low social level, associated with domestic structures of uncertain form sited on earlier roundhouse platforms, and including some four-posters and possible six-posters. Drainage ditches were dug across parts of the site during the Medieval and post-Medieval periods, which were associated with various structures, including a corn-drying kiln inserted into the inner enclosure bank in the 15th century.

Eight ring-ditches and several stretches of pit alignment have been excavated between 1981 and 1985, as part of the investigation of an extensive cropmark complex on a gravel terrace in the Upper Severn valley at Four Crosses, northern Powys. Excavation of the ring-ditches, which form part of a more scattered barrow cemetery, has revealed a long and complex pattern of development of barrow types and burial forms in the period between the Middle Neolithic and the Middle Bronze Age. This is compared with the recently published sequence from the neighbouring upland barrow cemetery at Trelystan, and subdivided into four hypothetical phases. There is evidence of activity in the vicinity of some of the sites in the Iron Age, Romano-British, and possibly the early post-Roman period.

There are definite indications for employment of nasal plastic operations even in the urgent days of wartime military practice.1 Their use should be restricted to correction of deformities acquired in military service, but an exception to this rule should be made when a preexisting deformity constitutes a definite hazard to health and, rarely, when gross disfigurement of the patient has resulted in an anxiety neurosis under the stress of war.The need of plastic repair is self evident in gross destruction of the nose or portions of it by missiles, burns and other destructive agents, including cancer and infection, and it is not the purpose of this paper to review methods of compensating for these losses by free skin grafts or flaps. Only methods of correction of abnormalities of the bony and cartilaginous skeletal support of the nose are included under the term "nasal plastic";2 they are discussed because their

Seeds of barley, wheat, beans and corn were mistreated with mechanical abuse, with high temperatures, or with storage at high relative humidity. Percentage germination, rapidity of germination and size of seedlings were determined. It is suggested that the quality of seeds might be determined by consideration of which one of these qualities first shows deterioration.