The purpose of this article is to clarify the followings: (1) ecological conditions conducive to the genesis of urban communities in Southern England during the Iron Age, (2) spread patterns of such urban settlements in their chrysalis stages, and (3) territories over which such urban settlements controlled. The study results are summarized as follows.
The genesis of an urban community can be generally accounted for by the formation of a habitat of non-agricultural groups, being supported by the over-surplus of agricultural products. The enlargement of agricultural produce in England in the above period can be verified by means of pollen analysis administered in the following areas; Hockham Mere (Norfolk), Old Buckenham Mere (Norfolk), Decoy Pool wood (Somersetshire), and Thrang Moss (Lancashire). A supposition could be made out of these findings that forest clearances had been quite vigorously pursued in order to obtain arable land.
The fact that defensive settlements called hillforts took urban appearances, can be known from the following archeological findings: in such places as Maiden Castle (Dorsetshire), South Cadbury (Somersetshire) and Heathrow (Middlesex) either a shrine or a temple had been excavated, and using these discoveries we can surmise that these places had been religious centres. It can also be assumed that Hod Hill (Dorsetshire), Chalburry (Dorset shire), and Credenhill Camp (Herefordshire) had a large population.
The regularity shown in the distribution of a hillfort whose area covers over 15 acres, leads to the presumption that these hillforts presented themselves as central places in the hexagonal network with a distance of 13 kilometers, when measured from the centre of one cell to the centre of the next one nearest to it.
An additional clarification is the fact that Credenhill Camp had a higher ranking than the other central places with its sphere of influences amounting to a circle with a radius of 30 kilometers. Judging from tribal territory and distribution of pottery works, a cultural sphere of influence can be discerned as a circle with a radius of some 30 to 40 kilometers.
The territorial scale as recognized in the above-mentioned findings has been maintained in the regional size of iron-aged oppidum (Belgic oppidum) as the central place. Never-theless, the most powerful state Catuvellauni seems to have enjoyed a radius of some 60 kilometers as her sphere of influence. As such, we can surmise that the regional system prevailing then was somewhat akin to the Kolb's Central Place Model.
The circular regional system discussed above, had been so recapitulated, even in the civitas under the Roman rule, that we can surmise an existence of some ecological balance that had been sustaining such a regularity.
In conclusion, the author should like to thank Drs. K. Fujioka and I. Suizu, Professors at Kyoto University, for their continual assistance. His thanks also go to Dr. A. M. Lambert, of the London School of Economics and Political Science for her generous assistance and cooperation in securing the necessary materials contained in this paper.

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This investigation aims at analyzing the characteristics of the industry and its labor force in Shingu City, using employment status. The chief manufacturing activities of Shingu City are those of lumber industry and of paper industry. There has been little change in its industrial composition since the beginning of the 1900's. The number of employees in the lumber industry, which is one of the two major manufacturing industries, has been decreasing.
The comparison between the labor force of these industries and that of other industries shows the following facts. Firstly, most of the heads of households who are laborers come from the city. Almost all of the movers from other districts working in these industries live in the suburbs of the city. The distribution of the residential sections shows that laborers live in more limited areas, around factories, than public officers. As for the younger generation, about the half of them have moved to other districts and they are engaged in manufacturing industries, trade industries, and service industries. The other half, remaining in the city, are working exclusively in trade industries and in service indus-tries. Few of them are working in manufacturing industries. There is a very remarkable tendency that the younger generation who moved to other districts are mostly children of farmers in the suburbs of the city, while those of shopkeepers in the city and of workers in trade industries mostly in the city. After all, the labor force made up of housewives coming back to factories compensates for the shortage of labor force of men, especially of the younger generation. In the case of manufacturing industries, most housewives working in them are from the families of laborers, while, in other industries, housewives are able to come from wider range.
The industrial labor force in Shingu City has such features mentioned above, and these features are reflected in the characters of the two major manufacturing industries of the city, the lumber industry and the paper industry. In the lumber industry, more couples are working together than in other industries. Moreover, the terms of service of laborers are shorter and the ranges of labor market are more limited. Perhaps the reason is based on labor conditions which are worse than those of other industries. In the paper industry, the labor market is available only in and around the city. But the terms of service of laborers are longer, and less couples are working together than in the lumber industry. It is not the paper industry but the lumber industry that is short of young labor force and is dependent on housewives.
The investigations in Shingu City show the fact that, in lumbering towns in Japan the exodus of the younger generation has caused the heavy dependence on labor force of house-wives and the rapid increase in the number of couples working together.

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The purpose of this thesis is to describe an introduction on the study of Aeronautic Geography. To begin with, basic problems must be considered in the study of air transport. We should particularly try to consider airspace as the most important problem in various aeronauticgeographical ones of air transport.
At first, it is taken up that the study of meteorological airspace is the most basic problem. Because the problem is directly concerned with the safe take-off, flight and landing of aeroplane.
Next, we have the international problems of territorial air and Flight Information Region (FIR). The former is a political and difficult problem in the international diplomatic relations. The latter is a social and co-operative problem in the international air transport.
And, we could not get the same significance and character in airway area as other transport routes. It has been said that the first factor of the three air transport elements is aircraft and the rest of them are airway and airport. We have a colored airway with N. D. B. and a victor airway with V. O. R.. In general civil aviation, we should take up both international airway and domestic one.
At last, we pick up three problems in the airspace of airport. First of them is the problem of meteorological area as a basic one of airport. Second is the problem of the control zone for Air Traffic Control (ATC) as a functional one of airport. The last is the problem of the positive control area as a special one of airport. We should particularly investigate the importance on ATC in airport.
In this way, through an aeronautic-geographical consideration on air transport, we could not keenly help feeling that Aeronautic Geography will meet further important problems in the future.

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