In this study, we first try to apply Sakashita's model to predict the percentage of passengers who choose air transport as a means of travel. Sakashita uses a modal split model to predict the percentage of passengers who choose a given transport mode in an urban area in terms of fare, travel time and the like/dislike that travelers feel about the transport mode they use. We contrive a method of estimating the degree of passengers preference for air over rail transport (hereafter referred to as degree of passenger preference) by paying special attention to the residuals which can be obtained from the modal split model. We then try to find factors which seem important in explaining the degree of passenger preference, and to determine their relative importance by employing Quantification Theory I. The results of these analyses may be summarized as follows.
1. The choice of air transport cannot be explained in terms of travel time and cost alone. This points to the necessity of using more factors to explain it.
2. Our proposed model is useful in that it can estimate the degree of passenger preference, which has not been obtainable so far.
3. In the days when air transport was not well developed, high degrees of passenger preference could be seen on the routes connecting major cities like Tokyo, Osaka, Sapporo, and Fukuoka, but not on other routes.
4. With the development of air transport, areas far away from Tokyo, such as Hokkaido, Shikoku, and Kyushu, have gradually come to have higher degrees of passenger preference for air travel.
5. Although the factors affecting the degree of passenger preference have changed in their relative importance, the “intervening sea” factor has remained the most important for the last twenty years. The necessity of crossing the sea has been consistently uppermost in enhancing the value of air transport.
6. The “degree of detour” factor, or the ratio of railroad distance to straight-line distance, has consistently become more important in determining the degree of passenger preference for air travel over the last twenty years. It may be pointed out that people have become more and more sensitive to the degree of detour factor in railroad transport, and as a result, the degree of passenger preference for air transport has become higher in regions with high degrees of detour in railway routes.

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Many intensive studies of storm runoff generation have been reported during the past two decades, but the relative importance of the second peak in the stream hydrograph is still not clear.
In this paper we discuss the quantitative importance of second peak discharge and the mechanism of second peak generation.
The investigated watershed is located in the western part of the Tama Hills, west of Tokyo, and has an area of 0.0282 km² (Fig. 1). The watershed is covered with air-laid tephra layers named the Kanto Loam. The vegetation of the watershed consists of secondary forests.
The double-peaked hydrograph was observed twelve times from June 1985 to October 1987 (Table 1).
The results of this study are summarized as follows.
1. The first peak in the stream hydrograph is composed of saturation overland flow and subsurface flow generated around the channelway.
2. The source of the second peak of hydrograph is groundwater accumulated at the head floor. The accumulated groundwater moves downward, and groundwater flow occurs at the head of channelway.
3. Groundwater flow from the side slope contributes small amounts of the second peak discharge.
4. The time lag and amounts of the second peak discharge are explained by the amount of precipitation and the initial discharge of the stream. The initial discharge of the stream indicates the amount of groundwater in the basin.
5. With the same amount of precipitation, the initial stream discharge is related to the time lag of the second peak of the stream hydrograph.

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Many commercial geographers in Japan take a great interest in the width of shop frontages and the arrangement of shops in central shopping streets. In recent years, many retail shops with main stores in the heartland of Japan (in and around Tokyo, Osaka, or Nagoya) have tended to establish their branch shops in local cities. There seems to be a close relationship between this phenomenon and the reorganization of the urban system in Japan. The purpose of this paper is to analyze the location patterns of the branch shops and qualitative changes in the central shopping street in Sendai City.
The results are summarized as follows.
1. The branch shops are divided into five types (A though E) according to the locations of their main branches and their control functions.
2. Both type A and type B shops are branches of main stores located in Tokyo, Osaka, or Nagoya. The branch shops of type A exercise general control over other branch shops in the Tohoku Region. Type B branch shops in Sendai City are the only branches of their stores in the Tohoku Region, so if the number of branch shops in the Tohoku Region is increased, this type of branch shop will become type A shops.
3. Both type C and type D shops are branches of main stores located in Sendai City. Type C shops are widely distributed in and around the Tohoku Region, while branch shops of type D are distributed only in Sendai City. Branch shops of type E have their main store neither in Sendai City nor in the major heartland cities.
4. The number of branch shops has increased since 1972, when the big stores were established in Sendai City one after another. This means that there is a close relationship between the number of branch shops and the number of big stores.
5. The main stores of more than half of the branch shops in the central shopping street are in Sendai City. But in the case of major supermarkets, department stores, and clothing shops, the main stores of more than half of branch shops are in Tokyo, Osaka, or Nagoya, and the number of these branch shops has tended to increase. These shops have improved the appearance of the shopping street, and Sendai's central shopping street has achieved its full potential in terms of function and appearance.
6. Many main stores in Sendai City set up branch shops in and around Miyagi Prefecture. This is the “billiard phenomenon”: the establishment of branch shops whose main stores are in the heartland of Japan. The same phenomenon seems to occur in the central shopping streets of many other cities.
7. These changes in the location patterns of the branch shops in Sendai City help us to understand the reorganization of the retail urban system in Japan.

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Nishina (1984a, b, 1987) discussed the relationship between the generation of local anticyclones and cyclones and the appearance of CBCs (Connective Band Clouds) and BCs (Band Clouds): that is, the generated location of local cyclones corresponds to the landing location of CBCs on the Japan Sea side, and to the formed location of BCs on the Pacific Ocean side.
In this paper, the author shows through a case study that the generation of local anticyclones and cyclones precedes the landing of CBC and the appearance of BCs: that is, CBC lands on and BCs are formed leeward from the location where a local cyclone with a discontinuity line of surface wind has been previously generated.

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