About the middle of the 7th century the Tohoku district attracted attention of ancient states under the System of Ritsuryo for their northern frontiers. Shiro or Saku (ancient castle) of both Mutsu and Dewa Kunis (ancient prefectures) were administrative centres as well as frontier forts in the northern borderland. In addition to these were there stationed Gundan, a purely military position and Gunke (Kohri-no-Miyake), an administrative centre of Kohri (ancient county), substructure to Kuni. It is supposed that to these regional establishments are practised gridded urban planning similar to those of Teito (ancient megalopolis) and Kokufu (ancient local capitals).
The authors did researches on the urban planning of the ancient regional centres by following the methods of historical geography, comparing with their micro-topography and the present landscapes, examining Koaza (the smallest place name) on the land register maps. The objectives examined were Akita Jyo, Tamatsukuri Gundan, Mutsu-no-Kuni Shimeha-Gunke, Dewa-no-Kuni Murayama-Gunke, and so forth. The results show that there were the gridded plans as in Taga Jyo, Izawa Jyo, and Kinowa-no-Sake, reported already.
Secondly, the authors investigated in what location those regional centres were situated in the view point of ancient topography and communication. Especially in respect to the way connecting Taga Jyo with Akita Jyo, we considered its probable route, by making field survey near the Sarubane Toge (pass), and examining its topographical position and attempting to identify the Sarubane Eki (stage).
At the same time we investigated the Gridded Pattern, the land so-called Jori form practised under the System of Ritsuryo, near and around these regional centres mentioned above, its forms, areas and limit of distribution. Consequently, we can report such newly found areas with remains of the gridded land pattern as in the valleys of Naruse and Hazama rivers, and observe that allotted lands in each Tsubo, in general, adopt a peculiar form. As to the northern limit of its distribution the line is supposed to be drawn from Morioka to the Akita plain.
To the north of the area distributing ancient castle and the gridded land pattern, there was located Noshiro-no-Tamuro, the northernmost fort of the Ritsuryo states. It is considered to be located on the plateau to the south of the Yoneshiro river.

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According to 1960 U.S. Census, this Region, defined by Regional Plan Association, had about 16.1 millions. The population of 1850 was only one twelfth of 1960's, and New York Metropolitan Region of that time is considered to have been in the sphere of 7-8 miles from City Hall at most; smaller than the present Core part.
By 1900, it had the increase of 4.2 millions for the fifty years, and it filled up almost the 20 mile ring with the density of more than 200 persons per square mile. Especially, the growth of Manhattan, Brooklyn and Hudson counties in the Core was tremendous. The most noticiable characteristic of the distribution pattern of 1900 is the leap-frog and linear growth pattern beyond the 20 mile ring. It means that the suburban railroad's early influence on the distribution of population or suburbanization was coming out at the turn of century.
From 1900 to 1930, this region gained the increase of 6.1 millions, and, especially, in the last decade, it had the greatest increase on its history. In spite of it, CBDs of the Core, ranging from Manhattan to Newark, began to decrease in population density in that time. And the increasing population filled up mainly the 20 mile ring in New Jersey side and 30 mile ring in Westchester and Long Island. Beyond that, the radial and leap-frog pattern became more predominant than 1900's.
It shows the influence of the best age of the suburban railroad in this Region. But, generally speaking, the spacial expansion of 1930 was not so different from 1900's, except Long Island's extraordinary growth.
By 1960, this Region had the net gain of 4.5 millions; smaller than the first 30 years' increase. In spite of it, its spacial expansion is much larger than 1930's. The 40 mile ring has been almost filled up with the density of over than 200p.s.m. and the radial growing pattern of the pre-war time is going to be extinguished and to make a round pattern as a whole. The 20 mile ring has been pluged up with the density of over than 5000p.s.m., and the 30 mile ring with over than 1000p.s.m.
Long Island Sector and Bergen county are most outstanding in the development.
On the other hand, the decrease of the Core has reached the climax; 583 persons per square mile in average from 1950 to 1960. Especially, Manhattan had the decrease of 260, 000 persons and 11, 688 per square mile after 1950. Really, it may be called the population explosion of New York Metropolis.
The suburbanization of the pre-war time was the cohesion type around a passenger station and the post-war one is the scattering type around a station. It is different from the suburban sprawl of the western cities in the United States.
The distance of 20 miles from Manhattan CBD has always had a meaningful influence to the suburbanization through the pre and post war time. The concentration of population in the 20 mile ring has always been most vigorous, and it coincides with the multi-family dewelling and, beyond that, it shifts to the area scattering suburbanization.

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(1) 等運賃線は,運賃の地域的構造を示す一つの有効な方法である。そしてその構造は場所によって非常に変化し,かならずしも模式的な同心円にはならない。
(2) 鉄道車扱貨物運賃の複雑な構造は,わが国の鉄道で現在行なわれているさまざまの制度や,大都市・地形による路線の迂回に基づくものであり,とくに前者の制度的な要因は重要な意味をもっている。
(3) トラック貨物運賃の構造は比較的同心円状を示すが,山地では迂回も多くなり,運賃構造もいくぶん不規則になる。鉄道のような制度的要因に左右されることはほとんどなく,主に地形による道路網分布の疎密に左右される。しかし全般的に鉄道に比べれば規則的である。
(4) 末端運送の諸掛りを考慮に入れた鉄道運賃とトラック運賃の構造をつき合わせることによって,両交通機関の運賃競争力の分界線が得られる。これは貨物の種類によって変動し,また都鄙の度合いによって差異のみられる鉄道諸掛りや,トラック運賃のダンピングの程度によっても変化する。
(5) この分界線は種々の地理的意味をもっており,鉄道・トラックの運賃構造の結節地域を画定する。また,これは交通機関選択の重要な基準になり,両交通機関の競合・補完の問題を中心にして,交通地理における運賃のダイナミックな一つの側面を示しているものといえる。
(6) しかし現実における交通機関の選択に際しては,運賃ばかりでなく運送速度その他の運送のサービスの質的な面についての諸考慮もあわせて行なわれる。運賃を当面の課題として取り上げた関係で,本稿ではこれらの問題を一応見すごすことにするが,個々の貨物の動きと運賃その他の運送のサービスなどとの関連については,今後の考察にゆずりたい。
(7) 本稿では車扱運賃だけを対象にしたが,近時における路線トラック事業の進展は,むしろ小口扱においての鉄道・トラックの競合関係が強くみられるから,小口扱貨物運賃の検討も必要である。
(8) 最近は経営合理化の観点から,鉄道貨物取扱駅の大幅の整理と,それに伴う貨物集約輸送体系の新しい組織化が進行しつつあり,これに伴って運賃構造にも大きな変化がもたらされようとしている。これについては,貨物運賃構造の図示法の問題とも関連して,今後の検討がなお必要である。

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