Wie schon in der Literatur erkennbar ist, entwickelte sich das Ruhrgebiet von Süden nach Norden, und seine Entwicklung stand im engen Zusammenhang mit dem Vorantreiben des Ruhrkohlenbergbaus. Es ist kaum nötig zu sagen, daß der Verkehr in der Entwicklung des Ruhrgebiets eine grosse Rolle gespielt hat. Die Ruhrschiffahrt, sowie die spätere Eisenbahnlinie und Kanäle haben dazu beitragen. Neben diesem Durchgangverkehr oder Fernverkehr ist der Nahverkehr in der Siedlungsentwicklung besonders wichtig. Vor allem im Ruhrgebiet waren die Straßenbahn und der Omnibus neben dem Fahrrad in der Zeitspanne bis zur zweiten Hälfte des 20. Jahrhunderts wesentlich an der Entwicklung beteiligt. In diesem Bericht soll untersucht werden, welche Rolle die Entwicklung des ÖPNV (Öffentliches Personal-Nahverkehrs) in der Siedlungsentwicklung im mittleren Ruhrgebiet (ein Querschnitt von Süden nach Norden, der Bochum in seiner Mitte hat). Den Schwerpunkt billet der Zeitabschnitt vom Ende des 19. Jahrhunderts bis zur Vorkriegszeit des 2. Weltkriegs.
Eine zeitlich Einleitung in die folgenden 4 Phasen scheint hier sinnvoll:
a) die Einführung von Straßenbahnlinien (1890er Jahre)
b) die Ausweitung von Straßenbahnlinien (Jahrhundertwende vor dem 1. Weltkrieg)
c) die Einführung von Omnibusbetrieben (zwischen dem 1. Weltkrieg und dem 2. Weltkrieg)
d) die Rückgang von Straßenbahnbetrieben und die Umstellung auf Omnibuslinien (nach dem 2. Weltkrieg)
Ein Modell von diesen Entwicklungphasen ist in Fig. 14 dargestellt.
Die hauptsächlichen Ergebnisse sind folgende:
1) Die Bedeutung des ÖPNV als Bezirksverkehrmittel, das die Verbindung zwischen Städten übernimmt, ist in diesem Raum besonders wichtig. Das kommt daher, daß es im diesen Raum an den Nord-Süd-Verbindungen im Eisenbahnnetz fehlte.
2) Über die Liniennetzbildung wurden zuerst die Nord-Süd verbindende Hauptlinie (in der 1. Phase), dann der Bezirksverkehr zwischen Städten und Bergbauanlagen, Arbeiterkolonien (in der 2. Phase), danach der Vorortverkehr (in der 2. und 3. Phase) eingerichtet.
3) In dieser Entwicklung gab es eine regionale Differenzierung neben der Zeitverschiebung. Vor allem hat die Emscher die Grenze gezogen. Diese Differenzierung zwischen dem nordlichen Raum (Vestzone und Lippezone) und dem südlichen Raum (Hellwegzone und südliche Emsoherzone) spiegelte such den Einfluss auf die Siedlungsentwicklung wider.

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There has been a particular land use system in each traditional peasant society. The peasants in the highly industrialized countries, however, have had to transform their traditional land use systems facing the process of urbanization and industrialization in their society. In this study a village of the Hoher Westerwald is selected as the study area where peasant farms have dominated, and the way how the peasants have transformed the traditional land use system (infield-outfied system) is analized. Particular attention is paid to the way each farm allocates the land with various conditions to different uses and how the land use pattern has been formed as a result of the complied decisions made by each farm.
We recognized the following four groups of features of land use change in the village of Zehnhausen, based on the comparison of the land use maps in 1938 and 1977, on the study of Wagner and the statistics;
1. Decrease of farmland, expansion of afforested area, and appearance of abandoned farmland
2. Enlargement of grassland, decrease of arable land, and disappearance of Triesch (outfield)
3. Expansion of cereal producing area in remaining arable land
5. Disappearance of communal pastures and appearance of private pastures.
The enlargement of grassland accompanied by the decrease of arable land and the disappearance of Triesch, is explained by the specialization of farming form to dairy farming under cool and wet climatic conditions. It is also explained by the abandonment of arable land, which returned to the natural succession process. Expanding cereal producing area on the remaining arable land accompanied the decrease of root crop acreage. This was due to mechanization and enlargement of farm size, which are closely connected with each other, in order to minimize labour input. Another factor to have influenced it was the decline of self sufficient farming due to the abandonment of farming at small farms or to the change to part-time farming with decreased labour input. Disappearance of communal pastures was caused by motorization and mechanization of farming which sharply reduced the number of work cows. On the other hand, the farmers with cows changed the private meadow land to private pasture. The farmland refusing mechanization such as steep slopes, that of thin soils or on highland marsh were abondoned, partly reflecting the mountainous natural conditions and wet and cool climate of the region. The appearance of these abandoned farmland was multiplied by social fallow which the reduction of farm size due to increasing part-time works in non-agricultural industries and the cease of farming operation brought about. The lack of medium-sized farms strongly influenced the process. Medium-sized farms, which could enlarge their farm size, were lacking, while small or petty farms abandoned their subsistent farming. Most of the land has been afforested and some parts of it are used as fish feeding ponds, camping sites and weekened houses.
We will summarize the features of land use patterns and their changes. Each of the farms in the Hoher Westerwald used the dry upland of his holdings as permanent arable land and the land in alluvial plains along brooks as meadow (Figure 7-a). The transition zone between these two sections was used as Triesch. Communal pastures and forests were allocated on the land unsuitable for arable farming or on the site far from the settlement and were used by the farmers of the community. Each farm consisted of the land with various conditions and many kinds of soils, and used them accordingly. These features at the farm level combined to compose the features of land use at the village level. At this level the pattern corresponded well with the natural or transportation conditions in each village as a whole. This was enabled by the dispersed land holding system which helped each farm to use various kinds of land resources.

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The aim of this paper is to examine transport service as one of the transport conditions which are factors in the choice of means of transport and of traffic flows, from a geographical point of view.
By dealing with a coefficent of the transport service of air lines and an accessibility of airports, the author clarifies regional differences in transport service and their changes from 1970 to 1982 in Japan's domestic air transport.
Flight time, fare, and the number of flights are used as indices of transport service.
The conclusions derived from this study are as follows:
As for transport service of lines, the gap between main lines and local lines is as great as before with a few exceptions such as the Osaka-Kochi line and the Osaka-Tokushima line. Expressed regionally, it is clear that the level of transport service is high in western Japan, and low in eastern Japan.
As for changes of transport service from 1970 to 1982, the lines with a high growth rate of transport service are also concentrated in western Japan.
Tokyo and Osaka are the most important airports in domestic air transport. But a striking contrast can be found between the lines from Osaka and those from Tokyo. That is to say, the growth rate of“Beam lines”from Tokyo is mostly high, while that from Osaka is low or negative.
Of these three indices of transport service, an increase and decrease in the number of flights is the most important factor affecting the growth rate of the transport-service coefficient. The shortening of flight time by jet planes is as secondary factor. Although great utility of the shortening of flight time can be seen in the lines where jet planes started flying between 1970 and 1982, flight time has not shortened on other lines. It can be said that shortening of flight time by jet planes has reached its limit.
As for accessibility of airports, in spite of progress in expanding infrastructure at local airports, there is an evident gap between local airports and main airports such as Tokyo, Osaka, Sapporo, and Fukuoka. Expressed regionally, accessibility of airports in western Japan is mainly higher than accessibility of airports in eastern Japan.
But a different regionality appears in the change of accessibility. Although the growth rate of the main airports remains low, the airports in eastern Japan and in the districts facing the Japan Sea, such as Asahikawa, Memanbetsu, Kushiro, Komatsu, Toyama, and Aomori, show a high growth rate.
By opening new lines and by increasing the number of flights, many of these airports with a high growth rate of accessibility are strengthening linkages with the principal airports on both the main and local lines.
Shortening of flight time by jet planes is not necessarily an important factor in terms of the growth rate of accessibility.

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