The spatio-temporal arrangement of periodic market systems has been intensively studied by many geographers. Especially R. H. T. Smith and his collaborators have developed some hypotheses: the consumer hypothesis, the traveling trader hypothesis, and so on. These hypotheses have been constructed, however, without taking into account the spatio-temporal arrangement processes, so that their hypothses have been stated separately or as contrary to each other.
In taking account of their hypotheses, both locality in space and inertia in time are important characteristics. First, establishment of markets and market day selection are decided by the local authority concerned; the whole spatio-temporal arrangement of periodic market systems must be explained as the results of the accumulated decision-makings in each local area. Second, markets initially set have been maintained for a long term, so that they have some relative advantages compared to markets newly set: the decision-making of market day selection in a market newly set in a stage is dependent on the former spatio-temporal arrangement. It is relevant to operate a step-by-step simulation to take account of locality and inertia in the spatio-temporal arrangement processes.
This paper aims at proposing a unified simulation model of the spatio-temporal arrangement of periodic market systems. The model consists of the next three processes: the process of market day selection, in that the market day of a specific periodic market is selected by the local authority concerned in a way that no two neighboring markets have the same market day, which is called the “simple avoidance rule” (A. Hay, 1977): the process of historical development of periodic market systems, in which a new market is arranged to be accommodated to the spatio-temporal arrangement of markets already set, which is taken into consideration by using the step-by-step simulation; the random process that setting markets is a random spatial process, and the market day of a market newly set is selected by a random process which is restricted by the two processes stated above. The algorithm of the Simulation Model 1 is represented in Figure 3.
Simulation Model 1 was executed 100 times to examine the spatio-temporal arrangement of periodic market systems with market data from South Ch'ungch'eong Province, Korea in 1925. A simulated pattern would be only a possible spatio-temporal pattern because of the predomination of random processes. Figure 6 represents the most likely spatio-temporal pattern which is simulated by Model 1. The spatio-temporal pattern most similar to the real one, however, cannot be well specified by only the condition of the simple avoidance rule.
Thus, the condition of traversability of traveling traders is added to Simulation Model 1. Noteworthily the condition of traversability of traveling traders is a specific case of the simple avoidance rule. In Model 2, numbers of 5-step, 4-step and 3-step circuits extracted from each simulated spatio-temporal pattern in Model 1 are calculated by using matrix algebra in graph theory. Then, the real spatio-temporal pattern (Figure 5) is compared to the simulated pattern wherein the traversability of traveling traders is maximized (Figure 7). It turns out that the simulated spatio-temporal pattern corresponds to the real one for 21 of all 76 markets, excluding 7 markets used in creating the model. Comparing Figure 7 to Figure 6 reveals that trader's convenience is well taken into consideration in the real periodic market systems. Furthermore, the simulated spatio-temporal pattern provided by Model 2 proved to predict by far more market days than that based on the completely random process, that is, randomly set markets and random market day selection.

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The purpose of this paper is to clarify how housewives organise their daily activities and to describe the situations in which travel behavior occur throughout the day. Recent development in spatial choice study calls for the need to understand the context in which spatial choices are made, as well as the examined choices in themselves. This is because it can help us to explain multiple-choice and multi-purpose behavior if we assume temporal variability of the choice set in the spatial choice process. When the foci of spatial choice research are widened to include the preceding and succeeding activities of the observed behavior, such analysis is approaches to that of travel-activity. But this approach usually neglects the analysis of activities done in the residences. Thus in this paper the author attempts to deal with the whole day's activities including the activities done in the residences. Furthermore, by introducing the project concept in time-geography, we can interpret the whole day's activities not as an aggregation of separate episodes, but as a unity.
Data used for the analysis consists of four-week travel diatries and time-use records reported by 27 housewives living in Nagoya City. The data were collected during November and December in 1981. The time-use data was encoded according to Szalai's method, and the destinations of trips in the travel diaries were plotted into a mesh (1×1km) and classified into three locational categories. After eliminating the inadequate records, 732 cases form the data set.
The data was analysed in three stages: 1) Identification of types of time-use in the whole day's activities of housewives, 2) Description of the context of the travel occuring in a day, 3) Consideration of how different types are arranged in the successive 28 days.
The results obtained through the analysis are as follows:
1) By reducing the time-use data into five activities (labor at home, labor outdoors, sleep, leisure at home, leisure outdoors) and grouping the cases using the hierarchal cluster method, six types of time-use were found. These are:
Type A: spending much time in leisure outdoors.
Type B: spending much time in labor outdoors.
Type C: spending some time in labor outdoors.
Type D: spending some time in leisure outdoors.
Type E: spending much time in leisure at home.
Type F: spending much time in labor at home.
2) To consider the travel activities in relation to the situations and the types identified above, three aspects of travel activities were highlighted. They were characteristics of travel, context of travel and places where the housewives do the activities during the travel. Travel in each type of time-use have the following features:
Type A: a large number of cycles, many multi-purpose trips, outdoors from 9:00 to 20:00, many leisure trips to‘other area’and‘own area’.
Type B: a large number of cycles, few multi-purpose trips, outdoors from 8:00 to 17:30, many work trips to‘own area’and‘center’.
Type C: a large number of cycles, few multi-purpose trips, outdoors from 10:30 to 17:00, many housework trips to‘own area’.
Type D: a large number of cycles, many multi-purpose trips, outdoors from 9:00 to 17:00, many leisure trips to‘own area’and‘other area’.
Type E: a small number of cycles, few multi-purpose trips, outdoors from 11:00 to 11:30 and from 17:00 to 17:30, housework trips to‘own area’.
Type F: a small number of cycles, few multi-purpose trips, outdoors from 16:30 to 17:00, housework trips to‘own area’.
3) Weekly regularity in the permutation of the six types within four weeks was found. Differences in the emergences of the six types by job status were also observed, but interpersonal variances within the same status were more conspicuous.

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Transport Geography has had a long history from the mid-19th Century onwards, being imported to Japan in the 1920's. In spite of such a long history, however, geographers' contributions in the form of comment or criticism on current transport problems have been rather few in Japan. The introduction of quantitative methods into transport geography after the 1960's has not changed the situation. There have seldom been discussions or coordinations with persons belonging to other related fields of study such as economics, sociology, engineering, and so on. In this paper, the author analyzes the stagnation of transport geography in regard to the study of current transport problems.
The author points out the existence of two different types of transport geography. They are: (1) the analysis of transport phenomena through regional environment, and (2) the explanation of other phonomena using transport as indices or factors. While the first type remains a minority, the second type has played the leading role in transport geography in Japan after the 1950's, being of little use in analyzing or criticizing current transport problems, and some transport geographers have had little interest in current transport problems.
The author suggests the importance of study for transport facilities and transport enterprises through regional environment, in both physical and social view-points, in the area of the former type of transport geography. The most important stress in such studies should be placed on the historical processes of decision-making for transport facilities and transport enterprises through an integrated system of technology, administration and policy, economics, and culture, each including its historical development. Through such an integrated system of study, transport geography will be able to contribute to practical analysis and criticism of current transport problems, and lead the study in the direction of policy-making. In other words, a transport geographer must become a transport generalist.
The author also refers to the current study of transport geography in English-speaking regions, trying to analyze the process of decision-making in transport facilities and transport enterprises.

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The Saikoku Thirty-three Kannons Pilgrimage is a folk-religious phenomenon and it attracted a number of pilgrims from most parts of the country during early modern times. Therefore it is very significant to study this pilgrimage from the view point of history of religions, cultural history, folklore, and especially historical-geography. Geographically, the Saikoku Pilgrimage, which consists of thirty-three sacred places called Fudasho, is united with a larger and organized sacred place as a whole called“The Saikoku Pilgrimage Place”.
This study aims at reconstructing the two ordinary kinds of pilgrim routes from the 19th Fudasho, Ko Do Temple in Kyoto, to the 22nd Fudasho Soji Ji Temple in Ibaraki. One is the original and authorized rout between these Fudashos, and the other is the expanded and extraordinary route or Climbing Route over Atago Mountain. We compare them through the Tokoku pilgrims' records.
As research materials we used the guide stones on the routes, the pilgrim's guidebooks, the illustrated pilgrim's maps, and the various records of pilgrims.
As a results of this investigation we can conclude that the original pilgrim route from Yotsu Zuka in Kyoto to the 20th Fudasho, Yoshimine Dera Temple, is a relatively flat course. But the following section from Yoshimine Dera Temple to the 21st Fudasho, Ano Dera Temple in Kameyama takes a more steep course over the border mountains between Yamashiro and Tamba provinces and the next route from Ano Dera Temple to Soji Ji Temple is oals a steep course a cross the border mountains between Tamba and Settsu provinces.
On the other hand, the Climbing Route over Atago Mountain begins from Seiryo Ji Temple, Kyoto, takes the same path through which people used monthly to visit the Atago Shrine on the top of Mount Atago, and then goes down towards Kameyama to arrive at Ano Dera Temple. The following section from Ano Dera Temple to Yoshimine Dera Temple is a reverse course of the original route. The route from Yoshimine Dera Temple to Soji Ji Temple follows the flat and comfortable Saikoku Highway, one of the main roads in that era in Japan.
One pilgrim guidebook especially pointed out the lack of inns and resting houses on the original of the two routes, from Ano Dera Temple to Soji Ji Temple. But the Climbing Route over Atago Mountain has no such deficiency, but rather has many advantages along it through the path for the Atago Shrine and Saikoku Highway, which are different from the original route.
By taking the Climbing Route over Atago Mountain, pilgrims could visit well-known and famous shrines or temples, for example, Komyo Ji Temple, Iwashimizu Hachimangu Shrine, Kannon Ji Temple, Hoshaku Ji Temple and so on.
Moreover most of the guide stones confirmed by the author's observation point one way to Yoshimine Dera Temple, though some guide stones point two or more ways.
These above mentioned facts seem to give a preference to the Climbing Route over Atago Mountain. According to their records, so many pilgrims from Tokoku in fact would go past the Climbing Route over Atago Mountain. Perhaps this route has been used since the Genroku Era.

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