The social and economic changes and the development of transportation facilities have recently increased passenger flows by each transport mode. Passenger flows are more periodical than the flows of goods and information and are one of the important spatial flows in a socio-economic system.
In disaggregated analysis of passenger flows, the modal approach is of significance, because the aspects of passenger flows are different individually in terms of travel time, cost, convenience of facilities, and the traveller's behavior and purpose.
This paper aims (1) to clarify the phenomena of passenger flows by each mode (intercity bus, rail, expressway bus, and expressway passenger car), (2) to compare these modes, (3) to construct passenger traffic regions by total passenger flows (by the four modes) and (4) to clarify the characteristics of passenger traffic regions in Korea. Data used in this study come from the interzonal passenger O.D. survey (62×62) by each mode, conducted by the Ministry of Transportation in 1976. The number of zones by each mode is as follows: in the case of buses there are 62 zones, rail 49, expressway bus 28, and passenger car 25, respectively.
The rates passenger-km by four modes takes of the 66% of total passenger-km, other modes are intracity bus, aviation and vessels in Korea. This study analyzed the proportion of the major passenger flows to total passenger flows by each mode, the traffic distribution by standardizing distance variable as in Johnston (1976), the total passenger flows by four modes by Q-mode factor analysis, and the explanation of the pattern for total passenger flows with characteristics in each zone by R-mode factor analysis and cluster analysis (weighted-pair group average method).
The results are as follows:
(1) In passenger flows, (a) the transportation system by intercity bus shows the urban/rural duality; (b) railway flows suggest northwestern and southeastern zones/northeastern and Southwestern Zones duality (Fig. 7); (c) passenger car flows indicate northwestern/southeastern zones duality in the distance exponents; (d) the major functionalr regions by expressway bus are four regions-the cores of these regions are the Seoul, Busan, Daejeon, and Daegu zones. Therefore, the Seoul zone shows the highest accessibility and the next highest is the Busan zone.
(2) The major mode in passenger flows is intercity bus, and the combination of intercity bus and rail exists partially in two large urban zones and 13 other zones, so two kinds of transportation systems emerged with regard to the passenger flows in Korea. Regional center zones are the central zones of passenger flows by intercity bus. Major modes in the passenger flows between these regional center zones are rail and expressway bus. The passenger flows by expressway bus have an advantage over rail which had been the major mode in the past.
(3) The pattern of total passenger flows (62×62 data matrix) by four modes delimited six passenger traffic regions by factor loadings and scores on each factor (Q-mode factor analysis): Gi-Ho passenger traffic region, Gangwon passenger traffic region, Yeongsue passenger traffic region, Gyeongbuk passenger traffic region, Jeonnam passenger traffic region, and Nambu passenger traffic region (Fig. 13). The boundaries of passenger traffic regions are made by the location of large urban zones and the pattern of the transportation network. And in six passenger traffic regions, Seoul is the major destination zone, so Seoul controls all passenger traffic regions. The Jeonnam passenger traffic region will be included in Gi-Ho passenger traffic region by the economic development of the Seoul zone in the future.
(4) Subsequently, 18 variables were selected to clarify the characteristics of passenger flows for each zone (Tab. 1). The 18×62 data matrix was analyzed by R-mode factor analysis, and four factors with eigenvalues over 1.0 were extracted.

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In order to explain the interrelationships between the substantive region and formal region in rural society, the author selected Kai Province (now Yamanashi Prefecture) as a typical example for study.
First of all, the spatial relations between the hanseison (administrative village) and the mura (natural village) in the Edo era were investigated. At that point, the question was how to identify the mura. The author suggested adopting shinto shrines as an operational analytical measure, because they seem to fulfill the function as the center of the rural community. Consequently, several village types can be found on the basis of shinto shrines. Among these types, the suye mura type is frequent in which there are several muras in the hanseison and such mura are smaller than the hanseison in the size of community and area. This suye mura type was dominant in Tsuru county, Nishigori suji, Higashi-Kawauchiryo of the Yatsushiro county, and Henmi suji of the Koma county in the mountainous region. And by contrast with the suye mura type, the hyojun type, equivalent to the hanseison in the size of the community and area, is distinguished in the central part of Kofu basin. Moreover, when the suye mura type is defined in the stricter sense, it refers to the village type in the mountainous, whereas the village type in the plain area is referred to as the Kemuyama mura type.
In order to find out the factors leading to the formation of the large-scale hanseison, the author analyzed the Kita-koma district and Kita-Tsuru district. Generally, hanseison in Kai Province up on the basis of topographical conditions.
It is clear through examination of the Kita-Koma district and Kita-Tsuru district that the large-scale hanseison in the Kai Province consist of hamlets. Especially, it seems that the large-scale hanseison in Tsuru district coincide with the Kona-shuraku theory.
Second, the subject of the spatial reorganization of the mura was examined. This subject offers a valuable topic in analyzing the interrelationships between rural system and administration in the Meiji era and after. On the whole, the major part of Kai Province did not show any spatial reorganization of the mura. Where it did occur, it was mostly the spatial reorganization of the mura, or its breaking up into two or several smaller muras, which can be found in the Manriki, Kuribara, and Henmi suji. The village types in the Manriki and Henmi sujis changed from the kemuyama mura type to the suye mura type. On the other hand, in the spatial reorganization of the mura, a tendency towards expansion and amalgamation occured in many small-scale hanseison, Yet, the amalgamation of towns and villages that was promoted in the early years of the Meiji era seems to have contributed little to the spatial reorganization of the region concerned. This is because the amalgamation did not include material bases (eg, communal land, forest land, etc, ) in the spatial reorganization of the region.
Third, the spatial relations between the hanseison and the mura is explained by investigating the village organization, irrigation system, forest land and religious organization for the shinto shrines in the Kita-Koma district. First of all the Kayagatake villages in the late Edo era show the characteristics of the suye mura type and the mura consists of several hamlet units (kumi) in reality. Entering the modern period, the small-territory groups such as hamlets progressed into the mura units. Whereas the village type of Amari Go in the late Edo era approaches the kemuyama mura type.

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