The topography of a landslide area is, as a rule, considerably complicated. In landslide areas of the northern part of Nagano Prefecture, one important problem is the estimation of the kind of deformation added by landslide in the geomorphic process of mountainous landforms. In rockslide areas where landslides extend deep below the surface, geomorphic deformation occurs on a very large scale and the topography becomes very complicated. Rockslides take place in conjunction with various geologic structures but are especially notable where muddy acidic tuff exists in the base rock.
As an example, this report deals with the landslide mechanism on Mt. Chausu and examines the unique features caused by geomorphic deformation. This landslide area features a rockslide with deep slide surface following its occurrence, and is not developed from a shallow layer slide. It should be noted that the topography formed by the landslide has a very specific character and that geomorphological development is completely different from that which existed prior to the landslide.

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This article presents the surface and basement morphology of Ofunato Bay, located on the Sanriku Coast at 39°0´ N., 141°43´E. Data is derived from borings made during construction of a breakwater and industrial wharves.
Analysis of the data suggests the following:
1. The outlines of the drowned valley differ between the part along the present shore and that part of the lowland where the main stream debouches into the bay. The difference may be induced from the pattern of the former valley system, the effect of lateral erosion of the main stream during progradation or the process of infilling, crustal movement etc.
2. The effect of eustatic sea level changes may have affected the submarine features; in fact, the breaks known from the bathymetry suggests this. Yet, the presumed existence of hollows on the sea floor as well as on the surface of the basement rock to the north of Loc. 10 necessitates the assumption of crustal movement and/or scouring of floor sediments and basement rock susequent to the effects of eustatic change. If this is true, the contrasting outlines of the drowned valley are closely related to arrangement introduced by such a superimposition.

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The locational field of Sendai has now been extended to as far as 50 km around Sendai (Fig. 1). In total, 227 plants were placed between 1952 and 1971; 44.9% have their main plant in the Tokyo Metropolitan Region and expanded into the Sendai field.
This field lies within a half a days's drive from the Tokyo Metropolitan Region and contains the main distribution center for the Tohoku market. Thus, plants located here can ship their products both to the Tokyo Metropolitan Region and throughout the Tohoku area. Forty seven of the main plants report that 28.4% of their products are consumed in the city of Sendai, 40.6% in Miyagi Prefecture, and 70.7% in the Tohoku region (Tables 1 and 2). This illustrates the importance of the distribution function played by Sendai (Table 3).
Almost all the plants in this field are located either on the main national roads or at the three main ports: Sendai, Shiogama, and Ishinomaki. Diffusion of the plants is caused by differentials in wages and land values (Fig. 2 and 3).

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The first systematic treatment of the location of ports was made in 1934 by Erich A. Kautz in his Das Standortsproblem der Seehäfen. Kautz stated that the location of ports was originally decided mainly by proximity to steamer lanes, but that, after the development of capitalism, the factors determining the location of ports changed and that steamer lanes were established by the ports which, in turn, were built to meet the demands of the hinterlands. In Japan, the hinterland so affected the location of ports as to spur the construction of artificial harbor in order to overcome the natural, geographical drawbacks of the locations.
This paper examines the factors influencing the changing location of ports in Sendai Bay. During the area of sailing boats, ports were located according to geographical suitability and proximity to sea routes but gradually the influence of hinterland conditions predominated. With the development of steam-powered steel vessels, and the correlative workings of natural, industrial, and political-economic factors, the birth of modern ports took place. Three key elements were prticularly important in the changing location of ports in Sendai Bay: changes in the means of transportation: changes in the functional requirements of seaports; and changes in the natural conditions.
Nine ports are studied in this paper, following the general outline indicated by Kautz. Kautz' ideas are fairly satisfactory corroborated by the conditions and development of ports in Sendai Bay.

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During the Meiji Era, large-scale mines carried out the establishment of such sub-sidiary enterprises as power plants, lumbering, and ironworks and foundries, During the Taisho Era, industries allied to mining were developed but, for the most part, these were industries which promoted mining operations. Industries based on the utilization of mineral production were not developed. This was due to location, natural environment conditions, lack of capital and a spirit of enterprise in the local people, and poor representation from the local area among the leaders of the mining industry.
In recent years, allied industries have been developed based upon the exploitation of Kuroko (black ore). These industries, however, tend to be concentrated in the city of Odate and are subsidiaries of large companies headquarters elsewhere. Local companies operated by native enterprises are few in number.

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The object of this paper is to examine the weight of distance, thought to act as friction to migration, in a small area representing 90% of the D. I. D. of the city of Okezawa.
First, the simple regression equation
Mf=96.8930-29.2230 log D (X)
was drawn. This equation produced the “Mean Migration Probability Field”-the spatial distribution of probabilities of intra-urban migration.
Second, the probability of migration in cell Mi was computed from:
Pr.(Mi)= n-1Σj-1Mij/nΣi-1 n-1Σj-1Mij (i, j=1, 2, ..., n).
A simulated output set (Fig. 6, 7) was made after matching random numbers, equal to the number of migratory households, against the “Mean Migration Probability Field” (Fig. 4, 5). Finally, the simulated pattern of intra-urban migration was compared graphically with the actual pattern of intra-urban migration (Fig. 8-11).
Results of the comparison were not satisfactory. But a general statement is proposed as follows:
It is clear that the friction effect of distance works on intra-urban migration (Fig. 3 (b)). The “Mean Migration Probability Field”, however, needs to be reconstructed so as to more accurately reproduce the actual pattern of migration.

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Census data on “Average Issues per Married Woman” is one of the most effective measures for revealing the changes in the distributional patterns of fertility.
Three maps of the patterns of average births per woman in the age categories 20-29 (Map 1), 30-39 (Map 2), and 40-49 (Map 3) in 1960 reveal that the highest fertility in all three categories is found in the northern rural area and the lowest fertility is found in urban areas of the prefecture. Examination of maps 1 and 2 shows a recent decline in fertility in urban areas along the Sanriku Coast compared to other urban areas.
Fertility differentials between urban and rural areas has been diminishing in Japan as a whole, but in Iwate Prefecture, at least, which is one of the highest fertility prefectures in Japan, this differential continues.

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Inshore fisheries, with the exception of fixed-net fishing, have been declining along the Pacific Coast near the city of Sendai. Recently, however, some fishermen and farmers have begun to conduct laver cultivation. The fishermen have tended to discourage the entry of farmers into laver cultivation fearing a reduction of the fishing area.

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As a reference datum for the lowland geomorphology to the south of Sendai, the author presents the subsurface sections derived from borings made during the construction of the National Highway 6.

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