Goods flows consist of freight flows, money flows and balance of payments. However, freight flows reflect the interregional comparative advantage by the principle of relative costs. Also, freight flows reflect the economic and transport systems through demand-supply activities. In the past, a limited number of studies of freight flows analyzed in integration the traffic generation, traffic distribution, the efficiency of flows, the structure of flows and dynamics analysis. Particularly, the dynamics analysis of freight flows can show the spatial reorganization induced by economic growth and transportation development through freight flows.
The aims of this paper are to clarify changes in the patterns of freight flows, to clarify the relationship between volume of shipments and flows of interzone, and economic activities in each zone and to show spatial reorganization by the changes of transport system through motor vehicles freight flows between 1966 and 1976 in Korea. During this period, there was a rapid economic growth and, accordingly, changes in transport system. The most noticeable change was the steady decline in rail's share (tons) and the rise in motor vecicles freight's share of traffic (Tab. 1), with the construction of the expressways.
Data for this study are interzonal origin and destination survey (62×62) (Fig. 1) which was conducted by the Ministry of Construction on November 15th, 16th, and 17th, in 1966, and by the Ministry of Transportation for one year in 1976.
Major flows of over 0.3% flows proportional to total flow in motor vehicle freight flows were analyzed. The relation between the volumes of shipping (arriving) and regional production by industries were analyzed by step-wise regression analysis. Then, the changes of freight flows are compared with the changes of prevailing industries which were measured by the modification of Weaver's method of combination analysis in each zone. The patterns of flow were clarified by the largest flows. Secondary flows were used when the largest flow was less than 50% in each zone.
The results are as follows:
(1) Major flows appear between larger city zones and their peripherial zones in 1966. In 1976 the shipping (arriving) zones are Seoul zone, larger city zones of major ports (Busan, Incheon etc.), and industrial city zones (Ulsan etc.) and interregional flows among the larger city zones and industrial city zones were noticeable. Therefore, the focus of motor vehicles freight flows on the larger city zones did not change but there were changes in spatial patterns of freight flows (Figs. 3 and 5). The volumes of shipping are related to the development level of machinery and instruments manufacturing, on the other hand, the volumes of arriving are related to the development degree of service (including commerce) (Tab. 3) in 1966 and 1976. Developed zones of these industries reveal in larger city zones in 1966 but in larger city zones and industrial city zones in 1976.
(2) The changes of major freight flows are caused by regional expansion of manufacturing and by the changes in prevailing industries in each zone; from agriculture to agriculture-service mixture, from agriculture-service mixture to complex type (agriculture, service and manufacturing) (Figs. 8 and 9). As a result, the interdependency of zones was accelerated in motor vehicles freight flows.
(3) The freight flows consist of six motor vehicles freight of intraregional flows between larger city zones as core regions and its peripherial zones in 1966 (Fig. 4). Interregional flows, particularly between Seoul zone and each zone in 1976, (Fig. 6) were noticeable. These changes of freight flows were caused by the construction of expressways, improvement of national and regional roads, the orientation of manufacturing to coastal locations, and the regional expansion of manufacturing. Finally, regions where underground resoures are exploited in Taebaeg Mts. became major shipping region i

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“Urban system” is defined as an aggregate of interrelated sets of cities which are interdependent in such a way that any significant change in economic activity, occupational structure, total income or population of one member city will directly bring about some modification of the other set members (Pred, 1977). The study of urban systems has moved from the static analysis in the 1960's to the dynamic one in the 1970's and it has linked with the study of spatial diffusion which puts stress on the spatial process.
This paper attempts to clarify the diffusion patterns of innovation in the three levels of urban systems—international, national and regional, employing the Lions Club as the index. Japan is selected as the case study of the national level, and Yamanashi Prefecture as the case study of the regional level.
Several primary findings might be summarized as follows: (1) The peaks of diffusion in the international, national and regional levels were in the 1950's, in around 1960 and in around 1965, respectively, and the distinct time lag of diffusion was recognized from the higher level to the lower level. On the other hand, the regional level has the highest gradient and the international level the lowest in terms of the regression lines between the years of diffusion and the population size (Fig. 3, 7 and 12), indicating that spread of diffusion has been accelerated with time from the international level to the regional level. (2) In the national and regional levels most of the links of the diffusion channels were in accord with those of the nodal structures. Thus in those two levels innovation has been diffused through the socio-economic linkages with the strong interdependency, while in the international level the diffusion channels have been greatly influenced rather by the political structures and the historical circumstances.

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Many researchers have constructed various types of spatial interaction models including gravity, intervening-opportunity, electro-static field, multiple regression and entropy maximizing models. Among these models, the authors focused upon the distance parameters α_i and β_i of the gravity and entropy maximizing models (eqns. 2-4), and attempted to investigate empirically the spatial variation patterns and their causes of the distance parameters of the models in Seoul in comparison with them through the above two models.
For the purpose of this study, the 111×111 OD data on daily movement of persons within Seoul were employed by the two models, respectively. The distance parameter α_i of each unit zone i in the gravity model was estimated by ordinary least square method and, on the other hand, the distance parameter β_i in the entropy maximizing model was iteratively calculated with equation 6 derived by Hyman (1969). The results of this analysis can be summarized as follows:
1. The spatial variation patterns of the distance parameters α_i and β_i (in Figs. 2 and 3) indicate that Seoul can be devided into some distinct radii centering from the central business district. These two distance parameters show the far high values in the northeast radius and the low values in the west where the inner-suburban agricultural areas are existed. The intermediate values are revealed in the southeast radius.
2. Figure 4 shows the differences between the standardized values of the distance parameters yielded by the two models. Since zones with the remarkable difference are mainly located along the Han River across Seoul from east to west and around the Mt. Bughan in the north, it is considered that the natural topography should influence upon the spatial autocorrelation element in the distance parameter α_i of the gravity model.
3. As the result of step-wise regression analysis to pursue the causes of the distance parameters in terms of some spatial socio-economic attributes, the percentage of employed persons in the primary industry and the level of income have effect on the both values of the distance parameters (Table 3 and 4). Only in the case of the gravity model, the percentage of employed persons in the secondary industry is considered as a kind of the cause which effects on the distance parameter α_i. Though all of these three causes mentioned above decrease the distance parameter values, the percentage of employed persons of the primary industry is the most effective one.

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Involutions observed on the northern foot (38°30′N, 140°41′30″E, 540m. a. s. l.), of Mt. Funagata, Miyagi Prefecture, are well developed in the layers of the obanazawa pumice (ca 10, 000y. B. P., after Ui et al, 1973; Yonechi and Nishitani, 1975) and just above sandy loam. Solifluction deposits are observed on the land slide block of Kurumidaira landslide area (38°38′N, 140°33′E 670m. a. s. l.) near Obanazawa city, Yamagata Prefecture, are covered with the Obanazawa pumice. It seems that these phenomena had been formed during the last period of Pleistocene epoch.

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