This paper aims to clarify the process of land ownership in the urban historical of Samrangjin village (Korea) in the period of Japanese occupancy (1910-1945) based on the analysis of land register records. Samrangjin village was not designated for the cities controlled by urban planning law, which was set up in 1912 and 1934. The major purpose of this paper is to clarify the urbanization process of a Korean railway station town where the formal urban planning projects were not carried out. The focus of the study is the increase of the state-owned lands, Japanese landowners and Japanization of the landscape in the town by railway station. In the very beginning of occupation, Japanese already owned about 64.4%, and state-owned lands owned about 4.5% of the Samrangjin Songjinri's total land. The state-owned was land required for railway and dikes. Japanese-owned lands were orchard for the farming by Japanese of the emigrated from the Hukue city in Japan. The ratio of the land owned by Japanese and nation's went up to more or less 36.5% and 32.9% at the end of World war II. The process which the urban core had been replaced for the Japanese is very clearly traced from the analysis of a register records.

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Replotting works is a means to embody enlargement of plot size and consolidation of scattered plots in thereadjustment project of arable land. So, the analysis/evaluation of its project results would have the exacttimeliness in the viewpoint that structural reform have been a vital issue in the agricultural policy in Korea, since beginning of WTO system in the world trade.
This study carried out firstly the interview-survey in the three case areas to grasp the equiposed opinionsof related parties to replotting works, and developed a computerized system for its rational package-deal analysis/evaluation. Finally, the usefulness of this system was ascertained through its application to the case studyareas mentioned above.
The interviewing results showed a great disparity between farmers and project agencies on the minimum sizelimit of replotted plots, major impediments to consolidation of the scattered plots, top-preferential factor fordecision-making in replotting strategies and the optimum travelling distance to the plot.
Judging from the replotting results in aspects of consolidation of scattered plots and enlargement of plot size, Nasan project area was the best one among three case areas, which was considered to result from the stronglydriven comprehensive farmland readjustment project.
The reliability of evaluation system developed in this study was ascertained from the full compatibility betwe-en differences of ratio-of-replotting in, of farmers' persistence propensity of replotting to the original place andof travelling distance before-and-after replotting works in each project area.

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Freight flows reflect the economic and transport systems through demand-supply activities In the past, a limited number of studies of freight flows dealt with dynamics analysis, The dynamics analysis of freight flows can show the spatial reorganization induced by economic growth and transportation development through freight flows over time.
The aims of this paper are (a) to clarify changes in the patterns of freight flows, (b) to clarify the relationship between volume of shipments and interprefecture flows and economic activities. in each prefecture and (c) to show the spatial reorganization due to changes in the transport system through motor vehicle freight flows between 1965 and 1977 in Japan. During this period, there was rapid economic growth and changes in the transport system. The most noticeable change was the rapid decline in rail's share (ton or ton-km) and the rise in motor vehicle freight's share of traffic, accompanying the construction of expressways and the improvement of roads.
Data for this study comes from the interprefectural origin and destination survey (46×46) which was conducted by the Ministry of Transportation in 1965 and 1977. Freight measured in this study are agriculture and fisheries products, metal and machinery products, and light industrial products, in interprefectural flows. These freight were selected by the volume of each freight category for total flows and by changes in the rates of freight flows in each freight category in 1977 in comparison with 1965. Agriculture and fisheries products is a typical freight category which shows a little volumes for total flow in interprefectural flows and which shows a low rate of increase. Metal and machinery products is a typical freight category which shows a high volumes of total interprefectural flow and a high rate of increase. Light industrial products is a medium-type freight category.
Major flows of over 0.3% in proportion to total flow in motor vehicle freight flows were analyzed. The relation between the volumes of shipping (arriving) and employed persons by industries were analyzed by step-wise regression analysis. Then, the changes of total freight flows were compared with the changes of prevailing industries which were measured by a modification of Weaver's method of combination analysis in each prefecture. Changes in agriculture and fisheries products, metal and machinery products, and light industrial products flows are compared with the rates of change which were measured by the changes in products of their freight in each prefecture.
The results are as follows:
(1) The volumes of shipping (arriving) are related to the development level of ‘other manufacturing’. Major flows appear between Tokyo, Osaka, Aichi and regional-center prefectures (Hiroshima and Fukuoka) and their surrounding prefectures in 1965. In 1977 the rates of major flow relatively decreased between Tokyo, Osaka and Aichi and surrounding prefectures and increased between prefectures of the northern Kanto region and a regional-center prefecture (Miyagi). Therefore, the focus of motor vehicle freight flows on the larger city and regional-center prefectures did not change but there were changes in spatial patterns of freight flows (Fig. 1). The reasons for the change are (a) the formation of special production districts, (b) the reinforcement of the role of the central wholesale market in regional-center prefectures and (c) the acceleration of motor vehicle freight flows of material and products of machinery manufacturing with the new location of machinery manufacturing in the northern Kanto region.
(2) Major flows of agriculture and fisheries products are apparent between Tokyo and its surrounding prefectures in 1965 but appear among Tokyo, Osaka, Aichi, regional-center prefectures (Miyagi and Fukuoka), and their surrounding prefectures and special production districts, in 1977.

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Freight transportation volumes have increased with the production and consumption of manufactured goods acompanying rapid economic growth. In Korea, freight transportation volume was 49, 070 thousand tons in 1965, and 337, 150 thousand tons in 1990; the volume increased about 7 times since the five-year plan of economic development of 1962. During this period, freight transportation volume by motor vehicle increased greatly in absolute terms.
Although the ratio of regular truck to the total freight transportation volume in Korea was low at 2.7% in 1990, freight transportation by regular trucking plays a very important in interregional freight transportation. Regular trucking gathers the freight of many unspecified individuals and organizes the freight flows which take place between regions. Thus, while the patterns of interregional freight flow should follow the distribution of freight transportation demands, formation of the patterns of freight flow is influenced by the network service of regular truck firms. In explaining the flow patterns for overland freight between regions, therefore, it is very important to understand the network service of each firm.
This study examines the development of service networks by regular trucking, and the spatial change of truck service routes. The data used are as follows: 1) The Regular Routes of Regular Trucking published by the Ministry of Transportation in 1991, 2) The Research Tables on the Actual State of Regular Truck Firms in 1989, and 3) The Study of the Activation Scheme for Regular Truck Management in 1990, which were published by the Korea Transport Institute. Twenty three nation-wide regular truck firms are considered in this study.
The main findings obtained are summarized as follows:
1) Three quarters of regular truck firms were established before the first oil shock. They can be divided into three types by capital, number of permitted routes, service network distance and an extent of transportation network; that is, 4 nation-wide businesses, 4 semi nation-wide businesses and 15 great-sphere businesses. Nation-wide businesses were located in Pusan, Taegu, Chongju and Jonju, and semi nation-wide businesses were located in the Seoul Metropolitan Area including Suwon (Kyonggi Province) and Taegu. Consequently, half of the total 23 regular truck firms located their head offices in the Seoul Metropolitan Area, which contains 39.1% of the national population.
2) Service networks of nation-wide and semi nation-wide businesses have developed from the local network formulation within the province in which each hebd office was located, into the nation-wide one. Subsequently these firms set up new service networks based on the metropolises, and extended their local service networks. Since the change of freight demands of 1991, especially, nation-wide service networks centering about each metropolis have been built up. Greater-sphere businesses, however, have formed great-sphere service network since the beginnings, and have not yet changed their policies.
3) The number of business offices of regular truck firms is closely related to population, number of manufacturing employees, and wholesale and retail annual sales. In the locational process of business offices, it can be recognized that 1) in the early years, they were located within the provinces in which their head offices were located, and within metropolises; and 2) in metropolitan areas, first, they were located in the downtown, and later in the suburbs.
4) The recent change of population distribution intensifies the competition among firms in trucking routes between metropolises. The competition may be reflected in change. of truck service networks. In recent years, that is, the truck service networks have shifted from local service networks within the provinces in which firms' head offices are located, to nation-wide ones based on Seoul and between metropolises.

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　韓国中原地域の中期～後期更新世の洞窟堆積物から出土していたマカク類の化石について、予備的な報告を行う。対象とした化石標本は、忠清北道西部のDurubong洞窟（中期～後期更新世）と忠清北道東部のGunang洞窟（後期更新世）からみつかっていたものである。Durubong洞窟は1970年代後半から発表者の李隆助らにより複数の洞窟で発掘調査が行われ、加工された骨や旧石器、人骨が見つかっていた。大型の動物化石としてはマカクザル、サイ、ハイエナ、クマ、シカ、バク、ゾウなどの化石が見つかっていた。またGunang洞窟は1980年代後半から、忠北大学博物館が中心となって発掘調査が行われている、現在も継続中である。旧石器が見つかっている他に、マカクザル、クマ、トラ、シカ、カモシカなどの動物骨が見つかっている。
　今回報告するマカクザルの歯は、中国各地のマカク化石やニホンザル化石と比較しても最も大型の部類に含まれる。中国の更新世のマカク化石は、大型のMacaca anderssoniと中型のM. robustusに分けられているが、遊離歯化石だけで両者を区別することは非常に難しいため、同一種とする研究者も多い。今回再検討したマカク化石には、上顎第三大臼歯の遠心部にdistoconulusとよばれる異常咬頭を保持しているものが含まれていた。この形質はニホンザルで高頻度で報告される特徴の一つであるが、M. anderssoniでは報告されていない。一方、発表者の伊藤毅がおこなったマカクザル頭骨の内部構造の解析により、M. anderssoniはニホンザルとは別系統に含まれる可能性が高いことが明らかになった。したがって韓国から見つかっているマカクザル化石は、ニホンザルの祖先種グループとしてのM. robustusである可能性が高い。

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本研究は,韓国の地方.市郊外地域の日本統治時代における空間的変容を,土地利用や土地所有状況の観点から分析した.地籍資料に加えて聞き取りを活用した分析の結果は,以下のように要約される.変化の大部分は,川沿いの低地や山沿いの緩斜面に展開した田畑に限定された.近隣居住の韓国人個人の所有が多かった農地は, 1920年代中頃にはインフラ用地として一部が朝鮮総督府所有などに,1930年代末からは都市部居住の韓国人個人所有の宅地に転換された.後者の時期に日本人地主は,郊外地域にまで居住しっっ農地や一部の山林をも所有するに至った.一方で,山林の中でもとくに稜線上は,一部「国有」林の払い下げのほかは,ほぼ特定氏族の墳墓を抱いた山林として顕著に残され,現在までも細長く農地や宅地を取り囲む景観を維持している.この稜線部に対する新規地主の土地獲得は,当時からの住民に対しより強い衝撃を与えており,特別な意識の存在が指摘された.

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Acanthopanax divaricatus var. albeofructus (ADVA) is one of not well-documented traditional medical herb, and it has been used to treat tetraplegia, fracture, contusion, and edema and to strengthen muscle and bone. Therefore the present study was conducted to evaluate the toxicity of ADVA in rats to determine the safe use of it. The toxicity of ADVA was examined in a single, 4-week range finding study and 13-week toxicity study by oral gavage in Fischer 344 rats. In the single dose study, ADVA was administered to groups at dose levels of 0, 2,000 and 5,000 mg/kg. In 4-week study, ADVA was administered to groups at dose levels of 0, 1,000, 1,500, 2,000, 2,500 and 3,000 mg/kg. In the 13-week study, groups of rats received with 0, 1,000, 1,500, 2,000, 2,500 and 3,000 mg/kg of ADVA. ADVA related changes were not noted in single study. Salivation was observed in both sexes in 4-week and 13-week study after dosing. The absolute and relative liver weights were significantly elevated in female rats in 13-week study. However, salivation and the liver weight changes were not considered to be toxicological significance since morphological changes was not accompanied and/or it was temporal change after dosing. On the basis of these results, approximate lethal dose is over 5,000 mg/kg in single study. No observed adverse effect level of ADVA is determined to be over 3,000 mg/kg for rats in 13-week study. Taken together, we confirmed that toxicity of ADVA was not revealed until 5,000 mg/kg in single study and 3,000 mg/kg in 13-week study. It may be helpful to secure reliability of ADVA-treatment by offering objective safety profile.

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近年になって急成長を遂げた日本の長距離高速バス路線網の展開過程を把握し, 路線選定の要因について検討した結果, 次のような点を明らかにした。
日本の長距離高速バス事業は, 高速道路網がほぼ全国を覆うまでに拡大したことによって, 長距離バス輸送の高速化および定時性が確保できるようになったことに加えて, 夜間時間を有効に利用したいとする旅客の潜在的ニーズに対応した夜間運行, 鉄道運賃に対する低運賃設定, および車両のグレードアップなど, バス会社の営業戦略が成功したことにより発展した。また, 一般路線の通勤・通学を中心とする利用客の減少による収益の悪化を補い, 顧客増が期待できるために, 大都市圏や各地のバス事業者が参入した。そのため, 大都市圏相互間, 大都市と広域中心都市間, 大都市圏・広域中心都市と県庁所在都市間の路線を開設することが優先されてきたと言える。

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