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"Prepared for the Urban Studies Center for presentation to the Metropolitan Study Commission." ; Mode of access: Internet.

A RJE article on problems of urban African housing in the white- ruled Rhodesia of the 1960's. ; African housing is really a moral problem. What you do about it depends on your sense of values. And of course your political common sense as well, for you haven't a hope of building a stable and contented society—which is presumably what every prudent politician wants to do—unless your people are decently and comfortably housed. But if you want to provide adequate facilities, you will need to know what the costs will be and how they can be met. My paper will try to give the answer. 2. The problem of African housing is pretty widespread—and sometimes not so pretty, as when we see the horrible shacks and compounds alongside so many of our roads. But this is part of the rural scene, and will not be dealt with in this paper, although it does exemplify the inherent factors of all African housing, namely, morals and money, whether those concerned care and care sufficiently to take a little trouble and make a little investment in human welfare. This paper will be confined to the urban areas, for it is here that the problem of housing is the most complex, interesting and controversial. 3. In the towns, African housing falls into four categories, namely, housing provided by: (a) Domestic employers; (b) Large employers; (c) Public bodies; (d) Home ownership.

Significant changes have taken place in the distribution of dairy products during recent years. These changes have been marked by the increased importance of milk distribution through grocery stores, specialized dairy stores, institutions such as schools and military establishments, and the corresponding decline of home delivery. Many small food stores have been replaced by large, self-service supermarkets, most of which are operated by chain store merchandisers wielding increased market power. Specialized milk delivery systems have been developed to meet the needs and demands of supermarkets, such as limited service or dock delivery. Because of differences in costs of servicing various customers, volume delivered, and competitive pressures, wholesale price discounts have been introduced and extensively used. Dairies have consolidated or merged operations to capture economies of scale in processing and distributing and to increase market power. More mergers will likely follow. The areas served by processing plants have expanded as a result of the development of super highways, mechanically refrigerated trucks, and increased use of single service containers.

"April 1983; HUD-PDR-729"--P. [4] of cover ; Bibliography: p. 71-76 ; Photocopy. ; Mode of access: Internet.

"April 1983; HUD-PDR-729"--P. [4] of cover. ; Bibliography: p. 71-76. ; Mode of access: Internet.

"HUD-PDR-729"--P. [4] of cover. ; "The preparation of this report of the Community and Economic Development and Management, Finance and Personnel Task Forces of the Urban Consortium has been funded by the Office of Policy Development and Research, U.S. Department of Housing and Urban Development under contract #H-2886-RG"--Verso of t.p. ; "April 1983"--P.[4] of cover. ; Includes bibliographical references. ; Mode of access: Internet.

This article shows the possibilities for systematic investigation offered by the segmentation method for analysing urban displacement behaviour. By avoiding the analysis of many contingency tables, this method makes it possible to construct a representation of the links between a phenomenon studied and a set of specific parameters. It is implemented here in an attempt to explain overall mobility by a number of parameters representing the socio-economic context. The analysis identifies some major trends in the determinants of mobility, but also shows the limitations of this type of approach based on these socio-economic criteria. The search for more relevant explanatory factors requires the introduction of other dimensions of social reality. ; Commutings of town-dwellers: a method of systematic investigation. - This article exposes some opportunities of the segmentation method about urban travel behavior analysis. This method avoids analysis of a lot of contingency tables and helps to build a view of relationships between a phenomenon to be explained in a way to explain the aggregate mobility with some parameters making up a representation of the socio-economic context. The analysis allows to make out some large tendencies in travel factors but also shows the limits of this way of explanation by these socio-economic criterions. Search for more relevant elements requires to introduce other dimensions of the social reality. ; This article shows the possibilities for systematic investigation offered by the segmentation method for analysing urban displacement behaviour. By avoiding the analysis of many contingency tables, this method makes it possible to construct a representation of the links between a phenomenon studied and a set of specific parameters. It is implemented here in an attempt to explain overall mobility by a number of parameters representing the socio-economic context. The analysis identifies some major trends in the determinants of mobility, but also shows the limitations of this type of approach ...

Feb. 1979. ; Prepared for Department of Energy, Office of Solar Applications and Department of Housing and Urban Development, Division of Energy, Building Technology and Standards. ; Mode of access: Internet.

This study aims to analyze the population and activity in major port cities of modern Algeria. It is not intended to establish a retrospective, insofar as the recent history of independent Algeria, and demographic and economic events that accompany determine a field antagonistic contradiction with the prospects seemed affected by the organization of the colonial society in the ten years preceding independence in July 1952.A new company has replaced the old and we can talk about a qualitative change as a result of a dialectical process itself characterized by leapfrogging the most meaningful political independence are closely followed by the economic independence and in less than ten years.We can characterize the colonial Algeria as an economic area without major organic relation to spacegeographical, economic space that is itself characterized by a series of spaces "derivatives" which the organization depended on external wills, often conflicting, mainly located in the decision-making centers of the colonial metropolis.This resulted in a disruption of economic space whose timely reports with the geographic area determined areas of modern development related to the market economy in the context of the international capitalist speculation and not on a minority of the population , and areas of underdevelopment that archaic largely independent of market economics economic organization could barely meet the consumption needs of a majority of the population held away from development economic and social.The break is almost complete between the past and Algeria Algeria today we are studying. One can say that a just under ten years, the Algerian nation was able to superimpose essentially economic space and geographic space and is creating a social space reflecting its national revival. This social space is itself closely linked to a cultural space that finds its historical dimension in the objective meeting of the Arab-Berber culture, Islamic culture and French culture. ; La présente étude a pour objectif l'analyse de ...

Abstract: Studies of Irish politics have generally used a clientelist framework: voters in rural areas seem to obtain state benefits through a politician's interventions and, in return, become the politician's "clients". This article reports anthropological research on urban brokerage and clientelism carried out in Dublin from 1978 to 1981 which suggests that a more complex analytic model is required. Clientelism was relevant in the context of party politics, but voters who sought a broker's help did not necessarily become clients. Political brokerage did not guarantee individual voters' electoral support, and was largely used to enhance the politician's reputation in the community. It is thus useful to distinguish brokerage from clientelism; although the two are related, they are not interchangeable. In addition, the "currency" of brokerage was rarely politicians' influence over the actual allocation of state resources, but rather their information about bureaucratic procedures and their access to the bureaucrats themselves. There is no reason to presume that brokerage, based on such a monopoly over information and access, should necessarily decrease as Ireland becomes increasingly urban and industrial.

Hearings held July 8-Nov. 12, 1971, in various cities. ; v. 1. Construction noise.--v. 2. Manufacturing and transportation noise (highway and air.)--v. 3. Urban planning, architectural design; and noise in the home.--v. 4. Standards and measurement methods, legislation and enforcement problems.--v. 5. Agricultural and recreational use noise.--v. 6. Transportation noise (rail and other). Urban noise problems and social behavior.--v. 7. Physiological and psychological effects.--v. 8. Technology and economics of noise control; National programs and their relations with state and local programs. ; Mode of access: Internet.

The recent appearance of two books, both dealing with the relationships between education and economic and social structure in parts of nineteenth-century North America and both claiming to be examples of quantitative social science history (an appellation to which more attention will be given below) gives us an opportunity not only to assess their merits relative to each other, but also to pose, by implication, some general questions about the future of research conducted within this mold. We are now emerging from a period in which empirical and analytical techniques developed by social scientists for the analysis of contemporary data have percolated through and to other subdiscipline and disciplines. Affecting economic history first, winds of change subsequently invaded more methodologically traditionalist departments, where they have given rise to a flurry of unimaginative but genuine neologisms: the New Urban History, the New Family History, the New Social History, even the New Political History. At the same time, techniques and concerns associated with the practice of demography, a discipline which although quantitative from its inception and by its very nature has not (at least in the United States) been firmly rooted in any one academic or departmental structure, have exercised an independent influence on historically oriented researchers in various departments.

Includes bibliographical references ; published_or_final_version ; Introduction / D.J. Dwyer pvii ; Conference participants p285 ; Economic, social and political change ; Population dynamics ; Housing problems ; The future of the Asian City ; 1 Urbanization and economic growth (3 tables) / Bert F. Hoselitz p3 ; 2 The Manilenos: significant elites in Urban Development and Nation-building in the Philippines (7 tables) / Leandro A. Viloria p16 ; 3 Becoming an Urbanite: the neighbourhood as a learning environment / Mary R. Hollnsteiner p29 ; 4 The Asian City and the Political Process / Aprodicio A. Laquian p41 ; 5 Urbanization processes in developing countries: a Markov Chain Approach / R. S. Mathieson p59 ; 6 Geographic mobility of Industrial Workers in India: a case study of four factory labour forces / Stewart F. Richards p72 ; 7 Population dynamics and contemporary Singapore / Warwick Neville p96 ; 8 Rural-Urban migration in a plural society: a case study of Malays in West Malaysia / T.G. McGee p108 ; 9 Kampong Pandan: a study of a Malay Kampong in Kuala Lumpur / W.D. McTaggart and R. McEachern p125 ; 10 Urban Housing and economic development / William L.C. and Margaret F. Wheaton p141 ; 11 Economics of Housing Policy in development nations / Wallace F. Smith p152 ; 12 Attitudes towards spontaneous settlement in third world cities / D.J. Dwyer p166 ; 13 Housing and planned urban change: the Calcutta experience / Colin Rosser p179 ; 14 Housing problems in Urban Korea / Chung-Hyun Ro p191 ; 15 Public and private housing in Hong Kong / Keith Hopkins p200 ; 16 Some social implications of rehousing programmes in Singapore / Ann Wee p216 ; 17 Innovative techniques in low cost housing: the North Bengal experience / Sujit Banerji p231 ; 18 Planning the future of Bangkok / Larry Sternstein p243 ; 19 Future development stages for Seoul / Tai-Joon Kwon p255 ; 20 Planning the future of the Asian City / Norton Ginsbury p269

Lower real incomes in the agricultural sector compared with other sectors of the economy have led to continued migration of rural people xi to urban areas. Despite this movement of surplus people from farm areas, incomes in the rural sector have failed to keep pace with those in urban areas. Fewer social amenities and other conveniences have also contributed to rural-urban migration. This reduction in rural population and the consequent reduction in the economic bases of many rural communities has raised some interesting questions about city and rural government consolidation. What sizes of cities should be encouraged in the rural areas, and how can those services and other amenities which are provided in urban cities be supplied to rural areas. For planning efforts to be successful in solving these problems, it is essential to have some knowledge of the sizes of cities which can provide public services and other amenities at least cost. It was assumed in this study that the tendency for farm families to move their families into the towns and ci t ies had been completed. It was hypothesized that as cities become larger economies of scale in the provision of public services will be downward sloping, but that transportation costs associated with travel to farms, marketing of crops, etc. will rise. xii The summation of a declining public service function and a rising transportation function would give an aggregate long-run average total cost function whose minimum would define the optimum city sizes. Mathematical models were developed to estimate these functions and the relationships between them. The models were then applied to five different types of farm enterprises and road configurations. The public service functions showed the expected U shape with the minimum occurring at approximately 130,000 to 140,000 population. The transportation functions were positive in nature but increasing at a decreasing rate. When the two functions were aggregated, the rate of change in the transportation function was much greater than that for the public service function causing the former to overpower the latter. Most studies of economies of scale based on per capita public service costs alone have concluded that cities must be very large to provide these services at minimum cost. The results of this study lead to the conclusion that when transportation costs are considered along with public service costs, the optimal size of city will be much smaller than is commonly believed. This suggests that there is still a place for small sized cities and that planners should think in terms of perhaps a threelevel hierarchy of cities. The city hierarchy might include a few large central cities, many service centers and numerous local towns. If small cities do not have large enough economic bases to provide adequate services it may be cheaper in the long run to provide financial aid in the form of subsidies rather than to incur the heavy transportation costs associated with larger city sizes.

The immigrant population living in France as caused few studies in the field of transport. In fact, this is the idea of integration an ethnical or racial dimension in the research problematics which has not been yet underlined. Though, considering in a specific way the foreign user in the scope of urban travel may suggest a lot of interests. The purpose of the paper is to show that the subsidizing politics of French urban transit systems corresponds badly with the demographic, social and economic realities of the immigrant population and specially those coming from Nord-Africa who represent more than one million persons. ; La population immigrée vivant en France a fait l'objet de peu d'études dans le domaine des transports. En fait, c'est l'idée d'intégrer une dimension ethnique ou raciale dans les problématiques de recherches qui n'a pas encore été soulevée. Or, la considération en tant qu'objet spécifique, de l'usager étranger des transports collectifs révèle des intérêts suggestifs. Le but de cet article est de montrer que le système de subventionnement des transports urbains en France correspond mal aux réalités démographiques, sociales et économiques de la population immigrée, et plus particulièrement celle issue de l'Afrique du Nord qui représente plus d'un million de personnes.