Abstract: After briefly introducing the gravity and interactance models, the following article goes on to discuss the status of these models and asks: Are the hypotheses reasonable; are the models logically consistent; and do the models fit the facts? The first two sections are of a theoretical nature although a number of practical examples are given to illustrate certain of the points made. The third section consists of a series of case studies covering U.K. port traffic, intra-European air traffic, West German domestic air traffic, inter-urban traffic in Africa, and urban road traffic in Oxford. Graphs are plotted to show the relationship between the various traffic model parameters.

Abstract: The identification and interpretation of the distributions implicit in the concepts of hinterland and foreland are, together with an appraisal of the organization of maritime transport, the main requirements of a functional approach to seaport studies. The detail and accuracy with which these distributions have been portrayed have varied greatly and this is mainly related to the nature of the traffic flow statistics. A consideration of the source materials for U.K. ports suggests that any precise enquiry must be based largely on the unpublished documents of day-to-day port operation. On this evidence the hinterland of the Tyne is identified as an aggregate of individual sites and comprising a range of commodity-group hinterlands. Three broad zones of the collective hinterland are distinguished and a measure of importance is attached to them. Forelands are elucidated by an analysis of maritime traffic at the level of the individual port and of cargo in terms of trading areas. For both hinterland and foreland the significance of the distributions and their main determinants are discussed. The distinctive symbiotic relationship of hinterland and foreland is demonstrated and it is suggested that, in the present period of technological revolution in maritime transport and consequent port rationalization, precise hinterland and foreland investigations may contribute to regional and national planning. ANY GEOGRAPHICAL study which seeks to place a seaport in its functional context involves the identification, portrayal and interpretation of the economic distributions implicit in the illdefined concepts of hinterland and foreland. As a point of transference upon a trade route, the character and status of a port are influenced primarily by: (i) the range and vigour of economic activities, occurring at tide-water and inland locations, which available installations and transport enable the port to serve most effectively; (ii) the trade and traffic of the aggregate of domestic and overseas ports with which the port has inter-relations; (iii) the organization of maritime transport which provides the intervening link. The aggregate of tide-water and inland locations demonstrated statistically and/or cartographically has long been generalized as the hinterland of a port and is the sphere in which the most widespread geographical enquiry has occurred. Following M. Amphoux (I949, I950), the counterpart of hinterland, the aggregate of areas and ports with which a given port has trade relations, has become known as the foreland. Hinterland and foreland exist in a symbiotic relationship, the reciprocal changes being transmitted through the mechanism of maritime transport. It follows that modification within any one of the three components of the trade route, hinterland, foreland and sea link, may be expected to evoke change throughout (Elliott, I966). The functional pattern as it relates to any port may be envisaged as the sum of a large number of varied traces (each being the trade route of a specific commodity) drawn in from the hinterland to a node at the port, interwoven and grouped by the organization of maritime transport and spreading in bands to be concentrated again at a port of entry before radiating individually through the foreland area. Thus, in general terms, the hinterland of one port is concomitantly the foreland of another port or of several other ports. However, for any specific port, this is not a uni-directional flow pattern, and hinterland and foreland components must be evaluated for both export and import traffic.

Abstract: A DEVICE FOR PLACEMENT INTO THE EJECTION PORT OR OPENING OF A GUN WHICH WILL HAVE A KEY FOR ADVANCING A BOLT THAT WILL PREVENT THE REMOVAL OF THE DEVICE FROM THE GUN, THUS RENDERING THE FUN UNFIREABLE.

Abstract: For the past several decades, expanding technology and the resulting standardization have caused a blurring of the distinctive man-environment relationships throughout the world. The physical-cultural associations of a deltaic coast such as that of Louisiana, however, are more pronounced and resistant to change, although changes have occurred and are occurring. These close associations are especially apparent in economy, settlement pattern, port location, and transportation.

Abstract: The combination of a supporting surface having two ports, and an integral body which includes a recess-defining resilient portion secured against the surface to define therewith a chamber into which the two ports open. A poppet-valve integral with the body extends toward the surface and closes one port with mechanical interference, thereby to establish one pressure threshold above which fluid flows from one port to the other port, and a second pressure threshold above which fluid flows in the opposite direction.

Abstract: Ships of a l l types spend a large part of their l i v e s in port and this i d l e time adds considerably to the fixed cost of providing shipping service. Technological progress has empowered the construction of larger, faster and more economical vessels, but organisational and cargo handling innovations in the ports have not kept pace; in many instances the line-haul savings achieved by larger vessels are negated by excessive i d l e time i n port, during which many costs continue unabated. The extent to which ship size affects loading time i s thus a measure of the extent to which economies of scale can be implemented in the shipping industry; i t i s also important when making a r a t i o n a l selection of an optimal ship s i z e . This study concentrates on the loading of grain ships i n the port of Vancouver; the operations of the port are examined and the constituent factors of turnaround time delineated. Some of the possible causes of delay are investigated. The costs associated with unproductive ship time are then estimated and i t is shown that many of the developments in the shipping industry are placing increased emphasis on a fast turnaround, the l a t t e r i s often d i f f i c u l t to achieve because of disorganisation and c o n f l i c t i n g interests i n the port. The loading records of a sample of 1,305 grain ships are then examined with a view to determining the degree of size dependency inherent in the loading time and loading rate attained. I t i s concluded that there i s an appreciable positive correlation between ship size and loading rate and that the portion of the v a r i a t i o n explained by linear regression analysis i s not inconsiderable. Combining these dependencies of ship size and loading rate with the dependency of ship size and cost estimated previously, the general form of the relationship between ship size and total loading time cost per ton is obtained. It is found that for those types of grain for which the results are most conclusive, the cost per ton fa l l s up to large ship sizes. Having regard to the present loading procedures for grain in Vancouver some poss ible improvements are suggested, namely the provision of increased loading capacity and the aggregation of specific grades of grain around the harbour. A rough estimate of the possible benefits associated with these course of action is made. The potential benefits would seem to be considerable, but a high degree of co-operation and co-ordination between the various port interests would be required to attain them.

Abstract: Container consists of two ports, including a side port with sidewalls diverging outwards from the mouth of the container, and a base port with a base, this base port fitting into the open lower port of the side port, and being held firmly in position in the side port. The container is intended for storing yoghurt and similar products. The two container ports can be economically produced by deep drawing, or vacuum forming plastic sheet material. The ports can be easily stored before uniting by welding prior to filling with the product.

Abstract: Port facility sewage disposal systems for large ships in port employing large collapsible waste-containing bags which are submergable and anchorable adjacent a ship and which when filled are towable to a remote location for emptying and processing are described herein.

Abstract: Government Hill rises about 100 feet above an industrial and port area built on a filled-in tidal flat. The nearly horizontal top of the hill is occupied by a residential district. A capping of 35-45 feet of sand and gravel is underlain by Bootlegger Cove Clay, which consists of clayey silt containing thin beds of fine to medium sand. Almost continuous old landslides form the westand northwestfacing slopes. Some petroleum storage tanks and residences are on, or adjacent to, old landslides. Slope-stability safety factors were computed in the vicinity of two lines, along which borings were made and samples tested. Under static conditions the slope at line 1 seems to be stable so long as the toe is not removed to make level ground; the lower part of the slope at line 2 seems to be on the verge of failure along an assumed circular arc. Under seismic conditions both slopes appear susceptible to failure along flat zones in the Bootlegger Cove Clay, if seismic coefficients are assumed to be 0.05 for line 1 and 0.035 for line 2 in stability computations. No major slope failure in the vicinity of lines 1 and 2 accompanied the 1964 earthquake. Topographic and geologic environments indicate that further industrial development should proceed with caution.

Abstract: A MAIN METERING VALVE FOR A FUEL SYSTEM HAVING A SPOOL INCLUDING FIRST AND SECOND SPACED LANDS SLIDEABLY MOUNTED IN A HOUSING. A BORE, CONTAINING A RESTRICTION, PASSES THROUGH THE SPOOL AND THE LANDS TO COMMUNICATE FUEL, OF A REGULATED PRESSURE, ADJACENT THE OUTBOARD FACE OF THE FIRST LAND, TO THE OUTBOARD FACE OF THE SECOND LAND. THE PRESSURE OF THE COMMUNICATED FUEL ADJACENT THE OUTBOARD FACE OF THE SECOND LAND IS CONTROLLED BY A TORQUE MOTOR. AN INLET PORT, LOCATED INTERMEDIATE THE LANDS, ADMITS FUEL FROM A SEGMENT OF A MAIN FUEL SUPPLY LINE WHICH FLOWS OUTWARDLY FROM AN OUTLET PORT ADAPTED TO BE PARTIALLY COVERED BY THE FIRST LAND. A FEEDBACK POTENTIOMETER SENDS A SIGNAL WHICH IS COMPARED WITH AN INPUT COMMAND SIGNAL FOR GENERATING AN ERROR SIGNAL TO THE TORQUE MOTOR. A CONSTANT DIFFERENTIAL PRESSURE IS MAINTAINED BETWEEN THE INLET AND OUTLET PORTS SO THAT FUEL FLOW IS A FUNCTION OF SPOOL POSITION.

Abstract: (1969). I. K. Brunel and the Port of Bristol. Transactions of the Newcomen Society: Vol. 42, No. 1, pp. 41-56.