APPENDIX

number of hotels, inns, and refreshment places which, although they are regulated by local magistrates upon a basis of one license to so many inhabitants, derive only a small fraction of their profits from the custom of the inhabitants. You find too in Folkestone, as in most seaside places, a great number of secondary schools, drawing scarcely a pupil from the neighbourhood. And on the other hand you will find labour in both towns, coming in by a morning train and going out at night. And neither of these instances is an extreme type. As you come in towards London you will find the proportion of what I would call non-local inhabitants increasing until in Brixton, Hoxton, or West Ham you will find the really localized people a mere thread in the mass of the population. Probably you find the thinnest sham of a community in the London boroughs, where a clerk or a working man will shift his sticks from one borough to another and move on to a third without ever discovering what he has done. It is not that all these people do not belong to a community, but that they belong to a larger community of a new type which your administrators have failed to discover, and which your working theory of local government ignores. This is a question I have already written about with some completeness in a book published a year or so ago, and called “Anticipations,” and in that book you will find a more lengthy exposition than I can give here and now of the nature of this expansion. But the gist of the argument is that the distribution of population, the method of aggregation in a community, is determined almost entirely by the available means of locomotion. The maximum size of any community of regular daily intercourse is determined by the length of something that I may best suggest to your mind by the phrase—the average possible suburban journey in an hour. A town, for example, in which the only method of progression is on foot along crowded ways, will be denser in population and smaller in area than one with wide streets and a wheeled traffic, and that again will be denser and compacter than one with numerous tubes, trams, and light railways. Every improvement in locomotion forces the suburban ring of houses