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In fact, the locational behaviour of all actors may be arranged in a so-called location chain, with the help of which it is possible to assess how a partial change in one actor's spatial-economic behaviour can affect all the other actors and thus affect the evolution of a town as a whole. Examples of such partial changes have already been mentioned: relocation of the population (and hence of purchasing power) by migration to the suburbs, for instance, and relocation of industries (which may be suppliers as well as customers) under the impact of certain processes of changes.

With the advent of railways and tramways longer distances could be bridged, and towns expanded along the tracks and around the stations. As public transport in town is the main mode of conveyance, the townsman's mobility is restricted to the town where he lives, which consequently is characterized by a high residential density. Within the town all sorts of public amenities have to be provided for the fast-growing population, in the fields of medical care, hygiene, education, and recreation. As a rule, the creation of amenities follows the growth of employment and of the attracted population after a considerable timelag.

Urban and suburban trans­ port systems were developed (tramways, bus lines, electric trains). Business enterprises built their own independent transport systems for their workers. Private motoring was still insignificant and, at this stage, not supported by the government. Travel to work, interindustrial relationships between complexes of economic activities and the urbanization of rural areas around the cities and major towns—all these contri­ buted to the development of the cities into so-called urban agglomerations.

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