LOCOMOTION AND ADMINISTRATION
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 outward, and relieves the pressure at the centre. Now this principle of expanding communities holds not only in
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