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Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 49（）
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Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 55（）
The fascination with dreams has continued through the various phases of human history. There is reason to believe that the earliest societies may have considered dreaming as a voyage of the soul, a separation but quite definite being of the person. This, indeed, is how many primitive societies think of dreams today. More advanced societies have often thought of dreams as containing messages from the gods. This was one of the views held in ancient Egypt and Greece. While sleep has been considered an appropriate object of scientific study, dreaming has usually been considered rather a subject for fairy-tales and legends, and a plaything for philosophers. Even when Europeans started making progress in the physical and biological sciences, they dismissed dreaming as a proper scientific object because dreams were chiefly incomprehensible products of an inefficient, poorly oxygenated brain. In the nineteenth century, however, at least some medical men and scientists took dreaming more seriously and noted that dreams were perhaps the psychoses of madness of the normal man, during which strange and usually hidden thoughts appeared. This was in a sense a rediscovery of an old idea, already mentioned in Republic. Freud accepted this idea, and used his insight into dreaming to propose a complete theoretical outline for the organization of thought, involving primary processes and secondary process thinking. Freud was so impressed with the possibilities offered by the study of dreams for understanding mental life that he spoke of the dream as royal road to the un conscious.However, Freud and the psychiatrists who followed him considered dreaming from feeling and probably instantaneous phenomenon. The prevalent view was that either dreaming took place during the moment of awaking, or, on the other hand, that dreaming occurred constantly but was only very occasionally and haphazardly "sampled" by consciousness. In either ease, the various properties of dreaming were explained on the basis of the properties of the solid underlying state of sleep.A great deal of recent work completely contradicts this formulation indicating that dreaming is associated with an entire biological state of its own, state in many ways as different from ordinary sleep as it is different from waking. This biological state, or the D-state, has been found to occur in all mammalian species studied, as well as in people. It occurs at times when the psychological experience of dreaming is unlikely; for instance, in the newborn child, and the newborn cat. Recently a new field of inquiry has been developed by Aserinksy, Kleitman and other workers in the physiological, biological, and chemical sciences. This new field is the biology of dreaming, which sometimes has a focus far removed from the psychology of the dream. Through modem scientists’ joint effort, mysteries of dreaming may soon be unlocked. The author’s attitude toward Freud’s studies can be best described as （）
Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 53（）
In the simplest terms, a market is the place where seller meets buyer to exchange products for money. Traditional markets still function in many parts of the world. Even in the United Sates, during summer months, there are farmers’ markets where direct selling and buying take place between producers and consumers. Most service industries still operate at this market level.Manufacturing industries and most agricultural enterprises are more distant from the consumer. Their products pass through several hands--truckers, warehouse workers, wholesalers, and retailers before reaching the final consumer.Products, or commodities, are usually divided into two types: consumer and industrial. Consumer goods are those that are sold to final users, the customers. These goods include food, clothing, automobiles, television sets, appliances, and all those things people go to stores to purchase.Industrial goods are those that are sold to companies or other businesses for use in manufacturing or other purposes. Automobile makers buy many of the parts used to assemble cars. A tire manufacturer buys rubber, synthetic or otherwise, with which to make fires. Eventually these materials will end up in the hands of final users: the owners of the cars. The nature of industrial goods depends on the nature of the goods to be made for final users. The price of industrial goods and raw materials will influence the price of final goods, those that the consumer buys. Paper sold to a publishing industry（）
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