Tôkyô's road pattern represented by the number and type of road intersections reveals its regional structure to a great degree. All the intersections shown on the 1: 10, 000 topographical maps of Tôkyô's ku area surveyed and published by the Geographical Survey . Institute, Ministry of Construction, between 1955 and 1958, were counted and classified by the author for each 1 km² section optionally established for the purpose of making this paper. As of the dates of the publication of these maps, at least 155, 676 intersections are to be found within the ku area of Tôkyô, including 6, 573 dead ends and 32, 980 curving or bending roads (L or C shape) (Tab. 1). Of these, three-roads intersections or intersections with three corners (T or Y shape) occupy more than a half, making a sharp contrast to southern Manhattan of New York where some 60% of the intersections are of four corners (X shape). Strictly speaking, the most complex intersection within the ku area is of eight roads or corners as far as the maps employed are concerned.
Combination types of intersections were established for each 1 km² section by taking out the first three most numerous types of intersections and then by combining them in order of frequency of appearance. In doing so, several combination types are recognized as shown in Tab. 3 and Fig. 2. Out of the four major combination types selected, sections with 3-2-4 combination type, i.e., unit sections with prevailing three corners followed by curving or bending roads and four corners in turn, occupy nearly a half within the ku area of Tôkyô. This fact shows that the metropolis is well characterized by the dominance of three corners often mixed with meticulously curving or bending roads, most of which are of rural origin or of socalled natural growth. The combination types were then laid out on a Tôkyô map in somewhat simplified form, so that their general distribution pattern could be revealed in reference to the process of urbanizatifsn areally considered. By this analysis, for example, southwestern sections of Tokyo developed largely by the Tôkyô Kyûkô Electric Railway Co. (T. K. K.) and its related real estate enterprises generally show sections of 3-4-2 combination type being thought to be a relatively well aligned street network as well as spotted sections of 4-3-2 combination type as a representative of the modern geometrical layout of streets. This is the actual situation of the area, although topography there is considerably intricate for Tokyo as in the case of the inner sections surrounded by the Yamate loop line.
A concentric tonal structure is to be recognized in terms of the density of intersections (Figs. 4 and 5). High-density areas generally surround the Yamate loop line, approximately 8 km in radius from the center of Tokyo. Density becomes lower toward both center and periphery as a whole. These high-density areas, however, are to a considerable degree in accordance with the areas of a high population density. In these areas, surface land.forms are also intricate generally, causing further possible congestion for road traffic, especially for motorization. It is quite natural to see areas of a low intersection density in the peripheral portions of the metropolis, where a character of urban fringe is still to be seen. Newly reclaimed sections along Tôkyô Bay primarily used for port and industrial facilities and accomodations also show a low density of intersections. This fact is well explained by the development of larger-scale structures and establishments there. Excluding such low-density areas as urban fringe and port or industrial areas, only one portion of Tôkyô is clearly characterized by the existence of a low intersection density, i.e., Marunouchi and Kasumigaseki areas.

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In the present article, the writer studied pediment morphology in Korea using topographic maps and geological ones. The results are summarized as follows:
1) In Kora pediments are mostly found on granite areas with hardrock cover, where local base-leve is rather stable and relief is rather high. So pediments develop in Central and South Korea, especially in South.
2) In South Korea pediments develop in direction of northeast to southwest. This owes much to the bedrock structures which have the same direction.
3) The pediments are classified into two levels. The upper level pediments are correlated to the middle level erosion surface, and lower level pediments are correlated to the lower level erosion surface.
4) The pediments develop in basins, at the lower margins of steep slopes dividing three levels of erosion surfaces and around the residual mountains on the erosion surfaces. The first belong to the early stage of pedimentation, the second to the middle stage and the third to the last stage.
5) Pedimentation has already stopped and they have been dissected by streamlets.
These facts indicate that the landform and geological character of the pediments in Korea resemble much to those in Chugoku Mountains of south-western Japan, but they are larger in scale than those in Chugoku Mountains.

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This paper is the study on the structure of Ikebukuro busy quarter which is one of the busy quarters of Tokyo such as Ginza, Shinjuku, and Shibuya, and Asakusa. This study was done from March, 1964 to January, 1965. The survey was made for all shops and establishments, and also flow of pedestrians in the Ikebukuro area was analyzed, together with some other geographic considerations.
The outline of this study consists of the following three parts:
(1) Calculation of quantity and ratio of the “busy-quarter” shops and establisments in Ikebukuro busy quarter. Busy quarter of Ikebukure is supported by some 2.5 million people as in the case of Shinjuke, the largest sub-senter of this great metropolis, but Ikebukuro's “busy ratio” is lower than thet of Shinjuku. that is, there are not so many high-class specialty shops here as in Shinjuku. In Ikebukure, the ratio of the establishments selling personal ornaments and rend ering eating and drinking service to that of banks and offices is also low.
(2) Ikebukuro busy quarter is divided into three areas. (a) Core area (inside the circulating road of the busy quarter). (b) Inner area (outside but directly neighboring the circulating road). (c) Outer area (in the environs). These three areas were further subdivided into 26 smaller parts in all, along with analysis of characteristics of each area. After analyzing each part counting 26 in comparison with Shinjuku, the following three points were clarified:
A. Development of the circulating road is not mature, hence two semi-circulating roads in actuality.
B. Three immature core areas located, however, outside the semi-circulating roads.
C. Some inner areas are not directly adjacent to the semi-circulating roads.
(3) Characteristics of the arrangement and the structure of Ikebukuro busy quarter.
A. The busy quarter develops in concentric form around the station, with its centrally unifying character.
B. No significant flow of pedestrians as in the case of. Shinjuku, because establishments inducing a large number of people are too closely located to the station.
C. The personal ornaments quarter and the eating and drinking quarter are mutually separated by the station.

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