Uncontrolled growth in Greater Jakarta has reduced the green area in Jakarta’s neighboring municipalities. Projected population growth and associated growth in housing will cause further loss of green areas. Spatial planning laws in these municipalities and the application of a national target for urban green areas in each city have been implemented in an attempt to mitigate the loss of green areas. However, further loss of green areas since these laws were issued shows that there are underlying problems in their enactment. Tangerang Selatan has been nominated as a new center for residential, service and trading activities, which provides an opportunity for policy change to mitigate the loss of urban green space in peripheral municipalities. This paper aims to mitigate further loss of green areas in Tangerang Selatan by identifying the underlying problems for green area provision in Tangerang Selatan through analysis of the current regulations and their implementation in different types of development.　Findings indicated that achieving sufficient urban green area is a challenge in Tangerang Selatan due to insufficient planning and monitoring capabilities. However, it is found that private sector has the potential for collaboration in green area provision.

Seniors without adequate access to public transportation suffer from a lack of mobility after they stop driving as they mostly depend on urban structure, denoted by population distribution. This study estimates past and future numbers and distribution of seniors facing a mobility crisis by applying spatial analysis to the greater Tokyo region, which could be severely impacted by this issue in the near future. In addition, we explore how the past migration contributes to the number and distribution of seniors with poor access to transit by cohort analysis. The data include the national census from 1980 to 2010, future population projections up to 2040, railway station locations, and bus routes. In conclusion, we have succeeded to estimate the number and distribution of seniors with poor access to transit in the subregional level. The total number increased from 324,702 in 1980 to 758,336 in 2010 and can reach 1,394,074 in 2040. In addition, the rates of the seniors without train access increased from 43% in 1980 to 46% in 2010 and can reach 49% in 2040, whereas those without rail or bus access were 15% in 1980, 10% in 2010, and can reach 12% in 2040. Moreover, the cohort analysis indicates that the number and distribution of seniors without access to transit largely depend on the migration of those who bought their house with poor access to transit at around 30 years and the gradual migration of those who bought their house with poor access to transit after that age.

A wide variety of microdata offer great potential for the advancement of small area demographic estimation. This study proposes a method to estimate residents’ attributes at the street block level using survey microdata and spatial microdata (GIS building data), demonstrating the method in a Tokyo ward area. The proposed method is shown to be superior to alternatives using limited microdata. This method includes (1) modeling housing composition for each block based on dwelling unit information from spatial microdata, (2) establishing the statistical relationship between housing and demographic attributes through a small area cross tabulation technique using survey microdata, and (3) allocating demographic attributes to street blocks based on this small area-specific relationship. Housing composition is defined by building type and dwelling size and is constrained by small area totals of the census. The Tokyo ward area contains high-density built-up districts and is characterized by vertical population extension and resident diversity. In spite of this complex residential structure, the accuracy assessment indicates that the proposed method performs well and presents a more accurate estimation than any other methods using limited microdata. This finding stresses the effectiveness of combining different types of microdata, which not only allows spatial refinement but also reflects neighborhood heterogeneity of the relationship between housing and demography.

This study observes the case study of the “Nakhon Sawan Community Development Organisation,” which is a network of 21 low-income communities in Nakhon Sawan City Municipality in Thailand. This network’s adaptive activities before, during, and after the mega flood in Thailand in 2011 are considered to be progressive. This study tries to investigate 1) What types of social network/capital can promote building adaptive capacities to flooding in low-income communities, and 2) Poor urban communities’ processes and conditions to form social capital that lead to building adaptive capacity. In this study, three types of social capital–bonding, bridging, and linking social capital–are used for analysis, and these three types are classified at three levels: local, national, and international. From the research, it is revealed that 1) From normal time to during and after the flood, bonding social capital, or the community network, is the basis of adaptive activities, 2) Bonding social capital can carry out adaptive activities in combination with linking and bridging social capital at national and international levels, 3) Low-income communities’ first step to expand its social networks with other organizations is uniting within a community and collaborating with neighborhood communities, and 4) A multi-layered, low-income community network system is effective for disaster management.

Japan's wartime city planning and housing policy was the prototype for city planning in the postwar-era. The greatest issue for wartime city planning was the construction of military plants in local regions. This study aimed at clarifying the relationship between industrial development and the legal city planning of the Nippon Steel Co. Ltd. (NSC) during World War II, with a focus on the cases of the Muroran, Kamaishi, Hirohata and Yahata (Yawata) Works.

The Japanese steel industry originated with NSC, which was founded as a national policy company through the consolidation of steelworks in 1934. Legal city planning was developed in relation to the construction of four huge steelworks: Muroran, Kamaishi, Hirohata and Yahata. City-planned streets were instituted in four cities with steelworks. However other legal city planning was different. The result of this research represents legal city planning for industrial development during World War II. The cases of industrial city planning during the war shared the principle of an air defense system. In contrast, advanced city planning notions such as “planning unit” and “regional planning” were introduced in accordance with the sizes of the respective cities.

One of the most traditional and growing major cities in Saudi Arabia, Jeddah City established building design standards for villas and apartments in 1960. These design standards have changed several times in response to population increases. However, these standards have had adverse effects on streets: 1) motorization has created pressure on planned neighborhood streets, which resulted in an unsafe environment for pedestrians who must share the road with vehicles.　2) Because of the lack of availability apartments in mixed land-use neighborhoods, the municipality has allowed apartments to be built in desirable villa neighborhoods. Apartment and villa neighborhoods had been separated until 2007 because of privacy concerns. The new combination of buildings has resulted in a loss of privacy in villas overlooked by apartment buildings. Apartment residents are also parking their cars in villas’ front yards because of a parking shortage. This study aims to 1) make spatial configuration arrangements of design standards, 2) define the spatial configuration combinations of streets and residential buildings by analyses of the expanding urbanization process, and 3) identify the issues with streets and determine a method to avoid such issues in future neighborhood planning. This study found: 1) a reality gap in design standards, such as the setback line and its relation to parking spaces, 2) unsuitable assumptions regarding car ownership per household, which resulted in a parking shortage, and 3) that resident use of sidewalk spaces as a semiprivate space negatively impacts the pedestrian environment.

This study is aimed at clarifying how Kobe City, Japan’s pioneering city in the field of disaster preparedness, has worked to establish water and greenery networks in an advanced approach. It examines how the function of water and greenery networks has changed over time depending on the needs of the times and what strategies have been taken to improve certain areas. The study covers the “Master Plan for Parks and Open Spaces” that was drawn up in 1985, the “Green Basic Plan 2000” that was formulated after the Great Hanshin-Awaji Earthquake in 1995, and the recently-revised “Green Basic Plan 2011”.

The result showed that at the regional level, only the 2000 plan drawn up after the 1995　disaster dealt with water and greenery networks from a wide perspective covering the entire region. At the area level, the urban area has grown into a densely populated area, despite having undergone the natural disasters. The urban area was devastated by the 1995 Great Hanshin-Awaji Earthquake that occurred directly underneath. In each plan, therefore, concrete planning and strategies were described regarding networking elements, their locations, and connecting methods. The 2000 plan was the first to have indicated the disaster prevention green axes systematically from the viewpoint of urban disaster prevention for the urban area and its vicinities. The 2011 plan provided concrete strategies for the disaster prevention green axes that were systematized in the 2000 plan, in consideration of their unique features.