According to 1960 U.S. Census, this Region, defined by Regional Plan Association, had about 16.1 millions. The population of 1850 was only one twelfth of 1960's, and New York Metropolitan Region of that time is considered to have been in the sphere of 7-8 miles from City Hall at most; smaller than the present Core part.
By 1900, it had the increase of 4.2 millions for the fifty years, and it filled up almost the 20 mile ring with the density of more than 200 persons per square mile. Especially, the growth of Manhattan, Brooklyn and Hudson counties in the Core was tremendous. The most noticiable characteristic of the distribution pattern of 1900 is the leap-frog and linear growth pattern beyond the 20 mile ring. It means that the suburban railroad's early influence on the distribution of population or suburbanization was coming out at the turn of century.
From 1900 to 1930, this region gained the increase of 6.1 millions, and, especially, in the last decade, it had the greatest increase on its history. In spite of it, CBDs of the Core, ranging from Manhattan to Newark, began to decrease in population density in that time. And the increasing population filled up mainly the 20 mile ring in New Jersey side and 30 mile ring in Westchester and Long Island. Beyond that, the radial and leap-frog pattern became more predominant than 1900's.
It shows the influence of the best age of the suburban railroad in this Region. But, generally speaking, the spacial expansion of 1930 was not so different from 1900's, except Long Island's extraordinary growth.
By 1960, this Region had the net gain of 4.5 millions; smaller than the first 30 years' increase. In spite of it, its spacial expansion is much larger than 1930's. The 40 mile ring has been almost filled up with the density of over than 200p.s.m. and the radial growing pattern of the pre-war time is going to be extinguished and to make a round pattern as a whole. The 20 mile ring has been pluged up with the density of over than 5000p.s.m., and the 30 mile ring with over than 1000p.s.m.
Long Island Sector and Bergen county are most outstanding in the development.
On the other hand, the decrease of the Core has reached the climax; 583 persons per square mile in average from 1950 to 1960. Especially, Manhattan had the decrease of 260, 000 persons and 11, 688 per square mile after 1950. Really, it may be called the population explosion of New York Metropolis.
The suburbanization of the pre-war time was the cohesion type around a passenger station and the post-war one is the scattering type around a station. It is different from the suburban sprawl of the western cities in the United States.
The distance of 20 miles from Manhattan CBD has always had a meaningful influence to the suburbanization through the pre and post war time. The concentration of population in the 20 mile ring has always been most vigorous, and it coincides with the multi-family dewelling and, beyond that, it shifts to the area scattering suburbanization.

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The Central Park in New York City is the fist municipal urban park in U. S. A., established in 1858. The purpose of this paper is to clarify the role and influence of the Central Park from the point of view of the historical development of landscape architecture in U. S. A.
The following four points have analysed in this paper. First; the establishment of the Centeral Park caused a nation-wide municipal urban park movement and many big parks and park systems were created as infrasturcture of the city planning. Second; the planning concept of the Central Park was to create a wide pastoral scenery, within highly developed Urban environment, for the park was regarded as lungs of city and also it had a great contribution to citizen's recreation and welfare. Third; To accomplish the above ideal, the technique of civil engineering took a great role, especially on the thorough drainage system, and the separate road system. Fourth; New professional, “Landscape Architecture” was created from the construction of the Central Park.

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 In the 1960s, the conflict between Robert Moses, chairman of the New York state/city-affiliated highway authority and Jane Jacobs, urban sociologist helping the residents oppose the highway, over how to remodel the city of New York symbolized the sharpening of the dispute between state and local administrations versus local community, and its turning point in highway planning philosophy. The most conflicting case was the interstate highway named the Lower Manhattan Expressway (Lomex) crossing the southern tip of densely built-up Manhattan Island, the district of SoHo. Both Moses and Jacobs had to leave the scene in 1968, because Moses resigned his post and Jacobs left for Canada after her arrest at the public hearing of Lomex. The John Lindsay Administration of New York City eventually had to accept the duty to tackle this issue. Despite several books written by eminent writers such as Robert Caro (1974), Anthony Flint (2009), Scott Larson (2013) and Jean Dory (2018), they focused on the relationship between Moses and Jacobs from the perspective of their conflicts. Therefore, it was unclear what kind of administrative actions had been taken by the Lindsay administration during the period since 1968 until Governor Rockefeller’s termination notice of Lomex project in 1971. The author tried to clarify the process between through discovering relevant public information and documents concerned with this issue.

 When planning highways in urban areas, it is required for local planning bodies to reach an agreement on its necessity with the community along the route in a prospect of community benefits. If being based on the agreement, the concept of “Joint Development” to utilize the air-right above the highway for new public facilities will be meaningful. It was originally studied and conceptualized by the Federal government in 1968 as a possible clue for the highway planning. As the Federal-Aid Highway Act introduced the concept of joint development, it was designed to integrate such a single-purpose agency of highway planning as the state highway bureau with other multiple local planning bodies, in a wider prospect. The Lindsay administration attempted to search an agreeable solution to the highway problem by using this method. They started preparation in early 1969 to launch a new study scheme of joint development by the special task force of social-economic and environmental expertise.

 Just prior to this planned study, the City Environmental Bureau disclosed the result of air pollution simulation of planned Lomex that indicated a highly polluted air for public facilities above the open-cut structure. When decreasing air pollution caused by heavy traffic, it could not be expected a satisfactory progress in foreseeable future because of the then technological limitation of automobile industry. The joint development became hardly to proceed. In 1969 the Lindsay administration declared the termination of Lomex with a reason as the residents opposition.

 After Lomex, the Lindsay administration still tried to apply joint development to other highway reform projects, but could not succeed. Since the failure of the Lindsay Administration, all successive city administrations have avoided planning new urban highways in New York.

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