The aim of this study is to clarify the criteria of the relationship between building frontage and streetscape through automobile management in suburban areas. First, we chronologically investigated the use, frontage width and building frontage of roadside buildings through map and photos. Secondly, the buildings' ground plan parking arrangements, backyard, and boundaries were examined and analyzed. Thirdly, nine “building front types” in three groups were made clear through similarities found between various characteristics and their arrangements. Next, the ground plans and groups of building frontage types were combined to obtain several “roadside building types”. Following this we could demonstrate the relationship between the “roadside building types” and the generational change of their frontage width as well as quantity. Finally, by comparing chronological change and distribution of streetscape, a framework for discussing the analogical streetscape of roadside building types can be presented.

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 This article aims at developing a method to analyze the location potential distribution of retail stores, formed by population distribution and major road, and analyzes a case with a bypass in a local city to circumvent the urban area.
 Along major roads in suburban areas of local cities locate roadside shops targeting automobile users. Many of these roads are bypasses prepared to accommodate the increase in traffic due to the spread of automobiles by circumventing the urban area. The impact of the bypasses on the location of commercial facilities has been huge. Therefore, this article explored the location of commercial facilities, especially retail stores in local cities, from the viewpoint of the relationship between the size and shape of the urban area and the bypass around it.
 This article defines the location potential distribution of the retail stores as follows. The use behavior of retail store is classified into the one from the residences of the urban residents, the one when passing the bypass, and the one when moving from the city to the outside passing along the old road. The sum of the distributions of these three types of use behaviors is called the location potential distribution of the retail stores. Using this, the distribution of retail stores is analyzed by the following three phases.
 First, this study formulated the potential using the normal distribution, and applied it to Tateyama City in Chiba Prefecture. The results showed that the traffic and the area of the densely inhabited districts of the census were selected as explanatory variables that can reproduce retail store distribution with high precision. This means that not only the population distribution but also the traffic volume affects the distribution of the retail stores. The fact that in 2007 the area of the densely inhabited districts of 1960 was selected as an explanatory variable implies that even in 2007, when motorization has progressed, both the use behavior by walk and that by private cars influenced the distribution of retail stores.
 Next, analysis on simple urban models showed that the place where the retail stores are most likely to be located can be classified into three places depending on various conditions of the city, that is, in the center of the city, near the entrance of the urban area and the bypass midpoint. When the traffic volume of the bypass is small compared to that of the old road and the urban area size, the city center is the most likely location. If the traffic on the bypass compared to the urban area size is large, the vicinity of the entrance of the urban area is the most likely location. When the urban area is slender, the location potential diffuses and the retail stores may be more likely to locate at the entrance of the urban area than the city center. Furthermore, as the urban area expands, retail stores are more likely to locate in the city center. These results show that in cities where traffic volume responds to the urban area size the stores are located in the city center, and in cities with higher traffic volume on the bypass than in the city center they tend to locate in other areas than the center.
 Finally, the simple urban models were compared with Tateyama city. The number of employees corresponds to the model where the retail facilities are located at the entrance of the urban area. These results suggested the effectiveness of the proposed method.

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1．研究目的
 　本研究は，大都市周辺である千葉県館山市を事例として，海岸観光地における土地利用パターンとその変化プロセスを，時間的・空間的観点から明らかにしたものである．大都市周辺では，都市化と共に農業的土地利用が維持される傾向にある（菊地，1994）．さらに，海岸観光地においては，ビーチを中心として都市的土利用が増大する傾向にあるという形態的研究がある（Pearce, 1994）．以上のことから，大都市周辺としての都市化の影響と，ビーチ周辺の都市化という2つの影響を考慮し，海岸観光地の土地利用をミクロな視点でとらえ，土地利用変化プロセスのドライビングフォースを時間的・空間的な観点から明らかにすることを研究目的とした．
2．千葉県館山市北条地区
房総半島南部に位置する千葉県館山市は，東京都心から約100kmに位置し，大都市周辺に位置づけられる．館山市の北条地区は，JR内房線館山駅が立地するほか，館山市役所やその他の行政機能が集中する南房総地域を代表する都市である．北条海岸海水浴場が立地するJR館山駅の西口は，民宿や宿泊施設が多く立地する観光地として発展している一方，駅東口は従来からの市街地と農地が中心の土地利用である．館山市の観光の歴史は古く，1915年の北条海岸海水浴場の開設にまでさかのぼる．その後，第2次世界大戦以降は観光客数が増加傾向にある．しかし，1990年代以降は人口が徐々に減少し，2010年現在では市の設置要件の基準である5万人を下回った．
3．考察
館山市の産業別人口を参照すると，飲食・宿泊業の従業者数が最多である．さらに，産業別人口について特化係数を算出した結果，全国と比較して館山市の産業別人口は飲食・宿泊業が最も特出した産業であり，次いで農林漁業の従業者数が多いことが明らかになった．このため，本研究においては主に観光業と農林漁業に着目して，土地利用変化の要因を明らかにしていく．
館山市の北条地区は，民宿を中心とする個人経営の宿泊施設によって東京からの観光需要を受け入れてきた．民宿を主体とする宿泊施設は，2010年現在ではJR館山駅の西口に集中しており，海岸線沿いを走る内房なぎさラインに沿って立地している．しかし，1993年の館山バイパスの開通や，1997年の東京湾アクアラインの開通によるアクセシビリティの向上によって，館山市の観光客数が増加した一方で，宿泊をともなう観光客が減少した．その結果，民宿数が最多であった1980年の227戸から2010年には55戸にまで減少した．
館山市の農地の現状は，農業地区域のものとその他の農地に分類される．農業地区域においては，大型機械に対応して整備された農地となっており，主に水田として利用されている．一方，その他の農地については，市街地に取り囲まれる形で残存しており，小規模な農地を利用して花卉を中心としたハウス栽培が立地している．しかし，館山市北条地区における農家数は1970年の402戸から2010年には74戸にまで減少し，経営耕地面積についても1970年から2010年にかけて約3分の1にまで減少した．このような農地の減少は，多くのが館山バイパス沿いに出店することでさらに促進された．そして，これらの商業地の発展は，JR館山駅前の中心市街地の衰退をもたらした．

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 As with the last paper, here we focus on the cognitive map that expresses the interaction between architectural/urban space and human beings in order to develop a design method for the Human-Environment System in which all the elements including human beings continue to interact with each other. Sketch maps drawn by university students are analyzed as externalized drawings of the cognitive map as with the previous paper.
 This paper proposes a method to evaluate co-occurrence probabilities between architectural signs on a sketch map via logistic regression analysis and analyze the disposition of the architectural signs with their probabilities on a geographical map. A simulator created as below is used to identify the impact of the change of some characteristics of the architectural signs on their co-occurrence probabilities, considering their application in Human-Environment System design as follows.
 First, by focusing on the meaning aspects of the abovementioned interactions, the cognitive mapping process is understood as a thinking process through signs on the basis of the concept of semiosis proposed by C.S. Peirce. Therefore, the cognitive map is modeled from the interpretation of the architectural signs that represent the architectural/urban space using the concept of “architectural sign, ” “architectural/urban space, ” and “cognitive map, ” following Peirce's concept of “sign, ” “object, ” and “interpretant.” On this basis, the “co-occurrence” between two co-occurring architectural signs is understood as the relationship between “sign” and “object.” Then co-occurrence types of all the pairs of architectural signs are classified into three categories based on his concept of “icon, ” “index, ” and “symbol.”
 We then propose variables for the relationships among the co-occurring architectural signs to determine these signs' co-occurrence types. Then using the GIS database created from the drawn sketch map, the logistic functions are obtained via logistic regression analysis, which uses the proposed variables as independent variables. From these logistic functions, we can predict in which co-occurrence type the co-occurrence probabilities will be higher (or lower).
 Then we create a simulator on which architectural signs' dispositions with the co-occurrence probabilities are drawn on the geographical map using the obtained logistic functions. Thus, we analyze the impact of the change of some characteristics of architectural signs on the disposition of their co-occurrence probabilities on the geographical map.
 Each university is found to have a different co-occurrence tendency depending on the co-occurrence types of its architectural signs through the analysis. For example, in Matsuoka campus, which is located far from the center of the city and whose students use their own cars every day, the co-occurrence tendency of an architectural sign located along the bypass far from the university is unaffected by the change to architectural signs near the university; however, it is affected by changes to architectural signs along the bypass. In addition, some architectural signs co-occur with many others, such as those for convenience stores or supermarkets, the change of whose architectural characteristics can have a major impact on the co-occurrence tendency of the targeted area.
 The analysis method and results presented here show the possibility of considering the impact of architectural design on the cognitive map of the targeted area, which indicates a way forward for the Human-Environment System design.

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初期に開発された日本のニュータウンは現在、人口減少や施設の老朽化などの問題を抱えている。とりわけ、これらのニュータウンの商業施設として計画された「近隣センター」は苦境に立たされている。そこで、周辺エリアを含めて、商業環境の変化を丁寧に読み解き、生活拠点としての近隣センターの役割を再定位することは重要であると考えられる。 本研究では、以下の3点を明らかにした。1）ニュータウン内部に加えて、隣接地域を含めた商業施設立地から、当初近隣センターが担っていた商業機能の一部が外部に移っていること。2）近隣センターの機能変化として、小売店舗数が減少し、新たにNPOや福祉が新規参入している傾向があり、近隣センターによって、機能変化の程度に差があること。3）住民は距離的近接性を重視して近隣センターやコンビニを選んでおり、こうした実態は近距離施設の重要性を指摘していること。

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