Recently, "sustainable development" has become the key concept in the integration of environmental and economic policy. However, little literature considers the links between sustainable development and urban development. This research focuses on these concepts and attempts to develop the term sustainable urban development through an investigation of the "Kampung Improvement Programme (KIP)", and particularly, a case study of Jakarta - Indonesia. The main objectives of the research are to examine the sustainability of KIPMIlT in Jakarta, specifically to analyse the physical, economic, social and environmental characteristics that positively affect urban systems and should be considered as a component of sustainable urban development as a means of improving quality of life and standards of living. The analysis is based on the data collected from two types of kampung areas: improved kampungs and unimproved kampungs. Moreover, each of these have two types of surveys: the household survey which examines the extent of movement of the people to the urban kampungs and their physical, social and economic living conditions; and the leadership survey which examines the extent to which kampungs settlers have participation, opinions, perception and satisfaction in the KIP. The study concludes that the impact of KIP of the kampung study areas in Jakarta has been to improve not only the physical and environment conditions but also the social and economic conditions of the people as a means of increasing the standards of living and improving the quality of life. In considering the implications of these findings on sustainable urban development in Jakarta, it is shown that the KIP has been concerned with the creation of balanced urban development which does not jeopardise future generations. It is based on social, economic, physical and environment activities, and integrated approach among the government, community participation and international agencies.

During the 1970s, Environmental Impact Assessment (EIA) developed into an important tool for integrating environmental information into decision making for project developments. Its use at the policy and plan level has not proceeded with such rapidity although its desirability at these higher levels of decision-making has been widely acknowledged. In the UK, EIA has been used in project assessment but little consideration has been given to its application to forward planning for land use. This research examines the hypothesis that environmental consequences (biophysical and socio economic) are not explored adequately in UK land use policy and plan-making and that EIA can be integrated into the existing system to ameliorate this deficiency. The essential substantive and procedural components of EIA are identified and practical developments at the policy and plan level in the US, Canada and the Netherlands are examined to enable comparison with UK achievements in integrating environmental information in land use policy-making. Statutory requirements for UK structure and local plans already necessitate the collection of a wide range of environmental data and the plan-making procedure does not prevent the identification of impacts. However, traditional formal planning evaluation methods use ad hoc inputs of- environmental information and do not take an exploratory approach to impact identification. A range of EIA methods is available dealing with impact identification, that would appear to be complementary to traditional plan evaluation methods. In practice formal evaluation methods have not been extensively used in UK structure and local plan-making so case studies of plans developed using informal evaluation are examined. A checklist based on the Battelle Environmental Evaluation System is used to compare the environmental content of four plans. In two of these plans the planners have no experience of EIA (normative examples), while in the other two cases, planners involved in their preparation have knowledge of the use of EIA in local projects. An attempt is made to use an EIA method in one of the cases. In procedural terms the case studies reveal that prediction of policy impacts are not usually undertaken at a discrete stage of plan preparation. Instead, policies are formulated as the optimum answer to problems, given constraints, which renders the production of alternatives redundant. Comparison of policy output from the two types of cases reveals similarities in landscape and built environment conservation policies but heightened awareness to risk, hazard and pollution aspects in the EIA influenced plans. Two models of the integration of EIA into multi-dimensional land use plan-making are presented. However, EIA would appear to have a more appropriate role in policy/plan review which is of increasing importance in the evolving UK planning system.

In the late nineteenth century, and the first seventy years of the twentieth, municipal enterprise in utilities was one of the major functions of local authorities. The process by which Aberdeen took its tramways into municipal ownership is examined, and contrasted with experience in Glasgow Management and direction of the Transport Department by professional managers and politicans was an issue throughout its history. After the First World War, the Department had to deal with pressures of competition and renewal of assets when Aberdeen was undergoing rapid change in population distribution as central areas were cleared and new housing was constructed in outlying areas. The influence of central government became more marked through the financing and planning of these housing estates, and the local government structures in Aberdeen were placed under increasing strain. The failure to co-ordinate planning, housing and transport resulted in fragmented decision-making, and the lack of a transport strategy in particular led to serious mistakes in transport planning and investment. The direction of transport policy was also affected by external factors, including concerns about road safety and traffic congestion. The decision to abandon the tramways is examined in some depth, and it is concluded that their abandonment should have been undertaken earlier, avoiding needless fleet renewal. In the post-tramway period the difficulties facing the Transport Department, of dealing with falling demand and the need to reduce costs, are examined. Throughout the study, the influence of local politicians on decision-making, and the influence of local critics of their policies, are considered.

A personal social learning experience in itself, the thesis articulates the territory/function dialectic as an alternative, social learning paradigm of regional development planning. The current crisis affecting this activity is firstly diagnosed, the underlying problem is then traced to the prevailing orthodoxy, and, in its place, a new paradigm is offered. The story behind the thesis is told via a characterisation of the overall study process as a transition from objective empiricism to empirical subjectivism. The story features highlights of the main case study experiences as well as those insights gained during the actual creation, that is, in the writing, of the ultimate thesis. After identifying the desirable qualities in a contending paradigm, and elaborating the basic elements of the territory/function dialectic, particular attention is given to the significance of territory. This is complemented by a discussion of the fundamental change in the thinking of John Friedmann, who must be credited with originating the subject dialectic. A literature review is presented featuring a consideration of competing paradigms. A detailed contrast of the centre-periphery and territory/function conceptualisations is also presented before concluding with some critical revelations and key insights. The territory/function dialectic is seen to possess the attributes of both a substantive and methodological paradigm. The special paradigm status is bolstered by a consideration of geography's role in relation to the key concept of territory. The paradigm as a whole is seen to underpin an alternative epistemology combining critical science and social learning. The lessons from a social learning experience are elaborated in a revisitation of the original objectives-cum-working hypotheses. These lessons feature: the pursuit of more real theory; the social value of underdevelopment theory; the explicit role of the state as manifest in official practice; and the significance of learning through collective action. The territory/function dialectic is seen to provide the necessary link between theory and practice in an all encompassing manner. The thesis concludes with a review of certain basic, dialectical, dualities. There is also specific consideration of planning and social learning, entailing further distinctions between not only theory and practice, but also between scientific practice and social practice.

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The impact of road transport and road transport infrastructure on the environment is an important public issue in the United Kingdom today. Economists have suggested that the present Trunk Road appraisal process undervalues the environmental impact of road schemes because environmental impacts are not included in the monetary cost-benefit process, i.e. they are externalised. Furthermore, critics state that the present evaluation process is complicated by the number and type of qualitative and quantitative measures of environmental impact, this leads to confusion and non-standardisation in the decision-making process. In answer to these criticisms it has been suggested that monetary values of environmental impacts should be incorporated into the Trunk Road appraisal process, i.e. placing environmental benefits or losses into the cost-benefit framework and hence simplifying the decision-making process. This research identified the present methods of monetary valuation, and showed that these have insufficient institutional or public acceptability to be used for the purpose of monetary valuation in this case. This research therefore examined a new methodology for placing values on environmental impacts. i.e. Stated Preference (SP) techniques. SP determines implicit valuations by asking people to trade-off between a number of different choice situations. SP techniques are widely used throughout the transport industry for placing monetary values on factors such as journey time and ride quality. The research was successful in gaining statistically significant monetary values for Road Safety and Air Quality and respondents were able to understand the SP experiments and to trade logically between choice scenarios. However, the research identified that particular care is required when measuring and representing environmental attributes and attribute levels to respondents, as these impact on the valuations gained. Further research is also required to define the reasons for significant variation within the response data. The reasons for this variation need to be investigated further so that significant valuations can be obtained that relate to the whole population.