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This research examines the effects of health, location, and other factors on receipt of wage income for young heads of households, aged 19 to 25, who lived in HUD-assisted housing and in other rental housing in 2011.

This chapter reports results of analyses of the 2011 American Housing Survey, merged with HUD administrative records, available as a public-use file at the U.S. Census Bureau.

Nineteen percent of young householders in assisted housing and 8% in other rental housing reported less than good health or a disability. Nearly two-thirds of young householders in assisted housing reported receipt of earned income. For respondents in assisted housing who reported good health and no disabilities, logistic regression models suggest that educational attainment beyond a high school diploma, more than one adult in the household, and living in metropolitan areas in the Midwest or West census regions were positively and statistically significant for receipt of earned income. For respondents in both assisted and other rental housing who reported less than good health and/or disabilities, residence in assisted housing or educational attainment beyond a high school diploma were positively associated with receipt of earned income, while residence in the metropolitan South lowered the odds of receipt of earned income.

Success of self-sufficiency programs will depend on accommodating the imperatives created by health, disability, and structural impediments created by a market economy.

This is the first analysis of health/disability and other barriers to paid employment that accurately identifies a nationally representative sample of young Millennials in HUD-assisted and other rental housing.

Purpose – The objective of this chapter is to draw the attention of policy makers in the fields of urban planning and transport in China to the importance of developing more balanced multi-modal transport systems and the corresponding land-use patterns to support transport systems, particularly walking and cycling in order to address the issues arising from the dense, highly mixed land-use pattern in many Chinese cities. This will help to reverse current planning practices which give car-oriented development top priority and less consideration of walking and cycling.

Methodology – Statistical methods have been applied to analyse modal split in some cities in Japan, Beijing and Shanghai using travel surveys, plus analysis of the experience of policies in various cities around the world, especially in terms of the relationship between the modal shares for public transport and car. Door-to-door travel times have been analysed for Shanghai to understand the potential of cycle or e-bicycle in a dense urban environment.

Findings – The change in travel modal split in Beijing in recent years suggests that simply encouraging public transport cannot control use of car. The data from Japan also shows that normal bus services cannot compete with the car, but it is clear that people will travel less by car if there is a high non-motorized share in the city. Because of the low density of the metro network, the door-to-door travel speed by metro is not as fast as is often imagined, due to the long off-metro time. The people who use metro are often not the people who live very close to metro stations, but some distance away, so improving the connection to the station by cycle or e-bicycle could greatly reduce the total travel time by metro.

Research limitations and implications – More analyses should be conducted in medium-size and small-size cities in China, where the local capacity is low and there is great potential to travel by walking and cycling, but only after clear guidance and policy instruments have been provided by higher authorities.

Practical and social implications – There is still a relatively high share of non-motorized travel in China. Many cities still have extensive cycle infrastructure established under the State Code of Urban Road Transport Planning issued in 1995. Encouraging non-motorized transport systems is not only possible, but also good for the environment, and contributes to travel efficiency and social inclusion.

Originality – This chapter is the summary of several original research studies using primary survey data, encouraging public transport in China. This is the first research to show the great potential of non-motorized mode for controlling car use and improving urban mobility in China. It is also the first chapter to point out the integration of multi-modal transport systems with the corresponding built environment in China.

This chapter deals with an important but neglected aspect of female labor force participation (FLFP) in urban India. Contemporary literature typically focuses on the entire urban sector and ignores one important aspect of urban living – the slums and its dwellers. This study fills that critical gap by examining two different household surveys side-by-side: a primary survey of households living in slums and slum-rehabilitated colonies, and the nationally representative Indian Human Development survey-II. This study brings outs a comparative picture of nature/type of FLFP and its various correlates from both slum and non-slum areas of three metro cities of India, viz. Delhi, Kolkata and Mumbai. It further explores the similarities and the differences of the correlates for FLFP among the slum clusters of these cities. It is found that despite being poorer and marginalized, the slum dwelling women’s LFP rate is not extra-ordinarily high vis-á-vis their non-slum urban counterparts. In slums, a higher proportion of women are engaged in self-employment (including family business) and casual employments (includes domestic helps), whereas in non-slum areas relatively more women are engaged in regular salaried jobs. Regression analysis identifies correlates that have similar effects, but with different intensity, across-the-board – relationship between education and FLFP reflects a flat-bottom J-shaped pattern; being married, higher child dependency ratio and household heads with higher education significantly constrain women’s work choice; strong income effect of other household members earning on FLFP, but asset holding has no bearing. However, there are other factors that affect FLFP differently in slums and non-slum areas. Policy prescriptions are drawn.

In recent years, several studies have focused on city clusters like megacities and mega urban areas, as they concentrate a significant part of the world's human population and critical economic assets in potentially hazardous locations (Yusuf, 2007; WWF, 2009; Kraas, 2007; Jones, 2009). Metro Manila is one of such megacities, where even “regular” disasters affect a large number of people. The rapid pace of urbanization, coupled with an ever-increasing population burden, has significantly increased the overall vulnerability of urban agglomerations to natural disasters. By 2050, world population is expected to reach 9 billion people. Large numbers of people will be concentrated in megacities and on fragile lands, making the reduction of vulnerability to disasters in metropolitan areas a critical challenge facing development. Unmanaged rapid urban growth strains the capacity of national and local governments to provide even the most basic of services such as health, food, shelter, employment, and education. The challenge then is for the national government and most especially the local governments to develop effective policies, programs, and strategies that will help them manage urbanization to ensure development.

Purpose – This chapter explores the functions of institutional setting, technical requirements and local city characteristics as they affect the implementation of sustainable urban travel policies in China under the pressure of fast motorization and the constraints of energy and resource limitations.

Methodology – We reviewed the documents related to sustainable urban transport vision in China from central government and compared the motorization and urban transport policy at local city level in relation to social equity, urban transport finance, as well as the challenge of an ageing society.

Findings – The concept of sustainable development had been widely talked about in China but has not yet been effectively translated into actions in urban transport. There is a need to strengthen the synchronization of central government and local government strategies on sustainable transport in order to achieve less car-dependent cities.

Research limitations/implications – We need more research to understand the specific characteristics of the Chinese urban transport system and the constraints on the implementation of sustainable transport policy at a local level.

Practical and social implications – The achievement of a higher share of walking and cycling will greatly improve sustainable urban mobility, in terms of social equity, quality of urban life and also fossil energy consumption.

Originality – Current policy documents and implementation practice were analysed to provide the reader with a deep understanding of urban transport policy in China.

Metro Manila, composed of 13 cities and 4 municipalities, is the home of more than 11 million people, and is vulnerable to different types of hazards, including earthquakes and flooding. This chapter focuses on the legal and institutional framework of Metro Manila, and analyzes the effectiveness of local governance in reducing the impacts of earthquake risk in the community level. Although most of the cities are faced with different barriers and challenges with regard to institutional and legal aspects, it is required to mobilize communities and utilize appropriate community leadership to enhance actions at the local level. In case of Manila, barangay or the lowest government body plays a key role in implementing risk reduction measures at community levels, and barangay captain (elected local representative) plays a crucial role in facilitating implementation. A combination of public help, mutual help, and self-help will be able to develop risk reduction strategies at local level.