Hino, Yasuo

Ise, Noboru

Yoshida, Nagahiro

Osaka City University Repository

Mem. Fac. Eng., Osaka City Univ., Vol. 45, pp. 53 .:-. 58 (2004)
Evaluation of Convenience for Public Transport according to Built-up
Characteristics of Suburban Area
Noboru ISE*, Yasuo HINO **, Nagahiro YOSHIDA *** and Takashi UCHIDA****
(Received Septem ber 30th , 2004)
Synopsis
The built-up process of urban area including the development of transport facilities should be due
to the social needs according to the life style. In Japan, the amazing motorization in 1960's has
significantly changed the urban structure of many cities. Since then, many cities sprawled out to
the suburban' area due to be convenient for car use. Therefore recently, the improvement of public
transport facilities as well as the conversion of automobiles to public transport should be required
to improve the urban environmental problems caused by automobiles.
In this paper, the inconvenience for public transport was analyzed according to the difference of
built-up process., in case of Matsubara city of Osaka. Especially, the relationship between
transport facilities and travel behavior for daily life was analyzed" and then a transport policy to
improve travel convenience of each area was referred., according to the characteristic of built-up
process of each area.
KEYWORD: Convenience for public transport., Urban structure, Built-up characteristic, Living
condition, Classification of Urban area
1. Introduction
The built-up process of urban area including the development of transport facilities should be
due to the social needs according to the life style. Therefore, urban growth, transport system and
life-style must be closely related, each other. Especially'l the amazing motorization in 1960's has
significantly changed the urban structure of many cities in Japan. Since then, many cities
sprawled out to the suburban area due to be convenient for car use. Furthermore., huge of
automobiles have made the urban environment worse. Therefore recently, the conversion of
automobiles to public transport should be required to improve the urban environmental problems.
In addition., the alternation of generations has changed the social structure like the nuclear family.
As a result, the convenience of living, especially from viewpoint of mobility has changed, then
the improvement of convenience for public transport should become one of major works of local
government.
In this paper, the inconvenience for p~blic transport is analyzed according to the difference of
built-up process", in case of the suburb city of Osaka, Matsubara city. Especially, the relationship
between transport facilities and travel behavior for daily life is analyzed, and then a transport
policy to inlprove travel convenience of each area is referred, according to the characteristic of
built-up process of each area.
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2. ·Classificationof areas for survey
2.1 Area definition based on the con,v~n.ience'of public transport
Generally, the inconvenient area for public transport is defined as the area is located far from
the railway station and/or bus stop, or with low service level of them. Then in this paper, the
inconvenient area for public trans~port was defined according to the condition (I) or (2). Of
course., other areas except these conditions will be expected to be convenient for public transport.
(1) The center of area is located more than 700meters away from railway.
(2) The centre of area is located more than 200meters away from bas stop or the bus service
frequency is less than one run an hour.
2.2 Classi/ic:ation of area aC'cording to the built-up proc'ess
Each urban area has some features from viewpoint of transport facilities according to the
built-up process. Some old villages were depressively located., because they were built-up
according to the peculiar life style like agriculture. Then., there is not adequate public transport
facilities in these areas usually called the old community., as I shown in Table-I. After then.,
many bed-towns were built-up according to the development of public transport facilities.
Therefore., these areas (II in Table-I) are usually convenient for commuting and/or shopping. On
the other hand., according to the motorization., some new developments outside of downtown
progressed on condition of car use. In these areas (III in Table-I), the inconvenience of public
transport has become pointed out, because the family structure has changed according to the
alternation of generations. The major features of these three kinds of areas are summarized in
Table-I.
Table-l Major features of peculiar area according to the built-up process
No. Area pattern Bu iIt-up Convenience for Type ofperiod public transport development
I Old communities - 1950
gradually become
located depressivelyinconvenient
II Convenient area 1950 - 1970 continuously depend on public
convenient transport
III Independent area 1970 - rapidly become sprawled outinconvenient with car use
2.3 Outline of survey
In this study, Matsubara City of Osaka was selected as the case study, because urban structure
in Matsubara City has remarkably changed according to both increasing automobiles and
decreasing bus services.~ As a result, the area without public transport service has spread.
Then, some inconvenient areas for public transport were selected by applying the conditions
mentioned in 2.2. Furthermore, their areas were classified into the area pattern according to the
Table-I. Here for seven areas., questionnaire survey was executed to investigate the residential
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evaluation of the conven ience for Iife from view point of commuting and shopping, according to
the area pattern. The number of distributions and respondents was shown in Table-2.
Table-2 The number of distribution and respondents
Area pattern 1&111 II
Number of distributions 132 162
respondents 110 132
Rate of respondents (%) 83.3 81.5
3. Evaluation of life convenience according to the area pattern
3.1 Evaluation of life convenience
There are remarkable differences of evaluation between area I & III (the inconvenient area)
and area II (convenient area)., as shown in Figure-1. Especially, in the area I & III, the evaluation
of shopping mobility was lower than one of commuting mobility. In addition, the trend is
remarkable in case of area I (old community). The major reason of this evaluation may be the
. decrease of both living facilities like shopping center and transport facilities., due to the
depopulating and aging.
m ---'--'---'~I
!
.~~---
I
• kin d of satisfied
C high Iy dissatisfied
• high Iy satisfied
[J kin d of dissatisfied
• kin d of satisfied
[J highIy dissatisfied
• highly satisfied
[J kin d of dissatisfie d
n
0% 20% 40% 60% 80% 100\ 0% 20% 40% 60% 80% 100%
(For commuting] (For shopping]
Figure-l Evaluation for life convenience
3.2 Major transport mode and evaluat!on for commuting
The difference of major transport modes for commuting according to each area is· distinctive as
shown in Figure-2. In addition, some major findings came out of this analysis as follows.
1) In inconvenience areas, the rate of car use is higher than other area.
2) The rate of bus use is extremely low in all areas.
3) Even in convenient area for public transport., car use may be popular for commuting.
4) Bicycle may become one of typical transport modes for commuting.
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On the other hand., the results of evaluation for convenience of major transport are more
interesting as follows (See Figure-3).
1) In the area II (convenience area)., the rate of dissatisfaction for rail service is the highest'\
nevertheless many people were satisfied with the rail service. The results of area 1 give us the
similar trend in case of car and bicycle uses. From these results., the reason may be clearly
different between in the former case and latter case. That is, in the convenient area., people
demands more convenience of rail services like the possibility of express trains. On the other
hand., in the area I., road facilities may not be sufficient as well as the public transport.
2) On the contrary., in the area III., the dissatisfaction for rail service should be remarkable. This
may be due to the family structure has changed according to the alternation of generations., as
mentioned above.
• Motorcycle 0 Bicycle 0 Walking
r·····..·,,·_·~_ ..··,,~"'-_· __·_·__·_-_··········..·_···_····,,_··~·· ....·_··_----"'·..._--_···_·_···_....··.._··1
ill I ~······O
I !
nl _::·d
I I
I _::<»::«1
I I
S atisfac itio n
S atisfac ition
.::<:<:-:::-:::.:::-:::.:::.:::-J
:::<:<:·:::<:·:::-t
1:·:::·:::·:::·;::·:::·1
:.:':.:':.:':.:':.:':.:':.:';.:';.;';.:':.;';.:';.;';.;,)
:.:::,:::.:::.:::.:::.:::,:::-:::.J
• Car (crive) • Car (pick-up)
[J Walking
t'J Bus
Satisfacition
Dissatisfaction
Dissatisfaction
Dissatisfaction
Cl Train
• Motorcycle IJ Bicycle
[J Bus• Car[J Train
0% 20% 40% 60% 80% 100%
Figure-2 Modal rate for commuting
0% 20% 40% 60% 80% 100'"
Figure-3 Evaluation for major mode
3.3 Major transport mode and evaluation for shopping
In case of shopping., available modes should be usually influenced by both the mode possession
and the location of shopping facilities. In addition., shopping facilities may be located around the
rail station or the town center., because many persons concentrate at their places.
Figure-4., 5 shows the place of shopping and the major mode for shopping'\ according to three
types of areas. From these results., major findings came out as follows.
]) As the area II has been developed near the rail station or the bus stop, various facilities for
living necessities also have been accumulated. Therefore., most of respondents went shopping
to the neighborhood shops on foot or by bicycle.
2) On the other hand, in the area I & III, many respondents went shopping to the shops where
were located far from the residential place., because the big shops like supermarkets were
usually located at the specific place., in taking account of parking facility.
3) In the suburban area, the car use for shopping seems to be popular style. However., many of
residents may do not in the last satisfy such life style., as mentioned above.
4) As for shopping, bicycle must be the convenient mode regardless of the difference of area
pattern.
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• Car (Pick-up)
[J Walking
• Car (crive)
[J Bicycle
[J Bus
• Motorcycle
o Others
r~···~"~··~'·_'~'''''w"~,.,~w_""w",--,,,,---,~~,--~~,w."----~_._~.'"-,....-"'~--'!
i ~
~ Neighborhood store • Neighborhood supermarket
• Neighborhood convenient store • Distant store
o Distant supermarket [J Mass sales store
EJ De live ry CJ Oth e rs
m
. IIII
l....- ~ ._. _1
m _:::::>::::::::::::::-:::::::::1]]
i
i
n .::::::::::.::::1 0
0% 20% 40% 60% 80% 100% 0% 20% 40~o 60% 80% 100%
Figure-4 Shopping facilities for daily necessities Figure-5 Modal rate for shopping
Then the degree of satisfaction for the location of shop and available mode was analyzed by
using the quantification theory II. A result of this analysis is shown in the Table-3.
As a result., the location of shopping facilities may have stronger influence on the evaluation of
the convenience for shopping in comparison with the available nl0des. Especially., only the
conlbination of shops near home and walking sho\\/s the good evaluation for convenience.
Therefore~ it must be easy to guess that nlany people in the area I & III do not have good
evaluation for shopping of daily necessities. That is., in order to improve the inconvenience of
mobility in these areas., it should be important to comprehensively consider the relation between
the living facilities., the transport and the housing.
Table-3 Result of satisfaction for shopping by using quantification II
Item Categories Gragh of Coefficient Range
Walking OJ6031
Bicycle -DE
Travel Motorbike 1-1.4225 -2.183
mode
Car(pick-up) I-LU616
Car(drive)
-
028
Distant supermaket 1-1.0724
Distant store 1-2.5018 I
location of
-DBshopping Neighborhood convenient store -2.901
facilities
Neighborhood supermarket 133
Neighborhood store B
center of distribution satisfaction 0.273
dissatisfaction : -0.722
correlation ratio : 0.20
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4. Conclusion
In this paper, the inconvenience areas were classified and defined according to the built-up
process. For some areas selected from these, the relationship between the major transport mode
and evaluation of convenience in case of commuting and shopping was analyzed by using data of
questionnaire survey. As a result, some major findings came out of these analyses as follows.
1) The present area has developed according the past conditions such as family structure, own
modes and major modes for major purpose. Therefore, the evaluation may be considered to
change, if their conditions have changed.
2) Based on the results of questionnaire survey, the present evaluation of convenience was
analyzed according to each area pattern. The evaluation of the convenient area was better than
the inconvenient area where was located far from the rail station or the bus stop.
3) The worse evaluation in the area I & ]11 may be due to the alternation of generations. That is,
it is imaginable that the nlajor mode has changed to other modes from automobile, or the road
facilities have not been insufficient.
4) Especially, many respondents require the shops near home which were available on foot. ]n
case of inconvenient areas, the convenience of bicycles is required.
From these results, it may be estimated that various areas have been developed according to
the needs of each life style. However, the change of needs owing to the alternation of generation
seems to become inconsistency with the urban structure. Therefore, it should be important to
comprehensively consider the relation between the living facilities, the available transport and
the housing, in order to improve the inconvenience of mobility in these areas. In addition, in
order to improve the transport system to match the present needs of residents, more data with the
passing of the years should be required.
References
]) T. Morinaga, T. Arima: An Analysis Distribution of Convenient Facilities for Daily Life And
Evaluation Of Life Environment., The 35 th thesis collection on The City Planning Institute of
Japan., pp991-996., 2000
2) I. Murakawa., M. Taniguchi: Reality of Traffic Environment Improvement by Reorganizing
Urban Layout from the Point of Development Needs, The 35 th thesis collection on The City
Planning Institute of Japan, pp337-342, 2000
3) T. Doi: A Study on Formation of Life-Style in the Suburbs Developed by Pr'ivate Railway
Corporations: Life Support Businesses during 191 Os to 1930s in Kansai District.,
Traffic Science, Vo1.24, No.2., pp3-13, 1996
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Evaluation of Convenience for Public Transportaccording to Built-up Characteristics of Suburban Area

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Evaluation of Convenience for Public Transportaccording to Built-up Characteristics of Suburban Area

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