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Procedia - Social and Behavioral Sciences 138 (2014) 537 - 547
The 9th International Conference on Traffic & Transportation Studies (ICTTS'2014)
Changes in Land Use, Transport System and Traffic Mobility in Gifu City During the 1980s and 1990s
Min Guoa, Fumitaka Kurauchib*
a Graduate School of Engineering, Gifu University, Yanagido 1-1, Gifu 5011193, Japan b Department of Civil Engineering, Gifu University, Yanagido 1-1, Gifu 5011193, Japan
Abstract
In this report, we examine changes in land use, the transport system and traffic mobility in Gifu City during the 1980s and 1990s using historical maps, socio-economic statistics and personal trip survey data. During this period, Japan experienced high economic growth, and in Gifu City, importance was placed on developing the road network, city tramline was decommissioned and a great deal of land development was carried out in suburban and surrounding areas. The results of this study suggest a shift from public transport to private cars, which was an important contribution to the doughnut phenomenon. To shift to environmentally friendly and sustainable cities, returning the focus to public transport is necessary, as well as identifying interactions between urban planning factors to provide for future urban and transport planning.
© 2014 Elsevier Ltd.This is anopenaccessarticle under the CC BY-NC-ND license (http://creativecommons.Org/licenses/by-nc-nd/3.0/).
Peer-review under responsibility of Beijing Jiaotong University(BJU), Systems Engineering Society of China (SESC). Keywords: Transport system; personal trip survey data; land use; traffic mobility
1. Introduction
Rapid urbanisation and growing economic prosperity has triggered an increased rate of motorisation in developed countries. However, motorisation leads to many problems, including exhaust pollution, traffic congestion and transport poverty. A growing number of countries and cities have therefore begun to focus on public transport. The decline in public transport caused by an emphasis on road construction and decentralisation of land use has led to an
* Corresponding author. Tel.: +81- (0) 58-293-2443; Fax: +81- (0) 58-293-2393. E-mail address: kurauchi@gifu-u.ac.jp
1877-0428 © 2014 Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.Org/licenses/by-nc-nd/3.0/).
Peer-review under responsibility of Beijing Jiaotong University(BJU), Systems Engineering Society of China (SESC). doi: 10.1016/j.sbspro.2014.07.235
over-reliance on cars. Suppressing unnecessary car use, for example, through the use of public transport and bicycles, can be part of a shift towards environmentally friendly and sustainable cities.
History provides valuable lessons of the interplay between factors that shape urban growth and development. We have previously (Guo and Kurauchi, 2012) summarised the history of urban and transport planning in Gifu City by looking at planning policy over the past 40 years using historical maps, population censuses and socio-economic statistics data. Because changes in land use and transport are difficult to analyse by simply inspecting written documents and data, we used a geographical information systems (GIS) method (Hosoiri et al., 2009) to create spatial maps to compare the spatial distribution of urban changes over time.
The results of regional "personal trip (PT) surveys" are a database of urban transport planning that contains data on the trips and activities of journey makers for the target city. PT data have been used to determine the mobility situation and to make traffic demand estimation for transport planning (Miyakawa et al., 2009), environmental planning (Nitta et al., 2009) and disaster prevention planning (Osaragi, 2009). Studies have also focused on changes in activities (Masuya and Shitamura, 2001; Muronaga and Moromizu, 2002) and the relationships among land use, environment and activity (Takahashi et al., 2005). Few studies, however, have discussed land use, transport systems and traffic mobility. In this report, we investigate the interactions among these three factors using historical maps, socio-economic statistics and PT data. We focus on the period 1981-1991 in Gifu City, when the city became significantly more motorised.
2. Data overview
The target area is Gifu City in Japan, a medium-sized city with a population of 402,185 (see Table 1). Gifu City is located in the central area of Japan and is north of the third largest city in Japan of Nagoya. We analyzed population census data and economic statistics, and examined changes in the transport system using PT data in the Chukyo area of Japan. The national census in Japan was carried out every 5 years. PT surveys were conducted every 10 years from 1971 in the Chukyo urban area to investigate people's transportation habits (Comprehensive Urban Transportation Planning Council Chukyo Metropolitan Area, 1971, 1981, 1991, 2001).
Table 1. Statistics for Gifu City in 2005
Population 401769 Schooling from the outside 11772
[Central area] 80841 Drivers license holders 247607
[Surrounding area] 156121 Car owners 279177
[Suburban area] 164807 Large size shops 64
Daytime population 426865 Normal shops 7585
Families 153336 Commercial sales [10000 yen] 18918
Elderly persons 73492 Business sites 25382
Commuters 279224 Workers 185614
Fig. 1 shows the population in the central, surrounding and suburban areas of Gifu City. The total population has decreased slightly since 1975, and the population in the central area diminished considerably from 1965 to 1980. In the central area, where the old city centre and the railway station are located, the population declined from a peak during 1960-1965. In contrast, during the 1960s when the population in the central area began to decrease, the population of the surrounding area increased markedly. Furthermore, the population increased in the suburban area 10 years later, from around 1970. After 1985, the population in the suburban area became greater than that in the surrounding area, and the population of the central area continued to fall. Based on these data, suburbanization in Gifu City appears to have begun in 1965. Fig. 2 illustrates the distribution of enterprises in Gifu City and Fig. 3 presents the distribution of stores, which represents changes in commercial activity. We can see that reflecting the population growth, the main industrial zones moved from the central area to the surrounding and suburban areas after 1985, and that the suburban area had more enterprises than the central area. In addition, commerce grew in the surrounding area and suburban area, whereas the number of stores decreased in the central area.
450,000 400,000 350,000 300,000 250,000 200,000 150,000 100,000 50,000 0
■ total
-centeral area -surrounding area -suburban area
Population Size
1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005
I Ccnbal мел I Siuiuiuiiluif a I .ЧиЫаЬлп aica
Fig. 1. Population of Gifu City Distribution of Enterprises
Centeralarea Surrounding area Suburban area Total
# # # ^ ^ ^ ^ „f ^
Fig. 2. The distribution of enterprises in Gifu City
Distribution of Stores
Centeral area Surrounding area Suburban area Total
Fig. 3. The distribution of stores in Gifu City
Gifu City prioritized investment in roads in the 1970s, 1980s and 1990s, and the construction of the ring road, shown in Fig. 4, had a major impact in terms of the city's structure. The ring road was planned in late 1960s; construction began in the 1970s, and it was completed in 2005. During this period, we can see a considerable growth in the use of cars (Fig. 5). Motorisation led to the dispersion of major urban features such as shops and public facilities, reducing access to such resources in the central area. During this period, with fewer bus users in the city, bus companies faced difficulties in maintaining services, and the three bus companies merged into one. Furthermore, the decommissioning of the city tramline left buses as the sole mode of public transport for most of the city. As a result, the residential population and the number of shops and workplaces in the central area have declined over the past several years.
.4% 60.1% 15.6% 16.6%
4.8% 51.1% 17.8% 20.8%
4J6Z 7.3% 40.3% 18.1% 29.7%
5.2% 10.4% 30.8% 11.3% 42.3%
I Rail ■ Bus,Tram ■ Car ■ Bicycle
l Walk
Fig. 4. The ring road in Gifu City (2005)
Fig. 5. Modes of transport used per trip in Gifu City
To carry out further analysis of changes in land use and transport, we use the second to the third (1981, 1991) PT data in the Chukyo area of Japan. We further divide Gifu City in to nine zones: a centre zone, and south, east, north, north-west surrounding, north-west suburban (surrounding and north-east suburban zones, and from the outside, 10 major routes exist: Nagoya, Kakamigahara-Aichi, Seki-Mino, Yamagata-Takatomi, Kani, Ogaki, Motosu, Ginan-Hashima, Mizuho and Mie (Fig. 6).
100.0%
T able 2. Population, number of enterprises and stores, and journeys originating and terminating in the nine zones
North- North- North- North-
Item Centre East South West North west west east east Total
(sur) (sub) (sur) (sub)
37110 410357
39829 407876
2719 -2481
156 4337
203 3912
47 -425
313 10351
336 10124
23 -227
18480 278197
28144 398974
9664 118786
354 5027
398 4292
44 -735
2447 60460
2681 42620
234 -17840
21281 343684
31223 443895
9942 100211
18595 278197
27800 396983
1980s 109286 32978 41838 39994 29693 49801 35113 34544
Popula 1990s 93991 33448 43191 41347 33329 46327 41232 35182
tion Change 1980s-1990s -15295 470 1353 1353 3636 -3474 6119 638
Numb 1980s 1320 429 578 522 234 387 471 240
er of 1990s 891 371 612 470 292 375 484 214
enterp rises Change 1980s-1990s -429 -58 34 -52 58 -12 13 -26
Numb er of stores 1980s 5489 532 1003 730 282 780 719 503
1990s 5046 502 1183 751 291 823 678 514
Change 1980s-1990s -443 -30 180 21 9 43 -41 11
By car 1981 72040 34559 21543 44730 14389 28519 19424 24513
1991 75720 40392 26147 68587 40741 42628 42838 31786
Change 1981-1991 3680 5833 4604 23857 26352 14109 23414 7273
By rail 1981 1554 1660 230 213 45 226 511 234
Numb er of 1991 1441 1285 201 381 63 169 258 96
Change 1981-1991 -113 -375 -29 168 18 -57 -253 -138
journe ys to region By bus 1981 25034 4959 2859 6194 2580 6004 2620 7763
1991 Change 1981-1991 16426 -8608 3387 -1572 1813 -1046 5298 -896 2199 -381 4555 -1449 1918 -702 4343 -3420
Total 1981 98628 41178 24632 51137 17014 34749 22555 32510
1991 93587 45064 28161 74266 43003 47352 45014 36225
Change 1981-1991 -5041 3886 3529 23129 25989 12603 22459 3715
Numb By car 1981 71901 35140 21042 44500 14273 28306 19607 24833
er of 1991 75894 40335 25536 69594 40564 42051 42979 32230
journe ys Change 1981-1991 3993 5195
from By rail 1981 1547 1555
region 1991 1521 1149
Change 1981-1991 -26 -406
By bus 1981 24131 5448
1991 16603 3248
Change 1981-1991 -7528 -2200
Total 1981 97579 42143
1991 94018 44732
Change 1981-1991 -3561 2589
4494 25094 26291 13745
187 289 45 258
151 307 216 103
-36 18 171 -155
2967 6444 2551 6100
1823 5412 2184 4399
-1144 -1032 -367 -1701
24196 51233 16869 34664
27510 75313 42964 46553
3314 24080 26095 11889
23372 7397 9205 118786
534 234 378 5027
300 96 449 4292
-234 -138 71 -735
2621 7833 2365 60460
2016 4271 2664 42620
-605 -3562 299 -17840
22762 32900 21338 343684
45295 36597 30913 443895
22533 3697 9575 100211
3. Changes from 1980s to 1990s
3.1. Changes in land use and transport system
Table 2 shows the population and number of enterprises and stores, as well as trip generation and attraction in the nine zones from 1981 to 1991. The second master plan of Gifu City was drawn up in 1980. Land-use zones remained as described in the first master plan, and a regional highway network with access to other cities was planned. The third master plan was created in 1986, which made the radial ring road network a priority. Motorisation was growing quickly and the number of car owners increased by approximately 30% from 1981 to 1991. During the same period, many facilities were built in the surrounding and suburban areas. Public housing (called kuruno, consisting of approximately 200 households) was built in north-west suburban zone; Gifu University (National University, with a site area of 640000 m2 and 7000 students) saw the faculties relocated to a single campus in the north-west suburban area in 1982 (which previously were distributed within Gifu). A new shopping centre (with a site area of 60000 m2) was opened in the north-west surrounding area in 1988, and a new sports stadium was opened in the north-east surrounding area in 1991. The location of these facilities is shown in Fig. 7.
A new rail station (West Gifu) was opened in west area of the city in 1986, the ring road was extended, and road links to outside areas were also constructed in the west, the north, the north-west surrounding and the north-east suburban zones (Fig. 7). The Nagara Tramline (shown by the brown line in Fig. 8) was decommissioned in 1984 and replaced by a bus service.
Fig. 7. Changes in the road network (1984-1993) Fig. 8. Changes in the rail network (1980s-1990s)
Fig. 9 shows the population changes in the 9 zones between 1980 and 1990. The population grew in the suburban areas but fell in the centre and most of the surrounding areas. Fig. 10 and 11 illustrate the changes in the number of enterprises and stores, showing that the locations of enterprises and stores shifted towards the suburban areas. When
we contrast this with the road network and number of stores shown in Fig. 11, this illustrates that land use was active where the new ring road was being developed.
Fig. 9. Changes in population (1980-1990) Fig. 10. Changes in the number of enterprises (1980-1994)
Fig. 11. Change in the number of stores (1982-1994)
Table 2 shows that the north-east suburban zone was unique in that the population and number of enterprises and stores all increased, and that the number of journeys by all modes also increased. The reason for this may be large-scale public housing construction in this zone. Starting in the 1970s, approximately 1500 homes were built in a public housing project. Fig. 7 shows one important new road (shown by the dotted line) connected the north-east suburban zone to other zones and to the outside of the city. This attracted a large number of people who moved to this zone, leading to growth by all metrics.
3.2. Changes in traffic mobility
We used PT data to determine the number of trips for attractions and generation from 1981 to 1991 (Table 2). The number of all trips by car increased during this period. In particular, in the west, north, north-west surrounding and north-west suburban zones, the number of trips by car increased by more than 10000; in this region, the road network was extended by the construction of a new road (Fig. 7). This is consistent with the growth of the population, and number enterprises and stores. It may affect changes in land-use change and mobility by increasing
the convenience of cars, and car usage increased during this period. Fig. 7 shows that a new road was constructed connecting the north-west surrounding zone to zones including the north and north-west suburban zones. Table 3 shows the number of trips to and from the north-west surrounding zone in 1981 and 1991. The number of trips from the north and north-west suburban zones doubled from 1981 to 1991. However, the number of trips by rail and bus decreased in most zones. Even the number of car journeys from the centre increased, despite a decrease in the total number of journeys.
Table 3. The number of journeys to the north-west surrounding area in 1981 and 1991
Origin zone Total (car, public transport) 1981 1991 1981/1991 By car 1981 1991 1991/1981
Centre 10632 10295 97% 7291 7449 102%
East 1721 2747 160% 1241 2444 197%
South 1496 1497 100% 1106 1421 128%
West 3278 3825 117% 2787 3579 128%
North 949 2451 258% 931 2272 244%
North-west (sur) 10852 16388 151% 10224 16014 157%
North-west (sub) 2465 5387 219% 2028 4975 245%
North-east (sur) 2891 3702 128% 2478 3489 141%
North-east (sub) 465 1215 261% 433 985 227%
Total 34749 47507 137% 28519 42628 149%
Table 4 list a breakdown of the journeys to the north-west surrounding zone for leisure (e.g. shopping, dining and amusement) and to the centre. The volume of journeys for leisure to the centre zone is also shown in the table. The appearance of the new shopping centre in the north-west surrounding zone attracted a large number of people (an increase from 4274 to 11185). However, the volume of journeys to the centre zone increased by only 11%. The development of the suburban shopping centre appears to have resulted in a decline in journeys into the city centre.
Table 4. The number of journeys to the north-west surrounding zone and to the centre zone for leisure in 1981 and
Leisure (e.g. shopping, dining and amusement) For leisure
Origin zone North-west surrounding Centre Destination zone
1981 1991 1991/1981 1981 1991 1991/1981 1991/1981 (average)
Centre 854 1449 170% 6716 7419 110% Centre 110%
East 68 497 735% 2845 2654 93% East 248%
South 91 90 99% 1344 1096 82% South 150%
West 323 854 265% 2622 3785 144% West 183%
North 221 494 224% 2135 2801 131% North 380%
North-west (sur) 1807 4736 262% 2336 2200 94% North-west (sur) 310%
North-west (sub) 399 1880 471% 1017 944 93% North-west (sub) 245%
North-east (sur) 461 1005 218% 800 1107 138% North-east (sur) 166%
North-east (sub) 52 180 349% 1172 1231 105% North-east (sub) 183%
Total 4274 11185 262% 20988 23237 111% Total 220%
The new West Gifu rail station that opened in 1986 appears to have led to an increase in the number of journeys from to the west zone, in particular from Aichi, Seki Mino, Ogaki, Hashima and Mizuho (Table 5). This new rail
station improved the mobility of this area and the number of journeys by rail increased, especially from outside of the city.
Table 5. Changes in the number of journeys by rail to the west zone during the period 1981-1991_
Origin Number of Origin Number of
journeys journeys
Centre 167 Nagoya 64
East -76 Kakamigahara, Aichi 682
South -24 Seki, Mino 216
West 0 (0-0) Yamagata, Takatomi 0 (0-0)
North 0 (0-0) Kani, Tajimi 35
North-west (surrounding) 0 (0-0) Ogaki 143
North-west (suburban) 42 Motosu 6
North-east (surrounding) 26 Ginan, Hashima 164
North-east (suburban) 52 Mizuho 158
Mie 29
Another significant change in the public transport network during this period was that one of the city tramlines (the Nagara Line) was decommissioned. Table 2 shows that the number of journeys by bus and tram decreased significantly, especially in the north-east surrounding zone, where the Nagara Tramline used to run. The decommissioning of the tramline may have led to growth in the number of journeys by car. The north-east surrounding zone is a residential district, and the decommissioning of the tramline may have changed the lifestyle of people living there. Table 6 lists the number of journeys from the north-east surrounding zone. The number of journeys to the centre zone by bus and tram decreased by almost half. As a result, in 1991, the number of trips from this zone to the centre decreased to 80% compared with 1981. Considering that the total number of journeys increased by 12% and the increase in the number of journeys by car, which was particularly high in the north, northwest suburban and north-east suburban areas, people who used to visit the centre zone did not appear to change the mode of transport, but rather changed their destination. Note that the changes in the usage of public transport may not only affect the public transport network, but also the destination.
Table 6. The number of journeys originating from the north-east surrounding zone
Destination zone car 1981 1991 1991/1981 public transport (bus and tram) 1981 1991 1991/1981 total 1981 1991 1991/1981
Centre 5055 5177 102% 4055 2291 56% 9110 7468 82%
East 1059 1317 124% 404 121 30% 1463 1438 98%
South 803 549 68% 448 202 45% 1251 751 60%
West 2146 2635 123% 799 454 57% 2945 3089 105%
North 2490 3930 158% 404 309 76% 2894 4239 146%
North-west (sur) 2478 3489 141% 413 213 52% 2891 3702 128%
North-west (sub) 964 1951 202% 268 133 50% 1232 2084 169%
North-east (sur) 8812 11758 133% 889 296 33% 9701 12054 124%
North-east (sub) 1026 1424 139% 153 252 165% 1179 1676 142%
Total 24833 32230 130% 7833 4271 55% 32666 36501 112%
Gifu University opened the new campus in the north-western suburban area in 1982, which was expected to affect the journeys to the north-western suburban area. Fig. 12 illustrates the changes in the number of journeys in routes to the north-west suburban area. We find that the number of journeys to this area increased from all zones
except the centre, south Motosu and north-east surrounding area, and that the number of journeys by rail from Kakamigahara Aichi, Nagoya, west and the north-west suburban all increased. The relocation of Gifu University had a major effect on transport in Gifu City.
Lesend
3ifu University
rfter 1982 ■
^JorthwestCsiiHjrben) Trip Attraction tnijmey-tcï-srÎTOoi Total 1981-1991
■ 1 - too
»101-300 »301 - loco »1001 -_
Fig. 12. Changes in the number ofjourneys to the north-west suburban zone from various origin zones between 1981 and 1991
4. Conclusions and further study
We have described changes in land use, socio-economic indices, the transport system and traffic mobility in Gifu City during the 1980s and 1990s using historical maps, census data, PT data and GIS methods. We attempted to identify relationships between urban planning factors. The demand for urban transport grew as the city population and economy grew. A predictable public demand for more transport facilities occurred in urban areas. Changes in the Gifu City transport system had a significant impact on urban planning. During these years, Gifu City focused on construction of the ring road network, decommissioned the city tramline, replacing it with bus services, and relocated the housing and industrial zones to the surrounding and suburban areas. As a result, the dominant mode of transport changed from public transport to private cars. The road network and public transport system interacts with land-use changes, which significantly affects the traffic mobility; this was an important cause of the doughnut phenomenon. We must return the focus to public transport if we are to shift to environmentally friendly and sustainable cities.
In future studies, we will use an integrated land-use-transport model to create a policy-change simulation using historical data to verify the mathematical methods used to analyse the relationships between urban-planning factors.
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