CHANGES IN THE SPATIAL PATTERNS OF PASSENGER FLOWS IN JAPAN, 1963_??_1977

Abstract

The transportation phenomena are a collective expression of socio-economic activities and, therefore, can be viewed as flows in intra and inter-regional contexts. Flows of people goods, and information are an aspect of the transportation phenomena. Among these, the flow of people is especially important. The shares of passenger flows, among various modes appear to be influenced by socioeconomic relations and connections between regions. The objective of this paper is to undertake a disaggregated study of passenger transportation by mode (bus, railroad, private car, and air transportation) during 1963 and 1977 in Japan. These two years were selected because during the intervening years there was the expansion of high-speed' transportation facilities. The primary goal of this study is to clarify changes in the patterns of passenger flows by mode in Japan. Data used in this study are the inter-prefectural passenger origin and destination survey (46×46) of each mode by the Ministry of Transport in 1963 and 1977. The number of prefectures included in the survey was 46 for land transportation in 1963 and 1977. For air transportation, the number of prefectures was 29 in 1963 and 30 in 1977. Analyses of over 0.1% flows proportional to the total passenger flows in each mode were undertaken to ascertain relative changes in volume. The results of the analyses are as follows: 1. In land transport, the passenger flows between Tokyo, Osaka and their neighboring prefectures are conspicuous (commuting flows) in Japan. The percentage of bus passenger flows have increased from 1963 to 1977 between larger cities (Fig. 2-b). The reasons for the change are the appearance of high-speed transportation facilities and the entry of private railroad companies into the long distance passenger service. Further, the increase in the intercity flows of buses reflects the increased use of private passenger cars. The bus companies compensated for the decline in local passenger traffic and emphasized the long distance passenger traffic. Also, there was an increase in the passenger flows by railroad between larger cities and prefectures with regional centers and by direct linkage between larger cities and other prefectures (Fig. 3-b). The reasons for this change are the long distance travel with the construction of the Shinkansen (new main line trains), the electrification of railroads, and the spread of special express trains. In intrrregional flows, the increase of private cars is noticeable (Fig. 6-b). The use of private cars increased because of the widespread ownership of automobiles, the expansion and improvements of roads and increased income. Finally, interregional air passenger flows remain to be same between 1963 and 1977 on trunk line (Hokkaido-Tokyo-Osaka-Fukuoka). A comparison between air and railroad transportation during this period indicates that the relative share of passengers using air transportation declined in the flows between Tokyo and Osaka because of the competition from the Shinkansen line. The rates of air passenger flows between Tokyo and Hokkaido, Shikoku, Kyushu were higher in 1977 (Fig. 8-b). The phenomena resulted from the increase in personal income, expansion of air service to more locations, and the inexpensiveness of air fare in comparison with the first class train seat. 2. The development of high-speed transportation systems increased long distance passenger flows. This development focused the passenger flows on Tokyo. As indicated above, the relative share of air transportation declined between Tokyo and Osaka because of the competition from the Shinkansen line. 3. Changes in the railroad passenger rates between Tokyo and its neighboring prefectures are relatively high while those of private passenger cars are relatively low (Figs. 4 and 7).