Embed Size (px)
Citation preview
Special edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paperSpecial edition paper
JR EAST Technical Review-No.1308
JR East transports approx. 16 million passengers daily, of which approx. 90% are concentrated on the Tokyo Metropolis and three prefectures of Kanagawa, Chiba and Saitama. In order to gain a detailed understanding of the situation regarding travel and consumption behavior of people in and around stations, we have carried out surveys on items such as characteristics of travel behavior, use of railways, consumption behavior and the life styles of residents in the high railway use area within 70 km of Tokyo. The result of the survey that has been carried out continuously since 2002 is widely used as the basic data to make action plans on the standpoint of customers and to verify the effect of those plans.
2.1 Survey Design
The survey has been carried out in periods of five consecutive days (from Thursday through Monday, including three weekdays and two weekend holidays) at the end of May every year since 2002. The survey method has been by questionnaire sent by post (Table 1).
Stratified sampling with 216 categories is applied to define the sample target respondents based on census results1). That was applied to achieve a survey design that can show the characteristics of residents according to the population composition.
Research and Development on Travel and Consumption in and around Stations in the Greater Tokyo Area
With an aim of providing high-quality products and services in anticipation of customers needing them, we have been carrying out surveys
on travel and consumption in and around stations since 2002 to identify and predict customers’ overt and potential needs. The year-on-year
comparison of the travel and consumption behavior of 10,000 residents in the area within 70 km of Tokyo in the survey results reveals the
characteristics of and changes in their travel behavior, their use of railways and their consumption behavior. This article will introduce some
of those.
Introduction1 2.2 Survey Items
Survey items include time, place and details of travel where travel behavior, railway use and consumption in line with travel of the respondent in one day. The survey method and items are the same every year to allow for year-on-year comparison. Table 2 lists the survey items and Fig. 1 illustrates the flow of those items.
The results of analysis of characteristics and changes in travel behavior and railway use of residents in line with their behavioral flow are as follows.
● Keywords: Greater Tokyo area, Residents, Travel, Consumption
Yukiko Ono*Mika Nakahito*
7:00 AM
Start
BusStart station
Start station
Transferstation
Destinationstation
Destinationstation
Railway use
Railway use
Q. Time of departure and arrival, means of transport, behavior on train
Walk
9:00 AM
Destination 1(Place of work)
7:00 PM
Destination 2(Shopping) Q. Type of shop, product
purchased, amount spent, time spent in the shop
Taxi
9:00 PM
Arrivalat home
Fig. 1 Flow of Survey Items
Table 1 Survey Design
Survey method
Survey period
Survey target
Sampling frame
Number of replies
Questionnaire sent by post to be filled in by recipient
Five consecutive days at the end of May (from Thursday through Monday, three weekdays and two weekend holidays)
Men and women age of 12 to 69 who live in the area within 70 km of Tokyo
216-category stratified sampling by gender (two categories) X age (six categories) X residence area (18 categories) to secure representativeness of parent population
Questionnaires sent: 12,500, Valid responses: 10,056 (2007)
Table 2 Survey Items
Travel behavior
Railway use
Consumptionbehavior
Purpose of travel, means of transport, railway use, travel start time, arrival time at destination, time required
Start station, transfer station, destination station, time spent at stations, time spent on train, ticket used
Product purchased, amount spent, type and place of shop
Overview of the Survey2
1) Sampling for the survey from 2002 to 2006 was based on the results of the 2000 census and sampling for 2007 was based on the results of the 2005 census.
Travel Behavior and Railway Use3
* Frontier Service Development Laboratory, Research and Development Center of JR East Group
JR EAST Technical Review-No.13 09
Special edition paper
3.2 Characteristics of and Change in Use of Railways
Those who use railways for transportation account for 28% of overall travelers on weekdays (Fig. 5) and 16% on weekends and holidays (Fig. 6). Those figures show that the rate of railway use in transportation overall use is low. The gender and age of heavy railway users are males in their 10s to 50s and women in their 10s to 20s who are students or workers. In contrast, railway users tend to be fewer among men in their 60s and women in their 30s to 60s.
The year-on-year comparison indicates a high increase of the rate of railway use by men in 20s on weekdays in 2007. The rate of railway use of that sector is higher both on weekdays and on weekends than that of other male segments (Fig. 5 and 6). As the rates of driver’s license holders and the frequency of car use (Fig. 7) also show that men in 20s have lower contact with cars, we can see that the means of transportation for young people are changing.
3.1 Travel Behavior
The rate the residents go out of is 87% on weekdays (Thursday, Friday and Monday) and 74% on weekend holidays (Saturday and Sunday). The highest rate of going out is observed on Thursday (Fig. 2).
On weekdays, where the rate of going out is higher, the number of trips is 9.7 times for men and 10.4 times for women (Fig. 3), but average travel time is shorter for women (Fig. 4). The analysis results of the rate of going out on weekdays by gender and age reveals the difference of the lifestyles between men and women, where women making short and frequent travel in a closer area while men travel longer distances.
The year-on-year comparison of the analysis results shows no major change from the results in 2005, simply a slight decrease of number of trips.
Rate of Going Out and Range of Travel
Rate of Choosing Railways for Transportation
Thursday Friday Saturday Sunday Monday Weekdays Holidays
Fig. 2 Rate of Going Out per Day of the Week
Num
ber
of tr
ips
Totalave.
Maleave.
Femaleave.
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig. 3 Number of Trips (Total of Three Weekdays)
Tim
e of
trav
el (
min
.)
Totalave.
Maleave.
Femaleave.
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig. 4 Average Travel Time of Trips (Weekdays)
Totalave.
Maleave.
Femaleave.
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig. 5 Rate of Railway Use in Travel Behavior (Weekdays)
Totalave.
Maleave.
Femaleave.
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig. 6 Rate of Railway Use in Travel Behavior
(Weekends and Holidays)
Rate of driver’s license holdersPersons who drive once or more times a week
Male10s
Male20s
Male30s
Male40s
Male50s
Male60s
Fig. 7 Rate of Driver’s License Possession and Frequency
of Car Driving (2007)
JR EAST Technical Review-No.13
Special edition paper
10
3.3 Change in Means of Obtaining Transportation Information
The tendency for respondents to check modes of transport before going out is high, at approx. 86% (Fig. 8).
As for the means of checking, 60% check via the Internet (60%, Fig. 9) and 33% check by mobile phone (Fig. 10), both of which have been increasing every year. Despite such a tendency, the ratio of the men and women in their 60s who use the Internet and mobile phones to obtain transportation information is lower than the people in other age brackets. The rate of increase is lower too, even though the rate that they check modes of transport in advance is high at approx. 80%. Those survey results suggest that people in their 60s are not obtaining real-time information, so some modifications in the means of providing and obtaining information may be necessary to encourage those people to use railways.
3.4 Types of Tickets Used and Changes in their Usage
Since March 2007 when interoperation of Suica and PASMO systems started, types of tickets used radically shifted from magnetic cards to IC tickets (Fig. 11 and 12). For example, average use rate of IC tickets among JR and private railways is 60% on weekdays (compared to 27% in 2006).
Fig. 13 indicates Suica ownership rate (including both commuter pass type and other types) among IC tickets per residential area. Areas along JR lines show high Suica ownership rates (along the Tohoku line in particular). The survey results suggest a close relationship between type of IC ticket and nearest line.
People who Check Mode of Transport in Advance Increase Use of IC Tickets
Totalave.
Maleave.
Femaleave.
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig.8 Rate of People Who Check Modes of Transport
Before Going Out (2006)(Total rate of the respondents who replied “yes” or “to some extent”)
Nor
mal
tick
et
Mag
netic
com
mut
er p
ass
IC ti
cket
in c
omm
uter
pas
s ar
ea
IC ti
cket
out
side
com
mut
er p
ass
area
IC ti
cket
(not
com
mut
er p
ass
type
)
Pre
paid
car
d
Cou
pon
ticke
t
JR (conventional lines)
Private railways and subways
2007 ave.
2006 ave.
Fig. 11 Types of Railway Tickets Used
(on Weekdays, 2007, N = 43,013)
(Total rate of the respondents who replied “often” or “sometimes”)
Totalave.
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig. 10 Rate of People Who Check the Modes of Transport
by Mobile Phone(Total rate of the respondents who replied “often” and “sometimes”)
JR (conventional lines)
Private railways and subways
2007 ave.
2006 ave.
Nor
mal
tick
et
Mag
netic
com
mut
er p
ass
IC ti
cket
in c
omm
uter
pas
s ar
ea
IC ti
cket
out
side
com
mut
er p
ass
area
IC ti
cket
(not
com
mut
er p
ass
type
)
Pre
paid
car
d
Cou
pon
ticke
t
Fig. 12 Types of Railway Tickets Used
(on Holidays, 2007, N = 12,683)
Less than 20%25 - 50%50 - 75%75 - 100%
Suica ownership rate
Fig. 13 Suica Ownership Rate (2007, Total average 43%)
Totalave.
(Total rate of the respondents who replied “often” or “sometimes”)
10s 20s 30s 40s 50s 60s
Male
10s 20s 30s 40s 50s 60s
Female
Fig. 9 Rate of People Who Check Modes of Transport
via the Internet(Total rate of the respondents who replied “often” or “sometimes”)
JR EAST Technical Review-No.13 11
Special edition paper
3.5 Characteristics of Stations
Fig. 14 shows the analysis results of characteristics of 16 major stations from the perspective of the gender and age of stations users.
The segments of users on weekdays are different from those of weekends and holidays, even for the same station. On weekdays in particular, the analysis results center on “an average age of 39 and the ratio of women of 35%”. That indicates existence of core users (male office workers) for individual stations.
We can point out Ebisu and Tachikawa stations as stations with distinctive natures. Those two stations have higher rate of female users (47% for Ebisu, 50% for Tachikawa) even on weekdays. These figures suggest a feature of those stations were many women use those because of commercial facilities around the stations.
The year-on-year comparison shows no major change in the ratio of women. But the survey results showing the average user age becoming higher both on weekdays and on weekends demonstrates a definite aging of railway users (Fig. 15).
3.6 Characteristics of and Changes in Use of Railways for
Commuting
Commuting to work and school makes up approx. 40% of the stated purposes of use of railways on weekdays (Fig. 16).
Looking at the characteristics of railway use for commuting, we found that commuters stay at the transfer stations the longest at 4.4 minutes, and they use 1.8 lines. About a half of commuters make one transfer on the way to their destinations (Fig. 17).
In overall terms, the number of transfers showed no major change, but a comparison of residential lines revealed a decrease in the number of transfers on some lines (Fig. 18). A large decrease in number of transfer is observed on the Joban line (northern part) where the Tsukuba Express started operation along the line and on the Takasaki and Utsunomiya lines where service of Shonan-Shinjuku line trains was increased. Those suggest the affect of changes in the railway network that facilitate smoother travel of residents, though such an effect is seen only on some lines.
Sex and Gender of Station Users Use of Railways for Commuting
Ave
rage
age
Ratio of women
Weekdays
Holidays
More men More women
Weekday ave.38.9 years old
Weekday ave.34.6%
Weekdays
Tokyo
Tokyo
Ueno
Ueno
ShimbashiShimbashi
Shinagawa
Shinagawa
OmiyaOmiya
Akihabara
Akihabara
Yokohama
YokohamaYokohamaYokohama
Takadanobaba
Takadanobaba
Shinjuku
Shinjuku
MachidaMachidaMachida
MachidaMachidaMachida
Kashiwa
Kashiwa
Kitasenju
KitasenjuKitasenjuKitasenju
IkebukuroIkebukuroIkebukuroIkebukuroIkebukuroIkebukuro
Shibuya Shibuya
Ebisu
Ebisu
Tachikawa
Tachikawa
Holidays:
years old
%
Fig. 14 Characteristics of Station Users (Weekdays, 2007)
Ave
rage
age
(ye
ars
old)
Ratio of women (%)
2007 weekdays
2006 weekdays
2005 weekdays
2007 holidays
2006 holidays2006 holidays2006 holidays
2005 holidays
Fig. 15 Change in Station Users
Com
mut
ing
to w
ork
Com
mut
ing
to s
choo
l
Wor
k ot
her
than
com
mut
ing
Sho
ppin
g
Oth
er
Eat
ing
out
Am
usem
ent,
spor
ts
Hos
pita
l vis
its
Less
ons
Tour
ism
/Tra
vel
Fig. 16 Purposes of Travel by Railway (Weekdays, 2007)(Graph complied excluding the purpose of “going home”, which was 42%.)
Home
Destination
Neareststation
Transferstation
Destinationstation
1) Mode of transport to the nearest station
Walk 65%Bicycle 25%
2) Time at the nearest station Ave. 3.5 min.
3) Time at the transfer station Ave. 4.4 min.
4) Time at the destination station Ave. 2.7 min.
5) Number of lines used: Ave. 1.8 lines (Max.: six lines, Users of more than two lines: 53%)
6) Commuting time Less than 30 min.: 39%
Fig. 17 Characteristics of Use of Railways for Commuting
(Weekdays, 2007)
Num
ber
of tr
ansf
ers
Joba
n lin
e (
nort
hern
par
t)
Yam
anot
e lin
e
Taka
saki
line
Uts
unom
iya
line
Yoko
suka
line
Kei
hin-
Toho
ku li
ne (
nort
hern
par
t)
All
lines
Fig. 18 Number of Transfers by Commute Line (Weekdays)(See *2 for the separation of lines)
JR EAST Technical Review-No.13
Special edition paper
12
We can point out the decrease in the average number of shopping trips per capita shopping (Fig. 19) as a change in consumption behavior seen since 2004. Here we will introduce analysis results for the change in types of shops used and consumption style and the change in consumption behavior around station-area shops that have a close relation to railways.
4.1 Change in Consumption Behavior
4.1.1 Change in Type of Shops Used
While the number of shopping trips to supermarkets and retailers decreased, the number of shopping trips to shopping centers and shopping malls (hereafter “SC”) increased (Fig. 20). Regarding differences between gender and age, men still tend to prefer specialty stores (including mass-retailers). As for women, while there was a tendency for women to prefer department stores in 2004, we can see a clear difference from 2007 where women in their 20s to 40s prefer SCs and women in their 50s to 60s prefer department stores. A change is thus observed where women of some age groups shifted to SCs (Fig. 21 and 22).
4.1.2 Change in Consumption Style
In consumption style, the rate of respondents who replied they “like shopping around” decreased compared to 2004 (Fig. 23). We can see a shift in consumption behavior where people do their shopping at all at once in the same place.
The rate of respondents who have experience shopping online also increased both among men and women compared to 2004 (Fig. 24). We thus observed that diversified means of shopping (online shopping, home delivery services etc.) is changing consumption to a shopping style that does not involve travel.
Those changes in consumption style should have a complex affect on consumption behavior, such as change in type of used shops and decrease in the number of shopping trips.
Num
ber
of s
hopp
ing
trip
s(t
rips/
pers
on)
Fig. 19 Change in Number of Shopping Trips
(Five days, per capita mean)
Num
ber
of s
hopp
ing
trip
s(t
rips/
pers
on)
Sup
erm
arke
t
Con
veni
ence
stor
e
Ret
aile
r
SC
Spe
cial
tyst
ore
Dep
artm
ent
stor
e
Sta
tion
shop
ping
build
ing
Fig. 20 Change in Number of Shopping Trips per Type of Shop
(Five days, per capita mean)
Num
ber
of s
hopp
ing
trip
s(t
rips/
pers
on) Specialty store preference
Department store preference
10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s
Male Female
SC Specialty store Department store
Fig. 21 Place of Product Purchase
(2004, five days, per capita mean)
Num
ber
of s
hopp
ing
trip
s(t
rips/
pers
on)
10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s
Male Female
SC Specialty store Department store
Specialty store preference
SC preference Departmentstore
preference
Fig. 22 Place of Product Purchase
(2007, five days, per capita mean)
Men Women Total
Fig. 24 Rate of Respondents Who Have Online
Shopping Experience(Rate of respondents who replied they shop online “often” or “sometimes”)
10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s
Male Female
Fig. 23 Rate of Respondents Who Replied They
“Like to Shop Around”(Rate of respondents who replied they “like to” or “like to somewhat”)
Consumption Behavior4
JR EAST Technical Review-No.13 13
Special edition paper
4.2 Change in Consumption at Shops Around Stations
4.2.1 Relationship Between Shops Around Stations and
Railway Use
The rate of shopping at shops around ticket gates or next to stations is low at 8% of total consumption, but when limiting to consumption generated by rail travel, the rate increases to 24%. That means consumption in relation to railway use is generated at shops around ticket gates or next to the station (Fig. 25).
Further analysis on the timing of consumption and means of transportation to the place of consumption (Fig. 26) shows that both kiosks and station shopping buildings are positioned as shops used in travel by rail. These analysis results confirm the relationship between railway use and use of shops around ticket gates or next to the station.
Year-on-year comparison indicates a change in the positioning of station shopping buildings. The rate of consumption at the destination for station shopping buildings is increasing year by year. That explains that more consumers visit station shopping buildings to shop, making station shopping buildings their destination for consumption instead of stopping by station buildings on the way to someplace else.
4.2.2 In-Station Shops from the Perspective of Time Spent
in the Shop
Shops inside the ticket gates are found to be used as the place for short-time consumption, with time spent in those shops being the shortest at seven minutes (Fig. 27). But the time spent in the shops inside the ticket gate is lengthening every year (by three minutes longer than in 2003). That suggests an increase and enhancement of in-station shops is making those shops be places to stay long for shopping and refreshment, thus starting to change consumption behavior at the station.
4.2.3 Sense of Value by Consumers for In-Station Shops
From the perspective of sense of value by consumers for in-station shops, the rate of respondents who replied that they “often (or sometimes) shop or have meals or beverages at the station” is higher among women in their 10s to 20s than among men.
This might be due to enhancement of in-station shops and image improvement of shopping buildings next to stations changing the sense of value for consumers to position in-station shops to be closer to women (Fig. 28).
Rat
e of
con
sum
ptio
n du
ring
trav
el (
%)
Rate of railway use at consumption (%)
Mor
e co
nsum
ptio
n du
ring
trav
elM
ore
cons
umpt
ion
at th
e de
stin
atio
n
More consumptionby walking, etc.
More consumptionby railway use
Shop mainly for purchase of productsShop mainly for provision of servicesShop mainly for meals and beverages
Kiosk
Convenience store Station shopping building (2005)
Station shopping building
Cafe
Vending machine
Department store
Retailer
Total consumptionDrug store
Discountstore
Supermarket
Specialty store, mass retailerSpecialty store, mass retailerSpecialty store, mass retailerHome appliances mass retailer
RestaurantRestaurantRestaurantBeauty salon, etc.
Pub/bar
Amusementfacilities
Sportsfacilities
Fast food
Government facilities
Health facilitiesCulture/Culture/
education facilitieseducation facilitiesCulture/
education facilities
Fig. 26 Timing of Shopping (2007)
Legend
Total consumption
Railway use
Around ticket gate(inside and outside) Near station In town
Fig. 25 Place of Consumption (2007)
10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s
Male Female
Shopping Meals Beverages
Fig. 28 Rate of Respondents Who “Shop and Have Meals or
Beverages at the Station” (2007)(Total rate of those who replied “often” and “sometimes”)
Tim
e sp
ent (
min
.)
Withinticket gate
Outsideof ticket
gate
Nearstation
In town
Fig. 27 Time Spent in Shops
Graph classifies railway use by type of shop. The vertical axis is the rate of
consumption during travel and the horizontal axis is the rate of railway use as
means of transport at consumption.
JR EAST Technical Review-No.13
Special edition paper
14
With an aim of creating lines that customers want to live along or continue living along, we made an analysis on the relationship between consumers’ sense of value regarding residence and railway services.
5.1 Reasons of Decision on Residence
Among the reasons for the decision on residence, “decided by family members or others” ranks the highest at 30%. However, respondents who have lived at their present residence for a shorter period tend to have decided on residence for activity-dependent reasons such as good transport access and being near to work or school (Fig. 29).
The analysis of the reasons of decision of per line of residence indicates that the rate of residents who replied “good transport access” as the reason is high along the Yamanote line, Keiyo line and Tokyo Metro lines. The rate of residents who replied that they “like the line” as the reason is high along the Chuo line, Tokyu Railway lines and Keio Railway lines. Those results demonstrate that the reasons of decision of residence differ by length of residence and line.
5.2 Intention to Reside Along Lines
We asked respondents to evaluate their intention to reside along a line. That was done by having them evaluate their attachment to their place of residence (hereafter “place attachment”) and intention to continue living at the present residence (hereafter “intention of living along a particular line” ) on a four-point scale (applicable, slightly applicable, not very applicable and inapplicable).
The analysis results per line showed the correlation between the values of place attachment and intention of living along a particular line, so we can say that residents consider continuing living along a line in relationship to those two items (Fig. 31). As for the characteristics per line, evaluation on both place attachment and intention of living along a particular line is high for both the Yamanote line and Tokyu Railway lines, followed by Keio Railway lines and the Chuo line. On those four, the values of intention of living along a particular line are higher than those of place attachment. That suggests that residents along those lines have stronger consciousness of the attraction of the line.
Since both men and women of higher age have stronger intention of living along a particular line, we suppose that the relationship between residents and the intention of living along particular line is not transient; rather, it develops with the accumulation of experience and consciousness.
Like the line
Chuo lineTokyu Railway lines
Keio Railway lines
Like the town or community
Odakyu Electric Railway lines
Yokosuka line
Tokaido line
Keihin-Tohoku line (southern part)
Seibu Railway lines
Good living environment
Other railway company lines
Decided by family members or others
Have lived there since birth
Musashino lineTobu Railway lines
Other reasonsOther reasonsOther reasons
Keisei Electric Railway lines Utsunomiya line
Ome/Itsukaichi lines
Takasaki line
Joban line (northern part)
Keiyo line
Yamanote line
Good transportaccess
Tokyo Metro lines
Nambu/Tsurumi lines
Sobu line rapid service
Sobu lineSaikyo line
Keikyu Railway linesYokohama line
Near to work or school
Have lived there long
Toei subway lines
Keihin-Tohoku line (northern part)
Joban line (southern part)
Fig. 30 Reasons of Decision on Residence by Line
(2006, Correspondence Analysis)See *2 for line separation, and *3 for correspondence analysis
Dec
ided
by
fam
ily m
embe
rs o
r ot
hers
Goo
d tr
ansp
ort a
cces
s
Goo
d liv
ing
env
ironm
ent
Hav
e liv
ed th
ere
long
Nea
r to
wor
k or
sch
ool
Like
the
tow
n o
r co
mm
unity
Hav
e liv
ed th
ere
sinc
e bi
rth
Like
the
line
Total (N = 10071) Shorter than five years (N = 2,695)Longer than five years (N = 7,253)
Fig. 29 Reasons of Decision on Residence by Length
of Residence (2006)
Wan
t to
cont
inue
livi
ng a
long
the
pres
ent l
ine
Attachment to area of residence
Men 60sWomen 60s
Men 50s
Women 50sMen 40s
Women 40s
Men 30s
Women 30s
Men 20s
Women 20s
Women 10sMen 10s
Fig. 32 Place Attachment and Intention of Living Along
a Particular Line by Age (2006)
Wan
t to
cont
inue
livi
ng a
long
the
pres
ent l
ine
Attachment to area of residence
JR lines
Other railway lines
Approximated curve: y = 1.56x - 1.7474, R2 - 0.8176
Yamanote lineTokyu Railway lines
Keio Railway lines Chuo line
Tokaido line
Keiyo lineKeiyo lineKeiyo lineYokosuka lineYokosuka lineYokosuka lineKeihin-Tohoku line (southern part)
Sobu lineSobu line rapid serviceKeihin-Tohoku line (northern part)Keihin-Tohoku line (northern part)Keihin-Tohoku line (northern part)
Saikyo lineTokyo Metro linesTokyo Metro linesTokyo Metro linesOdakyu Electric Railway linesOdakyu Electric Railway linesOdakyu Electric Railway lines
Toei subway linesNambu/Tsurumi linesSeibu Railway lines
Utsunomiya lineOme/Itsukaichi lines
Joban line (southern part)
Keisei Electric Railway lines
Yokohama lineYokohama lineYokohama line
Takasaki line
Musashino line
Tobu Railway lines
Joban line (northern part)
Keikyu Railway linesKeikyu Railway linesKeikyu Railway lines
Fig. 31 Place Attachment and Intention of Living Along
a Particular Line by Line (2006)
Lines that People Want to Live Along orto Continue Living Along
Evaluation of Current Line as a Line to Live Along5
Plotted from average values on a four-point scale per line. The average values
are calculated applying 4 to Applicable, 3 to Slightly applicable, 2 to Not very
applicable and 1 to Inapplicable.
JR EAST Technical Review-No.13 15
Special edition paper
5.3 Raising Intention of Living Along a Particular Line
In order to increase residents desire to continue living along the line where they presently live, we verified the effects of improvement of railway convenience.
Targeting commuters who often use railways, we analyzed the relationship between number of transfers and intention to live along a particular line (Fig. 33).
Among residents along JR lines, a correlation is seen between number of transfers and intention to live along a particular line. In other words, the fewer the transfers to commute destination, the higher the intention to continue living along a particular line is. From that, we can assume that increasing through service for better transport convenience will have a strong effect on improvement of the value of a line.
The analysis showed varied results, however, for lines other than JR lines. Although use of Tokyu Railway lines required more transfers compared to other lines, residents have high intention to live along the lines. That suggests that factors other than rail traffic services (attraction of the line, etc.) have impact on the intention of residents. We found that we have to make efforts on improvement of image and attraction of lines in addition to improvement of railway network if we are to improve intention to live along a particular line.
Since this survey excludes users outside of the area within 70 km from Tokyo, it does not correspond to the actual characteristics of railway use in some places. But, it can be used to comprehend the characteristics and year-on-year change of travel and consumption behavior of consumers. The data of this survey accumulated since 2002 is used to develop plans for station facilities, examine the actions for better transport services and otherwise create services in anticipation of social changes and customers’ needs.
We carried out a similar survey in May 2008. We will continue conducting surveys to accumulate data and further the analysis for creation of railway services that will satisfy customers.
Ave
. num
ber
of tr
ansf
ers
in c
omm
utin
g (t
rans
fers
/per
son)
Approximated curve of JR lines: y = 0.65456x + 3.6761, R2 - 0.6772
Want to continue to live along line
Intention of continuing to live along the present line
Approximated curveof JR lines
Musashino line TX
Tobu Railway linesTokyu Railway lines
Joban line(northern part)
Joban line(southern part) Nambu line
Ome/Itsukaichi lines
Takasaki line
Yokohama line
Keisei ElectricRailway lines
Utsunomiya line
Toei subway lines
Seibu Railway lines
Odakyu Electric Railway lines Keio Railway
linesKeihin-Tohoku line (northern part)
Saikyo line
Keikyu Railway lines
Keiyo line
Sobu line
Keihin-Tohoku line (southern part)
Tokyo Metro lines
Chuo lineSobu line
rapid serviceTokaido line
Yokosuka line Yamanote line
Fig. 33 Number of Transfers and Intention to Live Along
a Particular Line (2006)
• Yamanote line: All stations on the Yamanote line and Ochanomizu - Sendagaya on the Chuo (Sobu) line• Sobu line: Asakusabashi - Chiba• Sobu line (rapid service): Shin-Nihombashi - Chiba• Joban line (southern part): Mikawashima - Toride• Joban line (northern part): Fujishiro - Hitachi• Keihin-Tohoku line (northern part): Kaminakazato - Omiya• Keihin-Tohoku line (southern part): Oimachi - Ofuna
*2 Line Separation
*3 Correspondence Analysis
The analysis positions the correspondence of the line to the reason for deciding to reside at the present place. The distance between the line and the reason corresponds to the importance of the reason.
Ex.) Residents along the Yamanote line are positioned close to “good transport access”. That means that the residents put importance on this reason
Applies to commuters. The vertical axis is the number of transfers from home to
commute destination, and the horizontal axis is the average value in a four-point
scale of intention of continuing to live along the present line. Analysis was made
on the relationship between the axes.
Usage of this Survey6
Conclusion7
