A PROPOSAL FOR THE OPTIMUM LOCATION OF HUBS BY MINIMIZING TRAVEL TIME WITH MAIN PUBLIC TRANSPORT USAGE

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  • 主要公共交通機関利用を想定した移動時間最小化による効率的拠点配置の試案
  • シュヨウ コウキョウ コウツウ キカン リヨウ オ ソウテイ シタ イドウ ジカン サイショウカ ニ ヨル コウリツテキ キョテン ハイチ ノ シアン

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Abstract

<p> In provincial cities of Japan that have formed an urban structure dependent on automobile traffics, the difficulty in sustainable accessibility to urban functions is unavoidable with the declining population and aging society. As a solution to such a situation, there has been an effort to promote the change of an urban structure by combination of hubs and public transport's traffic axes though implementing a compact city policy. The operation of city/district hubs is units of several public services such as medical services, welfare services, shopping for daily necessities. However, it lacks the objective and quantitative basis of accessibility to a city/district hub in current location plans of numerous cities. Therefore, we focused on residents’ travel time to a hub. The purpose of this study is to reveal the optimum location of district hubs by minimizing the sum of resident's travel time with public transport usage in the study city.</p><p> The research target city designated one city hub and 16 district hubs, and the public transport between the hubs in March 2017. In addition, there has been the effort to promote the residential induction in the areas around them. In this paper, we defined traveling time to the nearest hub as travel cost. First of all, we analyzed the accessibility to a hub of the current plan. In this analysis, current hub’s effective areas were calculated based on minimize their travel time that combined walking time and boarding time of public transport usage. In order to clarify the effect of the residence-guided plan, the analysis was based on the population distribution of two settings such as current population, future population. As a result, the imbalance about the user populations of each hub in the current plan were grasped. The difference of the number of user populations between the most and the least population was more than 20 times. In addition, the large improvement of the accessibility to a hub by the residential move was not demonstrated.</p><p> Next, the optimum location of 16 district hubs was calculated by the p-median problem. The candidates of district hubs are 305 stops of the public transport. Then, the optimization was calculated by two patterns: Not fixing stations as a hub, fixing stations as a hub. In the case of not fixing stations as a hub, the average of resident’s travel time decreased by 7.4% the optimization compared with that of the current plan. On the other hand, the optimization of fixing stations as a hub was not effective on the accessibility to a hub.</p><p> Finally, the optimum location was compared with the current plan’s location. As a result, more than a third of the optimum location were overlapped with the hub area of the current plan were revealed that the validity as a district hub in the current plan. In addition, the optimum location distributed to all traffic axes.</p><p> The conclusions are as follows.</p><p> 1) The imbalance about the user populations of each hub was revealed in the current plan. Therefore, the formation of uniform hubs by the current plan requires attention.</p><p> 2) The large improvement of the accessibility to a hub by the residential move plan was not demonstrated.</p><p> 3) The validity in location of 6 out of 16 district hubs in the current plan was demonstrated in a quantitative way.</p>

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