240
S. Kosai and E. Yamasue
assist in identifying the specific areas where limitations on constructing the coordination in future are imposed and in providing the strategy depending on the city
categorization. It was found that transport energy intensity decreases in the order of
automobiles, buses, electric trains, bicycles and walks and the energy input for the
material structure significantly affects the transport energy intensity for the smallscale transportation means. In addition, the cities in Japan of lower spatial transport
energy intensity were also those with greater population. This trend seen in the case
of Japan is matched with the global trend which has been widely reported. In the
major metropolitan areas, the spatial transport energy intensity in the peripheral city
decreased with distance from the central city. Some peripheral cities more than 30 km
away from central cities were identified as the most challenging city combination for
constructing the coordination with respect to the spatial transport energy intensity.
Keywords Urban city · Modal share · In-city transport · Metropolitan area · City
partnership
16.1 Introduction
In last decades, the expansion of energy demand arising from population increase
and heavy industrialization has significantly changed the global energy landscape.
Particularly, energy consumption in the transportation sector in 2013 has increased
by 2.7 times compared to 1971, while energy consumption in both industry and
commercial sector in 2013 has increased by 1.9 times (International Energy Agency
2017). Given the incremental demand of automobile fuels because of the global
motorization, the transportation sector consumes 27.8% of the primary energy use
worldwide in 2013 (Agency for Natural Resources and Energy 2016). In particular,
the energy consumption in the city transportation has been increasingly growing
(Wang et al. 2017). A wise energy utilization in the city transportation sector is of
paramount importance, since transport is fundamental to the economy and human
well-being (Zahabi et al. 2014).
Improvement of energy efficiency in the transportation sector (hereafter referred
to transport energy efficiency) has been considered a major approach for addressing
energy-related issues in cities. In general, energy efficiency is associated with the
relationship between inputs including energy consumption and outputs including
costs, environmental burdens and products. An improvement of transport energy
efficiency in cities potentially contributes to relieving fossil fuel depletion, mitigating
environmental burdens and saving energy costs (Cullen et al. 2011).
Among various types of city transportation, the proper intercity transport cooperation with high energy efficiency is of paramount importance, particularly in Japan.
Japanese population in 2050 is highly expected to decrease by 20% compared to
2012 (The Institute of Energy economics, Japan 2015). Population in 63% of residential areas in 2012 will decrease by half in 2050, while merely 19% of residential
areas will turn into a non-residential area. Population in central cities in the three
S. Kosai and E. Yamasue
assist in identifying the specific areas where limitations on constructing the coordination in future are imposed and in providing the strategy depending on the city
categorization. It was found that transport energy intensity decreases in the order of
automobiles, buses, electric trains, bicycles and walks and the energy input for the
material structure significantly affects the transport energy intensity for the smallscale transportation means. In addition, the cities in Japan of lower spatial transport
energy intensity were also those with greater population. This trend seen in the case
of Japan is matched with the global trend which has been widely reported. In the
major metropolitan areas, the spatial transport energy intensity in the peripheral city
decreased with distance from the central city. Some peripheral cities more than 30 km
away from central cities were identified as the most challenging city combination for
constructing the coordination with respect to the spatial transport energy intensity.
Keywords Urban city · Modal share · In-city transport · Metropolitan area · City
partnership
16.1 Introduction
In last decades, the expansion of energy demand arising from population increase
and heavy industrialization has significantly changed the global energy landscape.
Particularly, energy consumption in the transportation sector in 2013 has increased
by 2.7 times compared to 1971, while energy consumption in both industry and
commercial sector in 2013 has increased by 1.9 times (International Energy Agency
2017). Given the incremental demand of automobile fuels because of the global
motorization, the transportation sector consumes 27.8% of the primary energy use
worldwide in 2013 (Agency for Natural Resources and Energy 2016). In particular,
the energy consumption in the city transportation has been increasingly growing
(Wang et al. 2017). A wise energy utilization in the city transportation sector is of
paramount importance, since transport is fundamental to the economy and human
well-being (Zahabi et al. 2014).
Improvement of energy efficiency in the transportation sector (hereafter referred
to transport energy efficiency) has been considered a major approach for addressing
energy-related issues in cities. In general, energy efficiency is associated with the
relationship between inputs including energy consumption and outputs including
costs, environmental burdens and products. An improvement of transport energy
efficiency in cities potentially contributes to relieving fossil fuel depletion, mitigating
environmental burdens and saving energy costs (Cullen et al. 2011).
Among various types of city transportation, the proper intercity transport cooperation with high energy efficiency is of paramount importance, particularly in Japan.
Japanese population in 2050 is highly expected to decrease by 20% compared to
2012 (The Institute of Energy economics, Japan 2015). Population in 63% of residential areas in 2012 will decrease by half in 2050, while merely 19% of residential
areas will turn into a non-residential area. Population in central cities in the three