250
S. Kosai and E. Yamasue
transport system. On the other hand, Hiroshima-Kure, Matsue-Yasugi and KanazawaKomatsu are the automobile-oriented society. Before considering the coordination,
the improvement of public transport system in the central and peripheral cities would
be required. In the cluster #7 the difference of city scale in Shizuoka-Iwata and OsakaSakai is relatively greater than other combinations, in which the city coordination
would not be an urgent matter. Increase in the use of public transport and introduction
of ridesharing in the peripheral cities and probably coordination with surrounding
villages might be more effective.
The evaluation of relation between central and peripheral cities, from the perspective of gaps of spatial transport energy intensity and city scale, by using the hierarchical cluster analysis would identify the specific areas where limitations on
constructing the coordination in future are imposed and would provide the appropriate
strategy depending on the city categorization.
16.4 Conclusion
This study has first assessed the transport energy efficiency of various transportation
modes in the context of transport energy intensity. The transport energy intensity has
been obtained by taking into account the WTW fuel consumption and energy input
for the material production. The assessed transportation means has included walks,
bicycles, automobiles, buses and electric trains in Japan. Then, the spatial transport
energy intensity has been computed on the basis of the obtained transport energy
intensity of each transportation mode and the modal split in a given city. This study has
focused on 44 cities in Japan and evaluated its relationship with population. Finally,
the differences in spatial transport energy intensity between central and peripheral
cities have been evaluated from the perspective of the geographical location and
city scale to assist in identifying the specific areas where limitations on constructing
the coordination in future are imposed and in providing the appropriate strategy
depending on the city categorization.
The findings are as follows.
• Transport energy intensity decreases in the order of automobiles, buses, electric
trains, bicycles and walks.
• The consideration of WTT energy consumption has a great impact on the transport
energy intensity of automobile, bus and train.
• The energy input for the material structure significantly affects the transport energy
intensity for the small-scale transportation means.
• The cities in Japan of lower spatial transport energy intensity are also those with
greater population.
• In the major three metropolitan areas, the spatial transport energy intensity in the
peripheral city would decrease with distance from the central city.
• Some peripheral cities more than 30 km away from central cities with a great
gap of city scale were identified as the most challenging city combination for
S. Kosai and E. Yamasue
transport system. On the other hand, Hiroshima-Kure, Matsue-Yasugi and KanazawaKomatsu are the automobile-oriented society. Before considering the coordination,
the improvement of public transport system in the central and peripheral cities would
be required. In the cluster #7 the difference of city scale in Shizuoka-Iwata and OsakaSakai is relatively greater than other combinations, in which the city coordination
would not be an urgent matter. Increase in the use of public transport and introduction
of ridesharing in the peripheral cities and probably coordination with surrounding
villages might be more effective.
The evaluation of relation between central and peripheral cities, from the perspective of gaps of spatial transport energy intensity and city scale, by using the hierarchical cluster analysis would identify the specific areas where limitations on
constructing the coordination in future are imposed and would provide the appropriate
strategy depending on the city categorization.
16.4 Conclusion
This study has first assessed the transport energy efficiency of various transportation
modes in the context of transport energy intensity. The transport energy intensity has
been obtained by taking into account the WTW fuel consumption and energy input
for the material production. The assessed transportation means has included walks,
bicycles, automobiles, buses and electric trains in Japan. Then, the spatial transport
energy intensity has been computed on the basis of the obtained transport energy
intensity of each transportation mode and the modal split in a given city. This study has
focused on 44 cities in Japan and evaluated its relationship with population. Finally,
the differences in spatial transport energy intensity between central and peripheral
cities have been evaluated from the perspective of the geographical location and
city scale to assist in identifying the specific areas where limitations on constructing
the coordination in future are imposed and in providing the appropriate strategy
depending on the city categorization.
The findings are as follows.
• Transport energy intensity decreases in the order of automobiles, buses, electric
trains, bicycles and walks.
• The consideration of WTT energy consumption has a great impact on the transport
energy intensity of automobile, bus and train.
• The energy input for the material structure significantly affects the transport energy
intensity for the small-scale transportation means.
• The cities in Japan of lower spatial transport energy intensity are also those with
greater population.
• In the major three metropolitan areas, the spatial transport energy intensity in the
peripheral city would decrease with distance from the central city.
• Some peripheral cities more than 30 km away from central cities with a great
gap of city scale were identified as the most challenging city combination for