SSpecialpecial editionedition paperpaper Research and Development on Travel and Consumption in and around

Stations in the Greater Area Mika Nakahito* Yukiko Ono*

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.

● Keywords: , Residents, Travel, Consumption

1 Introduction 2.2 Survey Items Survey items include time, place and details of travel where travel JR East transports approx. 16 million passengers daily, of which behavior, railway use and consumption in line with travel of the approx. 90% are concentrated on the Tokyo Metropolis and three respondent in one day. The survey method and items are the same prefectures of Kanagawa, and . In order to gain every year to allow for year-on-year comparison. Table 2 lists the a detailed understanding of the situation regarding travel and survey items and Fig. 1 illustrates the flow of those items. consumption behavior of people in and around stations, we have carried out surveys on items such as characteristics of travel behavior, Table 2 Survey Items Purpose of travel, means of transport, railway use, use of railways, consumption behavior and the life styles of residents Travel behavior travel start time, arrival time at destination, time required in the high railway use area within 70 km of Tokyo. The result of the Start station, transfer station, destination station, Railway use survey that has been carried out continuously since 2002 is widely time spent at stations, time spent on train, ticket used Consumption Product purchased, amount spent, type and place of shop used as the basic data to make action plans on the standpoint of behavior customers and to verify the effect of those plans.

Q. Time of departure and arrival, means of transport, behavior on train 9:00 AM Overview of the Survey 7:00 AM Railway use Destination 1 (Place of work) 2 Start

Bus Walk Start station Transfer Destination 2.1 Survey Design station station Arrival The survey has been carried out in periods of five consecutive days at home Start station 9:00 PM (from Thursday through Monday, including three weekdays and two Destination station Taxi weekend holidays) at the end of May every year since 2002. The Railway use

survey method has been by questionnaire sent by post (Table 1). Destination 2 (Shopping) Q. Type of shop, product Stratified sampling with 216 categories is applied to define the purchased, amount spent, 7:00 PM time spent in the shop sample target respondents based on census results1). That was applied to achieve a survey design that can show the characteristics of Fig. 1 Flow of Survey Items residents according to the population composition.

Table 1 Survey Design Travel Behavior and Railway Use Survey method Questionnaire sent by post to be filled in by recipient 3 Five consecutive days at the end of May Survey period (from Thursday through Monday, three weekdays and The results of analysis of characteristics and changes in travel behavior two weekend holidays) Men and women age of 12 to 69 who live in the area within and railway use of residents in line with their behavioral flow are as Survey target 70 km of Tokyo follows. 216-category stratified sampling by gender (two categories) Sampling frame X age (six categories) X residence area (18 categories) to secure representativeness of parent population Number of replies Questionnaires sent: 12,500, Valid responses: 10,056 (2007)

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.

08 JR EAST Technical Review-No.13 * Frontier Service Development Laboratory, Research and Development Center of JR East Group Special edition paper

3.1 Travel Behavior 3.2 Characteristics of and Change in Use of Railways

Rate of Going Out and Rate of Choosing Railways Range of Travel for Transportation

The rate the residents go out of is 87% on weekdays (Thursday, Those who use railways for transportation account for 28% of Friday and Monday) and 74% on weekend holidays (Saturday and overall travelers on weekdays (Fig. 5) and 16% on weekends and Sunday). The highest rate of going out is observed on Thursday holidays (Fig. 6). Those figures show that the rate of railway use (Fig. 2). in transportation overall use is low. The gender and age of heavy On weekdays, where the rate of going out is higher, the number railway users are males in their 10s to 50s and women in their 10s to of trips is 9.7 times for men and 10.4 times for women (Fig. 3), but 20s who are students or workers. In contrast, railway users tend to be average travel time is shorter for women (Fig. 4). The analysis results fewer among men in their 60s and women in their 30s to 60s. of the rate of going out on weekdays by gender and age reveals the The year-on-year comparison indicates a high increase of the difference of the lifestyles between men and women, where women rate of railway use by men in 20s on weekdays in 2007. The rate making short and frequent travel in a closer area while men travel of railway use of that sector is higher both on weekdays and on longer distances. weekends than that of other male segments (Fig. 5 and 6). As the The year-on-year comparison of the analysis results shows no rates of driver’s license holders and the frequency of car use (Fig. 7) major change from the results in 2005, simply a slight decrease of also show that men in 20s have lower contact with cars, we can see number of trips. that the means of transportation for young people are changing.

Total Male Female 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s Thursday Friday Saturday Sunday Monday Weekdays Holidays ave. ave. ave. Male Female Fig. 2 Rate of Going Out per Day of the Week

Fig. 5 Rate of Railway Use in Travel Behavior (Weekdays) Number of trips

Total Male Female 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s ave. ave. ave. Male Female Total Male Female 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s ave. ave. ave. Male Female

Fig. 3 Number of Trips (Total of Three Weekdays) Fig. 6 Rate of Railway Use in Travel Behavior (Weekends and Holidays)

Rate of driver’s license holders Persons who drive once or more times a week Time of travel (min.) Time of travel

Total Male Female 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s ave. ave. ave. Male Male Male Male Male Male Male Female 10s 20s 30s 40s 50s 60s

Fig. 7 Rate of Driver’s License Possession and Frequency Fig. 4 Average Travel Time of Trips (Weekdays) of Car Driving (2007)

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3.3 Change in Means of Obtaining Transportation Information 3.4 Types of Tickets Used and Changes in their Usage

People who Check Mode of Transport in Advance Increase Use of IC Tickets

The tendency for respondents to check modes of transport before Since March 2007 when interoperation of and PASMO going out is high, at approx. 86% (Fig. 8). systems started, types of tickets used radically shifted from magnetic As for the means of checking, 60% check via the Internet (60%, cards to IC tickets (Fig. 11 and 12). For example, average use rate Fig. 9) and 33% check by mobile phone (Fig. 10), both of which of IC tickets among JR and private railways is 60% on weekdays have been increasing every year. Despite such a tendency, the ratio (compared to 27% in 2006). of the men and women in their 60s who use the Internet and mobile Fig. 13 indicates Suica ownership rate (including both commuter phones to obtain transportation information is lower than the people pass type and other types) among IC tickets per residential area. in other age brackets. The rate of increase is lower too, even though Areas along JR lines show high Suica ownership rates (along the the rate that they check modes of transport in advance is high at Tohoku line in particular). The survey results suggest a close approx. 80%. Those survey results suggest that people in their 60s relationship between type of IC ticket and nearest line. 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. JR (conventional lines) Private railways and subways 2007 ave. 2006 ave. IC ticket IC ticket in IC ticket Prepaid card Normal ticket Coupon ticket IC ticket outside IC ticket commuter pass area commuter pass area commuter Total Male Female 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s (not commuter pass type) (not commuter ave. ave. ave. pass Magnetic commuter Male Female Fig. 11 Types of Railway Tickets Used Fig.8 Rate of People Who Check Modes of Transport (on Weekdays, 2007, N = 43,013) Before Going Out (2006) (Total rate of the respondents who replied “yes” or “to some extent”)

(Total rate of the respondents who replied “often” or “sometimes”) JR (conventional lines) Private railways and subways 2007 ave. 2006 ave. IC ticket IC ticket in IC ticket Prepaid card Normal ticket Coupon ticket IC ticket outside IC ticket commuter pass area commuter commuter pass area commuter (not commuter pass type) (not commuter Total 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s pass Magnetic commuter ave. Male Female Fig. 12 Types of Railway Tickets Used (on Holidays, 2007, N = 12,683) Fig. 9 Rate of People Who Check Modes of Transport via the Internet (Total rate of the respondents who replied “often” or “sometimes”)

(Total rate of the respondents who replied “often” or “sometimes”)

Total 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s ave. Suica Male Female ownership rate Less than 20% 25 - 50% Fig. 10 Rate of People Who Check the Modes of Transport 50 - 75% 75 - 100% by Mobile Phone (Total rate of the respondents who replied “often” and “sometimes”) Fig. 13 Suica Ownership Rate (2007, Total average 43%)

10 JR EAST Technical Review-No.13 Special edition paper

3.5 Characteristics of Stations 3.6 Characteristics of and Changes in Use of Railways for Commuting

Sex and Gender of Station Users Use of Railways for Commuting

Fig. 14 shows the analysis results of characteristics of 16 major Commuting to work and school makes up approx. 40% of the stated stations from the perspective of the gender and age of stations users. purposes of use of railways on weekdays (Fig. 16). The segments of users on weekdays are different from those of Looking at the characteristics of railway use for commuting, we weekends and holidays, even for the same station. On weekdays in found that commuters stay at the transfer stations the longest at particular, the analysis results center on “an average age of 39 and the 4.4 minutes, and they use 1.8 lines. About a half of commuters make ratio of women of 35%”. That indicates existence of core users (male one transfer on the way to their destinations (Fig. 17). office workers) for individual stations. In overall terms, the number of transfers showed no major change, We can point out Ebisu and Tachikawa stations as stations with but a comparison of residential lines revealed a decrease in the distinctive natures. Those two stations have higher rate of female number of transfers on some lines (Fig. 18). A large decrease in users (47% for Ebisu, 50% for Tachikawa) even on weekdays. These number of transfer is observed on the Joban line (northern part) figures suggest a feature of those stations were many women use those where the Express started operation along the line and on because of commercial facilities around the stations. the and lines where service of Shonan- The year-on-year comparison shows no major change in the ratio line trains was increased. Those suggest the affect of changes in the of women. But the survey results showing the average user age railway network that facilitate smoother travel of residents, though becoming higher both on weekdays and on weekends demonstrates a such an effect is seen only on some lines. definite aging of railway users (Fig. 15).

years old

Weekdays Tokyo Holidays Ueno

Tokyo Other

Tachikawa Lessons

Ueno Shopping Eating out commuting Hospital visits Tourism/Travel Work other than Work Shimbashi Commuting to work Commuting Shimbashi sportsAmusement, Commuting to school Commuting Shinagawa Ebisu Tachikawa Omiya Omiya Akihabara Weekdays Holidays: Fig. 16 Purposes of Travel by Railway (Weekdays, 2007) Akihabara Shinagawa Takadanobaba Yokohama (Graph complied excluding the purpose of “going home”, which was 42%.) Weekday ave. Takadanobaba Average age Average 38.9 years old Shinjuku Machida Kitasenju Ikebukuro Ebisu

Shinjuku Shibuya 1) Mode of transport Kashiwa to the nearest station 2) Time at the nearest Walk 65% Nearest Home station station Bicycle 25% Ave. 3.5 min. Machida

Weekday ave. Kitasenju More men More women 5) Number of lines used: 34.6% 3) Time at the transfer Ave. 1.8 lines Transfer station (Max.: six lines, Users of station Ave. 4.4 min. Ratio of women % more than two lines: 53%)

Fig. 14 Characteristics of Station Users (Weekdays, 2007) 4) Time at the destination Destination Destination station station Ave. 2.7 min. 6) Commuting time Less than 30 min.: 39%

2007 holidays Fig. 17 Characteristics of Use of Railways for Commuting 2007 weekdays (Weekdays, 2007)

2006 weekdays 2006 holidays 2005 weekdays Average age (years old) age (years Average 2005 holidays Number of transfers

Ratio of women (%) All lines Joban line -Tohoku line -Tohoku Takasaki line Yokosuka Fig. 15 Change in Station Users line Yamanote (northern part) (northern part) Utsunomiya Keihin Fig. 18 Number of Transfers by Commute Line (Weekdays) (See *2 for the separation of lines)

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4 Consumption Behavior 4.1.2 Change in Consumption Style In consumption style, the rate of respondents who replied they “like We can point out the decrease in the average number of shopping shopping around” decreased compared to 2004 (Fig. 23). We can see trips per capita shopping (Fig. 19) as a change in consumption a shift in consumption behavior where people do their shopping at behavior seen since 2004. Here we will introduce analysis results all at once in the same place. for the change in types of shops used and consumption style and the The rate of respondents who have experience shopping online also change in consumption behavior around station-area shops that have increased both among men and women compared to 2004 (Fig. 24). a close relation to railways. 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. (trips/person) Number of shopping trips SC preference Department store preference Fig. 19 Change in Number of Shopping Trips Specialty store preference (Five days, per capita mean) (trips/person) 4.1 Change in Consumption Behavior Number of shopping trips 4.1.1 Change in Type of Shops Used While the number of shopping trips to supermarkets and retailers 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s decreased, the number of shopping trips to shopping centers and Male Female shopping malls (hereafter “SC”) increased (Fig. 20). Regarding SC Specialty store Department store differences between gender and age, men still tend to prefer specialty Fig. 22 Place of Product Purchase stores (including mass-retailers). As for women, while there was a (2007, five days, per capita mean) 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).

10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s (trips/person) Male Female Number of shopping trips

SC Fig. 23 Rate of Respondents Who Replied They store store store Station building Retailer Specialty shopping “Like to Shop Around” Department Supermarket Convenience (Rate of respondents who replied they “like to” or “like to somewhat”)

Fig. 20 Change in Number of Shopping Trips per Type of Shop (Five days, per capita mean)

Department store preference

Specialty store preference (trips/person) Number of shopping trips

10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s Men Women Total Male Female Fig. 24 Rate of Respondents Who Have Online SC Specialty store Department store Shopping Experience (Rate of respondents who replied they shop online “often” or “sometimes”) Fig. 21 Place of Product Purchase (2004, five days, per capita mean)

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4.2 Change in Consumption at Shops Around Stations 4.2.2 In-Station Shops from the Perspective of Time Spent 4.2.1 Relationship Between Shops Around Stations and in the Shop Railway Use Shops inside the ticket gates are found to be used as the place for The rate of shopping at shops around ticket gates or next to stations is short-time consumption, with time spent in those shops being the low at 8% of total consumption, but when limiting to consumption shortest at seven minutes (Fig. 27). But the time spent in the shops generated by rail travel, the rate increases to 24%. That means inside the ticket gate is lengthening every year (by three minutes consumption in relation to railway use is generated at shops around longer than in 2003). That suggests an increase and enhancement ticket gates or next to the station (Fig. 25). of in-station shops is making those shops be places to stay long for Further analysis on the timing of consumption and means of shopping and refreshment, thus starting to change consumption transportation to the place of consumption (Fig. 26) shows that behavior at the station. both kiosks and station shopping buildings are positioned as shops used in travel by rail. These analysis results confirm the relationship 4.2.3 Sense of Value by Consumers for In-Station Shops between railway use and use of shops around ticket gates or next to From the perspective of sense of value by consumers for in-station the station. shops, the rate of respondents who replied that they “often (or Year-on-year comparison indicates a change in the positioning sometimes) shop or have meals or beverages at the station” is higher of station shopping buildings. The rate of consumption at the among women in their 10s to 20s than among men. destination for station shopping buildings is increasing year by year. This might be due to enhancement of in-station shops and image That explains that more consumers visit station shopping buildings improvement of shopping buildings next to stations changing the to shop, making station shopping buildings their destination for sense of value for consumers to position in-station shops to be closer consumption instead of stopping by station buildings on the way to to women (Fig. 28). someplace else.

Around ticket gate Legend Near station In town (inside and outside)

Total consumption

Railway use Time spent (min.)

Fig. 25 Place of Consumption (2007) Within Outside Near In town ticket gate of ticket station gate

Fig. 27 Time Spent in Shops Shop mainly for purchase of products Shop mainly for provision of services Kiosk Shop mainly for meals and beverages

Convenience store Station shopping building (2005) More consumption during travel

Station shopping building

Retailer Fast food Cafe Drug store Vending machine Total consumption Supermarket Department store Discount Specialty store, mass retailer Rate of consumption during travel (%) Rate of consumption during travel store Home appliances mass retailer Sports Restaurant facilities Beauty salon, etc. Pub/bar Government facilities More consumption at the destination Amusement More consumption More consumption Culture/ Health facilities education facilitiesfacilities by walking, etc. by railway use 10s 20s 30s 40s 50s 60s 10s 20s 30s 40s 50s 60s Male Female Rate of railway use at consumption (%) Fig. 26 Timing of Shopping (2007) Shopping Meals Beverages

Graph classifies railway use by type of shop. The vertical axis is the rate of Fig. 28 Rate of Respondents Who “Shop and Have Meals or consumption during travel and the horizontal axis is the rate of railway use as means of transport at consumption. Beverages at the Station” (2007) (Total rate of those who replied “often” and “sometimes”)

JR EAST Technical Review-No.13 13 Special edition paper

Evaluation of Current Line as a Line 5.2 Intention to Reside Along Lines 5 to Live Along We asked respondents to evaluate their intention to reside along a line. That was done by having them evaluate their attachment to Lines that People Want to Live Along or their place of residence (hereafter “place attachment”) and intention to Continue Living Along to continue living at the present residence (hereafter “intention of living along a particular line” ) on a four-point scale (applicable, With an aim of creating lines that customers want to live along slightly applicable, not very applicable and inapplicable). or continue living along, we made an analysis on the relationship The analysis results per line showed the correlation between between consumers’ sense of value regarding residence and railway the values of place attachment and intention of living along a services. particular line, so we can say that residents consider continuing living along a line in relationship to those two items (Fig. 31). As 5.1 Reasons of Decision on Residence for the characteristics per line, evaluation on both place attachment Among the reasons for the decision on residence, “decided by family and intention of living along a particular line is high for both the members or others” ranks the highest at 30%. However, respondents and Tokyu Railway lines, followed by Keio Railway who have lived at their present residence for a shorter period tend lines and the Chuo line. On those four, the values of intention to have decided on residence for activity-dependent reasons such as of living along a particular line are higher than those of place good transport access and being near to work or school (Fig. 29). attachment. That suggests that residents along those lines have The analysis of the reasons of decision of per line of residence stronger consciousness of the attraction of the line. indicates that the rate of residents who replied “good transport access” Since both men and women of higher age have stronger intention as the reason is high along the Yamanote line, Keiyo line and Tokyo of living along a particular line, we suppose that the relationship Metro lines. The rate of residents who replied that they “like the between residents and the intention of living along particular line is line” as the reason is high along the Chuo line, Tokyu Railway lines not transient; rather, it develops with the accumulation of experience and Keio Railway lines. Those results demonstrate that the reasons and consciousness. of decision of residence differ by length of residence and line.

Approximated curve: y = 1.56x - 1.7474, R2 - 0.8176

Tokyu Railway lines Yamanote line Keio Railway lines Chuo line Tokaido line Sobu line rapid service Sobu line Keiyo line Keihin-Tohoku line (northern part) Have lived Have

Good living Saikyo line Keihin-Tohoku line (southern part) Like the line Like environment

Like the town Like lines

or community lines Railway lines there since birth Decided by family Decided by lines

members or others lines

Have lived there long lived Have Nambu/Tsurumi lines Near to work or school Good transport access Utsunomiya line

Want to continue living along the present line to continue Want Total (N = 10071) Shorter than five years (N = 2,695) Tobu Ome/Itsukaichi lines Railway lines Takasaki line Joban line (southern part) Longer than five years (N = 7,253) JR lines lines Other railway lines

Fig. 29 Reasons of Decision on Residence by Length Joban line (northern part) of Residence (2006) Attachment to area of residence

Fig. 31 Place Attachment and Intention of Living Along Like the line a Particular Line by Line (2006)

Chuo line Tokyu Plotted from average values on a four-point scale per line. The average values Railway lines Keio are calculated applying 4 to Applicable, 3 to Slightly applicable, 2 to Not very Railway lines applicable and 1 to Inapplicable.

Keiyo line

Yamanote line Like the town or community Good transport Odakyu Electric Railway lines access Sobu line Yokosuka line Tokyo Metro lines rapid service Tokaido line Men 60s Sobu line Women 60s Nambu/Tsurumi lines Saikyo Keikyu line Railway Keihin-Tohoku line (southern part) Yokohama line lines Near to work or school Good living environment Have lived there long Seibu Railway lines Other railway Men 50s Toei subway lines company lines Women 50s Keihin-Tohoku line (northern part) Decided by family Men 40s members or others Joban line (southern part) Musashino line lines Other reasons Women 40s Have lived there since birth Women 30s Utsunomiya line Keisei Electric Railway lines Men 30s Women 20s Ome/Itsukaichi lines

Want to continue living along the present line to continue Want Men 20s Takasaki line Women 10s Joban line (northern part) Men 10s

Attachment to area of residence

Fig. 30 Reasons of Decision on Residence by Line (2006, Correspondence Analysis) Fig. 32 Place Attachment and Intention of Living Along See *2 for line separation, and *3 for correspondence analysis a Particular Line by Age (2006)

14 JR EAST Technical Review-No.13 Special edition paper

5.3 Raising Intention of Living Along a Particular Line 6 Usage of this Survey In order to increase residents desire to continue living along the line where they presently live, we verified the effects of improvement of Since this survey excludes users outside of the area within 70 km railway convenience. from Tokyo, it does not correspond to the actual characteristics of Targeting commuters who often use railways, we analyzed the railway use in some places. But, it can be used to comprehend the relationship between number of transfers and intention to live along characteristics and year-on-year change of travel and consumption a particular line (Fig. 33). behavior of consumers. The data of this survey accumulated since Among residents along JR lines, a correlation is seen between 2002 is used to develop plans for station facilities, examine the number of transfers and intention to live along a particular line. In actions for better transport services and otherwise create services in other words, the fewer the transfers to commute destination, the anticipation of social changes and customers’ needs. 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 7 Conclusion the value of a line. The analysis showed varied results, however, for lines other than JR We carried out a similar survey in May 2008. We will continue lines. Although use of Tokyu Railway lines required more transfers conducting surveys to accumulate data and further the analysis for compared to other lines, residents have high intention to live along creation of railway services that will satisfy customers. 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.

Approximated curve Tokyu Railway lines of JR lines Tobu Railway lines

Musashino line TX Joban line (southern part) Ome/Itsukaichi lines Odakyu Electric Takasaki line Seibu Railway lines Keio Railway Joban line Railway lines (northern part) Yokohama line lines Keihin-Tohoku line (northern part) Tokyo Metro lines Saikyo line Keisei Electric Utsunomiya line Keiyo line Railway lines Keikyu Railway lines Sobu line Keihin-Tohoku line (southern part) Chuo line Toei subway lines Sobu line Tokaido line rapid service

Yokosuka line Yamanote line

Approximated curve of JR lines: Ave. number of transfers in commuting (transfers/person) in commuting of transfers number Ave. y = 0.65456x + 3.6761, Want to continue to R2 - 0.6772 live along line

Intention of continuing to live along the present line

Fig. 33 Number of Transfers and Intention to Live Along a Particular Line (2006)

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.

*2 Line Separation • 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

*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

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