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Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110
8th International Conference on Traffic and Transportation Studies Changsha, China, August 1–3, 2012 Relationship between Urban Structure and Railway System in Nagoya Metropolitan Area
Li Zhenga,b, Jiangqian Yingb, Rui Songa, Tingting Lia,*
a Traffic & Transportation School, Beijing Jiaotong University, 100044, China b Faculty of Regional Studies, Gifu University, 501-1193, Japan
Abstract
In order to construct a railway system that satisfies the needs of urban development, and to develop cities in a way that makes efficient use of a railway system, it is important to understand the details of the relationship between urban structure and railway system. In this paper, we investigate this relationship in detail based on an empirical study in Nagoya metropolitan area. Using the dwelling, working and railway transport data such as the population density, commuting time, rent and the distribution of establishment and employees of Nagoya metropolitan area, we analyze the dwelling, working and commuting characteristics of this area. We also examine the railway system in the Pearl River Delta metropolitan area of China based on a comparison with Nagoya, and derive some suggestions regarding the establishment of successful railway systems in the cities of a developing country.
© 20122012 PublishedPublished by by Elsevier Elsevier B.V. Ltd. Selection Selection and/or and peerpeer-review review under unde rresponsibility responsibility of of Beijing Beijing Jiaotong Jiaotong University [BJU],(BJU) andSystems Systems Engineering Engineering Society Society of China of China (SESC) (SESC).
Keywords: urban structure; railway system; residence and employment; passenger characteristic
1. Introduction
In the process of cities’ development, the railway system plays a large role. And with the development of cities, the formation of railway system is also promoted. In order to construct a railway system that
* Corresponding author. Tel.: 86-13811684737;. E-mail address: [email protected].
1877-0428 © 2012 Published by Elsevier B.V. Selection and/or peer review under responsibility of Beijing Jiaotong University [BJU], Systems Engineering Society of China (SESC) doi: 10.1016/j.sbspro.2012.04.082 Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 99 satisfies the needs of urban development, and to develop cities in a way that makes efficient use of a railway system, it is important to understand the details of the relationship between urban structure and railway system. In this respect, there have been developed various theoretical approaches, such as Jobs- Housing Balance theory (Levin, 1998), excess commuting (Hamilton, 1982) and aggregative model of resource allocation (Mills, 1967), etc., to address the relevant problems. A few of researches in China concentrated on the relationship between urban structure and road traffic within the city or urban mass transit, such as Zhou and Yan (2005); or the rationalization of urban structure and transportation system from an economic point, such as Zheng et al. (2007) . The study of the relationship between the urban structure and inter-city railway has been just started with the initial stage of inter-city rail service in the metropolitan area. Therefore, further discussions are essential for the urban structure and the relationship between inter-city rail operations in order to provide helpful policy suggestions in the process of urban development of Chinese cities. While this relationship is well recognized in the field of urban and transportation studies, there seems to be a lack of systematic investigation on the details. So, we investigate the relationship based on an empirical study of Nagoya metropolitan area. We will be focused on the JR Tokaido line, a main railway line in Nagoya metropolitan area, and cities along this line, as the target area of our study. In the first part, the urban structure characterized by the dwelling and working distribution is studied. Second, the distribution and variation of the passenger flows, especially for the different time and space distributions, along the Tokaido line, will be analyzed. Third, the relationship between urban structure and railway system is discussed, and a case comparison of Chinese urban structure and railway system is also made.
2. Descriptions of Nagoya metropolitan area and its railway system
Nagoya metropolitan area, also known as the Chukyo metropolitan area, includes Aichi, Gifu and Mie Prefecture with an area of 21562km2 and a population of 11,360,000, centred at Nagoya, Japan’s 4th biggest city. In this area, there are several railways including Central Japan Railway (JR Tokai), Nagoya Railway, Kintetsu Railway, Nagoya Subway, etc. Basically, most of these railways (excluding the subway) were constructed accompanying the industrialization and urbanization since the Meji era (Ying, 2009).
Fig.1. Cities distributing along JR Tokaido line 100 Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110
JR Tokaido line, running from Atami in the east to Maibara in the west, is 360.1km long and has 49 stations. In each year, there are 250 million passengers passing through Nagoya and other cities or towns along the line. Considering its length and frequent passenger service, we chose JR Tokaido line and its related areas to make a specific analysis on the relationship between urban structure and railway system. The railway section between Toyohashi and Maibara in Tokaido line with 152.3km length crosses 14 cities within Nagoya metropolitan area distributed in the south and north of Nagoya, which is shown in Fig.1. In the north, there are cities in Gifu Prefecture; in the south, there are parts of cities in Aichi Prefecture, such as industrial city Kariya and Toyohashi, etc. Nagoya railway and Kintetsu Railway have similar functions as JR Tokaido line in the sense that they all carry passengers between cities the metropiltan area, and the subway mainly carry passengers within Nagoya city, the relationship of the urban structure of cities along JR Tokaido line with the railway reveal the major features of general relationship between urban structure and railway system. Therefore, in the following we will be focused on JR Tokaido line.
3. Residence and employment structure of Nagoya metropolitan area and residents’ travel characteristics
Urban structure refers to the relationship among the basic elements of the city, such as the form and manner of their interaction, the economic structure, residential structure and employment structure and so on. Due to the role of historical and institutional evolution, the economic and social development in Nagoya metropolitan area, as other metropolitan areas in Japan, has been in a relatively stable state. As is shown in Fig.2, the recent GDP growth rates of the three prefectures in the Nagoya metropolitan area are up to 6%. Since the stagnating of economic development, the urban structure, residents travel features also increased slowly. Overall, the urban structure presents two characteristics: (1) Nagoya is the core of the metropolitan region; (2) During the evolution process of urban structure, the pattern that the cities distribute along the railway is formed. We carry out data analysis of the residence and employment characteristics, the residents’ travel characteristics and the railway passenger distribution characteristics. These data are all from Japanese Ministry of Land, Infrastructure, Transport and Tourism and Ministry of Internal Affairs and Communications, which are available on their website.
6 Gifu-ken 5 Shizuoka-ken Aichi-ken 4
˅ 3 %
˄ 2 1 0 GDP annual increase rate -1 2000 2005 2007 -2
$verage price (10000yen˅ 20
15
10
5
0 Ichinomiya Inazawa Kiyosu Nagoya Obu Kariya Anjo Okazaki Fig.2. GDP growth rate and average price of residential lands Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 101
Fig.3. Population density of each city along JR Tokaido line
3.1. Residence characteristics
Although regions along the JR Tokaido line are relatively small, the number of population and the population densities of these cities are high (especially in Nagoya City, as shown in Fig.3). It presents that the population density in the northern region of Nagoya is relatively higher than those in the south. One of the reasons that cause the North-South differences in population density is the difference of residential land prices. By statistical analysis we obtain that the number of homeowners and tenants is negative correlated with the average price of land. The higher the land price is, the fewer number of homeowners or tenants will be. Meanwhile, due to the different land prices, the proportions of tenants in south cities of Nagoya are larger than these in north cities (in Fig.4), as Obu (0.4), Kariya (0.41), Toyohashi .
3.2. Employment characteristics
The 14 cities along JR Tokaido line have 156 million employees and 150 thousand public institutions, and their employees are concentrated on manufacturing (25.6%), wholesale &retail industry (21.4%) and services (13.2%).
12з 0.45 0.41 tenants homeowner proportion of tenants 10 0.39 0.40 0.40 0.38 0.37 0.38 8 0.36 0.35 0.31 6 0.29 0.29 0.30 0.28 0.27 4 0.25 2 0.20 0 0.15 Number householders of Proportion of tenants of Proportion Ogaki Gifu Ichinomiya Inazawa Kiyosu Obu Kariya Anjo Okazaki Gamagori Toyokawa Toyohashi
Fig. 4. Statistics of homeowner and tenant in each cites 102 Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110
Manufacture wholesale &retail 100,000 400000 Catering & Hotel health-care &Social Welfare 90,000 354633 service Total 350000 80,000 300000 70,000 208100 60,000 250000 50,000 166138 161938 200000 137373 40,000 150000 30,000 82317 102130 95758 59339 100000 N um ber em of ployees 20,000 43851 65226
36830 employees Number all of 10,000 19131 23028 50000 0 0 Ogaki Mizuho Gifu Ichinomiya Inazawa Kiyosu Nagoya Obu Kariya Anjo Okazaki Gamagori Toyokawa Toyohashi
Fig. 5. Distribution of different types of employees
The largest number of employment is in Nagoya and the types of employments are much developed in the city. The total number of employees (52 million) in north regions of Nagoya is smaller than that in the southern cities (67 million). However, Gifu, the second largest city in employment inferior to Nagoya, becomes another core employment area in northern. For the southern regions, Okazaki and Toyohashi have plenty of employees, so as Kariya and Obu (as shown in Fig. 5). These cities are very prominent in the manufacturing industry that is supporting the industry in Nagoya metropolitan area. Thus, the employment characteristics of cities in this metropolitan area along JR Tokaido line can be concluded as follows: the core for employment is in Nagoya; total number of employees in the southern city is larger than that in the north; Okazaki, Toyohashi and Gifu are centers of employment respectively in southern and northern area around Nagoya. We obtain some results while calculating the difference of population percentage and employee percentage of each city, as shown in Fig.6. First, the population percentages of Ichinomiya, Kiyosu, Toyokawa and Toyohashi are larger than their employee percentages. These cities are classified to be the type of living cities, and Ichinomiya and Toyokawa present the most obvious living features. Then, the employee percentages of Gifu, Kariya, Anjo are larger than their population percentages, which means they are more likely to be the type of working cities. In order to achieve the balance of residence and employment, except the trips within the cities, there are more travels from the living cities to working cities in the morning and from working city turning back to living city in the night. And all of these travels build the most important part of railway passengers flow. Because of the advanced railway system in Nagoya metropolitan area (79 railway lines operating 4057km per year), the travel demands for living and working between all the cities are greatly satisfied (making a number of 8.3 billion passenger flow annual). It promotes the passenger transport in Nagoya metropolitan area. Survey of railway passenger travel of Nagoya metropolitan area reveals: main trip modes that passengers take before reaching the railway stations include self-driving (amounts to 34.8%), and walk (amounts to 34.3%). Correspondingly, the main trip mode that passengers use from trains to destination is also walking which amounts to 62.3%. That is, passengers can easily reach railway station by foot, which has become an important reason for passengers to choose rail. The purpose of choosing rail is to go home (amounts to 43%), to go for commerce (amounts to 5.9%), and to commute or go to school (amounts to 40.9%). The average travel time for all railway passengers is 62.8min. For different purpose the average travel time is also different: for commuting it is 59.5min, for school is 75.4min, for business is 75.5min. From this, we can see rapid rail system is very suitable for each kind of trip. At the same time, the railway systems also develop different types of train services for different passenger trip demands, such as providing special trains, rapid trains, semi rapid trains and other local trains, partly as shown in Fig.7. Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 103
From the figure, it can be seen that in the large range of metropolitan area, the railway system can become the main mode to commute, to school or for other purpose because of its convenience, fast and service diversity.
3% 2% 1% 0%
-1% i u ki iya njo a wa shi Gifu m Ob A a a -2% Ogak Kiyosu Kariya Proportion of employee of Proportion yok Mizuho ino Inazawa Okaz o Proportion of population population of Proportion h Gamagori T Toyoh -3% Ic Fig. 6. Difference of population proportion and employee proportion of each city ˅ 115 min ˄ ᘛ䙏䖖 Პ䙊䖖 䰤 102 ᰦ 97 㹼 94 91 䘀 87 79 76 73 69 63 53 52 51 48 47 46 44 42 40 40 39 39 33 32 30 30 30 27 26 26 25 24 23 20 20 19 19 16 15 14 12 11 11 8 8 5 4 4 3 0 0 20 40 60 80 100 120 Ҽᐍ 䉺⁻ 㫢䜑 ᒨ⭠ ዑጾ ᆹ ࠸䉧 䙒 བྷᓌ ޡ઼ བྷ儈 ㅐሪ ⟡⭠ 䠁ኡ ⍢ ぢ⋒ ዀ䱌 ひぽ བྷී Ӆ йɾṩ 㾯ዑጾ ᶡ࠸䉧 ቮ九⁻ ਔቻ ᶷᶧጦ ᵘᴭᐍ 㾯ዀ䱌 䯒ɾ 㾯ሿ൲Ӆ ᝋ⸕ᗑ⍕ й⋣བྷຊ й⋣й䉧 й⋣ນ⍕ й⋣ᆹ ቮᕥаᇞ
Fig. 7. Train service for different stations from JR Nagoya station in JR Tokaido line
4. Passenger flow characteristics of railway in Nagoya metropolitan area
To further investigate the characteristics of the railway passenger flow in this metropolitan area, we chose the JR Tokaido line as an example to analyze the varieties and distribution of passenger flow.
Table 1. Statistics of passenger flow for part of stations
City Gifu Ichinomiya Nagoya Obu Kariya Anjo Okazaki Toyohashi Nishi- Owari- Mikawa- Nishi- Station Gifu Kisogawa Nagoya Kyowa Obu Aizuma Kariya Anjo Okazaki Toyohashi Futagawa Gifu Ichinomiya Anjo Okazaki
Passenger arrivals 10791 15080 3088 15051 63403 6326 6247 2038 17161 3074 7299 1590 9797 7537 1549 flow departures 3972 22013 3387 20142 56690 5992 8355 1351 18479 2978 7034 909 9229 10547 1155
arrivals - departures 6819 -6933 -299 -5091 6713 334 -2108 687 -1318 96 265 681 568 6819 -6933 104 Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110
According to statistics, JR Tokaido line averagely serves 21.6 million passengers daily. From the daily change of passenger flow, there are morning and evening passenger-peaks which are respectively aggregating from 7:00 to 8:59 and from 17:00 to 20:59. In additions, it is obvious that morning peak lasts a longer time than evening peak. For each station, arrival and departure passenger flows in the station are totally different. On one hand, as the centre of all activities in the region, JR Nagoya Station therefore serves the largest passenger flow with more than 60,000 departures and 56,000 arrivals daily. On the other hand, by the statistics, we can see there also are some JR stations with large passenger exchanges in every day, such as JR Gifu, Owari- Ichinomiya, Okazaki and Toyohashi Station as shown in Table 1. And for some stations, their arrivals are more than departures, like Gifu, Owari-Ichinomiya, Obu, Kariya and Toyohashi, while the arrivals in Nishi-Gifu, Nishi-Okazaki and Nagoya Station are less than departures.
4.1. Characteristics of Commutation ticket passengers and Ordinary-ticket passengers
According to the different ticket categories, passengers are divided into to commutation-ticket passengers and ordinary-ticket passengers. Trip characteristics of commutation-ticket passengers are regular and symmetrical for going out and back and majority of the kind of passengers are commuters; while passengers that hold ordinary-tickets are much random. In JR Tokaido line, the proportion of commutation-ticket passengers is about 67.2% and the number of commutation-ticket passengers is larger than that of ordinary-ticket passengers in all stations.
Commutation-ticket passengers 16 14.37 Ordinary-ticket passengers 14 12 10
˅ 8 % 6 4.72
˄ 3.56 4 1.73 2 0.50 0.59 0.14 0 Nishi-Gifu Gifu Kisogawa Owari- Biwajima Nagoya Kyowa Obu Aizuma Kariya Anjo Nishi- Okazaki Toyohashi Ichinomiya Okazaki Ratio for different types of passenger
Fig. 8. Ratio for different types of passenger flow in part stations
The proportions of different types of departures are shown in Fig.8. From the figure, we know JR Nagoya Station own the largest proportion of commutation-ticket passengers (about 14%), which is followed by Kariya Station (4.72%), Gifu Station (3.47 %). Further, we calculate the differences between the proportion of commutation-ticket and ordinary-ticket passengers, which are 4.9% in Nagoya Station, 3% in Nishi-Gifu Station, 2.99% in Kariya Station. For Nagoya Station, there are also plenty of passengers holding ordinary-ticket even if the ratio of commutation-ticket passengers is higher. But for Nishi-Gifu Station and Kariya Station, etc., when the ratios of commutation-ticket passengers are obviously greater than that of ordinary-ticket passengers, the commutation-ticket passengers who commute daily become the major component in the station for the small quantity of total passengers .
4.2. Time distribution of passenger flow
JR Tokaido line presents two peaks changes in distribution of passenger flow. But for different stations, their arrivals and departures distribution with commutation-tickets and ordinary-tickets are different. According to statistic analysis, we divide the time distribution of passenger in the stations mainly into three types, taking the Nagoya Station, Owari-Ichinomiya Station, Gifu Station as examples. Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 105
10000 Time distribution of departure and Arrival in JR Nagoya Departures Arrivals
r 8000
6000
4000
2000
Number of passenge Number 0 Ⲫ̚6:59 7:30̚7:59 8:30̚8:59 9:30̚9:59 11:00̚12:59 15:00̚16:59 18:00̚18:59 20:00̚20:59 22:00̚22:59 24:00̚㍲Ⲫ
3500 Time distribution of departure and Arrival in JR Owari-Ichinomiya Departures Arrivals r 3000 2500 2000 1500 1000 Number of passenge 500 0 Ⲫ̚6:59 7:30̚7:59 8:30̚8:59 9:30̚9:59 11:00̚12:59 15:00̚16:59 18:00̚18:59 20:00̚20:59 22:00̚22:59 24:00̚㍲Ⲫ
2500 Time distribution of departure and Arrival in JR Gifu Departures
r Arrivals 2000
1500
1000
500 Number of passenge 0 Ⲫ̚6:59 7:30̚7:59 8:30̚8:59 9:30̚9:59 11:00̚12:59 15:00̚16:59 18:00̚18:59 20:00̚20:59 22:00̚22:59 24:00̚㍲Ⲫ Fig. 9. Departures and arrivals distribution in different time for three different stations
Figure 9 shows the time distribution of arrivals and departures for the three stations. From them, we can obtain some information: First, the arrivals are the main passengers in morning peak for Nagoya Station and oppositely the departures are the main part in evening peak morning; and the peak time for morning arrivals (8:00–8:59)is shorter than that for evening departures(18:00–20:59). Second, the performance for Owari-Ichinomiya Station is quite the contrary. The station mainly serves departures in morning peak and arrivals in evening peak. The peak time for morning departures(7:00–8:59)is shorter than that for evening arrivals(18:00–20:59). Last, for Gifu station, the time distribution of arrivals and departures are basically the same and both the arrivals and departures can form peaks in morning and evening. That is, in morning and evening peaks, proportion of arrivals and departures in Gifu station is relatively balanced compared with Nagoya Station and Owari-Ichinomiya station.
4.3. Space distribution of passenger flow
Space distribution of passenger flow not only can reflect the scope of passenger activities in the metropolitan area but also can have an impact on railway operations. Therefore, we analyze the space distribution of commutation-ticket passengers in the JR Tokaido line, as shown in Fig.10. As can be seen in Fig.10 (a), the passengers arriving at Nagoya Station are mainly from the cities of high residential density, such as Gifu, Ichinomiya and Okazaki and so on. In the north of Nagoya, the arrivals in each station are mostly from other northern station; for example, the 68% of arriving passengers in Gifu station are from the neighbouring north cites, 7% from Nagoya, 25% from the further south cities, as shown in Fig.10 (b). While for departures, only 10% leave for the south cities of Nagoya, 41% leave for Nagoya, 49% leave for other northern cities. The similar characteristics exist in the southern stations. For example, only 2% of its departures in Okazaki station go to the northern cities, 34% to Nagoya and 64% to the neighbouring southern cities. 106 Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110
(a)
(b) Fig. 10. Space distribution of Commutation-ticket passengers
Therefore, we can summarize the characteristics of space distribution of passenger flow, as follows: the passengers enter into Nagoya respectively from north and south cities but the rest passengers gather in north and south by the boundary of Nagoya. Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 107
Meanwhile, the section between Nagoya and Biwajima Station and section between Kanayama and Atsuta Station have the largest number of passengers in uplink and downlink respectively. Totally, there are few variations among sections in uplink but large variations among sections in downlink. Especially for the southern sections of Nagoya, passenger flows in these sections are much more than those in the northern sections. So we obtain that the proportion of passenger in uplink and downlink are relatively balanced for the northern sections of Nagoya, but proportion of passenger in uplink and downlink for the southern sections are showed a greater imbalance due to competition of other railway system.
5. Analysis of the relationship between urban structure and railway system
With the results presented above, we analyze the interaction and connection of city formation and development of railway system:
5.1. Relationship between distribution in residence-employment & arrivals-departures in railway station
As is described in Fig.6, tendencies for living or working in different cities will lead abundant passengers travelling between the cities frequently. We choose the residence density, number of employees and number of railway arrivals and departures in the cities to definitely present the relationship: the number of departures holding commutation-tickets is positively correlated with the residence density in the city and the number of arrivals holding commutation-tickets is positively correlated with number of employees in the city, as shown in Fig.11 and 12. Therefore, to adjust the inflow or outflow of railway stations, the most helpful measure is to change the living conditions or employment opportunities.
200000 departures of regular-ticket passengers 4000 residence density 150000 3000
100000 2000
person/day 50000 1000 one house/km2 0 0 Ogaki Gifu Ichinomiya Inazawa Nagoya Obu Kariya Anjo Gamagori Toyohashi Fig. 11. Relationship of the residence density and the number of departures who hold commutation-tickets
2000 Employees Arrivals of regular-ticket passengers 250 1500 200 150 1000 100 500 50 103 persons
0 0 103person/day Ogaki Gifu Ichinomiya Inazawa Nagoya Obu Kariya Anjo Gamagori Toyohashi Fig. 12. Relationship between the number of employees and the number of arrivals who hold commutation-tickets
5.2. Relationship of distribution in residence-employment and time distribution of passenger
In section 3 (2), we see that there are three type of stations due to the time distribution of passenger, represented as Nagoya, Ichinomiya and Gifu. According to reference (MLIT,1998), we introduce the definition of the three type of station by their ratios of passengers who are getting on and off. If the ratio is greater than 0.8, the station is called a commuter type station; if the ratio is between 0.3 and 0.8, the 108 Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 station is a middle type station and if the ratio is less than 0.3, the station is a metropolitan type station. By this definition, Nagoya is a metropolitan type station, Owari-Ichinomiya is a commuter type station and Gifu is a middle type station. Three type stations, in essence, are decided by the distribution of residence-employment. For example, in Ichinomiya, the high population density makes the city primarily for living in and because of this, there are a lot of passengers departing for work and school in the morning and they will come back late in the evening. So the commuter type is formed. If there is a balance between residence and employment, the number of arrivals and departures will also be balanced in the morning and evening peaks.
5.3. Relationship of distribution of residence-employment and space distribution of passenger
Passenger distributions in sections (Fig. 10) show us a development pattern: parts of passengers from different directions enter into Nagoya and rest parts make the northern and southern aggregation by the boundary of Nagoya. Based on these results, we can infer that while selecting the residence or employment, first, resident can select the cities in the north or south of Nagoya along the JR line except the primary selection for living or working in Nagoya; then, most of them want to live nearby the working palace, that is, they rarely consider to live in north (south) and work in south (north) of Nagoya respectively.
6. Comparison with Chinese case
Chinese railway system mainly served the long distance passenger transportation. The railway services for short and medium distance travel in a multi-city metropolitan area have just started in recent years, such as the newly high-speed intercity railway. The high-speed intercity railway is established on the basis of increasing and frequent communication in the metropolitan area to replace the previously low- speed, low-frequency, low-level common rail services and meet the different travel demands. Here, we take the Pearl River Delta metropolitan area and the Guangzhou-Zhuhai intercity railway as an example to analyze the existing problems and to give some suggestions for their development from the success of Nagoya metropolitan area and its railway system. Pearl River Delta region has been a prominent developing area in China, and there will be formed three major metropolitan areas form 2008 to 2020: Guang(zhou)-Fo(shan)-Zhao(qing), Shen(zhen)- (Dong)guan metropolitan area and Zhu(jiang)-Zhong(shan)-Jiang(men) metropolitan areaˈwhich can jointly promote the development of the Pearl River Delta region, as shown in Fig.13.
Fig.13. Three metropolitan area in Pearl River Delta and the line of Guangzhou-Zhuhai intercity railway Li Zheng et al. / Procedia - Social and Behavioral Sciences 43 ( 2012 ) 98 – 110 109
In order to adapt and promote the communication of the cities in Pearl River Delta region, Guangzhou- Zhuhai intercity railway was opened in January 2011, which is located in the north of Pearl River Delta, via Guangzhou, Foshan, Zhongshan, Zhuhai, with a extended line to Zhongshan and Jiangmen. The line covers a larger area of Guang(zhou)-Fo(shan)-Zhao(qing) and Zhu(jiang)-Zhong(shan)-Jiang(men) metropolitan area and will work with the Guangzhou-Shenzhen intercity railway to form a "A" shaped intercity railway network in Pearl River Delta. In Guang-Fo-Zhao and Zhu-Zhong-Jiang (GFZ & ZZJ) metropolitan area, the area is 24307km2 and number of permanent population is 22 million. Therefore, it is similar to Nagoya metropolitan area in the geographical area, but has a higher population density than the Nagoya metropolitan area. At the aspect of rail line, the Guangzhou-Zhuhai railway is 177.3 km long and totally has 27 stations which is also similar to the section from Toyohashi to Maibara in JR Tokaido line (153km and 32 stations). GFZ & ZZJ metropolitan area are in the times of economic growth which is different from Nagoya metropolitan area. Taking Guangzhou for example, its GDP in 2009 increased by 36.9% comparing to it in 2006, which leads the large change of urban structure in a long period of time. Guangzhou, as the capital city, has a great advantage in economic development and influence to the metropolitan area which is also similar to Nagoya. There is a relatively balanced relationship between residence and employment in GFZ & ZZJ metropolitan area (for example, the population ratio is 44.6% and employment ratio is 43% in Guangzhou). However, there are just a small number of railway passengers. The number of railway passenger is only 81 million which is quite less than the 8.3 billion passenger flow in Nagoya metropolitan area. The reason is that the trips within the middle and small cities are the main part in Chinese metropolitan area at present. So, not to mention the commuting trips, the trips between cities are few and most of them are instead by car, which is the greatest difference from Nagoya metropolitan area. Therefore, for the Guangzhou-Zhuhai intercity railway, there are many measures to make a better economic efficiency and services for local residents, especially in adjusting and improving the structure of residence and employment, such as: We can provide more services to meet the diverse requirements of passenger, such as the fast and slow services in JR line shown in Fig.7. Because the arrivals and departures are positively correlated with the number of employee and residence respectively (as in Fig.11 and 12), our government can provide more housing, especially by regulating the price of rents and lands to attract more renters and homeowners. What’s more, we can use the characteristics of the city to make the city turn to a residence-based or employment-based city. Meanwhile, by combining the prior employment, the government can also attract more businesses to locate along the railway, especially providing more jobs for the cities that have fewer in current stage. Generally speaking, through all of these measures, we may expect to cultivate more passengers and to promote the development of the metropolitan area simultaneously.
Acknowledgements
This work was partially supported by “the Fundamental Research Funds for the Central Universities” (2009YJS044), China, and Grants-in-Aid for Scientific Research (23510164), JSPS, Japan.
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