著者

小方 登

出版者

一般社団法人 人文地理学会

雑誌

人文地理 (ISSN:00187216)

巻号頁・発行日

vol.32, no.6, pp.493-503, 1980

被引用文献数

3

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In this paper, the structure of bus service network is analysed as a system of bus routes connecting a pair of unit areas. This research is based on graph theory, in which transport networks are interpreted as systems of connections between pairs of places.<br>The paper is concerned with the region served by the municipal bus service of Kyoto City. This consists of 164 unit areas, including 162 mesh areas and two secluded areas among mountains, <i>Onogo</i>, and <i>Yase-Ohara</i> (Fig. 1).<br>A connectivity matrix <i><b>C</b></i> is defined on the basis of the existence of the connection by a bus route between any pair of unit areas. Then, a shortest path matrix <i><b>D₄</b></i> is derived from <i><b>C</b></i>. The sum across any row of <i><b>D₄</b></i> indicates the accessibility from one area to all other areas (Fig. 2). The peak of this accessibility is at the city center of Kyoto, <i>Shijo-Karasuma</i>, and ridge lines radiate from there along <i>Shijo</i> street and <i>Karasuma</i> avenue. The matrix <i><b>L⁴</b></i> is derived from the matrix <i><b>L</b></i>, with elements of numbers of services, whose pattern of accessibility resembles that of <i><b>D₄</b></i> (Fig. 3).<br>The accessibility index of the matrix <i><b>L⁴</b></i> between any pair of areas is multiplied by the population indeces of the two areas, and the resulting matrix is defined as interaction between the two areas. Among these interactions of an area, the largest is specified as a link comprising the nodal structure of the region (Fig. 5). The resulting nodal structure indicates that a great majority of the unit areas are oriented to the city center, and that this region lacks an intervening level of centers. This means that, in the scale within the city, there is no system covering changes between rapid mass-transit, such as trains, and municipal bus service.