日本建築学会計画系論文集
Online ISSN : 1881-8161
Print ISSN : 1340-4210
ISSN-L : 1340-4210
自動車の利用に着目したスケッチマップにおける建築記号の共起性の分析
建築記号群の解釈としての認知地図の分析に基づく建築・都市空間のデザインに関する研究(その4)
木曽 久美子
著者情報
ジャーナル フリー

2020 年 85 巻 775 号 p. 1865-1875

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 This paper aimed to demonstrate a comparative analysis of the co-occurrency of architectural signs on a sketch map between car drivers and non-drivers, using co-occurrence networks. Based on the classification method in Part 2, and focusing on meaningful aspects, the cognitive mapping process was modeled as a thinking process through “architectural signs,” following C.S. Peirce’s concepts of “sign,” “object,” and “interpretant.” On this basis, the co-occurrence of two architectural signs was understood as the relation between “sign” and “object.” Co-occurrence types of all architectural sign pairs were then classified into three categories based on Peirce’s concepts of “icon,” “index,” and “symbol.” Focusing on the relation between “sign” and “object” is the same as focusing on the semantic polysemy of “sign”; thus, through this classification, we focused on the semantic polysemy of architectural signs.

 The center of Fukui city, where motorization is highly developed, was chosen as the case study. Sketch map experiments were conducted at the University of Fukui, following the experimental methodology of past research. A geographic information system (GIS) database of architectural signs was created to calculate Jaccard indices of architectural sign pairs drawn by at least four participants, and two co-occurrence networks (drivers and non-drivers) were structured based on these indices. According to the structured networks, drivers were sufficiently classified; however, non-drivers needed to be broken down further into two groups. Consequently, we created three groups: drivers, non-drivers C1, and non-drivers C2.

 Focusing on roads along which architectural signs exist and the functions of these signs, co-occurrency of architectural signs in the three groups was analyzed, based on the above-mentioned “sign–object” classification: “icon,” “index,” and “symbol.” Through analysis, we found that each group had each type of co-occurrence, despite the similar dispositions of drawn elements; however, we still had a possibility to connect the cognitive maps of the three groups, focusing on their co-occurency of architectural signs. “Megastore” and “transportation facilities” represented the center of Fukui as main “icons,” regardless of groups. Roads represented the center of Fukui as the main “index.” Each group had a different “index” road, but these roads were all near JR Fukui station, so architectural signs along these roads could serve as signs that mediate drivers’ and non-drivers’ cognitive maps around JR Fukui station. Especially, “AOSSA” and “Fukui Station Echizen Line” could be the mediating signs. “Restaurants” as “symbols” had high betweenness centrality and degree centrality in the co-occurrency networks of two or three groups; therefore, demonstrating that restaurants could serve as hubs in the networks mediating the drivers’ and non-drivers’ cognitive maps.

 The analysis method and results presented here indicated the possibility of an impact of architectural design on the cognitive maps of a targeted area, which in turn indicated a path toward interaction design among architectural signs as one of the interactions in the communication between humans and architectural/urban spaces in the human–environment system. Thus, this study contributes toward enhancing the human–environment system design.

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