H
onda
Y-E-S FORUM

2018

Eco-Transportation で持続可能な社会に向かって舵を切れ

DRIVING TOWARDSSUSTAINABILITY
WITH ECO-TRANSPORTATION
2018年7月7日（土）9:30〜17:30

東京大学 福武ホール（東京都文京区本郷7-3-1）

July 7 (Sat.), 2018, 9:30 to 17:30

Fukutake Hall, The University of Tokyo
(7-3-1, Hongo, Bunkyo-ku, Tokyo)

主催

Organized by Honda Foundation

後援

Supported by Japan Science and Technology Agency

Contents
Excerpts from the Distributed Program (with Modification)
Message from the President Program 
Speaker Profile / Biography of Panel Discussion Facilitator Opening Remarks 

1
2
3

7

◦Hiroto Ishida, President, Honda Foundation◦Nguyen Cong Tu, Representative of Y-E-S Awardees

Presentations by the Y-E-S Awardees VietnamIndia

10

Toward eco-transportation through Vietnamese policies
Inland Water Transportation
Benefits of using Inland waterways to reduce the ecological impact of freight transportation

Cambodia
Laos
MyanmarPublic bus transportation in Cambodia
Adapting Eco-Transportation Concept to Transportation System in Lao PDRStrengthening Yangon’s Circular Rail Network for Eco-Transportation

Presentation and Poster Exhibition from Industrial Sector 

35

Honda Fuel Cell Vehicle Development and Challenge toward the Hydrogen Society
Mr. Takashi Moriya, Senior Chief Engineer, Automobile R&D Center, Honda R&D Co., Ltd.
Poster Exhibition from Industrial Sector
Mr. Yosuke Fujii, Honda R&D Co., Ltd.

Keynote Speech 1 

46

Next Generation Mobility by Automated Driving — Implementation by Establishment of
Ecosystem
Prof. Yoshihiro Suda, Professor, Advanced Mobility Research Center, Institute of Industrial Science,
The University of Tokyo

Keynote Speech 2 

57Advanced Traffc Management by Connected Cars
Prof. Takayuki Morikawa, Professor, Institutes of Innovation for Future Society, Nagoya University

Panel Discussion 

66

Research Poster Contest 

69

Entry List of Research Poster Contest
Comments on Research Poster Contest
Dr. Kazuko Matsumoto, Executive Director, Honda Foundation Honorary Adviser, Japan Education
and Research Support Foundation

Closing Remarks ◦Mr. Akira Kojima, Advisor, Japan Center for Economic Research◦Harsh Kabra, 2014 Y-E-S Awardee

76

ご挨拶

Message from the President

これまで、製造･生産、運輸、通信などの活動分野における数々

Large numbers of technology innovations in manufacturing
and production, transportation, telecommunication, andother activities have brought spectacular economic growth,
great prosperity, and lots of benefits to our daily life.
However, this achievement has caused numerous andcomplex problems such as environmental destruction,
pollution, regional conflicts, etc.

の技術革新が、我々の生活に目覚ましい経済成長と大いなる繁栄をもたらし、また多くの利益をもたらしてきました。それにもかかわらず、この成果は環境破壊、汚染、地域紛争など数多くの複雑な問題をも引き起こしています。

このような問題を解決するために様々な研究グループが懸命の努力を続けています。先進国は構造改革、革新的技術、および新発見などを通じて、問題の克服において一定の成果を上げて

Various groups of researchers have been working very hard
to find the resolutions to address these problems. Industrialized countries have produced results in overcoming themto some extent through structural reform, innovativetechnologies, new discoveries, etc. Among some of thedeveloping countries, a transition is taking place witheconomic development moving away from its initial infancy
stage toward dramatic growth; especially, in the infrastructure and transportation development sector. Nevertheless,the increase in transportation usage has caused muchpollution and energy security issues which are the main
challenges for the nations. Lately, the United Nations andmany countries around the world are making efforts toachieve Sustainable Development Goals (SDGs). Together
with them, now it is time for all of us to join hands and takeaction to secure the continuous prosperity of our motherland and society. This is the direction in which we believe
humankind should evolve.

います。開発途上国の一部は、現在その発展の萌芽の時期を脱して飛躍的な成長の段階へと移行しつつあり、特にインフラや輸送開発の分野でそれが顕著に見られます。それでも、輸送機会の増加に伴う汚染やエネルギー安全保障の問題は山積しており、各国における目下の主要課題となっています。近年、国連と世界中の国々で、SDGs（持続可能な開発目標）達成のための取り組みが行われています。今こそ、彼らと共に皆が手を取り合って、私たちの世界と社会が繁栄し続けることができるよう対処することが期待されており、それこそが人類のあるべき進化の姿と考えます。

このような状況を踏まえ、2018 年度の Honda Y-E-S Forum

は、「エコ輸送で持続可能性を実現する」をテーマと致しました。
Honda Y-E-S Forum は、日本を含むアジアの学識経験者や研究者、若手研究者や技術者が、地域の課題認識や、その解決に科学技術が果たすべき役割などを議論する場として企画されました。プログラムに関わる各国が協力し合いながら、理工系の人
材育成ならびに人的ネットワーク拡大に貢献することがその狙Having such situation as a background, “Driving Towards
Sustainability with Eco-Transportation” has been selected
as the theme of the Honda Y-E-S Forum 2018 which was
designed as a venue for discussion among academic
experts, young researchers, scientists, and engineers ofAsia, including Japan, to raise up their consciousness of
issues in the region and the role that science and technology should fulfill in resolving them. The Forum hopes tocontribute to human resources development in the scienceand technology fields, and human network growth in thearea through cooperation between countries involved in
the program.

いです。

アジアの、そして世界の国々が、エコ輸送に配慮しながら、お互

いに手を携えてどのように持続可能な社会の実現を目指していくのか。この問いへの答えを探求するのが、この Forum の目的でもあります。本活動を通じて将来のリーダーを嘱望される若い研究者たちが国家と人類にポジティブな変化をもたらし、より良
い未来の創造に少しでも貢献できるなら幸いです。

How do Asian countries and the rest of the world cooperate
and plan together to drive our society toward sustainability,with so much attention on eco-transportation? Answering
this question is the purpose of this Forum. Through thisactivity, we hope that we can encourage young people whoare expected to be the next leaders, to make positivechanges for a better future for their nation and humanity.
公益財団法人理事長

本田財団

Hiroto Ishida

President, Honda Foundation
01
02

Honda Y-E-S Forum 2018

プログラムProgram
9:00

開場

9:30

開会挨拶 Opening Remarks
Nguyen Cong Tu氏 Y-E-S奨励賞受賞者代表

Doors OpenMr. Nguyen Cong Tu, Representative of Y-E-S Awardees
石田 寛人

本田財団 理事長

Hiroto Ishida, President, Honda Foundation

9:50

Y-E-S奨励賞受賞者によるプレゼンテーション

Presentations by the Y-E-S Awardees■ベトナム Vietnam
エコ輸送を目指すベトナムの長短期政策
Long- and Short-Term Policies of Vietnam toward Eco-Transportation■インド India
インドにおける内水輸送
Inland Water Transport in India■カンボジア Cambodia
カンボジアにおける公共バス輸送
Public Bus Transportation in Cambodia■ラオス Lao PDR
ラオスの輸送システムに適合したエコ輸送コンセプトの導入
Adapting Eco-Transportation Concept to Transportation System in Lao PDR■ミャンマー Myanmar
ヤンゴン環状鉄道網の強化
Strengthening Yangon’s Circular Rail Network

休憩 Break

11:25

産業界からのプレゼンテーション：本田技術研究所

Guest Speaker from Industrial Sector, Honda R&D
守谷 隆史 氏

本田技術研究所 四輪R&Dセンター 上席研究員

Mr. Takashi Moriya Senior Chief Engineer, Automobile R&D Center, Honda R&D Co., Ltd.

ホンダの燃料電池自動車開発と水素社会に向けたチャレンジ

Honda Fuel Cell Vehicle Development and Challenge toward Hydrogen Society

11:45
12:15
12:45
13:30

研究ポスターコンテスト プレゼンテーション
ランチタイムLunch Time研究ポスター観覧・投票
基調講演 1

Research Poster Contest Presentation

Research Poster Viewing and Voting

Keynote Speech 1

須田 義大 教授

東京大学生産技術研究所 次世代モビリティ研究センター 教授

Prof. Yoshihiro Suda Professor, Advanced Mobility Research Center, Institute of Industrial Science, The University of Tokyo
自動運転による次世代モビリティ〜その実現のためのエコシステム確立

Next Generation Mobility by Automated Driving ― Implementation by Establishment of Ecosystem

基調講演 2 Keynote Speech 2
森川 高行 教授 名古屋大学 未来社会創造機構 教授

Prof. Takayuki Morikawa Professor, Institutes of Innovation for Future Society, Nagoya University

コネクテッドカー（ネットワーク接続車両）による高度交通管理

Advanced Traffc Management by Connected Cars

休憩 Break

14:45
休憩 Break

16:35
16:50
17:05
17:30

パネルディスカッション

Panel Discussion

ファシリテーター：角南 篤 博士

Facilitator: Dr. Atsushi Sunami
研究ポスターコンテスト発表&表彰

閉会挨拶

Closing Remarks

記念撮影

Photo Session

閉会Award Ceremony for Research Poster Contest

Closing■ Y-E-S奨励賞とは？

Y-E-S奨励賞（Honda Young Engineer and Scientistʼs Award 略称：Y-E-S（ワイ・イー・エス）奨励賞）は、科学技術分野
における将来のリーダー育成を目的に、学生に奨励金を授与する表彰制度です。
2006年に当財団創設30周年を迎えることを機にベトナムで開始。現在はインド、カンボジア、ラオス、ミャンマーを加えた5カ国で展開しており、多くの受賞者が日本に留学しています。
■ What is Honda Y-E-S Award?

The Honda Foundation started the Honda Y-E-S (Young Engineer and Scientist’s) Award program to foster future leaders ofscience and technology fields in 2006 as a part of the Honda Foundation’s 30th anniversary project. It is implemented in
Vietnam, India, Cambodia, Lao PDR and Myanmar, and many awardees come to study in Japan.

02
Honda Y-E-S Forum 201803﻿Speaker Profile

須田 義大 教授

Prof. Yoshihiro Suda

東京大学生産技術研究所（IIS）教授。1982
年東京大学機械工学科卒業、1987 年東京大学大学院にて博士号取得。法政大学准教授、クイーンズ大学客員准教授（カナダ、
キングストン市）を務めた後、次世代モビリティ研究センターのセンター長、およびIIS 千葉実験所の所長を務めた。研究分野
は、制御動力学、ヒューマン・マシン・イン
ターフェース、ならびにそれら技術の自動車および新世代モビリティへの応用。自動車・鉄道業界と共に、多くの産学連携プロ
ジェクトを行い、トラックの自動隊列走行システムなど、多数の実用化実績を持つ。
現在、公益社団法人自動車技術会（JSAE）
および ITS Japan の役員を務め、日本政府の複数の委員会で主要メンバーを務める。
また国際会議を多数主宰している。

Yoshihiro SUDA is Professor of Institute of Industrial Science (IIS). He graduated from the Department of Mechanical Engineering, The Universityof Tokyo in 1982 and earned a Doctoral Degree in
1987. After working as Associate Professor of
Hosei University and Guest Associate Professor of
Queen’s University at Kingston, Canada, heworked as Director of the Advanced Mobility
Research Center and the IIS Chiba Experiment
Station. His research area is dynamics and control
engineering, human-machine interface, andtheir applications to automobile and newgeneration mobility. He has conducted manyindustry-academia collaborative projects with
automobile and railway industries, and developed many practical outputs such as theautomated platoon truck system. He is a board
member of JSAE, ITS Japan, and a leading
member of several Japanese Government
committees. He has hosted numerous international conferences.

森川 高行 教授

Prof. Takayuki Morikawa

東京大学生産技術研究所
次世代モビリティ研究センター 教授

名古屋大学 未来社会創造機構 教授
名古屋大学COI (Center of Innovation)
移動イノベーション拠点 研究リーダー
京都大学工学修士号（1983）、マサチュー
セッツ工科大学（MIT）科学修士号（1987）を取得後、MIT（Moshe Ben-Akiva 教授監
督下）にて博士号を取得（1989）。1991年より名古屋大学准教授を務め、その後 MIT客員准教授（1996〜1997）、名古屋大学教授（2000 〜）を務める。現在は、名古屋大学 COIの移動イノベーション拠点にて研究リーダーを務める。研究分野は、交通
行動分析、交通需要予測、交通政策、および高度道路交通システム。

03
Honda Y-E-S Forum 2018

Professor, Advanced Mobility Research Center,
Institute of Industrial Science, The University of Tokyo

Professor, Institutes of Innovation for Future Society,
Nagoya University
Research Leader, Mobility Innovation Center,
Nagoya University COI (Center of Innovation)
Professor Takayuki Morikawa obtained his Masterof Engineering from Kyoto University in 1983 andMaster of Science from Massachusetts Institute ofTechnology (MIT) in 1987. Thereafter, heobtained his Ph.D. from MIT under the supervision of Professor Moshe Ben-Akiva in 1989. In
1991, he began to work as Associate Professor at
Nagoya University. From 1996 to 1997, heworked as a visiting associate professor at MIT.
Since 2000, he has been a professor at Nagoya
University. Now Professor Morikawa serves as the
Research Leader of Mobility Innovation Center at
Nagoya University COI.
His research areas are travel behavior analysis,transport demand forecasting, transport policies,
and intelligent transport systems.

﻿ peaker Profile﻿S

守谷 隆史 氏 本田技術研究所 四輪R&Dセンター 上席研究員

1981 年、本田技術研究所に入社後、内燃機関（ICE）設計部署に配属。主に将来エンジンの設計に携わる。
1995 年には、燃料電池電気自動車開発室に配属。燃料電池スタックや燃料電池システムに関する研究活動に携わる。また、FCX や FCX クラリティの初期段階における開発研究も行う。開発室マネージャー、シニアマネージャー、執行役員を歴任後、現在は上席研究員を務める。

Mr. Takashi Moriya Senior Chief Engineer, Automobile R&D Center, Honda R&D Co., Ltd.
Takashi Moriya joined Honda R&D Co., Ltd. in 1981 and was assigned to the Internal Combustion
Engine (ICE) Design Department, where he mainly engaged in future ICE design. In 1995, he joined theFuel Cell Electric Vehicle Development Department where he engaged in research activities in relation
to Fuel Cell Stacks and Systems. At the department he also researched early phase FCX and the FCXClarity development. Today, he is a Senior Chief Engineer after having worked as a Department
Manager, a Senior Manager, and an Operating Officer.

Biography of Panel Discussion Facilitator

角南 篤 博士

政策研究大学院大学教授
副学長

Dr. Atsushi Sunami

Vice President, Professor,
National Graduate Institute for
Policy Studies (GRIPS)

1988 年、ジョージタウン大学 School of Foreign Service 卒業、89 年株式会社野村総合研究所政策研究部研究員、92 年コロンビア大学国際関係・行政大学院 Reader、
93 年同大学国際関係学修士、97 年英サセックス大学科学政策研究所（SPRU）TAGS
フェロー、2001 年コロンビア大学政治学博士号（Ph.D.）取得。2001 年から 2003 年まで独立行政法人経済産業研究所フェロー。2003 年政策研究大学院大学助教授、2014 年教授、学長補佐、2015 年内閣府参与（科学技術・イノベーション政策担当）、
2016 年副学長、2017 年笹川平和財団常務理事、海洋政策研究所所長（現在に至る）。
その他、文部科学省 科学技術・学術審議会委員、内閣府総合科学技術・イノベーション
会議基本計画専門調査会委員、等。

Professor Sunami holds BSFS from Georgetown University. He obtained MIA and
PhD in Political Science from Columbia University. He is currently Professor, andVice President at GRIPS. He is serving as Special Advisor, Cabinet Office responsible
for Science and Technology and Innovation and President and Executive Director,
the Ocean Policy Research Institute, the Sasakawa Peace Foundation. Before
joining GRIPS, he was Fellow at the Research Institute of Economy, Trade andIndustry established by the Ministry of Economy, Trade and Industry, Japanbetween 2001 and 2003. He also worked as a researcher in the Department of
Policy Research at Nomura Research Institute, Ltd. from 1989 to 1991. He was avisiting researcher at Science Policy Research Unit, University of Sussex, the U.K.
and Tsinghua University, China. He is also a member of the Advisory Board for the
Promotion of Science and Technology Diplomacy in Ministry of Foreign Affairs ofJapan, the Council for Science and Technology in the Ministry of Education,
Culture, Sports, Science and Technology and the Expert Panel on Basic Policy inCouncil for Science, Technology and Innovation of Cabinet Office.

04
Honda Y-E-S Forum 2018﻿Speaker Profile

ベトナム
Vietnam

1. 受賞年 2. 学歴 3. 現在の職業

1. Y-E-S Award Year 2. Education 3. Current Occupation

Nguyen Cong Tu

Le Quang Hieu

Nguyen Thi Thu
Huong

1. 2008年 Y-E-S奨励賞受賞者
2. ハノイ工科大学 電子材料工学／フランス トゥールーズ
国立応用科学研究所にて光通
信学・光電子工学システム博士号取得
3. ハノイ工科大学 物理工学部
講師兼研究員

1. 2012年 Y-E-S奨励賞受賞者
2. ベトナム国家大学ハノイ校
環境工学
3. 韓国科学技術研究所（KIST）
博士号候補生1. 2012 Y-E-S Awardee
2. Environment Engineering,
Vietnam National University,
Hanoi
3. Ph.D. candidate, Institute of
Science and Technology (KIST),
Korea

1. 2008 Y-E-S Awardee
2. Engineering of Electronic
Materials, Hanoi University of
Science and Technology /Doctor of Photonics andOptoelectronics System, INSA
Toulouse, France
3. Lecturer & Researcher, Schoolof Engineering Physics, Hanoi
University of Science andTechnology

インド

India

1. 2012年 Y-E-S奨励賞受賞者
2. ハノイ工科大学 情報技術／
同大学にてコンピューター
科学修士号取得
3. エコネット社 最高技術責任者／ビッテルグループ クラ
ウド・エバンジェリスト
1. 2012 Y-E-S Awardee
2. Information Technology &Master of Computer Science,
Hanoi University of Scienceand Technology
3. CTO, Econet Corp / Cloud
Evangelist, Viettel Group

1. 受賞年 2. 学歴 3. 現在の職業

1. Y-E-S Award Year 2. Education 3. Current Occupation

Harsh Kabra

Sashank Vandrangi
1. 2013年 Y-E-S奨励賞受賞者
2. インド工科大学マドラス校
機械工学
3. ボストンコンサルティンググ
ループ マネジメント・コンサ
ルタント

1. 2014年 Y-E-S奨励賞受賞者
2. インド工科大学ボンベイ校
物理工学
3. ドイツ ベルリン メルセデス
ベンツ・イノベーション研究所
技術者

1. 2013 Y-E-S Awardee
2. Mechanical Engineering, IIT
Madras3. Management Consultant,
Boston Consulting Group

1. 2014 Y-E-S Awardee
2. Engineering Physics, IIT
Bombay3. Engineer, Mercedes Benz
Innovation Lab, Berlin,
Germany

カンボジア

Cambodia

Shyam Sunder
Prasad
1. 2014年 Y-E-S奨励賞受賞者
2. インド工科大学ボンベイ校
電気工学
3. バンガロール サムスンセミ
コンダクターインドリサーチ
上級エンジニア
1. 2014 Y-E-S Awardee
2. Electrical Engineering, IIT
Bombay3. Senior Engineer, Samsung
Semiconductor India Research,
Bengaluru

1. 受賞年 2. 学歴 3. 現在の職業

1. Y-E-S Award Year 2. Education 3. Current Occupation

Kim Keosopanha

Plong Malypoeur

1. 2008 Y-E-S Awardee
2. Food Technology and Chemical Engineering, Instituteof Technology of Cambodia / Master of Sustainable
Management of Food Quality, Montpellier, France
3. Lab Officer of Microbiological Lab Department,
Ministry of Commerce of Cambodia

1. 2009 Y-E-S Awardee
2. Computer Science, Royal University of Phnom Penh /Master of Engineering in Internet Computing, K.U
Leuven, Belgium
3. Head of Research and Product Development, ABA
Bank, Cambodia

1. 2008年 Y-E-S奨励賞受賞者
2. カンボジア工科大学 食品技術・化学工学／モンテペリエ大学（フランス）にて食品品質のサステイ
ナブルマネジメントにおける修士号取得
3. カンボジア商務省 微生物学研究部研究役員

1. 2009年 Y-E-S奨励賞受賞者
2. 王立プノンペン大学 コンピューター科学／ルー
ヴェン・カトリック大学（ベルギー）にてインター
ネットコンピューティング工学修士号取得
3. カンボジア ABA銀行 研究・商品開発責任者※所属・役職名は開催当時のものです。
※Organizations and titles are at the time of the Forum.

05
Honda Y-E-S Forum 2018﻿ peaker Profile
﻿﻿S

ラオス

Lao PDR

1. 受賞年 2. 学歴 3. 現在の職業

1. Y-E-S Award Year 2. Education 3. Current Occupation

Mary Pakdimanivong

Kaynhasith Xayalath

1. 2011 Y-E-S Awardee
2. Road and Transportation Engineering, National
University of Laos / Master of Science in Civil
Engineering, Chungnam National University, Daejeon,South Korea
3. Executive Assistant, Intra Corporation Sole Co., Ltd.
Lao PDR

1. 2014 Y-E-S Awardee
2. Civil Engineering, National University of Laos
3. QS engineer, HAZAMA ANDO Corporation, Wattai
International Airport Expansion Project

1. 2014年 Y-E-S奨励賞受賞者
2. ラオス国立大学 土木工学
3. ワットタイ国際空港拡張事業 株式会社 安藤・間
積算技術者

1. 2011年 Y-E-S奨励賞受賞者
2. ラオス国立大学 道路・輸送工学／忠南大学校（韓国、大田）にて土木工学科学修士号を取得
3. ラオス INTRA株式会社（単独法人）役員秘書

ミャンマー
Myanmar1. 受賞年 2. 学歴 3. 現在の職業

1. Y-E-S Award Year 2. Education 3. Current Occupation

Co Se Lin1. 2015年 Y-E-S奨励賞受賞者
2. マンダレー工科大学 土木工学
3. 構造工学技術者（フリーランス）
1. 2015 Y-E-S Awardee
2. Civil Engineering, Technological University (Mandalay)
3. Freelance Structural Engineer※所属・役職名は開催当時のものです。
※Organizations and titles are at the time of the Forum.

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Honda Y-E-S Forum 2018

Opening Remarks

Opening Remarks

Hiroto Ishida

President, Honda Foundation

Greetings from President at the Y-E-S Forum
Thank you for the introduction. My Name is Hiroto Ishida,president of Honda Foundation. As the opening of thisForum, I would like to thank everyone who joined today’s
forum here in Fukutake Hall in University of Tokyo. And
I would like to deeply express my gratitude for all the
support and cooperation offered from various organizationof people including Japanese students for joining andapplying for the Research Poster Contest.

and demand system. Nowadays, sustainable development
for such countries is very important and the United Nations
and many countries in the world are making efforts forachieving Sustainable Development Goals, SDGs.
How do Asian countries and the rest of the world cooperate
and plan together to drive our society toward sustainability,with so much attention on eco-transportation and ecotechnology? Answering this question is the purpose of thisForum. Through this activity, we hope to encourage young
participants who are expected to be the next leaders ineach country, to make positive contributions to a better
future for their nation and human being.

Honda Foundation has been developing the grant program“Y-E-S” for awarding excellent undergraduate students in
5 countries Vietnam, India, Laos, Cambodia, and Myanmar.
The representatives of awardees in each country haveplanned, discussed, and organized today’s Y-E-S Forumfor further extending the Y-E-S Award program. The main
purpose of this forum is to contribute the developing
skills and abilities of students who study here in Japan.
It also aims to expand the human network throughcommunications among awardees with Japanese scientists
and academia getting to know each other closely, andbringing back what is learnt during the forum to homecountries.

I would like to conclude my greeting by asking for yourcontinued cooperation with Honda Foundation in the
future. And please spend good time in this good hall at the
University of Tokyo. Our metrology agency declared thatthe rainy season in Japan was over, but we still have heavy
rain. Tokyo today has sunshine but other area of Japan
has very heavy rain fall and even flood. Prof. Matsunami
from Kyoto and many of other participants from areaother than Tokyo came to the Forum despite such weather
condition. We believe that rain fall and sunshine in June
and July will bring about good fruits and crops in Augustand September. So, today’s discussion and talks will bringabout good fruits and discussion for future of our countries.
Thank you very much.

The theme for today’s discussion is “Driving Towards
Sustainability With Eco-Transportation” On the process of developing in each countries, a rapid
growth of economy and increasing transpor tation
utilization have caused much air pollution, traffic
congestion and accidents influencing whole energy supply

08
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Opening Remarks

Nguyen Cong Tu

Representative of Y-E-S Awardees

Opening Remarks by Representative of Y-E-S Awardees
Good Morning Ladies and Gentlemen,

total oil consumption. It is quite apparent that for tackling
pollution and achieving energy security, we need to work

I am Nguyen Cong Tu, Honda Y-E-S Awardee 2008 fromtowards energy-efficient and pollution free means ofVietnam. I am a Chairman of Preparation Committee oftransport. Hence, we aim to use this platform to talk about

Honda Y-E-S Forum 2018. it gives me immense pleasure to

eco-transportation.

be present here and commence third edition of Honda Y-E-S
Forum.

The Y-E-S scholars from five countries will present theirown perspective on eco-transportation – what efforts are

Honda Y-E-S Forum was conceived as a platform where

being taken and what are the challenges they are facing.

past Honda Y-E-S awardees from Vietnam, India, Cambodia,

The presentation will also be followed by a panel discussion

Laos and Myanmar can come together and engage within the later half of the day. I would like to urge a strong

Japanese intelligentsia – comprising of researchers, students,

participation from the audience so that we can make it

professors and industry representatives to discuss about

a dialogue, and not a monologue. We will love to takeeco-technology.

questions and deeply appreciate the inquisitiveness.

The topic of Honda Y-E-S Forum 2018 is “Driving Towards

We all are also very excited and looking forward to the ideas

Sustainability With Eco-Transportation”.

presented by young Japanese students and researchers

In the first edition which was held in 2015, we discussed

through their posters.

about pollution. Just to get some perspective, 23% of

I hope that at the end of the day, we take one step forward

world’s total carbon dioxide emission comes from burningin “Driving towards sustainability with eco-transportation”.

fossil fuels – 75%of which is accounted by road transport. In

Thank you and welcome to Honda Y-E-S Forum 2018.

Forum 2016, we talked about energy. 95% of road transport
depends on oil – and this corresponds to 60% of world’s

09
Honda Y-E-S Forum 2018

Presentations
by the Y-E-S Awardees

Presentations by the Y-E-S Awardees

VietnamNguyen Cong Tu

2008 Y-E-S Awardee

Nguyen Thi Thu Huong

2012 Y-E-S Awardee

Presenter

Le Quang Hieu
2012 Y-E-S Awardee

Toward eco-transportation through Vietnamese policies
In an increasingly connected world, eco- transportation is fundamental to tackle
dual challenges of rising pollution and energy security. The efficiency of newtechnologies and materials is still a controversial topic. Using new technologies
and new materials, especially in transportation, indicates the changing of thehabit of people and method in manufacture. These changes not only require
the will of people but also the strong support from society and government
through policies in pursuing sustainable development. Following presentations
about Eco-technological solutions for Water pollution in Vietnam (in Honda
Forum 2015); Energy in Vietnam: current status and the potential of wind power(in Honda Forum 2016), in Forum 2018, the topic of Vietnam team is moving
towards eco-transportation through Vietnamese policies.

In this presentation, firstly we are going to introduce an overall picture of thetransportation situation in Vietnam, some issues regarding pollution that block
us towards achieving eco-transportation. The second is the current technology
policies towards eco-transportation, achievements in big cities of Vietnam.
The last section of this presentation will show Preliminary IoT applications in
Vietnam.

Toward eco-transportation
through Vietnamese policies

Hieu Le-Quang, Huong Nguyen-Thu, Tu Nguyen-Cong

1

OutlineI. Transportation situations in Vietnam
citiesII. Solution toward eco-transportation
through: Technology policies
III. Preliminary IoT applications in Vietnam

2

2

We begin with some key figures. Vietnam is a developing country in the mostactive region in the world i.e. South-East Asia. In 2016, the population of Vietnam
was about 93 million. The GDP per capita is approximately 2200 US dollars.
Vietnam has a young working force with approximately 55.5 million people in
the working age. It is interesting to note that there are approximately 52 million
using motorbikes in Vietnam out of 55 million of working population. These
motorbikes are used not only for daily private transportation but also businesslike grab-bike, taxi-bike or mobile/portable-shop. These two numbers mean in
Vietnam a person in working age uses 1 motorbike.
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Vietnam Key Figures
92,695,100 *GDP

2,185$ per capita

Labor force> 15 years old

54,445,300 *Total motorcycles ~52,000,000 *** from General Statistic Office of Vietnam up to 2016** Vietnam Association of Motorcycle Manufacturers 2016 report33

Presentations by the Y-E-S Awardees

With this ratio, there is a lot of private transportation means in Vietnam (2500
motorbike per 1 km square with mostly using A92/A95 fuel), especially inrush hour (from 7 to 8 am in the morning, and from 4 to 7 pm in the evening).
Transport congestion happens on daily basis due to a huge number of private
vehicles, particularly in metropolis cities such as Hanoi and Ho Chi Minh city.
Instead of spending 15 minutes for a 5-km distance of commuting from home
to office, people must spend 30 minutes or even more. This is not only wastingtime but also extra emission gas leading to air pollution with AQI always aroundthe unhealthy range.

Transportation situations

Hanoi city

Danang city

Ho Chi Minh city

Hanoi AQI (Air Quality Index)
in Oct 2017

Total 52M motorcycles in 2016.
- ~2500 motorcycles per 01 km square.
- Mostly use A92/A95 fuelref: World Air Quality Index

Vietnam Association of Motorcycle Manufacturers 2016 report

44Emission gas from transportation (mostly in-land transportation) is the main
reason for environmental pollution air. From the table, we clearly see that there
are three main sources of air pollution (Carbon monoxide, nitrogen oxide, sulfur
oxide and Volatile organic compounds): thermoelectric, industrial production,
service, living, and transportation, in which transportation contributes 86% ofcarbon monoxide gas and 94% of Volatile organic compounds. In the graph,the distribution of the motorcycle is clearly showed 60% of CO and 90% of VOC
in transportation are contributed by using the motorcycle. Thus, tackling the
motorcycle section will be very an important part in reducing the emission air
or enhance eco-transportation.

Environmental Pollution air from transportation
Estimated emission of pollutants from major sources of Vietnam in 2015
(Tons/year)

Air pollution by motorcycles in Vietnam

INTERNATIONAL JOURNAL OF SCIENTIFIC & TECHNOLOGY RESEARCH VOLUME 6, ISSUE 02, FEBRUARY 20175

5

Vietnamese governments have been enacting many solutions such as building
new line of BRT (Bus Rapid Transit) with high priority, building new metro
system, expanding the road, building the cross bridges, promoting use ofelectric vehicles by building an eco-system for them like smart-city, preparing
for banning use of motorcycle in city center, changing the schedule of students/
pupils to reduce the number of vehicles participating in traffic in rush houretc. Most of these policies are the long-term solutions and these solutions
will change the habit of people and will take a lot of time. Parallelly with theselong-term and expensive solutions (building new infrastructure), Vietnamese
government recently promoted another solution with less impact on the habitof people and in our opinion has most effect: The technology policies – using
IoT platform.

IoT – Internet of Things is one of the most important parts of industrial revolution
4.0. In transportation, IoT is embedded in the smart-city model and is deployed
for road density monitoring, reducing personal vehicle density, near real-timetraffic sensors implementing air quality monitoring. With the implementationof near real-time IoT traffic sensors and IoT platform, we aim to optimize theflow of traffic in order to reduce the number of the personal vehicles. One of theoutcomes is reducing the time on road of vehicles and consequently leading to
air pollution mitigation.

Solutions● To (partially) control
the flow of traffic● Reduce air pollution

6

6Road density
monitoring

Collecting air
quality
information

IoT
Technologies
deployReducing
personal
vehicle density

Technology infra policies

Near real-timetraffic sensors
implementation

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Presentations by the Y-E-S Awardees

The targeted high-level design of IoT in Vietnam is conducted in three layers.
The top layer namely the IoT layer contains sensors & actuators that reach enduser. The middle layer – fog/edge layer mostly include middle-ware devices and
IoT platforms for distributing the processing workload from centralized cloudinfrastructure into a smaller unit such as traffic light, street light controller, BTS
or personal router, access point. The bottom layer - the cloud layer process andstore almost data collected through the whole stack. This design is following the
proposal architecture of Open Fog Consortium.
Thus, the vital mission in progress towards eco-transportation in Vietnam
through IoT is following and completing the whole stack of the above design. The
only obstacle is designing and building the fog/edge layer because up to now,there is no de-facto standard for either IoT platform or device communications.

Hence, here is our proposed timeline of emission mitigation and sustainabletransport with the IoT concept for Vietnam, divided into 3 phases.
The first phase is preparation, where we start will small scope of piloting
technology focusing mostly on upgrade transmit infrastructure. The current datatransmitted in Vietnam is only around 300Gb/s per DWDM (Dense Wavelength
Division Multiplexing connection) because we had focused and centralized theconnectivity only in the big city in Vietnam. There are some decrees that target
upgrading connectivity of province level to DWDM SFP for bringing the overallthroughput of Vietnam to more than 10Tb per province.
The second phase is shifting. We had already completed some proof of concept
for public Wi-Fi hot-spot in Hanoi (around Hoan Kiem lake) and Danang city. We
also evaluated some solutions for smart parking areas to develop multimodaltransport, logistic services, and network of ICD ports.
The last phase is applying some advanced technologies such as Artificial
Intelligence and Machine Learning in computer vision for traffic jam prediction
and real-time traffic jam monitoring/alerting.

IoT in Edge/Fog for Vietnam
IoT layer: Collect via sensors,
camera, actuators, smart
devices.

Fog layer: Transmit via
Router, Access Point, BTS,
Street light, Traffic lights

Cloud layer: Hybrid
infrastructure, mixed between
public cloud services andprivate cloud services thatanalysis and givesuggestions.
Ref: Open Fog Consortium Reference Architecture
https://www.openfogconsortium.org/wp -content/uploads/OpenFog_Reference_Architecture_2_09_17-FINAL.pdf

8

8

Emission Mitigation and Sustainable
Transport with IoT Concepts for Vietnam
Preparation

Upgradetransmit
infrastructure inprovince level toDWDM
SFP→ for massive
throughput.
Decree 389-2805864/QD -UBND
Current data transmit inVietnam is up to
300Gb/s

Shift• Enhance public security
camera along roads forreal-time traffic visioncollecting.
• Deploy public wifi
hotspot for big cities inVietnam.
-> Decree 06/NQ-TU• Standardize national
cloud computing
infrastructure, toward
edge for distributed IoT
services.

Improvement• Apply AI and ML for jam
prediction and real -time
jam alerting.
• Collect and facilitate roaddensities via passive IoT
sensor (LBS).
• Utilize cleaner fuels,
alternative fuels andrenewable fuels→ Decree No
53/2012/QD -TTG
• Implement energy
efficiency measures
sensors in transport sector

99The following sections will cover and show our Preliminary IoT applications,some proof of concept or researched project already implemented in Vietnam.
After that, we would like to show the SWOT (Strength – Weakness – Opportunity– Threat) analysis based on the current context.
Preliminary IoT applications

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The first Preliminary application is the “Near real-time traffic monitoring system”,
already implemented in Ho Chi Minh city. The green dot in the digital map isthe security cameras deployed along the roads, and the red/green lines show
the current traffic situation of the road. Almost the status of traffic on roads iscurrently updated manually by public security officers.

Near real-time traffic monitoring in HCM
Near real-time traffic monitoring via public wi -fi camera, alert via mobile apps inHochiminh city
http://giaothong.hochiminhcity.gov.vn

VisitsOnline1111

Another Preliminary application of “Near real-time traffic monitoring system”
was POCed in Hanoi. This is the head-quarter of the system, showing all the nearreal-time stream and alerts of traffics from piloted roads.
The communication between the headquarter and in-field officers were mostly
performed manually by walkie-talkie.

Near real-time traffic monitoring in Hanoi
Near real-time traffic monitoring via public wifi camera in Hanoi capital http://www.vovgiaothong.vn/

12

12These two above traffic monitoring system can only provide the traffic statusbased on computer vision through the public security camera, and thisapproach is depended on many factors that can affect the result such as weather
or network, device quality etc. Another approach for solving the problem ofmonitoring traffic in real time is tracing the road density based on mobile cells
tracking in Hanoi. This is a research project, funded by a Singapore NGO with thepilot area around 50 ha, around one district of Hanoi.
The target of this project is predicting the road density by passively gathering
mobile cell ID properties such as durations, movements in one small area andthen visualizing the result.
There are some blocking points of this research project for applying in real life
such as some policies in collecting information from personal mobile devices.

For the summary, we gather some key factors in following SWOT graph ofapplying IoT technology policies in Vietnam. Currently with all pilots and PoC
projects such as near real-time traffic monitoring, tracing road density based on
mobile cell tracking, Vietnamese government can have a potential data lake formining and having a concrete general view of the current civil engineer. Then,with all mining information, we can reduce the traffic congestions by expanding
along with applying new technologies for enhancing transportation and civilengineering strategy.
The problems here in Vietnam are the data integrity and data consistency could
lead to wrong behaviors and produce bad recommendations. Another concern
in Vietnam is the security of IoT devices and IoT platform.

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Honda Y-E-S Forum 2018

Mobile cells density tracking in Hanoi (~50 ha)

13

13

WEAKNESS•

Data integrity and data consistency
problems can lead to wrong
behaviors.

STRENGTH••

Collect near-realtime transportation
information for alerting in road density
Multiple data sources for mining
information, thus give government•
predictions and general view ofcurrent civil engineering.

THREAT
Privacy Security affect on IoT layer.

OPPORTUNITY••

Reduce traffic congestions andenhance civil engineering strategy.
Eco-transportation and Industrial
Revolution 4.0

1414

Presentations by the Y-E-S Awardees

For conclusion, the Vietnamese government has been promoting transportation
policy to follow sustainable development. Most of the policies are long-term
policies, but recently the Vietnamese government strongly stimulates the use of
eco-transportation technologies (IoT deployment, Electric Vehicles…).
These policies, up to now, are not comprehensive and synchronous; we need tospend more effort on research and consulting to build a comprehensive policy inall fields (transportation, construction, education, culture etc.). Our government
strongly supports the usage of IoT on smart-cities and on optimizing the traffic
flow, but it is just the beginning.

CONCLUSION
1. Vietnamese government has been promoted ecotransportation policy to follow sustainabledevelopment.
2. Thesepolicies are not comprehensive/synchronous.
3. Vietnamese government strongly supports for using IoT but
need a concrete strategy.

IT IS A LONG ROAD TO GO!

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Thanks!
QnA

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Presentations by the Y-E-S Awardees

India
Harsh Kabra
2014 Y-E-S Awardee

Presenter

Sashank Vandrangi

2013 Y-E-S Awardee

Shyam Sunder Prasad

2014 Y-E-S Awardee

Inland Water Transportation
Benefits of using Inland waterways to reduce the ecological impact of freight transportation
Good Afternoon, everyone! I am Sashank and am excited to be here. I am gratefulto the Honda Y-E-S organization and to all of you for making this event possible.
Today, we are going to talk about Inland Water Transportation as a means toachieve sustainable transportation and how India adopting this mean oftransportation.

Inland Water Transportation

Benefits of using Inland waterways to reduce theecological impact of freight transportation

INDIA
1

1

There are three members of our team: Harsh Kabra, Honda Y-E-S Awardee 2014;
Shyam Sunder Prasad, Honda Y-E-S Awardee 2014 and me Sashank Vandrangi,
Honda Y-E-S Awardee 2013.

Introduction to Indian teamHarsh Kabra

Sashank Vandrangi

Honda Y E S Awardee 2014

Honda Y E S Awardee 2013

Honda Y E S Awardee 2014

Mercedes-Benz Innovation
Lab

Boston Consulting Group

Samsung R&D

Shyam Sundar2

2

Before I begin, I just want to set some context how large and crowded India
is. India has 1.3+ billion people in an area of 3.3 million km2. India is a young
country with the 65% of the population is younger than 35. India has a highly
dense population of 482 people/km2 – 2.7 times of China’s density of population.
Demographically, India is a young country and is entering a phase of economic
growth. Transportation and Industrial infrastructure are the pillars of economic
growth for any country.

1.3B
people

2nd largest populationin the world

0.9B
peopleLand of 1
billiondreams3.2M
sq. km65% younger than 35

7th largest country by
area

482

people/km2

2.7X population
density of China

Source: Natural Earth States and Provinces boundaries without large lakes;
lakes Natural Earth Country breakaway and disputed areas

3

3
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Presentations by the Y-E-S Awardees

But the economic growth comes at a cost. In the graph is the indexed CO2
emission per capita from 1960 to 2014 of India, Japan, China and whole theworld. We see that, with the development, the rate of emissions rises faster than
the rate of population growth.
Japan starts the industrialization since the 1960s with the drastic increase inindexed CO2 emission per capita. After that, the CO2 emissions of Japan is almost
constant. Look at the Chinese and Indian industrialization journeys, they startmuch later in the 1990s and they have a drastic increase in CO2 emissions per
capita in the period from 2000 to 2014. This trend seems to continue increasing.
This increase also causes the clear rise of the CO2 index of whole the world.
Industrialization (more power plant, more chemical plant,) and transportation(freight or industrial transportation) are the two main reasons for that growth.

We consider three big media of freight transportation: road, rail, and water.
Regarding Inland waterway, it is a valuable transportation mode with 48%
cheaper per ton and it requires 77% lesser fuel. So, Inland waterways is anamazing choice of transportation for large freight – it is cost effective andmore fuel efficient (for same weight; which means it makes both business andecological sense to adopt this mode.)
India has invested extensively in transportation. We now have the world’s 2ndlargest road network, the 3rd most active rail network, the 3rd largest aviation
network, but our inland waterways network is still very poor.

Economic growth comesat a costIndexed CO2 emissions / capita

8

World

India

Japan

With development,
rate of emissions
rises faster thanrate of population
growthChina

64Largely driven byindustrializationand transportation

2
0
1960

2000

2014
Time (Years)44Inland waterways is a valuabletransportation mode…
48% cheaper per ton…

… requires 77% lesser fuel

Cost to transport 1 ton across media (INR)

Cost to transport 1 ton across media (ml)

2.3

41.0
1.4

Road

Rail

1.1

Water

Road

11.7

9.5

Rail

Water

5

5

The using of freight transportation utilizing inland waterways in India is underpotential. Only 0.5% of Indian freight travels by waterways. This is much lower
than global benchmarks – the USA at 6.3%, Europe at 7% and China at 8.7%
which have similarly sized geographies.
Of 14,500 recorded km of inland waterways in India, only about 2000 km are
utilized. This indicates a large potential to utilize this resource further.

…but utilization is under potential
Only 0.5% freight throughinland waterways…
65%…while it is >7% in similar
sized geographies
8.3%

8.7%
7.0%

27%
0.5%

0.5%
Road

Rail

Water

USA

Europe

India

China

6

6

The Government has noticed, and they start the project called Jal Marg Vikas
which focuses on developing 1360 km of Ganga river which connects two large
industry centers – Allahabad and Hadia.
This project will make Inland Water Transportation contribute larger part infreight transportation in India. In 2023, it proposedly services 40% of all traded
goods.

Jal Marg Vikas project brings IWT to 40%
of India's traded goods

1360 km stretch which services
40% of all traded goods by 2023

Image credits: Jagranjosh paper (https://www.jagranjosh.com/current-affairs/ccea-approves-jal-marg-vikas-project-forenhanced-navigation-on-national-waterway1-1515063936-1)

7

7

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Presentations by the Y-E-S Awardees

Now that we’ve discussed how IWT is a valuable option, let’s get to the challengesof adopting this mode. The key challenge to IWT adoption is ensuring that theriver maintains “Least Available Depth”
This means that the river should have a minimum depth and steady flow
characteristics between both ports. This requires artificial management – suchas dredging, constructing barrages, river straightening, etc. All these activities
affect the delicate water ecosystem in many ways.
These man-made interventions to maintain depth create low-energy zones
favorable for deposition and comes with two major challenges: rapid siltationand large seasonal variation.

Implementing IWT in an ecologicallysensistive manner is complicated…
Least available depth is a
critical factor in IWT…
Vessels require minimum depth
to transport cargo safely• Seasonal variations• Topographical variations
Man-made interventions tomaintain depth create lowenergy zones favorable fordeposition… and comes with 2 major
challenges

Rapid siltation

Large seasonal variation
8

8

With the first challenge, we propose to use water injection dredging technology
to reduce the ecological impact. One alternative to conventional dredging iswater injection. This approach uses water pressure to liquefy silt deposits. The
induced currents deposit dense slush in the bottom of the river and ensure thatthe sediments remain inside the river ecosystem.
The disadvantages of conventional dredging are the loss of micronutrients insoil and the change in water turbidity leading to the growth of unfavorable
organisms.

#1 Water injection dredging to reduce theecological impact
Disadvantages of
conventional dredging• Loss of micronutrients in soil
• Change in water turbidity
leading to growth ofunfavorable organisms

Water-injection dredging
reverses sedimentation• High pressure water injection
on river bed to liquefy silt
• Liquified silt transported
horizontally to area with highenergy99These pictures are the schematic of water injection. The dredging process
starts with the water high pressure to liquefy silt deposits. Then the induced
current will shift sediment from one area to another. This new technology help
to protect aquatic organisms from the suction stream in traditional dredging
method – it means dredging water injection method is eco-friendlier.

Backup: Schematic of Water Injection
Dredging
Shifts sediment from one

Image of dredging processarea to another10

10

The second challenge is designing for the large seasonal variation.
To monitor the sediment depth, water turbidity, water flow characteristics, etc.,
the river information systems will be installed at specific points in the river.
Another pro-active measure is to use eco-friendly temporary structures called
Bandals instead of permanent barrages. The Bandals are made of bamboo andother ecologically sensitive materials; they can be installed seasonally, and theycause minimal impact on water ecosystem.
In addition to this, there are two more projects which help reduce the ecologicalimpact: Proactive identification of ecologically sensitive areas and ban on
dredging in these areas; and managing a river information system to collect andmonitor the ecological health of the river.

In summary, Inland Water Transportation is both ecologically and economicallyefficient. It is worth investing in research to identify and solve these problems to
unlock sustainable growth.
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#2 Designing for large seasonal variation
Installation of river information systems at
specific points in river to monitor• Water flow characteristics• Sediment depth• Water turbidity …

Temporary structures (called "Bandals") made ofbamboo and other ecologically sensitive materials• Can be installed seasonally• Minimal impact on water-ecosystem

1111

Presentations by the Y-E-S Awardees

Cambodia

Kim Keosopanha

Presenter2008 Y-E-S Awardee

Plong Malypoeur2009 Y-E-S Awardee

Public bus transportation in Cambodia
Honda Y-E-S Forum 2018
ECO-TRANSPORTATIONPUBLICBUS TRANSPORTATIONIN CAMBODIA
BEGINNING OF THE JOURNEY TOWARD ECO -TRANSPORTATION

Ms. Keosopanha KIM
Y-E-S Awardee 2008

On behalf of the Cambodia team, I would like to single out PUBLIC BUS
TRANSPORTATION IN CAMBODIA as my presentation’s title. I am going to talkabout firstly why do we have to improve our transportation service in Phnom
Penh city, secondly what methods, or innovative ideas that the government has
implemented? Then, future plan to develop the transportation. Finally, I will givethe overall summary of my presentation.

CONTENT

Ms. Malypoeur PLONG
Y-E-S Awardee 2009I.

7/July/2018

Why do we have toimprove ourtransportation service
in Phnom Penh city?

II.

What methods or
innovative ideas havebeen applied ?

III. Future plan to develop
the transportation
IV. Conclusion

1

1

First, related to population growth. Transportation connects importantly withthe living life of Cambodian people. According to the graph, the number of
populations is increasing from 13M in 2008 to 18M in 2030. And meanwhile,
Phnom Penh resident number will be expanding to more than 2M in 2021.
Therefore, urban transportation has to be changed and improved.

I.  Population growth

Source of National Institute of Statistics, 20102

2
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Due to the flow of foreign direct investments remains strong and the main
sources of investments come from China, Asian, and Japan, there have many
constructions in the city and it reached $5.63 billion in 2017. Urban development
typically brings more people to the city, where employment opportunities are
greater than those in rural areas. as well as the increase of GDP per capita createsthe main challenge of urban transport in Cambodia, as its circumstances traffic
congestion become the serious issues in the Capital.

I.

 Investment in city Construction investment during the first nine months in 2017
reached $5.63 billion, up 22 percent over the same period of 2016,
according to a senior official at the Ministry of Land Management of
Cambodia

3

3

Talking about the number of registered vehicles, Cambodian normally use
motorcycle, car, van, bus, pick-up, or truck as their transportation. Regarding
the graph, their numbers are increasing from 2011 to 2016. We can see that the
number of motorcycles dominates the biggest share of the registered vehicle
about more than 3 million from 1990 to 2016. The second is the car that we
imported about 6000 used and new cars per month.

I.  The number of Registered Vehicle• The Total Number of Registeredvehicles in Cambodia from 1990 to2016 is 3,726,084• Cambodia imported about 6,000 usedand new cars per month. New cars
were about 15 percent of total
imports, according to figures released
Source: Compiled by Mr. Tea Saorithy from the Original Data on Total Statistic Data ofby the Ministry of Public Works andVehicles Registration, Vehicles Inspection, Transportation Operation Vehicles andDriver’s License Holders (1990-2016), Land Transport Department, General
Transport
Department of Transport, Ministry of Public Work and Transport of Cambodia
44When there has the high growth of the number of vehicles and most of themare old and without pollution control devices so the emission of CO2 to theenvironment has to be concerned. Following the graph, we estimated from2000 to 2050; all vehicles will contribute to expanding the emission more CO2
to the environment.

I.

 Green House Gas emissions in transport sector
in Cambodia

Greenhouse gas emission in transport sector (GgCO2 equivalents) (Source: MoE 2010)55

Not only the number of vehicle and people but also there another reason fortransportation issue. For example, poor law implementation, dysfunction of thetraffic light, driver behavior without respecting traffic law, the last is the lack ofroad and railway networks and without the efficient urban transport. We have
faced the effects of this issue:■ 
Economic efficiency: losing petrol, working time, air pollution and the
population’s health.
■ The loss of the national budget and population totaling $300 million every
year not including traffic accident.
■ L ost $500,000/month for traffic jam for Phnom Penh city.

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I.  Another reasons of transportation issues:••••

Poor law implementation
Dysfunction of traffic light
Disobeying the traffic law
Inadequate road and railway
networks• Absence of efficient urban transport The effects:Economic efficiency: losing petrol,
working time, air pollution andpopulation’s health.
The loss of the national budget andpopulation totalling $300 million
every year not including traffic
accident.
Lost $500,000/month for traffic jam
for Phnom Penh city
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Presentations by the Y-E-S Awardees

Now our government is reinforcing the promotion of public bus transportation
because it is considered as common larger, environmentally friendly, andeconomical service. Today we have 150 buses and 10 lines circulating in Phnom
Penh city. At the start, we got 5000 passengers per day but now between 10
thousand and 20 thousand per day, so it means that Phnom Penh residents haveshown their support and get more regular using this service. This service helps
to reduce of private vehicles car motorcycle by 10 thousand to 20 thousand
units per day. However, we still meet many weak points, for example, uncover
all destination within the city, lack of information about this service to people,
and no spacing to pedestrians to walk to the bus stop.

II.

 Public Bus Transportation• Common larger• Environmental friendly• Economical

5,000 passengers/day
at the start, now
between 10,000 and
20,000 daily

150 busesand 10 lines

Reduce the use ofprivate vehicles by
10,000 to 20,000
units per day

7

7

Coming up the innovative ideas to facilitate the public bus user, our Cambodia
team Y-E-S awardee created the Stop Near Me application. This application canhelp the user to know the real-time movement and arrival of the bus, locationand the nearest bus stop, bus operating service time and fee and informationand so on.

II.

 Public Bus Transportation• Common larger,• Environmental friendly• Economical

A few factors that made public support lesswidespread:• Uncover all destinations within the cityof bus service• Dissemination of information by City
Hall to citizens has been weak
• No space for pedestrians to walk to thebus stop8

8

Our government has also improved the public bus service, for example,
comfortable bus stops are being installed along the main roads, raisingawareness of the usefulness of the bus to the public on media and at schools.
The price ticket is the cheapest one comparing to other private transport
services. Moreover, all students, garment workers, lecturers, the handicapped,
and the elderly people from 70 years old. Finally, it is increasing the tax on theimported personal cars that make from the year 2000 to help the environment,
safety and more economical.

II.

Cambodia
Public City Bus pla tform

Stops Near Me
Stops Near Me can tell: The real-time movement and arrival of
the bus you wish to catch The nearest bus stop referencing to
your current location
 The walking direction to any bus stop
you wish The location of all bus stops and bus
routes accurately on the digital map
 The full information of all running bus
routes The bus operating service time and fee

99Services will expand further next year, once Japan donates about 100 buses
to Cambodia and we will increase the number of the route more and more.
Furthermore, we will adjust the sidewalk for the pedestrian area. Our city callwill plan to organize the parking street on the main roads and local roads tofacilitate the traffic in City Centre.

 Improving the public bus service
 Comfortablebus stops are being installed along main
roads in Phnom Penh city
 Raising awareness about the useful public bus on media
and at schools
 The price ticket ($0.40/ticket) is the cheapest comparing
to all private transport services
 Free of charge: students, lecturers, garment workers, thehandicapped, and the elder people from 70 years old Increasing taxes on used car imports that made before theyear 2000 to help environment, safety, and more economical
10

10

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III.
Improving on street parking measures in
City Center On main roads On local roads11

11

In summary, in Cambodia, the development of public bus transportation is
one of the effective methods to reduce of traffic congestion, the impact ofenvironmental issues and living standard for Cambodian people. However,many challenges and issues still have concerned in planning to develop urban
transportation to be more sustainable. I hope that more digital-incorporated
eco-technology initiatives will become the interest for a new lifestyle for
Cambodian.

III.

FUTURE VISION

 Planning to adjust the sidewalk on
Norodom Boulevard in Phnom Penh
 Bus service will increase in the number ofroutes and 140 buses more will be arrived
donated by JAPAN12

12

IV. CONCLUSION
 Development of public bus transportation is considered

one of the effective methods to reduce of traffic
congestion, the impact of environment issues, and living
standard for Cambodian people.

 Many challenges and issues have remained in planningto develop urban transportation to be sustainable.

More digital-incorporated eco-technology initiatives
are foreseen to be of interest for the new lifestyle
Sharing platform as a solution: Ridesharing, Bikesharing, Electric-vehicle
13

13

REFERENCE

National Institute of Statistics, 2010. Report 1, Fertility and Mortality in
Cambodia, General Population Census of Cambodia 2008, Analysis of
Census Results, Phnom Penh

CISS, Cambodian Institute for Strategic Studies,Cambodian Climate Change Office 2010, Greenhouse gas mitigation analyses
for the energy and trasport sector, Ministry of Environment, Phnom Penh,
Cambodia

http://phnompenh.gov.kh/en/

https://www.mpwt.gov.kh/?lang=en

www. ciss.org.kh

14

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Laos

Presenter

Mary Pakdimanivong
2011 Y-E-S Awardee

Kaynhasith Xayalath2014 Y-E-S Awardee

Adapting Eco-Transportation Concept to Transportation system
in Lao PDR
On behalf of Laos’s team, we would like to bring the title of Adapting EcoTransportation Concept to Transportation System in Lao PDR in this Honda Y-E-S
Forum 2018.

Driving towards sustainability with
Eco-transportation

Honda Y-E-S Forum 2018
Adapting Eco-Transportation Concept toTransportation system in Lao PDR

July 7, 2018

Mary Pakdimanivong, Y-E-S Awardee 2011
Kaynhasith Xayalath, Y-E-S Awardee 2014

Lao PDR

This slide shows the contents of this presentation comprised of 1. Backgroundof the transportation system in Laos; 2. the occurred challenges; 3. the solution
and 4. Conclusion.
CONTENTS
1. Background
2. Challenges
3. Solution
4. Conclusion
1

1

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Lao, officially the Lao People’s Democratic Republic, Lao PDR is a Southeast
Asian Country and a land-linked country bordering Myanmar, Cambodia, China,
Thailand, and Vietnam. The total land area is 238,600 km2 and about 7 million
people live in its 18 provinces, with the GDP per Capital is 2,353 USD.
The current transport infrastructure in Laos is at an early stage of developmentwith the road density of 6.1 km per 1000 people.

Background Area : 238,600 Km2
 Population : Approx. 7 million
people (2017)
 GDP per Capital: 2,353 USD
 Transport infrastructure in Laosis at an early stage of development
 Road density of 6.1 km per 1,000
people22

There is 5 main transportation used in Lao PDR including: 1. City bus; 2. privatecar; 3. Motorcycle; 4. Boat and 5. Airplane.
Until 2017, the number of registered vehicles has totaled 817,358 units, of which
563,696 are motorcycles, 55,714 sedans, 112,471 pick-up trucks, 23,559 jeeps,
29,722 vans, 30,268 trucks and 1,928 buses.

Current Transportation in Lao PDR
1 City Bus

2 Private Car

3 Motorcycle

4 Boat5 Airplane3

Source: Ministry of Public Work and Transportation

3

The figure shows the statistic of passenger traffic which shows the highest
passenger traffic is by land and it is increasing annually as well as the freighttraffic, the result shows the freight traffic by land is the highest compared to bywater or air.

Current Transportationin Lao PDR

4Source: Lao Statistic Bureau/statistic year book 20144

As the current situation, most of the Lao people prefers to use their own private
car and motorcycle rather than the city bus. So, the Government of Laos is trying
to persuade citizens to use public transportation more by enhancing public
transportation and promote the sustainable friendly concept.

Current Transportation in Laos
1

2

3

4

5

5

5

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Due to the inconvenience of the old city bus, with the cooperation of Laosand Japan; Japanese Government has supported buses to enhance thetransportation in Vientiane which is the capital city in Laos.
Also, the passenger can track the real-time location of all city buses in Vientianeby the link https://lao.busnavi.asia/?lang=lo

Current City Bus in Vientiane(Capital City of Laos) City buses supported by JICA)

By tracking real-time location of all city
buses in Vientiane
https://lao.busnavi.asia/?lang=lo
6Source: Ministry of Public Work and Transportation

6

Furthermore, City buses provided by the local government of Kyoto, Japan havebeen operating in Vientiane on a trial basis since November 2017.
And since January 2018, the airport shuttle has been operating to provide moreconvenient passenger service.

Current City Bus in Vientiane(Capital City of Laos) City buses provided by local government
 Airport shuttle bus (since January 2018)of Kyoto, Japan (since November 2017)7

Source: Ministry of Public Work and Transportation

7

For the challenges, there are many threats to transportation in Laos compriseof the increase in population and automobile, effects of natural disasters, poortransportation infrastructure and road traffic congestion.

Challenges
Increasing ofPopulation and AutomobileEffects of Natural
Disasters

Threats toTransportation in
Laos

Poor
Transportation
infrastructure
Road Traffic
Congestion

8

8

With the main problems occurred are road traffic congestion during peak
hours, unpaved road, and poor pavement quality, also with destroyed roadinfrastructure from urban flooding and poor drainage system.

Main problems

1

Road Traffic Congestion

3

Urban Flooding

2 Unpaved & Poor Pavement Quality

4

Drainage problem

9

9

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AND due to the fact that air pollution in Vientiane which is the capital city isquite HIGH and Air Quality is quite LOW.

Air Pollution Problem

10

Source: https://www.numbeo.com/pollution/in/Vientiane10

To adapt the Eco-Technology concept to the Transportation system in Laos is
the SOLUTION.

SOLUTION

Adapting Eco-Technology Concept
to Transportation System in Laos

1111

Laos has applied the Eco-Technology concept to Transportation system by the
Pilot project called E-Bus project. The E-Bus service is an emission-free alternative
to replace the traditional tuk-tuk.
Public electric buses are operating since 2015 in Luang Prabang whichis the UNESCO World Heritage town by promoting inexpensive fee andenvironmentally friendly.

Pilot E-Bus project in Luangprabrang, Laos Applied to Luangprabang (The UNESCO World
Heritage) The E-Bus service is an emission free alternative toreplace the traditional TUKTUK Public electric buses are operating since 2015
(inexpensive and environmental friendly)

Source: http://www.luangprabang.guide/luang-prabang-e-bus/

12

12

The E-bus Project currently involves over 30 electric buses including 14 buses
provided as a grant from the Japanese government and around 20 buses
operated by the Lao Green Company.

Pilot E-Bus project in Luangprabrang, Laos The E-bus Project currently involves
over 30 electric buses 14 buses provided as a grant from the Japanese government
 20 buses operated by private company

Source: http://www.luangprabang.guide/luang-prabang-e-bus/

13

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Along with Vientiane Capital City, E-Bus service tour for travelers to tour aroundthe capital city has operated by many tour service companies.

E-Bus service tour in Vientiane,
Capital City, Laos
Vientiane Capital city tour by
E-Bus service

City tour by E-Bus for Luxembourg
Embassy guests

City tour by E-Bus for foreign traveler(by Soutchai Travel Service)

14

14

There are many reasons why “The Vientiane sustainable urban transport project”
should be established; because the central core of the city is crowded, which has
a mixture of government, educational, religious, and commercial institutions,as well as residential areas, and is also the tourism center, with many hotels andhistorical and cultural attractions. Many of the roads in Vientiane are narrow,and many of the intersections operate in an inefficient manner. As the city isstarting to experience congestion, increased incidence of road accidents, anddeteriorating local air quality. The expanding use of private vehicles is also
increasing greenhouse gas emissions.

Future Vision

The Vientiane Sustainable Urban
Transport Project

WHY?
The central core of the city (crowed)
Roads are narrow
Intersections operate in an inefficientmannerRoad accident is increasing
Air quality is getting LOW
Use of private vehicles (Increasing
greenhouse gas emissions

15

Source: Ministry of Public Work and Transportation

15

For Future vision:
The Vientiane Sustainable Urban Transport Project (the project) executed by the
Ministry of Public Works and Transport (MPWT) of Lao PDR will improve urban
transport operations and capacity in Vientiane by establishing a transportmanagement entity, high-quality bus services, and bus rapid transit; byimproving traffic management, parking system and vehicle registration; andimproving accessibility for pedestrians and non-motorized transport.

Future Vision The project will improve:

The Vientiane Sustainable Urban
Transport Project The project is executed by the Ministryof Public Works and Transportof Lao PDR

1. A sustainable urban transport management
agency will be established
2. High-quality bus services and BRT
3. Traffic management in the core area
4. Paid parking system and national vehicle
registration system will be established
5. Accessibility for pedestrians and other nonmotorized transport will be improved

16

Source: Ministry of Public Work and Transportation

16

The total project cost is 99.7 million USD which is financing by governmentof Laos US$14.55 million, Financing by private sector US$6.41 million, Loanfrom Asian Development Bank (ADB) US$23.474 million, Loan from European
Investment Bank credit US$20 million, Loan from OPEC Fund for International
Development US$15 million, European Union – Asian Investment Fundtechnical assistance grant EUR 5 million, Global Environmental Facility grantUS1.84 million & other funds.
The project will improve quality of life in Vientiane, improving access andmobility, promotes sustainable development and greenhouse gas reduction.

Future Vision

The Vientiane Sustainable Urban
Transport Project

Project cost: 99.7 mil USD- Financing by GOL US$14.55 million- Financing by private sector US$6.41 million- Loan from Asian Development Bank (ADB)
US$23.474 million- Loan from European Investment Bank
credit US$20 million- Loan from OPEC Fund for International
Development US$15 million- European Union – Asian Investment Fundtechnical assistance grant EUR 5 million

Project period (August 2016-2022)
Improve the quality of life in Vientiane
Improving access and mobility
Promotes sustainable development
Greenhouse gas reduction- Global Environmental Facility grantUS1.84 million
Source: Ministry of Public Work and Transportation

17

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From the beginning, results of the Vientiane Sustainable Urban Transport
Project, Ministry of Public Work and Transportation of Lao PDR has installed thesolar street lights along many road infrastructures in the capital city and due
to an enough sufficient radiation in Vientiane area, the solar traffic lights are
installed to reduce the energy consumption.

Solar Street and Traffic Lights in
Capital city, Laos

18

19

Conclusion:
To enhance the transportation system in Lao PDR by adapting Ecotransportation, it will revolve around the efficient and effective use of national
resources, transport structure modification and create more natural in a friendly
way of traveling.
The transportation system of Lao PDR is still having a chance to expand moresustainable ways, according to the fact that transportation infrastructure is not
fully implemented yet with a small number of populations.
Knowledge about Eco-technology is the priority for current situations. In orderto make this happen, it requires 3 parties (Citizens, government and the private
sector) to power up and find a better transportation solution.

Conclusion Adapting Eco-transportation, it will revolve around efficient andeffective use of national resources
 Transportation system of Lao PDR is still having a chance to expand
more sustainable ways
 Promote more on Eco-technology concept
 It requires 3 parties (Citizens, government and private sector) to power
up to find a better transportation solution.

19

20

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MyanmarPresenter

Co Se Lin

2015 Y-E-S Awardee

Strengthening Yangon’s Circular Rail Network
for Eco-Transportation
Due to industrialization and an increase in population in a few decades, thedemand for public transportation in the big city of Myanmar, Yangon, is
dramatically rising. The government is still finding the best ways to solve thischallenge and one of the possible solutions comes with an idea for upgrading
an old circular rail network in Yangon.

Strengthening Yangon’s Circular Rail Network
for Eco-Transportation

Co Se Lin

2015 Y-E-S Awardee
11

In this presentation, there will be 6 main parts. The first one is the informationof Yangon along with the current transportation modes that are being used bypeople followed by the reasons why circular railway is the best possible solution
for the traffic problem. The third one is the description of the difficulties andcurrent conditions that people are now facing with the use of a circular railway.
Following is a set of solutions that are currently being done or that are likely to
be implemented in the future for the better circular railway system. The fifth one
is about the positive effects of upgrading circular railway system on both theenvironment and the local people. Finally, the main points of the presentation
are concluded along with some of the challenges that appeared with theupgrading project.

Yangon (commonly known as Rangoon) is the former capital city of Myanmar
with an estimated population of around 7.3 million and this massive amountof population mainly depends on three types of transportation for their daily
routines.

Presentation Outline
1. About Yangon
2. Why chose circular railway
3. Difficulties

4. Current and future solutions

5. Effects on people and environment
6. Conclusion

22

1. About Yangon
 Former capital city
(Rangoon) 7.3 million population
 3 main types oftransportation
69

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Currently, people mainly depend on these public transportations:
1. Yangon Bus Service (YBS)
2. Yangon Circular Railway and3. Yangon Water Bus

Public Transportations
2.Train

3.Water bus

1.Bus

4

4

The first reason for choosing circular railway is because of the city’s geographicalconditions. As it can be clearly seen from the map, water transportation isavailable mainly for people living near the river and for those who are living far
from those areas cannot use the water bus for their transportation.

2. Why chose circular railway

 Geographical
Conditions

71

5

5

The second reason for upgrading circular railway is to find a completely
alternative way of transportation from road transport since the government has
already tried many ways to facilitate the traffic problems such as widening theroads, building flyovers, constructing new roads but the problems still exist. For
this reason, finding an alternative way of transportation is currently needed.

 Alternative fromroad transport.

6

6

Since it is an upgradation project, an old circular railway line is already locatedaround the city, so the government can avoid the problems that are likely tooccur if they start a new railway line such as compensating for the people’s
belongings. One interesting point is that the existing line passes through mostof the famous places around the city so if the project is finished, the railway line
might become attractive not only to local people but also to foreigners since
they can go around the city with a minimum amount of time at a cheap cost.

Circular train

 Already existed
 Attractive tour

7

7

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But at present, people have many difficulties with using the circular railway. One
major challenge is because of old locomotives and dangerous stations. Current
locomotives travel with an estimated speed of around 8mph and people feellike “seeds being rolled in the pan” so they feel really uncomfortable with using
it. Moreover, since the old stations are being used for over a long time without
any maintenance, most of the components such as roofs are already damaged,
and people cannot use these properly during bad weathers.

3. Difficulties

 Old stations and trains
88

Another problem arose because of the poor infrastructure and lack of regulations
along the railway lines. Although there are pedestrian bridges at some points of
the railway lines, people hardly use these because of no maintenance and as aresult, these are not safe for use and so people just walk over the railway line
although it is dangerous. In addition to this, local sellers use spaces near the
railway lines as a place for selling their products like vegetables and meat. This is
not only dangerous to them but also a cause for creating a polluted environment
around the railway lines.

 Poor infrastructure

99

If the circular railway is compared to other types of transportation such as
cars, buses, or bicycle, it has the lowest percentage of users, with an amountof approximately 1 percent. So, the government is trying the best to promote
the usage of circular railway among local people in the future. One thing thatis quite interesting to be described here is that it is completely illegal to use
motorcycles in Yangon.

Railway
1%

Cars
27%

Bus
49%

Bicycle23%

 Least percentage of user
compared to othertransportations

 Completely illegal to use
motorcycles

MODEL SHARE IN YANGON CITY (YUTRA)

10

10Currently, the local government is replacing old diesel locomotives with new
Diesel Multiple Units donated from the Japanese government. So, a sincere
gratitude is sent to the Japanese government and people for their help. Anotherpoint is that people usually have to jump when they get in or get out of the train
because of low-leveled platforms and for this reason, high-leveled platforms arebeing constructed for people to use railways more comfortably and safely.

4. Current and future solutions
2.

1.

Replaced with new trains (DMU)

Building high levelled platforms.
11

11

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In some parts of the railway line, the train drivers need to depend on thesignals delivered by manual workers. For example, waving a green flag to signal
the driver that it is safe to go. Since this is not convenient and there may be
mistakes by human workers, digital traffic signals are being installed along
the railway lines and solar-powered signals may also be used in the future forbeing more environmentally friendly. To upgrade the stations, the government
is cooperating with JICA to construct more convenient and reliable stations in
the future. JICA is helping not only in the station upgradation but also the whole
upgradation process.

4.

3.

Replacing manual workers

Will upgrade the stations

The whole project is expected to be finished in 2020

1212This project has many positive effects on both people and the environment. In
the first place, cutting trees or clearing the land for making a new way can be
avoided since this is an upgrading project. In addition, the railway system cancarry the maximum number of passengers with a minimum amount of carbon
dioxide emission into the environment compared to other transportation
modes such as cars or buses.

5. Effects on people and environment
1.

2.

Car, Bus and Rail comparison

160
140
120
100
80
60
40
20
0

Car

Bus

Average Passenger No.

No need to clear the land for a new route.

Rail
CO2 Emission (g/km)

Max no. of passengers with
Min amount of emitted gas
1313

By considering from the social perspective, local people will no longer need
to wait in buses for their daily travel. Currently, people have to spend aroundone hour on the bus even to go for a short distance. For passengers with heavy
goods, the circular railway will become the best transportation system for themsince they can carry their products in the cheapest way which cannot be donewith buses.

4.

3.

Convenient for passengers with heavy goods

No need to wait in queued buses
14

14

To conclude the points, although there are some challenges, the circular railway
is likely to be the best solution for traffic problem in the big city both as ashort and long-term solution. It also has a minimum negative impact on theenvironment. Finally, the upgrading project is very fundamental and basic, but
it is also essential for the development of the city.

6. Conclusion
 Has a great harmony with surrounding environment
 Can be both a short and long term solution
 Fundamental but Essential
 Have some challenges
15

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Thank You

16

16

References
Ministry of Information, Myanmar.
Japan International Cooperation Agency. JICA
Embassy of Japan, Myanmar.
Global New Light of Myanmar.
Eleven Media, mmtimes.

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Presentation and Poster Exhibition
from Industrial Sector

Presentation from Industrial Sector

Mr. Takashi Moriya

Senior Chief Engineer, Automobile R&D Center,
Honda R&D Co., Ltd.

Honda Fuel Cell Vehicle Development and Challenge toward theHydrogen Society
Thank you Chairman,
I’m Takashi Moriya of Honda R&D.
I explain Honda’s Fuel Cell Vehicle development status and efforts for establish
the hydrogen society.

P-1

Today’s contents are here.
At first, I explain the environment and energy issue and efforts for hydrogensociety of Honda.
And then, I explain Fuel Cell Vehicle (FCV) development of Honda.

&RQWHQWV
２■ᴾᵣᶌᶔᶇᶐᶍᶌᶋᶃᶌᶒᴾᵿᶌᶂᴾᵣᶌᶃᶐᶅᶗᴾᵧᶑᶑᶓᶃᴾ
ᴾ・ᵰᶃᶁᶍᶅᶌᶇᶒᶇᶍᶌᴾᶍᶄᴾᵧᶑᶑᶓᶃᴾ

ᴾ・ᵲᶍᶕᵿᶐᶂᴾᵬᶃᶖᶒᴾᵥᶃᶌᶃᶐᵿᶒᶇᶍᶌᴾᶒᶃᶁᶆᶌᶍᶊᶍᶅᶗᴾᴾ・ᵧᶌᶒᶐᶍᶂᶓᶁᶃᴾᵱᵦᵱᴾᵿᶌᶂᴾᵮᶍᶕᶃᶐᴾᵣᶖᶎᶍᶐᶒᶃᶐᴾ

■Fuel Cell Electric Vehicles as a Viable Alternative
・FCV Development historyᴾ・ᵦᶍᶌᶂᵿᴾᵤᵡᵴᴾᵢᶃᶔᶃᶊᶍᶎᶋᶃᶌᶒᴾᵱᶒᵿᶒᶓᶑᴾᴾ・ᵤᵡᵴᴾᵣᶖᶎᵿᶌᶑᶇᶍᶌᴾᵠᶓᶐᶐᶇᶃᶐᶑᴾ

ᴾ・ᵰᶃᶁᶃᶌᶒᴾᵲᶐᶃᶌᶂᶑᴾᶒᶍᶕᵿᶐᶂᴾᵧᶌᶒᶐᶍᶂᶓᶁᶒᶇᶍᶌᴾ■ᴾᵱᶓᶋᶋᵿᶐᶗᴾ

P-2(QHUJ\DQG(QYLURQPHQWDO,VVXHV
３

Running on naturally generated hydrogen(Zero CO2 emissions)

Severity of Issue

This slide is a conceptual image of the issues facing the automobile industry
today.
Namely,• Harmful exhaust emissions• Global warming related to CO2 exhaust• And the energy issue
At Honda, we believe fuel cell technology to be a very promising solution for all
three issues.
We Honda consider the fuel cell electric vehicle to be the ultimate answer.

Fuel cell technology

Renewable fuels

Global warming

Reducing CO2

Reducing
emissions

Energy(Sustainability)(CO2, GHG)

Emissions(VOC, NOX, CO)

2000

Present

P-3
36
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

This slide explain the recent actual situation regarding the concerning issues.
In order to achieve the target (less than 2 degree centigrade),
CO2 concentration must be kept less than 450ppm.
However Kieling curve has already indicated over 400ppm.
In terms of Energy Issue, Oil price is not stable depending on various reasons.
However future prediction is that price will increase, because of limited
resources.
December 2016, COP21 was held in Paris for discussion regarding thecountermeasure of climate change.
Participating countries have set their individual targets toward 2030.

5HFHQW0RYHPHQW
ᵥᶊᶍᶀᵿᶊᴾᵣᶌᶔᶇᶐᶍᶌᶋᶃᶌᶒᵿᶊᴾᵧᶑᶑᶓᶃᴾ

ᵡᶊᶇᶋᵿᶒᶃᴾᵡᶆᵿᶌᶅᶃᴾ

４

CO2 content (ppm)

7RUHGXFHWKHH[KDXVW*+*LQWKHXSSHUOHYHOLQWKHUDQJHIURPWRFRPSDUHWR*+*XQWLO

Yearᵣᶌᶃᶐᶅᶗᴾᵢᶃᶋᵿᶌᶂᴾᵿᶌᶂᴾᵱᶓᶎᶎᶊᶗᴾ

June, 2008
133.88WTI Price ($/Barrel)

Leamanshock

January, 1986 ～ December, 2017

December, 201757.88

Gulf War

Source: Compiled by EarthFebruary,
Policy 2009
Institute (EPI)
39.09

Reference ： making based on WWF Web information

P-4

9DULHW\RIWKH+\GURJHQ3URGXFWLRQᵮᶐᶇᶋᵿᶐᶗᴾᵣᶌᶃᶐᶅᶗᴾ
ᵭᵧᵪᴾᵤᶍᶑᶑᶇᶊᴾᵣᶌᶃᶐᶅᶗᴾ

Hydrogen is 2nd energy career.
And hydrogen produce from various primary energy.
Not only fossil energy but also renewable energy and Hydrogen and electricity
have this feature.

ＳＩᴾᵣᶌᶅᶇᵗᶌᶃᴾ
（ᵧᶌᶁᶊᶓᶂᶃᴾＨＥＶ）ᴾᵥᵿᶑᶍᶊᶇᶌᶃᴾᵬᵿᶒᶓᶐᵿᶊᴾᵥᵿᶑᴾ

ᴾ
ᴾᵢᶇᶃᶑᶃᶊᴾ（ᵱᶆᵿᶊᶃᴾᶅᵿᶑᵊᴾᵦᶗᶂᶐᵿᶒᶃ）ᴾ

ＣＩᴾᵣᶌᶅᶇᶌᶃᴾ

ＣＮＧ、ＬＮＧᴾ

ᵡᶍᵿᶊᴾ

ＤＭＥᴾ

ᴾ
ᴾ

ᵤᵡᵴᴾ

ᵦᶗᶂᶐᶍᶅᶃᶌᴾᴾ
ᴾ

ᵠᶇᶍᶋᵿᶑᶑᴾ
ᴾᵵᵿᶑᶒᶃᴾᴾ（ᵧᶌᶁᶊᶓᶂᶃᴾＨＥＶ）ᴾᴾᵫᶃᶒᶆᵿᶌᶍᶊᴾ

ᴾᵰᶃᶌᶃᶕᵿᶀᶊᶃᴾᵣᶌᶃᶐᶅᶗᴾᵴᶃᶆᶇᶁᶊᶃᴾ ５

ᵐᶌᶂᴾᵣᶌᶃᶐᶅᶗᴾ（ᵤᶓᶃᶊ、ᵡᵿᶐᶐᶇᶃᶐ）ᴾ（ᵭᶇᶊᴾᵱᵿᶌᶂᵊᴾ
ᵭᶇᶊᴾᵿᶆᵿᶊᶃ）ᴾᵣᶊᶃᶁᶒᶐᶇᶁᶇᶒᶗᴾᵱᶍᶊᵿᶐ、ᵦᶗᶂᶐᶍᴾ
ᵵᶇᶌᶂᴾᵥᶃᶍᶒᶆᶃᶐᶋᵿᶊᴾ

ᵠᵣᵴᴾ
（ᵧᶌᶁᶊᶓᶂᶃᴾＰＨＥＶ）ᴾᵠᶇᶍᴾᵣᶒᶆᵿᶌᶍᶊᴾᴾ
ᴾᴾᵬᶓᶁᶊᶃᵿᶐᴾ

ᵠᶇᶍᴾᵢᶇᶃᶑᶃᶊᴾᴾ

P-5

Honda’s Initiatives to realize Environmentally Friendly Vehicles
６

Melting Glaciers

Enlargementof Deserts

Global warming0

CO2 (g/km)

This is CO2 reduction strategy of Honda.
Near future, we must reduce the CO2 in main market.
At first we concentrate to improve the efficiency,
and increasing Hybrid Vehicle.
Buying time for effort of these counter-measure,
we must develop the PHEV and ZEV simultaneously in the future.
And Honda will strive to make two-thirds of our overall unit sales from PHEV andZEV by around 2030.

),7(9)&;&ODULW\&ODULW\)8(/&(//㼀㼛㼣㼍㼞㼐㼟㻌㼦㼑㼞㼛㻌㼑㼙㼕㼟㼟㼕㼛㼚㼟㻌㻌㻰㼑㼢㼑㼘㼛㼜㼙㼑㼚㼠㻌㼛㼒㻌㼆㻱㼂㻌㼍㼚㼐㻌㻼㻴㻱㼂㻌

RisingSea Levels

Zero

ZEV
PHEV

emissiontechnologies
Technologies forincreased

HYBRID

power
efficiency
Technologies
for increased

ICE

&97
VHULHV

2010

Present (2016)

thermalefficiency

2020

2030

+RQGDZLOOVWULYHWRPDNHWZRWKLUGVRIRXURYHUDOOXQLWVDOHVIURPSOXJLQK\EULGK\EULGYHKLFOHVDQG]HURHPLVVLRQVYHKLFOHVVXFKDV)&9VDQGEDWWHU\(9VE\DURXQG

P-6

This is our Smart Community image including hydrogen.
Hydrogen will be a buffer of electricity from renewable energy.
Renewable energy is usual not stable.
So peak power storage is very useful for leveling of energy management incommunity.
Hydrogen production, storage, transportation and usage are very important toachieve this smart community.

ᵱᶋᵿᶐᶒᴾᵡᶍᶋᶋᶓᶌᶇᶒᶗᴾᶓᶑᶇᶌᶅᴾᵦᶗᶂᶐᶍᶅᶃᶌᴾ（ᵧᶋᵿᶅᶃ）ᴾ
７
Smart Community （Grid）

ᵰᶃᶌᶃᶕᵿᶀᶊᶃᴾᵣᶌᶃᶐᶅᶗᴾ-Long term cycle, big amount energy case
-Short term cycle, small amount energy case

Honda
Smart Home
Ｂａｔｔ
ＥＶ

: Hydrogen storage: Battery storage

Smart Hydrogen Station(SHS)(Ｈ２ Production)

Ｈ２ storage

Solar
ＦＣＶ

ᵡᶍᶌᶔᶃᶌᶒᶇᶍᶌᵿᶊᴾᶃᶌᶃᶐᶅᶗᴾ

5HQHZDEOHHQHUJ\LVXVXDOQRWVWDEOH3HDNSRZHUVWRUDJHLVYHU\XVHIXOIRU/HYHOL]DWLRQRIHQHUJ\PDQDJHPHQWLQFRPPXQLW\+\GURJHQSURGXFWLRQVWRUDJHWUDQVSRUWDWLRQDQGXVDJHDUHYHU\LPSRUWDQWWRDFKLHYHIXWXUHVPDUWFRPPXQLW\P-7
37
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

Honda has tackled toward the hydrogen society based on our original concept.
We call “generate,” “use,” and “get connected with hydrogen” as key technologies
for a recycling-based society.

&RQFHSWWRZDUGWKH+\GURJHQ6RFLHW\
８

Producing hydrogen with renewable energy will realize a recycling-based society.
Concept toward hydrogen society is consisted of “Generate” , “Use” , ”Get connected”.

P-8

This is the development history of Honda.
Vehicle development started from the end of 1980s.
I will explain detail following slides.
SHS has been developed from around 2000.
From 2010, we developed high differential pressure electrolysis.
And we developed the mobile inverter, we called Power Exporter, based on our
power products R&D technology.

'HYHORSPHQW+LVWRU\RI+RQGD
９
ᵏᵗᵗᵔᴾ

ᵐᵎᵎᵎᴾ

ᵐᵎᵎᵐᴾ

ᵐᵎᵎᵒᴾ

ᵐᵎᵎᵖᴾ

ᵐᵎᵏᵎᴾ

ᵐᵎᵏᵐᴾ

ᵐᵎᵏᵔᴾ

ᵐᵎᵏᵑᴾ

㻼㼞㼛㼠㼛㼠㼥㼜㼑㻌

㼁Use
㼟㼑㻌
ᵱᵦᵱᵎᴾ

ᵱᵦᵱᵐᴾ

ᵱᵦᵱᵏᴾ

ᵤᶓᶌᶂᵿᶋᶃᶌᶒᵿᶊᴾᵰᶃᶑᶃᵿᶐᶁᶆᴾ

Generateᵱᵦᵱᵐᵆᵐᵎᵏᵎ～ᵇ＠ᵪᵟᴾ ᵆᵐᵎᵏᵐ～ᵇ＠ᵨᵮᵬᴾ

ᵱᵦᵱᵎᵆᵐᵎᵎᵐ～ᵐᵎᵎᵑᵇᴾᵱᵦᵱᵏᵆᵐᵎᵎᵑ～ᵐᵎᵎᵗᵇᴾ
ᵣᵶᵓᵎᵎᴾᴾᴾᵧᶌᶔᶃᶐᶒᶃᶐᴾᴾᴾ

ᵫᶍᶀᶇᶊᶃᴾᵧᶌᶔᶃᶐᶒᶃᶐᴾ

ᵴᵐᵦᵆᵐᵎᵏᵑ～ᵇᴾᵴᵐᵪᵆᵐᵎᵏᵒ～ᵇᴾ
Get connected

P-9This is our development concept of SHS (Smart Hydrogen Station).
Old version system needs the mechanical compressor for producing the highpressure hydrogen.
We developed this high pressure electrolysis in order to reduce the compression
loss.

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１０+LJK3UHVVXUH(OHFWURO\VLV風力
3RZHUXQLW
ソーラー

,QWHJUDWHG

03D+\GURJHQ+\GURJHQ
5HIXHOLQJ1R]]OH

バイオマス(OHFWURO\VLV &RPSUHVVRU3RZHU
XQLW

水力

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3RZHU
&RQVXPSWLRQ :P+ (QHUJ\/RVV




(OHFWURO\VLV

3RZHUXQLW
・$X[LOLDU\GHYLFHV約&RPSUHVVLRQFRPSUHVVLRQ'U\HU+LJK
$PELHQW(OHFWURO\VLV 3UHVVXUH(OHFWURO\VLV

P-10

This slide explain the fundamental function of high pressure electrolysis.
Water come in, applied electric power and this power is applied little bigger
than needed electrolysis power.
So this electrolysis has two functions.
One is electrolysis and one is chemical pump.
Honda found the new support method of membrane in order to protect weakthin membrane.

+LJKGLIIHUHQWLDOSUHVVXUHHOHFWURO\VLV
ᴾ
Storage : High Pressure Tank

Current collector

１１ᵲᶃᶌᶑᶇᶊᶃᴾᵱᶒᶐᶃᶑᶑᴾ＜ᴾᵡᶐᶃᶃᶎᴾᵱᶒᶐᶃᶑᶑᴾ

高圧水素㻌
35 MPa

H2

H2

35MPa
H2

H2

Cathode Catalyst
Tensile stressProton exchange
membrane

MembraneH++

Anode Catalyst
Current collector

O2 ，H2O

H2O

Atmospheric pressure

H2O

O2

P-11
38
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

I introduce SHS.
S means Simple, Small and Sustainable.
Simple means 1 day installation connected water and electricity.
Small means 10 ft container size package.
Sustainable means hydrogen production is not only solar but also the othercarbon free power.
In front of this container, high pressure electrolysis system named Power Creator.
Hydrogen production capacity is only 1.5 kg/day.
And back yard, 19kg 40MPa hydrogen storage vessels are installed.
And recently, Honda is developing 70 Mpa type SHS.

6PDUW+\GURJHQ6WDWLRQ 6+6 
１２■6LPSOH    ・GD\LQVWDOODWLRQFRQQHFWHGZDWHUDQGHOHFWULFLW\ ZLWKRXWJURXQGZRUN ■6PDOO      ・6PDOOSDFNDJHW\SH（IW&RQWDLQHU P×P）
■6XVWDLQDEOH ・+\GURJHQSURGXFWLRQIURP5HQHZDEOHHQHUJ\DQGWKHRWKHUORZFDUERQSRZHU

JHQHUDWLRQWRUHDOL]HWKHORFDOHQHUJ\SURGXFWLRQIRUORFDOFRQVXPSWLRQDFFRUGLQJWRFKDUDFWHULVWLFVRIUHJLRQInstalled Honda Wako Head quarter(December 25, 2015)+\GURJHQVWRUDJH
03D 

NJ'D\（1PK）

3UHVVXUH

03D（03D）

03D（03D）

6WRUDJH

９NJ#℃

11kg@15℃

NJ'D\（1PK）

3XULW\!％6\VWHP6L]H:;'; :;';+（ｍｍ）
+（ｍｍ）

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HOHFWURO\VLVV\VWHP'LVSHQVHU

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UDWH

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5DSLGUHIXHOLQJ

（%DQNV･&DWKFDGH） （%DQNV･&DWKFDGH）

8WLOLW\9$&／7DS:DWHU

P-12This slide explain the mobile inverter, named Power Exporter 9000.
This inverter can provide 9kW ac power by connecting to clarity.
This ac power can save various use cases.

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 0D[LPXPSRZHUVXSSO\N:FRQQHFWLQJWR)&9 +LJKUHOLDELOLW\DFFXPXODWHG+RQGDLQYHUWHU
EXVLQHVV +LJKTXDOLW\$&SRZHURXWSXW +LJKJHQHUDOSXUSRVHSURSHUWLHVEDVHG
RQ9/JXLGHOLQH
 8VDEOHLQRXWGRRUDQGHPHUJHQF\

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3RZHUVXSSO\WRVWDQGDUGKRPH

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N9$
避難所等の大型暖房、大型エアコン/DUJHFDSDFLW\KHDWHU
電磁調理器
$LUFRQGLWLRQHU
(OHFWURPDJQHWLFFRRNHU

Maximum
Power
Output+RPH

Emergency
case

Storage
Battery

P-13

These pictures are demonstration activities using the Power Exporter.
Vehicle to Home, Education, amusement and disaster case.
FCV has an additional function compared to conventional vehicle.

3RZHU([SRUWHU'HPRQVWUDWLRQV

１４

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DW6X]XNDHOHPHQWDU\VFKRRO1RYHPEHU

9HKLFOHWR/RDG3RZHUVXSSO\WR0HGLFDOHTXLSPHQWLQWKHFDVHRIGLVDVWHU年月日

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,QWKH&KULVWPDVVHDVRQ)URP'HFHPEHUWR

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LQ.REHDLUSRUW'HFHPEHU

P-14

From now I explain Honda’s FCV development activities.
We began the first known lease marketing of a fuel cell vehicle in December 2,
2002,
and installed the first Honda-built fuel cell stack in 2004.
Following that, lease marketing of the sedan-type FCX CLARITY began in 2008,
and of the CLARITY FUEL CELL in March 2016.

Honda FCV Development

１５

2002.12 FCX

2004.11 FCX

2008.6
FCX Clarity

2016.3&/$5,7<)8(/&(//World First limited
Sales In US and JapanFirst Japanese FCVType certification

Door

2

←

4

Passenger

4

←

←

5

Cold Temp.
Performance

＞0 ℃

-20 ℃

-30 ℃

←
Under hood←

FC L/O

Under floor←

Center tunnel

Separator

CarbonStamped
Metal

←

←

Body

EV-Plus←

New body←

Body Type

Small 2 Box

←

Sedan

←

Range ※

360km

470km

620km

750km

※ Driving in JC08 mode, figure measured by Honda

Honda introduced FCV in 2002, and installed the first Honda-built fuel cell stack in 2004.
Following that, lease marketing of the sedan-type FCX CLARITY began in 2008, and of
the CLARITY FUEL CELL in March 2016.

P-15

39
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

Honda has a basic vehicle design concept. We call the MM concept.
MM means “Man-maximum and Machine-minimum”.
Clarity Fuel Cell is designed based on this concept.
High efficiency package with fuel cell powertrain fitted under hood.
This concept will be able to expand the other type of vehicle in the future.

Clarity Fuel Cell Packaging
１６

MM Concept: Fuel Cell Sedan Package
0DQPD[LPXP0DFKLQHPLQLPXP

Luggage

High-efficiency package with fuel cell
powertrain fitted under hood

Optimal positioning of battery andhydrogen tank realizes comfortable
sedan passenger space

Luggage space large
enough for 3 golf bags

P-16

)XHO&HOO6WDFN'HYHORSPHQW
１７Higher operation current densityᴾ : ᴾ 1.5X
⇒ Reduce cell numberᴾ : ᴾ -30%

WAVE Flow Field Separater
MEA

output density（W/cm2）

Ca

6HSDUDWHU

2006

Cell voltage （V）

An

1.5X

2013

output density （W/cm2）&RRODQW

1.5X

Current density（A/cm2）

Improvement of the toughness
toward impact

2 cells cooling structure

Stack fitted under bonnet

2006 Model

Impact-resistant structure

20% down
1mm

Ａｎ

Coolant

Impact

Ａｎ

ＭＥＡ
Ｃａ

1mm

I explain the compactness technologies of Fuel Cell Stack.
Our cell is constructed by 2 MEAs and 3 separators.
This structure is reduced one separator compared to conventional cell structure.
We improve 1.5 higher operation current density compared to previous model.
This improvement was achieved by control of water behavior in the cell.
And we reduced the cell thickness 20%, so current cell thickness is 1mm.
The other side, we must improve the toughness toward impact,because of front installation.
This connecting bar improve 4 times higher toughness compared to previous
structure.

CoolantＡｎＭＥＡ
ＣａReaction force from
impactConnecting bar

ＣａStack cross-section

Coolant

Cell cross-section

P-17

ＮｅｗᴾＨｏｎｄａᴾＦＣᴾＳｔａｃｋᴾ
１８

Weight output density (kW/kg)

Volume output density of new stack achieved 3.1kW/L (World top class)contributed by higher current density operation and thinner cell structure.
New stack compactness achieved 33% smaller than previous one.

2.0

2013
2006

1.0

2003
1999

0

33% compactness

2001

3.0
1.0
2.0
Volume output density (kW/L)ᴾᴾᵬᶃᶕᴾᵦᶍᶌᶂᵿᴾᵤᵡᴾᵱᶒᵿᶁᶉᴾᵿᶁᶆᶇᶃᶔᶃᶂᴾᵑᵑᵃᴾᶁᶍᶋᶎᵿᶁᶒᶌᶃᶑᶑᴾᶁᶍᶋᶎᵿᶐᶃᶂᴾᶒᶍᴾᴾᴾᴾ
ᴾᴾᶎᶐᶃᶔᶇᶍᶓᶑᴾᶋᶍᶂᶃᶊᵌᴾᵴᶍᶊᶓᶋᶃᴾᶎᶍᶕᶃᶐᴾᶂᶃᶌᶑᶇᶒᶗᴾᵿᶁᶆᶇᶃᶔᶃᶂᴾᶍᶔᶃᶐᴾᵑᵌᵏᶉᵵᵍᵪᵌᴾ

P-18

Fuel Cell Power Train is integrated between BOP,
Voltage control unit and driving motor.
Turbo compressor is used for increasing air pressure.
Driving motor integrated power control unit is redesigned for decreasing theheight.
And voltage control unit installed SiC is located on the fuel cell stack.

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P-19
40
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

This is size comparison between fuel cell powertrain and V6 engine.
Fuel cell powertrain achieve almost same size of V6 engine.

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２０

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P-20

This is the main specification of clarity fuel cell.
5 adult passengers can seat confortable by fuel cell power-train installation
under hood.
And approximately 750km driving range is achieved by 70MPa hydrogenstorage.
Of course, hydrogen filling time is around 3 minutes.

Ｈｏｎｄａᴾ ＣＬＡＲＩＴＹᴾ ᵤᵳᵣᵪᴾᵡᵣᵪᵪᴾ
２１

4,915 x 1,875 x 1,480 mm
Vehicle dimensions
ᴾᴾᴾᴾ
Number of passengers:
5
Driving range (Reference figure) App. 750km (Driving in JC08 mode; figure measured by Honda)
Fuel cell power
More than 100kW
Fuel cell stack power density 3.1kW/L (Figure measured by Honda)
Hydrogen filling time
Around 3 minutes
Hydrogen tank filling pressure 70MPa (700 atmospheres)*1*2*1 Figure measured by Honda after filling at a 70MPa hydrogen station employing standard conditions as specified by SAE standards (J2601). Because thevolume of hydrogen in the tank may differ when filling at hydrogen stations with differing specifications, driving distance may also differ.
Driving distance also varies significantly as a result of the use environment (temperature, traffic congestion, etc.) and the mode of use (sudden takeoffs, airconditioner use, etc.).
*2 Differences in filling pressure and external air temperature may result in differences in filling time

P-21

FCV still need to overcome many issues before they can be considered acommercially viable alternative.
While we have been able to reach a certain level in these green items.
And the other items are required extensive work continuously.
I explain detail in next slide.
Simultaneously, we need the preparation of infrastructure and harmonizationof Global standard.

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P-22

We must concentrate to develop cost reduction and quality control.
Cell production is required at very high accuracy, because stack is composed ofseries connection of several hundred cells.
One cell failure causes stack failure.
However high accuracy is opposite direction for cost reduction.
These 2 items relationship is current dilemma.
And platinum reduction has a negative consequence for performance.
So these three items are tri-lemma.

ᵤᶓᶒᶓᶐᶃᴾᵵᶍᶐᶉᶑᴾ
２３

Cost Reduction
・Use of common materials
・Shortening of production time・Curtail of Precious Material

Durability,
Reliability
・Pt degradation bypotential change・Contamination

Quality Control
・Inspection technology
・Further quality improvement&RQWLQXRXVWHFKQLFDOGHYHORSPHQWLVQHFHVVDU\WR
RSWLPL]HWKHVHEDODQFHVIRUIXUWKHUFRVWUHGXFWLRQ

P-23

41
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

This is Hydrogen Refueling Station deployment situation all over the World.
In US, only California state increases the Stations.
And Germany established the company for Hydrogen station named H2Mobility for acceleration of this activities.
Japan is most aggressive activities for preparation.
Japan established the similar company of H2-Mobility in March 2018. named
JHyM.
And current 101 stations are operating.

ᵦᶗᶂᶐᶍᶅᶃᶌᴾᵰᶃᶄᶓᶃᶊᶇᶌᶅᴾᵱᶒᵿᶒᶇᶍᶌᴾᵆᵦᵰᵱᵇᴾᶎᶐᶃᶎᵿᶐᵿᶒᶇᶍᶌᴾ
ᴾ

２４ᵱᶁᵿᶌᶂᶇᶌᵿᶔᶇᵿᴾᴾ
ᵮᶊᵿᶌᶌᶇᶌᶅᴾᶒᶆᶃᴾᶎᶐᶃᶎᵿᶐᵿᶒᶇᶍᶌᴾᶍᶂᴾᵦᵰᵱᶑᴾ
ᶒᶍᴾᶇᶌᶒᶐᶍᶂᶓᶁᶃᴾᵤᵡᵴᶑᴾᴾᴾᴾᵦᵐᵋᵫᶍᶀᶇᶊᶇᶒᶗᴾ（ᵳᵩᵊᴾᵤᶐᵿᶌᶁᶃ）ᴾᴾ
ᴾᵨᵿᶎᵿᶌᴾ

ᵦ２−Mobility（ᵥᶃᶐᶋᵿᶌᶗ）ᴾᵱᶒᵿᶐᶒᶃᶂᴾᶒᶆᶃᴾᶇᶌᶔᶃᶑᶒᶇᶅᵿᶒᶇᶍᶌᴾᶍᶄᴾ
ᶇᶌᶒᶐᶍᶂᶓᶁᶒᶇᶍᶌᴾᶑᶁᶃᶌᵿᶐᶇᶍᴾᶍᶄᴾᵤᵡᵴᶑᴾ
ᵿᶌᶂᴾᵦᵰᵱᶑᴾᴾ
ᴾᵮᶊᵿᶌᶌᶇᶌᶅᴾᵏᵔᵎᴾ
ᵦᵰᵱᶑᴾᵿᶐᶍᶓᶌᶂᴾᶒᶆᶃᴾᵒᴾᶀᶇᶅᴾᶁᶇᶒᶇᶃᶑᴾᵳᶌᶒᶇᶊᴾᵐᵎᵐᵎᴾᵮᶊᵿᶌᶌᶇᶌᶅᴾᵒᵎᵎᴾ
ᵦᵰᵱᶑᴾᶎᶐᶃᶎᵿᶐᵿᶒᶇᶍᶌᴾᶓᶌᶒᶇᶊᴾᵐᵎᵐᵑᴾᵡᶓᶐᶐᶃᶌᶒᴾᵘᴾᵓᵎᴾᴾᵡᶓᶐᶐᶃᶌᶒᴾᵱᶒᵿᶒᶓᶑᴾᵭᶎᶃᶐᵿᶒᶇᶍᶌᴾᵘᴾᵏᵎᵎᴾ

ᴾᵡᵿᶊᶇᶄᶍᶐᶌᶇᵿᴾᵳᵱᴾ
ᵮᶊᵿᶌᶌᶇᶌᶅᴾᵏᵎᵎᴾ
ᵦᵰᵱᶑᴾᶎᶐᶃᶎᵿᶐᵿᶒᶇᶍᶌᴾᶓᶌᶒᶇᶊᴾᵐᵎᵐᵎᵌᴾ
ᵡᶓᶐᶐᶃᶌᶒ：ᵑᵖᴾᵱᶃᶔᶃᶐᵿᶊᴾᶁᶍᶓᶌᶒᶐᶇᶃᶑᴾᶑᶒᵿᶐᶒᴾᶒᶍᴾᶎᶐᶃᶎᵿᶐᶃᴾᶒᶆᶃᴾᵦᵰᵱᶑᴾᶄᶍᶐᴾᶇᶌᶒᶐᶍᶂᶓᶁᶒᶇᶍᶌᴾᶍᶄᴾᵤᵡᵴᶑᵌᴾᴾᵨᵿᶎᵿᶌᴾᶇᶑᴾ
ᶋᶍᶑᶒᴾᵿᶅᶅᶐᶃᶑᶑᶇᶔᶃᴾᵿᶁᶒᶇᶔᶇᶒᶇᶃᶑᴾᶁᶍᵋᶍᶎᶃᶐᵿᶒᶇᶌᶅᴾᶀᶃᶒᶕᶃᶃᶌᴾᶅᶍᶔᶃᶐᶌᶋᶃᶌᶒᴾᵿᶌᶂᴾᶇᶌᶂᶓᶑᶒᶐᶗᵌᴾ

P-24

I like to explain recent activities in Japan.
In 2013, prime minister Abe announced the importance of hydrogen for energy
security.
And ministry of Economy, Trade and Industry (METI) issued the hydrogen andfuel cell road-map in 2014.
And Japanese cabinet approved Japan Hydrogen Basic Strategy in December
2017.
Numerical targets for FCV and Hydrogen Station are set in this road-map.
And this road-map is indicates not only FCV targets, but also mass market
introduction to market for base load contribution.

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ᵐᵎᵏᵑᴾ

ᵐᵎᵏᵒᴾ

ᵐᵎᵏᵓᴾ

ᵨᶓᶌᶃᴾᵨᵿᶎᵿᶌᴾᶐᶃᶁᶍᶌᶑᶒᶐᶓᶁᶒᶇᶍᶌᴾᶑᶒᶐᵿᶒᶃᶅᶗᴾᵦᶗᶂᶐᶍᶅᶃᶌᴾᵤᶓᶃᶊᴾᵡᶃᶊᶊᴾ
ᵱᶒᶐᵿᶒᶃᶅᶇᶁᴾᵰᶍᵿᶂᵋᵫᵿᶎᴾᵐᵎᵏᵔᴾ

ᵨᵿᶌᶓᵿᶐᶗᴾᵘᴾᵫᵧᵰᵟᵧᴾᶕᵿᶑᴾᴾ
ᶂᶃᶊᶇᶔᶃᶐᶃᶂᴾᶒᶍᴾᵡᵿᶀᶇᶌᶃᶒᴾᴾ
ᵭᶄᶄᶇᶁᶃᵌᴾᴾ*RYHUQPHQWVXSSRUWVWRFRQVWUXFWWKH6RFLDO,QIUDVWUXFWXUHIRU
)&9XQWLO+\GURJHQFRQWULEXWHVWR(QHUJ\6HFXULW\and CO” Reduction.

ᵐᵎᵏᵕᴾ

２５

ᵫᵿᶐᶁᶆᴾᵢᶃᶁᶃᶋᶀᶃᶐᴾᵦᶍᶌᶂᵿᴾlaunched “Clarity
Fuel Cell” ᶇᶌᴾᵫᵿᶐᶁᶆᴾᵏᵎᵊᴾᵐᵎᵏᵔᵌᴾᴾᵟᶌᶂᴾᶒᶆᶃᴾᶄᶇᶐᶑᶒᴾᴾ
ᵨᵿᶎᵿᶌᴾᵦᶗᶂᶐᶍᶅᶃᶌᴾᵴᶃᶆᶇᶁᶊᶃᴾᶂᶃᶊᶇᶔᶃᶐᶃᶂᴾᶒᶍᴾᵫᵣᵲᵧᵌᴾ
ᵠᵿᶑᶇᶁᴾᵱᶒᶐᵿᶒᶃᶅᶗᴾᴾ
ᴾᵰᶃᶔᶇᶁᶃᴾᶍᶄᴾᶒᶆᶃᴾᵦᶗᶂᶐᶍᶅᶃᶌᴾ

ᵤᶓᶃᶊᴾᵡᶃᶊᶊᴾᵱᶒᶐᵿᶒᶃᶅᶇᶁᴾᵰᶍᵿᶂᵋᵫᵿᶎᴾ

Government support

Private companies※ 経済産業省“水素・燃料電池戦略ロードマップ”より抜粋し作成

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&&6、再エネ由来の水素製造実証

P-25

New “Hydrogen Council” launched on January/2017 at Davos.
Collaboration and promotion of Hydrogen related activities among global
industries are also important.
This council was founded by 13 companies and current participants are 39
companies.

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SOURCE: Hydrogen Council: IEA ETP Hydrogenand Fuel Cell CBS; National Energy Outlook 2016

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Honda and GM collaborate on developing fuel cell systems for the next
Generation FCVs around 2020, and produce in one factory.
Our development policies are one team, equal & fair relation and joint learning.
These policies are very important for a successful collaboration.

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&ROODERUDWLRQ&RQWUDFW（-XO\）

Key1

One team

Key2 Equal ＆ fair㻌 relation

Key3

Joint learning$QQRXQFHPHQWRI-RLQW9HQWXUH
２７
HVWDEOLVKPHQW（-DQXDU\ ●%URZQV7RZQ（0,）

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Fuel Cell System
Manufacturing, LLC+RQGDDQG*0FROODERUDWHRQGHYHORSLQJIXHOFHOOV\VWHPVIRUWKHQH[W*HQHUDWLRQ)&9VDURXQGDQGSURGXFHLQRQHIDFWRU\$OVRHVWDEOLVKHG-RLQW9HQWXUH )XHO&HOO6\VWHP0DQXIDFWXULQJ//& LQ%URZQVWRZQ0,86
DQGWKHIXHOFHOOV\VWHPWKDWWKHFRPSDQ\SURGXFHVZLOOEHLQVWDOOHGLQ)&9VWKDWERWKFRPSDQLHVUHOHDVH

P-27

42
Honda Y-E-S Forum 2018

Presentation from Industrial Sector

Regarding the perspective of Fuel cell commercialization, we will be addressing
cost reduction for FCV expansion.
And also addressing realization of competitive hydrogen price as the expectedbusiness opportunity for the future.

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ᵐᵎᵎᵐ～ᴾ

２８ᵡᶍᶋᶋᶃᶐᶁᶇᵿᶊᶇᶘᵿᶒᶇᶍᶌᴾ

ᵐᵎᵎᵖ～ᴾᵐᵎᵏᵓᴾ

Honda launched “Clarity Fuel Cell” in March 10,
2016. And the first Vehicle delivered to METI in
March 17.

Collaboration with
GM toward 2020
（July 2, 2013)ᵐᵎᵐᵎᴾ

ᵐᵎᵐᵓ～ᴾ■ᵱᵿᶊᶃᶑᴾᶃᶖᶎᵿᶌᶑᶇᶍᶌᴾ
ᴾ ・ᵟᶄᶄᶍᶐᶂᵿᶀᶊᶃᴾ
ᴾᴾᴾᴾᶎᶐᶇᶁᶃᴾ

■ᵣᶖᶎᵿᶌᶑᶇᶍᶌᴾ
ᴾ ・ᵡᶍᶑᶒᴾᶂᶍᶕᶌᴾᵤᵡᵶᴾᵡᶊᵿᶐᶇᶒᶗᴾ‘05M FCXᴾ‘03M FCXᴾ■World’sᴾᴾᶄᶇᶐᶑᶒᴾᵤᵡᵣᵴᴾ

■ᵲᶃᶁᶆᶌᶍᶊᶍᶅᶗᴾ
ᴾᴾᴾᴾᶇᶋᶎᶐᶍᶔᶃᶂᴾ
ᴾ ・ᵡᶍᶊᶂᴾᶑᶒᵿᶐᶒᴾᶓᶎᴾ

■ᵱᵿᶊᶃᶑᴾᶒᶍᴾᶅᶃᶌᶃᶐᵿᶊᴾᶎᶓᶀᶊᶇᶁᴾ
ᴾ ・ᵡᶍᶑᶒᴾ
ᴾ ・ᵮᶐᶍᶂᶓᶁᶒᶇᶍᶌᴾᶏᶓᵿᶊᶇᶒᶗᴾ
ᴾ ・ᵫᶍᶐᶃᴾᶂᶐᶇᶔᶇᶌᶅᴾᶐᵿᶌᶅᶃᴾ

■ᵣᶖᶎᵿᶌᶂᶇᶌᶅᴾᶍᶄᴾᵿᴾᵪᶃᵿᶑᶃᴾ
ᴾ ・ᵮᶃᶐᶄᶍᶐᶋᵿᶌᶁᶃᴾ
ᴾ ・ᵢᶓᶐᵿᶀᶇᶊᶇᶒᶗᴾ
ᴾ ・ᵢᶐᶇᶔᶇᶌᶅᴾᶐᵿᶌᶅᶃᴾ

Announce the establishment
of JV company with GM in US（January 30, 2017）ᵲᶆᶃᴾᶇᶋᵿᶅᶃᴾᶍᶄᴾᶆᶗᶂᶐᶍᶅᶃᶌᴾᶇᶌᶄᶐᵿᶑᶒᶐᶓᶁᶒᶓᶐᶃᴾᶂᶃᶎᶊᶍᶗᶋᶃᶌᶒᴾᴾ/DXQFKWKH&/$5,7<)8(/&(//LQ0DUFK
([SDQVLRQWKH)&9FROODERUDWHGZLWK*0 WHFKQRORJ\DQGVFDOHPHULW LQ
1HFHVVDU\IRUFRRSHUDWLRQRI+\GURJHQ5HIXHOLQJ6WDWLRQWRZDUGWKH)&9H[SDQVLRQ

P-28

This is summary.
Hydrogen is very promising energy for low CO2 emission community.
Vehicle electrification is the main pathway toward the future.
Honda works hard toward the hydrogen society based on concept of “Generate”,“Use” and “Get connected”.
Honda continuously tackle to reduce cost and to establish the quality control.
And in order to expand FCV, we need hydrogen station preparation andharmonization of Global standard.

6XPPDU\
２９ )RUORZ&2HPLVVLRQFRPPXQLW\+\GURJHQLVYHU\SURPLVLQJHQHUJ\EXIIHURIHDVLO\FRQYHUWLQJWRHOHFWULFLW\ 9HKLFOHHOHFWULILFDWLRQLVWKHPDLQSDWKZD\WRZDUGUHGXFHG  JUHHQKRXVHJDVHVDQGDVKLIWWRDOWHUQDWLYHUHQHZDEOH   VRXUFHVRIHQHUJ\
 +RQGDZRUNSRVLWLYHO\WRGHYHORSWKHYDULRXVWHFKQRORJLHVWRUHDOL]HWKHIXWXUHK\GURJHQVRFLHW\EDVHGRQFRQFHSWRI
“Generate”, “Use” and “Get Connected”.
 Honda delivered New Fuel Cell Vehicle named “CLARITY FUEL
CELL” from the March of 2016 and must FRQWLQXRXVO\WDFNOHWRUHGXFHFRVWDQGWRHVWDEOLVKTXDOLW\FRQWUROWRZDUGWKHIXWXUHFRPPHUFLDOL]DWLRQ $FRQFHUWHGHIIRUWDPRQJUHODWHGLQGXVWULHVFRPSDQLHVWKHHVWDEOLVKPHQWRIJOREDOVWDQGDUGVDQGWKHFUHDWLRQRIDK\GURJHQUHIXHOLQJLQIUDVWUXFWXUHDUHDOVRUHTXLUHGLI)&9VDUHWREHPDUNHWHGDVVFKHGXOHGVWDUWLQJ


P-29

P-30

43
Honda Y-E-S Forum 2018

Poster Exhibition from Industrial Sector
Guided by Mr. Yosuke Fujii, Honda R&D Co., Ltd.

HONDA CLARITY FUEL CELL
Hydrogen society concept
wind

water

solar

Honda Development History

biomass

1996

2000

2002

2004

SHS0

SHS1

2008

2010

2012

2016

2013

Prototype

UUseseFundamental Research

SHS2

Generate

SHS0(2002～2003) SHS1(2003～2009)

SHS2(2010～)＠LA (2012～)＠JPN(2012～)＠JPN

Mobile Inverter

EX500 Inverter

V2H 2013～) V2L 2014～)((

Get connectedconnected
Get

CLARITY FUEL CELL
Luggage■Compact fuel cell system and drive unit

■Specification

Voltage Control Unit
Increases stack voltage todrive motor at high voltage
Use of SiC power module
enables size reduction withincreased power output

Fuel Cell Stack

Hydrogen
supply systemAirsupply system

Power Control Unit
integrated with drive
motor and gearbox

Electric turbo
compressor
Air supply pressure: 1.7X
previous model■Fuel Cell Stack development

2.0

An

2013
2006

1.0

2003

33% compactness

Ca

Separator

2 cells cooling structure
2006 Model

2001
1999

20% down
Ａｎ

1mm

0

Higher current density : 1.5X
⇒ Reduce cell number : -30%

MEA

Coolant

3.0
1.0
2.0
Volume output density (kW/L)

Coolant

Ａｎ

ＭＥＡ
Ｃａ

1mm

Weight output density (kW/kg)

WAVE Flow Field Separator

CoolantＡｎＭＥＡ
ＣａCell cross-section

44
Honda Y-E-S Forum 2018

Ｃａ

Coolant

Improvement of the toughness
toward impact

Poster Exhibition from Industrial Sector
Guided by Mr. Yosuke Fujii, Honda R&D Co., Ltd.

Smart Hydrogen Station (SHS)& Power Exporter 9000
SHS
■ Simple ・1 day installation connected water and electricity■ Small・Small package type （10ft Container 3m×2.5m）■ Sustainable
・Hydrogen production from Renewable energy

and the other low carbon power generation torealize the local energy production for local
consumption according to characteristics of region
Hydrogen storage(40MPa)High Pressure
Electrolysis Stack

Dispenser

High pressure
electrolysis system

Storage : High Pressure Tank

■Specification

Current collector

Tensile Stress＜ Creep Stress

35 MPaH2

H2

Cathode Catalyst+
O2 ，H2O

H2O

Atmospheric pressure■Specification■Maximum power supply 9kW connecting
AC100V 3kVA
to FCV■High reliability accumulated Honda inverter Power supply to standard homebusiness
Single phase 3 lines■High quality AC power output
100/200V 6kVA
■High general-purpose properties based
避難所等の⼤型暖房、⼤型エアコン
Large capacity heater,on V2L guideline
電磁調理器
Air conditioner■Usable in outdoor and emergency

9kVA

H2

MembraneH+

Anode Catalyst

Power Exporter 9000

H2

Tensile stressProton exchange
membraneCurrent collector

35MPa

H 2O

O2

■Demonstration with CLARITY

Vehicle to Home demonstration in
Kita-Kyushu from October 7, 2016

Electromagnetic cooker

Education for Vehicle to Load to children
at Suzuka elementary school
November 23, 2016

Maximum
Power
OutputVehicle to Load : Power supply to Medical
equipment in the case of disaster
December 3rd , 2016

Home

Emergency
case

Storage
Battery45
Honda Y-E-S Forum 2018

Clarity Fuel Cell supply electricity to hugeXʼmas tree in the Christmas season.
From December 1 to 25, 2016
Participation of Kink-area
DMAT block event.
Clarity Fuel Cell supply electricity
to SUC office in Kobe airport.
December 17, 2016

Keynote Speech

Keynote Speech 1

Prof. Yoshihiro Suda

Professor, Advanced Mobility Research Center,
Institute of Industrial Science, The University of Tokyo

Next Generation Mobility by Automated Driving —Implementation by Establishment of Ecosystem
Good afternoon, ladies and gentlemen. Thank you very much for the
introduction. Also, I very appreciate your invitation for the keynote speech
today. And also, welcome to the University of Tokyo. So, I belong to the Instituteof Industrial Science in Komaba Campus. However, in the graduate school, I wasworking with the Hongo Campus. And this building belongs to the Graduate
School of Interdisciplinary Information Science. So, I am a mechanical engineer,but in the secondary graduate school, I belong to here. I’m very familiar withthis building, so welcome. So today, I’d like to talk about the next generation
mobility by automated driving system. So automated driving is now very
popular technology. So, I’d like to talk about this system. How to implement. How
to establish in the real world. So, I’d like to talk about that it is very important toestablish the ecosystem.

First, I’d like to talk about sustainable transportation. Maybe this is the topic of
this symposium. So, low emission, energy saving, of course, important. Of course,
the transportation system, the safety and security is very, very important. And
two, target. This is, just little bit negative implementation. So negative effectshould be zero. So, I said the third target is comfort and healthy to keep thesustainable transportation, comfort and healthy, very important. Unfortunately,in Japan, we have very many disasters. Today and yesterday, I saw very heavy
rain in the western part of Japan. And also, two weeks ago, a big earthquake
in Osaka area. So anti-disaster and emergency is very, very important for thetransportation system. And another point in Japan is the social change for theageing society. And also, another point, 2020 Tokyo Olympics and Paralympics
will be held. So, for that time, connected and automated driving systems shouldbe implemented for the future mobilities.

47
Honda Y-E-S Forum 2018

July 7, 2018

Next generation mobility
by automated driving―Implementation by establishmentof ecosystem
Prof. Yoshihiro SUDA
Director of UTmobI, The University of Tokyo
Advanced Mobility Research Center(ITS Center)
Institute of Industrial Science,
The University of Tokyo

1

Sustainable Transportation
 Low Emission & Energy Saving
 Safety & Security
 Comfort & Healthy
 Anti- disaster & Emergency
 Social Changes for Aging Society

Connected and Automated drivingfor 2020 Tokyo Olympic & Paralympic
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

2

Keynote Speech 1

And another point is intelligent transport system, that is very important, thatis ITS. So, integration and the synthesis in the transportation systems. So,
transportation system has three major components: passenger, or driver; theinfrastructure; and the vehicle itself. So, in the railway system, these — human,
infrastructure, vehicle — is connected in one operator. However, in the roadtraffic in the past, this is very independent. This is very free for transportation.
However, this is a problem for road congestion and road safety and so on. So,
using communication technologies, this integration is a very important thing
to establish sustainable transportation systems. And nowadays, the ITS target is
now the establishment of the automated driving systems.

So, background. The University of Tokyo, Institute of Industrial Science, ourInstitute, established the Advanced Mobility Research Center to integrate
infrastructure, vehicle, and communication technologies. A total of elevenprofessors from mechanical, electrical, and civil engineering department. And
many collaboration members from Japanese universities have joined. And
Professor Morikawa, also very nice collaborator.
And also, we have many collaborations with government and industries, and invery, very hot topics that challenge to mobility innovations. So, we established
Mobility Innovation Collaborative Research Organization at the Universityof Tokyo. So, the Institute of Industrial Science, Graduate School of Frontier
Sciences, and Center for Spatial Information Science were established there thisJuly. Just born, in Kashiwa Campus, not here in Hongo.

So, the ecosystem, maybe you, maybe people recently know about thisecosystem. So, in the ecosystem, economic, and IT society, the company and theorganization widely coexist with harmony. So originally, ecosystem means the
biological term. However, in this era, “ecosystem” is used for the actual economic
systems. So, implementation for the automation, automated driving system are
not only the technology, but also academia and industry. So maybe acceptance,social acceptance for the user, some kind of insurance and demonstrations,and ICT platform, and the transporter, and so on. So, all these partners arecommitted that can get the benefit. There’s a need for the ecosystem to enjoysocial acceptability. So, nowadays, this is a very important thing.

The automated driving system, what is this? So, human drivers. We are doing
the monitoring, judgment, and operations. Operations itself with automation isa little bit easy. So usually, cruise control and lane keeping assist, such assistantsystems are now in commercial use. However, the monitoring and judgment,very difficult in the industry. However, recently, with big data, AI, IoT, and suchnew technology, is possible to realize automation in monitoring and judgment.
In the future, full automation should be possible.

ITS :Intelligent Transportation Systems
Integration & Synthesis

Driver &Passenger

Road &
Track

VehicleInstitute of Industrial Science, the University of Tokyo

SUDA Lab.

3

Establishment of Advanced
Mobility Research Center
Institute of Industrial Science established in April, 2009
by activities of our group since 2003.
From April, 2014, the second term was started.
 11 Professors form Mechanical, Electrical and Civil
Engineering Departments
 Many Collaborative members from Japanese University,
Government and Industry
 International Collaborations
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

4

Ecosystem for automated driving
In the economic and IT society, companies and organizations arewidely co-existence with harmony
Academic
research・University
・Research institute

Industry
Theology

Insurance

User
・Driver・Pedestrian & other road user

Responsibility ofaccident
Product liability

Automation

OEM
Supllyer

Service
Mobility provider

Admiration

ICT
Platform

Transporter
・Logistics home delivery
Garbage collection

Road and Transportmanagement
Regulation

IoT Software AI

All of these partners are committed, that can benefit.
There is a need for ecosystem that ensures social acceptability
Acceptability evaluation, it is necessary to take into account the ecosystem
Society 5.0

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

5

Progress to automated or self-driving
Traffic
Environment

ManualDriving
MonitorMonitor

Judgment

Judgment

Operation

Operation

Assistance/
Partialautomation

Operation

Full
Automation

B/D

Monitor& Connected

Judgment

Driving tast :from Human driver to system
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

6

48
Honda Y-E-S Forum 2018

Keynote Speech 1

So that worldwide the automation level is defined with 6 grades. Level 0, 1,
2, 3, 4, 5. So level 0 is manual driving, no automation. Level 1 is one possible
source, such as cruise control. And Level 2 is usually nothing to do with thedriver. However, the monitoring is very important for the driver. So, in this area,
the responsibility of the driving is the driver. However, the Level 3, the maintask is free for the driver. So, the automobile itself should be responsible forthe monitoring, judgment, and operations. So, no need, no necessity for thedriver. However, if something happens, it should be taken over by the driver.
This is Level 3. This is very difficult. And you need the precious human-machineinterface. However, the high automation — in such a case, all of the driving
systems should be made by the automation. No responsibility for the driver. So,
our target is Level 4 or higher. It’s a very important thing for the next generation
people. And Level 5, full automation everywhere. It is possible. Level 4 is limited
area. This is the difference.

So, I’d like to show the figure, like this. So, implement, in the area, in the target inthis area, where to the operation of the automation. Level 1, 2, 3, 4. In this area, it
is possible under the existing regulations and now commercial use, commercial
product. However, in this area, Level 3 or higher is limited. The operational
design domain is a limitation of the highway research that we saw.

The Truth about “Self-Driving Carｓ By S. Shladover
Scientific
American2016.June
Instituteof Industrial
Science, the University of Tokyo SUDA Lab.

7

11

Automated Driving:
Progress scenario
Level of AV

Fullautomation

5

High
automation

4

Conditional
automation

3

Partialautomation

2

Driverassistance

1

ODD：
Operational Design Domain
Limited on Hihgway etc.

Can be realized with existing
regulation
Commercial productImprovement / Expansion of target environment

Source: http://www.sip-adus.jp/wp/wp-content/uploads/cao_2016_cao1-11_01.pdf

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

8

So, in this moment, it’s not permitted to have driverless car systems by the
Geneva or Vienna Convention on Road Traffic. However, nowadays we areplanning to try these conditions.

12

Automated Driving:
Progress scenario
Level of AV

Fullautomation

5

High
automation

4

Conditional
automation

3

Partialautomation

2

Driverassistance1

No permitted of driverless car,system driving
byGeneva or Vienna Convention on Road Traffic
Can be realized with existing
regulation
Commercial productImprovement / Expansion of target environment

Source: http://www.sip-adus.jp/wp/wp-content/uploads/cao_2016_cao1-11_01.pdf

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

9

For the future of automation, the possibilities are divided two ways. Passenger
car, your usual passenger car, now Level 1, Level 2 in this stage. So manyengineers and the car industry are striving to establish widely expanded. And
now Level 3 is the next target. However, the next Level 3 is little bit difficult
for the human-machine interface. So, now, another possibility is now coming.
That is Level 4, high automation with the driverless operations in very limitedareas. Limited route, limited area, and limited time. So, it’s easy to know, easy
to establish that no human-machine interface with the driverless operation. So,
what is the difficulty?
Now, I’d like to show these conditions.

49
Honda Y-E-S Forum 2018

Shared10

Keynote Speech 1

So, one possibility for domestic applications is platform truck operations. The
leading car, human driver. However, trailing car, trailing truck has driverless
operation. This is one of the possibilities. And another possibility is very lowspeed operation and small cars in limited areas.

Shared11

So, if such a system is established, the mobility condition will be changed.
Nowadays, mobility as a service concept is widely accepted for transportation
areas. In this moment, in this present time, the manual operation, owned society.
However, in the future, the automated self-driving, or shared mobility.
So automotive industry like this and another on-demand operator or newcomer,
like this.

0RELOLW\DVD6HUYLFHDQG
VRFLDOFKDQJH$XWRPDWHGRUVHOIGULYLQJ$XWRPRWLYHLQGXVWU\)XWXUHRZQHG

sharedVKHDUHG
3UHVHQW

2QGHPDQGRSHUDWRU
QHZFRPHUPDQXDO,QVWLWXWHRI,QGXVWULDO6FLHQFHWKH8QLYHUVLW\RI7RN\R68'$/DE

12

And also present public transportation operators should try to automate. So, inthe future, three operators are thinking about this future.

shared13

So automated bus operation needs social acceptance. So, service by mobility
provider and the flexible capacity and the merit of the infrastructurecommunications with V2V, V2I and the advance technology under limited areain the route for the infrastructure.

Automated Bus Operation forSocial Acceptance Service by Mobility ProviderRegulation, insurance, maintenance, operation

 Flexible capacity

ART or BRT for urban transport

Small cabin for underpopulated areas

 The other merits

V2V and V2IAdvanced technology
 Limited area and route for infrastructureInstitute of Industrial Science, the University of Tokyo

SUDA Lab.

14

50
Honda Y-E-S Forum 2018

Keynote Speech 1

So, this is the ecosystem for the automated bus systems. So many not technicalareas, business, and operation users. Now very, very attractive systems.

Ecosystem for Automated Bus Service
Bus
OpeatorTechnologies

Infrastructure
Safety Monument &Insurance
Regulation

Local
Government

Other road user

Designer
Planner

Automated Bus System

Business

Fare & payment system

OEM
Supplier
Institute
University

Acceptance

Information and booking

User

Platformer and Organizer have important role to achieve
ecosystem as final goal in collaboration with SIP-adus.
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

15

So, we are now doing field operation tests for the technological issues, for thesafety, reliability, and cyber security, and also social acceptance, business model,
legal issues, and user acceptance.

Field operation test Technological issues:

SafetyReliability
 Cyber security

Proving Ground Social acceptance

Public Road

Business model
Legal issuers: Civil law
 Criminal law
 Administrative lawUser acceptanceInstitute of Industrial Science, the University of Tokyo

SUDA Lab.

16

And also, we are working with the proving ground for the testing in the Universityof Tokyo, in Kashiwa Campus. We established a proving ground.

The University of TokyoIIS Chiba Experiment Station
constricted ITS R&R Experiment Fields at Kashiwa
Proving Ground

Traffic light
April in 2017 open

Chiba Test track 2.0
University-Industry Collaboration ：Advanced Mobility Research Center (ITS Center)＋ Automobile, Railway, Transit, Road Operator
Collaboration Study
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

17

Nowadays, we are some trying to the automated bus system in Kashiwa Campus
like this.

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

18

51
Honda Y-E-S Forum 2018

Keynote Speech 1

Automated Bus Test Run

Co-operation： Advance Smart Mobility, SB Drive

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

19

And in our system, not in the proving ground, last year, we tried, in Okinawa
Prefecture, the automated bus in Ishigaki Island.

Okinawa Automated Bus Experimenton Public Road in March 2017

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

20

Ishigaki island
2017.6.25-7.8

Collaborative operation with traffic light
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

21

So, we are now testing. So driverless, automated driving system in the publicroad.
And in the rural areas, it’s possible to use the infrastructure magnetic marker
systems like this. So, in rural areas, some passenger car is a social acceptance.
And also, automated driving systems in the snowy conditions in the Hokkaidoarea.

2016 Guideline for automated driving test on public roadby National Police Agency

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

22

52
Honda Y-E-S Forum 2018

Keynote Speech 1

Roadside station based
automated bus operation test

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

23

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

24

Magnetic marker
2m interval on road center
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

25

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

26

53
Honda Y-E-S Forum 2018

Keynote Speech 1

Automated Driving on Snow

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

27

So, in the snowy conditions, the automated system is also tried.

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

28

And finally, driverless operation tests were held in Haneda areas. So, ANA and SB
Drive tried this challenging system for the driverless operation in the public road.
So, you can see, no driver in the seat. So, fortunately, the National Police Agency
accepted this route for the test for a public road with driverless operations witha remote operator, driverless as a condition. So, no driver. Remote driver. And it’s
possible to turn right safely.

Driverless Operation Test on
Public Road
February 25, 2018 @Haneda

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

29

Driverless Operation Test on
Public Road
February 25, 2018 @Haneda

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

30

54
Honda Y-E-S Forum 2018

Keynote Speech 12017 Rule for tests of automated driving (L4) anddriverless with remote operator on public roadby National Police Agency

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

31

2017 Rule for tests of automated driving (L4) anddriverless with remote operator on public roadby National Police Agency

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

32

And also, the small bus operation like this.

Level 4 Driverless bus on roadof public park
(Shiba park Tokyo)
2017.7.17-23

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

33

This bus concept is unfortunately not Japanese, but a French venture company
made this bus. This has no driver seat, no steering wheel, no accelerator, andno pedal for the brake. However, this is possible. In the future mobility, such asystem should be implemented.

What are the responsibilities of other traffic participants such aspedestrians?
Is it possible to rule that other traffic participants should not interferewith automated driving?
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

34

55
Honda Y-E-S Forum 2018

Keynote Speech 1

In concluding remarks, business ecosystem mobility as a service is an important
issue for automated driving systems as next-generation mobility. Level 4 is
expected for social needs. Nowadays, field operation tests are also conductedon public roads. And also, technological evaluations and social acceptance are
now under testing.

Concluding Remarks
 Business eco-system, mobility as a service

are important issue for automated driving
system as next generation mobility
 Level 4 is expected for social needs
 Filed operational tests are conducted inJapan on public road until Level 4.
 Technological evaluations and social
acceptance are now under testing.
 Legal solutions for actual business operations
Institute of Industrial Science, the University of Tokyo

SUDA Lab.

35

Thank you very much for the kind attention.

Thank you very much for kind attention!

Institute of Industrial Science, the University of Tokyo

SUDA Lab.

36

56
Honda Y-E-S Forum 2018

Keynote Speech 2

Prof. Takayuki Morikawa

Professor, Institutes of Innovation for Future Society,
Nagoya University

Advanced Traffc Management by Connected Cars
Thank you very much for your kind introduction. I’d like to thank Honda
Foundation for providing me with this opportunity. So, this afternoon, I’d like totalk about connected cars, because I knew that Professor Suda would talk aboutautonomous driving, so I’d rather avoid talking about autonomous vehicles. I’dlike to talk about connected cars. Of course, I’d like to touch a little bit aboutautonomous driving.

Honda Y-E-S Forum 2018

Advanced Traffic Management
by Connected Cars
Takayuki Morikawa

Professor
Institutes of Innovation for Future Society
Nagoya University
July 7, 2018

1

So, now, let me start from the revolutions, both in industry and mobility. Let
me start from Industry 1.0 and Mobility 1.0. Of course, everybody knows that
the Industrial Revolution started in the U.K. Mechanization by engines, and at
the same time transportation — vehicles, actually — get engines. Of course, it
started from the steam engine, then internal combustion engine. And around
1900, industry 2.0 and mobility 2.0, mass production by electrification andmotorization. Actually, at that time, in the U.S., Ford Motor Company introduced
the Ford Model T. That is the starting point of motorization. And around 1980,
industry 3.0 — automation by computers — and mobility 3.0 by ITS, as Professor
Suda mentioned. Now we are expecting industry 4.0 and mobility 4.0, and actual
starting time will be around 2020. And industry 4.0 — actually, this term camefrom Germany. It is said that intellectual machines with ICT, provided with IoT
automated machines, that it can release human beings from unskilled labor. So,
it’s parallel to the industry 4.0. Within the era of mobility 4.0, probably we can get
intellectual vehicles with ICT. Connected vehicles like IoT, autonomous vehicle
like automated machines, then it can release human beings from driving.

57
Honda Y-E-S Forum 2018

The 4th Revolution in Industry and Mobility
Years
1800～

Industry
Industry 1.0
Mechanization by engines

1900～

1980～

Transportation vehicles with engines

Industry 2.0

Mobility 2.0

Mass-production byelectrification

Motorization

Industry 3.0

Mobility 3.0

Automation by computers
2020～

Mobility
Mobility 1.0

ITS

Industry 4.0

Mobility 4.0

Intellectual machines with ICTIntellectual vehicles with ICT• IoT• Automated machines• Release human beings fromunskilled labor• Connected vehicles• Autonomous vehicles• Release human beings from driving

22Keynote Speech 2

So now, it is said that there will be changes in the manners of driving and owningcars by mobility 4.0.
Since autonomous cars are more expensive than conventional ones, they may
not be owned privately as many as in the current situation. That’s maybe badnews for car manufacturers. But at the same time, connectedness makes it easier
to share vehicles and ride, and also cuts the cost of mobility. Then, the ultimate
mobility, which enables people to call up a car when necessary, be driven to thedestination, and release it there — that’s ultimate mobility — will be realizedby autonomous-car-sharing in near future. That is actually shown in Professor
Suda’s diagram up there. The current situation is here, shared autonomousvehicles was there.

And probably you’ve heard this term, C-A-S-E, CASE. C stand for Connected,
Autonomous, Servicized or Shared, and Electric. That’s the key word for nextgeneration cars. And in that era as an infrastructure, “Dynamic Map” I think is theinfrastructure for connected cars and can be utilized in autonomous driving andshared mobility.

Changes in the Manners of Driving and Owning
Cars by Mobility 4.0• Since autonomous cars are more expensive thanconventional ones, they may not be owned privately as
many as in current situation.
• Connectedness makes it easier to share vehicles andride and also cut the cost of mobility.
• The ultimate mobility, which enables people to call up a
car when necessary, be driven to the destination, andrelease it there, will be realized by autonomous-carsharing in near future.

3

3

CASE and Dynamic Map• “C A S E” is the key word of next-generation cars
C : Connected
A : Autonomous
S : Servicized
E : Electric• “Dynamic Map” is the infrastructure forconnected cars and can be utilized forautomated driving and shared-mobility.
44This is how the Dynamic Map works for your driving. Suppose this is your car. You
can get information on pedestrians and bicycles, like incidents, other vehicles,
and traffic signals, on a high-precision roadmap. Of course, if you’re driving, you
can get that information. If your car is an autonomous car, also that autonomous
car can take advantage of getting that information.

Drive Assistance with Dynamic Map (DM)
Incidents
Other Vehicles

Traffic Signals

Pedestrians& Bicycles

High-precision Road Map
Your Car

•
•
•
•
•

Locations of other vehicles and pedestrians
Forecasted traffic flows
Forecasted locations of other vehicles and pedestrians
Traffic Signal Information
Incidents

55This is the so-called Local Dynamic Map, or LDM. In this LDM, there are four layers.
In the bottom layer, this is kind of a static map. In the second layer, it contains
information of transient static data. Something like traffic signs, landmarks, andso on. In the third layer, it contains information of transient dynamic data, likesignal phase, traffic congestion, or slippery road conditions. And the top layer,
it’s really the highly dynamic data, like moving vehicles. And of course, yourvehicle, and pedestrians, and so on. And those, from highly dynamic to static
data, are actually stacked on the same static map. That’s a kind of infrastructure.

Structure of Local Dynamic Map (LDM)
VehiclesEgo
VehicleType 4: Highly dynamic data(vehicles, pedestrians)

Pedestrians
SignalPhase

Type 3: Transient dynamic data
(congestion, signal phase)

Traffic
Congestion
SlipperyRoad

Type 2: Transient static data(roadside infrastructure)

Traffic
Sign
Landmarks

Type 1: Permanent static data
(map data)

Map

H. Shimada, A. Yamaguchi, H. Takada, and K. Sato, “Implementation and
Evaluation of Local Dynamic Map in Safety Driving Systems,” Journal ofTransportation Technologies, 5, pp. 102-112, 2015.

6

6

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Keynote Speech 2

And we— actually, I’m from Nagoya University, our university is proposing alittle bit advanced dynamic map, that is called the DM 2.0. So, compared withthe local dynamic map, DM 2.0 covers a wide area, like a metropolitan area, andit covers a longer time span with predictive information, such as traffic conditionof one hour ahead. And also compared with the dynamic map by the Japanese
government, our dynamic map includes highly dynamic data, such as moving
cars, bicycles, and pedestrians. Because the current Japanese government
dynamic map does not contain highly dynamic data.

DM2.0 by Nagoya University
Compared with LDM,
• Covers wider area

– e.g., metropolitan area

• Covers longer time span with predictive
information– e.g., traffic condition of one hour ahead

Compared with DM by Japanese Government• Includes highly dynamic data such as moving
cars, bicycles, and pedestrians
7

7

And also, we are proposing a static map structure for Nagoya University’s
Dynamic 2.0. Currently, digital map is like a link-based map, but together, in thesame structure, we provide a lane-based map. Something like this. And in thisconfiguration, the connection condition is expressed by this diagram. And also,
this bottom layer, that is a high-definition 3D map that is used for the localizationof autonomous vehicles. So, link-based, lane-based, and a 3D high-definition
map are stacked in the same structure.

Static Map Structure of NU’s DM2.0
Link

Route guidance

Lane

Drive assistance
Automated driving

Configuration

Positioning

Lane Description

Lane Connectivity GraphSide walkCar laneConnectivity
trafficableadjacent
crossingbranching
8Side walkCar lane

8Then, are we going to be happy with that kind of a dynamic map? That is one
example, it’s called local traffic management with Dynamic Map 2.0. The typicalsituation is like this merging situation. Suppose this red car is driven by a senior
driver who is very bad about merging. He is really scared of merging. And in
this situation, this blue car is informed that a senior driver’s car, the red car, will
merge, so please slow down or change lane to the right. Then the red car, that
senior driver, is informed like, “okay, please accelerate and merge behind thewhite car”. And the car behind, the blue car, is informed of your plan. This kindof cooperative driving can be realized with DM 2.0. And also, in the road below,
this car is stopped, but it is not stopped at a traffic light — it is parked. But with
only the sensor, it is very difficult to distinguish from a car stopped at a traffic
light and a parked car. But with DM 2.0, this car knows this car is actually parked.
So, this car should detour, avoid this car. That kind of highly advanced traffic
management can be done with Dynamic Map 2.0.

And also, in a more global, wider-area management, the network itself will
be optimized by distributing a lot of cars in the desirable route. For example,
this route, is for drivers who like less traffic even it is longer. And this route isfor drivers who like shortest travel time. Then, of course, we try to avoid thecongestion by not concentrating on a specific intersection, so we can optimize
network performance by knowing the origin and destination of all the cars.

Local Traffic Management with DM2.0

Traffic Condition

Driving Behavior

Recognize the surrounding
situations and give advice
to drivers.

Origin / Destination

A senior driver’s car will
merge. Slow down orchange lanes.

Parked Car

Accelerate and merge
behind the white car. The
car behind it is informedof your plan.

Reduce driving stress from traffic
conflicts by cooperative driving

A car is parking ahead.
Change lanes.

99Global Traffic Management with DM2.0
Assign routes to minimize total
driving stress in the network

Traffic Condition
Driving Behavior

Route for drivers who
like less traffic even it islongerOrigin / Destination

Route for drivers who
like shortest travel time
10

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Keynote Speech 2

So, we can expect to have advanced traffic management. Now I’m listing whatkind of information is required for that kind of advanced traffic management.
For example, accurate lane-based navigation can be implemented with static
precise maps and precise localization. A little bit more advanced, network-level
optimization with global traffic management can be realized with transient
dynamic data, such as congestion level and origin and destination information,from the majority of drivers. Not necessarily all the cars, but the majority ofdrivers. And highly advanced traffic management, like a cooperative drive
assistant or local management, however, requires highly dynamic data.

Advanced Traffic Management and Required
Information• Accurate lane-based navigation can be
implemented with static precise maps andprecise localization.
• Network level optimization (global traffic
management) can be realized withtransient dynamic data such as congestion
level and OD information from majority ofdrivers.
• Cooperative drive assistant (local traffic
management), however, requires highly
dynamic data.

11

Also, that Dynamic Map 2.0 is very good for autonomous driving. The bottom
line is the performance of autonomous driving will be significantly higher byutilizing DM 2.0 than only with sensor information from their own car. Of course,
autonomous driving can be done from only the sensor data, but what I’m saying
is that if you use DM 2.0 information, the performance of autonomous driving
is much higher.
For example, local dynamic information, such as locations of surrounding
moving objects and signal phase, is inevitable for autonomous driving. Probably
you know that detecting the signal — red, yellow, or green — is sometimes very
difficult by using the camera. But if we use the Dynamic Map 2.0, the traffic signal
information is sent to the car. So, all this information can be obtained from theindependent sensors, but DM 2.0 can provide it in a much more efficient way.
And also, information on blind object, for example, could be provided throughDM 2.0. So, DM 2.0 can also distinguish a parked car from a stopped one, as I’ve
already mentioned.

And also, in generating a path plan for autonomous driving, the informationfrom DM 2.0 also is useful. For example, the driving lane can be chosen according
to the guided route, and the link-level dynamic information. And the accurate
trajectory can be calculated using the sensor data and the dynamic object
information from DM 2.0. So, the local and global traffic management described
and told so far can best be performed by autonomous driving. And eventually,
like this picture, intersections without any traffic signal can be realized using
DM 2.0.

Autonomous Driving with DM2.0 (1)Performance of autonomous driving will besignificantly higher by utilizing DM2.0 than onlywith sensor information from the own car.
• Local dynamic information, e.g., location ofsurrounding moving objects and signal phase, isinevitable for autonomous driving.
– Although this information could be obtained only fromindependent sensors, DM2.0 can provide it in much
more efficient way.
– Information of blind objects, for example, could be
provided through DM2.0. DM2.0 also can distinguisha parked car from a stopped one.
12

12

Autonomous Driving with DM2.0 (2)• In generating a path plan for autonomous driving,
the information from DM2.0 also is useful.
– The driving lane can be chosen according to theguided route and the link-level dynamic information.
– The accurate trajectory can be calculated using thesensor data and dynamic object information from
DM2.0.

The local and global
traffic management
described so far canbest be performed byautonomous driving.
13

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Keynote Speech 2

Now, I’d like to talk about traffic controls by connected cars.

Traffic Control
by Connected Cars

14

14

Nobody here is from Singapore, I think. Road pricing is very famous in Singapore
and also in London. And road pricing is very, very effective to alleviate congestionin the city center, as we know.

Road Pricing for Inflow Control at CBD

RP in Singapore since 1975

Congestion Charging
in London since 2003

15

15

But only Singapore, London, Stockholm, and Milan, those are the only four cities
in the world. Other cities like Tokyo, Nagoya, New York City, and many other
cities tried but failed, because public acceptance is so low. Nobody likes paying
money. But we know that road pricing is very effective to alleviate congestion,
like all the PCM members, like Ho Chi Minh City, like Yangon, whatever. Every
big city in Asia is suffering from heavy congestion, but public acceptance is aproblem. So, we need to develop alternative schemes for road pricing that are
more socially acceptable.

Need for Alternative Schemes of RP

Area-wide road pricing is often opposed
mainly from local businesses and carusers in the city center, then the actual
deployment fails.
Need to develop alternative schemes forroad pricing (RP) that are more sociallyacceptable.
16

16

So, what I invented around 10 years ago is the Parking Deposit System, or PDS.
That’s an alternative scheme for road pricing with better public acceptability.

Parking Deposit System (PDS)

An alternative
scheme for RP with
better public
acceptability

17

17
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Keynote Speech 2

It is a very simple idea. Suppose this is a restricted area, like a city center. If you
are familiar with Singapore’s system, if you go, crossing the cordon line, youhave to pay money. The same situation — suppose this is the car trying to get
to restricted area — you have to pay money. But it is not just a payment; it’sconsidered a deposit. That deposit money can be used at the parking lot ordepartment store or restaurant. So, it’s just deposit money. And that money canbe used if you do some economic activity in the city center. For example, if you
have to pay 500 yen, you can use that 500 yen for the part of your parking fee.
But you will not necessarily be refunded the full 500 yen. You can use just partof it, like 300 yen. So, you can have that kind of a difference between the initial
payment and the refund amount. So, what we can do is, if you just go throughthe restricted area, you just pay, but you have no chance of using it. So, it’s a kindof differential road pricing. That’s the idea of the parking deposit system.

And we conducted a lot of research about this, and we found much better
acceptability from the public compared with road pricing. Especially from thelocal businesses in the charging area, because the PDS (parking deposit system)
scheme does not reduce visitors to the city center. And we can expect flexible
operation. The amount of initial charge or deposit, and the refund or credit, canbe flexibly adjusted according to the magnitude of car traffic reduction andpublic acceptability. Also, it can reduce illegal street parking in the city center.

What is PDS ?
The deposit can also be
used for shopping in thearea.

The deposit can be used
for a part of parking fee inthe area.

Restricted Area
(City Center)

The deposit ischarged when a carenters the area.

Thru-traffic at the city center Fully Charged

Visitors to the city center Not charged /18
Partially charged

18

Characteristics of PDS• Better acceptability from the public– Especially from the local businesses in the
charging area because the PDS scheme does
not reduce visitors to the city center.

• Flexible operation– The amounts of the initial charge (deposit)
and the refund (credit) can be flexibly
adjusted according to the magnitude of car
traffic reduction and public acceptability.

• Reduction of illegal street parking

19

19

We conducted a case study in Nagoya. Nagoya is located here. It’s the third
biggest metropolitan area in Japan.

A Case Study to the Nagoya Metropolitan Area
The Nagoya Metropolitan Area

<Population>
7,679,000<Zone>
515 zones(Nagoya City is
divided into 258
Average area is
1.3km2)

Osaka
Tokyo

<Road Network>
Link:22,463
Node:7,600

NagoyaNagoya City

20

20

We actually made a very sophisticated, precise, detailed, travel demand model
to simulate.

Simulation Analysis of Travel Demand
Developed Model
One-hour-slice dynamic
stochastic user
equilibrium model withvariable demand

Activity choice

stay

comt.
trip

schl.
trip

zone 1

Destination choiceMode choice

auto

rail

Route choiceroute 1route 2

prvt.
trip

zone 2

bus

…

busi.
trip

…

home
trip

zone S

bicycle/walkroute K㻿㼑㼞㼢㼕㼏㼑㻌㼘㼑㼢㼑㼘㻌㼛㼒㻌㼞㼛㼍㼐㻌㼚㼑㼠㼣㼛㼞㼗travel
time
所要時間

ta

Traffic
volume
交通量

21

21
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Keynote Speech 2

And this is our assumption. This is the city center of Nagoya, and this is thecordon line. The area is 25 square kilometers. Singapore’s charging area is
6.4 square kilometers, London’s is 22 square kilometers. So, it’s more or lesscomparable with London’s charging area. And we simulated a lot of cases. Like,
Case 3-2 means the initial payment is 300 yen and the refund is 200 yen, and soon. If it is 7-0, the initial payment is 700 yen and no refund.
So, this is a simple road pricing of 700 yen.

Simulation Study
Charging Area (25km2) (Singapore 6.4km2, London 22km2)

Cordon Pricing during 7:00-19:00

Simulated Cases (JPY)㻯㼔㼍㼞㼓㼑
㻯㼞㼑㼐㼕㼠
㻿㼡㼎㼟㼠㼍㼚㼠㼕㼢㼑㻌㼏㼔㼍㼞㼓㼑

㻯㼍㼟㼑㼋㻜 㻯㼍㼟㼑㼋㻟㻙㻜 㻯㼍㼟㼑㼋㻟㻙㻞 㻯㼍㼟㼑㼋㻟㻙㻟 㻯㼍㼟㼑㼋㻣㻙㻜 㻯㼍㼟㼑㼋㻣㻙㻠 㻯㼍㼟㼑㼋㻣㻙㻣
㻜㻌㻌
㻟㻜㻜
㻣㻜㻜
㻜
㻜
㻞㻜㻜
㻟㻜㻜
㻜
㻠㻜㻜
㻣㻜㻜
㻜

㻟㻜㻜

㻝㻜㻜

㻜

㻣㻜㻜

㻟㻜㻜

㻜 22

22

And we conducted the simulation, and I’m showing some of the results, like the7-0, that is a simple road pricing of 700 yen. This is the number of trips to thecity center. This is the current situation, and we can see that by the simple roadpricing, the number of people coming to the city center will be reduced by 6%.
But with the full refund, the loss of visitors is very few.

23

And also, the congestion level. This yellow area is a charging area, and a blueline means big reduction in traffic. So, within the charging area, very, very big
reduction in traffic. So almost no congestion in this zone. Of course, we havesome increase in traffic in surrounding areas.

24

And altogether, we can expect much reduction in the CO2 emissions, and, say,
5% increase in the average speed and so on.

Effects on Traffic and Environment
Comparisons with Case_0 (No charge)㻯㼍㼟㼑㼋㻣㻙㻜
㻯㼍㼟㼑㼋㻣㻙㻞
㻯㼍㼟㼑㼋㻣㻙㻠
㻯㼍㼟㼑㼋㻣㻙㻣

㼂㼑㼔㼕㼏㼘㼑㻙㻷㼕㼘㼛㼙㼑㼠㼑㼞㼟㻭㼢㼑㼞㼍㼓㼑㻌㻿㼜㼑㼑㼐㻯㻻㻞㻌㻱㼙㼕㼟㼟㼕㼛㼚㼟㼀㼔㼞㼛㼡㼓㼔
㼀㼞㼍㼒㼒㼕㼏 㻯㼕㼠㼥㻌㻯㼑㼚㼠㼑㼞 㻺㼍㼓㼛㼥㼍㻌㻯㼕㼠㼥 㻱㼤㼜㼞㼑㼟㼟㼣㼍㼥 㻯㼕㼠㼥㻌㻯㼑㼚㼠㼑㼞 㻺㼍㼓㼛㼥㼍㻌㻯㼕㼠㼥 㻯㼕㼠㼥㻌㻯㼑㼚㼠㼑㼞 㻺㼍㼓㼛㼥㼍㻌㻯㼕㼠㼥㻙㻥㻝㻚㻟㻑
㻙㻟㻝㻚㻢㻑
㻙㻠㻚㻟㻑
㻡㻚㻝㻑
㻡㻚㻣㻑
㻝㻚㻣㻑
㻙㻝㻢㻚㻠㻑
㻙㻞㻚㻣㻑㻙㻥㻝㻚㻥㻑
㻙㻞㻥㻚㻝㻑
㻙㻟㻚㻤㻑
㻡㻚㻣㻑
㻡㻚㻡㻑
㻝㻚㻝㻑
㻙㻝㻡㻚㻣㻑
㻙㻞㻚㻢㻑㻙㻥㻞㻚㻤㻑
㻙㻞㻢㻚㻣㻑
㻙㻟㻚㻜㻑
㻢㻚㻡㻑
㻠㻚㻥㻑
㻝㻚㻟㻑
㻙㻝㻟㻚㻤㻑
㻙㻞㻚㻡㻑㻙㻥㻟㻚㻥㻑
㻙㻞㻞㻚㻣㻑
㻙㻝㻚㻥㻑
㻣㻚㻟㻑
㻠㻚㻣㻑
㻜㻚㻥㻑
㻙㻝㻞㻚㻝㻑
㻙㻞㻚㻞㻑• Through traffic is reduced drastically regardlessof the level of refund• The vehicle-kilometers traveled within Nagoya
city are reduced in all cases, and average speed
also improves
25

25

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Keynote Speech 2

So, what we found is the parking deposit system is more acceptable to theresidents and local businesses than the road pricing. And through the detailed
simulation study, PDS will improve car traffic conditions as much as road pricing
due to the reduction of through traffic, while it will not decrease visitors to thecity center. And also, we conducted a kind of social experimentation. A monitorbased social experiment also has supported the behavioral change predicted by
the simulation study.

Findings from the PDS Research• PDS is more acceptable from the residents
and local businesses than RP.
• Through the detail simulation study, PDS
will improve car traffic condition as much as
RP due to reduction of through traffic while
it will not decrease visitors to the city center.

• A monitor-based social experiment also has
supported the behavioral change predictedby the simulation study.
26

26

And we can expect the era of the Road User Charge, RUC. Probably you haveheard about road user charge. Currently, the fee for using roads has been
charged to the gasoline. Probably all of your countries, of course light diesel
oil. Since almost all cars use gasoline or light diesel oil, that’s okay. But we’re
expecting the era of electric vehicles. So EVs don’t have to pay any gasoline tax
like diesel tax. It’s not fair really, because EVs also damage roads and EVs actuallyrequire roads. And roads have to be constructed by using some tax. So, we haveto do something for the era of electric vehicles.

Toward the Era of Road User Charge (RUC)• The fee for using roads has been charged togasoline (and light diesel oil) since almost allcars used to use them.
• Cars not using gasoline or light diesel oil, e.g.,
EV, have been emerging and will increase in
the future.
• It is not fare that those cars do not pay the roaduse fee.
• Direct charging to road users is now possible byconnected cars with satellite positioning.
27

27

So, the road user charge is actually paid by distance, and also the rate. So, likethe yen per kilometer varies according to the size of the vehicle, location of thesection of the road, time of the day, type of the road, expressway or arterial orcollectors. And of course, the location of the vehicle is detected by the satellite
positioning system and/or dedicated short-range communication. Of course,
there is an issue, enforcement against anti-detection. But we can do something
for that.

Scheme of RUC• The rate (¥/km) varies according to:– Size (or weight) of vehicle– Location (e.g., CBD, urban, suburban & rural)– Time of the day (e.g., peak & off-peak)– Type of road (e.g., expressway, arterial & collector)• The location of vehicles is detected by satellite
positioning system and/or DSRC.
• Enforcement against anti-detection vehicles is
an issue.

28

28

And also, a road user charge can be implemented very easily with Dynamic Map
2.0 because all the vehicles are located on the Dynamic Map 2.0. So, DM 2.0,
which stores location information of all the cars on the road network, can beused to correctly charge them. So, with the DM 2.0 we can expect very smoothly
the era of road user charge.
I think that’s all I wanted to talk about this afternoon.

Road User Charge by DM2.0• The current fossil-fuel tax charging does not work
for alternative fuel users such as electric vehicles.
– Road User Charge (RUC) should be implemented for“beneficiaries-pay principle”.

• RUC is effective to manage the traffic bychanging the charging rate according to the timeand location of the road.
– e.g., congestion charge at city centers and expressway
toll

DM2.0 that stores location information of all thecars on the road network can be used to correctly
charge them.
29

29

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Keynote Speech 2

Thank you very much for your kind attention.

Thank youfor your kindattention!

30

30

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Honda Y-E-S Forum 2018

Panel Discussion

Panel Discussion

Panel Discussion — Summary
1. Introduction
The panel discussion is one of the most expected sessions of Honda Y-E-S Forum 2018 wherein seven panelists including fiveawardees from five countries (Vietnam, India, Cambodia, Laos, and Myanmar) and two keynote speakers (Prof. Yoshihiro Suda
and Prof. Takayuki Morikawa) discussed together on eco-transportation with unprepared questions from facilitators. Dr. Atsushi
Sunami facilitated this session with numerous tough and meaningful questions. This session highlighted the key aspects of
eco-transportation in each country as well as suggestions from keynote speakers to drive towards sustainability with ecotransportations.

2. Content of Discussion
First of all, Dr. Sunami gave five awardees an opportunity to introduce themselves about their career, dream, and achievement
after receiving Honda Y-E-S Awards. They respectively introduced themselves, share their dreams and the influences of Honda
Y-E-S Awards in their career. For example, thanks to Honda Y-E-S forum, Se (Myanmar) has approached to eco-technology
concept in the first time, KIM (Cambodia) got chance to internships in Japan with invaluable experiences, Pay (Laos) changed
his philosophy to reach Mr. Soichiro Honda vision about future life with slogan “Blue sky for children”.
Secondly, each awardee highlighted the main points of their presentation, then they discussed their country’s eco-transportation
strategy, responded questions from Keynote speakers and received their suggestion. To begin with the representative from
Myanmar, he introduced about his country case in Yangon going along with the current transportation modes that are being
used by citizens, then followed by the reasons why circular railway is the best possible solution for traffic problem, mostly
focused on the difficulties and solution of upgrading current circular railway. He also raised a question as to how to persuadepeople to utilize this eco-transportation. Prof. Morikawa suggested that the main core of transportation is to make people’s
lives better by using this new system. One example is to apply some policies by the government, for example in circular railway
case, the local government should also provide some public facilities such as cinemas, supermarkets or shopping malls near
the railway lines so that people will be more interested in using the railway system. Prof. Suda also mentioned that electric train
will be more efficient for Myanmar case instead of diesel as current status.
In Laos, a country with 7 million people (2018) and the total area of 230,800 m2, they not confronted yet with the big problem
caused by transportation such as air pollution, serious congestion or energy issues. Currently, the biggest problem of Laos isflooding street because Chinese fulfilled a reservoir which controls water flow during the rainy season to build up Chinatown. In
terms of a big city like Vientiane capital, with an increase in the automobile and tourists, the representative from Laos proposeda project run by JICA which is providing electric tuk-tuk to passenger in Luang Prabang, in his option, Laos could expand
the using electric tuk-tuk. Keynote speakers suggested that a small electric bike is suitable for Laos situation because of easy
establishment and rich hydrogen electricity resource in Laos.
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Panel Discussion

Cambodia representative explained why she raised up the public bus transport system in Cambodia is a serious issue andmany challenges such as traffic congestion, flooding, and poor system road management, etc. Especially in Phnom Penh citywith more than 2 million people, Cambodia government has been working with developing partners to encourage citizens
to use the public bus service since this service is more common, environmental friendly, and economical that are suitable to
Cambodian society. Many difficulties will be handled with cooperation with JICA’s support, for instance, we will get 140 buses
more to cover all the destination routes in Phnom Penh city, such as adjust sidewalk for pedestrian for bus users, and improve
the parking space between motorcycle, car, and pedestrian. Dr. Morikawa shared his research experience that Cambodia used
to fail the public bus project in 2001 and urban transportation system wasn’t improved since the ending of the civil war. Thispublic bus service was started to be launch again in 2014. Now it is running in Phnom Penh city, however, it still needs to be
improved the system to facilitate the users. Another question related to the public bus is why the first service of city bus failed
in 2001 comparing to present. She replied that the reason of the failure of launching bus service in 2001 is that 20 years ago,
the transportation system of Phnom Penh was not a big issue with no traffic congestion in the city as today, low population,and no flooding occurred in the city. Moreover, the public bus took a long time to reach each destination than motorcycles, so
Phnom Penh residents preferred the quick transport service. In overall, she has positive thinking on this service that is one of
the effective methods to solve the transportation issues in Cambodia. She believes that in the future the more environmentallyfriendly transportation will become our new lifestyles such as Bike-Sharing, Electric Vehicles, and Ride-Sharing.
The representatives of India shared how India has invested in infrastructure to activate the inland waterway channels in the
country about both technical and operational challenges plague this project. The key technical challenge was to maintain theleast available depth, despite seasonal and topographical variations. It is harder to do this at scale, along with the entire river
length, regardless of the river width. They mentioned some of the technical initiatives being implemented to achieve this inan ecologically sensitive manner – such as water injection dredging, river information systems, temporary structures, etc. Prof.
Morikawa was curious to understand why India, despite being one of the oldest civilizations, does not already have a strong
channel system. The team responded that India was primarily a collection of multiple kingdoms, and agrarian channel systems
are well developed across different regions. The challenge is to connect these systems and connect points which are further
away. Additionally, Indian rail and road networks are very well-developed, and this has reduced the need to rely on waterways.
Prof. Suda suggested that we should consider supporting a shift in the technology used in boats from diesel to more ecofriendly fuels. It might be beneficial to budget any port requirements to enable this shift up-front. The team accepted that thiswas an important aspect, and mentioned how the project is still in its early stages, and how there would be 3 learning curves – atechnical curve to create and manage the channels, a business adoption curve where existing water freight would take a longer
journey, and a growth curve where transport destined for other modes would adopt waterways.
Last but not least, in Vietnam, the traffic congestion is a vital and exigent problem. Vietnamese government enacted many
policies to solve this problem, but the results are not much effective. Most of the policies are long-term policies like expanding
infrastructure, building the new road, change the time schedule of school, etc. which will change the habit of people and takevery long time to be efficient. In this presentation, we would like to introduce a short-term solution based on Internet of Things
platform. Using this technical solution, we hope to reduce the on-road time of vehicles caused by traffic congestion whichconsequently reduces the exhausted gas. He also raised a question to Professor about the most efficient method to handle
traffic congestion in Vietnam. Prof. Morikawa suggested that Vietnam should parallelly implement three solutions including
using eco-transportation, changing awareness of commuters and increasing the demand of eco-technology via its benefit
explanation.

3. Conclusion
The facilitator would like to get consultants from two keynotes speaker about a big question that how to promote ecotechnology in developing countries? Prof. Morikawa believes that the combination of three approaches: Technology base,
People base, and City base is the main core to solve traffic problem and promote eco-transportation. Prof. Suda mentioned thatthe transportation is composed of human, infrastructure, vehicle and communication technology, thus in order to efficiently
promote eco-technology, we should cover four components in local condition.

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Honda Y-E-S Forum 2018

Research
Poster Contest

Research Poster Contest

Entry List of Research Poster Contest
Finalist for 1st, 2nd and 3rd PrizeTeam

Abstract Title

Organization

Name/Leader

A

Sustainable eco-transportation with energy saving and roadsafety provided by high visibility expressway tunnel lighting

Ehime University

Koji Okusa

B

Evaluation of digital map Ability for Vehicle self-localization

The University of Tokyo

Ehsan Javanmardi

C

Development of eyeball shaped display for low speed
automated vehicles for communicating with pedestrians

Keio University

Yoshiki Tagawa

D

A study on mode choice behavior of high school students in
Da Nang city, Vietnam

Yokohama National
University

Truong Ong

E

Temporal and spatial differences in the adoption of carsharing systems

Kyoto University

Cen ZhangF

Biofuels: Will we be able to make enough in the limitedtime?

IIT Kharagpur, India

Piyush Nanda

G

Hub facility design for the comfortable daily life and ecotransportation in underpopulated suburban area

Toyo University

Dai Furuwatari

H

A study on improving ranging performance of UWB radarsystem with inter-vehicle communication

Tokyo University of
Science

Keiichi Inada

I

Risk indicator of intersection collision based on energy
reduction and the closest distance

Aichi Prefectural
University

Masaki Tani

J

Impact of V2V communication on eco-route choice

University of Yamanashi

Faysal Ibna Rahman

Participation for Audience Award
Team

Abstract Title

Organization

Name/Leader

K

On the range of inter-vehicle communications based on the"TsRm" evaluation method-considering vehicles that needto communicate each other-

Saitama University

Shotaro Kondo

L

Aiming private vehicle-free urban commute by improving
BRT services: An eco friendly transportation motive

Nihon University

Ryohei HashimotoM

The transport route selection of international containerintermodal transport base on the China railway express

University of Yamanashi

Bohao Zhao

N

Sustainable transportation: A tool for implementing healthy
city

University of Tsukuba

Wenzhu Cui

ORoad boundary detection using in-vehicle monocularcameraHirosaki University

Kazuki GoroP

Study on the matching method between tidal flow ofpassengers and transport capacity of line network in urban
railway: Take Chengdu as an example

University of Yamanashi

Sixia Chen

Q

Analysis of vulnerability in the undirected and weighted
urban rail transit network

University of Yamanashi

Meiyi Zhao

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Honda Y-E-S Forum 2018

Research Poster Contest
1st Prize

Development of Eyeball Shaped Display for Low Speed
Automated Vehicles for Communicating with Pedestrians
Yoshiki Tagawa1, Manabu Omae2

1,2Graduate School of Media and Governance, Keio University, Japan, yoshisfc / omae@sfc.keio.ac.jp

Background & Objectives
 To reduce the sense of insecurity
and to arouse feeling of friendlessto automated vehicles, installingan eye like “Thomas and Friends”
and the movie “Cars” on theautomated vehicle is thought to beeffective.

 Automated vehicles are expected to sustain mobility for the elderly in rural area.
 In Japan, field tests have been in process by the name, Last One Mile Automated Driving.
 An environment with a sense of insecurity from the automated vehicle could be predicted, so asense of security must be given for pedestrians.
Feasibility studies and field tests of Last One Mile Automated Driving have been actively carried out
in Japan.

© 2018 Gullane (Thomas) Limited.
http://www.thomastown.jp/shinmisato/concept/

Chatan town(Okinawa Pref.) To develop and validate a vehicleexterior communication device that
contributes to public acceptance ofautomated vehicles.

Wajima city(Ishikawa Pref.)Eihei-ji town(Fukui Pref.)©Disneyhttps://kids.disney.co.jp/character/lightning‐mcqueen.html.

Development of Eyeball Shaped Display
Expected effect of the display: Showing the vehicle’s attention and intentions to pedestrians with
reducing the sense of insecurity and with arousing feeling of friendless 1st prototype eyeball shaped display have been developed and attached to a self driving car.
 LED based 2nd prototype is now under development.
1st prototype

1st Prototype
 In the 1st prototype, pupils are moved mechanically by servo
motors.
 One eyeball shaped device is composed of half-spherical shaped
Styrofoam, acrylic dome, wooden base and two servo motors.
 The eyeball shaped display is mounted on the experimental
automated vehicle by a magnet
 The pupils of the eyeballs are controlled to direct the pedestrians
detected by a LiDAR sensor fixed on the experimental vehicle
1stPrototype on the vehicle

Evaluation & Results
Evaluated where the focus point of
the prototype.
Recorded where the subjects felt
seen the most, out of the 15
destination point set and displayed
the gaze.
Experiment environment When the distance to the unit isclose to the subject, setting the
focus point in-front makes the
feeling of being seen The farther away the subjects arefrom the unit, the fewer thedifference among individuals, andresulted in accurate information
being transmitted

Results

Joint between servo motors and eyeballEvaluated difference in thesense of security thepedestrians crossing in frontof the automated vehicle
felt, with and without theunit installed on the vehicle.

Displaying gaze The arousing the sense of security
for pedestrians crossing was
successful
 Creating an exterior and movementthat looks more like a human eye
and expanding expressions byexpressing intentions other thangazing are some of the points that
could be improved

Base of 1st prototype

During cross in front of the experimental vehicle

Results of two survey

2nd Prototype
 2nd prototype displays eyeball optically for various
expression.
 It is composed of Styrofoam disks stacked up as asphere.
 LED tapes are attached on the profile making a threedimensional display possible.
 Each LED on the tape has a micro-controller andAttached to experimental vehicle (day and night)
color and intensity can be controlled independently,
resulting in enhancement of expression and weight reduction.
 The eyeball shaped display is mounted on the experimental vehicle by magnet base.
LED tape

Close up view

2nd prototype

Conclusion
The validity of the eyeball shaped display, having the potential of making self-driving vehicle become something more close to people, and arousing a senseof security is confirmed by experiments using the first prototype. Coming up with variety of expressions and message communication methods utilizing
LED control and validating the effectiveness of them are the future works.

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Honda Y-E-S Forum 2018

Research Poster Contest
2nd Prize

72
Honda Y-E-S Forum 2018

Research Poster Contest
3rd Prize

73
Honda Y-E-S Forum 2018

Research Poster Contest
Audience Award

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Honda Y-E-S Forum 2018

Research Poster Contest

Dr. Kazuko Matsumoto

Executive Director, Honda Foundation
Honorary Adviser, Japan Education and Research Support Foundation

Comments on Research Poster Contest
First of all, I’d like to congratulate all the awardees of thisHonda Y-E-S forum. I’m very much impressed and pleased
to look around at all those posters, and found that all
the projects are so well organized and focused on very
advanced subjects. As a whole, this year’s forum is focusedon transport technologies and transport systems in cities
and villages. And many people participated. I’m very
pleased to see so much participation, of posters and many
people in the audience. And as a summary, I would say thatthe projects focused on new technologies of electric cars
and autonomous driving. These two technologies that, ofcourse, you are very much familiar with. And actually, they
are starting to use in society very recently, but of course, a
lot of innovation is necessary for these technologies. And
many of the posters are related to these technologies.

of young people.
I once again congratulate the awardees, but I’d like also to tellthose people who were not selected not to be disappointed
very much, because this forum is a very good opportunity
to meet other people to discuss about your research. And
maybe this experience will enhance your research in thenext few years. And I hope you will enhance our relations
between Honda Foundation and Asian countries.
As you know, Japan is suffering from disastrous rainfall thatis unprecedented, and many places, many areas in Central
Japan and Western Japan, are suffering now with heavy
traffic disruption, collapse, and many residents are being
evacuated from their homes. This is really a disastrous
accident. And I presume municipal governments will think
about new technology, new engineering, to recover andimprove the traffic system, road system, or embankments
along big rivers, because many places are severely damaged
now. So this, our experience, may be news or may be
information to other Asian countries. I know from today’stalk that many Asian countries also suffer floods in many
places. So this time, flood is unprecedented in Japan. And
so this is our experience. And recovery by the government
will be new information for other Asian countries. And
by the exchange of such information, I hope that our ties
between Honda Foundation and other young people in
Asian countries, and the participants, will be strengthenedin the next few years and in the future. Thank you for yourparticipation.

Furthermore, the subjects focused to reduce four very
important items. That is to reduce energy consumption, andto reduce greenhouse gas emission, and to reduce traffic
congestion in cities, and traffic accidents, of course. I think
young people concentrated to develop new technologies
in these regards. And if I name some of them, for instance,some posters report on development of new tunnel lighting
systems, very new ideas. Others are applications of digitalmaps, or some car display systems for pedestrians andanalysis of human mobility behavior in cities, or new biofuel systems in India, or transportation in suburban areas, ora radar system for inter-vehicle communication.
There were several more technologies reported. And Honda
Foundation is pleased to see these very advanced activities

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Honda Y-E-S Forum 2018

Closing Remarks

Closing Remarks

Mr. Akira Kojima

Advisor, Japan Center for Economic Research

Thank you to everybody. On behalf of Honda Foundation,
may I thank all of you for your wonderful participation. Thisis a Saturday. You sacrificed a very important weekend, but I
strongly feel that you are feeling very happy.

to his mission. And what was it supporting? His strong senseof sustainable mission in his dream. At his age, the power ofdreaming is very important. So, with dreams and dedication
to these, you’re ready to challenge maybe other deeds.

And what I found, the issue, in this forum, is the dedicationand the sense of mission. As for sense of mission, you cameacross this document, our mission. Mission is very important.
Without missions, what happened? It was just ten years ago,
2008, when Lehman Brothers collapsed. They lost a sense of
mission, they perused only commission. And yes, as for thisecotechnology — ecology and technology — this is a very
important challenge for all of you. And here, your mission isimportant. The technology matters very much. And as fortoday’s subject, transportation technology, this is the 110th
year since the first T type Ford motor car was put onto themarket. So, 110 years. But in the past few years and ten years,
I could mention that the auto industry, auto technology, areshowing fundamental change. And this is very important.
Honda Motors, the founder of Honda Foundation, say thatthey are not only an automobile producer. It’s more thanthat. They say that they are a mobility company. So that’s
the important concept. And a couple of years ago, they
entered into the private jet airplane market. And now, they
enjoy the largest share of the market, surpassing that of
traditional companies like Cessna. So very important things
are happening, to change.

Decarbonization, this is a very important concept. Disasters.
It’s what Matsumoto Sensei said, just now, many disasters.
More frequently, disasters in every part of the world, with thebackground of climate change or something. Digitalization.
Yes. The auto industry is also more and more digitalized.
And decentralization. The degradation of the environment,
and a challenge. In Japan, depopulation. Demography
is a challenge, very much of a challenge. And the othertechnology, we often hear about disruptive innovation. It’s
not just improvement of technology, but we are all trying tochange the basic paradigm of technology to overcome thedifficult challenges.
So maybe in a sense, we are standing at a very importantcrossroads of history. And look at the flag of our forum.
Please read the bottom sentence.
“Go green together.”This is our challenge. Our mission. To all our audience in theforum and all participants, all guest speakers, all attendants,
I myself enjoyed it very much, especially feeling the senseof mission and the strong sense of dedication. Continuity isvery important. And another thing is connectivity; not only
technological connectivity, but human connectivity. This isa good occasion to continue to start a new era of humanconnectivity. Try to keep in touch. It’s a good occasion. Andagain, may I thank you again for all your contributions.
Thank you.

And in this forum, I repeat it to you. The important thing
here is that you share the same sense of mission and dreams.
As for dreams, Mr. Moriya said that it’s a catchphrase fromthe founder of Honda Foundation, Soichiro Honda. And heis just a graduate of primary education, but what did hepursue, his achievement? Oh, yes. He devoted his whole life77
Honda Y-E-S Forum 2018

Closing Remarks

Harsh Kabra

2014 Y-E-S Awardee

Good Afternoon Ladies and Gentlemen,participants for enlightening us with your ideas. I hope thatthe forum proves to be an encouraging stone for you all to

I am Harry from India, Honda Y-E-S awardee 2014. I, on

excel in this field.

behalf of Preparation Committee, would like to give a wordof thanks for this Forum.

We are grateful for the support we received from Honda
Foundation in organizing this forum. Without their constantFirst of all, please give a big applauds to everyone present

support, our efforts would not have been fruitful. Getting sohere to be a part of this forum. It was amazing to learnmuch freedom and so much responsibility, both at the sameand share about our developing countries in Asia. I wastime are the amazing experience at this young age.

delighted to see the engagement and responses from theaudience during presentation and panel discussion.

Good things come to an end but we have created a legacy
for the future generation. Looking forward to seeing many

I express my sincere gratitude to all the guest speakers formore successful Forum like this. Go Green Go Honda. Letsharing with us their knowledge and expertise. Thank you

the power of dreams make this world a better place for avery much Prof. Yoshihiro Suda, Prof. Takayuki Morikawa, Mr.

generation of the future.

Takashi Moriya. I would also thank Dr. Atsushi Sunami for hisbrilliant work in moderating the panel discussion.

THANK YOUI congratulate the winners of the Poster contest and all the78
Honda Y-E-S Forum 2018

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