Full Implementation of
Deterioration Prevention Measures‫اﻟﺘﻨﻔﯿﺬ اﻟﻜﺎﻣﻞ ﻟﺘﺪاﺑﯿﺮ ﻣﻨﻊ اﻟﺘﺪھﻮر‬In Japan, there are 720,000 road bridges nationwide, 90% of which are under the jurisdiction of
local governments. Over the next 10 years, the ratio of bridges more than 50 years old will risefrom 27% in 2019 to 52% in 2029.
Since 2014, bridge inspections once every five years by road administrators have been required,and we are conducting with two pillars of full measures.
Completion of the first round of inspections in 2018 revealed the need for urgent maintenancemeasures for about 10% of bridges.
New technologies have been implemented since 2019 for more efficient inspections.
Current Situation/Issues for Bridge Deterioration

Measures for Dealing with Road Deterioration

The ratio of bridges older than 50 years old will rise from 27% in 2019 to
52% in 2029.

Since 2014, bridge inspections once every five years by roadadministrators have been obliged, and two pillars of full implementationof measures were begun to address deterioration.

Number of Bridges by Year of Construction
Ministry of Land, Infrastructure,
Transport and Tourism (MLIT)

Older than 50 yrs old Approx. 52% (2029)

Expressway companies

Set up maintenance cycle(Clarify duties of roadadministrators)

Set up structure forthe maintenance cycle

Evaluation

System Support
・Hold road maintenance meetings

Prefectures and ordinancedesignated cities

Older than 50 yrs old Approx. 27% (2019)

Municipalities

ActionInspection

・Repair
・Monitor・Traffic
regulation,
etc.

RecordingTechnical Support
・Formulate periodic inspection
procedures
・Provide training
Budgeting・Set up a national subsidy system

Current Situation of Road Structure Inspections

Introduction of New Inspection Technology

Inspections revealed the need for urgent measures for about 10% of bridges.

Introduce more efficient inspections through the use of imaging systems
as periodic inspections from FY 2019.

Ⅰ
0%
Bridges（696,356）

20%

40%

Ⅳ

60%

80%

56%

32%

100%
10% 0.1%

49%

0.6%

41%

52%

15%

0.08%

Situation

Classification

Ⅰ SoundⅢ

41%

Tunnels2%（10,499）
Road attachments, etc.
（37,293）Ⅱ

Function of the structure is not impeded.
Function of the structure is not impeded, but measures for preventive maintenance

Ⅱ Preventive maintenance are desirable.
Ⅲ Prompt repair

An impediment to the structure's function may arise, requiring early-stage measures.

Ⅳ Emergency response

An impediment to the structure's function has occurred or is highly likely to occur,
requiring urgent measures.

From now, we will proceed with the development of AI-based inspectionand evaluation technologies, advance the verification of measurement andmonitoring technologies, and develop technology for carrying out
inspections that do not depend on close visual inspection.
Tap tone/Inspection using human sense

Current
Inspection (close visual)

Close visual inspection or
Imaging technology

Recording of inspection
results/measures
ExampleScouring has caused the collapse of a pile-bent bridge pierand the inclination of another pier with the deformation of
the superstructure.

ExampleScouring has caused the inclination of the pier of"sinking bridge", a bridge designed to be underwater during
a flood. Water pressure during a flood may develop further
inclination.
Note
Scouring may cause an inclination or a sinking of a substructure.

MINISTRY OF LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM
http://www.mlit.go.jp/en/index.html

Other detailed technologies++

Evaluation of soundness

Evaluation of soundness

Application of appropriate technologies at appropriate places

ExampleScouring has caused the sinking of the bridge pier,making the receiving part of the girder for the superstructure
unstable.
ExampleScouring has caused the sinking of the bridge pier,resulting in cracking in the superstructure.

+

Close visualinspection

Future+Evaluation ofSoundness

Imaging
evaluation

Measurement /Monitoring

Non-destructive
inspection

Automatic
evaluation with
AI technology

Tap tone/
Inspection using
human sense+
Other detailed
technologies+
Example of tensile strength
measurement

Evaluation ofsoundnessSmart Use of Road Networks‫اﻻﺳﺘﺨﺪام اﻟﺮﺷﯿﺪ ﻟﻠﺸﺒﻜﺎت‬Location-specific congestion-mitigating measures to enable the entire road network to function at
maximum efficiency by making improvements in existing road operations and implementing
small-scale enhancements.
Optimizing traffic flow by implementing 3 smart principles in fee structures: (1) making them fair bylinking them to degree of use; (2) making them simple, seamless and independent of the
management entity, and (3) making them strategically structured to optimize traffic flow.

Location-specific Congestion Mitigation Measures
Approx. 100 hrs/person

Background

Approx. 40 hrs/person

In Japan average time loss per year due to traffic congestion is approx.
40 hours per person, equal to approx. 40% of total driving time
(approximately 100 hours).

Standard required time

Lost time

Travel time without congestion

Time required additionally due totraffic congestion
Approx. 5 billion person-hours

Approx. 8 billion person-hours

Example cases

Projected Required Time (min)
80
60
40
20
15:00

17:00

19:00

21:00

23:00

21:00

23:00

Projected Traffic Demand
High

Low

Location-specific measures on expressways(e.g., Ken-Ō Expressway, Ebina Jct.)

Measuring traffic volume by AI analysis of CCTV feed
(e.g., During heavy rain in July 2018)

Optimizing Traffic Flow by Fee Structure

15:00

Atsugi IC - Sakura-Tsuchiura IC

5,050

Toll via metropolitan
inter-city
expressways

3,930
Toll via city center

We have been working towards the adoption of uniform tariff standards
and the realization of seamless tolls based on the journey's starting andending points, with the aim of eliminating through traffic within the city
center and promote a shift to the use of metropolitan inter-city
expressways, etc. (from April 2016).

TohokuExpwy

Traffic volume passing through city center
10,000 vehicles/day
4.0

▲8%

3.9

▲5%

3.0
2.0
1.0

Large
vehicles

0.0

3.7

2015
Before

Outer
Ring
Road

MisatoJCT

C3TakaidoTomei
Exprwy

After

Joban
Expwy

Central Circular
Route of
Metropolitan Shinozaki
ExprwyTakaya

Yoga

Keiyo
Road

E17

Higashikanto
ExprwyApprox. 10% reduction in traffic passing through city center.

MINISTRY OF LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM
http://www.mlit.go.jp/en/index.html

E4

Via metropolitan
expressways

13％
Via metropolitan
inter-city
expressways

E20

87％

E6

*Average of FY2017

e.g., Atsugi IC⟺Kuki IC

C3

E51

<Tomei⇔Tohoku>
2015
2016
2017
All vehicles
4,620 ⇒ 2,740 <▲41%> ⇒ 2,650 <▲43%>
Large vehicles 1,490 ⇒
590 <▲60%> ⇒550 <▲63%>E1⟺E498.9km(AtsugiIC ⟺Kuki IC)

E14

E1

2017

Via metropolitan
inter-city
expressways

Conditions ofMetropolitan Inter-city
Expressways

E6

E20

▲3%

2016

Kawaguchi
JCT

E17

Chuo
Exprwy▲16%▲13%

BijogiJCT

Kanetsu
ExprwyAll vehicles
▲12%

E4

Via city
center

99.5km(AtsugiIC ⟺Kuki IC)

C4
E1
CA

E14

Via metropolitan
inter-city
expressways

Via metropolitan
expressways
Distance

99.5km

≒98.9kmTime

112.8min90.6minToll

3,180yen↓
3,550yen<

City Center Transit Traffic

Reduction*For standard vehicle withETC (daytime)

<

↓

<

With through traffic in the city center on one hand, we are making progressin the development of ring roads for metropolitan inter‐city expressways(Ken-Ō Expressways) etc.
The challenge is to make effective use of these alternative road networks.

4.2

19:00

Distribution of projected driving time and traffic
demand by “AI traffic congestion forecast” system.
(e.g., Tokyo Bay Aqua Line)

Background

5.0

17:00

3,770yen↓
3,260yen

Set new toll system

More than 80% of drivers choose metropolitan inter-city
expressways between the E1 and E4.

Advancing Measures
for Logistics System‫ﺗﺪاﺑﯿﺮ ﻣﺘﻄﻮرة ﻟﻠﻨﻈﺎم اﻟﻠﻮﺟﺴﺘﻲ‬To address an increasingly serious shortage of truck drivers, we are emphasizing the introductionof labor-saving “double trailers” that can transport twice the amount of regular HGV cargo.
With the introduction of truck platooning on expressways in view, we are studying the use of
highway infrastructure, primarily on the Shin-Tomei Expressway. This includes the introduction of
six lanes on the Shin-Tomei and Shin-Meishin Expressways, which will increase the stability andefficiency of the double network connecting the three major metropolitan areas, as well as
provide rest spaces and coupling/decoupling bases.
Age structure of truck drivers

Background
Approx. 90% of domestic freight is transported by trucks.
A serious shortage of truck drivers is worsening(approx. 40% are 50 years old or more)
Approx. 50% of domestic freight transport uses the Tomei andMeishin Expressways (including Shin-Tomei and Shin-Meishin Expressways)

30-39
18%

under
30
9%
50+
42%
40-49
31%

Source: "Labor Force Survey," Ministry ofInternal Affairs and Communications

Realization of Truck Platooning

Introduction of Double Trailers
Confirmation of the labor-saving effects and driving safety throughthe conduct of demonstration experiments.
Full introduction of double trailers primarily on the Shin-Tomei
Expressway by allowing relaxation of licensing standards forpassage of special vehicles and, as of January 2019, relaxation oflicensing standards regarding maximum length for special vehicles.

We have been conducting demonstration experiments on publicroads, on the Shin-Tomei Expressway, etc. since January 2018,
aiming to establisih truck platooning.
While embarking on demonstration experiments for truck
platooning, we are making a concrete study of expressway
infrastructure that will support new logistics systems, primarily on
the Shin-Tomei Expressway.

Experiment result
In transporting the same weight in cargo, use of vehicles over 21m
long compared to regular HGV, achieved a labor saving with areduction of the number of drivers by about 50%, as well as a drop infuel consumption and CO 2 emissions of about 40%.

Government targets● Labor Saving

To establish a technically viable platooning system with unmanned
following vehicles on an expressway (Shin-Tomei) in FY2020.
To implement a commercial platooning system with unmanned
following vehicles on an expressway (between Tokyo and Osaka) fromFY2022.

● CO2 Reduction

Image of Expressway Use with Platooning

0.50

approx. 50% decrease

0.35

0.40
0.30

0.23

0.20

0.18

approx.

30%

0.10

decreaseapprox.

20%

decrease

0.00

Large Truck
(12m)

21m
Over 21m
Double trailers

Average CO 2 emission(kg-CO2/km x 1,000 t)

Average No. of Drivers(persons/km x 1,000 t)(Number of drivers required per 1,000 ton-km) (emission per 1,000 ton-km)
80
60

56.6

39.1

40

30

%
decreaseapprox.

20%0Large Truck
(12m)

!"
Assisted or automateddriving system

32.0

approx.
20

Driven by a driver

approx. 40% decrease

Platooning by electronically linking vehicles in front
with those in backdecrease

21m
Over 21m
Double trailers

Labor Saving Double Trailers

Concept of Platooning on Expressways

Before Regular HGVs

(When platooning with unmanned rear vehicles becomes established)
Freight
company

approx. 12m

After

Exit and entry
for general road

Double trailers: carries twice as much cargo as a regular HGV.

Lanes exclusively
for truck platooning

Relaxing the maximum permissible length of oversized trucks from the current 21 m to 25 m.

MINISTRY OF LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM
http://www.mlit.go.jp/en/index.html

Ramp exclusive for truck platooning(direct link to commercial facilities)

Road Disaster Prevention andRoad Safety Improvement‫ﻣﻨﻊ ﻛﻮارث اﻟﻄﺮق وﺗﺤﺴﯿﻦ اﻟﺴﻼﻣﺔ‬In the event of a major earthquake or other disasters, we provide support for rescue activities through therapid removal of road obstacles. In order to provide safe and highly reliable road networks, we are working
on disaster countermeasures including slope collapse pevention and antiseismic reinforcement.
Given that half of road traffic deaths occur among pedestrians and cyclists and half of them are killed onresidential streets in the vicinity of their homes, we are committed to enhancing traffic safety effectivity by
utilizing Big Data.

Road Disaster Prevention
When a large earthquake occurs, debris and abandoned vehicles in the city center may hinder the movement of emergency vehicles. In order to provide secure
relief routes, we have formulated plans in Tokyo to remove road obstacles from eight directions.
The law has been revised to allow road administrators to remove abandoned vehicles that hinder the clearing away of road obstacles in the event of a disaster.
The law has been revised to allow the national government to engage in road obstacle removal and disaster recovery measures on behalf of road administratorsin order to support relief activities in the event of a disaster.
Kanetsu
ExprwyChuo
ExprwyTohokuExprwyCitycenter

Narita Airport

Keiyo Road

HanedaAirportYokohane Route ofMetropolitan
ExprwyTomei
ExprwyJoban
ExprwyTokyo bay
Aqua-line
exprwy<Eight-way strategy for securing relief
routes in Tokyo><Training in the removal of vehicles in accordance with
the Disaster Countermeasure Basic Act>

<Elimination of road obstacles during a disaster>

To mitigate the effect of heavy rains on road traffic, we have taken
various preventive measures, including slope collapse prevention andthe installation of facilities to prevent falling rock at sections that are
subject to disasters.

We have been implementing seismic retrofitting based on insights frombridge damage caused by the Great Hanshin-Awaji Earthquake in 1995.
No bridges that had undergone reinforcement measures suffered collapse
during the Great East Japan Earthquake in 2011.

Reinforced bridge pillar<Measures to protect against slope collapse><Facility to ptrotect against falling rock><Damage caused by the Great Hanshin, Awaji
Earthquake in 1995>

Road Safety Improvement
The number of traffic fatalities in Japan (per 100,000 persons) involving
pedestrians and cyclists is the largest among those in the G7 countries.
<Comparison of traffic fatalities per 10,000 persons>
1.2
Lowest among G7 1.4
2.2
2.6
While in a vehicle 3.5
3.6
7.5

Japan
UK
Germany
France
Italy

0.8
1.1
1.3
1.0
1.0

CanadaUSA

About half of the fatalities in traffic accidents happen to people walking or riding abicycle, and about half of those cases occur within 500 m of their home.
<Number of traffic deaths
by condition>

2.0
Highest among G7

1,197
(34%)

While walking /riding a bicycle

Ridinga bicycle453
212 (13%)
(6%)

401
(11%)

By applying big data to traffic safety measures, we are identifying
potential places where speeding, sudden braking and other dangerous
actions may occur and are promoting initiatives to implement more
effective and efficient countermeasures.
<Using Big Data>

Junior highschool[Before]Countermeasures addressing
symptoms at accident sites

Below 2km
(11%)
Below 1km(17%)

N=3,532
Source: Based on data from "Characteristics of traffic fatalities in 2018"
by the Traffic Bureau of the National Police Agency.

Below 500m
approx.
50%

N=1,810Source: Traffic accident data
(ITARDA: 2017 data)

We are advancing efforts based on the implementation and verification of physicaldevices such as speed bumps and rising bollards.
<Countermeasure(speed control)><Countermeasure(restricting the entry of traffic)>

Sections where sudden braking
and speeding in excess of
30km/h occur on a constant basis

RisingExceeding 30 km/h

Traffic accident site

University

Over 2km(22%)

Sudden deceleration site
Traffic accident site
Elementary
schoolCountermeasure area
Zone 30
Major road

While walking
While riding a bicycle
While riding a scooter
While riding a motorcycle
While riding in a car
OthersWalking
1,258
(36%)

Source: IRTAD (2017), World Bank

Elementary
school<Deaths by distance from home(pedestrians/bicycles)>

11(0.3%)

1.9

Junior highschool<Bridge with antiseismic reinforcement after
the Great East Japan Earthquake in 2011>

Below 40%
Below 60%
Below 80%

University

Descending

80% or more

[After]Effective measures based on the identification of potentialsites where dangerous actions occur, such as speeding, sudden
braking and the use of rat runs.

Speed bumps

MINISTRY OF LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM
http://www.mlit.go.jp/en/index.html

Rising bollards

Strengthening the Functionof “Michi-no-Eki”"Michi-no-Eki" ‫ﺗﻌﺰﻳﺰ دور‬1,160 “Michi-no-Eki” stations have been installed and are being used by more than 200 million people
annually as areas for road-users to rest, to provide information, and to serve as centers for community
cooperation. We will continue to use these stations as bases of regional revitalization to meet growing
expectations and to win the trust of users and local communities.
We construct and deploy facilities with the aim of making Service Areas (SAs) and Parking Areas (PAs) on
expressways into places that people want to actively use.

Disaster Prevention Function Inbound Support

Michi-no-Eki "Mukakawa Shiki no Yakata"In response to the occurrence of disastersof greater frequency and intensity,
Michi-no-Ekis have been enhanced withdisaster-prevention functions and used inrecent years as evacuation centers, etc. attimes of disaster.

Automated Driving

Michi-no-Eki "Aso"In order to encourage more foreign tourists
to visit rural areas, we are promoting theestablishment of more receptive inboundenvironments through certification of
information centers for overseas visitors.

By introducing automated driving services
that connect Michi-no-Ekis withsurrounding facilities and villages, etc., westrengthen their function as traffic nodes.

Branding of Service Areas and Parking Areas
By incorporating the region's features, we develop Service Areas and Parking Areas as attractive destinations to visit rather than places
to merely pass by.

Pasar Hasuda on the Tohoku Expressway(East Nippon Expressway)

EXPASA Fujikawa on the Tomei Expressway(Central Nippon Expressway)

Branding SAs and PAs and offering various services such as multi-functional commercial complexes with specialty shops etc., tourist information centers and dog runs according to diversifying needs.

Creating unique areas with a variety of local color, for instancewith inclusion of a large ferris wheel from which visitors can enjoya magnificent view of Mt. Fuji.

MINISTRY OF LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM
http://www.mlit.go.jp/en/index.html

Contribution to the growth of developing countries by“Quality Infrastructure” Investment‫اﻟﻤﺴﺎھﻤﺔ ﻓﻲ ﻧﮭﻀﺔ اﻟﺪول اﻟﻨﺎﻣﯿﺔ ﻋﻦ طﺮﻳﻖ اﻻﺳﺘﺜﻤﺎر ﻓﻲ‬"‫"اﻟﺒﻨﯿﺔ اﻟﺘﺤﺘﯿﺔ ﻋﺎﻟﯿﺔ اﻟﺠﻮدة‬Japan has experience in the solution for various problems, including those related to severe topography
and construction conditions, disasters such as earthquakes and typhoons, congestion due to population
concentration in urban areas, accidents, environmental problems, and the prevention of deterioration in
structures.
By taking advantage of such "achievements" and the underlying technological capabilities and systems that
support these achievements that are Japan's strengths, we hope to contribute to the growth of emerging
countries and to help them in realizing their productive future through the development of “quality
infrastructure”.

Technological Capabilities related to Bridges and Tunnels

Possessing rich experience and advanced technical capabilities to overcome severe construction conditions in the field ofbridges and tunnels.
Steel Superstructures

Mountain Tunnels

The use of high-performance steel
SBHS enables the building of long-spanbridges.

PC Superstructures

The adoption of methods such as
multiple-layer and high-standard steel
support, hybrid rapid-spray construction
and full-face excavation with auxiliary
benches makes it possible to cope withstratal changes during construction.

Shield Tunnels

Using corrugated steel web bridges, thereplacement of concrete parts with steel
plate results in shorter construction
periods and economic advantages.

Width approx. 15.1m

The use of a double cutter method
increases excavation speed and shortensthe construction period.

Electer
Cutter head
Cutter bit

Technical Support through Joint Research
Making use of the framework of Japan-ASEAN transportation cooperation,
we have conducted joint research on pavement technology and overload
management technology that can support international road networks.
The final report, “Technical Reference for Road Pavement Technologies in
ASEAN International Corridors”, was officially approved at The Sixteenth
ASEAN and Japan Transport Ministers Meeting in November 2018.
More joint research on bridge maintenance is planned for the future.

Examples of Damaged Road Pavement
Technical Reference forRoad Pavement Technologies in
ASEAN International Corridors

Achievements in the Field of Roads and Bridges
We are advancing inter-field collaboration in international port and airport development projects involving Japan, andpromoting projects with highly-collaborative effects such as access roads.
Access Roads in Conjunction with Port Development

Access Roads in Conjunction with Airport Development

In conjunction with thedevelopment of container
terminals, etc., at Lach Huyen
International Port, an accessroad was developed toconnect the expressway from
Hanoi.

In conjunction with thedevelopment of an international
passenger terminal at Hanoi's
Noi Bai International Airport, anaccess road and bridge to thecenter of Hanoi was developed.

Lucken International Port Access Road
(Completed in 2017)

MINISTRY OF LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM
http://www.mlit.go.jp/en/index.html

Nhat Tan Bridge (Completed in 2015)