ISSN: 2189-6976

TRANSPORT POLICY INPERSPECTIVE: 2020
Preface
Automobile and road transport have advanced rapidly in the last half century in Japanand contributed greatly to the advancements of our socio-economic system. Our
lifestyles and the economy have been enjoying the benefits brought about by themobility provided by automobiles in all aspects of our society. But, at the same time,over-reliance on automobile has caused serious social and environmental problems
such as traffic accidents, air pollution, greenhouse gas emissions and social disparity.
Recently, the Center started research on how our cities and transport should be in
response to repeated natural disasters and pandemics.
Faced with these challenges, we are reaching a major turning point for a matured andsecured transport society with major technological innovations in automobile androad traffic including EV/FCV and a connected and autonomous vehicle or a fully
connected ecosystem created by advanced ICT, ITS, etc. These innovations in the next
generation vehicle systems will be most beneficial to us as they will provide muchsafer/secured, less polluting and user friendly mobility for all when Japanese society
faces depopulation and rapid aging, and it needs to solve many existing problems andto move towards a more equitable, inclusive, healthy and efficient transport systemthat support a vibrant and sustainable society.
The Japan Research Center for Transport Policy was founded in 1971 as a private non–profit organization involving transport academics and practitioners active in universities, research organizations and private industry. Since then, the Center has been
carrying out interdisciplinary research focused on road transport and proposing transport policies that will contribute to the beneficial development of Japanese society,and the Center was officially certified as a public-interest incorporated association in2010.
Every year since the year 2000, with the full support of the Japan Automobile Manufacturers Association, we have published a booklet in Japanese, “Research on Automobiles and Transport – Environment and Policy” annually, which introduce thegeneral trends in policy and research concerning automobiles and road traffic in
Japan, with basic statistics. This is a translation of the major parts of the 2020 booklet
with additional introduction for overseas readers who are interested in the transport
policy of Japan. We hope that this booklet will be useful in understanding Japaneseexperiences.
Finally, we would like to express our sincere gratitude to the Japan Automobile Manufacturers Association, which has given us its full support, and to all who have given
their valuable time in writing or editing articles, or who have provided important datafor inclusion in the booklet.

December 2020

Noboru Harata
Chairman, Editorial Committee
Japan Research Center for Transport Policy
1

TRANSPORTPOLICY INPERSPECTIVE
2020
List of Authors(in order of their reports appearance)

Noboru Harata, Professor, Faculty of Science and Engineering, Chuo University(Representative Director, The Japan Research Center for Transport Policy)
Kazusei Kato, Professor, Faculty of Business and Commerce, Keio University
Tomoaki Nakamura, Graduate School of Business and Commerce, Keio University
Toshinori Nemoto, Professor, Faculty of Economics, Keiai University
Kiyoshi Takami, Associate Professor, School of Engineering,
The University of Tokyo
Tsutomu Yabe, Director, Transport and Socioeconomic Division, The Institute of
Behavioral Sciences
Eiichiro Iwao, Professor, School of Commerce, Senshu University
Kazuya Itaya, Professor, Faculty of Economics, Ryutsu Keizai University
Fumihiko Nakamura, Professor, Graduate School of Urban Innovation,
Yokohama National University
Atsushi Matsubara, Specified Nonprofit Corporation Healthy Town Development
Yuichi Mohri, Vice President, The Institute of Behavioral Sciences
Seiji Hashimoto, Professor, Graduate School of Environmental and Life Science,
Okayama University
Fuhito Tanabe, General Insurance Rating Organization of Japan Automobile
Insurance Department
Hidekatsu Hamaoka, Professor, Graduate School of Engineering Science,
Akita University
Nagahiro Yoshida, Associate Professor, Graduate School of Engineering,Osaka City University
Masaharu Oosawa, Professor, College of Science and Technology, Nihon University
Azusa Toriumi, Research Associate, Institute of Industrial Science,
The University of Tokyo
Takashi Oguchi, Professor, Institute of Industrial Science, The University of Tokyo
Yusuke Kanda, Professor, National Institute of Technology, Kure College
Yasunori Muromachi, Associate Professor, School of Environment and Society,
Tokyo Institute of Technology
Hiroyuki Oneyama, Professor, Graduate School of Urban Environmental Sciences,
Tokyo Metropolitan University
Masanari Meguro, General Manager, Vehicle Safety and Environmental Division,
Japan Automobile Manufacturers Association
As of October 2020

2

TRANSPORT POLICY IN PERSPECTIVE: 2020

Table of Contents

Noboru Harata 1
Preface2
List of Authors
The development of Japan's transportation infrastructure for the Tokyo Olympics and Paralympics
Kazusei Kato, Tomoaki Nakamura and Toshinori Nemoto

4

Variety of Mobility Needs and Transport Systems
Fumihiko Nakamura, Kiyoshi Takami, Tsutomu Yabe, Eiichiro Iwao, Kazuya Itaya,
Atsushi Matsubara, Yuichi Mohri, Kazusei Kato
Mobility Changes in Quality and Quantity
1-1Road Network Today
1-2
Freight Road Transport Today
1-3
Public Transport Today
1-4
Recent Trends in New Urban Transport Systems
1-5
Easy-to-use Transportation for Everyone
1-6
The Future of the Transport Infrastructure
1-7
Funding Japan's Highways Following the Tax-Earmarking System
1-8

18
20
22
24
26
28
30
32

Efforts to Assure Safe and Comfortable Mobility
Seiji Hashimoto, Fuhito Tanabe, Hidekatsu Hamaoka, Nagahiro Yoshida,
Masaharu Oosawa, Azusa Toriumi, Takashi Oguchi, Yusuke Kanda
Trends and Present Situation of Road Traffic Accidents
2-1
Automobile Insurance System In Japan
2-2
Traffic Safety Program
2-3
Efforts toward Traffic Calming
2-4
Progress of Bicycle Transport
2-5
Changes in Urban Parking Lot Policies
2-6
Recent ITS Research and Developments
2-7
RecentTrends in TDM and Mobility Management Measures
2-8

34
36
38
40
42
44
46
48

Symbiosis of Vehicles, People and Nature
Yasunori Muromachi, Hiroyuki Oneyama, Masanari Meguro
Mitigation of Climate Change
3-1
Current Status and Problems of Road Traffic Noise and Air Pollution
3-2
Improving Energy Efficiency
3-3
Environmentally Friendly Institutional Measures
3-4
Actions for Sustainable Transport
3-5

50
52
54
56
58

Transport Today
1

2

3

3-6

Development and Popularization of Eco-Vehicle

Statistics and Data

60
Kazuya Itaya 63

3

The development of Japan’s transportation infrastructure
for the Tokyo Olympics and Paralympics
Kazusei Kato, Tomoaki Nakamura and Toshinori Nemoto

1. Transportation infrastructure development in preparation for the Tokyo Olympics and Paralympics
In this paper, we outline the development of transportation infrastructure in Japan in recent years. In
particular, we focus on transportation infrastructure projects that were accelerated following theannouncement that the 2020 Olympic and Paralympic Games were to be held in Tokyo.
1.1 The 1964 Tokyo Olympics and Paralympics and the development of transportation infrastructure

On 7 September 2013, Tokyo was chosen by the 125th IOC General Assembly in Buenos Aires,
Argentina, to host the 2020 Summer Olympic and Paralympic Games for the first time since 1964.
When the 1964 Olympics and Paralympics Games were awarded to Tokyo, the Japanese economy was
expanding rapidly, and there was an urgent need to construct transportation infrastructure to meet thegrowing demand for transportation. Consequently, the decision to award the Olympics to Tokyo
promoted the development of transportation infrastructure.

Approximately 50 years have passed since the 1964 Games, and the areas of infrastructure investment
have changed considerably. The investments that were made in preparation for the 1964 Games weremainly in the area of high-speed transportation. The Meishin Expressway, Japan’s first toll expressway,
was opened in 1963, and the Tomei Expressway opened in 1969. The Tokaido Shinkansen (Tokyo toShin-Osaka), the world’s first high-speed railway, was also opened in 1964.

However, capital

accumulation was insufficient in Japan at that time, and the construction of these projects was mainly
financed by the World Bank.

Traffic congestion in the Tokyo city center also remained chronic, and thus the Tokyo Monorail andthe Tokyo Metropolitan Expressway were built to provide access from Haneda Airport in the bay area
to various locations in Tokyo. Subsequently, the Tokyo Metropolitan Expressway was expanded tocover the entire capital region, and in 1966, the Tokyo Metropolitan Expressway No. 1 between Haneda
Airport and Yokohama opened, its construction having been funded by a loan from the World Bank.

In recent years, the maintenance of infrastructure built for the 1964 Olympic and Paralympic Gameshas become a critical issue. One such item of infrastructure is the Metropolitan Expressway, which has

4TRANSPORT POLICY IN PERSPECTIVE: 2020

been the subject of a major repair and renewal project since 2014. There is no question that funding isessential for the maintenance and management of transportation infrastructure, including toll highways.
Moreover, despite the rapid increase in social security expenditure in the national budget as a result ofJapan’s aging population, public works expenditure has fallen to about half of what it was in 1998 (seeFigure 1). Further, as shown in Figure 2, the results of inspections of bridges and tunnels show that
there are numerous locations requiring immediate repair work. It has been estimated that preventive
maintenance would reduce maintenance costs, and thus local municipalities are now required toformulate “long-life repair plans.”

Initial Budget(Trillion Yen)

Supplementary Budget

5.9
0.8

2.8

2.1

2

0.2

0.5

1.6

0.6
0.5 0.8

1.1

2.4

0.6

0.4 0.6
0.3
2.4

9.7

9

1997 98

9.4

9.4

9.4

99 2000 01

8.4

02

8.1

03

7.8

04

7.5

05

7.2

06

6.9

07

6.7

08

09

10

5

4.6

11

12

1

1.6

2.4

1

7.1
5.8

1.6

5.3

13

6

6

6

6

6

6.1

14

15

16

17

18

19

Figure 1. Public-works-related expenditure by both the national and local governments (1997–2019)
Data source: Outline of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) budget for FY2020.

020

Bridge4060

41Tunnel 2

80

49

56

Incidental
Facilities

53

Ⅰ
Ⅰ:
II:
III:
IV:

10 0.141

32

Notes:

100
%

Ⅱ

Ⅲ

0.6

15

0.1

Ⅳ

No deterioration of the function of the structure.
No deterioration of the function of the structure, but action is required.
Deterioration of structural functions requires repair.
Deterioration of structural functions requires immediate repair.

Figure 2. Current conditions of bridges, tunnels, and incidental facilities.
Data source: Road Bureau and City Bureau, MLIT, “Outline of the Budget for Roads in 2020.”5

1.2 Transportation infrastructure development for the 2020 Olympic and Paralympic GamesIn this section, we focus on infrastructure development for the 2020 Olympic and Paralympic Games.
In terms of expressway infrastructure, construction of the Loop Arterial Road 2 (Kan-ni-dori), theTokyo Outer Loop Expressway (Gaikan-do), and the Metropolitan Inter-city Expressway (Ken-o-do)
has been accelerated (Figure 3). Although some sections of these expressways had already been
constructed, the decision to award the Games to Tokyo meant that the construction of these
expressways was given priority. The section of the Loop Arterial Road 2 connects the athletes’ villages
and venues in the waterfront area with the city center. In conjunction with this development, there areplans to redevelop the area along the Loop Arterial Road 2 to enable Tokyo to become an international
business center in the future. Meanwhile, the Outer Loop Expressway and the Metropolitan Inter-city
Expressway are loop expressways running along the outer edge of the Tokyo city center, and are
expected to ease congestion in the city center during the Games.

Figure 3. Loop expressways in the Tokyo metropolitan area.
Data source: Road Bureau, MLIT, “Outline of the Budget for Roads in 2020.”

When these expressways are being built, the “stock effect” is emphasized rather than the “investment
multiplier effect”. This is the effect of rationalizing communications and logistics, stimulating private
sector investment, revitalizing tourism, and increasing the population and employment as a result of
the construction and opening of roads, all of which contribute to long-term economic growth1. As aresult, roads built for the Olympics and Paralympics are expected to improve productivity and thequality of life of residents along these routes in various ways after the Games.

Along with the development of the road network, smart-use initiatives are also being promoted tomaximize the functions of the overall road network in the metropolitan area through improvements inthe operation of existing toll highways. In the Metropolitan and Kinki regions, tolls that seamlessly
link various highway companies were introduced in April 2016 and June 2017, respectively, and have
had the effect of diverting traffic from metropolitan centers to the outer loop roads. As a result, highway
congestion on the most populated area has declined. These initiatives rely on a new tolling system
based on the “Three Smart Use Principles of Tolling,” an approach common to all metropolitan areas1

See the MLIT website (https://www.mlit.go.jp/road/road_e/q6_evaluation.html#a2).

6

TRANSPORT POLICY IN PERSPECTIVE: 2020

that was outlined in the basic policy of the Expressway Subcommittee of Roads Subcommittee ofSocial Infrastructure Development Council in 2016. Currently, there are plans to introduce acongestion-based toll system in preparation for the Games.

In addition to the inadequate road infrastructure, there has been a noticeable shortage of truck drivers
in Japan. As a result, moves to increase wages are spreading in both the corporate logistics sector andthe home delivery service sector. The reasons for this shortage are believed to include an increase in
the volume of parcel deliveries and other services as a result of the growth of e-commerce, as well as
problems related to the working environment. Leading up to and during the Games, the shortage oftruck drivers will become a serious problem, as the transport of athletes and spectators is essential in
addition to the usual transportation requirements. Therefore, the industry has undertaken reform of its
work practices. Specifically, the industry is working to improve labor productivity and the managementof carriers through the use of technologies such as IoT (Internet on Things) and AI (Artificial
Intelligence), as well as revising the salary system and creating a work environment that is more
comfortable for women and the elderly in order to secure and develop the necessary human resources.

In April 2016, the Council for Transport Policy within the MLIT published a report titled “Approaches
to Future Urban Railways in the Tokyo Area” which stated that urban railways in the metropolitan area
should aim to: (1) contribute to strengthening international competitiveness, (2) contribute to aprosperous national life, (3) remain sustainable in conjunction with urban development, (4) maintainqualitative evolution in terms of station spaces with the creation of next-generation stations, (5) remain
reliable and secure, and (6) undertake strong promotion of disaster countermeasures and “visualization”
of their efforts.

The report also referred to the development of specific railway lines based on three criteria: (1) projects
that contribute to the strengthening of international competitiveness, (2) projects that contribute to theenhancement of the railway network in response to regional growth, and (3) projects that contribute to
the qualitative evolution of station spaces. In relation to the first criterion, in anticipation of the increasein the number of visitors during and after the Olympic and Paralympic Games, projects to improveaccess between central Tokyo and its major airports (Narita and Haneda) have been drafted as part ofthe project to improve airport access. Similar plans are also underway in the Kinki region.

In relation to this, the development of barrier-free environments has been promoted. During the
Olympic and Paralympic Games, a tremendous number of tourists and athletes will visit themetropolitan area, and thus the major stations that serve as transfer points as well as the airports arebeing redesigned to be barrier-free. Specifically, larger elevators and platform doors are being installedat stations, and airport access buses are being equipped with lifts. In particular, the East Japan Railway
Company, which operates railways in eastern Japan, including Tokyo, is expanding its barrier-freefacilities in stations near the Games venues and on airport access lines; this is in addition to expanding
the ticket gates and concourses to make them more accessible for wheelchair users.

7

2. Growth in visitor numbers and expansion of airport capacity in the metropolitan area
As mentioned in the previous section, a tremendous number of visitors and athletes are expected tovisit the Tokyo metropolitan area for the Olympic and Paralympic Games. The efficient transit of thesepeople will be an important factor in the success of the Games. Thus, this section outlines Japan’s
responses to receiving an increased number of visitors and its efforts to strengthen its capacity toaccommodate these visitors during the Games.
2.1 Growth in visitor number

In recent years, the Japanese government has implemented various initiatives aimed at increasing thenumber of visitors to the country. In 2003, the Visit Japan Campaign was launched with the aim ofincreasing the number of visitors to the country to 10 million by 2010. In 2007, the Tourism Nation
Promotion Basic Law was enacted, and the Japan Tourism Agency was established within the MLIT in2008. Thus, a system has gradually been established to implement policies aimed at attracting more
visitors to Japan. In 2019, it was announced that the aim was to attract 40 million visitors annually by2020 and 60 million annually by 2030, and a number of initiatives were proposed to assist in achieving
those targets. The official number of visitors to Japan in 2019 was 31,882,049, or approximately 6.1
times the 5,211,725 visitors in 2003, when the Visit Japan campaign was launched (Figure 4). The
number of visitors has increased rapidly, especially since 2013 when the number of visitors to thecountry surpassed 10 million for the first time.

(Thousands)
35000

30000

25000

20000

15000

10000

5000

0
1964 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 2000 02 04 06 08 10 12 14 16 18

Figure 4. Foreign visitors to Japan (1964–2018).
Source: Japan National Tourism Organization (JNTO).

8

TRANSPORT POLICY IN PERSPECTIVE: 2020

Currently, Japan is ranked 11th in the world and third in Asia in terms of visitor numbers2. As an island
nation, Japan is characterized by the fact that all visitors enter the country by either air or sea, and Japanis ranked seventh in the world and first in Asia in terms of visitors arriving by either air or sea 3. Thus,
air and sea travel are emphasized in programs aimed at attracting visitors. Figures on visitor arrivalsby airport show that in 2012, most visitors arrived at Narita Airport, but the number of visitors arriving
at Kansai International Airport steadily increased and by 2018 was approaching the number of visitors
arriving at Narita Airport (Figure 5). There was also an increase in the number of visitors arriving at
Fukuoka, Shin-Chitose, and Naha Airports from 2012 to 2018. This implies that many visitors arearriving in Japan at the large regional airports rather than at the three major metropolitan airports.

0

20

40

60

80

100

%

2.7
2012

2018

41.6

29.2

12.8

20.9

5.6 6.5 4.5

13.9

26.1

NaritaHanedaKansai

Chubu

Fukuoka

Shin-Chitose

Naha

Other

5.4

5.0 8.2 5.8 6.0 5.8

Figure 5. Percentage of visitors by airport.
Source: Ministry of Justice immigration statistics.

One factor contributing to the increase in the number of visitors has been the promotion of Open Skies.
In the late 1990s and early 2000s, the Japanese government adopted an Open-Skies policy based on thepremise of expanding capacity through the development of airports in the Tokyo metropolitan area. In
2002, a parallel runway at Narita Airport was provisionally opened and regular charter flights fromSouth Korea and Hong Kong were permitted to land at Haneda Airport, and in 2007 the Asia Gateway
Initiative was announced by the Japanese Cabinet4. In 2008, the Japanese Cabinet also announced thatwhen Haneda Airport’s fourth runway and international terminal opened in 2010, they expected a totalof 60,000 scheduled international flights (30,000 during the daytime and 30,000 late-night and earlymorning flights). Today, bilateral agreements have removed numerous restrictions on airlines including
those related to the number of flights and points of entry. 35 countries/regions have signed an Open
Skies Agreement5. "Beyond rights (the fifth freedom rights)" have also been granted to airports outside
the metropolitan area.

Currently, many visitors to Japan use foreign airlines, which has led to an increase in the number of2

Based on 2018 data (see the White Paper on Tourism 2020 at https://www.mlit.go.jp/statistics/content/001348581.pdf).
Based on 2018 data (see the White Paper on Tourism 2020).
4This liberalized the opening of routes at local airports through bilateral negotiations in Japan.
5
Haneda Airport is excluded from the Open Skies program.
3

9

visitors arriving at non-metropolitan airports in Japan. The number of passengers using low-costcarriers (LCCs) has also grown. Especially in Asia, the use of LCCs, which offer inexpensive flights,
has become more popular and the number of visitors to Japan has been increasing. In this context, local
municipalities and airport officials are paying large sums to foreign airlines and/or travel agencies in
the form of incentives and subsidies to attract international flights. However, there has been excessivecompetition based on the provision of incentives and subsidies, a situation that has been termed“subsidy competition.”
2.2 Expansion of airport capacity in the metropolitan area

Both Narita Airport and Haneda Airport have been working to increase their capacity since 2012.
Haneda Airport gradually increased its capacity from 300,000 flights per year in 2012 to 450,000 flights
per year in 2015 (including 90,000 international flights) as a result of the opening of the fourth runway.
Narita Airport also gradually increased its capacity from 220,000 flights in 2012 to 300,000 flights in2015, resulting in a significant increase from 520,000 flights to 750,000 flights between 2012 and 2015
for both airports (see Figure 6). However, the capacity of Japan’s metropolitan airports is still
substantially lower than that of other countries’ major airports. For example, New York and London
both cater for more than a million flights each year.

According to previous studies, the number of visitors from abroad decreases with distance, whereas itincreases with higher GDP of the origin country, higher expenditures on tourism by governments and/or
municipalities, and relatively lower price levels in the destination country. Many of the Asian countries
that are close to Japan have been experiencing economic growth over recent years. On the other hand,
Japan's experience of low economic growth over the past 30 years has resulted in relatively low pricelevels. Reflecting those factors, the number of visitors will continue to increase even after the Covid19. Therefore, the government is taking a number of initiatives to expand the capacity of themetropolitan airports. As a priority measure until 2020, the government has increased the number ofinternational flights at Haneda and Narita airports by 80,000 flights per year, from about 750,000 as of2015 to about 830,000 in total. The review of the runway operations and flight paths at Haneda

Airport is designed to increase the capacity of the airport by changing flight paths andoperational systems rather than building a new runway. Previously, noise-related issues meantthat low-altitude airspace above Tokyo’s city center and other areas had been only minimally used,
except for occasions when visibility was limited. A new flight path through low-altitude airspace overurban centers was due to commence operation in late March 2020, increasing the airport’s international
flight capacity from about 60,000 flights to about 99,000 flights each year. However, in recognition of
the potential new noise impact in the city center and elsewhere, the new flight paths will be restricted
to peak-hour operations.

On the other hand, at Narita Airport, for after 2020, the government has set a target of increasing thenumber of flights to and by building a new runway, extending Runway B, and easing restrictions on

10

TRANSPORT POLICY IN PERSPECTIVE: 2020

night flights at the Narita Airport by 160,000 per year. As a result, the total number of flights to andfrom metropolitan airports will reach one million per year. Prior to that, in September 2015, a fourparty council had already been held at Narita Airport to discuss the development of a new runway. Its
members were the MLIT, the Governor of Chiba Prefecture, 9 municipalities around the airport, andNAA. The council confirmed its policy to extend Runway B 1,000 meters north and build a new
Runway C 3,500 meters south of Runway B. The land area of Narita Airport will be expanded byapproximately 1,000 hectares, enabling an additional 500,000 flights per year.

flight(million)
per year
Runway D and theinternational terminal
opened for service at
Haneda Airport.

100
90
80

The internationalterminal at Haneda
Airport was expanded.

Development of the LCC
terminal at Narita
Airport.

50

70

34

60
27

50
40

27

30

22
22

30
20
30.3

37

41

44.7

44.7

After October 31,
2010

After March 31,
2013

After March 30,
2014

After March 29,
2015

49

49

Until 2017.

Until the late
2020s.

100
Until October
2010.

HanedaNaritaFigure 6. Expansion of airport capacity in the Tokyo metropolitan area.
Source: Author’s compilation based on Maeda (2019).

11

3. Various problems in Japan and preparations for the Olympics and Paralympics
In the previous sections, we discussed the development of transportation infrastructure and thestrengthening of readiness to receive visitors for the 2020 Tokyo Olympic and Paralympic Games. In
this section, we focus on various problems that are likely to be closely linked to Japan’s hosting of the2020 Games.

In Japan, it is necessary to develop transportation infrastructure that responds to three social issues, andthis infrastructure will also benefit Olympic Games participants and spectators. First, it is necessary todevelop transportation infrastructure that supports a barrier-free society. As of March 2020, thepopulation of Japan was estimated to be 125.96 million. According to the results of the census
conducted every five years by the Ministry of Internal Affairs and Communications, the population,
which had been growing consistently from the start of the survey until 2010, began to decline for the
first time in 2015.The estimated population in 2020 is also lower than the population based on the 2015
census (127.79 million), which suggests that the population continues to decline. Figure 7 shows
population trends in G7 countries by decade. The population of the United States and Canada has been
increasing consistently, and those of the European countries have also shown a slight increase inpopulation since 2010. On the other hand, as mentioned earlier, the population of Japan has been in a
declining phase since 2010. In addition, according to Annual Report on the Ageing Society FY 2019,
the proportion of elderly people (the aging rate) has been increasing every year, from 9.1% in 1980 to28.4% in 2019. The aging rate has also increased rapidly in Japan compared with the other G7 countries,
and Japan now has the highest aging rate among all developed countries. Meanwhile, the birth rate is
declining, having reached 1.36 in 2019, and thus the population is expected to decline even further inthe future.

1.6

1.5

1.4

1.3

1.2

1.1

1

0.9
1980

Germany

1990

United Kingdom

2000

France

Italy

2010

CanadaJapan

Figure 7. Population trends in G7 countries by decade (1980＝100)
Source: Created by the author from the United Nations’ World Population Prospects 2019.

12

2020

United States of America

TRANSPORT POLICY IN PERSPECTIVE: 2020

Second, it is necessary to develop transportation infrastructure aimed at easing congestion in Tokyo.
Since the period of rapid economic growth that followed the end of World War II, a phenomenon known
as “unipolar concentration in Tokyo” has continued unabated, with large numbers of people flowing
from other urban and/or rural areas into Tokyo. While the concentration of the population in themetropolitan area, particularly in Tokyo, has produced a variety of positive effects, it has also caused
problems such as traffic congestion in the transportation system in the city center and a decline in the
population in rural areas. Since the end of World War II, the Japanese government has consistently
implemented policies aimed at decentralizing the population and various industries, and is currently
implementing a regional revitalization program, but the concentration of the population in Tokyo
continues. While it would be desirable to host the 2020 Summer Olympics and Paralympics in regional
cities, this is not possible because of financial and security concerns. However, preliminary rounds ofsome sports such as baseball, softball, and soccer are expected to be held outside the Tokyo
metropolitan area. In addition, there is a plan to host the 2030 Winter Olympics and Paralympics in
Sapporo, which previously hosted the 1972 Winter Olympics.

Third, it is necessary to develop transportation infrastructure that enhances national resilience in
response to the increasing frequency and intensity of natural disasters. Earthquakes, typhoons andfloods have been occurring more frequently in recent years, causing extensive damage in many areas.

Typhoon No. 21 in 2018 revealed that Japanese airports were inadequately prepared for typhoons. Withtransport to and from Kansai International Airport cut, travelers were trapped at the airport, which also
lost power as a result of ocean inundation. The MLIT formulated the “A2-BCP (Advanced/Airport
Business Continuity Plan)” guidelines in November 2019, which included a response plan for the lossof airport access and other functions, and provision of information to airport users. These guidelines
reflect the events experienced at Narita Airport when Typhoon No. 15 struck in 2019, and have since
been adopted at airports across the country.

Another important aspect of the response to typhoons is the “planned suspension” of transportation
services. This means that public transportation systems will suspend operations with advance noticewhen weather conditions are expected to affect operations. In September 2018, railway operators, bothprivate and public, implemented planned suspensions to prepare for the arrival of typhoons No. 21 andNo. 24. In July 2019, based on the responses the previous year, a final version of the planned railway
suspension guidelines was published, setting out the timing and methods for the disclosure of
information to users and the provision of alternative means of transport.

Preparations for possible disasters during the Olympic and Paralympic Games are also in progress. In
2017, a roadmap for countermeasures against inland earthquakes was formulated, which sets out
guidelines for earthquake preparedness during the Games, including procedures aimed at ensuring thesafety of large numbers of visitors and assisting them to return home. The roadmap includes multiple
measures aimed at assisting people to return home, including river-boat transport should land-based

13

transportation be disrupted by an earthquake.

The preparations for the Olympic and Paralympic Games described in this manuscript are closely
related to the three major issues discussed above. Specifically, the policy of promoting barrier-freeenvironments at major train stations and airports is important in relation to the ongoing aging of the
population. The facilities that have been built for the Games are expected to meet the growing need for
barrier-free access and are expected to continue to be used following the Games. In addition, theestablishment of crisis management systems by both the public and private sectors in preparation for
the Games will provide guidelines for future disaster prevention and mitigation measures, and will also
serve as a foundation for safe and secure urban development beyond the Games.

However, we should also recognize that the preparations for hosting the Games may exacerbate theproblems that currently exist in Japan. Measures to improve transportation infrastructure and the ability
to cater for increased numbers of visitors are being taken primarily in Tokyo, the host city for the Games.
As a result, there is a risk that this will lead to further concentration of the population in Tokyo. To
overcome this problem, it is necessary to use existing infrastructure, such as the Shinkansen and theairlines, to attract more visitors to regional cities during the Games. A survey conducted by theDevelopment Bank of Japan and the Japan Travel Bureau Foundation found that 96% of people in Asia
and 92% of people in Europe, the United States, and Australia who plan to attend the Tokyo Olympics
and Paralympics said they would either “like to” or “prefer to” take a sightseeing excursion to a regional
city during their visit to Japan, which suggests that demand for tourism to regional cities during theGames will be high6. It is expected that increase of the visitors to the rural areas with the Olympic andParalympic Games will lead to provide job opportunities in the tourism industry in the areas. The
employment growth will increase the resident population in the rural areas, which will contribute toalleviating the future concentration of population in Tokyo. There is also a concern that thedevelopment of additional infrastructure in preparation for the Games may prove to be
counterproductive given the declining population. However, aging infrastructure and maintenancecontinue to be major problems that are likely to become more serious in the future. As the population
continues to decline as a result of the low birth rate and the aging population, the per capita cost of
infrastructure maintenance and management will increase. Given these trends, excessive investment isundesirable. Thus, high-quality investment with a high level of cost-effectiveness must be promoted in
the future.

In conclusion, we discuss the impact of Covid-19. In March 2020, the World Health Organization
declared a pandemic and indicated that Covid-19 was spreading worldwide. Against this background,the Tokyo Olympic and Paralympic Games were postponed until 2021. Meanwhile, preparations for
the Games, including the development of transportation infrastructure, have continued. However, as aresult of the spread of the disease, Japan, in line with other countries, has restricted the entry of visitors
6

The data on which the figures are based are from the “DBJ/JTBF Survey of Foreign Travelers from Asia, Europe, the United States and Australia Travelling inJapan”(https://www.dbj.jp/topics/dbj_news/2019/files/caa39a65c78ec61d9891348b9f3e6da5.pdf).

14

TRANSPORT POLICY IN PERSPECTIVE: 2020

from abroad, resulting in a significant decrease in the number of visitors in 2020. Thus, for theorganizers of the Olympic and Paralympic Games in Tokyo in 2021, how to accommodate visitors insuch a way as to prevent transmission and possible infection will present a challenge.

It has been suggested that Covid-19 may lead to increased migration from metropolitan areas to rural
areas. The numbers of infected people in populous metropolitan areas has increased, which has led
many organizations to promote teleworking in an effort to prevent their employees from becoming
infected. This has led to a growing interest in migration to rural areas, especially among young people
living in central Tokyo7 . As mentioned earlier, rural cities are currently experiencing a decline in
population, and various measures are being adopted with the aim of encouraging people to migrate torural areas to address this problem. If the number of people leaving the Tokyo metropolitan area
increases in the near future, the problem of “unipolar concentration in Tokyo” will be alleviated. To
encourage this movement, it is expected that the spillover effects of the Olympic and Paralympic
Games will spread to rural areas as well.

Acknowledgment
We thank Geoff Whyte, MBA, from Edanz Group (https://en-author-services.edanzgroup.com/) for
editing a draft of this manuscript.

7

Based on survey data from the Cabinet Office. (https://www5.cao.go.jp/keizai2/manzoku/pdf/shiryo2.pdf).

15

References
Cabinet Office, A survey of changes in lifestyle awareness and behavior under the influence of new coronavirus infection,
Cabinet Office, viewed 31 August 2020.
Cabinet Office, White Paper on Measures for Society with Decreasing Birthrates, Cabinet Office, viewed 31 August
2020.
Development Bank of Japan (DBJ), DBJ/JTBF Survey of Foreign Travelers from Asia, Europe, the United States andAustralia Travelling in Japan, Development Bank of Japan, viewed 31 August 2020.
Japan National Tourism Organization (JNTO), Japan Tourism Statistics, Japan National Tourism Organization, viewed
31 August 2020, Japan National Tourism Organization.
Metropolitan Expressway Company Limited, Major Renovations to Metropolitan Expressway Structures, Metropolitan
Expressway Company Limited, viewed 31 August 2020.
Ministry of Justice, Immigration Statistics, Ministry of Justice, Ministry of Justice, viewed 31 August 2020.
Ministry of Land, Infrastructure and Transport 2019, Outline of measures taken by the Ministry of Land, Infrastructure
and Transport for the Tokyo 2020 Olympic and Paralympic Games, Road Bureau, viewed 31 August 2020.
Ministry of Land, Infrastructure, Transport and Tourism, Ring Roads, Road Bureau, viewed 31 August 2020.
Ministry of Land, Infrastructure, Transport and Tourism, Road projects, Road Bureau, viewed 31 August 2020.
Maeda, R. (2019). "On Haneda Internationalization", aviation policy research association series No.643.

16

Transport Today

1. Variety of Mobility Needs and Transport Systems

Mobility Changes in Quality
and Quantity

Associate Professor, The University of Tokyo

Kiyoshi Takami

This section shows the basic statistics on the recent trends of passenger and freight transport. Regarding the passenger transport, the distancetraveled per capita has risen and fallen in a cyclic manner, and the per capita vehicle-kilometers travelled by private cars has begun to increaseagain after remaining flat briefly. From the latest nationwide person trip survey, interesting trends are observed such as increases in the trip
generation rate of the elderly and in the car modal shares for the elderly and females, rise in the number of private trips, and decrease in the car
modal share for young males. Regarding freight transport, both tonnage and ton-kilometer transported per capita have decreased over the last
several decades.

⃞ Annual passenger-kilometers traveled per capita are on the rise for rail and air travel, with the rail in FY 2018 recording highs.
Those by business vehicles and passenger ships are in a long and gradual decline, while the latter has remained almost
unchanged for nearly a decade. Annual vehicle-kilometers of passenger car increased rapidly until around 2000, and then thegrowth has slowed down. More than one-third of it is attributed to mini vehicles. (Figures 1 and 2)
Figure 1 Annual Passenger-kilometers Traveled per
CapitaFigure 2 Annual per Capita Vehicle-kilometers
Traveled by Private Cars
（vehicle-km/person/year）(km/person/year)(FY) 0

1,000

2,000

3,000

4,000

5,000
Business vehicle

1970

942

1980

2,785

743

90
46
254

2,687
52

1990
2000

624

3,029

2005

642

3,062

2010

607

3,073

2015

3,364

562

2018

3,493

554

Passenger ship
Air

1970

1,000

Note: Corrected and estimated values are included.
Data source: Transportation-related statistics (MLIT)

2,000

3,000

4,000

915

1980

registered vehicle
mini vehicle

1,788

1990

418
51
628
34
651
32
576
23
694
25
761
27

3,135

727

Rail

(FY)

0

2,522

2000

3,130

571

2005

2,966

830

2010

2,674

1,067

2015

2,660

1,264

2018

2,800

1,426

Note: Statistics on light vehicle did not exist before FY 1986.
Corrected and estimated values are included.
Data source: Survey on Motor Vehicle Transport, Survey on Motor
Vehicle Fuel Consumption (MLIT)⃞ The freight tonnage per capita by rail has been decreasing since around 1970, those by freight vehicle and coastwide vessel
are also in a declining trend since the 1990s, and has remained roughly flat in recent years. The ton-kilometers transported per
capita by freight vehicles overtook coastwise vessels in the early 2000s, with small increases and/or decreases for all modes inrecent years. (Figures 3 and 4)
Figure 3 Annual Freight Tonnage Transported per
CapitaFigure 4 Annual Freight Ton-kilometers Transported
per Capita(ton-km/person/year)(ton/person/year)
0

10

20

30

(FY)
1970

40

1980

43

1990

47

2000

45

2005
2010
2015
2018

39
35
34
34

40
2.4

50

60

3.6 0.001
1.4
4.3 0.003
0.7
4.7 0.007
0.5
4.2 0.009

1,000

(FY)
1970

904

608

1980

1,057

320

2,000

Freight4,000
vehicleRail
Coastwise vessel
Air

3,000
0.7

1,458

2.5

1,898
220

1990

1,512

2000

1,675

1,978

6.5

1,904

8.5

174
179

0.4
3.3 0.008
0.3
2.9 0.008
0.3
2.9 0.008
0.3
2.8 0.007

0

2005

1,656

1,776

8.4

159
2010

8.1

1,405

1,922
169

Freight vehicle

2015

1,608

2018

1,665

Rail
Coastwise vessel

1,419

8.3

1,416

7.7

153

Air

Note: Freight vehicles do not include private light vehicles in any year, and include business mini vehicles since FY 1987. Corrected andestimated values are included.
Data source: Transportation-related statistics (MLIT)

18

TRANSPORT POLICY IN PERSPECTIVE: 2020
⃞ Trip generation rate from the Nationwide Person Trip Survey has been decreasing, except for the 2020 survey which shows adifferent tendency. By age-group, it has been decreasing among males under 65 years old and females under 45 years old andincreasing among the older age-groups. (Figures 5 and 6)
Figure 5 Trip Generation Rate

Figure 6 Trip Generation Rate by Age-group(Nationwide, Weekdays)

3.0

3.5
1987

1992

1999

2005

2010

(1992, 2005 and 2015, respectively, from left for each sex and age-group)

2015

3.0

2.5
2.18

2.17

2.5
1.73

1.63

1.68

1.5
1.0

(trips/person/day)(trips/person/day)

2.16
2.0

2.0
1.5
1.0
0.5

0.5

Weekdays

HolidaysMale

75 and overAge 65-74

Age 55-64

Age 45-54

Age 35-44

Age 25-34

Age 5-14

Age 15-24

Age 65-74

75 and over

National
averageAge 55-64

Local cityareas

Age 45-54

Three major
metropolitan
areas

Age 35-44

National
averageAge 25-34

Local cityareas

Age 15-24

Three major
metropolitan
areas

Age 5-14

0.0
0.0

FemaleData source: The 6th Nationwide Person Trip Survey (MLIT)

Data source: The 6th Nationwide Person Trip Survey (MLIT)

Figure 7 Trip Generation Rate for Private Purpose by
Age-group (Nationwide)◼ Declining for the young and middle-aged and increasing
for the elderly, regardless of sex and weekdays/holidays.

Figure 8 Modal Share of Car by Age-group (AllPurposes, Weekdays)◼ Increasing for elderly men and for women of wider agegroups and decreasing for young and middle-aged men.

Data source: The 6th Nationwide Person Trip Survey (MLIT)

Data source: The 6th Nationwide Person Trip Survey (MLIT)

Figure 9 Modal Share (Representative Modes, All
Purposes)

Figure 10 CO2 Emissions from Private Cars by
Prefectures (per Capita)◼ Car modal share has plateaued, and is already in decline inthree major metropolitan areas (especially on weekdays).

◼ Tokyo, Osaka and surrounding prefectures emit less CO2.
The tendency of “east high, west low” can also be seen.

100%
90%
80%
70%

72.1

72.0

72.5

67.0

58.6

61.0

58.2

52.3

56.3

51.2

50.6
48.0

50.1

Walk and others

40.4

52.3

54.1

31.4

30%

44.5

37.7

33.6

33.9

29.1

40%

26.4

50%

33.0

60%

Motorcycle/Bicycle
Car
Bus
Rail

20%
10%

Weekdays

Holidays

Three major metropolitan areas

Weekdays

2015

2010

2005

1999

1992

1987

2015

2010

2005

1999

1992

1987

2015

2010

2005

1999

1992

1987

2015

2010

2005

1999

1992

1987

0%

Holidays

Local city areas

Data source: The 6th Nationwide Person Trip Survey (MLIT)

Data source: Survey on Motor Vehicle Fuel Consumption (MLIT)

19

1. Variety of Mobility Needs and Transport Systems

Road Network TodayThe Institute of Behavioral Sciences

Tsutomu Yabe

The length of our roads has been steadily increasing thanks to ongoing road improvement, yet it is still not sufficient for traffic demand. As a result,the average speed on roads remains unchanged at a lower level. A case in point: in city centers such as Tokyo and Osaka, and in DID areas, there
is still chronic traffic congestion. Given that background, road network improvements (e.g., the ring road improvement plans that are proceedingin the major metropolitan areas) are obviously playing a significant role. The road subcommittee of the Panel on Infrastructure Development has
put together a policy for the effective and efficient use of the expressway network and the fare structure within the metropolitan areas.

Figure 1 Changes in Traffic Volume and Road Length◼ Traffic volume, measured in vehicle-kilometers, is on a
downward trend after peaking in 2005; but the volume oflight motor vehicles is on an upward trend. Road length
nationwide is steadily increasing.

Figure 2 Changes in Length of Completed Roads byRoad Type◼ For all types of road, the length of completed road (i.e.,with improvements completed) is increasing steadily.
60

250

2,000
Length of completed road (Eexpressways, National Ordinary roads, Prefectural roads)
Vehicle-kilometers (passegers + freight)
1,512

1,502

1,512

1,500

Road length (1000 kilometers)

1,351

150

148149150151151152152
143144145146147147
138140141142
133134136137
131
129
127
123125117119121
1,000

100

500
50

Road length (1000km)

1,470

Traffic volume (billion vehicle-kilometers)

200

1,533

50

48.0

51.5
50.4
49.1

45.6
44.7
43.6
41.5

41.0

40
33.9

33.3

30

44.9
43.6
41.9
38.4 38.5
32.8

26.4

20

10
2.6

4.7

6.6 7.4 7.8

8.6

0
0

National
expressway

0
1990

1994

1997 1999

2005

2010

2015

1980

1990

2005

Prefectural
road

2000

2010

2015

Figure 4 Changes in Average Traffic Volume and
Average Travel Speed by Type of Road

Figure 3 Average 12-hour Traffic Volume on
Ordinary Roads in Types of Vehicles◼ On ordinary roads, the traffic volume of passenger cars is
on an upward trend.

◼ The average traffic volume on expressways has been on a
downward trend since 1997, partly because the newly
constructed ones has less traffic. The average travel speed
for either type of road remains at the same level or is on aslightly downward trend.

8,000

4,000

（5,329）（5,415）（5,463）（5,144）（5,242）（5,073）（4,670）（4,419）大型（3,938）（4,004）（3,675）

小
型

2,000

0
1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 2015

Notes: Figures in parentheses are the average traffic
volume of all types of vehicles

Source: Road Traffic Census (MLIT)

100

30,00080
25,00060

20,00015,00040

10,000
20
5,000

0

0
1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 2015

Traffic volume on expressways
Traffic volume on regional roads
Travel speed on national ordinary roads

Source: Road Traffic Census (MLIT)

Traffic volume on national ordinary roads
Travel speed on expressways
Travel speed on regional roads

Average travel speed (km/hour)

6,000

35,000Buses
Ordinary trucks
Small trucks
Passenger cars

Average traffic volume (vehicles / 12hours)

Average traffic volume (vehicles / 12 hours）

Major
regional road

Source: Road Statistics Annual Report (MLIT)

Source: Road Statistics Annual Report (MLIT) ，Road Traffic Census (MLIT)

20

National
Ordinary roads

2019

TRANSPORT POLICY IN PERSPECTIVE: 2020

◼ There has been almost no changes in the nationwide
average. The average travel speed in the wards of Tokyoand in Osaka City is about half of the nationwide average;
there is still severe traffic congestion.

◼ The nationwide average has been on a slightly downward
trend. Though there had been changes in the average
speed in the wards of Tokyo and in Osaka City, both speed
levels remain lower than the nationwide average.

50
39.4
40

36.4

36.9

37.3

37.3

36.7

36.0

36.7

36.7

36.7

35.3

30
21.5
20

17.3

19.5

20.1

19.1

22.4

20.1

19.8

18.0

18.2

21.4

21.3
16.6

10

14.8

15.8

18.3

16.7

17.0

15.9

15.8

15.3

11.6

Average travel speed at peak hours（km/hour）

Figure 6 Average Travel Speed on Expressways(Nationwide, Tokyo, Osaka)

Average travel speed at peak hours（km/hour）

Figure 5 Average Travel Speed on National Ordinary
Roads (Nationwide, Tokyo, Osaka)

100

79.4
80

76.7

76.1

79.1

83.9

80.6
75.5

75.1

73.7

72.4

66.6
60

58.3

54.1
47.4

39.3

41.9

40
41.8
20

31.2

35.8

46.6
46.2

49.8

46.6
40.9

36.3

28.4

57.2
41.4

34.1
28.5

29.0

26.0

15.5
0

0

1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 2015

1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 2015
Nationwide

Tokyo

（FY）

Osaka

Source: Road Statistics Annual Report (MLIT)

Nationwide

Tokyo

（FY）

Osaka

Source: Road Statistics Annual Report (MLIT)

Figure 7 National Comparison of Expressway Network Condition◼ Many cities have implemented ring roads, and its construction is completed in London, 90% done in Paris. For major cities in
Asia (Beijin, Seoul), it is almost completed as well. In Tokyo, to make alternative expressway routes, the policy for “Smartuse of infrastructure” with a focus on expressways is being implemented (e.g. metropolitan expressway Shinagawa-line, KenO expressway).
（Capital Region）（London）（Chukyo area）（Kansai area）（Paris）（Beijing）（Seoul）

0

10

20

30km

Source: MLIT Website（2020.8）

21

1. Variety of Mobility Needs and Transport Systems

Freight Road Transport Today

Professor, Senshu University

Eiichiro Iwao

This section shows the basic statistics on the recent trends of freight road transport. Regarding the freight transport, both tonnage andton-kilometer transported per capita have decreased over the last several decades. The number of commercial trucks increased until 2007. From
2008, there is a decrease. The number of private trucks have been declining since 1990. The number of large size motor vehicle license holders
between the ages of 18 and 29 continued to decline until 2018. However, the number of large size motor vehicle license holders over the age of
70 continues to increase.

⃞ Cargo weight by vehicle type for ordinary vehicles (commercial) has been increasing since FY2009. However, from FY2012
onward, it has continued to decrease with the exception of FY2016. Cargo ton-kilometers of ordinary vehicles (commercial)has been decreasing from 2007 to 2015 except for 2013. However, it started to increase after FY2016.
Figure 1 Changes in Cargo Weight, by Vehicle Type300
Total cargo Ton-kilometers (billion ton km)

Total cargo weight（million tons）

3,000

Figure 2 Changes in Cargo Ton-kilometers, by Vehicle
Type

2,500

2,000

1,500

1,000

500

250

200

150

100

50

0

0
FY2007

FY2008FY2009Ordinary Vehicle(commercial)

FY2010FY2011FY2012

Small Vehicle(commercial)

FY2013

FY2014FY2015

Ordinary Vehicle(private)

FY2016FY2017

FY2007 FY2008 FY2009 FY2010 FY2011 FY2012 FY2013 FY2014 FY2015 FY2016 FY2017 FY2018

FY2018

Ordinary Vehicle(commercial)

Small Vehicle(private)

Small Vehicle(commercial)

Ordinary Vehicle(private)

Small Vehicle(private)

Note: It doesn’t include Hokkaido District Transport Bureau and Tohoku District Transport Bureau numbers of March 2011 and April
Source：Annual Statistical Report on Motor Vehicle Transport (Information Policy Division, Policy Bureau, MLIT)

Figure 4 Changes in Number of Light Freight Trucks
and Light Motor Truck Transportation Business◼ The number of light freight trucks owned continues todecrease since FY2007. The number of light truck
business decreased from FY2010 to FY2015, with the
exception of FY2011. However, it has been increasing
since FY2016.
10,000

180

9,000

160

8,000

140

7,000

120

6,000

100

5,000

80

4,000

60

3,000

2,000

40

1,000

20

0

0
FY FY FY FY FY FY FY FY FY FY FY2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Number of light motor truck transportation business

Source: Driver's license statistics (National Police Agency)

22

Number of light motor truck transportation business(Thousand companies)

Number of light freight trucks(Tousand Vehicle)

Figure 3 Changes in Large Size Motor Vehicle
License Holders◼ The number of large size motor vehicle licenses between
the ages of 18 and 29 continued to decrease until FY2018.
However, it increased in FY2019. The number of licenses
for the 30-39 age group continues to decrease, while
increasing for the over 70 group.

Number of light freight trucks

Note: The number of light freight trucks includes hearses andmotorcycles.
Source：Transportation-related statistics data collection(Information Policy Division, Policy Bureau, MLIT), Statistical data
(Japan Light Mortar Vehicle and Motorcycle Association)

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 5 Changes in Private and Commercial Truck
Ownership

Figure 6 Changes in Transportation Frequency per
Truck per Day◼ The number of trucks in commercial use increased until
FY2007, but decreased from FY2008 to FY2011. After
that, it increased from FY2012.

◼ The transportation frequency per truck per day in actual
use by ordinary truck (commercial) increased except for
FY2012.
5.00

9,000

Transportation frequency per truck per day

Trruck ownership(1000trucks)

8,000
7,000
6,000
5,000
4,000
3,000

2,000
1,000
0

4.50
4.00
3.50
3.00
2.50
2.00

1.50
1.00
0.50
0.00
FY
2008

FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY FY
19501955196019651970197519801985199019952000200120022003200420052006200720082009201020112012201320142015201620172018

Trucks in commercial use

Trucks in private use

Total

FY
2009

FY
2010

FY
2011

FY
2012

FY
2013

FY
2014

Ordinary Vehicle(commercial)

Small Vehicle(commercial)

Ordinary Vehicle(private)

Small Vehicle(private)

FY
2015

FY
2016

FY
2017

FY
2018

Light Vehicle(commercial)

Note: It doesn't include Hokkaido District Transport Bureau and Tohoku District Transport Bureau numbers of March 2011 and April
Source：Transportation-related statistics data collection
Source：Annual Statistical Report on Motor Vehicle Transport(Information Policy Division, Policy Bureau, MLIT)(Information Policy Division, Policy Bureau, MLIT)

Figure 7 Changes in Load Factor, by Type of Use(Private vs. Commercial)

Figure 8 Changes in Rate of Loading Distance toTotal Transport Distance, by Type of Use (Private vs.
Commercial) Type45.00%
40.00%

Load factor

35.00%
30.00%
25.00%
20.00%
15.00%
10.00%
5.00%
0.00%

FY
2008

FY
2009

FY
2010

FY
2011

Ordinary Vehicle(commercial)
Special used vehicle(commercial)
Ordinary Vehicle(private)

FY
2012

FY
2013

FY
2014

FY
2015

FY
2016

FY
2017

FY
2018

Small Vehicle(commercial)
Light Vehicle(commercial)
Small Vehicle(private)

Rate of loading distance to total transport distance

50.00%

80%
70%
60%
50%
40%
30%
20%
10%
0%
FY
2008

FY
2009

FY
2010

FY
2011

FY
2012

FY
2013

FY
2014

FY
2015

FY
2016

FY
2017

Ordinary Vehicle(commercial)

Small Vehicle(commercial)

Ordinary Vehicle(private)

Small Vehicle(private)

FY
2018

Note: It doesn't include Hokkaido District Transport Bureau and Tohoku District Transport Bureau numbers of March 2011 and April
Source: Annual Statistical Report on Motor Vehicle Transport
Source: Transportation-related statistics data collection(Information Policy Division, Policy Bureau, MLIT)(Information Policy Division, Policy Bureau, MLIT)

A m o u n t h a n d le d
( Te n m i l l i o n p e r c e l s / m a i l i n g s )Figure 9 Changes in the Amount of Package and Mail Table 1 Trends in Courier Redelivery Rates◼ Redelivery rates are higher in urban area than in Local
Handling, as Well as Regular Parcel Post Delivery
area. Comparing the 2017 and 2019, the redelivery rate isdecreasing everywhere except for urban areas.
600
550
500
450
400
350
300
250
200
150
100
50
0

Oct-17Oct-19Total
Total
Number of Redelivery
Number of Redelivery
number of
number of
Redelivery
rate
Redelivery
rate
deliveriesdeliveries

Delivery service (truck)
Delivery service (air, etc.)
Mail delivery

FY
FY
FY
FY
FY
FY
FY
FY
FY
FY
FY
2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Source: website of MLIT

Urban
area
Suburban
area
Local
area

884

151

17.1%

839

139

16.6%

1,354

199

14.7%

1,325

190

14.3%

119

16

13.5%

131

15

11.5%

Total

2,357

366

15.5%

2,295

344

15.0%

Note: The unit of total number and redelivery number is 1,000.
This number is the total of Sagawa Express: Hikyaku Express
Courier, Japan Post: Yupack, Yupacket, Yamato Transport:
Takkyubin.
The October 2017 term is from October 1st to October 31st.
The October 2019 term is from October 1st to October 31st.
Source: website of MLIT

23

1. Variety of Mobility Needs and Transport Systems

Public Transport Today

Professor, Ryutsu Keizai University

Kazuya Itaya

In recent years, the downward trend in the use of public transportation is slowing down. On the other hand, the use of private cars is on a recovery
trend. From the statistical data, it can be said that the mobility in Japan has improved overall. In the three major metropolitan areas the utilizationof railway is increasing. But the congestion rate of trains has continued to decline. In the Chukyo and Kansai areas, congestion is being relieved.
The bus business has become unprofitable for a long time. The balance ratio has been improving. As a whole, the public transport safety has been
maintained. However, many of the railway lines destroyed by the disaster are difficult to recover.

Figure 1 The Number of Passengers of Railways and
Buses◼ The use of Railways and buses remains almost unchanged.

Figure 2 Railway and Bus Passenger Kilometers◼ The use of railways has been gradually increasing, but theuse of buses is almost unchanged.

Source: Annual Statistical Report on Motor Vehicle Transport,
Annual Statistics Report on Railway Transport

Source: Annual Statistical Report on Motor Vehicle Transport,
Annual Statistics Report on Railway Transport

Figure 3 The Number of Intercity Passengers, by Mode
◼ The use of Shinkansen, aircraft and express buses
continues to increase.

Figure 4 Operating Kilometers and Number ofPassengers of Shinkansen◼ Since 2010, the use of Shinkansen has increased.

Source: Annual Statistical Report on Railway Transport, Bus
Business in Japan, Annual Statistical Report on Air Transport

Source: Before 1985: Railways 2008: the Numbers.
After 1990: Annual Statistical Report on Railway Transport

Figure 5 Modal Share in the Three Metropolitan Areas◼ The use of railway tends to increase and automobile tends
to decrease in each area.

Figure 6 Railway Congestion Rates in the Three
Metropolitan Areas◼ Railway congestion rates keep decreasing in all three areas.

Source: Urban Area Person Trip Survey Results in Tokyo, Osaka(Keihanshin), Nagoya (Chukyo) Area

Source: Railways 2019: the Numbers

24

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 7 Bus Industry Incomes vs. Expenditures◼ In the past 20 years, the balance ratio overall has neverexceeded 100. [Balance ratio = (current income / current
expenditure) × 100]

Figure 8 The Number of Municipalities Introduced
Community Bus◼ Mainly in the areas where bus operators withdrew, thecommunity bus routes are continuing to increase.

Source: Bus Industry Income and Expenditures

Source: White Paper on Transport Policy 2020

Table1 Long-Term Suspended Railway Lines
Due to a Disaster◼ Many railway lines have been suspended for a long time
due to disasters. There are some lines that are unlikely tobe restored due to the great damage.

Figure 9 The Number of Traffic Fatalities with
Public Transport◼ The number of fatalities with buses, hired cars, and taxis
continues to decrease. Compared to the number of traffic
fatalities with motor vehicles (3532 in FY 2018), public
transport safety is outstanding.

Names and Section of Lines
JR East Tadami Line
(Aizu-Kawaguchi - Tadami)●JR Hokkaido Hidaka Line
(Mukawa - Samani)
Minami-Aso Railway Takamori Line
(Tateno - Nakamatsu)●JR Hokkaido Nemuro Line
(Higashi-Shikagoe - Shintoku)●JR Kyushu Hitahikosan Line
(Soeda - Yoake)
JR East Suigun Line
(Fukuroda - Hitachi-Daigo)
Abukuma Express Line(Tomino - Marumori)
Ueda Kotsu Line
(Ueda - Shiroshita)

PeriodDetails of the Disaster
July 2011 Heavy rain in
2011/Jul/30Niigata and Fukushima
Sediment runoff due to
2015/Jan/8high waves
The 2016 Kumamoto
2016/Apr/14Earthquake
2016/Aug/31-

2016 Typhoon No. 10

2017/Jul/5-

July 2017 Heavy rain in
northern Kyushu

2019/Oct/12-

2019 Typhoon No. 19

2019/Oct/12-

2019 Typhoon No. 19

2019/Oct/12-

2019 Typhoon No. 19

Note: As of August 2020, lines that have been suspended
for over a year due to a disaster are listed.
● has no plans to restore.
Source: Author’s Investigation

Source: (Railway and Automobile): White Paper on Traffic Safety inJapan, (Bus, Hired Car and Taxi): Statistics on Traffic Accidents ofMotor Vehicles for Business Use

Figure 10 Newly Established / Discontinued Railway Lines
Examples between 2010 and 2020 Newly-established lines：●
Discontinued lines：○

2012
2014
2016
2018
2019
2020

No.
Name and Section of Discontinues Lines(○)
A Towada Kanko Dentetsu Misawashi - Towadashi
B Nagano Electric Railway Yashiro - Suzaka
C JR Hokkaido
Kikonai - Esashi
D Hankai Tramway
Sumiyoshi - Sumiyoshikouen
E JR Hokkaido
Rumoi - MashikeF JR West
Gotsu - Miyoshi
G JR Hokkaido
Shin-Yubari - Yubari
H JR Hokkaido
Hokkaido-IryoDaigaku - Shin-Totsukawa◼ There are many newly established lines in the
Hokuriku region. The case of the JR West in 2017is a revival of a line that was once abolished. At
the same time, the number of discontinued lines
has been on a downward trend over the past
several years.
2010
2011
2014
2015

2016
2017
2018
2019
2020

No.
Name and Section of New Lines(●)
1 Keisei "Narita Airport Line"
Keisei Takasago - Narita Airport
2 JR East "Tohoku Shinkansen"
Hachinohe - Shin Aomori
3 JR Kyushu "Kyushu Shinkansen"
Hakata - Shin Yatsushiro
4 Nagoya City Transportation Bureau
Nonami - Tokushige
5 Manyosen
Takaokaeki - Takaokaekimae
6 Toyama Chihou Tetsydou
Toyamaeki - Dentetsu Toyamaeki・Esta Mae
7 JR East, West "Hokuriku Shinkansen" Nagano - Kanazawa
8 Transportaton Bureau City of Sendai Yagiyama Zoological Park - Arai
9 Sapporo City Transportation
Susukino - Nishi yon chome
10 JR Hokkaido "Hokkaido Shinkansen" Shin-Aomori - Shin-Hakodate-Hokuto
11 JR West
Kabe - Aki-Kameyama
12 JR West
Shin-Osaka - Hanaten
13 Yokohama Seaside Line
Kanazawa Hakkei Station extension
14 Okinawa Urban Monorail
Shuri - Tedako-Uranishi
15 JR East, Sotetsu
Nishiya - Hazawa Yokohama-kokudai
16 Toyama Chihou Tetsydou
Toyama Station north-south direct service started

Source: Author’s Investigation25

1. Variety of Mobility Needs and Transport Systems

Recent Trends in New Urban
Transport Systems

Professor, Yokohama National University

Fumihiko Nakamura

New technology has been meeting the diverse needs of mobility and responding to policy issues. Vehicle design with advanced technology has
been applied to several cases in LRT and BRT. BHLS (Bus with High Level of Service) has been popular in EU. One-way car sharing with electricvehicles has been demonstrated. Innovations in bicycle sharing systems have enhanced management efficiency. Ropeway systems and escalators have been applied for mobility needs in hilly urbanized areas.

Table 1 Summary of Trends in New Urban Transport Systems
Modes
LRT and trams
BRT and buses
BicyclesAutomobiles
Pedestrian support
Service Integration
OthersEnvironment, Safety
Social Welfare, Social Inclusion
Low floor and low emission
Fuel cell, EVs
Low floor, community buses
Bicycle sharing
Car sharing
Personal mobility
MaaS (Mobility As A Service)
Ropeways, escalators, elevators

Planning, landscapeNo catenary tram
Designers’ involvement

Figure 1 Catenary-less Tram

Figure 2 Rubber-tyre Tram

Figure 3 Bus with High Level ofServiceAnges (France)
Source: http://www.angers.fr/actualites/photos/

Medelline (Colombia)
By the authorMetz (France)
By the author

Figure 4 Car-sharing Station Map inTokyo

Figure 5 One-way Car-sharing
Demonstration at Yokohama

Figure 6 Cancellation of EV
Sharing in Paris (Auto’lib) Due toProblems

Source: http://www.carsharing360.com/site.html

Source: http://www.smart-j.com/smaco/

By the author

Figure 7
Increase of Bike
Sharing Projects
Shang-Hao
I (xqchuxing)
By Ms. Hanako
Kaminokado

26

Figure 8 E-scooter
Demonstration
Initiated by Sharetaxi Operator in
Jakarta

By Mr. Akira Hosomi

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 9 Chinese EV Bus Introduced in Kyoto◼ Batteries above front tyre houses

Figure 10 Japanese Hybrid Articulated City Bus

By the author

Source: ISUZU◼ Isuzu Motor started selling.

Figure 11 Japanese Fuel CellBus

Figure 12 Hybrid Bus in Beijing,
China

Figure 13 Autonomous Bus
Demonstration

Introduces in Tokyo in 2018
Source: Tokyo Metropolitan Transit
Authority

Trolly-driven with catenary and battery driven
By the author

Robot Shuttle
Source: DeNA HP

Table 2 Classification of MaaS

Figure 14 Japanese MaaS Demos. In 2019 (19 Projects)

Lv.

Outline

DetailExamples０No
integration

Info. provided byeach operator

App. by each
operator

１

Information
provision

Integration of
information

Trip PlannerApp.

２Booking andpayment

By each of trip

Hanover３Service
integration

Subscription andmembership

Helsinki,
Los Angeles

４

Policyintegration

Coordination
between regions
Private-Public
Partnership

EMMA

By the author

Source: MLIT

Figure 15 Segway Sightseeing Tour

Figure 16 Ropeways and Escalators in Low Income Districts

San Francisco
By the author

Ropeway (left) and Escalator (Right) in Medellin, Colombia
By the author.

27

1. Variety of Mobility Needs and Transport Systems

Easy-to-use Transportation for
EveryoneSpecified Nonprofit Corporation
Healthy town development

Atsushi Matsubara

Six years have passed since the Government of Japan ratified the Convention on the Rights of Persons with Disabilities in 2014. The Olympic andParalympic Games were about to be held, but there remain problems because Japanese Government has not admitted "the right to transport".
Elderly people and people with disabilities, who are vulnerable, are refraining from going out due to fear of COVID-19 infection. There is a problem
that the measures to encourage going out that have been tackled so far are not useful. Not going out is associated with deterioration in physicalstrength. Even when traveling by private car, which can be expected to prevent infection, driving errors due to deterioration in cognitive functionof elderly drivers is becoming a social problem.

Figure 1 Future Population by Age Group◼ Japan's total population and productive population are
steadily decreasing.

Figure 3 The Number of the Persons with Disabilities

Source: MHLW "in 2016: Survey on the difficulty of life
(nationwide home handicapped Survey)"

Table 1 The Number of Persons with Disabilities at
HomeSource: Statistics Bureau of Japan : 2020

Fault type

Total number

Physically disabledIntellectually disabled
Mentally disabled

4.36 million people
1.09 million people
4.19 million people

Source: Annual Report on Government Measures for Persons
with Disabilities 2019

Figure 2 Changes in the Elderly Population over Time
◼ Aging rate (over 65 years old) is 28.4%. The
proportion of people aged 75 and over is 14.7%.
From 2018, the number of late-stage elderly
exceeded the number of early-stage elderly. Superaging is progressing.

Figure 4 Breakdown of Japan’s Total Population(126 Million People)

Source: Annual Report on the Aging Society: 2020, Annual Reporton Government Measures for Persons with Disabilities 2019

Source: 2020 version of "aging society White Paper"

Table 2 The Compliance of Standards Stipulated in
the Transportation Barrier-Free Law
2020 year-end target 2018 year-end
Year-on-year
Railway
70%
73.2%
2.0p+
vehicle
70%
58.8%
2.8p+
Low-floor bus
28,000 vehicles
28,602 vehicles 8,489 vehicles+
Welfare taxi
Passenger
50%
46.2%
2.4p+
ship
90%
98.2%
0.4p+
Aircraft
Source: Compiled from MLIT documents

28

TRANSPORT POLICY IN PERSPECTIVE: 2020
Figure 5 Rate of Elimination of Grade Disparities
in Railway Stations◼ As the population ages, stations are becoming barrier-free.
The number of newborns using strollers is decreasing.

Table 3 The Number of Driver License Holders by
Gender and Age Group◼ Decrease in driver's license possession among young people.
age

2 0 1 7 ye ar - e n d

2 0 1 8 ye ar - e n d

2 0 1 9 ye ar - e n d

2018-2019in c re ase o r
de c re ase ratio

men
women
men
women
men
women
men women
16～19547,135
378,755
520,310363,264
508,314356,736 -2.3 -1.8
20～24 2,565,106 2,174,669 2,567,301 2,174,090 2,531,713 2,140,939 -1.4 -1.5
25～29 2,935,654 2,590,231 2,874,219 2,536,875 2,867,111 2,530,227 -0.2 -0.3
30～34 3,445,970 3,112,442 3,353,104 3,019,729 3,239,191 2,908,120 -3.4 -3.7
35～39 3,858,449 3,543,644 3,766,712 3,457,413 3,695,692 3,389,708 -1.9 -2.0
40～44 4,607,085 4,520,685 4,433,462 4,090,554 4,256,783 3,927,731 -4.0 -4.0
45～49 4,656,760 4,294,527 4,755,227 4,392,762 4,818,948 4,454,490
1.3
1.4
50～54 3,974,943 3,640,619 4,086,014 3,756,213 4,177,627 3,850,087
2.2
2.5
55～59 3,622,611 3,251,334 3,650,321 3,298,832 3,711,229 3,373,090
1.7
2.3
60～64 3,566,117 3,054,565 3,519,656 3,064,001 3,490,170 3,078,885 -0.8
0.5
65～69 4,299,868 3,367,040 4,066,902 3,271,012 3,793,321 3,105,198 -6.7 -5.1
70～74 3,124,570 1,997,104 3,368,967 2,289,675 3,598,414 2,528,031
6.8 10.475～79 2,177,322 1,006,977 2,262,875 1,110,327 2,329,766 1,211,247
3.0
9.1
80～84 1,240,107
380,742 1,242,698
407,636 1,232,337
430,319 -0.85.685～
512,074
78,090526,934
87,839528,080
94,9240.2
8.1
total 45,133,771 37,391,424 44,994,702 37,320,222 44,778,696 37,379,732 -0.5
0.2

Source: National Police Agency “driver‘s license statistics 2019
version”
Source: Compiled from MLIT, MHLW of documents

Figure 6 Trends in the Sales of Welfare Vehicles

Figure 8 The Number of Persons Who Voluntarily
Return Their Driver’s Licenses◼ By conducting a driver's license aptitude test, the numberof people returning licenses is increasing rapidly.

◼ Sales of welfare vehicles are picking up.

Source: National Police Agency “driver’s license statistics
2019 version”

Figure 9 Electric Wheelchair Shipments

Source: Compiled from JAMA documents

Figure 7 The Number of the Welfare Taxi
◼ With the introduction of wheelchair-friendly vehicles,
welfare taxi number is increasing rapidly.

Source: Electric wheelchair safety Promotion Association material

Figure 10 The Advent of Wheelchair-accessible Taxi
◼ Before the Olympic and Paralympic Games, wheelchairaccessible taxis were introduced by Japan Taxi in 2017.
And to improve thetime to get on andget off the wheelchair,
the special temporary
slope was added in
2019.
Source：Compiled from MLIT document29

1. Variety of Mobility Needs and Transport Systems

The Future of the Transport
Infrastructure

The Institute of Behavioral Sciences

Yuichi Mohri

The table summarizes transportation policies and other initiatives from 2015 to 2018. In addition, for 2019, the following plans were formulated andlaws were issued. 1) Promulgation of the "Law for Partial Amendment of the Road Vehicles Act", 2) Formulation of the "Draft Basic Plan for Safety
and Security on Expressways", 3) Promulgation of the "Anti-Monopoly Law Special Provisions for Buses and Regional Banks", 4) Implementationof road pricing (additional charge of 1,000 yen) on the Metropolitan Expressway during the Tokyo 2020 Olympic and Paralympic Games,
5) Formulation of Road Policy Vision: "Changing Road Landscape in 2040".

Table 1 Transportation Policy and Other Initiatives in 2015-2018
Year and month

Transportation policy and other initiatives in 2015-2018

August 2015

Based on the National Spatial Planning Act, the Cabinet approved the new National Spatial Strategy, the seventh national
plan in the post-war era.

September 2015

Based on the Act on Priority Plan for Infrastructure Development, the Cabinet approved the Fourth Priority Plan for
Infrastructure Development for the planning period from FY2015 to FY2020.

December 2015

The "Report on the Basic Direction of Future Logistics Policy" which indicates the way to proceed with future initiatives
and concrete measures to achieve them was compiled.

March 2016

New Regional Plans for each of the eight blocks across the country have been finalized in light of the National Spatial
Strategy of August 2015.

April 2016

In light of the progress of the development of the three ring roads, an expressway toll scheme that promotes it use via a
distance-based system was introduced in the Metropolitan Area.

June 2017

A part of the Environmental Action Plan of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has beenrevised, and the inspection results of the MLIT's environment-related measures for the period up to 2020 have beenpresented.

June 2017

As in the Metropolitan Area, a new toll scheme was introduced for the Kinki region's expressways, using a distance based
system to promote it use.

July 2017

In addition to setting out guidelines for logistics policies and administration, the Cabinet approved the Comprehensive
Logistics Policy (FY2017-2020), which aims to promote comprehensive and integrated logistics policies in cooperation
with the relevant ministries and agencies.

July 2017

A (draft) proposal “Road/Transport Innovation: Realizing affluent lifestyles by pursuing functional improvement andutilization of “Michi”” was presented as a road policy that should be pursued in the future.

July 2017

The national government, the Tokyo Metropolitan Government, and the Metropolitan Expressway Company Limited, incoordination with the development of the Nihombashi area, jointly presented a proposal of burying the Metropolitan
Expressway underground, including its alignment, structure, and expressway sections of the project.

January 2018

A (draft) proposal for transportation management of the Tokyo 2020 Olympic and Paralympic Games was presented.

February 2018

The Cabinet has approved the "Bill to Revise a Part of the Road Law", which takes measures such as the obligation tomaintain and manage properties occupied by the road and the establishment of an important logistics road system for the
purpose of further improving safety by enhancing road management and strengthening the function of important road
networks for logistics.

June 2018

Based on the Bicycle Utilization Promotion Act, the Cabinet approved the Bicycle Utilization Promotion Plan, which is abasic plan for the comprehensive and systematic promotion of measures to promote the bicycle use.

November 2018

An interim report of the Ministry of Land, Infrastructure and Transport (MLIT) has been published, which shows the
directions of the Ministry's technology policy and the main technology policy.

December 2018

" Ministry of Land, Infrastructure, Transport and Tourism's Future Efforts toward the Realization of Autonomous Driving"
was published toward the solution of various problems involving automobiles and roads.

Promulgation of the "Law for Partial Amendment of the Road Vehicles Act".
◼ The Bill of Partial Amendment of the Road Vehicles Act, which establishes a system to ensure the safety of automatedvehicles and other vehicles in an integrated manner from design and manufacturing to their use, while promoting the safe
development, commercialization, and dissemination of automated vehicles and other vehicles, was approved by the Cabinet in
March 2019 and promulgated in May 2019. The bill (1) adds automatic navigation devices to the devices subject to safety
standards, (2) organizes the legal entities that will be required to perform administrative tasks related to the management oftechnical information necessary for the electronic inspection of vehicles, (3) expands the scope of overhaul and require theprovision of necessary technical information for inspection and maintenance, and (4) establish a licensing system to modify
automatic navigation devices and other devices by modifying the embedded programs. Based on this bill, the targets are thecommercialization of automated driving on expressways (level 3) (by 2020), the commercialization of unmanned automateddriving services (level 4) in limited areas (by 2020), and the installation rate of automatic braking in new passenger cars (over90% by 2020).
Source: MLIT

30

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 1 Draft Basic Plan for Highway Safety and Security◼ In September 2019, the Draft Basic Plan for Safety and Security on Expressways was formulated including the level ofservice to aim for, in order to steadily promote measures in safety and security of the expressway network from theperspective of improving safety, reliability and user【Priority maintenance sections of provisional 2-lane 】
friendliness. The specific measures in the Basic Plan are (1)elimination of the provisional two-lane sections, (2)evolution of the expressway in response to innovations suchas automated driving, (3) realization of the safest expressway
in the world, (4) dramatic improvement of network
reliability, and (5) improvement of user-friendliness based onuser needs. In particular, in the provisional two-lane section,
the number of provisional two-lane toll sections is to be
reduced by half in 10 to 15 years (this will be fully
eliminated in the long term), and in order to promote thesystematic conversion of the sections with provisional twolane into four-lane in the tolled sections, priority is given to
sections with major problems (priority maintenancesections), which will be projected and maintained.
Source: MLIT

Promulgation of the "Anti-Monopoly Law Special Provisions for Buses and Regional Banks"◼ The "Act on Prohibition of Private Monopolization and Maintenance of Fair Trade for the Purpose of Maintaining theProvision of Fundamental Services Related to the General Ride-by-Bus Transportation Business and Banking Business in the
Region", which establishes special provisions of the Private Anti-Monopoly Law, has been introduced to maintain the services
provided by bus companies and regional banks. The law was approved by the Cabinet in March 2020 and promulgated in May
2020. This special law enables (1) setting fares and charges that allow users to use regional public transportation within its
network (e.g., flat-rate for unlimited travel, etc.), (2) joint and shared operation of routes and systems within the network (e.g.,
restructuring "hub-and-spoke" network, etc.), and (3) The Anti-Monopoly Act was exempted from the application of the AntiMonopoly Act to the conclusion of a joint management agreement that includes the setting of the number of buses andschedules of services (e.g., evenly spaced services, patterned schedules, etc.) of routes and systems within the network,
allowing for the necessary actions such as fare pooling.
Source: MLIT

Figure 2 Tokyo Metropolitan Expressway Tolling Policy for the Tokyo 2020 Olympic and Paralympic Games◼ In the summer of 2019, one year before the Games, the Tokyo 2020 Olympic and Paralympic Games Organizing Committee,
with the cooperation of traffic and road managers and other relevant organizations, conducted an experiment on easing
congestion during the Games, mainly on expressways and a part of ordinary roads, to congestion levels close to the target
levels during the actual Games. Specifically, in addition to TDM measures such as telework, staggered working hours, and socalled “Smooth Biz” measures (by the Tokyo metropolitan government) such as changing the delivery time of goods andequipment, traffic restrictions were implemented for vehicles flowing into the city from mainline toll booths on expressways
and for vehicles flowing into the city from Ring Road (Beltway) 7 on ordinary roads on Wednesday, July 24 and Friday, July
26. Based on these results, it was concluded that
【Nighttime discounts and surcharges for vehicles equipped with ETC】
additional TDM measures should be taken to further
reduce traffic volume and implement additional
measures in preparation for the Games, and after
considering the economic burden of the fees, a halfprice discount should be introduced during nighttime toencourage the shift to nighttime in the use of the Tokyo
Metropolitan Expressway and to discourage the shift
from ordinary roads to the Tokyo Metropolitan
Expressway. In order to do so, Japan's first full-scaleroad pricing (1,000 yen surcharge) will be implemented
for the first time in the country.
Source: Bureau of Tokyo 2020 Olympic and Paralympic Games Preparation

Formulation of Road Policy Vision: “Changing Road Landscape in 2040”◼ In February 2020, the Basic Policy Working Group of the Roads Subcommittee of the Council of Infrastructure
Development proposed a vision for the society of 2040, with an eye on new post-COVID-19 lifestyles and socioeconomic changes, and the direction of medium- and long-term policies to achieve this vision through road policies (2040,
Changing the Landscape of Roads - Towards Roads That Lead to People's Happiness) was developed.
Source: MLIT

31

1. Variety of Mobility Needs and Transport Systems

Funding Japan’s Highways
Following the Tax-Earmarking

Professor, Keio University

Kazusei Kato

Though more than ten years have passed since highway earmarked funding system ended in 2009, automobile users are still burdened by several
taxes in Japan. In FY 2020, the total amount of revenue from automobile-related taxes is 6.1 trillion yen. Highway expenditure remains constant,the national highway budget is earmarked for disaster prevention and reduction, and national resilience. Based on the national inspection, thenational subsidy increased because the subsidy projects were established for extending the life of highway and other structures of local governments. In the US, the highway condition in urban areas have worsen in recent ten years, though there are no permanent measures to increase
the revenue of Federal Highway Trust Fund.

◼ The System of Revenues Earmarked for Highway ended the end of March 2009. All taxes has been remaining as the generaltax, but revenues have been decreasing.
Table 1 Automobile-Related Taxes
Tax Items(Government)

Main Rules

Temporary Tax
Rate（FY2008）

Temporary Tax
Rate（FY2015）3% of Acquisiton
Cost(private)

5% of Acquisiton
Cost(private)

3% of Acquisiton
Cost(private)

402.4

84.0

＿（※３）

6,300yen per 0.5t

4,100yen per 0.5t
(less than 13years）

554.1

376.0

393.0

360.1

274.2

284.5

Implementation Earmarked for Highway
Yearin 2008

Revenue Revenue Revenue(FY2008) (FY2019) (FY2020)

Automobile Acquision Tax(Local)1968

Motor Vehicle Tonnage
Tax (National)

1971

77.5% of National Tax
Revenue(=2/3 of Total 2,500yen per 0.5t
Revenue)

Motor Vehicle Tonnage
Transfer Tax (Local)

1971

1/3 of Total Revenue

Gasoline Tax (National)
Liquefied Petroleum Gas
Tax (National)

1954

All

24.3 yen/ℓ48.6yen/ℓ

48.6yen/ℓ

2,729.9

2,303.0

2,204.0

1966

1/2 of Revenue

17.5 yen/kg

―

―

14.0

7.0

6.0

Local Gasoline Tax (Local)

1955

All

4.4 yen/ℓ

5.2yen/ℓ

5.2yen/ℓ

299.8

246.4

235.8

Liquefied Petroleum Gas
Transfer Tax (Local)

1966

1/2 of Revenue

14.0

7.2

6.3

Light Oil Delivery Tax(Local)

1956

All

All

593/1000 of the revenue from the tax is credited to theGeneral Accounts of the Central Government(above). The
remaining 407/1000 is granted to local Governments.

1/2 of the revenue from the tax is credited to the General
Accounts of the Central Government. The remaining 1/2 isgranted to local Governments.
15.1yen/ℓ

Total (billion yen)

※1
※2
※3
※4

32.1yen/ℓ

32.1yen/ℓ

991.4
5,365.7

953.7 958.6(※4）
4,251.5

4,088.2

Total may not match sum of the number due to rounding off.
The consumption tax is imposed as a national tax at the time of acquisition. The automobile tax is imposed as prefectural resident tax
and the light vehicle tax is imposed as municipal inhabitant tax in the possession stage.
Automobile acquisition tax was abolished from October 2019 and "environmental performance-based tax break" was introduced.
The taxation system of the gas oil delivery tax was revised in 2018. The number is the expected income under the existing law ,However, the expected income under the revised law is 964.1 billion yen.

Data source: MOF, MIC, Japan Automobile Manufacturers Association, Inc.

Figure 1 Tax Revenue and Automobile-Related
Taxes (FY2020)

Figure 2 Motor Fuel Tax Rates for Selected
Countries (2019)

Data source: MOF, General Account Budget,（Initial Budget）;
MIC, Revenue Estimates of Local Taxes and Local Transfer
Taxes

Note US includes the weighted average of state fuel taxes plus the federal
fuel tax.
Data source: USDOT, Federal Highway Administration

32

TRANSPORT POLICY IN PERSPECTIVE: 2020
Figure 3 Highway Budget in Recent 5 Years◼ The national highway budget is earmarked for disasterprevention and reduction, and national resilience. The
national subsidy increased because the subsidy projects
were established for extending the life of highway andother structures of local governments.

Note In addition to these, there are comprehensive social
infrastructure maintenance grants and disaster prevention/safety
grants that can be used for road maintenance in response to theneeds of local governments.
Data source: MLIT, Road Bureau and City Bureau, Budget
Summary

Figure 4 National Inspection of Facilities◼ As a result of nationwide inspection, 10% of the bridges(about 70,000) and 42% of tunnels require repairs.

Ⅰ：No Deterioration of the function of the structure
Ⅱ：No Deterioration of the function of the structure, but action
is required.
Ⅲ：Deterioration of structural functions, requires repairs.
Ⅳ：Deterioration of structural functions, requires immediate
repairs.
Data source: MLIT, Road Bureau and City Bureau, Budget Summary

Figure 5 National Inspection of Facilities◼ The cost of preventive maintenance will be reduced byabout 50% after 30 years compared with the case ofcorrective maintenance (FY2018 estimation).

Figure 6 Balance of Federal Highway Trust Fund in
the US◼ The balance of the Federal Highway Trust Fund was
decreasing. In 2015, $70 billion were transferred from thegeneral account, improving the balance.

Data source: MLIT, Infrastructure Maintenance Information.

Data source: USDOT, Highway Statistics, Fe-210c

Figure 7 Highway Conditions in the US Based on the International Roughness Index (Comparison between
2006 and 2018)◼ The larger the International Roughness Index (IRI), the worse the highway condition. The condition of the Interstate
Highway System is generally maintained and improved (left). Federal-Aid highways in urban areas are deteriorated (right).

Data source USDOT, Highway Statistics 2006,2018, HM－47

33

2. Efforts to Assure Safe and Comfortable Mobility

Trends and Present Situation ofRoad Traffic Accidents

Professor, Okayama University

Seiji Hashimoto

After the latest peak in 1992, the number of traffic fatalities has shown a downward trend; in 2019, it dropped to 3,215, continuing for 4 years under
4,000. There has also been a continuous reduction in the number of traffic accidents and the number of casualties. This is the first time since 1960
that the number of traffic accidents has fallen below 400,000. The use of seat belts has become mandatory for all seats due to the revision of theRoad Traffic Act in June 2008. However, when viewed by age, the wearing rate of elementary school students is lower than that of adults, whichleads to a smaller decrease in the number of casualties while riding in passenger cars of this age group.

Figure 1 Changes in the Numbers of Fatalities andInjuries from Traffic Accidents, and Changes in the
Number of Accidents

Figure 2 Changes in the Numbers of Fatalities andInjuries from Traffic Accidents, by the Number of
Inhabitants and Vehicles◼ Both the number of traffic accidents and the number oftraffic accident injuries have decreased, and the numberof traffic accident fatalities has fallen below 4,000 for 4
consecutive years.

◼ The number of fatalities per 10,000 vehicles are stable in
low level.
1,000.00

24.00

900.00
16765

18000

700.00

Number of injuries

16000

600.00

Number of fatalities per 10,000 vehicles (right)

2015

0

0.00
2019

0.00

1945
1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
2000
2005
2010
2015
2019

0

3.00

100.00

2010

4000
3215
2000

200000

Number of injuries per 10,000 iehicles (left)

2005

6000

Number of accidents

6.00
200.00

2000

8000

1995

4617754000003812379.00

300.00

1990

10000

12.00
Number of fatalities per 100,000 inhabitants (right)

400.001985

600000500.00

1980

12000

1975

14000

Number of fatalities

1970

800000

15.00

1965

720880

18.00

1960

Number of accidents and injuries

981096800.001000000

21.00

Number of injuries per 100,000 inhabitants (left)

20000

Number of fatalities

1200000

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)

Figure 3 Changes in Number of Fatalities by Age
Group

Figure 4 Changes in the Number of Traffic Fatalities◼ All in all, a downward trend is evident. The number offatalities is high for the elderly (65 and over).

◼ Fatalities “in a vehicle” decreased noticeably since
2008.

3500

In a vehicle
On a motorcycle
On a bicycle
While walking
Other

7000
Age 65 and over

3000

6000

2500

5000
Age 20-29

2000

Age 16-19

Age 50-59

4000
1782(65-)

Age 30-39

1500

3000

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)

34

2015
2019

2010

2005

2000

1995

1990

1985

1980

1975

1970

0
1965

2015

2010

2005

1990

1985

1980

2000

Age 15 and under

0

1176
1083
510
433
13

1000
1960

Age 60-64

2000

1955

500

2019

371(50-59)
281(40-49)
250(20-29)
187(60-64)
181(30-39)
111(16-19)
52(-15)

1000

1995

Number of fatalities

Age 40-49

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)

TRANSPORT POLICY IN PERSPECTIVE: 2020
⃞ It has been found that wearing a seatbelt greatly contributes to reducing the number of fatalities while riding a car in the eventof a traffic accident. However, when viewed by age, the wearing rate of elementary school students is lower than that of
adults, which leads to a smaller decrease in the number of casualties while riding in passenger cars of this age group.(Fig. 5-7)
Figure 5 Fatality Rate by Seatbelt Wearing or not ina Traffic Accident while Riding a Car (2019)◼ Wearing a seatbelt greatly reduces the fatality rate ina traffic accident.

Figure 6 Changes in the Number of Fatalities per
100,000 Population by Age Group of Passengers(100 in 2001)◼ The degree of decrease in casualties in elementary school
students age is smaller than in other age groups.
(Passengers in front and rear seats in medium and kei passenger cars only)

15.6 times than wearing

seatbelt non-wearing

seatbelt wearing

fatality rate = number of deaths / number of casualties × 100
Source : National Police Agency materials

Source: White Paper on Traffic Safety in Japan 2020

Source: ITARDA INFORMATION No.131 (Institute for Traffic
Accident Research and Data Analysis)

Figure 7 Seatbelt Non-Wearing Rate in Traffic Accidents in Cars
◼ Although there is no big difference in the non-fastening rate of seat belts at the back seats between elementary school students
and adults(see (A)), there are many opportunities for elementary school students to get on the back seats(see (B)), and as aresult, there is a high probability that children are not wearing belts(see (C)).
(Based on total number of fatalities or serious injuries in 2001 through 2018)(A) ratio of seats for children to sit on= Number of fatal injuries inpassenger seat : Number of fatal
injured in rear seats(B) Seatbelt wearing rate by seat =Number of fatal injuries people
without seatbelt / Number of fatal
injured people × 100(C) Seatbelt wearing rate by seataccording to the ratio of seats to sit on= (A)×(B)
Source: ITARDA INFORMATION No.131 (Institute for Traffic Accident Research and Data Analysis)Table 1 Traffic Fatalities Worldwide, by Situation
Situation Number of In a car
On a
On a
On a
While
Other
Country
fatalities
motorcycle moped
bicyclewalking
Canada
1,841
1,122
197
3
48
299
172
(2017)
100.0
60.9
10.7
0.2
2.6
16.2
9.3
France
3,248
1,637
627
133
175
471
205
(2018)
100.0
50.4
19.3
4.1
5.4
14.5
6.3
Germany
3,275
1,424
619
78
445
458
251
(2018)
100.0
43.5
18.9
2.4
13.6
14.0
7.7
Netherlands
535
194
53
19
139
64
66
(2017)
100.0
36.3
9.9
3.6
26.0
12.0
12.3
Spain
1,806
732
359
62
58
386
209
(2018)
100.0
40.5
19.9
3.4
3.2
21.4
11.6
U.K.
1,856
823
355
3
103
485
87
(2017)
100.0
44.3
19.1
0.2
5.5
26.1
4.7
U.S.A.
36,56012,775
4,901
84
857
6,427
11,516(2018)
100.0
34.9
13.4
0.2
2.3
17.6
31.5
South Korea
3,781
725
640
99
207
1,487
623
(2018)
100.0
19.2
16.9
2.6
5.5
39.3
16.5
Japan
4,166
894
438
261
636
1,482
455
(2018)
100.0
21.5
10.5
6.3
15.3
35.6
10.9
Upper figure: number of fatalities; Lower figure: percentage of total (%)
For countries that used the coefficient to convert the number of fatalities into a 30-day figure,the total may not represent the sum of each figure.
Source: International Traffic Safety Data and Analysis Group (IRTAD)

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)Table 2 Number of Traffic Fatalities Worldwide by Age Groupage Number of 5 and
6-14
15-17
18-24
25-64
65 and Unknown
country
fatalities
under
over
Canada
1,841
38
37
54
270
1,059
372
11
(2017)
100.0
2.1
2.0
2.9
14.7
57.5
20.2
0.6
France
3,248
33
53
106
503
1,711
842
(2018)
1.0
1.6
3.3
15.5
52.7
25.9
0.0
Germany
3,275
30
49
77
369
1,698
1,045
7
(2018)
0.9
1.5
2.4
11.3
51.8
31.9
0.2
Netherlands
535
5
10
13
57
259
190
1
(2017)
100.0
0.9
1.9
2.4
10.7
48.4
35.5
0.2
Spain
1,806
14
11
24
183
1,070
496
8
(2018)
0.8
0.6
1.3
10.1
59.2
27.5
0.4
U.K.
1,856
16
29
45
265
1,024
477
(2017)
100.0
0.9
1.6
2.4
14.3
55.2
25.7
U.S.A.
36,560
416
622
963
5,282
22,2386,907
132(2018)
1.1
1.7
2.6
14.4
60.8
18.9
0.4
South Korea
3,781
11
30
46
173
1,839
1,682
(2018)
0.3
0.8
1.2
4.6
48.6
44.5
0.0
Japan
4,166
30
47
66
252
1,385
2,386
(2018)
0.7
1.1
1.6
6.0
33.2
57.3
0.0
Upper figure: number of fatalities; Lower figure: percentage of total (%)
For countries that used the coefficient to convert the number of fatalities into a 30-day figure,the total may not represent the sum of each figure.
Source: International Traffic Safety Data and Analysis Group (IRTAD)

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)35

2. Efforts to Assure Safe and Comfortable Mobility

Automobile Insurance System
In Japan

General Insurance Rating Organization of Japan

Fuhito Tanabe

There are two main indemnifications in the Japanese automobile insurance system, which are Compulsory Automobile Liability Insurance (CALI)
and Voluntary Automobile Insurance. CALI provides basic indemnification for victims. When the amount of loss is more than the limits of CALI,
Voluntary Automobile Insurance will be paid additionally. It is an excess cover to CALI. In order to charge premiums fairly between policyholders,voluntary automobile insurance has more classifications than CALI and premium sets adequately.

Figure 1 Compulsory Automobile Liability Insurance (CALI) and Voluntary Automobile Insurance◼ There are Compulsory Automobile Liability Insurance(CALI) which indemnifies for victims against an accident resulting ininjury or death, and Voluntary Automobile Insurance which acts as excess cover to CALI in Automobile Insurance system.
Various products are offered by putting together the coverage of Voluntary Automobile Insurance below.
Examples of payment situations
Indemnity against bodily injury or death forpolicyholders, family members or persons
inside the insured automobile in the caseof a car accident

Indemnity against any
accidental loss to the insured
vehicle, such as collision andtheft

For property

For people

Personal Injury Protection Coverage※Insurance is divided by accidents
Passengers’ Personal Accident Coverage
subject of the payment and
Self-insurred Personal Accident Coverageamount paid
For oneself Protection Against Uninsured Automobiles

Damage to Own Vehicle
Coverage

Automobile Insurance(Voluntary Insurance)

Acting as excess cover to CALIFor others
Indemnity against legal liability fromother's death or injury from a car
accident that one caused

Bodily Injury Liability Coverage

CALI（compulsory insurance）

A valid CALI certificate must be presented at each vehicle
inspection which ensures that every automobile is insured
by CALI ( ※１ compulsory insurance). Furthermore, it isstipulated that premium rates shall be as low as possible
under ※２ no-loss, no-profit ruleand CALI indemnifies
within ※３the limits of insurance.
※１ compulsory insurance
No automobile (including motorized bicycle) shall be
operated without a contract for CALI.
※２ no-loss, no-profit rule
Under the Act, it is stipulated that premium rates shall be as
low as possible within the range of compensating reasonable
costs of insurance business under the efficient management.

Personal Injury Protection
Coverage

Property Damage Liability Coverage

Indemnity against legal liability fromdamages to other vehicles or property
from a car accident one caused※３ the limits of insurance
The limits of insurance currently in force are as follows.
Types ofdamage

The items of loss

The limits of insurance
per victims

Forbodily injury- Hospital fees
- Documentation fees
- Loss of earnings due to absence ¥ 1.2 million
from work-Damages for pain and suffering etc.

For permanent
disability- Loss of future earnings¥750 thousand ～40 million-Damages for pain and suffering etc. depending on the grade

For death- Funeral expenses- Loss of future earnings- Damages for pain and suffering

Accidents subject of the payment
Accidents while being
Other accidents
inside the automobile○＊¥ 30 million

Amount paid
Actual amount of damage(calculate according to the standards under policy conditions)

Passengers’ Personal
Accident Coverage○

×

Insured amount irrespective of actual amount ofdamageSelf-insured Personal
Accident Coverage○(only self-insured
personal accident)

×

Amount under policy conditions irrespective of actual
amount of damage

Protection Against Uninsured
Automobiles○＊
Will be paid only if-insured is killed or has sustained permanent disability-an automobile is not insured against
bodily injury liability etc.

Amount in excess of CALI and Bodily Injury Liability
Coverage within legal liability for an accident＊Only “accidents while being inside the insured automobile” can be the subject of the payment depending on the contents of the contract.

36

TRANSPORT POLICY IN PERSPECTIVE: 2020
Figure 2 Risk Classification for CALI and Voluntary
Figure 3 Change in Number of Death and Injuries by
Automobile Insurance
Car Accidents and the Number of Payments for CALI◼ There are two types of risk classification. One is depending ◼ The number of death and injury by car accident, andon characteristics and another is depending on coverage.
payment for CALI decrease.
[CALI]Classification
Characteristics

Coverage

Area (Ex. mainland, Okinawa, etc.)
Vehicle Use & Type
(Ex.passenger car, freight car, private car, business car, etc.)
Term(Ex. 5 days, 1-37 months, 48 or 60 months
depending on term of automobile inspection)[Voluntary automobile insurance]

Characteristics

Coverage

Classification (Example＊)
Vehicle Use & Type
(Ex.passenger car, freight car, private car, business car, etc.)
Vehicle Model Code(17 classification depending on model code)
New vehicle/ Old vehicle
With AEB(Autonomous Emergency Braking)/ No AEB
Main Driver’s Age(Can be classified only when 26 years old or over)
Bonus-Malus
20 grades according to claim history, the number ofaccidents, whether there was a contract previously
Grade from 7 to 20 are divided into two, claim free andclaim madeInsured Amount, Deductible
All ages / 21 years or over / 26 years or over・Fiscal year represents the period starting on April 1 of
the year and ending on March 31 of the following year
Source: Disclosure document from General Insurance Rating
Organization of Japan and National Police Agency

Figure 4 The Change of the Premium Income andClaims Paid for Automobile Insurance (Voluntary
Insurance)(3 classifications depending on indemnified drivers’ age) ※４

the insured, and spouse / All drivers(2 classifications depending on the extent of indemnified drivers)＊It shows main classification of Reference Loss Cost Rates above,and insurance companies set their own classifications.
※４ Premium change depending on the age as it shows below.
Premium for person of advanced age is quite high. The smaller
coverage is, the lower premium is. Also, over 90% of drivers is 26
years or over.
high premium

・Including expense loading in premium income
low premiumMaindriver’s age

Source: Disclosure document from General Insurance Rating
Organization of Japan
Over 26-29
Allages 2130’s

IndemnifiedAlldriver’s age
ages 21 years or over

40’s

50’s

60’s

Over
70

26 years or overTable 1 Examples of Judicial Precedent for Large
Amount of Compensation by Car Accident◼ Almost every policyholder set their insured amount of
Liability Coverage to no limit because there are somejudicial precedents more than 100 million yens. The % of
insured amount to no limit for Bodily Injury Liability
Coverage is 99.6%, and for Property Damage Liability
Coverage is 95.0%.

Figure 5 Change of the Number of Insured Cars for
Voluntary Automobile Insurance (Bodily Injury
Liability Coverage)◼ While the number of cars owned increases, especially the
number of light passenger cars insured increases.

(Million yen)
Injury or death

Property damage

Amount ofdamages¥528.53

Date ofjudgment
1/11/2011

Amount ofdamages¥261.35

Date ofjudgment
19/7/1994¥453.8130/3/2016¥134.50

17/7/1996¥453.75

18/7/2017¥120.36

18/7/1980

Source: Disclosure document from General Insurance Rating
Organization of Japan・Total of other cars include taxi and freight etc.
Source: Disclosure document from General Insurance Rating
Organization of Japan

37

2. Efforts to Assure Safe and Comfortable Mobility

Traffic Safety Program

Professor, Akita University

Hidekatsu Hamaoka
Causes of traffic accident are widely distributed and influence each other. Moreover, occurrence of traffic accidents is rare, and it is hard to identify
the cause. To decrease the number of traffic accidents, many countermeasures were conducted such as to implement measures against
blindspots and to inform the location of blindspots to the driver. As a result of these countermeasures, number of fatalities was decreased below
5000. Now, under the Basic Principles of 10th Fundamental Traffic Safety Program, road management authority is strengthening to apply various
countermeasures that focuses on the pedestrian safety especially for the elderly person to realize the most safe road environment in the world.

Table 1 10th Traffic Safety Basic Plan
◼ 10th Traffic Safety Basic Program (FY2016-20) was
designed on 11th March, 2016.
1. Three Factors that Constitute Transport SocietyWith regard to the three elements of human beings, transportation,and the traffic environment, while considering their mutual
relationships, the Ministry formulates measures based on scientificresearch and analysis of traffic accidents and strongly promote them.

2. Use of Information Communication Technologies (ICT)The Ministry will actively use Intelligent Transport Systems (ITS),
enhance and strengthen comprehensive investigation and analysis oftraffic accident causes, and promote necessary research anddevelopment.

3. Enhancement of Rescue and First-Aid Activities andSupport of Victims

Figure 1 Establish New Legislation on Dangerous
Driving◼ New legislation on dangerous driving was established on
10th June, 2020. Under this legislation, when a person
drives dangerously, such as sudden breaking, or drivingvery close to the next car, he/she will be severely punished.
1. Obstruction of driving- Imprisonment of up to 3 years or a fine of up to
500,000 yen.
- Revoke driver licenses for 2 years
2. Obstruction of driving caused danger situation- Imprisonment of up to 5 years or a fine of up to
1,000,000 yen.
- Revoke driver licenses for 3 years

The Ministry will enhance rescue and first-aid activities when atraffic accident occurs, and further enhance the support of victims in
all traffic safety fields.

4. Promotion of Traffic Safety Activities Based on
Participation and Cooperation
In order to actively promote the voluntary participation of citizens
in traffic safety activities, the Ministry will promote traffic safety
activities based on participation and cooperation, such as theestablishment of a mechanism in which each citizen can participate
from the planning stage of a policy.

Violation of
traffic classification

Sudden braking
prohibition

Not keeping distance
between vehicles

Violation of lanechange prohibition

Overtaking
violation

Inappropriate usageof headlight

Inappropriate usageof horn

Safe driving
prohibition

Violation ofminimum speed(expressway)

5. Implementation of Effective and Efficient Measures
The Ministry will ensure efficient budget implementation by
engaging in measures that will produce the maximum effect in aconcentrated manner according to the actual traffic situation of each
community in view of the difficult financial situation.

6. Ensuring Further Safety in Public Transport
Maintenance audit and transport safety management evaluation will
be enhanced and strengthened. In order to prevent an accident due
to lack of health management or a sudden change in physicalconditions of a driver, the use of the “Health Management Manualof Drivers of Fleet Vehicles” should be made thoroughly known.
Source: Cabinet Office

Table 2 Effort to Install Bicycle Safety Measures◼ Bicycle accidents become a social problem due to improper
usage of bicycle. New legislation focuses on the following
infractions:
1. Red light running 2. Illegal usage of passage 3. Over
speeding at the pedestrian road 4. Violation of passage 5.
Roadblock to pedestrian 6. Irruption to closed railroad
crossing 7. Unsafe movement at the intersection 8. Roadblockto prioritized vehicle 9. Unsafe movement at the roundabout
10. Violation of stop sign 11. Illegal usage of the pedestrianroad 12. Using bicycle with defective brake 13. Drunk driving
14. Unsafe driving
Source: National Police Agency

38

Violation of parking
and stopping
prohibition in theexpressway
Source: National Police Agency

TRANSPORT POLICY IN PERSPECTIVE: 2020

Table 3 Traffic Enforcement and Speed Regulation
to Reduce Traffic Accidents Effectively◼ Recommendations to conduct traffic enforcement by
utilizing the analysis of traffic accidents and to reconsider
the principle to set the maximum speed were reported.
Recommendation to conduct traffic enforcement
and to set maximum speed
Common understanding to organize recommendation

Figure 3 Prevent Wrong-way Driving in Expressways◼ Wrong-way driving in expressways can cause serious
accidents. Various countermeasures such as antirollback
system, road marking to show the traveling direction, andso on, were installed at the exit of the service area and theparking area.

- Necessity to manage maximum speed

Maximum speed setting to avoid traffic accident- Reconsideration of maximum speed at the road- Share the concept to manage maximum speed- Measures to lead to safe driving attitude- Reconsideration of maximum speed at the expressway

Traffic enforcement to avoid traffic accident- Traffic enforcement of speed violation to avoid traffic
accident- Inform the concept/contents of traffic enforcement

Measures to promote steadily to avoid traffic accident- Strengthening traffic enforcement of hazardous violation anddangerous driving- Cooperation with city planning- Promote traffic education except drivers- Evaluation of company’s effort to avoid traffic accident

Y-shaped junction with intersection
Source: Central Nippon Expressway Company

Source: National Police Agency

Figure 2 Prevent Head-on Accident at theExpressway with Two-way-two-lanes◼ At the two-way-two-lanes expressway, rubber poles wereused to divide lanes. However, this could not avoid headon accident because of its lower bearing power. By
installing wire-rope instead of rubber pole, vehicle would
not go opposite lanes.

Lane dividing facilities inside of the toll plaza
Source: Ministry of Land Infrastructure and Transport

Figure 4 Countermeasure to Increase Pedestrian
Safety◼ Many traffic accidents occurred at unsignalized intersectionin the mid-section of the road. Two-step crossing method byutilizing the traffic island was demonstrated. Expected
benefits include the ability of pedestrians to easily see
approaching vehicles and shortened crossing distances.

Source: Ministry of Land Infrastructure and Transport

Source: Yaizu City Office39

2. Efforts to Assure Safe and Comfortable Mobility

Efforts toward Traffic Calming

Professor, Okayama University

Seiji Hashimoto
Attention is being paid in Japan to the traffic safety in residential areas. A large number of pedestrian and bicycle fatalities is a characteristic oftraffic accidents in Japan, and since many of them occur in places relatively close to home, traffic safety measures on residential roads are being
promoted. Traffic calming devices such as speed humps and narrowings have not been used in Japan. However, in March 2016, the technicalstandards for speed humps and narrowings has been enacted, and it is expected that safety measures for living streets will be promoted in the
future.

⃞ The high number of fatalities caused by traffic accidents while walking or riding a bicycle is a characteristic of traffic
accidents in Japan. Many of these pedestrians and cyclists did not violate the law, and it is necessary to create a safe traffic
environment.
Figure 1 Number of Fatalities in Traffic Accidents by
Condition

Figure 2 Number of Fatalities while Walking or
Riding a Bicycle by Distance from Home

◼ About half of the fatalities are while walking or riding abicycle.

◼ Approximately 45% of the fatalities while walking or
riding a bicycle have an accident within 500 meters of
their home.

Others, 13, 0%

While walking,
1176, 37%

2,001m or more,
382, 24%

In a vehicle, 1083,
34%

Within
50m,
168,
10%

Within 2,000m,
192, 12%Within 100m,
132, 8%Within 500m,
433, 27%

Within 1,000m,
301, 19%

On a motorcycle,
510, 16%

On a bicycle,
433, 13%

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)

Source: Traffic Statistics 2019 (Institute for Traffic Accident
Research and Data Analysis)

Figure 3 Percentage of Fatalities while Walking by
Law Violation (2019)◼ Focusing on legal violations of people who died while
walking, "no violation" was the highest for both theelderly and non-elderly people.

Figure 4 Number of Fatalities and Injuries by AgeElderly (65 years old and over)◼ By age, the number of 7-year-old fatalities and injuries is
the highest.

Non-elderly

Crossing violation
Ignore signal
Drunkenness
Others
No violation

Source: White Paper on Traffic Safety in Japan 2020

Source: ITARDA INFORMATION No.116 (Institute for Traffic
Accident Research and Data Analysis)40

TRANSPORT POLICY IN PERSPECTIVE: 2020
⃞ In recent years, based on probe data (driving history, behavior history) collected by ETC2.0 on-board equipment, etc.,
potential dangerous points such as over-speed and sudden braking have been identified and traffic safety measures have beentaken. As specific speed control measures, in addition to the use of conventional traffic calming devices such as humps andnarrowing, the introduction of rising bollards and speed camera on residential streets is being promoted.(Fig. 5-8)
Figure 5 Traffic Calming Measures and Effects by Utilizing Big Data
◼ By using big data to visualize the vehicle running speed and sudden braking on each street, it is possible to deal with potential
issues where accidents have not become apparent, and effective safety measures for the entire district.
Big data analysis results
beforeafter
Target street

Target street

Traffic calming measureseffectratio of 30km/h or more Ave. speed
EntireTargetEntireTargetarea
streetarea
streetsudden braking
Number Occurrenceof times rate

beforeafter
Color pavement, rising bollard, narrowing are installed
Source: White Paper on Traffic Safety in Japan 2020

Figure 6 Rising Bollard in the City (left: Geneva, right: Niigata City)

Photo: Seiji Hashimoto

Photo: Hisashi Kubota

Figure 7 Speed Reduction by Displaying theRunning Speed

Figure 8 Introduction of Speed Camera on
Residential Streets◼ By clearly indicating the running speed of the vehicle,
expecting speed control. (Photo is Ashford, England)◼ The speed camera has been downsized, and have installed
on residential streets. It is expected to reduce accidents on
residential roads.

Photo: Seiji Hashimoto

Photo: National Police Agency

41

2. Efforts to Assure Safe and Comfortable Mobility

Progress of Bicycle Transport

Associate Professor, Osaka City University

Nagahiro Yoshida

In 2017, the Bicycle Use Promotion Act, which includes the principle of reducing the degree of dependence on automobiles, came into force, andthe Cabinet endorsed the Bicycle Use Promotion Plan in 2018. The plan outlines 4 goals, 18 measures, and 83 actions to embody the 14 basic
policies set out in the act. With regard to traffic accidents, although the number of bicycle-related accidents has been decreasing, the proportionof bicycle-related accidents to the total number of traffic accidents is large, around 20%, and the trend has shown a tendency to increase since2016. Under new environmental, health, and tourism measures based on the promotion plan, an increasing number of cities have introduced
bicycle sharing system, and the designation of National Cycle Route has also begun.

Table 1 Recent Changes in Relevant Bicycle Policies◼ Under the “Amendment of the Road Structure Ordinance”
promulgated and enforced in April 2019, “bicycle traffic
lanes” has been defined to ensure the safety and fluidity ofbicycle traffic.
explanation
Amendment of Road Traffic Act: Clarification of cases for riding standard
2007 bicycles on sidewalks.
MLIT and NPA: Designation of 98 model areas across the country for2008
improving bicycle traffic facilities.
year

Figure 2 Share of Bicycle Traffic by City Type(Commuting to Work)◼ The share of bicycles used for commuting to work on
weekdays ranges from 6 to 16%, regardless of city type.
The share tends to be higher in the central cities than inother cities.
Rail
Motorcycle

Bus
BicycleCar (driver)Walk

Car (passenger)

Three major metropolitan areas/Central cities

11

MEXT: the Amendment of the School Health Acts: Mandatory of school safety
2009
plans to ensure student transport including cycling.

Three major metropolitan areas/Other cities1

12

Amendment of the Ordinance on Road Signage and Marking: New "One-way
Bicycle" signage allows one-way restrictions on bicycle paths and shared2011 sidewalk. The NPA official notice: Promotion of Comprehensive Measures toAchieve Good Bicycle Traffic Order
MLIT and NPA: Guideline for Creating a Safe and Comfortable Bicycle
2012
Environment
Amendment of Road Traffic Act: For cyclists, riding on side strips is limited to2013
the left-hand side of the road.
Enforcement of amendment of Road Traffic Act：Providing bicycle driver
2015 training program for offenders. JSTE: A guideline to planning and designingintersections with consideration of bicycle traffic was published.
MLIT and NPA: Revised Guideline for Creating a Safe and Comfortable
2016
Bicycle Environment. MLIT: Revised guideline for Bicycle Parking Facilities.
Bicycle Use Promotion Act has come into force. MEXT: Cabinet approved the2017 second school safety plan to promote safe transport.

Three major metropolitan areas/Other cities2

112018 Cabinet approved Bicycle Use Promotion Plan.
Amendment of Order for Road Traffic Act: Type of dangerous cycling has been
defined. Amendment of the Road Structure Ordinance: Bicycle traffic lane has
2019 been defined and installation requirement for bicycle track has been clarified.
The public-private partnership council for bicycle use promotion: Guideline on
the introduction of bicycle commuting.
JSTE: A guideline to planning and designing intersections with consideration of2020 bicycle traffic is revised, Amendment of Road Traffic Act: Review of definition
relating to the definition of the standard bicycles.

Figure 1 Bicycle Use Promotion Act◼ Bicycle Use Promotion Act came into effect in 2017.

8Regional areas
Regional urban areas(Pop.≧1,000,000)/Central cities
Regional urban areas(Pop.≧1,000,000)/Other cities
Regional urban areas(1,000,000>Pop.≧400,000)/Central cities
Regional urban areas(1,000,000>Pop.≧400,000)/Other cities
Regional urban areas(Pop.<400,000)/Central cities
Regional urban areas(Pop.<400,000)/Other cities

11
9
16
6
15
8

0%

20%

40%

◼ The share of bicycles used for commuting to school on
weekdays ranges from 7 to 30%, with a high tendency inregional urban areas/central cities.
Rail
Motorcycle

Bus
BicycleCar (driver)Walk

Car (passenger)

9

Three major metropolitan areas/Central cities
Three major metropolitan areas/Other cities1

11

Three major metropolitan areas/Other cities2

16

Regional areas

24

0%

14
7
23
20
30
19
20%

40%

Source: Nationwide Person Trip Survey (2018)42

80% 100%

Figure 3 Bicycle Transportation Ratio by Urban Type(Commuting to School)

Regional urban areas(Pop.≧1,000,000)/Central cities
Regional urban areas(Pop.≧1,000,000)/Other cities
Regional urban areas(1,000,000>Pop.≧400,000)/Central cities
Regional urban areas(1,000,000>Pop.≧400,000)/Other cities
Regional urban areas(Pop.<400,000)/Central cities
Regional urban areas(Pop.<400,000)/Other cities

Source: MLIT (2018)

60%

60%

80% 100%

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 4 Bicycle Related Accidents◼ The number of bicycle accidents has been decreasingalong with the number of all traffic accidents, decreasing
to 53% and 56% respectively over the past 10 years.
However, the proportion of bicycle-related accidents tothe total number of traffic accidents is significant, ataround 20%, and has been on an upward trend since 2016.
Num. of traffic accidents
Num. of bicycle traffic accidents
Bicycle accidents as a percentage of all accidents

1,000,00025

900,000
Num. of traffic accidents

20

700,000
600,000

15

500,000
400,000

10

300,000
200,000

5Bicycle accidents share(%)

800,000

Figure 6 Bicycle Sharing System◼ Many cities have introduced bicycle sharing system,
reaching 225 by the end of March 2019. Electric assisted
bicycles are also widely used. The main purposes for
introducing shared bicycles are to promote tourism,supplement public transportation, and revitalize local
communities. The number of ports as well as the densityof these ports is increasing every year, especially inTokyo.
Cities thatconsider of
futureintroduction,
63, 22%100,000

Introduced
cities, 225,
78%

2019

2018

2017

2016

2015

2014

2013

2012

2011

2010

2009

2008

2007

2006

0

2005

0

Source: NPA Bicycle related accidents etc.(2020)

Source: MLIT (2019)

Figure 5 International Comparison of Bicycle
Related Accidents◼ In terms of deaths per 100,000 population, Japan ranks
among the safest countries in the world. However,percentage of cyclists killed in Japan account for a highproportion, and among the countries, deaths while riding abicycle per million population is higher than in
Switzerland and Denmark. This suggests that bicycle use
in Japan is not safe enough.

Figure 7 Designation of National Cycle Route◼ The National Cycle Route, which designates routes thatmeet certain standards, was launched in 2019 in order tocreate new tourism value and to create new regions
through the promotion of cycle tourism that organicallylinks excellent local tourism resources.

Percentage of Cyclists killed(30-day death toll)
Deaths per 100,000 population
Deaths while riding a bicycle per million population

40

35
30
Bicycles can be enjoyed for the ride itself as well as for local
resources along the route in regions. The public and private sectors
are working together to create tourist areas for cyclists across thecountry in Japan.
The National Cycle Route is designed to create new tourism value
and regional revitalization through the promotion of cycle tourism
that combines excellent local resources with a variety of initiatives
such as the riding environment, rest and accommodation functions,and information dissemination by designating routes that meet acertain level of standards in both software and hardware, andpromote them as Japan's representative cycle routes that attracts
many people in the world, in order to strongly promote cycle tourism.

25
20
15
10
5

National Cycle RouteNetwork Map

Netherlands
Belgium
PolandHungary
IcelandGermany
Czech Republic
Japan
Luxemburg
Denmark
Austria
Switzerland
Korea
Slovenia
Finland
Italy
FrancePortugal[2017]
SwedenUnited States[2017]
Ireland
Australia[2017]
United Kingdom[2017]
NorwayCanada[2017]
Israel[2017]
Spain
New Zealand
Greece[2017]0

Source: OECD etc.(2019)

Tsukuba-Kasumigaoka
Ring-ring roadBiwa-ichi

Shimanami-kaido
Cycling road

Source: MLIT (2019)43

2. Efforts to Assure Safe and Comfortable Mobility

Changes in Urban Parking Lot
Policies

Professor, Nihon University

Masaharu Oosawa

The preparation for the quantity of parking lots has been continued actively so far. In the center of large cities whose modal share of public
transport is high, the supply for parking lots exceeds the demand for them continuously. Therefore, Mandatory Parking Rules are reconsidered
locally. On the other hand, the number of temporary parking on street does not come down and has remained constant. Recently, on-street
parking spaces are recognized as important open space and how to utilize them in local circumstances results in a parking free street and green
parking lots.

Table 1 Parking Lots by Type and Actor under the Parking Lot Act (Nationwide)◼ Parking both of cars and motorcycles are increasing in terms of lots and spaces.

Motorcycles

Cars

Division

Parkinglots

Actor：Parking lots
Rate

Year-onyear

Spaces114,835

Rate

Year-onyear

National and local
governments

Municipalities

Investment
organization

Actor：Spaces
Tertiary
sectorPrivateenterprise

National and local
governments

Municipalities

Investment
organization

Tertiary
sectorPrivateenterprise

17,832City planning parking lots

438

0.5%

-0.7%

2.1%

-2.8%

31

318

18

19

52

8,980

71,996

7,615

8,412

Registered parking lots

9,869

11.9%

2.6% 1,878,182 35.2%

3.9%

233

1,290

47

196

8,103

77,248

246,703

20,57654,067 1,479,588

Mandatory attached parking facilities

973

1,230

76,875

93,81626,43441,358 3,109,439--

72,90887.6%

2.2% 3,347,922 62.7%

5.3%

On-street parking lots

14

0.02%

0.0%

0.0%

Total

83,229100%

2.2% 5,341,540

601 0.01%
100%

-

4.6%

303

14
1,237

-

2,852

262
-

368

477

70,140-78,295

163,103

601
413,116-

54,625 103,837 4,606,859

City planning parking lots

132

5.6%

-3.0%

16,777 28.7%

1.5% City planning parking lots：Parking lot specified in the city planning

Registered parking lots

387

16.5%

8.8%

32,383 55.3%

1,829

77.9%

12.2%

9,359 16.0%

9.6% Registered parking lots：Parking lot of more than 500㎡ and collecting fee in the city planning area
28.2% Mandatory attached parking facilities：Parking lot required by a regulation, when a building beyond the pre-determined scale is built and enlarged

2,348

100%

10.8%

58,51910.3% On-street parking lots：Parking lot installed on the road surface in the zone to provide parking place

Mandatory attached parking facilities
Total

100%

Note 1: Motorcycles parking lots = Total of motorcycle-only, motorcycle and car parking lots.
Note 2: Investment organization = Only national and local governments.
Note 3: Private enterprise = Excluding tertiary sector.
Source: Created by the author using fiscal 2019 data from the 2019 Annual Report on Parking Lots (City Bureau, Ministry of Land,
Infrastructure and Transport, 2020).

Figure 1 Nationwide Trend of Parking Spaces◼ The number of parking spaces available has continued toincrease. The number of parking spaces per 10,000 cars
was 684 in 2018.
550

Number of parking spaces abailable（Unit : Ten thousand）

Number of car ownership（Unit : Ten thousand）
8,000

Figure 2 Changes in the Momentary Number ofFour-wheeled Vehicles Parked Illegally on theStreets in Tokyo◼ Illegal parking in the 23 wards has been flat since 2009,
declining since 2016,and is the lowest at 40,312 spaces in
2019.

City planning parking lots
500

Mandatory attached parking facilities
450

100,000

Registered parking lots
7,000

Total number of parking spaces
available
Number of car ownership

80,000The 23 wards
The Tama District

60,0006,000

40,000400

20,000
350

5,000

0
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

300

4,000
250

200

3,000

150
2,000

Source: Created by the author using data from the Metropolitan
Police Department.

Figure 3 Changes in the Momentary Number ofMotorcycles Illegally Parked on Streets in the 23
Wards of Tokyo◼ Illegal parking has been on the decline.
（
30,00025,000

100
1,000
50

MopedsMotorcycles

20,00015,00010,000

0

0

5,000

0

Source: Created by the author using fiscal 2019 data from the 2019
Annual Report on Parking Lots (City Bureau, Ministry of Land,
Infrastructure and Transport, 2020).

44

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Source: Created by the author using data from the Metropolitan
Police Department.

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 4 Parking Supply and Demand during Peak Hours in Tokyo◼ The Parking supply exceeds the parking demand even considering on-street parking demand around the rail stations both on
weekdays and holidays.
7,000(W) : weekda ys(H) : holidays

Total number of parking spaces available

6,000

Occupied number of parking spaces during peak hours

5,000

Occupied number of off-street parking spaces during peak hours
4,000
3,000
2,000
1,000
0
Akihabara(W)

Akihabara
(H)

Ginza
(W)

Ginza
(H)

Nihonbashi(W)

Nihonbashi(H)

Shinjuku
East(W)

Shinjuku
East(H)

Shinjuku
Wast(W)

Shinjuku
Wast(H)

Kinshicho(W)

Kinshicho(H)

Futago-tamagawa(W)

Futago-tamagawa(H)

Sibuya(W)

Sibuya(H)

Ikebukuro(W)

Ikebukuro
(H)

Outer
Outer
circumference circumferenceof Ikebukuro of Ikebukuro(W)(H)

Source: Created by the author using data from the 2017 Annual Report on Parking Lots (Tokyo Metropolitan Public Corporation for Road
Improvement and Management, 2017).

Figure 5 Parking Supply and Demand during Peak
Hours in Ikebukuro

Figure 6 Sapporo City KITASANJYOU Square(AKAPLA)◼ The supply for parking lots exceeds the demand for themcontinuously.

◼ The parking free street has implemented together withurban redevelopment.

7,000
6,000
5,000

4,000
3,000
2,000
1,000
0

2005

2008

2011

2014

2017

Total number of parking spaces available (weekdays)

Occupied number of parking spaces during peak hours (weekdays)

Occupied number of on-street parking spaces during peak hours (weekdays)
Total number of parking spaces available (holidays)

Occupied number of parking spaces during peak hours (holidays)

Occupied number of on-street parking spaces during peak hours (holidays)

Source: Created by the author using data from the 2017 Annual
Report on Parking Lots (Tokyo Metropolitan Public Corporation forRoad Improvement and Management, 2017).

Table 2 Building Floor Area per Parking Space andAllowable Distance for Remote Parking Lot◼ The Local rule has been introduced in many local
governments.
Department
store,Store（㎡）
Standard
parking lot
regulations
SapporoSendai
SaitamaChiba
The 23 wars
Yokohama
Kawasaki
Nagoya
Kyoto
Osaka
Kobe
Hiroshima
Kitakyushu
Fukuoka

Office（㎡）

Specific use（Excluding
department
store,store,
office）（㎡）

Non-specific
use
（㎡）

200

250

250

450

300
350
200
200
250
200
300
350
300
350
200
150
300
300

300
350
200
200
300
250
350
500
350
350
350
250
300
300

500
550
200
200
300
250
350
650
450
350
350
250
300
300

600
900
450
300
350
550
600
900
600
450
550
450
450
450

Remotedistance（m）

Source: photo by Masaharu OOSAWA

Figure 7 Green Parking in Urban Areas◼ Green parking is one of measures against heat islandeffect.

350
200
300
200
300
300
300
300
500
350
350
300
200
300

Source: Created by the author using fiscal 2019 data from the 2019
Annual Report on Parking Lots (City Bureau, Ministry of Land,
Infrastructure and Transport, 2020).

Source: photo by Masaharu OOSAWA

45

2. Efforts to Assure Safe and Comfortable Mobility

Recent ITS Research andDevelopments

Research Associate, The University of Tokyo

Azusa Toriumi

Professor, The University of Tokyo

Takashi Oguchi“Public-Private ITS Initiative/Roadmaps” was first established in 2014 and have been updated every year by the IT Strategic Headquarters,
describing the medium- and long-term goals of ITS developments which private companies and relevant ministries should address together. Theirmain targets are to develop and deploy safety driving support and automated driving systems, and to utilize various kinds of big data for transport.
Furthermore, R&D of automated driving systems have been promoted as one of the Strategic Innovation Promotion Programs in the Cabinet
Office since 2014, called as “SIP-adus”. The second phase of SIP-adus started in 2018; currently field operational tests (FOTs) in the Tokyo
Waterfront Area have been conducted since 2019.

⃞ “Public-Private ITS Initiative/Roadmaps 2020” delivers the visions for 2030 for the ITS development in rural areas, urban
areas with private cars as major means of transport, and urban areas with public transport as major means of transport, basedon their different mobility needs and problems. It also declares the goals on social and industrial aspects to realize the visions.
Figure 2 Goals and Key Indicators

Figure 1 Vision of 2030 in Rural Areas
Alternative service to mobility

Coordination of mobility + destinations

The goals up until 2020
(current indicators)

Sharing transport (passengers + goods)

Automated driving

Demand-responsive transit

Sparsely located destinations

IslandPromote ride-sharing(e.g. onerous passenger transportation
using private cars, use of school buses)

Provide services that
customers can receive
without traveling

Pick up sparsely locateddemands of the elderly
Village with the certain
Level of traffic demand

Gather the traffic demand

Traffic demand management (TDM)

Introduce sharing, combi (passenger + goods),
UAV, relay trucking
to improve logistics efficiency
Bus【Social aspect】
Build a society with the world’s
safest* road traffic by 2020

Agricultural village

Make “Michi-no-Eki” (roadside rest area) play
as a center of automated driving service andprovide mobility service to the elderly
Corporation of bus andautomated driving systems
Michi-no-Eki
Village withno destination
Daily-life central place

Popularizationof driving
support systems

・Indicator of reducing traffic
accidents: “reduce the numberof traffic fatalities to 2,500 orless by 2020”.

The goals up until 2030
(set by the Public-Private
ITS Initiative/Roadmaps 2020)
Build a society with the world’s safest*
and smoothest road traffic by 2030

Indicators of:・ reducing traffic accidents
・ relieving traffic congestion
Popularization
・ efficient logistics
of automated・ supporting mobility of the elderly
driving systems【Industrial aspect】

Introduce remote medical care,remote work, and distance education

Telework, xR

Become a global hub in automated driving innovation after 2020

Magnetic
inductive line
Use safety driving support cars,
and automated driving cars

* Use of green slow mobility
is also expected.

Automated driving (infra-supported, limited area)

R&D, demonstrations,practical applications,preparation of data

・Penetration rate of automateddriving systems

・Indicators of vehicle production and export
・Indicators of infrastructure export

Build the world’s most advance ITS by 2020

Optimization of transport systems and creation of new services using data

Source: Public-Private ITS Initiative/Roadmaps 2020 (translated by
the authors)* To have the smallest number of traffic fatalities per population in the world.

Source: Public-Private ITS Initiative/Roadmaps 2020 (translated by
the authors)

Figure 3 Two Approaches towards a Fully
Automated Driving Society◼ The aims of the second phase of SIP-adus, which started
in 2018, are to implement logistics and mobility services
using automated driving technologies in practice, and to
expand the operational domain of automated driving
systems from highways to general public roads. R&D are
in progress from the two approaches: realizing“automation” of driving tasks under the limited conditions(for logistics and mobility services) and applying moresophisticated technologies for driving systems to deal with“various environments” (for private cars).

Figure 4 Driving Conditions for Automated Vehicles◼ Driving conditions of automated vehicles are determinedby five basic categories and additional supplemental
factors according to the Panel on Business Strategies for
Automated Driving (METI and MLIT).
Categorization flow
Is it a closed space?
No

Are there limited vehicles
and/or pedestrians only?
No

Basic Category (typical examples)

Yes

A Closed space(inside factory, airport)

Yes

B Restricted space(utilization of dead track, BRT)Yes

Are there only motorized vehicles?
No

C Dedicated automobile space(motorways, automobile roads)

Are the automated vehicles Yes
separated from other vehicles D Separated spaceand pedestrians?
(arterial roads)
No

E Mixed space(local/residential streets)* Categories of A~E represent basic differences of their conditions, but other factors,
typically shown below as the additional factors, also affects actual driving conditions.
Therefore, A~E do not necessarily mean relative difficulties in realizing automated driving.

Speed
Additional
drivingmajor Automatedspeedfactors (low/mid/high)Source: SIP-adus

46

Topography

Road

Area type (urban/
mountainous/…),Gradient, Curvature

Number of lanes, Presence ofsidewalks, Pavement marking,Surface conditions (dry/wet/snow…)

Environment

Traffic condition

Time of day

Weather,
Disaster impact,
Lighting

Traffic volume, Congestion
On-street parking volume,
Obstacles on the road

Day-time/night-time

Source: MLIT (translated and partially modified by the authors)

TRANSPORT POLICY IN PERSPECTIVE: 2020
⃞ FOTs in the Tokyo Waterfront Area were started in October 2019 in the second phase of SIP-adus. Validation of automateddriving technologies based on the high-precision 3D map data (static information) as well as expressway merging conditions,traffic congestion, and traffic signal control information (dynamic and semi-dynamic information) will be done step by step.
Figure 5 FOTs in the Tokyo Waterfront Area
◼ 29 organizations, including automobile manufacturers,
suppliers, and universities in Japan and other countries
take part in the FOTs.
Tokyo Waterfront Area

Figure 6 Development of High-Precision 3D Map Data
◼ Initial preparation of the data for 29,205 km of theexpressways and highways across Japan was completed in
2019. The data are now used for highly accuracy
navigation, ADAS and automated driving applications.

Tokyo Waterfront City Area

Tsukiji

Cooperative automateddriving system using signal
data on the general roads.
Shinagawa Sta.

Metropolitan Expwy etc.
Cooperative automateddriving system on expwys(merger assistance and ETC
toll gate navigator assistance)

OdaibaHaneda Airport Area
Next-generation Advanced
Rapid Transit (ART; automatedbus) with signal coordinationand magnetic markers.

Haneda Int’l Airport

Source: SIP-adus (translated by the authors)

Source: Dynamic Map Platform Co., Ltd.

Figure 7 FOTs of Automated Driving in Japan◼ FOTs are planned/under execution by relevant ministries, local municipalities, private companies, universities, etc., fordifferent purposes such as technology validation, mobility services in depopulated and aging mountainous villages, mobility
services for a last one-mile, improving logistics efficiency, etc.
Automated driving service around Michi-no-Eki (MLIT/SIP)❶Kamikoani, Akita ❷Taiki, Hokkaido ❸Hitachiota, Ibaraki ❹Higashiomi, Shiga

As of March 2020
(including planned sites)

Smart mobility challenge (METI & MLIT) ❶Otsu, Shiga ❷Oita, Oita
SIP projects (Cabinet Office) ❶Tokyo Waterfront Area
Automated driving for last one-mile (MLIT & METI)❶Eiheiji, Fukui ❷Kitadani, Okinawa
Automated middle-size bus (MLIT & METI)❸❽Kitakyushu and Kanda, Fukuoka ❹Hitachi, Ibaraki ❺Yokohama, Kanagawa ❻Otsu, Shiga ❼Mita, Hyogo
Truck platooning (MLIT & METI)❶Shi-Tomei Expwy (E1A) ❷Joshin-etsu Expwy (E18) and Joban Expwy (E6)
Automated driving inside restricted area of an airport (MLIT)❶Narita airport ❷Haneda airport ❸Chubu airport ❹Kansai airport ❺Saga airport
Smart city (MLIT)❶Utsunomiya, Tochigi ❷Kashiwa, Chiba ❸Shimoda, Shizuoka ❹Kasugai, Aichi ❺Chiyoda, Tokyo ❻Koto, Tokyo
Major FOTs done by local municipalities, private organizations, and universities❶Kiryu, Gunma ❷Kuwana, Mie ❸Minato, Tokyo ❹Iwata, Shizuoka ❺Shari, Hokkaido ❻Hachijo-island, Tokyo ❼Sakai, Osaka❽Nagakute, Aichi ❾Hiroshima, Hiroshima ❿JR Kesennuma line ⓫Matsuzaki, Shimoda, and Fukuroi, Shizuoka ⓬Tobishima, Aichi⓭Minamichita, Aichi ⓮Chuo and Chiyoda, Tokyo ⓯Maebashi, Gunma ⓰Kawaguchi, Saitama ⓱Chiba, Chiba

Source: Public-Private ITS Initiative/Roadmaps 2020 (modified and translated by the authors)

Figure 8 Truck Platooning on Expressways◼ Driverless truck platooning systems have been tested in
the actual field, Shin-Tomei Expressway (E1A), since
2019.
Multiple V2V communications• 760MHz• 4G LTE• Optical V2V communication

I. CACC with closed gap distanceSensors for distance detection• Millimeter wave radar• LiDAR• RTK-GPS

Figure 9 Public-private Cooperative Platform for
Smart Cities◼ A platform for smart cities, which incorporate AI and IoTtechnologies into urban development, was established byministries, local municipalities, private companies,
research institutes, etc.

• Continuous V2V
communications• Accurate gap distance (about10m) control

Automated braking system
ECU

Side and backward monitoring• Camera• Millimeter wave radar

Automated steering system
II. Lane-keeping control• Lane tracking control

III. Driving supports for a leading
vehicle• Lane changing assist (side andbackward information provided
by the following vehicles)• Merging support information(provided by an infrastructure
through V2I communications)

Source: METI (translated by the authors)

Lane and leading vehicle
recognition• Camera (lane marking)• LiDAR (leading vehicle)• RTK-GPS (leading vehicle)

Source: Public-private cooperative platform for smart cities472. Efforts to Assure Safe and Comfortable Mobility

Recent Trends in TDM and
Mobility Management Measures

National Institute of Technology, Kure College

Yusuke Kanda

Since the latter half of the 2000s, mobility management (MM) has been implemented in Japan, which emphasizes communication to promotesocially preferable behavior. It has been developed in Japan as a measure against traffic congestion and a measure to promote the use of public
transportation. Recently, it has been applied to various problems in transportation and city management, and along with discussions on the sophistication of IT and IoT and the introduction of MaaS, the development of MM tools is now progressing. In addition, MM is also applied to promoteraise the travel demand, which is excessively shrinking due to the COVID-19.

Figure 1 Trends of MM Presentations in JCOMM

Table 2 Discussion of MM in ECOMM◼ In the latter half of the 2000s, when MM was positioned
as a national and local government policy and began to be
introduced, MM had been applied to residents andworkplace to reduce car use. Recently, presentations
related to updating digitalized MM tools, open-data anddata-linkage, MM in overseas projects have increased.

◼ At the ECOMM (European Conference on Mobility
Management), annual MM conference held in Europe,
methodologies for the social implementation of new
mobility systems such as electric vehicles, hardware
development, and transportation policies are discussed.
Also, at the latest meeting, the possibility of MM for better
town development has been discussed. In 2020, it will beheld online due to the influence of COVID-19. Main topics
of discussions were MaaS and sharing, and the utilizationof the "Nudge Theory”, which won the Nobel Prize.
FY Theme of ECOMM
2016 Smart Solutions for People and Cities
2017 Teaming up for liveable cities
2018 Mobility in disruption – fast-forward to smart andsustainable societies
2019 Cancelled

Source: Japanese Conference of Mobility Management (JCOMM)

2020 New Mobility... New Governance... New Realities for
People and Cities -Source: Japanese Conference of Mobility Management (JCOMM)

Table 1 Session Topics of Recent JCOMM
Conferences◼ In the discussions on MM in Japan, "strategy" and"subject" are continuously discussed, and recently, thepossibility of integration with digital tools such as"MaaS", the basic approach of MM, and regional
improvement are being discussed.

Figure 2 Overseas Expansion of Japanese MM Skills◼ Traffic congestion has been a big problem in Southeast
Asian countries where economic development and modal
shift to automobiles continue. As countermeasures,
improvements in the attractiveness of public transportationsuch as buses (photo: utilization of buses donated by the
Kyoto Municipal Transportation Bureau) and motivation
for using public transportation utilizing MM measures arebeing conducted in various places.

FY Special and Oral session titles of JCOMM
MM and Design // MM and IT
2015
MM and improvement of LoS of railway and bus
MM and movement of socials
2016 MM and big data
Past and future of MM
MM and utilization of open-data2017 QoL of Seniors and MM
Rethinking the role of MM for improving local mobility
Overview of future mobility service and MM
2018 Health, mobility and town management
MM and MaaS
2019 Informatization, open-data and MM
Rethinking MM's basic approach from overseas cases
Source: Japanese Conference of Mobility Management (JCOMM)

48

Source: Japan International Cooperation Agency (JICA)

TRANSPORT POLICY IN PERSPECTIVE: 2020
⃞ In 2020, intercity and intracity transportation services throughout the country were significantly affected by COVID-19. In
present, it is difficult to foresee convergence of COVID-19. However, MM have been introduced to mitigate the effects ofexcessive demand restraint.
Figure 3 Estimated Loss of Annual Fare Income
Affected by COVID-19

Figure 4 Promoting to Use Public Transportation
with Properly Understanding the Risks of COVID-19◼ Due to the spread of COVID-19 and the government's
request for going-out self-restriction, the travel demandhas decreased significantly, with about 90% decrease forintercity transportation, and about 60% decrease for
intracity transportation. As a result, management of public
transportation is in a critical situation.

◼ Due to the spread of COVID-19, people refrained fromgoing out. In addition, public transportation, which many
unspecified people use and a high density in the transit,
has been shunned as one of the "three Cs", To address thisissue, mobility management is being developed toproperly understand the risks of COVID-19 and promote
the use of public transport, with the supervision of
virology experts.
3 things to minimize COVID-19 infection
risk while riding public transportation

1. Always
Ventilate

Source: Japanese Conference of Mobility Management (JCOMM)

2. Do not toucheyes, nose andmouth

3. Keep quiet,
wear mask!

Source: Japanese Conference of Mobility Management (JCOMM)⃞ Due to the spread of COVID-19, the government has adopted a going-out self-restriction policy for about a month from April
2020. After the policy was relaxed, the negative impact of this policy can still be observed. In particular, it has had a large
impact on business and tourism travel demand, it has seriously affected the profitability of intercity transportation. It is notexpected that the travel demand will return to pre-COVID-19 levels.
Figure 5 Decrease and Recovery for Intercity
Transportation

Figure 6 Decrease and Recovery for Intracity
Transportation

Source: MLIT-Japan, JR-Tokai

Source: MLIT-Japan

49

3. Symbiosis of Vehicles, People and Nature

Mitigation of Climate Change

Associate Professor, Tokyo Institute of Technology

Yasunori Muromachi

Japan’s total greenhouse gas emissions in fiscal 2018 were 1.240 billion tons, a 3.9% decrease from 2017 and a 12.0% decrease from 2013. The
transportation sector’s share of CO2 emissions was 18.5%. The transportation sector’s global warming countermeasure plan is in progress, andfor most of these measures, target levels are expected to be achieved. However, the reduction rate in the transportation sector is -6% in 2018
compared the required -27% in 2030 under the Paris agreement. It is not easy to achieve the Paris Agreement and long-term goals, and necessary
to strengthen measures.

Figure 1 Breakdown of CO2 Emissions by Sectors(FY2018)◼ About 18.5% of the total emissions derived from thetransportation sector.
Energy Industry Other
0.3%
7.9%

Waste
2.5%

Industrial
Process andProduct Use
4.1%

Transportation
18.5%

Commercial
Industry
17.2%

Industry
35.0%

Source: Ministry of the Environment, 2020

Figure 2 Changes in the Amounts of Greenhouse
Gas and CO2 Emissions in Japan (Mt)
1500

1400

1300

1200
Other Greenhouse Gases

CO2

1100

9091929394959697989900010203040506070809101112131415161718

Source: Ministry of the Environment, 2020

Figure 3 Changes in the Amount of CO2 Emitted
from Transportation Sector (Mt)
300
250
200
150
100
Railways, Navigation and Domestic Aviation

50

Freight Trucks and Lorry
Passenger Road Transportation

0
90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18

Source: National Institute for Environmental Studies, 2020

50

Chapter 1: Basic concept
2. Japan's long-term vision
・Japan will set a “decarbonized society” as the final goal and aim
to achieve it with ambition as early as possible in the latter halfof this century. To that end, we have set a long -term goal of
reducing greenhouse gas emissions by 80% by 2050, and wi ll
boldly implement measures to achieve that goal.
Chapter 2: Long-term vision of each sector anddirection of measures and plans for it

Total amountof emissions
1138Mt (100%)

Residential
14.6%

Table 1 Long-term Strategy as a Growth Strategy
Based on the Paris Agreement (Adapted Excerpt)

Section 1: Emission reduction measures and plans
3. Transportation(1) Current situation recognition
I. Status of the transportation sector
II. Structural changes in the automobile industry
III. Active contribution to climate change measures related toautomobiles
IV. Trends in reducing greenhouse gas emissions ininternational shipping and aviation(2) Vision to aim for- It is important to evaluate CO2 emissions from automobiles,
including the process of manufacturing gasoline, electricity,
etc., from the perspective of "Well to Wheel."
The aim is to reduce greenhouse gas by 80% per Japanese
automobile supplied worldwide compared to 2010.
(3) Direction of measures and plans for the vision
I. Basic policy of challenge for Well to Wheel Zero Emission- Large vehicles (trucks/buses) are mainly used forcommercial purposes, so there is a strong demand for"equal usability of existing vehicles" and "securing
economic advantage", and given the current battery priceand volume energy density, it is difficult to draw asustainable diffusion model at this stage because it is notpossible to secure economic efficiency simply by replacing
the power source of existing vehicles with batteries.
II. Road/traffic system- While recognizing that so-called induced/diverted traffic
may occur with road construction, the efforts ofstrengthening the trunk road network such as ring roads
that contribute to CO2 emission control, and of taking
pinpoint measures for congestion bottleneck locations
based on scientific analysis of big data using ETC2.0 andAI cameras etc. are promoted for using roads wisely.
III. Long distance modes
IV. Mobility revolution and compact city development- The efforts for the improvement of services andconvenience by promoting the development of public
transportation such as railways, and new mobility services
such as Mobility as a Service (MaaS), are promoted forrealizing seamless public transportation.
V. Logistics revolution
Source: Global Warming Prevention Headquarters, 2019

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 4 Sector Targets for Paris Agreement and Current Status in Japan (Mt)
◼ The transportation sector faces difficulty in attaining the sector target of Paris Agreement.
500000500

Industry
Industry

400000400

Estimated emissions of each
FY 2018
sector in FY 2030
Industry-13%-14%
Commercial Industry
-29%
-18%
Residential
-41%
-20%
Transportation
-27%
-6%

300000300

Transportation
Commercial
Industry200
200000Commercial Industry
Transportation
Residential

Residential
100
10000090 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Note: The figure is based on the Greenhouse Gas Emission Inventory in 2018.
Source: UNFCCC, Japan's Intended Nationally Determined Contribution, 2015, and Ministry of the Environment,, 2020

Figure 5 Transportation Sector Target for Paris Agreement and Current Status◼ The transportation sector's global warming countermeasure plan is in progress, and most of the measures are expected to reachthe 2030 target level.
A : 3.28Mt-CO2 (7%)
E : 4.50Mt-CO2 (10%)--

2.438 Mt-CO2
Eco-driving
Promotion of Intelligent Transport System (ITS) (centralization of the
150 Mt-CO2
control of traffic signals)
Construction and maintenance of traffic safety facilities (upgrading oftraffic signals)
0.56 Mt-CO2-

2.060 Mt-CO2
Increase in efficiency of truck transportation
Greening transportation business by the promotion of the use of
0.658 Mt-CO2
environmentally friendly automobiles
0.551 Mt-CO2
Car-sharing
Promotion of modal shift and transportation efficiency related to reverse
0.0152 Mt-CO2
logistics
Promotion of introduction of energy saving cargo handling machines
0.007 Mt-CO2

D : 1.49Mt-CO2 (3%)-

Modal shift to freight rail
1.334 Mt-CO2
Construction and maintenance of traffic safety facilities (promotionof LED traffic signals)
0.160 Mt-CO2

B : 5.58Mt-CO2 (13%)-

C : 29.50Mt-CO2 (67%)--

Improvement of energy efficiency of rail
Promotion of public transportation and bicycle use
Promotion of less carbon-intensive aviation
Promotion of the measures for traffic flow
Promotion of cooperative delivery system

Promotion of the next generation automobile, Improvement of fuelefficiency
23.790 Mt-CO2
Comprehensive measures for greening the maritime sector 1.724 Mt-CO2
Promotion of energy-saving ships
1.574 Mt-CO2
Promotion of autonomous driving
1.40 Mt-CO2
Reduction of land freight transportation distance by optimal port
choice0.960 Mt-CO2
Utilization of Structural Reform Special Zone for the measures against
0.053 Mt-CO2
global warming

A.
B.
C.
D.
E.

1.776 Mt-CO2
1.77 Mt-CO2
1.012 Mt-CO2
1 Mt-CO2
0.021 Mt-CO2

The target level for 2030 is likely to be exceeded, and the actual
value for FY 2018 has already exceeded the target level for 2030
The target level for 2030 is likely to be exceeded.
The target level for 2030 is likely to be reached.
The target level for 2030 is unlikely to be reached.
Others (The quantitative data is not available, etc.)

Source: Global Warming Prevention Headquarters, The list of progress status of measures/plans related to emission reduction and absorptionof greenhouse gases (for each evaluation), 2020

51

3. Symbiosis of Vehicles, People and Nature

Current Status and Problems ofRoad Traffic Noise and
Air Pollution

Professor, Tokyo Metropolitan University

Hiroyuki Oneyama

Due to the effects of vehicle emission regulations and vehicle type regulations such as Automobile NOx/PM Act, the achievement rate of environmental standards for nitrogen dioxide (NO2), suspended particulate matter (SPM), and fine particulate matter (PM2.5) is high. Although traffic noise
condition has been improved, there are still many problems, especially under special road conditions such as complex road sections. For both air
pollution and noise, comprehensive countermeasure promotion such as source measures, traffic flow measures, road structure measures, androadside measures is necessary. Regarding vehicle exhaust gas and noise emission, regulations are being strengthened based on an international framework.

Figure 1 Environmental Quality Standard
Compliance of Nitrogen Oxides (NOx)◼ Environmental standards have been achieved at almost all
locations in recent years.

Figure 4 Environmental Quality Standard
Compliance of Traffic Noise (2013)◼ Achievement of environmental quality standard in mixed
road section is much lower than total.
(Total)Source: Transportation-related statistics (MLIT)

Figure 2 Environmental Quality Standard
Compliance of Suspended Particulate Matter (SPM)◼ Environmental standards have been achieved at almost all
locations in recent years.

Note: APMS: Air Pollution Monitoring Station. RAPMS: Roadside Air
Pollution Monitoring Station. Specialized Area is designated for NOx
and PM measures in “Automobile NOx and PM Act”, namely, a partof Tokyo, Kanagawa, Saitama, Chiba, Aichi, Mie, Osaka, Hyogo Pref.

Figure 3 Environmental Quality Standard
Compliance of Fine Particulate Matter (PM2.5)◼ Dramatically improved from around 2015.

Note: The annual standard for PM2.5 is less than or equal to 15.0μg/m3. The 24 hour standard, which means the annual 98th
percentile values at designated monitoring sites in an area, is lessthan or equal to 35μg/m3.
Source of Figure 1, 2 and 3: "FY 2004 Status of Air Pollution",
Ministry of Environment

52(Mixed Road Section)

Note: Evaluation of the number of dwellings in the area facing the roadto be evaluated. The "space near the main road" is a certain distance(road Range of 15 to 20 m depending on the classification of the road)"Non-proximity space" refers to the area that faces the back ground of
a section that is close to a road that carries highway traffic or a roadother than a highway.

Figure 5 Trend in Proportion of Environmental
Quality Standard Achievement of Traffic Noise◼ The status of achievement of environmental standards has
been flat for the past 10 years. In particular, it is necessary to
improve the achievement rate on complex section roads.

Source of Figure 4 and 5: "Status of Motor Vehicle Traffic Noise in
FY 2018", Ministry of Environment

TRANSPORT POLICY IN PERSPECTIVE: 2020
Table 1 Roadside Traffic Noise Measures
Classification of
measures

Measures

Overview and achievements
Reduction of vehicle exhaust noise by Improvement of vehicle structures

Source measures

Vehicle exhaust noise
measures- Harmonization with international standards (UN R41-04, R51-03) for acceleration noise test method- Move to relative regulations that require in-process vehicles to have the same proximity exhaust noise value as new vehicles- Introduction of noise regulation (UN R117-02) for automobile tires

Traffic control andmanagement
Traffic flow
measures

Development of
bypasses

Sophistication of the traffic signal control, Effective traffic regulation, Traffic crackdown- Prohibition of large freight vehicles etc.: Within Ring 7 and part of Ring 8 (Saturday 22:00 to Sunday 7:00)- Regulations for center lanes of large freight vehicles etc.: Part of Ring 7 (all day) ・Part of National Route 43 (22-6)- Improvement of traffic signal control: 116,762 units (as of the end of 2018, total of centralized control, sensitive control, system control)- Maximum speed limit regulation : Part of Route 43/Route 23 (40km/h)
Reduction of inner city heavy vehicles and dispersion of traffic by development of ring roads or bypass etc.

Reduction of inner city heavy vehicles by proper placement of logistics facilities, rationalization of logistics such as joint transport and delivery.
Development of logistic- Development status of distribution business complex: 26 locations nationwide (number of planned districts for which city planning has been decided at the end of 2017)
centers- Normal truck terminal development status: 3,354 berths (end of 2017)
Installation of low-noise Installation of low-noise pavement in which there are a lot of voids.
pavement- Environmental improvement effect: about 3 dB on average
Road structure
measures

Installation of noisebarriers

Installation of high noise barrier with high sound insulation effect. This is effective in motorways with limited access.
- Environmental improvement effect: Approximately 10 dB (calculated value at a height of 1.2 m above the ground, behind a sound insulation wall with a planar structure and a height of 3 m)

Installation ofenvironmental buffer
zone

Securing of the buffer space for noise reduction of 10 or 20m between the roadside and roadway.
- Environmental improvement effect (width about 10 m): 5-10 dB
A roadside district plan is established in urban planning to promote the prevention of disorder caused by road traffic noise and the proper and reasonable land use. It promotes urban development worthy of the roadside of themain road.

Roadsidemeasures

Development ofroadside district plan

Impact prevention
measures

Implementation of
grants for residential
soundproofing

Development ofCreating organization

promotion

for road traffic pollution

organization

measures promotion- Act on Improvement of Areas Along Trunk Roads- Roadside maintenance road designation requirements/night noise over 65 dB (LAeq) or daytime noise over 70 dB (LAeq), daily traffic volume over 10,000, etc.
- Roadside maintenance road designation status / 11 routes 132.9 km designated by the prefectural governor (as of April 2016)
National Road No. 4, National Road No. 23, National Road No. 43, National Road No. 254, Circular Road No. 7, 8 etc.
- Roadside district plan formulation status / Roadside district plan formulated at 50 district 108.3km (as of April 2016)
A reduction of the impact of road traffic noise by the soundproofing subsidies of housing such as emergency measures.
・House soundproof construction subsidy by road administrator
・Subsidy for soundproofing of houses around highways
・National interest-free loans for municipal land purchases
・Part of the cost of the buffer building by the road administrator
Work closely with related organizations to solve road traffic noise problems.
- Promotion of road pollution countermeasures in close collaboration with the Ministry of the Environment/related ministries and agencies- Promotion of measures by councils with local governments/national departments, environment departments, road departments, city departments of prefectural governments, prefectural police, etc. (established by all
prefectures)

Source: ”White Paper for Environment, 2020”, Ministry of Environment (modified)Figure 6 Regulation of Vehicle Exhaust Gas and Noise◼ Regulations based on the international framework of◼ Vehicle emission regulations have been significantly
emission regulations and noise regulations are being
strengthened.
strengthened.
(Exhaust gas regulation)
Exhaust gas regulations using world-wide test modes(WHTC, WLTC) were applied from 2016 for diesel heavy
vehicles, 2018 for passenger cars and light vehicles, and2019 for light and medium-duty vehicles.
(Noise regulation)
Due to the revision of the vehicle safety standards in 2016,noise regulations have been strengthened by reviewing thestandards for exterior noise of four-wheeled vehicles andclarifying the prohibition of modification to mufflers of
unknown performance.
Source: ”White Paper for Environment, 2020”, Ministry of Environment and Document from Central Environment Council

Figure 7 Roadside Measures to Prevent Traffic Noise Problems
Guidelines for roadside/railway measures to prevent
traffic noise problems(background)・As a result of residential land development in areas where
people had not previously lived along the roadside of existingtransportation facilities, there was a problem of traffic noise
related to new residents.
・From the perspective of preventing traffic noise problems,
there are still few cases where policy is sought to harmonize
transportation facilities with land use along the roadside.
(Aim of guideline)・ Organize options for various measures (roadside/railway
measures) to harmonize transportation facilities with land
use along the roadside/railway areas, and have the person in
charge of the environment department of the municipality
select appropriate roadside/railway measures. The
guidelines that can be referred to are presented.
Source: Guidelines for roadside/railway measures to prevent traffic noise problems, Ministry of Environment, 2017 (modified)53

3. Symbiosis of Vehicles, People and Nature

Improving Energy Efficiency

Japan Automobile Manufacturers Association

Masanari Meguro

In July 2015, the Japanese government launched the “long-term energy balance outlook”, which is based on the energy policy of Japan, assuming
the policy objectives to be achieved, through the basic viewpoint of energy policy such as safety, stable supply, economic efficiency and environmental compatibility (3E+S). The expected primary energy reduction in 2030 is estimated about 50.3 million kilo-litter (about 13% compared tobefore measures) with the accumulation of all the feasible technologies and practical energy-saving measures. In this context, reduction of fuelconsumption in transportation sector is expected about 16. million kilo-litter by improvements in fuel efficiency, deployment of next-generation
vehicles and measures for smooth traffic flow.

Overview of Energy Balance Flow in Japan (FY2018)◼ Energy passes through various stages before it reaches to
end-consumers. Since there are losses in the process of
power generation, during transportation, and selfconsumption in power generation and in the conversion
process, final energy consumption equals the primaryenergy input after deducting these losses. Final energy
consumption in fiscal year of 2018 was approximately 66,
if Japan's domestic primary energy input counts as 100.
◼ Much of the nuclear energy and renewable energy
including hydro power is converted to electricity andconsumed. Most of the oil is refined and consumed as
various product as gasoline and light oil consumes intransportation sector, kerosene and heavy oil as petroleum
products, and naphtha as a petrochemical raw material.

Figure 1 Passenger/Freight Consumption Ratio in
Transport Sector◼ Transportation sector in 2018 accounted for 23.4% of thetotal final energy consumption, of which the passenger
sector energy consumption accounted for 59.3% and thefreight sector 40.7%.
(PJ)
4,500
4,000
3,500
3,000

Freight

2,500

40.7%

2,000
1,500
1,000

Table 1 Overview of Energy Consumption in Japan(FY2018)◼ Energy conservation is steadily progressing in each field,
but further efforts are needed to realize the energy mix in
FY2030.
◼ It is evaluated in governmental consultation that energy
demand in transportation sector decreased mainly due toimproved fuel efficiency of passenger vehicles.

59.3%

Passenger car

500
01965 1970 7375

1980 1985

2018 （FY）

1990 1995 2000 2005 2010

Source：ANRE Energy White paper 2020 [Fig. 212-3-1
in Japanese]

Figure 2 Changes in Consumption by Energy
Source in the Transportation Sector◼ Gasoline accounted for 53.8%, light oil 32.2%, jet fuel5.0%, and heavy oil 4.4%, looking at the composition
ratio by energy source in the transport sector in 2018.
(PJ)
4,500
3,824

4,000

5.2%
4.2%

3,387

3,500

3,061

3,000
2,500

2,302

2,000

10.6%

4.2%
4.0%

3,066

6.0%
3.5%

4.4%
5.0%

36.9%

39.0%

Light Oil

31.2%

32.2%

49.0%

55.6%

53.8%

2010

2018 (FY)

1,435

1,500

26.5%

12.4%

1,000 798
10.3%

23.4%

45.5%
52.6%

Gasoline

500
19.8%

50.4%

46.5%

0
1965

Source：ANRE Energy Conservation subcommittee 2020
[in Japanese]

54

1970

1975

1980

1985

1990

1995

2000

2005

Source：ANRE Energy White paper 2020 [Fig. 212-3-3 in Japanese]

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 3 Energy Consumption Trends in
Passenger Sector◼ Energy consumption in the passenger vehicle sector
increased at a rate exceeding the GDP growth rate as thenumber of vehicles owned increased. Such tendency,
however, peaked in fiscal 2001 and turned to a downward
trend. In FY2018, it decreased by 20% compared to thepeak period.
◼ This trend was achieved through the improvement of fuelefficiency of passenger vehicles and increasing share offuel-efficient vehicle such as small size vehicle and hybrid
vehicle. Spreading ETC system and deployment ofadvanced control in signal systems in traffic flow also
contributed such improvement.

Figure 5 Long-term Energy Supply and Demand
Outlook◼ Energy-saving in long-term energy balance outlook
contains technologically feasible and realistic energysaving values that can be at most achieved. It is expected
the energy demand in final energy consumption in fiscal
year of 2030 will be around 326 million kl of petroleum
equivalent, by implementing energy savings of about
50.30 million kl.

(PJ)
2,500
2,252

2,026

2,000

1,816

Commercial vehicle

1,570

Passenger vehicle
1,500
80.3%

1,245

81.4%

80.4%

74.5%

1,000
667
75.7%

500 331
65.0%

0

44.5%

1965

1970

1975

1980

1985

1990

1995

2000

2005

2010

2018 (FY)

Source: ANRE Energy white paper 2020 [Figure 212-3-4 in Japanese]

Figure 4 Changes by Vehicle Type in the Number ofPassenger Cars Owned◼ 95.3% of all passenger vehicles at the peak, were gasoline
vehicles. In 2011, hybrid vehicles accounted for 2.4% of
all passenger vehicles, however, they have gradually
increased since then to 13.6% in FY2018.
◼ As for the number of passenger cars owned (62million in
total in FY2018), Gasoline vehicle accounted for 83.8%,
light oil 2.3%, and hybrid vehicle 13.6%.
7,000
Others6,000

Hybrid

2.4%

5,268

Electric

13.6%

LPG

5,000

6,200

5,837

1.9%

Light Oil

2.3%

8.5%

Gasoline

4,000

3,540
95.3%

90.9%

3,000

83.7%

9.1%

2,388

90.0%

2,000
96.6%

929

1,000
240
93.2%

96.6%

0
1965

1970

1975

1980

1985

1990

1995

2000

2005

2010

2018 (FY)

Note: In the "Comprehensive Energy Statistics", the method of
calculating numerical values has changed since 1990. For thatreason, some discontinuity is observed in Figure 1, 2, 3 and 4.
Source: Long-term Energy balance outlook (METI July 2015)

Table 2 Energy Saving Measures◼ In the transportation sector, a reduction of 16.07 million kl
is expected by improvements in fuel efficiency and thedeployment of next-generation vehicles such as Hybrid
vehicles (HEV), electric vehicles (EV), plug-in hybrid
vehicles (PHV), fuel cell vehicles (FCV), clean diesel
vehicles (CD) and measures such as eco-driving andtraffic flow improvement.
Industrial Sector▲10.42 Million kl

Business Sector▲12.26 Million kl

Household sector▲11.60 Million kl

Transportation Sector▲16.07 Million kl

Measures for improvement⚫ Improvements in fuel efficiency and the deployment of nextgeneration vehicles
・Number of next generation vehicle: 50% of annual sales
・Number of Fuel cell vehicles: more than 100,000 per year
⚫ Traffic flow improvement and Automatic driving
Source: ANRI Long-term energy balance subcommittee [In Japanese]

Source: ANRE Energy white paper 2020 [Figure 212-3-5 in Japanese]55

3. Symbiosis of Vehicles, People and Nature

Environmentally Friendly
Institutional Measures

Associate Professor, Tokyo Institute of Technology

Yasunori Muromachi

Due to the need to promote safe and attractive urban development, the Act on Special Measures concerning Urban Reconstruction was amended,and the institution for safe and attractive urban development was strengthened. The former reflects the growing interest in adaptation to climatechange as well as the adaptation plan developed in recent years. In addition, a new vision was published that proposes the picture of Japanesesociety and the direction of policy in 2040 to be realized through road policy. Furthermore, there is growing interest in green infrastructure with thediverse functions.

Figure 1 Attractive Urban Development by the Act on Special Measures Concerning Urban Reconstruction
Amendment◼ In order to respond to the declining production-age population and socio-economic diversification, it is necessary to create aspace in the urban area where various people can gather and interact, and to improve the attractiveness of the city. At the sametime, the Act on Revitalization and Rehabilitation of Local Public Transportation Systems was amended to realize sustainablelocal public transport.
Creating urban areas where “people feel comfortable and want to walk”○ Promotion of area management to liven up urban areas

Designation of an area to work on Machizukuri of urban areas where “people
feel cozy and want to walk” in urban reconstruction and maintenance plan *)and promotion of the following efforts.

- Facilitation of road / park occupancy procedures coordinated by an urban
reconstruction promotion corporation*)* Urban reconstruction and maintenance plan: A plan for Machizukuri formulated by municipalities

BeforeAfter* Urban reconstruction promotion corporation: A corporation that carries out Machizukuri activities
in the area such as NPOs and Machizukuri companies (designated by municipalities)(Budget) Support for formulation of Machizukuri plans through publicprivate partnerships(Budget) Support by low-interest loan to budget urban reconstruction
promotion corporation

Improving the environment in the living area
○ Improving the convenience of daily life
- Establishment of a system to promote the location of facilities necessary fordaily life such as hospitals and stores in residential areas within the residential
priority zone of the location adjustment plan

Car-oriented station plaza
Creation of a pedestrian space by making a transit
mall in front of the station and constructing the plaza○ Creation of a space where “people feel comfortable and want to walk”- Creation of a lively space by the public and private partnerships
Example) Designing a street as public square by public and an open space provided byprivate(Budget) Support by grants for public space renovation, etc.
(Tax system) Reduction of property tax on private businesses that provided public
space- Introduction of parking lot entrance / exit regulations in urban areas

Figure 2 Amendments to Climate Change Adaptation Plan
◼ Based on the Climate Change
Adaptation Act promulgated in June
2018, the Climate Change Adaptation
Plan was approved by the Cabinet as
a legal plan. In line with this, theMinistry of Land, Infrastructure,
Transport and Tourism's (MLIT)
climate change adaptation plan has
also been revised to reflect the latest
measures. According to the plan,some of the impacts on the land andtransport sector concerned by climatechange include increased risk oftransport infrastructure, significant
temperature rise in urban areas, andimpacts on logistics and tourism due
to wind and flood damages.
Source: MLIT, 201856

○ Measures against aging urban infrastructure- Regarding the renovation of city planning facilities, it is positioned as amatter to be stated in the location adjustment plan.
⇒ Appropriation of city planning tax for the cost required for the renovationetc.

Source: MLIT, The bill of the amendments to the Act on Special
Measures concerning Urban Reconstruction, 2020

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 3 Road Landscape Will Change in 2040 -Roads that Lead to People's Happiness◼ A vision was published that proposes the picture of Japanese society and the direction of policy in 2040 to be realized throughroad policy. As basic ideas, the origin of road policy is "realization of people's happiness", "evolution" of roads by making fulluse of digital technology to solve problems, and "return" to the function of roads as a communication space, are indicated.
◆ Road Landscape will Change ～ Five Future Images ～① Commuting / returning
rush disappears② Park-like roads are fullof people- Due to the spread of telework,
mandatory movement such ascommuting has dramaticallydecreased.
- The restriction on the distancefrom the place of residence to theworkplace has disappeared, andthe number of people moving toand living in rural areas has
increased.

- Movements and stays increase forenjoying travel and walks.
- Roads show potential as amenity
space.

Park-like road

③ Automated andunmanned movementof people and goods- The spread of self-driving services
makes the lifestyle of owning a
car a thing of the past.
- Due to the penetration of ecommerce, small-lot distributionof logistics increases andunmanned logistics becomeswidespread.

④ The city changes fromtime to time due to the
movement of stores(services)- Eating and drinking
establishments and supermarkets
move according to customer
requests and operate on the side of
the road.
- In mountainous areas, roadsidestations and small mobile storesprovide living services to residents.

Mobility service that allows people to move
conveniently and safely without owning a car⑤ From "damaged road"to "relief road“- Disaster mode road network
ensures uninterrupted traffic,
communications and power tohelp save lives and restore disasterareas.

Moving stores (services)

Source: MLIT, Road Landscape will Change in 2040 -Roads that Lead to People's Happiness-, 2020

Figure 4 Green Infrastructure Promotion Strategy◼ Green infrastructure is an initiative to promote sustainable and attractive national land, cities, and regional development by
utilizing the various functions of the natural environment in terms of both hardware and software such as social infrastructuredevelopment and land use. An example of comfortable utilization of urban space is the formation of green infrastructure inline with urban regeneration and renewal.
Creation of a plaza space by abolishing 4-lane road in the city center (Kumamoto City)- The plaza space is integrated
with the adjacent park byabolishing roads in order toembody human-centeredwalkable and enjoyable urban
development.
- Design guidelines for landscape harmony with Kumamoto
Castle and planting are formulated, and new ordinances on
public utilization and operation management are planned(under construction).

Creation of symbol road by land readjustment(Oita City)

Integrated construction of parks, green roads,
waterside spaces, etc. (Okazaki City): Circulating
walking paths

The Image of Kagoda Park

- The 100m-wide road in front of the station, which wasconstructed by land readjustment, will be used as a lawn plazafull of greenery as a base for citizens' activities.

- As one of the bases of the city’s circulating walking paths,
a lawn plaza, a green road, a promenade, etc. are constructed
where citizens can relax on a daily life (under construction).

Source: MLIT, 201957

3. Symbiosis of Vehicles, People and Nature

Actions for Sustainable
Transport

Associate Professor, Tokyo Institute of Technology

Yasunori Muromachi

Global CO2 emissions have reached 32.8 billion tons. By country, China's share of CO2 emissions has expanded, almost doubling that of USA.
GHG emissions in the transportation sector have been on the rise in recent years in some developed countries. Meanwhile, most developed
countries have introduced several measures for attaining the target of the Paris Agreement and afterwards in the transportation sector. There isalso a growing awareness that EVs can supply power in the event of a disaster due to climate change, and has attracted attention from theperspective of environment and disaster prevention.

Figure 1 Share of CO2 Emissions from Fuel
Combustion in Major Countries and Regions (2017)◼ China's share of CO2 emissions has expanded, almost
doubling that of USA.

Figure 3 Trend and Forecast of World Final Energy
Consumption by Sector (Mtoe, Current Policies
Scenario)
16000
14000
12000
10000

China
28.3%

Others
32.7%

8000
6000

Total
32.8Bt-CO2

4000
2000
0

Japan
3.4% Russia

USA
14.5%

4.7%
India
6.6%

2010

2017

Transport

EU28
9.8%

Industry2030
Buildings

2040
Other

Source: IEA, World Energy Outlook 2019, 2019

Source: IEA, CO2 Emissions from Fuel Combustion Highlights
2019, 2019

Figure 4 Trend of GHG Emissions from Transportation
Sector in Major Countries (1,000t-CO2, except for USA,10,000t-CO2)

Figure 2 CO2 Emissions Per Capita in Major
Countries and Regions (2017, t-CO2)

300,000

World
Oceania
Asia

Japan

Middle East

250,000

AfricaEuropeAmericas200,000

North America

USA *

Japan

Germany

India

150,000

RussiaFrance

EU28

UK

USA

Italy

China

100,000
0

5

10

15

20

90

95

Source: UNFCCC, 2020
Source: IEA, CO2 Emissions from Fuel Combustion Highlights
2019, 2019

58

00

05

10

15

TRANSPORT POLICY IN PERSPECTIVE: 2020

Figure 5 Promotion of the Use of EVs in the Event of a Disaster◼ For the purpose of broadening the awareness that EVs can supply power in the event of a disaster due to climate change, etc.,
a reference manual is prepared for EV owners and local governments considering the use of EVs. For reference, the picturesof power supply from the EVs are also shown.

Power supply from FCV: Touring the area and using the FCV for lighting,microwave oven, etc. in private homes
Source: Toyota Motor Corporation

Power supply from EV: Using the EV for mobile phone charging, electric
fans, refrigerators, etc. at evacuation shelters, etc.
Source: Nissan Motor Corporation

Power supply from FCV: Using the FCV for charging air conditioners
and small storage batteries in old people’s homes
Source: Honda Motor Co., Ltd.

Power supply from PHV: Using the PHV for washing machines andwasher / dryers in old people’s homes
Source: Mitsubishi Motors Corporation

Source: METI and MLIT, A reference manual for promoting the use of EVs in the event of a disaster, 2020

Table 1 Mitigation Measures in Transportation Sector in the United States
-

-

-

-

-

On 1 June 2017, the United States announced its intention to withdraw from the Paris Agreement based on perceived costs
to the US economy. The withdrawal will not take effect until next year as the United Nations Framework Convention on
Climate Change (UNFCCC) rules dictate that the earliest a signatory can withdraw is four years following theAgreement’s entry into force, or on 4 November 2020. Under the Paris Agreement, the United States in 2015 established atarget to reduce GHG emissions by 26-28% below 2005 levels by 2025.
In 2017, energy-related emissions amounted to 4,759 million tonnes of CO2 (MtCO2), a 17% reduction since the peak in
2005. Power generation accounted for 38% of energy-related emissions and transport for 36%. The rest was from industry(9%), residential (6%), commercial (5%) and other energy sectors (5%). If continuing on the current trajectory, thetransport sector will soon surpass the power sector as the largest source of CO2 emissions in the United States.
In response to the 1973 Arab oil embargo, the United States has had Corporate Average Fuel Economy (CAFE) standards
in place since 1975 to mitigate oil consumption growth. The EPA laid out standards for two periods, 2012-16 and 2017-25.
The standards are supposed to reach 163 gCO2-eq/mile for model year 2025 vehicles. In 2017, the administration reopened
the review in conjunction with NHTSA, and in August 2018 announced a new proposal, the Safer Affordable FuelEfficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger Cars and Light Trucks. The SAFE rule proposes torevise the standards on both economic and safety grounds, with the preferred option to freeze 2021 standards through 2026
at around 204 gCO2-eq/m for passenger cars and 284 gCO2-eq/m for light-duty trucks.
The main policy tool offered by the federal government is a tax credit for purchases of EVs. The United States also offers
tax credits for EV charging stations. California has in place an Advanced Clean Cars Program to lower both GHG andparticulate emissions from cars and light trucks. Part of the programme includes a Zero-Emission Vehicle (ZEV)
programme, which mandates automakers to sell a growing share of ZEVs each year, starting with a 4.5% threshold in2018 and reaching a 22% share in 2025. Nine other states have since adopted ZEV programmes.
In 2017, ethanol accounted for 5.2% of total energy use in transport, which was by far the highest share among IEA
member countries. Biodiesel consumption has also increased rapidly in recent years.

Source: IEA, Energy Policies of IEA Countries Review United States, 201959

3. Symbiosis of Vehicles, People and Nature

Development and Popularizationof Eco-Vehicle

Japan Automobile Manufacturers Association

Masanari Meguro

Automanufacturers have developed and applied various technologies for conventional gasoline passenger vehicle and freight vehicle not only asa measure against global warming but also effective use and utilization of the limited resources to ensure a sustainable economy. In addition,
taking into account the demand for reduction of greenhouse gas emissions over the medium to long term and consistency with the energy mix inJapan, member companies are promoting the development and popularization of so-called next-generation vehicles consisting of hybrid vehicles(HEV), electric vehicles (EV), plug-in hybrid vehicles (PHVs), fuel cell vehicles (FCVs) and clean diesel vehicles (CDs). Next fuel efficiency
standards for the passenger cars including EV and PHV targeting 2030 were compiled in June 2019.

Table 1 Fuel Consumption Standards for Gasoline
Vehicles◼ The target fuel efficiency of vehicles is set for passenger
car, small freight car, and heavy vehicle respectively by
the top runner method with the maximum fuel efficiency
value when the next target values are examined.
◼ Currently, the target values are set for categories such as
passenger cars, heavy vehicles, and small freight vehicles.
Fuel Efficiency Standards (FY2015)

16.8km/L（Passenger vehicle mode: JC08）15.2km/L
Freight Vehicle not morethan 3.5tons (GVW)（Passenger vehicle mode: JC08）
8.9km/LBus not more than 3.5tons(GVW)（Passenger vehicle mode）
7.09km/L
Freight Vehicle more than
3.5tons (GVW)（Heavy duty vehicle mode:JH15）
6.30km/L
Bus more than 3.5tons(GVW)（Heavy duty vehicle mode：JH15）
Passenger Vehicle

29.2% up against FY2010 Standard
23.5% up against FY2004 actual
12.6% up against FY2004 actual

Figure 2 Next-generation Vehicle Sales Ratio◼ The proportion of next-generation vehicles in automobile
sales has greatly increased since 2009 when the government
started promotion policies, with next-generation vehicles
accounting for 39.2% of all the new passenger vehicle soldin 2019.
◼ While automobile manufacturers are working hard on
various issues toward next-generation vehicles, installationof infrastructures such as charging stations and hydrogenstations with effective supporting measures for theirdeployment as well as various governmental support for
promotion of next-generation vehicles is also indispensable.

7.2% up against FY2004 actual
12.2% up against FY2002 actual
12.1% up against FY2002 actual

Fuel Efficiency Standards (FY2020)
Passenger Vehicle

20.3km/L（Passenger vehicle mode:JC08）

19.6% up against FY2015 Standards
24.1% up against FY2009 actual

Fuel Efficiency Standards (FY2022)
Freight Vehicle more than
3.5tons (GVW)

17.9km/L（Passenger vehicle mode: JC08）

26.1% up against FY2015 Standards

Fuel Efficiency Standards (FY2025)
Freight Vehicle more than
3.5tons (GVW)

7.63km/L（Heavy duty vehicle mode：JH25）

13.4% up against FY2015 Standards（Calculation with FY2014 Sales mix）

Bus more than 3.5tons(GVW)

6.52km/L（Heavy duty vehicle mode：JH25）

14.3% up against FY2015 Standards（Calculation with FY2014 Sales mix）

※GVW：Gross Vehicle WeightSource: Japan Automobile Manufacturers Association

Table 2 "Automotive Industry Strategy 2014" Goal of
Next-generation Automobiles

Source: Japan Automobile Manufacturers Association

Figure 1 Average Fuel Consumption of Passenger
Car (Gasoline)◼ Automobile manufacturers are improving fuel efficiency
through technology development and introduction of nextgeneration vehicles.

◼ As part of its revitalization strategy (2015), the Japanese
government expects that between 50% and 70% of all new
vehicle sales are next generation vehicles.
◼ In addition, in March 2016, the “EV/PHV Roadmap” wasestablished setting a maximum target of 1 million vehicles
in Japan by 2020.
FY2019(Actual)

FY2030Conventinal Vehicle

61.2%

30～50％

Next-Generation Vehicle

38.8%

50～70％

34.1%

30～40％

Hybrid Vehicle (HEV)EV & PHV

Fiscal year
Source: Japan Automobile Manufacturers Association

60

Source: METI
Source:
METI

0.46％
0.41％

20～30％

FCV

0.02%

～３％

Clean Diesel (CD)

4.0%

5～10％

TRANSPORT POLICY IN PERSPECTIVE: 2020
Table 3 EV and PHV Roadmap (Outline)

Figure 3 The Spread of EV/PHV and Quick Chargers◼ In March 2016, the Ministry of Economy, Trade andIndustry (METI) launched a roadmap for popularizationof EVs and PHVs after discussions with academic experts,
automobile manufacturers, infrastructure companies, etc.
◼ Regarding the charging infrastructure, the following
deployment policy was indicated.
◼ Regarding public chargers, the Japanese government andits parties concerned will fill up vacancy to eliminate
anxiety against power shortages, and determine the policy
regarding installation of charging facility in the locations
such as Michi-no-Eki and SAs and PAs on highways. The
locations of such installation will be chosen focusing on
the number of visitors there.
◼ For non-public purpose, installation of chargers atapartment house is reconfirmed as the most effective way
because approximately 40% of population who are thepotential users for EVs and PHVs live in.

◼ The number of EVs/PHVs sold and the number of quick
chargers have been increasing year by year since theintroduction of i-MiEV in September 2009.

Items
Number of EV/PHV
vehicles

Source: METI, Next-generation Vehicle Promotion center

Targets
Up to 2020: a million on stock basis (EV&PHV total)
Up to 2030: 20-30% in New sales (EV&PHV total)
Up to 2020: Fill up vacancy to eliminate anxiety
Quick charger en route
against power shortages, and promote charging facility(Public use)in Michi-no-Eki, SAs and PAs on highways
Quick chargers at
UP to 2020: Approx. 20,000 locations focusing on
destination (Public use) large-scale commercial facilities and lodging facilities
Normal chargers in
Up to 2020: Approx. 2,000 units at apartment to be
newly constructed and large-scale repairment
apartments
Normal chargers at
Up to 2020: Approx. 9,000 units at office / Apartment
workplaces

Source: METI EV/PHV road map(EV/PHV unit)

Table 5 Introduction of Fuel Cell Vehicle◼ FCV has been in the market since December 2014.
VehicleFCV

Honda CLARITY FUEL CELL
（launched in lease market in Mar. 2016）■One filling mileage：750km (Note3)*■H2 filling duration：3min.
＊In-house measurement with JC08 mode

Source: Toyota Website, Honda Website

Table 6 Status of Charging and Hydrogen
Infrastructure Development in Japan◼ Planned development is required for charging unit both enroute and at-destination, when installing such publicchargers/stations. Rapid chargers have been installed inapprox. 7,500 facilities in Japan as of the end of FY2018.
◼ Commercial hydrogen stations are being installed
nationwide to promote FCVs. 130 locations have been
installed and 27 others are planned. (As of June 2020)

Facility

Targets

Facility

Fuel Cell
VehicleUp to FY2020 : 40,000 units on a stock basis
Up to FY2025：200,000 units on a stock
Equivalent price level to Hybrid car
Up to FY2030：800,000 units on a stock basis

Charging
station for
public use

HydrogenstationUp to FY2020：• Hydrogen station: 160 locations• Hydrogen price: Not more than fuel price of HEV
Up to FY2025：320 location
UP to FY2030：900 location

Hydrogenstation forcommerci
al useSource: METI Hydrogen-Fuel cell strategy roadmap

Current situation
Toyota MIRAI（in Market Dec. 2014）■One filling mileage：Approx.650km (Note3)*■H2 filling duration：3 min.

Table 4 Hydrogen/Fuel Cell Strategy Road Map◼ METI set up the "Hydrogen/Fuel Cell Strategy
committee" in December 2013, and members fromindustry, academia, and government have started to study
how to utilize hydrogen energy in future. The“Hydrogen/Fuel Cell Strategy Roadmap” was released inJune 2014 as a result, showing the activities of the parties
involved in realizing a hydrogen society.
◼ This roadmap was revised again in March 2019 based on
the latest situation in terms of the spread of house-use fuelcells, commercialization of fuel cell vehicles, thedeployment of hydrogen station and setting of new goals.

(charger unit)

Deployment Target in number⚫ Every 10km interval: 18,400 in nationwide⚫ Every 30km interval：6,100 in nationwide⚫ Every 50km interval: 3,700 in nationwide⚫ 160 Station: by FY2020⚫ 320 Station: by FY2025⚫ Installed: Over 130 in Nation wide
(Planning at 27 location (June 2020)

Source: METI, FCCJ website

61

Transport Today⃞ New Fuel Efficiency Standards for Passenger Vehicles
METI jointly established the working group for fuel efficiency standards for passenger vehicles in March 2018 with Agency for
Natural Resources and Energy (ANRI) and Ministry of Land, Infrastructure, Transport and Tourism (MLIT) and started theconsultation for new standards toward 2030 to meet the energy policy in Japan and activities against global warming.
Table 7 Range of Vehicles Covered by the New Fuel
Efficiency Standards

Table 9 Fuel Efficiency Improvement with New
Standards◼ When the current standard was considered, EV & PHV
was decided not to be subject to the standard because thenumber was very small. It is, however, included this time,since it is expected to spread to a considerable extent.
◼ Fuel cell vehicles, on the other hand, are not subject to the
new fuel efficiency standards due to the limited number ofvehicles at the present time. Appropriate evaluation from a
medium- to long-term perspective shall be necessary infuture.

◼ If the new fuel efficiency standard is achieved, the fuelefficiency improvement in FY2030 is estimated to be 32.4%
compared to the actual value in FY2016 and 44.3%
compared to the value in the current standards (FY2020
standard).

Seating Capacity

GVW
Not More than 3.5 ton

Not more than 9More than 3.5 ton
Passenger Vehicle
Not less than 10

Not More than 3.5 tonMore than 3.5 ton

Cargo

ーー

Not More than 3.5 ton※Excludes passenger vehicles other than type-certified※With the introduction of WLTP, passenger vehicle with a seating capacityof 10 and GVW of more than 3.5 tons were excluded.

Source: Report of fuel efficiency standards for passenger vehicle

Table 8 Target Year, Energy Consumption Efficiency
and Measurement Mode, etc.
◼ Since WtW(Well-to-Wheel) method is introduced insteadof TtW(Tank-to-Wheel), energy consumption by EV/PHV
can be compared with those of gasoline vehicle.
◼ And EVs and PHVs as well as gasoline vehicles are
subject to evaluation with the Corporate Average Fuel
Efficiency (CAFÉ) method under the new standards.
◼ In addition, WLTC mode is introduced as the evaluationindex and calculate the TtW fuel consumption value,
while the extra high phase of WLTC is eliminated inJapan.
◼ Since EV and PHV use electric power from the grid,energy efficiency of from the grid to vehicles becomesvery important, “the value obtained in WtW divided by
the energy efficiency of grid” is introduced as the newfuel efficiency in order to ensure continuity with thecurrent standard and its unit is “km/L”.
Items

Method forjudgement
Indication ofcapability
Next-gen. vehicle
Others

FY2030 Standards※Note１

Achievement19.2（km/L）※Note２25.4（ｋｍ/L)

Improvement
32.4%(ii)Fuel efficiency improvement against current standards
FY2020 Standards
FY2030 Standards
Calculated Value※Note１

Achievement※Note２

Improvement

17.6（km/L）

25.4（ｋｍ/L)

44.3%※Note2 Calculated value based on the number and weight of passenger
vehicles in FY2016
Source: Report of fuel efficiency standards for passenger vehicle

Table 10 Flexibility in Judgement of Achievement◼ In Europe and the United States, so-called "credit system"has been introduced to judge the achievement of standards.
◼ The new fuel efficiency standards require manufacturers tomake extremely ambitious efforts to improve fuel efficiency
in widespread use of EVs and PHVs and therefore,
flexibility for judgement shall be considered.
Outline of credit system in US and EU
Off-cycle• Introduction of fuel efficiency improvement
technology that cannot be evaluated in mode test
(LED lamp)

Promotion for • allowance for easing fuel consumption standards
and raising CAFÉ for EVs and PHVs under certain
introduction
conditions
Multipleyears• Allowing carry-over and carry-back to the target
year in a certain period before and after the target
year

Betweencorporations• An unachieved corporation is allowed to take overthe excess from an achieved corporation

Source: Report of fuel efficiency standards for passenger vehicle

Decisions in fuel standard report•FY2030 (From the viewpoint of ensuring sufficient development period for improving fuel efficiency)•Corporate average fuel efficiency (CAFÉ) method is applied. EV and PHV are newly added.
•Achievement of technical development that responses to strengthen safety and environmental regulations, and social
demands (e.g. automatic driving) to be considered.
•TtW value for energy consumption efficiency is newly added to the values in the catalog.
•For EV & PHV, “Distance driven electrically by one charge" is added to the catalog.
•The total spread of EV and PHV is considered to be 20%.
•An appropriate method for indication for fuel efficiency based on the WtW concept shall be considered since it isimportant to enable the comparison of energy consumption efficiency between vehicles with different power sources and toencourage consumers to select a vehicle with higher performance.

Source: Report of fuel efficiency standards for passenger vehicle

62

FY2016
Actual value※Note1 Fuel consumption value in WLTC mode converted from JC08 mode

More than 3.5 ton

Target Year(i)Fuel efficienty improvement compared to FY2016 actual value

Page
1. Passenger and Freight Transport in Japan
1-1 Passenger transport in Japan
1-2 Freight transport in Japan

64
64
66

2. Passenger and Freight Transport in Japan and Other Countries
2-1 Passenger transport in Japan and other countries (passenger-kilometers)
2-2 Freight transport in Japan and other countries (ton-kilometers)

68
68
68

3. Road Traffic in Japan and Other Countries
3-1 Vehicle kilometers traveled in Japan
3-2 Vehicle kilometers traveled in Japan and other countries

69
69
70

4. Road Traffic in Japan
4-1 Traffic volume by type of road / average travel speed at peak hours
4-2 Traffic volume in major cities / average travel speed at peak hours

71
71
72

5. Roads in Japan and Other Countries
5-1 Length of roads in Japan
5-2 Length of roads in Japan and other countries
5-3 Changes in the amount of investment for road construction in Japan

72
72
73
74

6. Number of Motor Vehicles Owned in Japan and Other Countries
6-1 Number of motor vehicles owned in Japan
6-2 Number of motor vehicles owned in Japan and other countries (2017)

75
75
76

7. Number of People Who Hold a Driver’s License in Japan (end of 2019)77

8. Traffic Accidents in Japan
8-1 Number of traffic accidents, fatalities, and injuries
8-2 Number of fatalities by age group and by circumstances of accident (2019)

78
78
79

9. The Number of Traffic Fatalities in Japan and Other Countries80

10. Implementation of Traffic Safety Facilities in Japan81

11. Parking Facilities in Japan
11-1 Changes in parking capacity
11-2 Number of parking meters and parking permit ticket devices installed
11-3 Parking Facilities in Major Cities

82
82
83
83

12. Travel Time in Daily Activities of Japanese People
12-1 Changes in time spent for daily activities of Japanese People (average ofwhole nation, average of doers)12-2 Travel time by different population segments (weekdays, average time spentby the doer, total of both)84

13. Transport and Communications Expenditures of Japanese Households
13-1 Transport and communications expenditures of households (monthly average;
working-class, nationwide)
13-2 Changes in consumer prices for transport and communications
13-3 Monthly transport / communications expenditures per household by size ofcity or by city area85

14. Energy Consumption in Japan and Other Countries
14-1 Energy consumption by transport modes in Japan
14-2 Energy consumption in Japan and other countries (2017)

87
87
87

15. Travel in Japan
15-1 Number of trips made per person by trip purpose
15-2 Number of trips made per person by trip purpose and by automobile ownership
15-3 Comparison of trip purposes by city type (%)
15-4 Comparison of transport mode by city type15-5 Number of trips per person by city type15-6 Percentage of the main transport mode by trip purpose(nationwide)
15-7 Transport used by trip purpose (percentages of of the main transport mode)

88
88
88
88
89
89
90
91

16. Basic Transport Data for Major World Cities (2015, 57 Cities)

92

84
85

85
86
86

Statistics and Data

Statistics and Data

1. Passenger and Freight Transport in Japan
1-1 Passenger transport in Japan
Number of passengers transported x 1000 passengers ( % in parentheses)
Motor Vehicles
Buses
Passenger cars total
Commercial use
FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

7 900 743 (38.9)
14 863 470 (48.3)
24 032 433 (59.2)
28 411 450 (61.5)
33 515 233 (64.8)
34 678 904 (64.4)
55 767 427 (71.6)
61 271 653 (72.8)
62 841 306 (74.2)
65 946 689 (74.9)

6 290 722
10 557 428
11 811 524
10 730 770
9 903 047
8 780 339
8 558 007
7 619 016
6 635 255
5 888 754

1 610 021
4 306 042
12 220 909
17 680 680
23 612 186
25 898 565
36 203 558
43 054 973
47 937 071
52 722 207

Private use
Registered cars
Light cars
1 205 225
404 766
2 626 631
1 679 411
4 288 853
7 932 056
3 220 221
14 460 459
3 426 567
20 185 619
3 256 748
22 641 817
3 223 166
30 847 009
2 133 383
2 758 386
35 018 454
5 278 133
2 433 069
36 505 013
8 998 989
2 217 361
37 358 034
13 146 812

2006
2007
2008
2009
2010

65 943 252 (74.6)
66 908 896 (74.4)
66 774 143 (74.2)
66 599 647 (74.4)
65 705 843 (74.2)

5 909 240
5 963 212
5 929 557
5 733 474-

52 764 906
53 729 659
53 826 529
54 171 896-

2 208 933
2 137 352
2 024 813
1 948 325
6 241 395

36 570 098
36 625 025
36 024 555
35 724 780
59 464 448

13 985 875
14 967 282
15 777 161
16 498 791
-

2011
2012
2013
2014
2015

64 991 077 (74.0)
68 667 586 (74.7)
67 245 001 (73.9)
66 699 706 (73.7)
67 061 710 (73.3)--

6 073 486
6 076 806
6 152 915
6 057 426
6 031 303

58 917 591
62 590 780
61 092 086
60 642 280
61 030 407

-

2016
2017
2018

68 270 487 (73.4)
69 402 303 (73.5)
70 320 258 (73.5)--

6 034 928
6 084 966
6 036 558

62 235 559
63 317 337
64 283 700-

Passenger-kilometers transported x 1 million passenger-kilometers ( % in parentheses)
Motor Vehicles
Buses
Passenger cars total
Commercial use
FY 1960
1965
1970
1975
1980
1985
1990
1995
2000

55 531 (22.8)
120 756 (31.6)
284 229 (48.4)
360 868 (50.8)
431 669 (55.2)
489 260 (57.0)
853 060 (65.7)
917 419 (66.1)
951 253 (67.0)

43 99880 134102 893
110 063
110 396
104 898
110 372
97 28887 307

11 53340 622181 335
250 804
321 272384 362575 507664 625741 148

Private use
Registered cars
Light cars
5 162
6 370
11 21629 40619 311162 024
15 572235 232
16 243305 030
15 763368 600
15 639536 773
13 796594 71212 052630 958

2001
2002
2003
2004
2005

954 292 (67.0)
955 413 (67.0)
954 186 (66.9)
947 563 (66.8)
933 006 (66.1)

86 35186 181
86 391
86 28588 066752 529756 632755 062750 518737 62111 80211 901
11 968
11 585
11 485633 326628 601
620 698
607 909587 657

107 401
116 130
122 396131 024
138 479

2006
2007
2008
2009
2010

917 938 (65.4)
919 062 (66.3)
905 907 (64.9)
898 721 (65.6)
876 878 (65.1)

88 69988 96989 92187 402-723 870724 591
713 146588 248-

11 45411 100
10 57210 15577 677566 577559 533
542 304
533 499799 201

145 839
153 958
160 271
44 594
-

2011
2012
2013
2014
2015

866 347 (64.9)
914 609 (65.3)
889 795 (63.9)
876 322 (63.5)
879 935 (62.9)--

73 91675 66874 57172 57971 443792 431838 941815 224803 743808 492

-

2016
2017
2018

891 479 (63.1)
904 967 (63.0)
917 921 (63.1)--

70 11969 81570 101

821 360
835 152847 820-

23 09556 117
98 138Source: Transportation-related Statistics Data Collection; Annual Statistical Report on Motor Vehicle Transport (Ministry ofLand, Infrastructure, Transport and Tourism)
Note: 1. Starting from FY 1987, motor vehicles include light motor vehicles and trucks in private use
Note: 2. Regarding the number of passengers transported and passenger-kilometers for railways: figures from FY 1987 onward
are not in sequence with those of the previous fiscal year and before because of overlaps between JR (Japan Railway)
Companies
Note: 3. For passenger ship transport, figures for FY 1970 and before include only scheduled transport services; figures from FY1975 onward are the total of scheduled and nonscheduled transport services. Passenger-kilometers transported in FY
1965 and before were estimated by multiplying the number of passengers by 27 kilometers (the average kilometers
per person transported).
Note: 4. The car of the number after the FY 2010 is only the distinction between commercial use and private use

64

TRANSPORT POLICY IN PERSPECTIVE: 2020

Railways
Trucks in private use
Registerd trucks

Passenger
ships

Aircraft

Total

Light trucks

3 454 128
3 133 874
2 484 914
2 083 356

7 551 734
7 463 790
5 784 066
5 252 372

12 290 380 (60.6)
15 798 168 (51.3)
16 384 034 (40.3)
17 587 925 (38.1)
18 004 962 (34.8)
18 989 703 (35.3)
21 938 609 (28.2)
22 630 439 (26.9)
21 646 751 (25.6)
21 963 024 (24.9)

2 021 509
2 003 807
1 906 546
1 769 573-

5 247 597
5 212 218
5 111 511
4 924 704-

22 243 472 (25.2)
22 840 812 (25.4)
22 976 100 (25.5)
22 774 444 (25.4)
22 669 011 (25.6)

99 168 (0.1)
100 794 (0.1)
99 032 (0.1)
92 173 (0.1)
85 047 (0.3)

96 971 (0.1)
94 849 (0.1)
90 662 (0.1)
83 872 (0.1)
82 211 (0.3)

88 382 863 (100.0)
89 945 351 (100.0)
89 939 937 (100.0)
89 500 155 (100.0)
88 542 112 (100.0)

2006
2007
2008
2009
2010

-

-

22 632 357 (25.8)
23 041 825 (25.1)
23 606 410 (25.9)
23 599 851 (26.1)
24 289 894 (26.5)

84 066 (0.1)
87 134 (0.1)
88 018 (0.1)
85 859 (0.1)
87 947 (0.1)

79 052 (0.1)
85 996 (0.1)
92 488 (0.1)
95 197 (0.1)
96 063 (0.1)

87 786 552 (100.0)
91 882 541 (100.0)
91 031 917 (100.0)
90 480 613 (100.0)
91 535 614 (100.0)

2011
2012
2013
2014
2015

-

-

24 598 362 (26.5)
24 972 608 (26.4)
25 269 594 (26.4)

87 461 (0.1)
88 198 (0.1)
87 625 (0.1)

98 124 (0.1)
102 119 (0.1)
103 903 (0.1)

92 966 945 (100.0)
94 477 030 (100.0)
95 693 755 (100.0)

2016
2017
2018

Railways
Trucks in private use
Registerd trucks

98 887 (0.5)
126 007 (0.4)
173 744 (0.4)
169 864 (0.4)
159 751 (0.3)
153 477 (0.3)
162 600 (0.2)
148 828 (0.2)
110 128 (0.1)
103 175 (0.1)

1 260 (0.01)
5 194 (0.02)
15 460 (0.04)
25 467 (0.06)
40 427 (0.08)
43 777 (0.08)
65 252 (0.08)
78 101 (0.09)
92 873 (0.1)
94 490 (0.1)

20 291 270 (100.0)
30 792 839 (100.0)
40 605 671 (100.0)
46 194 706 (100.0)
51 720 373 (100.0)
53 865 861 (100.0)
77 933 888 (100.0)
84 129 021 (100.0)
84 691 058 (100.0)
88 098 313 (100.0)

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

Passenger
ships

Aircraft

Total

Light trucks

74 65973 88759 431

92 52381 62063 366

184 340 (75.8)
255 484 (66.8)
288 815 (49.2)
323 800 (45.6)
314 542 (40.2)
330 101 (38.5)
387 478 (29.8)
400 056 (28.8)
384 441 (27.1)

2 670 (1.1)
3 402 (0.9)
4 814 (0.8)
6 895 (1.0)
6 132 (0.8)
5 752 (0.7)
6 275 (0.5)
5 527 (0.4)
4 304 (0.3)

737 (0.3)
2 952 (0.8)
9 319 (1.6)
19 148 (2.7)
29 688 (3.8)
33 119 (3.9)
51 623 (4.0)
65 012 (4.7)
79 698 (5.6)

243 278 (100.0)
382 594 (100.0)
587 177 (100.0)
710 711 (100.0)
782 031 (100.0)
858 232 (100.0)
1 298 436 (100.0)
1 388 014 (100.0)
1 419 696 (100.0)

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000

56 21854 61954 11351 73649 74259 19657 98058 62159 02357 576385 421 (27.0)
382 236 (26.8)
384 958 (27.0)
385 163 (27.2)
391 228 (27.7)

4 006 (0.3)
3 893 (0.3)
4 024 (0.3)
3 869 (0.3)
4 025 (0.3)

81 459 (5.7)
83 949 (5.9)
83 311 (5.8)
81 786 (5.8)
83 220 (5.9)

1 425 178 (100.0)
1 425 491 (100.0)
1 426 479 (100.0)
1 418 381 (100.0)
1 411 397 (100.0)

2001
2002
2003
2004
2005

48 46148 65646 910168 016-56 90856 84655 93055 054-395 908 (28.2)
405 544 (28.7)
404 585 (29.0)
393 765 (28.7)
393 466 (29.2)

3 783 (0.3)
3 834 (0.3)
3 510 (0.3)
3 073 (0.2)
3 004 (0.5)

85 746 (6.1)
84 327 (6.0)
80 931 (5.8)
75 203 (5.5)
73 750 (13.5)

1 403 375 (100.0)
1 412 767 (100.0)
1 394 933 (100.0)
1 370 900 (100.0)
1 347 098 (100.0)

2006
2007
2008
2009
2010

-

-

395 067 (29.6)
404 394 (28.9)
414 387 (29.8)
413 970 (30.0)
427 486 (30.6)

3 047 (0.2)
3 092 (0.2)
3 265 (0.2)
2 923 (0.2)
3 139 (0.2)

71 165 (5.3)
77 917 (5.6)
84 144 (6.0)
86 763 (6.3)
88 216 (6.3)

1 335 626 (100.0)
1 400 012 (100.0)
1 391 591 (100.0)
1 379 978 (100.0)
1 398 776 (100.0)

2011
2012
2013
2014
2015

-

-

431 799 (30.5)
437 362 (30.4)
441 614 (30.3)

3 275 (0.2)
3 191 (0.2)
3 364 (0.2)

90 576 (6.4)
94 427 (6.6)
96 171 (6.6)

1 413 854 (100.0)
1 436 756 (100.0)
1 455 706 (100.0)

2016
2017
2018

65

Statistics and Data

1-2 Freight transport in JapanFY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

Tonnage transported x 1000 tons (% in parentheses)
Motor Vehicle
Commercial use
private use
Registerd vehicles Light vehicles
Registerd vehicles Light vehicles
1 156 291 (75.8)
380 728
380 728775 563775 563
2 193 195 (83.8)
664 227664 227
1 528 968
1 528 968
4 626 069 (88.1)
1 113 061
1 113 061
3 513 008
3 513 008
4 392 859 (87.4)
1 251 482
1 251 482
3 141 377
3 141 377
5 317 950 (88.9)
1 661 473
1 661 473
3 656 477
3 656 477
5 048 048 (90.2)
1 891 937
1 891 937
3 156 111
3 156 111
6 113 565 (90.2)
2 427 625
2 416 384
11 241
3 685 940
3 557 161
128 779
6 016 571 (90.6)
2 647 067
2 633 277
13 7903 369 504
3 230 135
139 369
5 773 619 (90.6)
2 932 696
2 916 222
16 4742 840 923
2 713 392
127 531
4 965 874 (91.2)
2 858 258
2 840 686
17 572
2 107 616
1 983 974
123 642

2006
2007
2008
2009
2010

4 961 325 (91.4)
4 932 539 (91.4)
4 718 318 (91.7)
4 454 028 (92.2)
4 600 624 (91.8)

2 899 642
2 927 928
2 808 664
2 686 556
3 069 416

2 881 688
2 908 987
2 788 513
2 666 521
3 050 476

17 95418 94120 15120 03518 9402 061 683
2 004 611
1 909 654
1 767 472
1 531 208

1 937 380
1 883 959
1 792 088
1 652 982
1 410 779

124 303120 652
117 566
114 490
120 429

2011
2012
2013
2014
2015

4 619 486 (92.0)
4 495 208 (91.7)
4 481 702 (91.4)
4 315 836 (91.3)
4 289 001 (91.3)

3 153 051
3 011 839
2 989 496
2 934 361
2 916 827

3 133 872
2 988 696
2 967 945
2 912 691
2 895 373

19 17923 14321 551
21 67021 454

1 466 435
1 483 369
1 487 624
1 513 398
1 501 082

1 343 904
1 354 088
1 356 256
1 381 475
1 372 174

122 531
129 281131 368
131 923
128 908

2016
2017
2018

4 377 822 (91.4)
4 381 246 (91.5)
4 329 784 (91.6)

3 019 328
3 031 940
3 018 819

2 999 112
3 011 702
2 998 823

20 21620 23819 996

1 488 183
1 476 940
1 434 382

1 358 494
1 349 306
1 310 965

129 689
127 634
123 417

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

Ton-kilometers transported x 1 million ton-kilometers (% in parentheses)
Motor Vehicle
Commercial use
Registerd vehicles Light vehicles
20 801 (15.0)
9 639
9 639
48 392 (26.1)
22 38522 385135 916 (38.8)
67 33067 330129 701 (36.0)
69 24769 247
178 901 (40.8)
103 541
103 541
205 941 (47.4)
137 300
137 300
274 244 (50.2)
194 221193 799294 648 (52.7)
223 090
222 655
313 118 (54.2)
255 533
255 012334 979 (58.7)
290 773
290 160

private use

422
435
522
613

11 16326 00668 58660 45575 36068 64280 02371 55857 58544 206

Registerd vehicles Light vehicles
11 16326 00668 58660 45575 36068 64278 35869 91156 02542 752

1 665
1 647
1 559
1 455

2006
2007
2008
2009
2010

346 534 (59.9)
354 800 (60.9)
346 420 (62.1)
334 667 (63.9)
244 750 (54.9)

302 182
310 185
302 816
293 227
213 288

301 546309 496302 092
292 520
212 832

636
689
724
707
456

44 35244 61543 60441 44031 46242 85343 13542 12339 95429 862

1 499
1 480
1 481
1 486
1 600

2011
2012
2013
2014
2015

232 693 (54.3)
211 669 (51.5)
215 885 (51.1)
210 008 (50.6)
204 316 (50.2)

202 441
180 336
184 840181 160
175 981

201 984
179 865
184 360
180 720175 558

457
471
480
440
423

30 25231 33330 99030 59330 04428 62029 62029 25228 84828 335

1 632
1 713
1 738
1 745
1 709

2016
2017
2018

210 314 (50.9)
210 829 (50.9)
210 467 (51.3)

180 811
182 526
182 490

180 393
182 114182 086

418
412
404

31 22129 99629 62029 50328 30327 977

1 718
1 693
1 643

Source: Transportation-related Statistics Data Collection; Annual Statistical Report on Motor Vehicle Transport (Ministry of Land,
Infrastructure, Transport and Tourism)
Note: 1. Starting from FY 1987, motor vehicles include light motor vehicles and trucks in private use
Note: 2. in FY 2010, research and aggregation methods have been changed. Therefore, the number of the before and after of 2010 is notcontinuous

66

TRANSPORT POLICY IN PERSPECTIVE: 2020

Railways

Coastalshipping

Aircraft

Total

229 856 (15.1)
243 524 (9.3)
250 360 (4.8)
180 616 (3.6)
162 827 (2.7)
96 285 (1.7)
86 619 (1.3)
76 932 (1.2)
59 274 (0.9)
52 473 (1.0)

138 849 (9.1)
179 645 (6.9)
376 647 (7.2)
452 054 (9.0)
500 258 (8.4)
452 385 (8.1)
575 199 (8.5)
548 542 (8.3)
537 021 (8.4)
426 145 (7.8)

9 (0.00)
33 (0.00)
116 (0.00)
192 (0.00)
329 (0.01)
538 (0.01)874 (0.01)
960 (0.01)
1 103 (0.02)
1 082 (0.02)

1 525 005 (100.0)
2 616 397 (100.0)
5 253 192 (100.0)
5 025 721 (100.0)
5 981 364 (100.0)
5 597 256 (100.0)
6 776 257 (100.0)
6 643 005 (100.0)
6 371 017 (100.0)
5 445 574 (100.0)

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

51 872 (1.0)
50 850 (0.9)
46 225 (0.9)
43 251 (0.9)
43 647 (0.9)

416 644 (7.7)
409 694 (7.6)
378 705 (7.4)
332 175 (6.9)
366 734 (7.3)

1 099 (0.02)
1 145 (0.02)
1 074 (0.02)
1 024 (0.02)
1 004 (0.02)

5 430 940 (100.0)
5 394 228 (100.0)
5 144 322 (100.0)
4 830 478 (100.0)
5 012 009 (100.0)

2006
2007
2008
2009
2010

39 886 (0.8)
42 340 (0.9)
44 101 (0.9)
43 424 (0.9)
43 210 (0.9)

360 983 (7.2)
365 992 (7.5)
378 334 (7.7)
369 302 (7.8)
365 486 (7.8)

960 (0.02)
977 (0.02)
1 016 (0.02)
1 024 (0.02)
1 014 (0.02)

5 021 315 (100.0)
4 904 517 (100.0)
4 905 153 (100.0)
4 729 586 (100.0)
4 698 711 (100.0)

2011
2012
2013
2014
2015

44 089 (0.9)
45 170 (0.9)
42 321 (0.9)

364 485 (7.6)
360 127 (7.5)
354 445 (7.5)

1 005 (0.02)
999 (0.02)
917 (0.02)

4 787 401 (100.0)
4 787 542 (100.0)
4 727 467 (100.0)

2016
2017
2018

Railways

Coastalshipping

AircraftTotal

53 916 (39.0)
56 678 (30.5)
63 031 (18.0)
47 058 (13.1)
37 428 (8.5)
21 919 (5.0)
27 196 (5.0)
25 101 (4.5)
22 136 (3.8)
22 813 (4.0)

63 579 (46.0)
80 635 (46.4)
151 243 (43.2)
183 579 (50.9)
222 173 (50.6)
205 818 (47.4)
244 546 (44.7)
238 330 (42.6)
241 671 (41.8)
211 576 (37.1)

6 (0.00)
21 (0.01)
74 (0.02)
152 (0.04)
290 (0.07)
482 (0.11)
799 (0.15)
924 (0.17)
1 075 (0.19)
1 075 (0.19)

138 302 (100.0)
185 726 (100.0)
350 264 (100.0)
360 490 (100.0)
438 792 (100.0)
434 160 (100.0)
546 785 (100.0)
559 002 (100.0)
578 000 (100.0)
570 443 (100.0)

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

23 192 (4.0)
23 334 (4.0)
22 256 (4.0)
20 562 (3.9)
20 398 (4.6)

207 849 (35.9)
202 962 (34.9)
187 859 (33.7)
167 315 (32.0)
179 898 (40.3)

1 094 (0.19)
1 145 (0.20)
1 078 (0.19)
1 043 (0.20)
1 032 (0.23)

578 669 (100.0)
582 241 (100.0)
557 613 (100.0)
523 587 (100.0)
446 078 (100.0)

2006
2007
2008
2009
2010

19 998 (4.7)
20 471 (5.0)
21 071 (5.0)
21 029 (5.1)
21 519 (5.3)

174 900 (40.8)
177 791 (43.3)
184 860 (43.7)
183 120 (44.1)
180 381 (44.3)

992 (0.23)
1 017 (0.25)
1 049 (0.25)
1 050 (0.25)
1 056 (0.26)

428 583 (100.0)
410 948 (100.0)
422 865 (100.0)
415 207 (100.0)
407 272 (100.0)

2011
2012
2013
2014
2015

21 265 (5.1)
21 663 (5.2)
19 369 (4.7)

180 438 (43.7)
180 934 (43.7)
179 089 (43.7)

1 057 (0.26)
1 066 (0.26)
977 (0.24)

413 074 (100.0)
414 492 (100.0)
409 902 (100.0)

2016
2017
2018

67

Statistics and Data

2. Passenger and Freight Transport in Japan and Other Countries
2-1 Passenger transport in Japan and other countries (passenger-kilometers)
x 1 billion passenger-kilometers (% in parentheses)
Survey year

Japan
U.S.A
U.K.
FranceGermany

2010
2010
2009
2009
2009

Passenger cars
779.2 (58.7)
6 359.9 (82.1)
680.2 (86.2)
723.9 (82.1)
886.8 (84.1)

Buses
77.7 (5.9)
470.4 (6.1)
38.5 (4.9)
48.9 (5.5)
62.4 (5.9)

Railways393.5 (29.6)
10.3 (0.1)
62.5 (7.9)
99.2 (11.3)
98.9 (9.4)

Coastal shipping
3.0 (0.2)－－－－

Aircraft
73.8 (5.6)
908.9 (11.7)
8.3 (1.1)
9.7 (1.1)
6.5 (0.6)

Total
1 327.2 (100)7 749.5 (100)789.5 (100)881.7 (100)
1 054.6 (100)Source: Transportation-related Statistics Data Collection (Ministry of Land, Infrastructure, Transport and Tourism)
Note: 1. Figures for passenger cars and buses for Japan is corrected by "Car Transport Statistical Yearbook"
Note: 2. Figures for passenger cars for the U.S.A. include motorcycles
Note: 3. Figures for buses for U.K. are those for public transport vehicles
Note: 4. Figures for buses for Germany are the total of all public transport including taxis and streetcars

2-2 Freight transport in Japan and other countries (ton-kilometers)
x 1 billion ton-kilometers (% in parentheses)
Survey year

Japan
U.S.A
U.K.
FranceGermany

2010
2009
2009
2009
2009

Trucks244.8 (54.9)－ (32.0)
131.6 (80.3)
156.0 (72.3)
245.6 (59.4)

Railways
20.4 (4.6)
2 237.0 (39.0)
21.2 (12.9)
32.1 (14.9)
95.8 (23.2)

Coastal shipping
179.9 (40.3)
696.6 (12.0)
0.2 (0.1)
8.7 (4.0)
55.7 (13.5)

Aircraft
1.0 (0.2)
17.6 (0.0)
0.7 (0.4)
0.9 (0.4)
0.6 (0.1)

Pipeline－－ (16.0)
10.2 (6.2)
18.2 (8.4)
16.0 (3.9)

Source: Transportation-related Statistics Data Collection (Ministry of Land, Infrastructure, Transport and Tourism)
Note: 1. Figures for passenger cars and buses for Japan is corrected by "Car Transport Statistical Yearbook"

68

Total
446.1 (100)－ (100)163.9 (100)215.9 (100)413.7 (100)TRANSPORT POLICY IN PERSPECTIVE: 2020

3. Road Traffic in Japan and Other Countries
3-1 Vehicle kilometers traveled in Japan(unit: 1 million kilometers)

Trucks

Passenger cars
Passenger cars

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005
2006
2007
2008
2009

2010
2011
2012
2013
2014
2015
2016
2017
2018
2019

Commercial use

Private use(excl. light trucks)(excl. light trucks)

Total

4 377
8 465
15 59217 92226 88334 68248 45960 34169 20470 82913 06836 09884 44886 938114 664
111 851
122 077
122 253
116 728
97 473Sub total
17 44544 563100 040
104 859
141 547
146 533
170 536
182 594
185 932
168 30273 103412 0436 655
405 388
74 271405 305
6 726
398 579
72 148389 0676 568
382 499
69 488389 2896 549
382 740Light oil
Gasoline
PrivateCommercial
PrivateCommercial
55 96366 309564 084
7 668
53 63264 535572 516
7 482
52 81458 021
602 2097 809
53 50963 335588 594
7 495
52 97363 297583 984
7 613
53 27563 627586 920
7 749

95 33794 22991 01586 265168 440
168 500
163 163
155 753580 483
573 805552 230545 042

CNG

Total

(excl. light vehicles)

8 725
34 002120 582
176 035
241 459
275 557
350 317407 001
438 204
417 537

7 815
7 997
8 361
8 521

Buses
1 994
3 590
5 394
5 451
6 046
6 352
7 112
6 768
6 619
6 650

597 642607 020614 108
610 623

Sub total
10 71937 592125 976
181 486
247 505
281 908357 429413 769444 823424 187

63 11863 43863 54263 11652 43053 15854 37455 747LPG

28 16482 155226 017286 345389 052428 442527 964596 363630 755
592 489

12 161
11 245
10 68910 258
9 802
9 239

429
424
401
370
347
309

706 614709 834
731 943723 561718 016721 119

8 493
8 067
7 365
6 495

260
218
179
141

729 758
739 898
747 929744 643

Source: Transportation-related Statistics Data Collection; Annual Report of Automobile Fuel Consumption Statistics (Ministry of Land,
Infrastructure, Transport and Tourism)
Note: The survey method and aggregation method has been changed in FY 2010. Because the numbers are aggregated by fuel, also numberof the light car is added, the number is not continuous in this year.

69

Statistics and Data

3-2 Vehicle kilometers traveled in Japan and other countries
Survey year

Asia
Japan
Korea
Chinese-Taipei
China
Hong-Kong
Singapore
India
TurkeyEuropeU.K.
Germany
FranceNetherlands
Bergium
Spain
Portugal
GreeceSwitzerland
Austria
NorwaySwedenFinlandDenmark
RussiaPolandHungary
UkraineAmerica
U.S.A.
CanadaMexicoAfricaMoroccoSouth Africa
Oceania
Australia
New ZealandPassenger cars

(unit: 1 million vehicle-kilometers)

Buses

Total

2017
2016
2017
2010
2017
2014
2002
2016

－
328 81289 356418 330
8 470
10 904
208 581148 455

12 407
1 860
－
1 324
558
63 50022 049－114 596
17 605422 6303 511
5 371
297 374
99 176739 898455 815
108 821840 960
13 30516 833569 455
269 680

2017
2017
2017
2017
2017
2017
2017
2010
2017
2017
2016
2017
2017
2017
2017
2017
2017
2017

409 408
642 400
458 130
108 194
80 076100 303－54 84858 73571 25034 14068 30530 74040 568－194 294
30 245
－

3 880
4 600
3 745
650
614
835
455
1 277
136
558
369
998
431
648
－
1 725
718
2 016

108 685
95 300130 240
25 08620 84924 426－15 5426 634
12 8039 608
13 9237 129
9 357
57 14837 361
11 4146 031

521 973742 300
592 115133 930
101 539
125 564－
71 66765 50584 61144 11783 22638 30050 573－
233 380
42 377
－

2017
2009
2017

3 574 023
213 734
136 500

27 725－4 852

1 535 584
119 147
36 196

5 137 332
332 881
177 548

2004
2007

4 905
75 573

10 9489 007

12 84047 27828 693
131 85820172017

184 596
44 4152 504
297

70 7662 989

257 866
47 701

Source: World Road Statistics (IRF)
Note: Although Japan data differ from the figures published in Japan (Table 3-1),
these are listed according to the original source data.

70

TrucksTRANSPORT POLICY IN PERSPECTIVE: 2020

4. Road Traffic in Japan
4-1 Traffic volume by type of road / average travel speed at peak hours
Type of road

FY

Length of roadsurveyed (km)National
expressways

1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015
1980
1990
1999
2005
2010
2015

2 698.8
4 675.3
7 094.9
8 513.1
7 807.6
8 687.2
250.8
421.0
604.1
675.4
738.7
786.6
2 949.6
5 096.3
7 699.0
9 188.5
10 083.7
11 775.7
19 025.0
20 052.3
20 837.4
21 280.9
21 874.0
22 563.0
20 920.9
26 672.3
32 558.2
32 954.6
32 450.1
33 121.9
39 945.9
46 724.6
53 395.6
54 235.5
54 324.1
55 684.9
43 582.3
49 710.0
56 377.4
57 718.3
56 512.7
57 824.2
86 583.6
75 730.9
67 971.2
70 599.9
68 176.5
71 178.8130 165.9
125 440.9
124 730.0
128 318.2
124 689.2
129 003.0
170 111.8
172 165.5
178 125.6
182 553.7
179 013.3
184 687.9
173 061.4
177 261.8
185 186.7
190 607.6
187 559.6
194 161.7

Vehicle-kilometers traveled in 12 hours(x 1000 vehicle-kilometers)
Passenger cars

Small trucks

Small vehicles（2010～）

Urban
expressways

Expressways
total

National roads(government
management)

National
roads(other)National roads
total

Principal
local roads

Generalprefectural
roads

Local roads
total

Total of nationalroads and local
roads

Overall total

38 93380 526
128 829
140 500
149 665
158 515
12 31620 82028 03229 78631 23932 26851 249101 346
156 861
170 290
197 788
215 896
191 007242 582279 297281 099266 801
264 288
93 836148 720202 744204 714203 166
204 811284 843
391 302482 041
485 787469 967
469 100
156 748
216 726
284 268
289 169
279 402279 235
165 874
195 980
198 329
199 374
193 546
195 579
322 622412 706
482 597488 507472 948474 814607 466
804 008
964 638
974 289
942 915943 914658 715905 351
1 115 622
1 134 687
1 123 819
1 134 696

15 4249 590
34 97316 83869 66822 97282 19320 092110 153
116 342
5 638
3 943
9 750
5 766
16 5785 107
16 9195 570
25 12625 86621 06213 53344 72422 60486 24628 07999 10925 714148 403161 11391 78359 238119 468
72 413164 875
58 869174 282
53 409220 098
218 935
46 72131 90074 33450 639123 706
47 695132 859
42 581
176 179
177 402138 504
91 137
193 802
123 052288 581106 565
307 018
95 700396 277
396 337
79 20454 995110 233
75 183177 061
67 562190 851
60 725
246 035
246 31585 53760 391
99 84372 168124 32150 310133 182
44 062173 974
176 085
164 741
115 387
210 077
147 351
301 383
117 872
323 880
104 541420 008422 401
303 245
206 524
403 879
270 403589 964
224 437
631 339
200 704
816 285818 738
324 307220 057
448 602
293 007672 885
251 516725 065
224 668
951 564
960 766

Buses

Estimated vehicle-kilometers traveled in
24 hours (x 1000 vehicle-kilometers)
Ordinary trucks

Ordinary vehicles（2010～）

1 130
2 256
2 692
2 660
39 51242 173
102
235
335
447
6 113
6 581
1 232
2 490
3 026
3 065
49 38554 783
3 457
3 365
2 867
2 530
46 70245 353
2 048
2 366
2 433
2 457
26 98727 409
5 505
5 732
5 299
4 858
73 69072 762
3 079
3 191
3 137
3 181
33 36732 919
3 132
2 743
2 195
2 193
19 57319 494
6 211
5 934
5 332
5 374
52 94052 51411 716
11 665
10 631
10 717
126 629
125 176
12 94814 15613 50413 616172 255
173 930

12 78926 46033 49835 406

2 632
5 068
6 012
6 881

15 42231 52839 51042 40236 53047 33652 68550 59813 16721 38128 91127 02249 69768 71781 59677 72619 47028 11936 50834 411

16 81421 22621 50219 93736 28449 34558 01054 71385 981
118 061
139 606
132 503

101 402
149 586
177 718172 472

55 512
121 629
187 687
202 400
214 564
230 694
17 11832 17241 26242 93144 14245 58172 630153 802228 949245 331281 170309 680
254 878
336 002389 786
390 137
364 001356 307119 232
194 672
266 163
267 896263 489
266 688374 110530 674655 949658 032
627 490622 996
201 848287 033
377 036383 419365 228
363 132
210 507253 172
237 908259 499
250 817249 433
412 355
540 205
634 944642 918616 045612 565786 466
1 070 879
1 290 893
1 300 950
1 243 535
1 235 561
859 1151 224 681
1 511 810
1 532 720
1 502 241
1 511 836

Trucks

Passenger cars
Small vehicles

Ordinary Vehicles

21 35255 18094 167108 180
138 596148 066
8 638
15 32225 28325 30234 63535 34029 99070 502
119 450
133 482
189 733
207 466
130 363
169 790234 203
243 649
291 259
288 896
65 154100 544170 278
180 855
226 923226 668
195 517270 334
404 481424 503518 181515 565
114 493
150 468
250 254
265 774
320 821314 996
121 844
133 017172 310
182 940224 373
220 663236 337
283 485422 564448 714545 194535 659431 854533 819827 045873 217
1 063 376
1 051 223
461 863624 321942 060
998 947
1 236 607
1 234 629

34 16066 44993 521
94 22075 96882 6298 480
16 85015 97917 6299 507
10 24142 64083 300109 500
111 849
91 436102 213124 515166 212155 583
146 488
72 74367 41154 07894 12895 88587 04136 56640 020178 593
260 340
251 468
233 529
109 309
107 431
87 355
136 565
126 782
117 646
44 40748 137
88 663120 155
85 59876 55826 44428 770176 018
256 720212 380
194 204
70 85176 906354 612517 060
463 848427 733
180 160
184 338
397 252
600 360
569 750533 773
265 635
277 207

Average travel
speed at peak
hours (km/h)

82.95
84.99
79.11
78.20
71.10
83.90
42.27
51.28
44.31
40.40
41.70
39.90
79.42
80.62
74.50
73.10
67.50
76.00
40.86
36.92
34.62
34.70
36.50
34.70
38.01
37.63
38.21
38.20
38.10
35.60
39.37
37.32
36.72
36.70
37.40
35.30
36.22
35.63
33.83
34.20
33.60
31.10
－
33.60
33.01
33.10
32.70
30.50
36.22
34.19
33.38
33.60
33.10
30.80
37.74
34.41
34.32
34.50
34.30
32.00
39.15
34.41
35.04
35.30
35.10
33.00

Source: Road Traffic Census (Japan Society of Traffic Engineering)
Note: In FY 2010, Investigation methods for segmenting of car model have been changed from 4 classification to 2 classification.

71

Statistics and Data

4-2 Traffic volume in major cities / average travel speed at peak hours
Lengs of road
Surveyer(km)

2015
152.3
151.4
191.4
159.0
54.6
130.7
173.3
114.1
137.5
169.8
165.4
108.0

Sapporo City, Hokkaido
Sendai City, Miyagi Pref.
Special Wards of Tokyo
Yokohama City, Kanagawa Pref.
Kawasaki City, Kanagawa Pref.
Nagoya City, Aichi Pref.
Kyoto City, Kyoto Pref.
Osaka City, Osaka Pref.
Kobe City, Hyogo Pref.
Hiroshima City, Hiroshima Pref.
Kitakyushu City, Fukuoka Pref.
Fukuoka City, Fukuoka Pref.

(FY)

Vehicle-kilometers traveled in 12 hours(x 1000 vehicle-kilometers)

Average travel speed at peak hours (km/h)

1980

1990

1999

2005

2010

2015

1980

1990

1999

2005

2010

2015

2 572
－
5 491
3 428
444
3 181
1 923
2 177
2 463
1 909
3 251
1 673

3 099
2 373
5 663
4 968
861
3 629
2 292
2 945
3 340
2 503
3 688
2 223

3 574
2 845
6 156
6 152
1 219
3 671
2 276
3 216
3 458
2 888
3 257
1 954

3 167
2 951
5 269
5 589
792
3 616
2 238
2 779
2 854
2 859
3 210
2 006

3 080
3 080
5 241
5 579
1 231
3 953
2 192
2 986
3 184
3 013
3 151
2 208

3 215
3 328
4 977
5 671
1 322
3 971
2 081
2 809
3 188
2 861
3 010
2 390

29.4
－
21.4
31.4
24.6
25.6
29.7
21.5
38.6
30.9
33.6
24.5

30.3
19.6
19.1
27.0
19.3
19.3
20.2
18.3
30.4
25.7
26.6
22.2

24.6
22.2
18.0
23.0
20.0
19.6
21.6
17.0
33.6
20.2
25.7
18.4

23.2
22.6
18.2
23.4
22.7
20.6
25.4
15.9
32.0
23.6
22.7
18.7

25.9
30.0
16.2
23.0
21.1
17.6
26.4
16.5
27.5
28.6
23.1
17.7

26.4
24.7
15.3
22.1
18.6
17.7
27.0
15.8
27.1
22.8
20.6
18.4

Source: Road Traffic Census (Japan Society of Traffic Engineering)
Note: Figures are those measured on national highways.

5. Roads in Japan and Other Countries
5-1 Length of roads in Japan
National
expressway(km, at beginningof each fiscal year)

National
HighwaysPrefecturalroads

Principal
Generallocal roads prefectural roads
28 01992 51727 41994 70532 77587 73828 45092 73033 50392 21143 906
86 93049 94777 48950 35478 42857 04068 47257 43870 74557 82171 318FY 1955
1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

－
－
181
638
1 519
2 579
3 555
4 661
5 677
6 617
7 383

24 09224 91827 85832 81838 54040 21246 43546 93553 32753 77754 264120 536
122 124
120 513
121 180
125 714130 836
127 436
128 782
125 512128 182
129 139

2006
2007
2008
2009
2010

7 392
7 431
7 560
7 642
7 803

54 34754 53054 73654 79054 981

129 294
129 329
129 393
129 377
129 366

57 90357 91457 89057 87757 868

2011
2012
2013
2014
2015

7 920
8 050
8 358
8 428
8 652

55 11455 22255 43255 62655 645

129 343
129 397
129 375
129 301
129 446

2016
2017
2018

8 776
8 795
8 923

55 56555 63755 698129 603129 667
129 721

Municipal
roads

Generalroads total

Total

－
814 872836 382859 953901 775939 760
950 078934 319957 792
977 764
1 002 085－
961 914984 753
1 013 951
1 066 028
1 110 808
1 123 950
1 110 037
1 136 631
1 159 723
1 185 589

144 628
961 914984 934
1 014 589
1 067 547
1 113 387
1 127 505
1 114 698
1 142 308
1 166 340
1 192 972

71 39071 41571 50271 50071 4991 005 975
1 009 599
1 012 088
1 016 058
1 018 101

1 189 616
1 193 459
1 196 217
1 200 225
1 202 449

1 197 008
1 200 890
1 203 777
1 207 867
1 210 252

57 90157 92457 93157 87257 85071 44271 47371 44471 42971 596

1 020 286
1 022 248
1 023 962
1 025 416
1 026 980

1 204 744
1 206 867
1 208 769
1 210 344
1 212 071

1 212 664
1 214 917
1 217 127
1 218 772
1 220 723

57 89857 90557 91371 70571 76271 808

1 028 375
1 029 787
1 030 424

1 213 543
1 215 091
1 215 843

1 222 319
1 223 886
1 224 766

Source: Annual Report on Road Statistics ((～2009)Japan Highway Users Conference, (2010～)Ministry of Land, Infrastructure, Transport andTourism)72

TRANSPORT POLICY IN PERSPECTIVE: 2020

5-2 Length of roads in Japan and other countries(km)
Road density (expressway &principal roads)

Expresswa
ysPrincipal
roads

Secondclass roads

2017
2017
2017
2017
2017
2015
2017
2017
2017
2017
2017

8 795
4 717
1 050
136 449
2 112
208
－
－
164
114 158
2 657

51 92313 8475 262
105 224－
70 07719 95147 017704
175 036
31 06693 3454 886
3 602
380 481－－217 072
54 554576
586 181
33 896

197 499
78 41833 2924 151 316－
436 253－437 782
2 056
5 022 296
179 895

351 562
101 868
43 206
4 773 4702 112
506 538
237 023539 353
3 500
5 897 671
247 514

160.6
185.6
174.4
25.2
1 913.0
137.0
－
24.6
1 215.7
53.2
43.0

0.8
0.8
0.8
1.1
3.0
4.1
－
2.0
1.1
3.8
2.0

2017
2017
2017
2017
2015
2016
2017
2017
2017
2017
2017
2017
2017
2016
2017
2017
2017
2017
2017

3 803
13 00912 379
7 403
1 763
6 943
17 164
3 065
2 098
1 855
2 233
983
2 132
881
1 268
1 089
1 637
1 937
15

49 19738 0188 465
5 863
13 22920 786
14 4196 457
9 299
17 84310 4509 700
6 357
12 4542 588
53 071
17 7736 980
46 937－
178 876381 3193 583
1 349
155 247
134 103
4 791
30 86451 85923 72444 62290 06913 600－510 970
153 757
23 08953 996－413 000
700 949
168 515138 869－
501 053－
75 600－100 632
39 457－51 05370 799943 710249 137
178 72168 795422 691
642 903
1 103 112
185 364
155 210－666 739－
117 861
71 557137 039
94 762－77 98874 655
1 508 840
422 304
210 727
169 743

218.6
142.7
37.8
355.1
491.1
92.0
62.4
103.3
86.4
477.1
151.2
30.0
18.9
39.4
89.5
3.2
62.2
95.9
77.8

1.3
1.0
0.5
1.4
2.3
0.6
1.1
1.6
1.7
3.8
2.4
2.9
1.5
3.9
1.3
1.0
0.7
2.3
4.7

2017
2009
2017
2017
2013

104 255
17 000
10 274－1 090

250 067
86 00040 74676 25938 8471 215 029
115 000
133 227
1 504 706
198 289

5 103 780
1 191 000
144 533－－

6 673 131
1 409 000
328 780
1 580 965
238 226

37.2
10.3
26.0
9.0
14.4

1.3
4.3
1.2
1.7
2.8

2014
2001

－
239

24 1772 887

131 03160 027－300 978

155 208364 131

24.1
2.6

4.1
0.2

2017
2017

51 805－181 900
10 967－84 305642 209－875 91495 272

30.4
40.5

12.8
2.7

Other roads

Total

by area(m/km2)by vehicle
owned

Surveyyear(m/vehicle)

Asia
Japan
Korea
Chinese Taipei
China
Hong-Kong
Thailand
Malaysia
Indonesia
Singapore
India
TurkeyEuropeU.K.
Germany
FranceNetherlands
Bergium
Italy
Spain
Portugal
GreeceSwitzerland
Austria
NorwaySwedenFinlandDenmark
RussiaPolandHungary
UkraineAmerica
U.S.A.
CanadaMexicoBrasilArgentina
AfricaEgypt
South Africa
Oceania
Australia
New Zealand

Source: World Road Statistics (IRF), World Road Statistics (Japan Road Association)
Note1: Only vehicles that have at least four wheels are counted as vehicles owned.
Note2: Although Japan data differ from the figures published in Japan (Table 5-1),
these are listed according to the original source data.

73

Statistics and Data

5-3 Changes in the amount of investment for road construction in Japan
General road construction

FY 1960
1965
1970
1975
1980
1985
1990
1995

From the previous
Amount of
FY, increased by (%)
investment
1 243
8.4%
4 109
15.4%
7 784
17.9%
14 1400.7%
26 428-1.6%
31 581
20.5%
43 675
1.4%
66 131
31.9%

Toll road construction
From the previous
Amount of
FY, increased by (%)
investment
281
92.1%
1 254
2.7%
3 100
15.0%
7 517
7.6%
13 067
3.3%
18 8197.1%
27 3396.3%
35 677-2.2%

Independent construction by
local government
From the previous
Amount of
FY, increased by (%)
investment
589
26.5%
1 628
13.3%
5 095
31.9%
7 893
-3.1%
18 795
10.5%
21 473-3.9%
36 25313.9%
50 937
3.2%(x 100 million yen)
Total
From the previous
Amount of
FY, increased by (%)
investment
2 113
20.1%
6 991
12.4%
15 97921.4%
29 5501.3%
58 2903.2%
71 874
8.7%
107 328
6.6%
152 745
12.3%

1996
1997
1998
1999
2000

54 57251 87372 78963 55062 168-17.5%-4.9%
40.3%-12.7%-2.2%

34 23633 72932 59028 49625 810

-4.0%
-1.5%
-3.4%
-12.6%-9.4%

53 34250 95848 68742 95639 708

4.7%
-4.5%
-4.5%
-11.8%-7.6%

142 151
136 560
154 066
135 002
127 686

-6.9%
-3.9%
12.8%
-12.4%
-5.4%

2001
2002
2003
2004
2005

60 69058 09250 91649 93448 343-2.4%-4.3%-12.4%-2.0%-3.2%

25 725
21 69221 03518 67516 201-0.3%-15.7%-3.0%-11.2%-13.2%

36 52733 67630 521
26 85023 986

-8.0%
-7.8%
-9.4%
-12.0%-10.7%

122 942
113 460
102 471
95 45988 530

-3.7%
-7.7%
-9.7%
-6.8%
-7.3%

2006
2007
2008
2009
2010

47 87046 19843 63147 91039 851

-1.0%
-3.5%
-5.6%
9.8%
-16.8%

14 277
14 34313 563
10 7769 081-11.9%
0.5%-5.4%-20.5%-15.7%

23 20020 91619 38618 027
17 941

-3.3%
-3.9%
-7.3%
-7.0%
-0.5%

85 34781 45776 58076 71366 873

-3.6%
-2.9%
-6.0%
0.2%
-12.8%

2011
2012
2013
2014
2015

39 07738 09446 96943 24238 862

-1.9%
-2.5%
23.3%
-7.9%
-10.1%

9 198
10 7279 589
11 627
12 906

1.3%
16.6%-10.6%
21.3%
11.0%

18 04018 21117 01018 22418 312

0.6%
0.9%
-6.6%
7.1%
0.5%

66 31567 03273 56873 09370 080

-0.8%
1.1%
9.8%
-0.6%
-4.1%

2016
2017

40 85442 422-5.5%
9.2%

13 48615 462

16.0%
19.8%

18 69719 2742.6%
5.3%

73 03777 158

-0.1%
10.1%

Source: Road Handbook (Japan Highway Users Conference)

74

TRANSPORT POLICY IN PERSPECTIVE: 2020

6. Number of Motor Vehicles Owned in Japan and Other Countries
6-1 Number of motor vehicles owned in Japan(prior to 1999, vehicles were counted at the end of December; afterward, at the end of March)
Passenger cars

TrucksLight four-wheeled
passenger cars

1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

42 588153 325457 333
2 181 275
8 778 972
17 236 321
23 659 520
27 844 580
34 924 172
44 680 037
52 449 354
57 097 670

2006
2007
2008
2009
2010

Light four-wheeled
trucks37 530393 786
2 244 417
2 611 130
2 176 110
2 016 487
2 584 926
5 775 386
10 084 285
14 350 390

152 109
250 988775 715
3 865 478
8 281 759
10 043 853
13 177 479
17 139 806
21 321 439
20 430 149
18 064 744
16 707 445

57 510 360
57 551 248
57 682 475
57 902 835
58 139 471

15 280 951
16 082 259
16 883 230
17 483 915
18 004 339

2011
2012
2013
2014
2015

58 729 343
59 357 223
60 051 338
60 517 249
60 831 892

2016
2017
2018
2019

61 253 300
61 584 906
61 770 573
61 808 586

Buses

Vehicles for
special use

Total

36 648
1 405 442
3 005 017
2 785 182
4 527 794
8 791 289
12 535 415
11 642 311
9 958 458
9 547 749

18 30634 42156 192102 695
187 980
226 284
230 020231 228
245 668
243 095
235 550
231 696

12 49432 57264 286150 572333 132
584 100
789 155
941 647
1 206 390
1 500 219
1 431 162
1 293 236

225 497471 306
1 353 526
6 300 020
17 581 843
28 090 558
37 856 174
46 157 261
57 697 669
66 853 500
72 180 810
75 330 047

16 490 944
16 264 317
15 858 749
15 533 270
15 137 641

9 476 686
9 380 627
9 291 247
9 170 836
8 922 794

231 758
230 981229 804
228 295
226 839

1 272 655
1 251 465
1 202 242
1 188 275
1 175 676

75 505 717
75 298 011
74 973 270
74 852 675
74 679 627

18 585 902
19 347 873
20 230 295
21 026 132
21 477 247

15 008 821
14 851 666
14 749 266
14 652 701
14 539 289

8 872 908
8 783 528
8 708 181
8 622 311
8 520 458

226 270
226 047
226 542
227 579
230 6031 171 571
1 654 739
1 669 679
1 683 313
1 700 014

75 136 005
76 089 675
76 696 825
77 080 842
77 301 798

21 761 335
22 051 124
22 324 893
22 528 178

14 451 394
14 382 846
14 384 930
14 367 134

8 420 858
8 345 314
8 321 590
8 277 706

232 793
233 542232 992
231 051

1 720 030
1 737 221
1 751 502
1 766 102

77 657 517
77 938 515
78 139 997
78 172 873--

Source: (～1999) survey by Ministry of Transport; (2000～2011) Transportation-related Statistics Data Collection (Ministry of Land,
Infrastructure, Transport and Tourism); (2012～)Automobile Inspection & Registration Information Association, Light Motor Vehicle
Inspection Organization
Note: 1. For statistics for light passenger cars owned and light trucks owned: those that had not had a vehicle inspection were erased fromthe data in October, 1975; data from 1975 onward are not in sequence with data of 1970 and before. Figures for 1999 onward arethose collected at the end of the fiscal year; they are not in sequence with figures from before 1999.
Note: 2. Since source of data are different, number of vehicle for special use are not continuous.

75

Statistics and Data

6-2 Number of motor vehicles owned in Japan and other countries (2017)
Passenger cars
Buses, trucks,
Number of cars per(×1000)etc. (×1000)
1000 inhabitants（vehicle）

Number of buses,
trucks, etc. per1000 inhabitants

Total(×1000)

Number of vehicles
per 1000
inhabitants

Asia
Japan
Korea
Chinese Taipei
China
Hong-Kong
Thailand
Malaysia
Indonesia
Singapore
India
TurkeyEuropeU.K.
Germany
FranceNetherlands
Bergium
Italy
Spain
Portugal
GreeceSwitzerland
Austria
NorwaySwedenFinlandDenmark
RussiaPolandHungary
UkraineAmerica
U.S.A.
CanadaMexicoBrasilArgentina
AfricaEgypt
South Africa
Oceania
Australia
New Zealand

61 80318 0356 763
184 644553
9 260
12 90014 160635
35 890
12 036

484.8
353.8
286.3
131.0
75.1
134.1
407.9
53.6
111.2
26.8
149.1

16 2754 493
1 121
30 956
160
7 687
1 475
9 458
185
10 630
5 242

127.7
88.1
47.4
22.0
21.7
111.3
46.6
35.8
32.4
7.9
64.9

78 07822 5287 884
215 600713
16 947
14 37523 618820
46 52017 278

612.5
441.9
333.7
153.0
96.8
245.5
454.6
89.5
143.6
34.7
214.0

34 68646 47532 6148 595
5 735
38 52023 624
4 640
5 236
4 571
4 899
2 719
4 846
2 988
2 530
46 74722 573
3 472
8 639

524.1
566.0
501.9
504.5
501.8
648.9
509.6
449.2
469.2
539.3
560.8
512.5
489.0
541.0
441.2
324.7
591.4
357.1
195.4

4 990
3 617
6 771
1 121
853
5 078
5 020
1 215
1 370
576
484
588
661
428
451
6 214
3 910
481
1 341

75.4
44.0
104.2
65.8
74.6
85.5
108.3
117.6
122.8
68.0
55.4
110.8
66.7
77.5
78.7
43.2
102.4
49.5
30.3

39 67650 09239 3859 716
6 588
43 59828 644
5 855
6 606
5 147
5 383
3 307
5 507
3 416
2 981
52 961
26 483
3 953
9 980

599.5
610.0
606.1
570.3
576.4
734.5
617.9
566.8
591.9
607.2
616.3
623.4
555.6
618.5
519.9
367.8
693.8
406.6
225.7

124 141
22 67830 08936 19010 690

382.6
619.2
233.0
172.9
241.5

151 878
1 168
11 222
7 407
3 419

468.1
31.9
86.9
35.4
77.2

276 019
23 84641 31143 59714 109

850.7
651.1
319.8
208.3
318.7

4 384
7 810

44.9
137.7

1 446
5 579

14.8
98.4

5 830
13 38959.8
236.1

14 275
3 314

583.8
704.2

4 038
756

165.1
160.6

18 313
4 070

749.0
864.9

Source: World motor vehicle statistics (Japan Automobile Manufacturers Association)

76

TRANSPORT POLICY IN PERSPECTIVE: 2020

7. Number of People Who Hold a Driver’s License in Japan (end of 2019)（persons, ％）MaleFemale% of license
holders

Total% of license
holders% of license
holders

Age 15～19*
Age 20～24
Age 25～29
Age 30～34
Age 35～39508 3142 531 713
2 867 111
3 239 191
3 695 692

17.0
76.7
88.8
94.4
97.0

356 736
2 140 939
2 530 227
2 908 120
3 389 708

12.6
69.3
83.5
88.4
91.4

865 050
4 672 652
5 397 338
6 147 311
7 085 400

14.8
73.1
86.2
91.5
94.2

Age 40～44
Age 45～49
Age 50～54
Age 55～59
Age 60～64

4 256 783
4 818 948
4 177 627
3 711 229
3 490 170

97.0
97.0
96.7
95.9
94.3

3 927 731
4 454 490
3 850 087
3 373 090
3 078 885

92.0
91.7
90.2
87.2
81.0

8 184 514
9 273 438
8 027 714
7 084 319
6 569 055

94.5
94.3
93.5
91.5
87.6

Age 65～69
Age 70～74
Age 75～79
Age 80～84
Age 85 and overTotal

3 793 321
3 598 414
2 329 766
1 232 337
528 080
44 778 696

91.2
86.9
71.9
55.8
28.2
72.9

3 105 198
2 528 031
1 211 247
430 319
94 92437 379 732

69.9
54.5
30.3
13.7
2.3
57.7

6 898 519
6 126 445
3 541 013
1 662 656
623 004
82 158 428

80.2
69.8
48.9
31.1
10.5
65.1

Source: Driver's License Statistics (License Division, Traffic Bureau, National Police Agency); Monthly General Statistics Data
(Ministry of Internal Affairs and Communications)* A driver's license can be obtained only from the age of sixteen up. However, because population statistics are calculated
over five-year intervals, the first item is shown as "Age 15-19".

77

Statistics and Data

8. Traffic Accidents in Japan
8-1 Number of traffic accidents, fatalities, and injuries
Number of traffic accidents

Number of
fatalities

Number of
injuries(person)
The number of all traffic accidents, that occurred on
expressways (National & designated expressways)

Number of fatal
accidents

Number of fatal
accidents

Number of
Fatalities

1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

33 21293 981
449 917567 286
718 080
472 938
476 677552 788
643 097761 789
931 934
933 828－－－
11 92215 801
10 1658 329
8 826
10 651
10 227
8 707
6 625

4 202
6 379
12 055
12 48416 765
10 7928 760
9 261
11 227
10 6799 066
6 871

25 45076 501
289 156425 666
981 096622 467598 719681 346790 295
922 677
1 155 697
1 156 633

－
－
－
－
－
－
3 623
4 741
9 060
11 30414 325
13 775

－
－
－
－
－
－
155
223
401
375
327
249

－
－
－
－
－
－
175
250
459
416
367
285

2006
2007
2008
2009
2010

886 864
832 454766 147
737 474725 773

6 147
5 587
5 025
4 773
4 726

6 352
5 744
5 155
4 914
4 863

1 098 199
1 034 445
945 504
911 108896 208

13 803
12 67410 96511 11312 200

234
222
174
161
166

262
244
193
178
188

2011
2012
2013
2014
2015

691 937
665 138
629 021573 842536 899

4 481
4 280
4 278
4 013
4 028

4 612
4 411
4 373
4 113
4 117

854 493825 396781 494
711 374666 023

11 70811 29911 520
10 202
9 842

188
196
208
189
200

214
225
227
204
215

2016
2017
2018
2019

499 201472 165430 601381 237

3 790
3 630
3 449
3 133

3 904
3 694
3 532
3 215

618 853580 850525 846461 775

9 198
8 758
7 934
7 094

176
155
159
150

196
169
173
163

Source: Traffic Statistics (Institute for Traffic Accident Research and Data Analysis)78

TRANSPORT POLICY IN PERSPECTIVE: 2020

8-2 Number of fatalities by age group and by circumstances of accident (2019)
Age groupin a vehicle

Situation
Driver15 and under
Age
16～19
Age
20～24
Age 16～24
Age 25～29
Age 30～39
Age 40～49
Age 50～59
Age
60～64
Age
65～69
Age 60～69
Age70～74
Age 75and overAge 70 and over
Total

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

Fatalities
increased/decreased by*

on a motorcycle
motorcycles

0
0
12
-7
49
2
61
-5
31
1
65
-14
82
-29
111
-13
64
9
70
-22
134
-13
90
-25
225
-35
315
-60
799
-133

Passenger

20
3
23
9
20
2
43
11
9
2
10
2
9
-5
18
6
8
-3
23
3
31
0
23
0
121
0
144
0
284
19

Subtotal

20
3
35
2
69
4
104
6
40
3
75
-12
91
-34
129
-7
72
6
93
-19
165
-13
113
-25
346
-35
459
-60
1083
-114

Driver

0
-2
45
-3
53
9
98
6
18
-14
33
-15
74
-5
83
8
22
-7
14
-1
36
-8
5
-3
8
-5
13
-8
355
-38

Passenger

1
0
4
2
0
-1
4
1
0
0
0
-3
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
-2

Subtotal

1
-2
49
-1
53
8
102
7
18
-14
33
-18
75
-5
83
8
22
-7
14
-1
36
-8
5
-3
8
-5
13
-8
361
-40

Mopends
0
-2
9
-11
7
-1
16
-12
4
-7
11
3
17
-2
18
-5
9
-11
15
-6
24
-17
12
-11
47
-10
59
-21
149
-63

(person)
Total
1
-4
58
-12
60
7
118
-5
22
-21
44
-15
92
-7
101
3
31
-18
29
-7
60
-25
17
-14
55
-15
72
-29
510
-103

On a
bicycle
8
-11
7
-6
14
0
21
-6
5
-3
11
2
20
1
47
-2
22
-6
42
-1
64
-7
65
6
192
0
257
6
433
-20

While
walking
23
-15
11
6
22
-1
33
5
18
6
50
-4
77
5
94
10
62
-9
102
-20
164
-29
125
-9
592
-51
717
-60
1176
-82

Other
0
0
0
0
0
0
0
0
0
0
1
-1
1
-1
0
-1
0
-1
1
0
1
-1
3
3
7
3
10
6
13
2

Total
52
-27
111
-10
165
10
276
0
85
-15
181
-30
281
-36
371
3
187
-28
267
-47
454
-75
323
-39
1192
-98
1515
-137
3215
-317

Source: Traffic Statistics (Institute for Traffic Accident Research and Data Analysis)* Compared with previous year79

Statistics and Data

9. The Number of Traffic Fatalities in Japan and Other Countries
Survey
year
Asia
Japan
Korea
Chinese Taipei
China
Hong-Kong
Thailand
Malaysia
Indonesia
Singapore
India
TurkeyEuropeU.K.
Germany
FranceNetherlands
Bergium
Italy
Spain
Portugal
GreeceSwitzerland
Austria
NorwaySwedenFinlandDenmark
RussiaPolandHungary
UkraineAmerica
U.S.A.
CanadaMexicoBrasilArgentina
AfricaEgypt
South Africa
Oceania
Australia
New Zealand

Population(×1000)

Number of
fatalities

Number of fatalities per 100,000
inhabitants

Number of fatalities per 10,000
motor vehicles owned

Number of fatalities per 100
million vehicle-kilometers

0.6
0.9
1.4
7.6
0.8

2017
2017
2017
2017
2017
2016
2017
2017
2017
2017
2017

127 484
50 98223 626
1 409 517
7 365
69 03831 624263 991
5 709
1 339 180
80 745

4 431
4 185
1 517
63 772
108
8 433
6 740
30 568121
147 913
7 427

3.5
8.2
6.4
4.5
1.5
12.2
21.3
11.6
2.1
11.0
9.2

0.57
1.86
1.92
2.96
1.51
4.98
4.69
12.94
1.48
31.80
4.30

2017
2017
2017
2017
2017
2016
2017
2017
2017
2017
2017
2017
2017
2017
2017
2017
2017
2017
2017

66 18282 11464 98017 036
11 42959 36046 35410 33011 160
8 476
8 735
5 305
9 911
5 523
5 734
143 990
38 1719 722
44 223

1 793
3 180
3 448
613
615
3 283
1 830
630
731
230
414
106
253
238
175
19 088
2 831
625
3 432

2.7
3.9
5.3
3.6
5.4
5.5
3.9
6.1
6.6
2.7
4.7
2.0
2.6
4.3
3.1
13.3
7.4
6.4
7.8

0.45
0.63
0.88
0.63
0.93
0.75
0.64
1.08
1.11
0.45
0.77
0.32
0.46
0.70
0.59
3.60
1.07
1.58
3.44

2017
2017
2017
2017
2016

324 459
36 624129 163
209 288
44 27137 132
1 841
2 919
6 245
5 582

11.4
5.0
2.3
3.0
12.6

1.35
0.77
0.71
1.43
3.96

2017
2016

97 55356 7173 747
14 071

3.8
24.8

6.43
10.51

10.7

2017
2017

24 451
4 706

1 222
378

5.0
8.0

0.67
0.93

0.5
0.8

Source: World Road Statistics (IRF); World Population Prospects (United Nations)
Note: 1. The number refers to those who died within 30 days.
Note: 2. The population are estimates in 2013 by UN.

80

0.7
26.0
2.8
0.3
0.4
0.6
0.5
0.6
1.5
1.0
0.4
0.5
0.2
0.3
0.6
0.3
1.2
1.5

0.7
0.6
1.6

TRANSPORT POLICY IN PERSPECTIVE: 2020

10. Implementation of Traffic Safety Facilities in Japan
(at the end of each fiscal year)
FY 1985
Traffic control centers(numberof cities)

Traffic
Traffic information boards
information
Roadside communication terminals
devices

FY 2000

FY 2005

74

74

75

75

-

1 604

2 175

-

-

192

274

-

32 58543 01950 55657 908FY 2016

FY 2017

FY 201875 (spot)

163

163

163

162

Optical Beacon (unit)

55 84955 89155 79855 586(unit)

3 598

3 578

3 542

3 510

72 211→73 70273 68473 47173 400Trafic Imformation Boards

66 037

5 576

4 682

4 585

4 023

2 293

481

→

0

0

0

0

14 35517 34020 21822 65323 382→25 71726 01026 43826 787

Push-button units

884

1 164

801

1 213

963

1 106

1 168

→

960

914

909

Full traffic-actuated units

1 120

984

959

867

802

739

→

786

778

793

798

Semi traffic-actuated units

6 640

7 788

10 11011 53513 03214 533→15 27514 86414 76314 709Bus-actuated units

238

101

165

154

127

116

→

32

31

35

31

Train-actuated units

228

162

180

177

183

184

→

148

131

150

153

Fixed-cycle units (including
programmed multi-stage units)

35 57741 20045 28248 80251 08752 059→52 53155 01855 30455 498Push-button units

23 11320 71323 08325 69628 20030 599→32 50730 77230 80030 765Single flashing units

465

1 829

4 319

5 670

6 250

6 406

→

6 080

5 859

5 563

5 226

119 520

135 634

157 792

176 013

191 770

201 878→

207 738

208 061

208 226

208 251-

720 725885 383

1 001 623

1 125 659

1 222 359→

1 262 112

1 265 822

1 268 233

1 269 476

144 013390 561→653 669695 490733 073768 638

869 188942 451→

999 086

1 006 283

1 012 279

1 019 470→

559 819(LED lights)
For pedestrians-

524 122634 959764 976

46 461

214 243

450 218497 342529 978

23 08924 10923 25930 18627 52619 816 (piece)

12 901

12 116

11 82911 297420 640500 347582 255617 279642 270

614 753 (piece)

351 329335 651

325 697

321 274(LED lights)
Traffic signs

75

FY 2015

12 814For vehicles

Variable signs
Fixed
signs
Road
markings

FY 2010Programmed multi-stage units

Total units

LightsFY 1995

Automatic traffic-actuated units

Traffic-actuatedcontroIndependent control system

Trafic Signals

Synchronized
control system

Centralized control units

FY 1990

Large signs

9 705 165

10 020 616

10 379 062

10 183 538

9 422 368

9 416 920 (piece)

5 950 131

5 835 025

5 833 148

5 827 157

Crosswalks(numberof)719 548801 464

890 723967 355

1 054 219

10 031 673→

1 142 663

1 146 201

1 149 977

1 155 687

Solid lines(km)

110 465

116 248

115 898

125 838

131 141

124 129→

122 386

122 713120 451

119 193

Graphic markings(numberof)

3 238 374

3 913 961

3 995 149

3 945 511

4 506 671

4 637 370→

4 649 1724 648 731

4 635 741

4 352 846

Roadside signs

Source: Traffic Statistics (Institute for Traffic Accident Research and Data Analysis)
Note: Programmed multi-stage units also include single-stage units.

81

Statistics and Data

11. Parking Facilities in Japan
11-1 Changes in parking capacity

FY 1960
1965
1970
1975
1980
1985
1990
1995
2000
2005

Officially designated
Urban planningparking facilities
parking facilities
9 908
1 313
53 5978 948
124 429
18 120287 457
33 781458 053
48 627598 808
56 535774 504
73 092995 735
93 431
1 225 194
115 696
1 415 252
120 091

On-street parking
Mandated parking
areas
facilities
6 576
2 830
2 189
39 448750
123 9972 400
276 2852 339
403 3552 033
559 7091 417
863 955
1 381
1 297 958
1 275
1 771 028
1 386
2 212 069

(vehicles; at fiscal year's end)
Parking spaces per
Total
10,000 vehicles
89.5
20 627143.7
104 182147.0
267 296211.2
599 923240.3
912 374263.3
1 217 085
296.6
1 712 968
356.1
2 388 505
429.4
3 113 193
495.5
3 748 798

2006
2007
2008
2009
2010

120 575
121 336
120 775
122 574
121 651

1 450 858
1 482 645
1 549 878
1 570 013
1 604 463

2 325 538
2 429 997
2 514 807
2 571 884
2 634 973

1 216
1 100
1 357
1 361
1 032

3 898 187
4 035 078
4 186 817
4 265 832
4 362 119

514.1
533.6
556.0
567.4
580.5

2011
2012
2013
2014
2015

119 317119 214
118 877
119 943
119 872

1 623 951
1 664 443
1 661 432
1 699 455
1 762 050

2 689 925
2 949 036
3 004 444
3 068 737
3 106 853

785
775
775
606
601

4 433 9784 733 468
4 785 528
4 888 741
4 989 376

586.4
622.1
623.8
631.9
645.4

2016
2017
2018

118 009
116 332
114 835

1 805 432
1 823 115
1 878 182

3 171 713
3 271 052
3 347 922

601
601
601

5 095 755
5 211 100
5 341 540

656.2
668.6
683.6

Source: Annual Report of Motor Vehicle Parking (Ministry of Land, Infrastructure, Transport and Tourism)
Note: 1. Urban planning parking facilities that are also officially designated parking facilities are included in the number ofurban planning parking facilities. Mandated parking facilities that are also officially designated parking facilities are includedin the number of mandated parking facilities.
Note: 2. The number of vehicles owned includes light vehicles.

82

TRANSPORT POLICY IN PERSPECTIVE: 202011-2 Number of parking meters and parking permit ticket devices installed
Parking meters

Parking permit ticket dispensing devices
Number of vehicles
Numberallowed to park0
1 333
10 7931 635
13 043(at the end of March)

Total
Number of vehicles
Numberallowed to park
14 15714 15720 37229 83229 26240 670

1986
1990
1995

14 15719 03927 627

1996
1997
1998
1999
2000

27 68227 63627 56127 48826 988

1 642
1 630
1 602
1 587
1 574

12 926
12 74812 467
12 32912 32029 32429 26629 16329 07528 56240 60840 38440 02839 81739 308

2001
2002
2003
2004
2005

26 34125 82824 30823 28422 929

1 540
1 520
1 416
1 381
1 329

12 216
11 931
10 68410 4099 976

27 88127 34825 72424 66524 25838 55737 75934 99233 69332 905

2006
2007
2008
2009
2010

22 45322 45321 93021 58921 533

1 321
1 321
1 291
1 291
1 290

9 421
9 421
9 168
9 147
9 123

23 77423 77423 22122 88022 82331 87431 87431 09830 73630 656

2011
2012
2013
2014
2015

21 04020 77218 21117 33816 742

1 339
1 431
1 194
1 187
1 135

9 349
9 459
7 746
7 584
7 229

22 37922 20319 40518 52517 87730 38930 23125 95724 92223 971

2016
2017
2018
2019

16 06415 73015 39215 056

1 143
1 126
1 119
1 112

7 209
7 057
6 992
6 910

17 20716 856
16 51116 16823 27322 78722 38421 966

Source: Annual Report of Motor Vehicle Parking (Japan Parking System Manufacturers Association Incorporated)11-3 Parking Facilities in Major Cities
2013

Urban planningparking facilities

Officially designatedparking facilities

Mandated parking
facilities

On-street parking
areas

Total

Number of Number of Number of Number of Number of Number of Number of Number of Number of Number offacilities
parkingfacilities
parkingfacilities
parkingfacilities
parkingfacilities
parking
spacesspacesspacesspacesspaces
Sapporo City, Hokkaido
Sendai City, Miyagi Pref.
Saitama City, Saitama Pref.
Special Wards of Tokyo
Yokohama City, Kanagawa Pref.
Kawasaki City, Kanagawa Pref.
Nagoya City, Aichi Pref.
Kyoto City, Kyoto Pref.
Osaka City, Osaka Pref.
Kobe City, Hyogo Pref.
Hiroshima City, Hiroshima Pref.
Fukuoka City, Fukuoka Pref.

2
3
2
47
7
1
14
4
10
12
6
7

596
900
601
16 361
3 351
347
4 853
1 017
4 290
3 649
2 280
2 838

194
92
120
665
240
101
332
113
825
251
182
349

32 26416 92821 27795 93841 97813 91188 08533 38768 18353 28526 56960 927

3 516
1 044
173
22 314
7 177
1 305
3 048
863
7 614
1 090
1 730
3 224

201 947
87 06622 084648 984
362 829
67 215
162 653
36 103285 384
64 33762 681
124 473

13
-

533
-

3 712
1 139
295
23 026
7 424
1 407
3 394
939
8 449
1 353
1 880
3 580

234 807104 894
43 962761 283
408 158
81 473
255 591
70 606350 856
121 271
89 766188 238

Source: Annual Report of Motor Vehicle Parking (Ministry of Land, Infrastructure, Transport and Tourism)

83Statistics and Data

12. Travel Time in Daily Activities of Japanese People
12-1 Changes in time spent for daily activities of Japanese People (average of whole nation, average of doers)

1991
1996
2001
2006
2011
2016

Sundays

Saturdays

Weekday

Sundays

Saturdays

Weekday

Sundays

Saturdays

Weekday

Sundays

Saturdays

Weekday

Sundays

Saturdays

Weekday

Sundays

Saturdays

WeekdayMale

7:41 1:00 1:33 1:24 8:53 6:43 1:43 2:23 1:21 1:05 1:32 2:51 1:47 2:18 2:33 2:02 2:34 2:48 3:02 1:40

Famale7:27 1:19 1:40 1:15 7:01 6:53 3:51 2:47 3:14 1:05 1:13 2:48 1:53 2:11 2:15 1:47 2:34 2:17 2:28 1:33

Male

7:52 1:02 1:36 1:17 8:08 5:11 2:09 2:30 1:52 1:24 1:46 3:24 2:08 2:39 3:18 2:41 3:04 3:33 3:04 2:10

Famale7:35 1:20 1:43 1:08 6:29 5:11 3:54 2:44 3:17 1:18 1:25 3:03 2:06 2:17 2:37 2:09 2:43 2:56 2:36 1:49

Male

8:36 1:08 1:41 1:09 7:22 5:05 2:16 2:25 2:38 1:36 1:49 4:11 2:35 2:55 3:53 3:18 3:29 3:58 5:11 2:25

Famale8:10 1:24 1:46 1:05 6:15 4:49 3:47 2:51 3:19 1:33 1:34 3:15 2:19 2:36 3:03 2:58 3:03 3:28 5:07 2:09

Male

7:45 1:03 1:35 1:18 8:56 6:34 1:39 2:35 1:20 1:09 1:30 2:59 1:48 2:04 2:32 1:57 2:27 2:46 2:33 1:21

Famale7:31 1:24 1:42 1:06 6:58 6:35 3:45 2:47 3:06 1:05 1:14 2:55 1:52 2:02 2:12 1:40 2:26 2:16 2:08 1:21

Male

8:03 1:06 1:38 1:09 8:13 4:47 1:49 2:23 2:06 1:28 1:47 3:40 2:13 2:27 3:36 2:55 3:07 3:43 2:20 1:59

Famale7:48 1:24 1:44 1:00 6:25 4:44 3:47 2:33 3:08 1:24 1:33 3:15 2:07 2:16 2:40 2:16 2:43 3:07 2:10 1:47

Male

8:40 1:11 1:42 1:05 7:16 4:32 1:53 2:16 2:25 1:38 1:51 4:20 2:31 2:35 3:55 3:31 3:30 3:59 3:42 2:09

Famale8:18 1:28 1:47 1:00 6:06 4:32 3:40 2:37 3:05 1:36 1:39 3:28 2:18 2:24 2:56 3:02 3:00 3:28 3:33 1:59

Male

7:42 1:07 1:35 1:17 8:56 6:14 1:29 2:01 1:23 1:02 1:29 3:03 1:49 2:14 2:42 1:47 2:31 2:36 2:28 1:27

Famale7:29 1:27 1:40 1:05 6:52 6:17 3:35 2:18 3:11 1:03 1:15 2:55 1:52 2:09 2:10 1:32 2:28 2:12 2:08 1:21

Male

8:05 1:10 1:38 1:08 8:04 4:32 1:42 2:12 2:05 1:25 1:46 3:42 2:10 2:42 3:29 2:35 3:17 3:25 2:19 1:53

Famale7:50 1:28 1:44 0:57 6:13 4:24 3:36 2:08 3:10 1:21 1:34 3:08 2:03 2:26 2:36 1:55 2:50 2:52 2:10 1:41

Male

8:36 1:14 1:41 1:05 7:16 4:02 1:43 1:59 2:13 1:30 1:52 4:21 2:26 2:49 3:44 3:04 3:51 3:44 3:27 2:01

Famale8:16 1:31 1:47 0:58 6:01 3:49 3:25 2:14 2:57 1:30 1:41 3:22 2:11 2:43 2:49 2:22 3:07 3:05 3:32 1:49

Male

7:38 1:11 1:35 1:19 9:08 6:46 1:38 2:14 1:32 1:04 1:28 3:05 1:56 2:13 2:42 1:56 2:30 2:39 2:37 1:40

Famale7:26 1:30 1:41 1:06 7:06 6:46 3:37 2:11 3:14 1:04 1:15 2:58 1:59 2:06 2:17 1:32 2:31 2:15 2:17 1:29

Male

8:05 1:16 1:31 1:11 8:12 4:43 1:50 2:06 2:22 1:26 1:51 3:52 2:27 2:48 3:38 3:03 3:22 3:38 2:23 2:09

Famale7:50 1:32 1:46 0:59 6:28 4:40 3:31 2:22 3:25 1:24 1:40 3:16 2:17 2:30 2:50 2:13 3:10 3:03 2:20 1:55

Male

8:33 1:19 1:44 1:05 7:24 4:16 1:50 2:08 2:34 1:37 1:53 4:22 2:43 2:54 3:55 3:10 3:52 3:40 3:37 2:16

Famale8:11 1:35 1:49 0:57 6:19 4:08 3:29 2:19 3:09 1:34 1:42 3:26 2:23 2:41 2:59 2:20 3:10 3:11 2:46 1:58

Male

7:37 1:14 1:35 1:19 9:10 7:05 1:40 2:00 1:31 1:08 1:32 3:20 2:07 2:19 2:54 1:55 2:25 2:42 2:28 1:45

Famale7:26 1:34 1:41 1:07 7:04 7:25 3:36 2:03 3:15 1:08 1:16 3:06 2:05 2:04 2:20 1:33 2:25 2:18 2:07 1:28

Male

8:10 1:18 1:40 1:11 8:14 4:28 1:41 2:05 2:37 1:32 1:45 4:13 2:46 2:57 3:48 2:46 3:25 3:41 2:16 2:03

Famale7:55 1:36 1:45 1:00 6:36 4:23 3:25 2:04 3:25 1:28 1:34 3:33 2:29 2:34 2:53 2:02 3:03 3:03 2:09 1:53

Male

8:27 1:23 1:44 1:08 7:36 4:04 1:47 2:14 2:51 1:37 1:53 4:35 2:55 2:59 4:02 3:03 3:52 3:43 3:39 2:13

Famale8:06 1:38 1:48 1:00 6:20 3:48 3:28 2:10 3:21 1:37 1:43 3:38 2:31 2:39 3:01 2:16 3:10 3:12 3:07 1:56

Male

7;34 1:19 1:37 1;25 9:08 6:53 1:39 2:10 1:49 1:06 1:32 3:30 2:15 2:15 3:03 1:53 2:23 2:41 2:26 2:00

Famale7:25 1;29 1:42 1:11 7:10 6:14 3:31 2:01 3:34 1:08 1:19 3:09 2:11 1:58 2:24 1:31 2:21 2:21 2:21 1:41

Male

8:04 1:26 1:44 1:15 8:09 4:34 1:47 1:54 3:10 1:32 1:54 4:09 2:58 2:43 4:08 2:56 3:31 3:39 2:14 2:25

Famale7:52 1:41 1:48 1:07 6:34 3:57 3:26 2:06 3:48 1:30 1:41 3:29 2:37 2:27 3:03 2:07 3:03 3:15 2:13 2:14

Male

8:25 1:30 1:48 1:12 7:37 4:08 1:49 1:58 3:09 1:42 1:58 4:37 3:15 2:56 4:17 3:05 3:39 3:41 3:12 2:27

Famale8:09 1:44 1:52 1:06 6:23 3:22 3:26 2:04 3:47 1:40 1:45 3:40 2:45 2:27 3:08 2:20 3:03 3:14 3:14 2:14

Source: Social Life Basic Survey (Ministry of Internal Affairs and Communications Statistics Bureau)
Note: 1. Total hours of all activities don't add up to 24 hours because they don't include the people who didn't make theactivity.
Note: 2. Item "Medical treatment / recuperation" was applied from 1991 survey.

84

Other / unknown

Consultation, medical treatment

Dating, socializing

Volunteer and social interactions

Sports

LeisureLearning, self-development and training

Rest

Mass media contact

Other travel

Shopping

Childcare

Medical treatment / recuperation

Housework

Study

Work

Going to work or school

Eat

Personal care

Sleep(hours : minutes)

TRANSPORT POLICY IN PERSPECTIVE: 202012-2 Travel time by different population segments (weekdays, average time spent by the doer, total of both)(hours : minutes)
1990

Male: by age group
Female: by age group
By occupation
By size of city

2000

2005

2010

2015

Going towork

Going toschoolGoing towork

Going toschoolGoing towork

Going toschoolGoing towork

Going toschoolGoing towork

Going toschoolGoing towork

Going toschool

1:07
1:13
:57
:35
:56
1:09
1:10
1:16
1:17
1:16
1:00
:34
1:02
1:13
:50
:48
:55
:56
:55
:46
:53
1:02
1:02
1:15
1:28
1:12
:51
1:11
1:32
1:20
1:03
:59
:55
:56

1:06
1:05
1:08
:50
1:22
1:38
:46
:46
:42
1:48
1:50
:52
1:29
1:40
:31
:35
:51
:31
1:00
:29
1:05
:51
:48
:46
1:27
:58
:48
:58
1:17
1:09
1:04
:59
1:03
1:06

1:15
1:23
1:02
:51
1:02
1:18
1:20
1:22
1:30
1:25
1:20
:39
:59
1:14
1:00
:55
:59
1:05
:55
1:12
1:09
1:09
1:10
1:21
1:37
1:13
:58
1:12
-

1:11
1:10
1:12
:54
1:31
1:45
:44
1:22
:31
:32
1:15
:55
1:34
1:42
:53
:48
:55
:47
1:10
:35
:42
1:11
:45
:49
1:17
:48
:50
1:10
-

1:16
1:21
1:09
:15
:43
1:16
1:18
1:20
1:26
1:28
1:10
:57
1:20
1:14
1:01
1:03
1:12
:58
1:04
1:18
1:17
1:12
1:20
1:23
1:18
1:03
1:27
1:39
1:28
1:11
1:05
:55
1:05

1:05
1:06
1:04
:52
1:31
1:46
1:17
:40
:51
:49
:15
:50
1:26
1:05
1:02
:40
:39
:35
1:00
:37
:36
:53
1:15
1:00
:25
1:15
1:13
1:11
:55
1:02
:54
1:13

1:16
1:21
1:09
:15
:43
1:16
1:18
1:20
1:26
1:28
1:10
:57
1:20
1:14
1:01
1:03
1:12
:58
1:04
1:18
1:17
1:12
1:20
1:23
1:18
1:03
1:27
1:42
1:25
1:12
1:05
1:03
1:06

1:05
1:06
1:04
:52
1:31
1:46
1:17
:40
:51
:49
:15
:50
1:26
1:05
1:02
:40
:39
:35
1:00
:37
:36
:53
1:15
1:00
:25
1:15
1:19
1:24
1:07
0:58
0:58
1:06

1:16
1:23
1:06
0:53
1:16
1:17
1:33
1:27
1:22
1:39
1:16
1:17
1:09
1:02
:56
1:13
1:14
:48
1:09
1:12
1:17
1:19
1:23
1:19
1:19
1:44
1:37
1:28
1:09
1:05
1:10
1:03

1:12
1:13
1:12
1:09
2:00
1:15
:33
:39
1:11
1:54
:49
:39
:20
:49
:45
:50
:42
:31
:59
:55
:36
:35
:39
1:25
1:05
1:00
1:10
1:04
1:27

1:19
1:27
1:08
:47
1:24
1:27
1:25
1:31
1:30
1:23
1:08
1:25
1:11
1:07
1:01
1:00
1:03
1:27
1:18
1:13
1:14
1:26
1:28
1:19
:49
1:11
1:42
1:26
1:09
1:11
1:11
1:08

1:16
1:17
1:14
1:14
1:53
1:08
:48
:54
:39
:47
1:14
1:51
:40
:43
:35
:52
1:04
:35
:45
1:07
:43
:46
:43
:30
:50
1:06
1:27
1:18
1:08
1:14
1:11
1:12

Whole nation
By gender

1995

Male
Female
10～15
16～19
10s
20s
30s
40s
50s
60s
70s and over
10～15
16～19
10s
20s
30s
40s
50s
60s
70s and overFarmer / fisher / forest worker
Self-employed
Sales or service person
Blue-collar worker (skilled / unskilled)

Office worker / technical expert
Management & administration
Professional or free-lance worker, or otherHousewife
Unemployed
Tokyo area
Osaka area
City of a half million or more
City of 100,000 or more and less than 500,000

City of less than 100,000
Town / village

Source: National Time Use Survey (NHK Broadcasting Culture Research Institute)
Note: 1. The survey method was changed starting from 1995 so that the data of 1995 onward cannot be directly compared withthe data of 1990 and before.
Note: 2. Size of city in 2010 are "City of 300,000 or more", "City of 100,000 or more", "Cities, towns and villages of 50,000 or more","Cities, towns and villages less than 50,000".

13. Transport and Communications Expenditures of Japanese Households
13-1 Transport and communications expenditures of households (monthly average; working-class, nationwide)
Consumption expenditures
Food
Housing
Utilities
Funiture / housework supplies
Clothing & shoes
Health maintenance / medical expenditures

Transport / communicatuons
Transport & motor vehicle related expenditures

Transport
Railway fares
Railway passes
Bus fares
Bus passes
Taxi fares
Airplane fares and other

Vehicle related expenditures
Purchace of motor vehicle, etc.
Purchace of bicycle
Maintenance of motor vehicle

Communication
Education
Cultural matters / entertainment
Other expenditures

1990

1995

2000

2005

2010

2015

2016

2017

2018

331 595
79 99316 47516 797
13 10323 9028 670
33 49927 072
7 543
2 730
1 877
423
463
671
1 379
19 5296 842369
12 3196 426
16 82731 76190 569349 663
78 947
23 41219 551
13 04021 0859 334
38 52431 419
8 064
2 654
2 269
356
474
545
1 766
23 355
7 734
337
15 2847 104
18 46733 221
94 082341 896
75 17421 71621 282
11 26817 19510 90143 63233 118
7 873
2 453
2 198
326
395
460
2 041
25 2458 847
342
16 055
10 51418 26133 796
88 670296 79064 28223 71318 0048 634
13 37410 24043 29631 372
8 090
2 533
2 311
342
400
406
2 099
23 2826 187
199
16 896
11 92413 93431 33269 979283 401
63 03122 47918 400
8 725
12 3439 655
42 91630 173
6 747
2 164
2 041
373
250
445
1 473
23 426
6 462
272
16 69212 74413 70731 57560 569276 567
66 21721 75719 1508 913
12 1929 472
43 08029 257
7 461
2 491
2 188
401
220
516
1 646
21 7965 701
249
15 84613 82413 08327 48655 218268 289
65 52321 78317 2338 916
11 1759 505
41 67227 625
6 858
2 165
2 116
364
173
466
1 575
20 767
5 725
333
14 70914 047
13 74927 49751 237271 136
65 13621 15917 6718 884
11 4039 926
42 07927 879
6 979
2 203
2 153
370
176
474
1 602
20 9005 725
333
14 70914 20013 50327 03454 342275 706
66 95020 85518 471
9 366
11 286
10 26745 50530 943
7 093
2 318
2 198
388
189
433
1 566
23 8506 516
455
16 87914 11213 57327 16052 721

2019

280 531 100.0%
67 342 24.0%
21 783
7.8%
18 225
6.5%
9 831
3.5%
11 2084.0%
10 827
3.9%
46 679 16.6%
33 032 11.8%
7 849
2.8%
2 565
0.9%
2 135
0.8%
424
0.2%
261
0.1%
510
0.2%
1 954
0.7%
25 183
9.0%
7 437
2.7%
411
0.1%
17 334
6.2%
13 647
4.9%
12 873
4.6%
28 219 10.1%
53 542 19.1%

Source: Family Income And Expenditure Survey: Annual Report (Ministry of Internal Affairs and Communications)
Note: Individual transport expenditures are estimated by dividing total transport expenditures (monthly average) by the annual share for each
item.

85

Statistics and Data

13-2 Changes in consumer prices for transport and communications(annual average; figures for 1995 are set as 100)

1990
1995
2000
2005
2010
2015
Overall consumer prices
93.5
100.0
101.5
99.3
98.9
101.7
Transport / communication
99.0
100.0
97.8
96.6
95.1
98.5
Transport
93.5
100.0
105.6
106.1
105.4
114.6
Railway fees (excl. Japan Railway)
86.8
100.0
110.7
111.2
111.8
114.5
Railway fees (Japan Railway)
100.0
100.0
103.2
102.8
102.8
105.6
General route bus fares*
88.8
100.0
105.5
105.3
106.1
109.6
Taxi fares
82.2
100.0
106.3
106.2
113.1
117.1
Air fares
100.3
100.0
102.4
108.3
109.4
119.4
Toll road fares
95.2
100.0
103.7
104.4
92.5
132.9
Motor vehicle related expenditures
100.1
100.0
95.2
98.5
99.1
103.4
Motor vehicles
100.4
100.0
101.0
99.7
98.4
101.1
Maintenance of motor vehicles
100.0
100.0
93.1
98.1
99.1
103.7
Gasoline
110.4
100.0
91.0
107.4
115.2
119.3
Rent for parking spaces
82.0
100.0
101.6
100.3
98.5
96.9
Parking fees
87.7
100.0
99.1
95.4
92.1
92.3
Communications
105.8
100.0
93.4
79.5
74.2
73.8
Postage
81.0
100.0
100.0
100.0
100.0
104.0
Fixed telephone charge**
110.0
100.0
93.7
75.0
75.2
77.6
Shipping fees
89.8
100.0
101.8
101.8
95.3
97.9
Source: Annual Report on Consumer Price Index (Ministry of Internal Affairs and Communications)* The "General route Bus fares" for 1990 and 2010 means the "bus fares".
** The "Fixed telephone charge" for 1990 and 1995 means the charge per telephone call.

2016
102.3
96.5
114.5
114.7
105.6
109.8
117.5
116.4
133.4
100.3
101.3
99.4
104.6
96.9
91.6
73.1
104.0
78.8
97.9

2017
102.9
96.8
114.4
115.1
105.6
109.8
117.9
112.2
134.4
102.8
101.3
102.7
116.0
96.9
93.2
70.3
115.6
78.8
100.1

2018
103.8
98.1
114.5
115.1
105.6
110.4
118.5
113.0
134.9
106.0
101.9
106.8
130.2
97.3
94.4
69.2
124.0
78.8
109.5

2019
104.3
97.5
115.3
115.8
106.2
111.2
119.3
114.4
135.4
106.1
102.7
106.6
127.2
97.5
94.8
67.1
124.5
79.1
110.2

13-3 Monthly transport / communications expenditures per household by size of city or by city area
(average of all households, 2019)
City size

Consumer expenditures
Food
Housing
Utilities
Funiture / housework utensils
Clothing & shoes
Health maintenance / medical treatment
Transport / communication(Ratio to the total consumption expenditure)

Transport(Ratio to the total consumption expenditure)

Vehicle related expenditures(Ratio to the total consumption expenditure)

Purchase of motor vehicles, etc.

Purchace of bicycle
Maintenance of motor vehicle
Communication(Ratio to the total consumption expenditure)

Education
Cultural matters / entertainment
Other expenditures

All
CitiesBig Cities

Middlesize cities

249 704
63 48218 35618 4859 402
9 074
11 82036 005245 309
64 33622 427
16 4978 543
9 457
11 79031 349252 741
64 20718 20818 8199 658
9 138
11 91836 475

Metropolitan areas
Small
Kanto
Tokai
Kinki
Chugoku Kyushu
Small cities B &(Tokyo (Nagoya (Osaka (Hiroshim (Fukuoka
cities A towns /
area)
area)
area)
a area)area)
villages
251 970 249 963 268 389 255 551 237 645 242 717 232 068
62 42561 51168 60363 96663 45359 90257 21914 86314 53221 78816 13316 49618 83416 38919 31121 33018 15518 62917 30217 25716 5569 759
10 38310 064
10 565
8 438
9 613
9 252
8 935
8 203
10 105
9 340
8 707
8 372
8 788
11 897
11 53713 04712 08811 08411 30011 22538 03143 11736 28939 80530 84639 95734 050

14.4%

12.8%

14.4%

15.1%

17.2%

13.5%

15.6%

13.0%

16.5%

14.7%

5 732

7 596

5 263

4 962

3 412

7 841

4 894

5 517

4 298

3 854

2.3%

3.1%

2.1%

2.0%

1.4%

2.9%

1.9%

2.3%

1.8%

1.7%

13 60319 81121 17026 75224 14317 33222 95914 50624 53618 934

5.4%

8.1%

8.4%

10.6%

9.7%

6.5%

9.0%

6.1%

10.1%

8.2%

3 340
389
9 875
10 1505 550
263
13 99911 401

4 296
229
16 645
11 8997 691
184
18 877
12 9526 010
140
17 99312 641

4 413
368
12 55111 116

5 783
387
16 78911 952

2 845
348
11 31310 8227 914
205
16 41611 1234 596
131
14 207
11 261

4.1%

4.6%

4.8%

5.2%

5.1%

4.5%

4.8%

4.3%

4.5%

4.5%

8 149
26 91545 8458 059
25 81750 4437 548
25 86453 3375 479
22 60251 2694 722
21 37952 2439 679
29 46851 1918 683
25 77750 5667 322
25 74748 2505 929
23 40648 1465 777
21 13051 682

Source: Annual Report of Family Income and Expenditure Survey (Ministry of Internal Affairs and Communications)[City size] Big city: population of one million and over
Middle-size city: population between 150,000 and less than one million
Small city A: population between 50,000 and less than 150,000
Small city B: population is less than 50,000

86TRANSPORT POLICY IN PERSPECTIVE: 2020

14. Energy Consumption in Japan and Other Countries
14-1 Energy consumption by transport modes in Japan
Passenger transport
Railways
Buses
Passenger cars
Commercial passenger cars
Private passenger cars

Passenger ships
AircraftFreight transport
Railways
Passenger cars
Coastal shipping
Aircraft
Total (Passenger & Freight)(10 billion kcal)

FY 1975
23 8051 456
1 414
19 1292 089
17 040140
1 665
22 491407
15 6906 268
126

FY 1980
29 7281 513
1 339
24 385
1 870
22 515130
2 360
25 274320
18 901
5 833
221

FY 1985
34 0161 520
1 297
28 7642 113
26 65199
2 336
24 864198
19 5744 769
323

FY 1990
44 922
1 847
1 530
38 5372 384
36 153167
2 840
29 464160
25 2783 613
414

FY 1995
54 1921 947
1 505
46 9031 735
45 168140
3 697
32 448154
27 9773 794
523

46 29655 00258 88074 386

86 640FY 2000
FY 2005
FY 2010
FY 2015
FY 2016
FY 2017
FY 2018
58 10059 04154 87349 21348 66748 05347 171
1 941
2 007
1 987
1 959
1 971
1 990
1 992
1 378
1 503
1 623
1 589
1 559
1 539
1 508
51 10451 41947 11041 28340 89840 49539 639
1 532
1 494
1 284
1 006
942
896
826
49 57249 92545 82640 27739 95639 59938 813
208
173
144
149
150
152
151
3 469
3 940
4 007
4 234
4 090
3 877
3 881
32 63931 45928 25127 59627 25327 37727 154
134
140
124
125
126
127
127
26 65725 97024 371
24 951
24 58424 78824 624
5 279
4 792
3 245
2 010
2 052
1 990
1 967
570
557
511
509
492
472
436
90 73990 50083 12476 80975 92075 43074 325

Source: EDMC Handbook of Japan's & World Energy & Economic Statistics (The Institute of Energy Economics)

14-2 Energy consumption in Japan and other countries (2017)

Energy consumption per person

Japan
3.41

U.S.A.
Germany
6.63
3.77

U.K.
2.66

France
3.70

China
2.21

Russia5.07(oil-equivalent; tons / person)

Oil consumption per person

1.39

2.43

1.25

0.92

1.09

0.41

1.07

432
293

2 155
1 520

311
227

176
127

247
154

3 063
1 995

732
488

86
(29.5)
71(24.2)
101(34.5)

261(17.2)
625(41.1)
488(32.1)

56(24.8)
58(25.4)
90(39.6)

23(18.0)
42(32.7)
56(43.7)

28(18.2)
45(29.5)
67(43.4)

986(49.4)
310(15.5)
537(26.9)

150(30.7)
96(19.7)
173(35.5)(oil-equivalent; tons / person)

Total energy consumption(oil-equivalent; x 1 million tons)

As primary energy
As final consumption
Breakdown of final energy consumption(oil-equivalent; x 1 million tons)
Industrial sector(%)
Transport sector(%)
Commercial & residential sector(%)

Source: EDMC Handbook of Japan's & World Energy & Economic Statistics (The Institute of Energy Economics)

87

Statistics and Data

15. Travel in Japan
15-1 Number of trips made per person by trip purpose
Purpose Going to work
City area/ schoolTokyo metropolitan area
0.56
Keihanshin (Kyoto-Osaka-Kobe) metropolitan area
0.46
Chukyo (Nagoya) metropolitan area
0.64

(unit: number of trips per person per day / weekdays)

Going home

Business

1.00
0.90
1.19

Other

0.23
0.20
0.24

Total
0.61
0.64
0.78

2.41
2.18
2.85

Note: Data for Tokyo are from the fifth survey (2008); for Keihanshin (weekdays & holidays), from the fifrth survey (2010); and for Chukyo,
from the fifth survey (2011).

15-2 Number of trips made per person by trip purpose and by automobile ownership(unit: number of trips per person per day)

1992
1999
2005
2010

Three major metropolitan area
Owning a car Family shared a car Not owning a car
2.85
2.61
2.24
2.59
2.58
2.17
2.52
2.49
2.11
2.73
2.56
2.20

local city area
Owning a car Family shared a car Not owning a car
3.12
2.70
2.16
2.63
2.50
1.99
2.65
2.44
1.93
2.78
2.58
2.07

Source: Movement of people in the City (Ministry of Land, Infrastructure and Transport)

15-3 Comparison of trip purposes by city type (%)(Unit: %)Weekdays

Nationwide

Three major
metropolitan
area

Local city
areas

Holidays

Nationwide

Three major
metropolitan
area

Local city
areas

1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010

Going to work
13.3
14.3
15.7
15.8
15.4
13.9
14.7
15.8
16.3
15.8
12.6
13.9
15.6
15.3
15.0
3.4
3.0
3.9
4.0
3.9
3.2
2.8
3.6
3.8
3.7
3.6
3.2
4.2
4.1
4.1

Going to school

9.5
8.5
7.2
7.1
6.3
10.1
8.8
7.0
6.9
6.3
8.9
8.3
7.4
7.3
6.3
2.3
2.0
0.7
0.9
0.8
2.2
1.9
0.5
0.6
0.6
2.3
2.0
1.0
1.2
1.1

Business
12.6
10.4
9.3
8.3
8.4
10.9
9.1
8.7
7.2
7.9
14.1
11.7
10.0
9.4
9.0
4.3
1.7
1.8
2.9
2.7
3.5
1.3
1.6
2.5
2.4
4.9
2.1
1.9
3.3
2.9

Source: Movement of People in the City (Ministry of Land, Infrastructure and Transport)

88

Going home
40.6
40.9
41.5
41.7
40.6
41.3
41.5
41.9
42.3
41.1
40.0
40.2
41.2
41.0
40.2
41.9
41.8
41.5
41.1
40.3
42.4
42.3
41.6
41.6
40.7
41.4
41.3
41.3
40.5
39.9

Personal matters

24.0
25.9
26.2
27.1
29.3
23.7
25.9
26.5
27.2
28.9
24.3
25.9
25.8
27.0
29.6
48.2
51.5
52.1
51.2
52.3
48.7
51.7
52.7
51.4
52.6
47.8
51.4
51.5
50.9
52.0

TRANSPORT POLICY IN PERSPECTIVE: 2020

15-4 Comparison of transport mode by city type

RailwaysWeekdays

Nationwide

Three major
metropolitan
area

Local city
areas

Holidays

Nationwide

Three major
metropolitan
area

Local city
areas

1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010

(Unit: %)

Buses
11.6
13.6
13.4
13.2
14.9
22.3
25.5
23.8
23.1
26.0
2.5
2.9
3.3
3.5
3.9
7.3
7.6
7.5
7.1
8.6
14.4
15.0
13.2
12.5
15.1
1.9
1.9
2.2
2.0
2.3

3.9
3.9
3.3
2.8
2.9
3.3
3.2
2.8
2.5
2.7
4.5
4.6
3.8
3.0
3.1
3.2
2.6
2.1
1.7
1.9
3.0
2.4
2.1
1.6
1.9
3.3
2.8
2.1
1.7
1.8

Motor vehicles
34.0
39.0
42.5
45.2
45.7
26.4
29.1
33.6
33.9
33.0
40.4
48.0
51.2
56.3
58.2
45.9
53.8
60.0
63.5
61.3
37.7
44.5
52.3
54.1
50.1
52.3
61.0
67.0
72.5
72.0

Motorcycles
Walking & other
23.2
27.4
19.4
24.0
19.4
21.4
18.5
20.3
16.8
19.7
19.8
28.2
16.9
25.2
18.2
21.7
18.5
22.0
16.8
21.5
26.0
26.7
21.6
22.9
20.5
21.1
18.6
18.5
16.8
18.0
21.9
21.7
17.6
18.4
15.8
14.6
13.1
14.5
12.9
15.3
20.7
24.2
16.8
21.4
16.0
16.3
14.2
17.6
14.4
18.4
22.8
19.7
18.2
16.2
15.6
13.1
12.0
11.7
11.6
12.4

Source: Movement of People in the City (Ministry of Land, Infrastructure and Transport)

15-5 Number of trips per person by city type
Nationwide

Gross*(unit: trips)

Net**(unit: trips)

Percentage oftravelers**
(%)

1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010

2.63
2.51
2.34
2.31
2.44
3.04
2.94
2.77
2.76
2.84
86.3
85.4
84.6
83.6
85.8

Weekdays
Three major
Local city areas
metropolitan
area
2.52
2.74
2.46
2.56
2.37
2.32
2.31
2.31
2.42
2.46
2.91
3.17
2.84
3.04
2.75
2.79
2.72
2.81
2.80
2.88
86.3
86.2
86.6
84.2
86.0
83.1
85.0
82.1
86.5
85.2

Nationwide

2.13
2.03
1.90
1.85
2.08
3.06
3.01
2.84
2.86
2.91
69.3
67.2
66.6
64.6
71.3

Holidays
Three major
Local city areas
metropolitan
area
1.94
2.32
1.84
2.22
1.86
1.93
1.82
1.88
2.02
2.13
2.94
3.18
2.86
3.16
2.78
2.90
2.79
2.93
2.84
2.98
65.9
72.8
64.2
70.2
67.0
66.3
65.1
64.2
71.2
71.4

Source: Movement of People in the City (Ministry of Land, Infrastructure and Transport)
Note: 1. Gross: Trips per person (persons = both those who went out and those who did not)Note: 2. Net: Trips per person (of persons who went out)
Note: 3. Percentage of travelers: Percentage of people who made a trip on that day

89

Statistics and Data

15-6 Percentage of the main transport mode by trip purpose(nationwide)
Railways
Going towork

Going toschool

Weekdays

Business

Going home

Privatematters

All purpose

Going towork

Going toschoolHolidays

Business

Going home

Privatematters

All purpose

1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010
1987
1992
1999
2005
2010

Buses
24.3
26.3
24.6
24.8
27.4
13.2
17.6
17.0
18.3
16.5
7.0
8.3
9.3
8.3
11.2
12.5
15.0
14.5
14.5
15.3
6.9
7.5
7.6
6.8
7.7
12.1
14.2
14.0
13.8
14.9
16.7
16.3
15.6
16.7
17.5
9.6
11.4
12.3
17.9
14.3
5.5
4.7
6.8
6.8
8.1
7.9
8.1
8.0
7.7
8.5
7.0
7.3
7.0
6.4
7.6
7.7
8.0
7.8
7.5
8.6

5.7
5.2
3.8
3.0
3.4
3.2
3.4
2.7
2.4
2.6
1.6
1.1
1.2
1.0
1.0
4.1
4.2
3.5
2.9
3.1
4.0
3.8
3.4
3.0
2.9
3.9
3.9
3.2
2.8
2.9
5.9
5.1
3.8
2.7
2.9
3.7
1.7
3.3
3.1
2.7
1.7
0.6
0.9
1.3
1.3
3.4
2.9
2.3
1.8
1.9
2.9
2.3
1.9
1.5
1.7
3.2
2.6
2.1
1.7
1.9

Motor vehicles
40.9
45.1
47.6
47.4
44.9
5.4
7.2
7.8
8.6
8.8
71.0
76.3
75.1
75.8
71.6
28.7
34.2
38.8
41.6
42.9
29.6
37.5
41.7
47.7
51.2
33.6
38.7
42.1
44.7
45.7
44.7
51.4
52.9
53.4
51.8
5.8
7.0
17.5
17.9
11.3
62.0
80.4
72.3
67.1
67.7
43.0
50.7
57.5
61.1
59.7
48.4
56.6
61.9
65.9
64.3
45.6
53.4
59.6
63.0
61.3

(Unit: %)Motorcycles
Walking & othes
20.9
8.2
16.7
6.7
16.6
7.5
17.6
7.2
17.2
7.2
19.6
58.6
19.0
52.8
19.2
53.3
19.9
50.8
18.5
53.7
12.8
7.6
8.2
6.1
8.4
6.0
8.2
6.8
8.6
7.7
24.8
29.9
20.8
25.8
20.7
22.6
19.7
21.3
18.2
20.6
27.6
32.0
22.5
28.7
22.5
24.8
19.8
22.8
16.5
21.6
22.9
27.4
19.2
24.1
19.3
21.4
18.5
20.3
16.8
19.7
22.5
10.2
19.3
7.8
18.9
8.7
18.4
8.8
18.9
8.9
23.2
57.7
23.5
56.3
34.4
32.4
33.2
27.9
36.3
35.4
19.5
11.4
8.4
6.0
12.4
7.6
13.2
11.6
11.6
11.2
23.4
22.3
19.2
19.0
17.3
14.9
14.5
14.9
14.3
15.7
20.4
21.3
16.1
17.8
14.2
15.0
11.3
14.9
11.0
15.5
21.8
21.8
17.5
18.6
15.8
14.7
13.2
14.7
12.9
15.3

Source: Movement of People in the City (Ministry of Land, Infrastructure and Transport)

90

TRANSPORT POLICY IN PERSPECTIVE: 2020

15-7 Transport used by trip purpose (percentages of of the main transport mode)(Unit: %)City area

Transport

Railways
Buses
Motor vehicles
Motorcycles
Walking & other
Total
PurposeGoing to work
53
2
24
13
7
100
Going to school
31
2
7
11
49
100
Going home
31
3
27
17
22
100
Home to place ofbusiness
32
2
39
16
11
100
Tokyo metropolitan
Betweenworkplacearea (weekdays)
and place of business
26
1
58
7
8
100
Home to private
destination
12
4
34
23
27
100
Other private matters
21
3
32
15
29
100
All purposes
30
3
29
16
22
100
Going to work
38
2
30
23
7
100
Going to school
26
3
4
15
52
100
Keihanshin
Going
home
21
3
29
23
24
100
metropolitan area
Business
16
2
51
18
13
100
(weekdays)
Personal
10
3
35
24
28
100
All purposes
20
3
31
22
24
100
Going to work
22
2
59
12
5
100
Going to school
19
1
8
15
57
100
ChukyoGoing home
13
1
56
13
17
100
metropolitan
Business
5
0
87
4
4
100
area (weekdays)
Personal
5
1
69
11
14
100
All purposes
12
1
59
12
16
100
Going to work
16
1
63
14
6
100
Going to school
21
1
13
32
33
100
ChukyoGoing home
7
1
75
8
9
100
metropolitan
Business
4
0
84
7
5
100
area (holidays)
Personal
5
1
80
6
8
100
All purposes
6
1
77
7
9
100
Source: Data for Tokyo are from the fifth survey (2008); for Keihanshin (weekdays & holidays), from the fifth survey (2010); and for Chukyo,
from the fifth survey (2011).

91

Statistics and Data

16. Basic Transport Data for Major World Cities (2015, 57 Cities)
Gross product of
the area perperson(x1000persons)（vehicles/1000p (vehicles/1000pe（euro/person/Year）
ersons）
rsons）

CitiesAbu Dhabi
Addis Abeba
Amsterdam
AnkaraAthensBarcelona
Beijing
BerlinBirmingham
Brisbane
Brussels
Budapest
Casablanca
ChicagoCopenhagen
Delhi
Dubai
DublinGenevaGlasgow
Gothenburg
Hamburg
HelsinkiHong Kong
Jerusalem
Johannesburg
Lagos
LisbonLondonMadridMelbourne
Milan
Montreal
Moscow
Mumbai
MunichNairobi
Oslo
Paris
Phoenix
PortlandPragueRome
Seoul
Singapore
Stockholm
Stranbourg
SydneyTaipeiTallinn
TehranTokyo
Turin
Vancouver
ViennaWarsaw
ZurichMotor vehicle Ownership

Population

913
3,384
1,450
4,606
3,828
3,220
20,693
3,375
2,762
2,880
1,154
1,727
4,055
8,444
1,691
16,753
2,003
1,804
470
2,162
1,600
3,327
1,165
7,071
1,130
4,434
20,621
2,800
8,310
6,498
4,194
2,123
3,772
12,197
20,748
1,439
4,500
1,169
11,978
4,087
1,489
1,246
2,913
24,734
5,312
2,127
473
4,676
2,673
416
8,400
37,239
1,515
2,410
1,741
1,715
1,406

PassengerCar

78,70036,1008,700
26,20023,50011,50027,90021,30048,00030,30022,3003,700
57,7002,900
32,10039,90081,40036,80035,90029,4004,800
20,10044,30026,90043,00023,70051,90071,50045,80036,70027,30042,80039,40052,00049,40047,90016,20039,60027,20040,50025,60071,400Source: MOBILITY IN CITIES DATABASE 2015

92

528
35
371
195
718
383
209
339
450
624
441
327
369
391
360
147
461
396
467
440
453
452
391
70
190
171
75
433
307
506
593
570
573
319
28
452
72
450
414
584
840
538
641
271
116
389
545
500
283
378
370
329
661
439
390
575
484

Motorcycles

6.0
3.8
29.5
8.1

Publictransport

Walking &biceclesPrivatecars（km/vehicle/year）

（％）

（％）

（％）

12,618
4,637

27.7
18.8
296.2
10.0
8.9
110.1
8.3
30.6
36.5
30.0
8.1
10.4
6.5
1.5

8,813
10,9004,718

27,945

17,937

14,182
14,442

11,400
8,134
6,867

14.9
45.3
24.4
111.5

8,950

6.1
50.4
38.4

6,000

51.0
41.8
22.5
28.4
63.9
142.2
33.4
27.1
19.0

10,700

20.9
411.5
16.0
38.0
30.6
21.2
47.9
19.2
72.2

Average travel
Averagetime for private
number of trips
cars（trips/person/day）

4.9
48.2

11.8
42.7

83.3
9.1

2.06
1.11

23.8

51.7

23.9

3.22

26.0
12.2
6.4
26.9
37.0
13.0
6.9

43.0
23.9
10.5
40.5
24.7
53.0
11.5

31.0
63.8
83.1
33.6
38.3
34.0
81.6

3.00
2.38
3.00
2.77
2.13
2.71
3.11

21.5
10.9
12.0
16.0
12.1
10.6
13.4
26.1
52.2
15.3
10.0
48.0

45.0
13.2
13.0
42.0
25.0
28.1
40.4
33.8
36.9
37.3
30.9
40.0

25.1
75.9
75.0
41.0
62.9
59.7
51.7
40.0
11.5
42.2
57.0
12.0

1.43
1.81
2.00
3.40
2.80
2.74
2.87
2.95
2.39
2.49
1.10
1.07

35.0
28.6
7.5
42.3
17.9

26.1
30.4
18.0
13.1
12.3

38.8
40.8
73.7
44.5
69.1

3.13
2.45
2.85
2.47
2.32

45.0
21.0
7.6
23.5
20.3
1.4
4.2
52.8
25.7
36.9
44.0
20.9
12.2
5.9
32.0
40.0
12.7
33.0
18.9
14.0
39.4

33.0
42.0
47.8
28.1
40.4
10.1
12.0
21.8
14.0
23.7
23.1
35.1
41.4
19.1
19.0
34.0
36.2
36.0
26.3
13.0
33.8

22.0
37.0
15.2
48.4
39.2
84.3
83.7
25.4
60.2
39.3
33.2
44.1
46.4
72.9
48.0
26.0
51.1
29.0
54.6
73.0
26.9

1.66
3.40
1.32
2.76
3.40
3.76
3.70
2.95
1.97
2.37
2.45
2.53
3.82
3.48
2.67

21.4

29.6

49.1

3.47

(min.)

22.0
60.0

8,999

106.8
29.4
12.1
36.6
26.4
13.4

Shares of transport modes

Annual average
distance traveledby private cars

3,747

15,641
8,873
9,898

18,183
14,691
13,088

7,742

5,908

2.76
2.45
2.44
2.52
2.66

22.0
24.0
19.0

22.0

32.0
21.0
27.0

23.0

14.0
60.0

19.0
22.0

27.0

23.0
14.0
17.0
14.0
30.0
26.0
19.0
19.0

25.0
18.0

TRANSPORT POLICY IN PERSPECTIVE: 2020

Annual supply of
public transport

Length ofroads(Capacity: person
kilometers /person)(km/1000
persons)

3,548

8.9
1.4
3.6
12.9
4.7

6,949
16,476
13,678
3,694
6,093
9,342
10,314
4,354
3,206
4,129
6,451
7,450

10,6908,279
22,029
4,161
3,839
106
6,676
16,454

11,756
3,802
30,161
12,336130
9,887
12,443

1.0
1.6
2.8
10.9
1.6
2.5
0.2
5.7
3.2

Average travel spped

Annual use

Railways

Buses

Private cars

Public transport

Population

Employment

Urbanization
rate(km/hour)(km/hour)(km/hour)(personkilometers/person)(personkilometers/person)(persons/ha)(persons/ha)

（％）

9,676
654

128

5.3

3.0

81.9

42.8
26.4
64.4
145.7
164.0
53.9
55.5
6.8
86.2
63.2
178.0
13.9
22.9
238.7
19.6

26.2
9.6

19.1
25.6
2.8
53.4
27.5
55.0
6.5
12.3
75.5
12.9

33.7
25.1
15.6
34.7
10.3
70.1
55.8
20.1
83.3
52.0
14.1
58.4
28.7
47.3
24.8

49.9

26.4

38.8

5.2

6.5
17.7
41.1
25.0
26.0

58.0

18.0

29.0

38.5

22.2

20.9
24.8
24.9
21.3
41.2

40.5

12.1

3,274

2,196

34.0
39.7
43.0

19.5
19.0
28.0

3,224
6,284
7,471
2,794

25.0

19.9

15.8

1,968
1,084
721
2,046
3,008

39.6

16.4

12,038802
2,246

12,324
6,572
14,120
7,278
4,050
4,418
4,944
13,523
12,456
12,195

2,502

42.1
46.4
21.2

15.5
19.4
15.6

11,595
3,730

789
730
1,017

23.5
1.9
0.3
3.9
6.8
17.2

0.3
2.1
2.0
0.4

31.1

28.4

42.8
31.9

27.1
18.6

22.0

1.8

29.0

1.0

25.4

0.5

5.1
3.1

35.0
16.0

25.6

11.7
3.2
2.7
1.0
0.6
5.2
3.8
0.6
2.4
0.3
4.5

1.6
1.1
5.2

25.7

28.6

1,536
2,196
1,909
4,606

10.6
21.6
18.8
255.2
88.3

718

168
1,414
2,841

44.3
15.1
32.2
37.3
59.5
27.8
51.8

81.1
25.8
89.6
10.0
22.0
53.4
23.3
51.6

25.0

10.3
102.6
27.4

35.0
42.7

16.8
17.5

1,140
4,867

216.9
36.1
58.1
80.2
21.5
72.0
42.1
92.2

36.2

18.6

2,825

61.2

31.2

75.6

47.5
37.7

16.8
17.0

22.8
27.7
37.1

19.1
16.7
15.4

2,091
2,497
139
514
4,827
2,856

38.5
43.4

17.8
25.2

37.9
33.5
21.9
44.3
45.1
26.0
37.7
30.8

21.0
15.2
18.1
14.0
13.5
17.1
19.9
17.3

28.0
40.1
13.9
15.0
53.5
100.4
125.5
104.6
24.1
106.8
10.0
205.7
34.1

16.7
20.3
5.9
7.6
27.8
41.1
62.8
63.6
12.9
55.4
4.6
94.1
16.9

8.3
24.8
12.2
81.6
46.9
22.5
17.3
70.8
13.5
14.0
37.4
47.8
77.0

48.9

17.8

61.6
26.8
75.0
53.7
37.2

13.9
41.6
41.9
20.0

29.3
31.1
55.8
61.6
23.0

4,481
2,838
6,912
2,564

21.7

26.5
32.7

59.1

11,153
8,439
4,024
1,230
2,402

14.7

46.7
18,641
8,607

Population density in city

Private
cars

4,269
2,907
11,250
9,864
2,521
1,912
2,611
4,393
8,993

2,659
2,482

3,188
3,516
4,425
6,270
2,725

1,155
3,772
1,118
1,648
5,684
1,221
1,222
1,733

6,457

2,189

93

TRANSPORTPERSPECTIVE
2020
General editor

Noboru Harata

Professor, Faculty of Science and Engineering, Chuo
University
Representative Director, The Japan Research Center forTransport Policy

Seiji Hashimoto

Professor, Graduate School of Environmental and life
Science, Okayama University
Professor, Faculty of Economics, Ryutsu Keizai University
Professor, Faculty of Business and Commerce, Keio
University
General Manager, Vehicle Safety and Environmental
Division, Japan Automobile Manufacturers Association
External Affairs Group, Environmental Affairs Division,
Toyota Motor Corporation
Associate Professor, School of Environment and Society,
Tokyo Institute of Technology
Professor, Graduate School of Urban Innovation, Yokohama
National University
Professor, Faculty of Economics, Keiai University(English edition)

Editorial staff

Kazuya Itaya
Kazusei Kato
Masanari Meguro
Kazuhisa Mogi
Yasunori Muromachi
Fumihiko Nakamura
Toshinori Nemoto
Published by

The Japan Research Center for Transport Policy
Morizumi Bldg. 4F., 1-12-6, Kudankita, Chiyoda-ku, Tokyo 102-0073, Japan
TEL: 03-3263-1945
FAX: 03-3234-4593
http://www.nikkoken.or.jp
E-mail: office@nikkoken.or.jp

Published in December 2020