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)

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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

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