I n t e l lige n t Tr an s port S ys t em

Japan Traffic Management Technology Association
Institute of Urban Traffic ResearchI n tel lige nt Transpor t S y ste mJapan Traffic Management Technology Association
Institute of Urban Traffic ResearchPolicy section
Current Road Traffic Conditions And Systems
1━1 Current Road Traffic Conditions .................21━2 Conditions of Traffic Accidents ..................41━3 Traffic Administration System ....................61━4 Traffic Police Organization ..........................81━5 Budget for Traffic Police ............................10

Traffic Management and Control by Police
2━1 Traffic Management and Control by Police .....12
2━2 Traffic Flow Management ..........................14
2━3 Community Zone ........................................15

1 Tightening of crackdown on violations that are
malicious,dangerous and troublesome to others.
2 Effective promotion of crackdown on illegal parking
3 Promote measures against motorcycle gangs and hot rodders

3━2 Analysis of traffic accidents ......................22
1 Advanced analysis of traffic accidents
2 Traffic Accident Research and Analysis Center

3━3 Judicial Investigation of Traffic Accidents ...24
1 Simplification of judicial investigation of traffic accidents
2 Investigation of hit-and-run cases
3 Investigation of special traffic cases

3━4 Traffic Safety Education ............................26
1 Guide on traffic safety education

1 What is community zone
2 National Traffic Safety Campaign and Traffic Safety Education
2 Methods of community zone
3 Traffic safety education for the so-called "traffic vulnerable group"(1)Software
4 Driver education(2)Hardware

2━4 Transportation Demand Management ......16

3━5 Drivers Management ..................................28(1) Driver's license examination

1 Meaning of transportation demand management(2) Renewal of a driver's license
2 Main Measures of Transportation Demand Management2━5 Road Pricing ...............................................18(3) Administrative disposition on driver's license(4) Drivers management system

1 Meaning of road pricing(5) Driver education
2 Road pricing system(6) Measures against wrongful foreign drivers in Japan
3 Problems in road pricing
TOPICS:Examples overseas

2━6 Traffic Information andTraffic Management & Control ..................19

Transport systems and Society
4━1 Environmental problems and Traffic police ....30
4━2 Aging Society and Japan Traffic Police ...32

Traffic administration by the police
3━1 Traffic guidance and law enforcement .....20

4━3 Economic activities and Traffic police .....34
4━4 Traffic management in disasters ..............36

Theory of traffic management
5━1 Mechanism of traffic congestion ..............38
5━2 Traffic flow simulation ...............................39(c) Traffic actuated signal controllers for right-hand turns(d) Signal controllers for semi-actuatedcontrol during slack hours(e) Speed traffic actuated signal controllers

1━4 History of traffic signals ............................50

Technology section
Traffic Management and Control System
1━1 Traffic Control Center ................................42(1) System structure(2)Information collecting sub-system(3) Signal control sub-system(4) Information supply sub-system(5) Operation management sub-system

1━2 Information Collection Equipment ............44(1) Ultrasonic vehicle detectors(2) Infrared vehicle detectors (optical beacons)(3) Radar vehicle detectors

1 Development of traffic signals
2 Number of traffic signals

1━5 Signal Control Method ...............................52
1 Phase2 Clearance period(1) Amber signal display(2) Red signal display at both sides
3 Three factors in signal controlling(1) Cycle(2) Split(3) Offset

1━6 TOPICS:Pedestrian-friendly Control .........54(4) Image processing vehicle detectors

1 Sensor actuated control for the elderly and the disabled(5) Bus detectors

2 Sensor actuated control for pedestrians(6) Travel time measuring (AVI) terminals

3 Display of pedestrians' waiting time(7) CCTV cameras

4 Audible signals

1━3 Signal Control Equipment .........................46
1 Site control

5 Audible accessories for pedestrian signals

1━7 Link Coordination Control .........................56(1)Multistage signal controllers

1 Traffic control method for road line

(2) Push-button signal controllers

2 Multistage link coordination control(3) Traffic Actuated Control

3 Link actuated system control(a) Semi-actuated signal controllers(b) Full-actuated signal controllers

1━8 Area (Wide-area) Control ...........................58
1 Area traffic control sequence2 Area traffic control method

1 High-speed Driving Deterrence System(a) Combination and splitting of subareas

2 Effects(b) Subarea control suitable for traffic conditions

3 Expected Developments

1━9 Information Supply Unit Information
Boards and Other Devices .........................60

1━14 Oncoming Traffic Indication System ......70
1 Oncoming Traffic Indication System

1 Information Supply Unit
2 Effects
2 Types
3 Number of Units Installed(1) Information boards

1━15 Centerline Shifting System ......................72(2) Roadside radio transmitters
1 Centerline Shifting System(3) Traffic information service via telephone and fax
2 Effects(4) Information terminals
3 Changes in Lane Usage(5) Vehicle Information and Communication System (VICS)
4 Reversing Lane Directions
3 Information to be supplied

1━10 Effects of the Traffic Control System.......62

Universal Traffic Management Systems

1 The Traffic Control System

2━1 UTMS21 .......................................................74

2 Traffic Control System Equipment

2━2 ITS (Intelligent Transport System) ............76

3 How the Traffic Control System Works

2━3 System architecture ...................................78

4 Effects in Detail2━4 Infrared Beacons ........................................80

5 Aims2━5 International standardization ....................82

1━11 Parking Guidance Systems .....................64

2━6 Integrated Traffic Control Systems (ITCS) ...84

1 Parking Guidance Systems

2━7 TOPICS:MODERATO ..................................86

2 Parking Guidance System Equipment

2━8 Advanced Mobile Information Systems ...88

3 Effects

1━12 Illegal Parking Deterrence System ..........66
1 Illegal Parking Deterrence System
2 Effects
3 Expected Developments

1━13 High-speed Driving Deterrence System ....68

1 Advanced Mobile Information Systems
2 Information Supply Means
3 Relationships between AMIS and VICS

2━9 VICS .............................................................90
1 VICS Overview
2 Three Media

3 VICS Information Service Areas
4 The Number of Installed Infrared Beacons

2━10 Public Transportation Priority Systems ....92
1 Public Transportation Priority Systems

3 Expected Developments

2━15 Environmental Protection
Management Systems (EPMS) ..............102
2━16 TOPICS:Verification Test of EPMS .......1042━17 Information Collection Equipment ........106

2 Systems Overview
1 Examples of Driving Safety Support Systems
3 Advantages of PTPS
(1) Crossing collision warning system
4 Actual Installation Cases(2) Right-turning accident prevention system

2━11 Examples of Public Transportation
Priority Systems .......................................94
1 Overview
2 Service Types
3 Effects
4 Introduction to Other Areas

2━12 Mobile Operation Control Systems .........96
1 Mobile Operation Control Systems
2 System Overview
3 Advantages of MOCS
4 Actual Cases of Installation

2━13 Dynamic Route Guidance Systems ........98
1 Dynamic Route Guidance Systems
2 Differences between Different Types of Vehicle
Navigation Systems
3 Actual Cases of Installation

2━14 Demonstration Test of Dynamic
Route Guidance Systems ......................100(3) Hazardous zone avoidance control system(4) Pedestrian support system
2 Pedestrian safety support system

2━18 Help System for Emergency
Life Saving and Public Safety (HELP) .........1082━19 Emergency Communication System
in Europe and America ..........................1102━20 Intelligent Integrated ITV Systems ........112
TOPICS:Intelligent Illegal Parking Deterrence System

2━21 UTMS in Nagano .....................................114
1 Introduction of UTMS in Nagano
2 Overview of UTMS in Nagano(1) Signal control (ITCS and PTPS)(2) Traffic information supply (AMIS, DRGS, and PTPS)

2━22 Nagano Winter Olympic Games Traffic Measures .116
1 Traffic measures for Nagano Winter Olympic Games
2 Total traffic volume control

1 Overview(1) First demonstration test (End of October 1996)

3 To ensure the smooth operation of the official vehiclesof the Games by setting up traffic restrictions(2) Second demonstration test (End of February 1997)

4 Effects of traffic measures(3) Third demonstration test (End of March 1998)
2 Test Results

2━23 Deployment of Optical (Infrared Ray)
Communication Technology .................118

●Current Road Traffic Conditions And Systems●Traffic Management and Control by Police●Traffic administration by the police●Transport systems and Society●Theory of traffic management

1Current Road Traffic Conditions And Systems 1━1

Current Road Traffic Conditions
The modern society is often called as "the car

In order to deal with the above situations and for thesociety." It is true that motor vehicles have beenrealization of a matured "car society," the Japanesewidely used as a transportation medium for people

police is performing various kinds of activities

and commodities, and that they have played a very

including the creation of a safe traffic environment

important role in socio-economic development inwith education for traffic safety, traffic guidance andJapan. Motor vehicles possessed by Japanese

enforcement, and traffic regulations and safetypeople tend to increase year by year, and they havefacilities.

reached in number about 73,220 thousand at the endof 1997. Right above figure shows the numbers of
motor vehicles by vehicle type.

On the other hand, the number of driver's license
holders exceeded 50 million in 1984, while it wasapproximately 26 million in 1970, when the fatalitiesof traffic accidents recorded the highest in the past.
The license holders reached 71,271,222 at the end of
1997. It means that among those who are 16 years
old or older and qualified for driver's license test, one
in every 1.19 men and one in every 1.88 women, i.e.,
one in every 1.47 people in total, hold the driver's
license. The numbers of driver's license holders arefound in right bottom figure.

In this way, motor vehicles have already become
essential for our daily lives.

However, some negative aspects of 'the car society'should not be forgotten. For example, the fatalities oftraffic accidents run up to 9,640 in 1997. The figuretells us that still now nearly 10 thousand precious
lives are lost due to traffic accidents. In other words,
about one person is killed in every 55 minutes. As forthe number of traffic accident case, the figure of thelast year, 779,590, recorded the highest of the pastagain. This record has been renewed every year in
the last 5 years.

2Policy section

No. of registered motor vehicles by vehicle type (1966 - 1997)(Index)
600（Year of 1970＝100）

Motor vehicles in total
Passenger vehicles for business
Passenger vehicles for personal use
Trucks for business
Trucks for personal use
Special vehicles
Motorcycle
Moped

500

400

300

200

100

0

66

70

75

80

85

88

94 97

Year

No. of driver's license holders (1976 - 1997)（Index）
800
700（Year of 1979＝100）
Aged people

600
500
400
300
Female
200
100
0

Total
Male

76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 Year3

Current Road Traffic Conditions And Systems 1━2

Conditions of Traffic Accidents
The number of traffic accidents reached 779,950 inWhen looking into the fatalities on cars with or without

1997 (increased by 8,506 (1.1%) from the previous

wearing seatbelts, it is conspicuous that fatalities

year), including 9,640 fatalities (decreased by 302

without seatbelts, which amount to 2,696 (decreased(3.0%)) and 957,481 injured (increased by 15,278

by 303 (10.1%) from the previous year), are by far(1.6%)). Although the annual fatalities were less thanmore than the fatalities with seatbelts, that is, 1,338

10 thousands for 2 years from 1996, the number of(increased by 199 (17.5%)). The number of fatalities

accidents broke the worst record for 5 years running.

without seatbelts had been increased for 6 years

The injured have also kept the 900-thousand level forrunning from 1988, but it started decreasing in 1994.

the last 3 years.

Comparing the fatality rates (see note) of deceased

The fatalities of the 1997 are shown in above left figure byon cars with and without wearing seatbelts, the ratesituation. The fatalities on motor vehicles come to 4,251,

of deceased without seatbelts (2.12%) is about 7

which is the largest figure and equal to 44.1% of the total

times as high as that with seatbelts (0.30%).

deaths. Figures of each situation have decreased from

Moreover, comparing the fatality rates of deceased

those of 1996, except for fatalities on bicycles. The moston cars with air bags, the rate of deceased without

conspicuous figure is that of deceased pedestrians, which

seatbelts (0.33%) is about 10 times as high as thathas decreased by 151 (5.4%).

with seatbelts (3.40%).

The fatalities in 1997 by age are shown in the bottom
figure. For the last 5 years, the aged people haveranked first and the youth (from 16 to 24 years old)
have kept second. The shares of the aged people
and the youth in the fatalities come up to respectively
2.2 times and 1.6 times as large as their shares in
population. Looking into the trends of recent years,
the deceased youth have diminished for the 7 years
running, while the aged fatalities increased in 1997,
though they once fell off in 1996.
Above right figure shows the data of fatalities in 1997
by situation combined with their age, which
represents the following distinctions:●Among fatalities on cars, the youth form thelargest proportion (27.5%);●As for fatalities on motorcycles, the youth makeup an overwhelmingly large proportion (55.5%);●As for fatalities on bicycles, the aged make up an
overwhelmingly large proportion (54.8%);●The overwhelmingly large number of deceased
pedestrians are the aged people (59.3%).

4(Note) No. of deceased/(No. of deceased + No. of injured) x 100

Policy section

Fatalities of traffic accidents by situation (1997)

Fatalities by situation and age (1997)

Others 19 (0.2%)

188

626
1,168

Total
9,640

On cars
4,251(44.1%)

1,566
162

278

581

294

492

1,600
1,002

584

416
477

On bicycles
1,065(11.0%)
On
mopeds803(8.3%)

Fatalities(person)620

Pedestrians
2,643(27.4%)

On cars351

144

On motorcycles

On
motorcycles859(8.9%)

On mopeds
On bicycles
Situation244(75 or older)
65 or older
60 to 64
50 to 59
40 to 49
30 to 39
25 to 29
16 to 24
Age group
15 or younger
158

237

131

Pedestrians
OthersFigure 1-10 Fatalities by age group(person)4500
15 or younger
16 to 2425 to 29
30 to 39
40 to 49
50 to 59
60 to 64
65 or older
75 or older

4000
3500
3000

16 to 24

Fatalities

2500
65 or younger

2000
1500
1000
500
0
70

75

80

85

88

92

96 Year5

Current Road Traffic Conditions And Systems 1━3

Traffic Administration System
Traffic administration in a broad sense in this country

under the responsibility of the Economic Planning

is under the charge of several administrative

Agency and the general arrangements of traffic safety

agencies. Road traffic consists of three elements,

measures are of the Management and Coordination"people," "roads," and "vehicles."Agency.

The roadadministrators such as the Ministry of Construction
take charge of building a part of hardware, the road,and the Ministry of Transport takes the responsibilityof controlling another part of hardware, the vehicles,
while, the police manages software, that is, the roadtraffic including 'people,' 'vehicles,' and 'roads.'

As for building roads that is under the charge of roadadministrators, the Ministry of Construction and local
governments, the Ministry of Construction takes
responsibility for it under the Road Law anddetermines the criteria of road structures and fixes
the standard on permissible size and weight ofvehicles to go through the road. Meanwhile, eachroad administrator constructs, maintains andmanages roads.

Management of the vehicles themselves, which isunder the charge of the Ministry of Transport,
includes administration concerning the body ofvehicles, such as technical standards for safety ofvehicles, vehicle registration and insurance. In
addition to that, the Ministry of Transport is in chargeof authorization to give approvals and permissions ofroad transportation business like passenger
transportation by buses or taxis and cargotransportation by trucks.

The management of road traffic taken charge of by
the police consists of 3 'E's as in the right figure:education,engineering(environment)

andenforcement.
The general traffic problems concerning economy are6Policy section

Main Traffic Measures

Lifelong education

PeopleEducation

InfantElementary school

SchoolJunior high school

RegionHigh school

Aged
Driving school

Driver's license test

Acquisition of driver's license

Training course at acquisition of license
Drivers education

Training course at renewal
Training courses for drivers under suspension or cancellation
Drivers management
Occurrence→Recognition→Instruction→Dispatch
Formation
Investigation on accident

Multipurpose car for accident care

Materials and devices

Traffic investigating section
Onsite activities

Traffic identification team
Stereo camera team

Enforcement

Inquiry→Sending documents to Public Prosecutor's Office
Devices to avoid accidental injuries
Speedmeters
Materials and devices

Guidance and enforcement

Weight scales
Alcohol Breath Analyzer
Noise meters
OthersRoad signs
Multistage signal controllers

Road markings
Site control

Roads

Engineering(Environment)

Push-button signal controllers
Traffic actuated signal controllers

Traffic safety facilities

Traffic signals
Link coordinatiion
controlMultistage Link coordination signal controllers
Link actuated system control
Centralized signal controllers
Area control (wide area control)

Registration system

VehiclesTraffic control centers

Signal control

Safety check system of vehicle

Information collection

Seatbelt

Information supply

HelmetInformation boards
Roadside radio transmitters

7

Current Road Traffic Conditions And Systems 1━4

Traffic Police Organization
The Japanese police organization is formed by local

been established in each prefecture.

police organizations and the National Police Agency.

Superintendent-General of the Metropolitan Police

Local police organizations are organized in each

Department and the Chiefs of Prefectural Police

prefecture for pursuing the duties of police, that is, toHeadquarters bear the responsibility of the traffic

protect personal life, body and property and topolice administration as chief administrator of eachmaintain public safety and order.

Under theprefecture. Besides, a traffic department is placed inadministration of the Public Safety Commission,

each local police headquarters to deal with desk jobs

which is under the control of the Prime Minister, theregarding the traffic police. Each traffic department

National Police Agency was established as theconsists of the section for planning and execution ofnational agency to direct and supervise the local

the traffic police administration services, together with

police headquarters within the scope of its official

the Traffic Police Squad and the Expressway Traffic

capacity. Furthermore, 7 Regional Police Bureaus

Patrol Squad which are taking charge of traffic

operate as its local branch offices.

guidance and enforcement.

The

As for Hokkaido

Prefecture, however, the whole prefecture is divided
In the National Police Agency serves Commissioner

into 5 areas which respectively have the public safety

General of the agency as chief administrator of thecommission and the area police headquarters except

traffic police, as well as Deputy Commissioner

for Sapporo area, where the prefectural police

General as his assistant, and the Traffic Bureau isheadquarters is located.

placed as the internal office in charge of office worksof the traffic police. The Traffic Bureau supervises

Furthermore, the Metropolitan Police Department andthe Traffic Planning Division, Traffic Enforcement

the Prefectural Police Headquarters divide their

Division, Traffic Management and Control Division,

territory into districts, each under the jurisdiction of a

Urban Traffic Control Division and the Driver's

police station headed by a station chief. As front-line

License Division.

operational units, police station perform their duties inclose contact with the local community. Police box

Moreover, each Regional Police Bureau has a traffic(koban) and residential police boxes (chuuzaisho) aredepartment to play a leading role in the traffic police

subordinate units of police stations, i.e. police

services requiring wide-area arrangements.

stations and the subordinate units perform respective
services concerning the traffic police.

Each prefecture has its own police organization,
named the Prefectural Police Headquarters under theadministration of the Prefectural Public Safety
Commission, which is supervised by the prefectural
governor. The Metropolitan Police Department
operates as the headquarters of the prefectural police
organization in Tokyo Prefecture, and as for otherprefectures, a Prefectural Police Headquarters has

8Policy section

National Public Safety Commission
National Police Agency
Commissioner-General's Secretariat
Prefectural Public Safety Commission
Community Safety Bureau
Prefectural Police Headquarters
Criminal Investigation Bureau
Organized Crime Control Department
Traffic Bureau

Traffic Planning Division
Traffic Enforcement Division

Traffic Department

Traffic Management & Control division
Urban Traffic Control Division
Driver's License Division
Security Bureau
Info-Communication Bureau(Local Organizations)Regional Police Bureaus(Tohoku, Kanto, Chubu, Kinki, Chugoku, Shikoku, Kyushu)

Traffic Section of Public Safety Department

9

Current Road Traffic Conditions And Systems 1━5

Budget for Traffic Police
The budget for the traffic police is composed of thegovernment, and the local government's self-

police budget included in the national budget and theprograms for Traffic Safety Facilities. The traffic

local police budget included in the prefectural budget.

police carries out the said Seven-Year Plan with 840

Expenses for local police organizations are imposedbillion yen for seven years, of which 210 billion yen isin principle on prefectural governments, but a certain

covered by the Earmarked Traffic Safety Facility

kind of expenses are paid from the national budget.

Improvement Program and the remaining 630 billion
yen by the local governments' self-programs. As for

The national budget allotted to the traffic police isthe Earmarked Traffic Safety Facility Improvement

used for the police vehicles purchased by local police

Program, a half of the expenses are granted to theorganizations to utilize for the traffic police, expenses

local police headquarters as subsidies, which

for the police school to foster traffic police officers,

amounts to 18.413 billion yen in the budget of 1997.

special expenses for local police organizations likesome investigations of serious traffic crimes, andThe Universal Traffic Management Systems (UTMS)

subsidies to local police organizations to execute

being an important part of the Intelligent Transport

programs in accordance with to the Emergency

System (ITS) are deployed under the budget for the

Measure Law Relating to the Improvement of Traffic

Earmarked Traffic Safety Facility Improvement

Safety Facilities.

Programs, since the systems need to be deployed
under uniformed functions covering wide-areaWith regard to the establishment of traffic safety

throughout Japan and with supply of real time

facilities, the Emergency Measure Law Relating to

information. In 1997, approximately 75% of the whole

the Improvement of Traffic Safety Facilities has

expenses of the Earmarked Traffic Safety Facility

clarified the national government's duty on

Improvement Programs are appropriated fordevelopment of countermeasures against traffic

deployment of the UTMS.

accidents. The national government has made up aplan of installing the facilities together with local
governments so that they may positively join the
program. Also a subsidy system has been developed
under which the national government offers subsidies
for a part of expenses for such facilities.

In

cooperation with the road administrators the SevenYear Plan for Traffic Safety Facilities Improvement isbeing earnestly promoted since 1996.

The Seven-Year Plan for Traffic Safety Facilities
Improvement consists of the Earmarked Traffic
Safety Facility Improvement Programs whose costs
are partly or wholly borne by the national

10

Policy section

National Police Agency Budget (at the beginning of 1997)

Subsidy for airport patrol
10,006,739 thousand yen(3.9%)

Subsidies
68,887,568
thousand yen(27.1%)

Subsidy forfacilities costs
28,286,424 thousand yen(11.1%)

Subsidy foradministration costs
30,594,405
thousand yen(12.1%)

Others
26,215,089
thousand yen(10.3%)

Total budget
254,081,946
thousand yen

Facilities costs
13,777,513 thousand yen(5.4%)

National
expenses
Personnel
expenses 185,194,378
90,848,400 thousandyen
thousand(72.9%)
yen(35.8%)

Equipment &communications
32,370,869
thousand yen(12.7%)

Operational
expenses
21,982,507 thousand yen(8.7%)

Local Police Headquarters Budget (at the beginning of 1997)

Others343 billion and 47 million yen(10.0)
Facilities costs
368 billion and 860 million yen(10.7)

3,438 billion
and 266 million
yen in total

Personnel expenses
2,726 billion and 359 million yen(79.3%)

11

Traffic Management and Control by Police2━1

Traffic Management and Control by Police
The traffic management and control means to

supply system aims to ensure the same bymanage and control the traffic generally with traffic

stimulating drivers to select the route voluntarily.

regulation using signs, markings and signals, supplyof traffic information utilizing the traffic control system,

The right to grant permits for using roads forand permits of use of roads. It is the duty totally

constructions, street stall and so on rests with theentrusted to the police according to the Road Traffic

chief of the police station.

Law.
The traffic management and control on national trunk
The object of the traffic management and control is,roads is left within the authority of the National Public

as stated in the provisions of the Road Traffic Law,

Safety Commission.

"to avoid dangers on roads, to ensure safe andsmooth traffic flow and to support preventing

As for the traffic regulations at disasters, which

obstacles caused by road traffic." It is not only

constitutes the exception of the traffic regulations inaiming to prevent traffic accidents but also to create

normal times, the authority at such times also restssmooth traffic flow. The prevention of the so-calledwith the police.

traffic pollution is one of the object as well.

The Road Traffic Law prescribes the authorities of thepolice to realize these objectives concerning thetraffic management and control.

First of all, the Prefectural Public Safety Commissions
and the chiefs of the police station have an authority
to carry out traffic regulation, which is to be executedwith traffic signals, road signs, road markings andonsite instructions by police officers. Traffic
regulation shall be executed against a specified
object and within a limited area, a certain section of aroad or a specified place, and it can be carried out atlimited dates or hours.

The traffic information is supplied by the Prefectural
Public Safety Commissions to drivers, and it includes
essential information for vehicles to go through aroad. While the traffic regulation ensures safe andsmooth traffic flow by a forcible power called traffic
enforcement against offenders, the traffic information

12

Policy section(1) Traffic regulations by prefectural public safety commissions
By signals
By road signs and road markings
Onsite instructions by police officers
By chief of the police station or chief of the Expressway Traffic Patrol Squad
By police officers or traffic wardens(2) Traffic information supply(3) Permit for using roads
Permit for using a road
Permit for entering into the closed road
Permit for parking at no-parking zone
Permit for parking at time-limited parking zone
Permission for releasing restrictions (Permission for carrying load other than fixed equipment, permission
for carrying people on deck, and permission for loading beyond limits)
Permit for towing beyond limits
Parking Space Certificate

13Traffic Management and Control by Police2━2

Traffic Flow Management
Among many duties of traffic management and

The community zone is created to secure traffic

control, the most important and difficult task is tosafety in the living area of the residents by the

manage and control traffic flow, that is, to manage

cooperation between the police and the roadand control traffic volume, speed and direction ofadministrator, applying some traffic regulations suchtraffic flow.

as maximum speed restrictions and prohibition ofheavy vehicles, and simultaneously adopting physical

Traffic flow is greatly affected by social demands formeasures like creation of humps and narrows.

traffic and geographic conditions of roads. Since
motor vehicles continue to increase these days, theTransportation demand management includes

volume of traffic flow has a tendency to grow still therecommendation of staggered office hours to themore, which causes serious social problems such associety through governmental agencies concerned intraffic jam, noise and car exhaust fumes.

order to realize time shifting of traffic demands, and it
also includes the support to public mass

Under these difficult traffic situations, the police

transportation for reducing traffic volume of vehicles

manages and controls traffic flow by applying traffic

through establishing the PTPS (Public Transportation

regulations with signs, markings and signals as thePriority Systems), or by creating exclusive or priority

base, and by utilizing intelligent systems, especially inbus lanes.

urban areas, such as the general traffic control
system with link coordination signal functions
together with traffic control system to supply traffic
information. The adoption of the Universal Traffic
Management Systems (UTMS) to be stated later is a
new challenge focusing on the Advanced Traffic
Control Systems with the key technology of infraredbeacon that enables two-way communications
between motor vehicles and the traffic control
system. With the success at Nagano Olympic as aturning point, the UTMS have started operations one
after another.

The police also grapples with many other measuresin cooperation with governmental agencies
concerned, in order to ensure smooth traffic flow.
The main measures include the creation ofcommunity zones and the transportation demand
management.

14

Traffic Management and Control by Police

Policy section

2━3

Community Zone
1 What is community zone
A residential or similar kind of area where pedestrians

enough space for sidewalks.
●Humpsshould be given priority, and which has a certain

To create convex pavement on the surface of a

uniformity and develops aspectual and general trafficroadway to give uncomfortableness to those who

measures in order to advance safety, comforts andare driving at exceeding speed. Its purpose is toconveniences within the area.

make drivers lower speed at humps by showing inIn the community zone, the safety of pedestrians is
ensured by reducing vehicular traffic volume, lowering
vehicles' speed, and excluding illegal parking. For that
purpose, it is planned and managed with an appropriate
combination of software, that is, speed restrictions of 30

advance that humps are situated on the road.
● Narrows
To reduce the speed of vehicles by narrowing thewidth of roads physically or visually.
● Chicanes (slaloms and cranks)

km/h within the zone, no-parking regulation, one-way

To arrange pavement in zigzags (cranks) or winding

street regulation, etc., and hardware, such as road(cranks) so that drivers may be forced to reduce

composed with devices like humps, narrows and so on.
2 Methods of community zone
(1)Software

speed for steering.
● Uneven surface of pavement
To warn vehicles of high speed by producing small●Zone 30 (Speed restrictions of 30 km/h within theshocks and resonant noises from comparativelyzone), and no-parking regulation (within the zone)

small bumps and dips placed at certain intervals in

To designate the community zone and executethe shape of a belt or from specially processed

speed restrictions of 30 km/h and no-parking
regulation in the area. By regulating the wholesurface of pavement.
● Audible signals

zone, it aims to prevent vehicles effectively fromTo tell the visually handicapped people with special

entering into the zone.

sounds that the green light is on at the pedestrians' signal.

●One-way regulation, directional designation, andstop regulation

Community zone
Coexisting road forpeople and vehicle

To prevent vehicles effectively from passing throughthe zone area by combining the above regulations.

Community road

Narrows

Residents' agreements are required.
●Heavy vehicle prohibition
To ensure the safety by prohibiting heavy vehicles
which scarcely have necessity of entering into
residential area.
(2)Hardware●Coexisting road for people and vehicles
Zone reguration

To reduce vehicles and their speed and to secure
Humps

safe space for pedestrians by combining humps

Audible signals

and cranks at narrow roads which do not have15

Traffic Management and Control by Police

2━4Transportation Demand Management
1 Meaning of transportation demand management
Traffic congestion is a phenomenon generated fromthe morning rush-hour traffic congestion caused by
the concentrated transportation demand may be

the transportation demand that exceeds the traffic

moderated.

throughput (capacity) of a road during a certain●Park and rideperiod of time. Accordingly, dissolution of a traffic

A scheme to lessen the total number of motor

congestion can be achieved by (1) expanding traffic

vehicles by creating parking lots near railroad

throughput of the road or (2) adjusting transportation

stations and bus stops to urge passengers on

demand to the road capacity. The past efforts to

private cars or other transport of inefficient carrying

dissolve traffic congestion focused on the method (1).

capacity to change to efficient ones, that is, public

In other words, they mainly took countermeasuresmass transportation media such as the bus and theagainst bottlenecks by constructing road networks
such as bypasses and ring roads, constructing

railway.
●Joint collection and delivery

multileveled intersections and railroad crossing, andIn accordance with the changing social situations,improving the intersection configuration, as well as

attentive services to offer "whatever required atthey sought fulfillment and advancement of the traffic

whenever required" have won popularity, and, as acontrol system.

result, cargo trucks for collection and delivery have

However, the above method has some problems.

decreased their carrying efficiency.

Sometimes it is necessary to acquire a new site, andproduced a situation that a considerable number ofin other cases it is not economical to provide a newtrucks are currently running on the road. Thisfacility on roads merely due to a limited hours ofscheme aims to diminish the number of trucks on

traffic congestion.

the road by advancing joint collection and delivery

Transportation Demand Management (TDM) is asystem to moderate traffic congestion within a city or

It hasto increase the carrying efficiency of trucks.
●Road pricing

a region by stimulating drivers to change their traffic

A scheme to charge a toll concerning congested

actions.

areas or time periods for promoting utilization of
public mass transportation media and for

2 Main Measures of Transportation Demand Management●Bus lanes and Public Transportation Priority
Systems (PTPS)●A scheme to reduce the transportation demand bymoderating the peak of congestion in rush-hours.
●Driving regulations
A scheme to restrict motor vehicles on roads within
the congested area and time period for the purpose

giving priority to bus, one of the public massoftransportation media, in order to expand its

transportation media and moderating the peak of

convenience and then advance its usage rate.

rush-hours congestion. License plate numbers are● Promotion of flextime and staggered office orschool hours
A scheme to shift the time period of commuters'
transportation in the whole area so that the peak of16

advancingutilizationofpublicsometimes used for such restrictions.

massPolicy section

Mechanism of traffic congestion

Traffic demandon the road
Traffic capacity
on the road

1.0

＞1

Trafficcongestion
Traffic demand on the road
Traffic capacity on the roadTime

Dissolution of traffic congestion①Expanding the capacity②Adjusting the demand

Traffic demandon the road
Traffic capacity
on the road

③Combination

Traffic demandon the road

Traffic demandon the road

Traffic capacity
on the road

Traffic capacity
on the road

Traffic Demand Management①Shifting the time

②Reducing the traffic volume

Traffic
volumeTraffic
volumeStaggered office or school hours
Road pricing

TimePark and ride
Joint collection and delivery

Time

17

Traffic Management and Control by Police

2━5Road Pricing
1 Meaning of road pricing
This is one of the methods of TDM, charging tolls on

into certain areas such as centers of cities and tourist

vehicles on roads within congested areas or time periods,of adopting the road pricing system combined with otherin order to increase usage of public transportation media or
to moderate the peak of rush-hours congestion. This

towns. (Kamakura City has started a social experiment

methods like the park and ride system.)●Passerby charge systemmeasure aims to dissolve traffic congestion by levying tolls

A system to charge a toll on vehicles going through ato vehicles entering into a certain area or going along a

specified area for reducing the number of vehicles

specified route, and by pressing those who have little

running within a certain area like centers of cities, etc.

necessity of using cars in the congested area to use publicmass transportation media like bus or railroad instead. It
also aims at dissolution of traffic congestion by charging

3 Problems in road pricing
Generally speaking, roads are applied with "the principle ofhigher tolls during a specified time period of rush-hours andopening roads free of charge (by the understanding that it

diversifying the timing of transit.

is prescribed that roads are to be constructed by a public
entity and opened to citizens free of charge)."

2 Road pricing system●Entrance charge system

Therefore

the road pricing system which discriminates road users bycollecting tolls is against the major premise of the above

A system to charge a toll on vehicles entering into a

principle. Besides, there is no consensus existing on

specified area in order to prevent vehicles from entering

fairness, privacy, or the use of collected money.

T OP ICS Examples overseas●Norway (Oslo City) "Tolling"
All vehicles driving toward the city center except for
public transportation media are charged of tolls.
Several gates are established on the way to the city
center, and drivers shall pay the toll every time they
pass by a gate. They have choices among frompaying money to a tollkeeper at the gate, using acoin machine or driving along an automatic tollcollection lane. (Entrance charge system)●Singapore "Area license"
A method to give entrance permission only tovehicles attached with the 'area license' on thewindshield. This license can be purchased before
entering into the specified area. Watch boxes areplaced near the entrance to stop offenders. People
can choose a day ticket or a monthly ticket.
(Passerby charge system)

Day ticket●Tall gate

Monthly ticket18

Traffic Management and Control by Police

2━6Policy section

Traffic Information andTraffic Management & Control
When the police is going to accomplish its duties on

establish and operate such facilities, and by receiving

traffic management and control, it is important totraffic information from the road administrator.

carry out traffic guidance and enforcement on the

For the purpose of realizing the complete supply ofbase of each traffic regulation, as well as to urge

traffic information and assisting its supply in a unified

drivers to disperse the traffic flow voluntarily with theirsystem, Juridical Person Japan Road Traffic

own judgment by supplying drivers with appropriate

Information Center was established in 1970, andand real-time traffic information at appropriate timing

since then it has played an important role for over a

including traffic jam information. That is why thequarter of a century.

traffic information supply to drivers constitutes the

In recent years, private companies are actively

essential method of traffic control, according to the

supplying traffic information on the background ofRoad Traffic Law, and it is included in the duties ofincreasing and diversified demands for such

the Prefectural Public Safety Commission (hereinafter

information together with development of integrated

stated as the Public Safety Commission). Therefore,

communication technologies. However, if thethe Public Safety Commission is positively advancing

supplied information or the way of it is inappropriate,installation of traffic information collecting equipment

its effects on the traffic flow would be enormous.

including vehicle detectors, traffic information supply

Besides that, it may be against the intention of theunits including information boards and roadside radio

Public Safety Commission to supply traffictransmitters in order to do its duty of traffic

information in a unified system. Accordingly, in theinformation supply. Furthermore, it is simultaneously

amendment of the Road Traffic Law in 1997 apromoting infrared beacons (infrared vehicle detector)

provision was added concerning the duties of trafficthat have both functions of collecting and supplying

information suppliers. It prescribes that traffic

traffic information.

information suppliers must be careful to support safe

As stated above, the Road Traffic Law prescribes thatand smooth traffic flow by supplying correct andtraffic information shall be supplied by the Public

appropriate traffic information.

Safety Commission. If there were plural suppliers of
traffic information, the investment might be made fortwice, which would be a substantial waste of money.
Moreover, inconsistent informations might generate
drivers' confusion.

Consequently even on

expressways, where facilities should be installed withcollected tolls from the viewpoint that beneficiaries
should bear the cost, and in case that it is the roadadministrator who installs a facility to collect andsupply traffic information, the Public Safety
Commission must be ensured to collect and supply
traffic information practically by itself in a unified
system, by reflecting its opinions to policies to19

Traffic administration by the police

3━1

Traffic guidance and law enforcement

Guidance and Law Enforcement are essential part of traffic police activities to establish the order of traffic
and realize a safe and smooth traffic environment. Without the understanding and endorsement of thepeople, they could not be conducted effectively.
Therefore, the police devote more efforts to traffic monitoring activity and traffic patrols to prevent violationsof traffic rules. At the same time, the police promote effective guidance and crackdown by focusing on
malicious, dangerous and troublesome cases of violations and taking into account local traffic conditions,the types and incidence of traffic accidents, and people's demand for crackdown.

1 Tightening of crackdown on violations that arerule to remove forcibly such vehicles and store themmalicious, dangerous and troublesome to others.

at the certain place. Efforts are made to clarify the(1) Crackdown is focused on malicious andbackground responsibility of the drivers of illegally

dangerous violations of traffic rules, such as

parked vehicles, and to establish various systems,

driving without a license, driving while intoxicated,such as a system to guide drivers to parking lots todriving at speeds remarkably exceeding the speed

prevent illegal parking, and to warn drivers of illegallylimits, ignoring traffic signal, overloading, passing

parked vehicles to abandon.

other vehicles recklessly, etc. Another priority ofcrackdown is given to vicious cases of violations,such as obstruction to the operation of buses inbus lanes.

3 Promote measures against motorcycle gangs

and hot rodders
The police promote stricter crackdowns on(2) Guidance and crackdown activities are conducted

motorcycle gangs and hot rodders cruising by giving

in tandem with advertising activities forthem individual guidance and taking into protective

enlightenment of drivers and passengers, tocustody. To do so, the police gather information

increase the use of seat belts.

On roads,

through activities of all departments of the police andpolicemen aggressively direct drivers andanalyze the current situation of motorcycle gangs andpassengers to use seat belts.

hot rodders based on the obtained information. In(3)Guidance and crackdown are promoted ataddition, to make such gang groups disband andweekends and at nights, when serious accidents,

make their members leave such groups, stricter

such as fatal accidents, are increasing, and at

crackdown is pursued on violations of rulesintersections.

prohibiting dangerous massive behaviors, lack ofsilencers of vehicles, etc. Moreover, to take up

2 Effective promotion of crackdown on illegal parking
The police have tightened crackdown on illegal

vehicles from motorcycle gangs and hot rodders,parking at intersections of trunk roads, pedestrianstrictly, and efforts are made to clarify the backgroundcrossings, bus stops, etc. In addition, the police

responsibility of remodeling workshops that were

make efforts to promote effective crackdown by

involved in illegal remodeling.

increasing the use of instruments to stop wheels ofillegally parked vehicles and more strictly applying a20

illegally remodeled vehicles are confiscated morePolicy section

No. of cases of major types of violations of the Road Traffic Law (1993-1997)(1) No. of crackdown cases by type of violation
Year
Type of violation
Driving without a license or qualification(no. of cases)
Index

1993

1994

1995

1996

113,670

107,463

101,466

102,378

100

95

89

90

90

Drunken driving, Driving under influenceof intoxicating liquor
Index

333,429

342,034

329,611337,179

343,593

1997
102,861

100

103

99

101

103

Exceeding speed limit(exceeding by more than 30 km/h)

483,527

489,751

498,425

549,065

587,318

Index

100

101

103

114

121

473,465

508,475

539,568

606,267

660,218

Disregarding traffic signal
Index
Failure to stop

100

107

114

128

139

482,666

547,346

616,155

685,763

779,445

Index
Failure to protect pedestrians

100

113

128

142

161

29,15330,02135,76041,62649,252

Index
Illegal parking and stopping

100

103

123

143

169

2,887,611

2,805,539

2,538,829

2,447,841

2,412,846

100

97

88

85

84

Index

(2) Number of notifications of basic points of administrative measures
Not using seat belts

3,201,611

4,121,493

4,195,524

3,963,937

3,722,020

100

129

131

124

116

Index

Trends of motorcycle gangs and hot rodders (1993-1997)
Year

Type of violation

1993

1994

1995

1996

1997

Conventional
types of group

No. of groups

850

840

834

939

1,013

Total no. of members

32,257

27,736

26,731

26,72025,796

18,179（56.4）

14,734（53.1）

14,406（53.9）

13,863（51.9）

12,471（48.3）

Non-members ofgroups(%)
No. of cruising incidents

5,203

5,599

5,825

6,674

6,357

105,527

106,738

107,486

115,205

112,056

Total no. of members

7,743

9,624

8,558

8,255

No. of cruising incidents

1,116

1,310

2,279

2,531

No. of participated vehicles

53,63449,852

55,68854,623

No. of participants
Unconventional
types of group

Notes:1. ( ): ratio of non-members to the total number of members
2. The collecting of statistics on non-conventional types of motorcycle gangs and hot rodders was started in 1994.

21

Traffic administration by the police

3━2

Analysis of traffic accidents
1 Advanced analysis of traffic accidents
To plan really effective measures for traffic safety

relevant ministries and agencies, and making detailanalysis of each case of traffic accidents.

under the current severe traffic conditions, it is very
important to establish a comprehensive investigation

On July 11, 1992 under the Road Traffic Law, theand analysis system for traffic accidents and to makeCenter was designated by the National Public Safety

an accurate analysis of causes of traffic accidents by

Commission as an analysis center for traffic accident

sophisticating statistics for traffic accidents.

investigation which conducts researches and studies
for preventing traffic accidents and for minimizing

The police has been working at investigating traffic

damages caused by traffic accidents.

accidents from scientific viewpoints and with actual
evidences to identify the facts and causes of

Personnel of the Center go to the scenes of actual

accidents. A traffic accident statistic report istraffic accidents to make comprehensive andprepared for each case of traffic accidents to collectscientific investigation (micro-investigation) from thedata which are utilized to implement effective

viewpoints of persons, vehicles, roads andpreventive measures against traffic accidents. Basedparamedics. During 1997, data for 319 cases ofon the collected data, statistic and case analyses aretraffic accidents were collected, totaling to about

performed in the daily work.

1,200 cases since its establishment.

Moreover, the police started a three-year plan in 1997

Results of the analysis are provided to the Traffic

to make a database of images such as sketches of

Police in developing traffic safety programs andtraffic accident scenes in addition to the traditional

measures, and are also provided to other traffic-

integrated database of traffic accidents, for labor-

related agencies and organizations, while paying

saving in the documenting of traffic accident statistic

attention to the protection of privacy, to promote thereports and for sophistication of traffic accident

implementation of effective traffic safety measures.

analysis.

2 Traffic Accident Research and Analysis

Center
The Traffic Accident Research and Analysis Center
was established on March 5, 1992 under the joint
control of National Police Agency, Ministry ofTransport and Ministry of Construction. Its objectives
are to contribute to traffic safety measures taken byboth the public and private sectors, by establishing acomprehensive traffic accident analysis system which
can make both the macro- and micro-analysis,
concentrating traffic-related data possessed by22

Policy section

Investigation of a traffic accident（Recognition）①Reporting

Police station, etc.

Investigation of thescene of the traffic
accident③
Return to
the office

A traffic accident
has happened.

Follow-up andsupplementary
investigation

Traffic Accident
Investigation Office④
Follow-up

Police station
Road administrator
Fire station
Hospital, etc.
Accident scene
Vehicle involvedin the accident（Collaboration）②Rush to the scene

Research center, etc.

Analysis and study

Micro-investigation

Fatalities of persons on board by position and wearing seatbelt.
Year
Seat position

On passenger's seat

Seat belting
On steering
Non-belting
Unknown
Subtotal
Seat belting
Front seat Non-belting
Unknown
Subtotal
Seat belting
Rear seat Non-belting
Unknown
Subtotal
Seat belting
Other
Non-belting
positionsUnknown
Subtotal
Seat belting
Subtotal of
Non-belting
ridersUnknown
Subtotal
Seat belting
Total
Non-belting
Subtotal
total

'88

'89

'90

'91

'92

'93

'94

'95

'96

'97

852
1,672
78
2,602
218
485
14
717
14
362
9
385
0
15
0
15
232
862
23
1,117
1,084
2,534
101
3,719

934
1,980
92
3,006
237
559
23
819
9
396
8
413
1
13
0
14
247
968
31
1,246
1,181
2,948
123
4,252

869
2,183
104
3,156
202
616
29
847
6
461
14
481
0
16
1
17
208
1,093
44
1,345
1,077
3,276
148
4.501

761
2,476
91
3,328
193
688
22
903
19
382
9
410
0
31
3
34
212
1,101
34
1,347
973
3,577
125
4,675

807
2,570
76
3,453
184
660
15
859
11
430
11
452
0
18
1
19
195
1,108
27
1,330
1,002
3,678
103
4,783

789
2,687
73
3,549
184
639
18
841
9
417
5
431
0
14

839
2,371
64
3,274
210
578
16
804
12
375
5
392
0
12
0
12
222
965
21
1,208
1,061
3,336
85
4,482

935
2,356
120
3,411
194
521
19
734
7
363
9
379
0
26
0
26
201
910
28
1,139
1,136
3,266
148
4,550

926
2,145
122
3,193
204
488
20
712
8
353
9
370
1
13
0
14
213
854
29
1,096
1,139
2,999
151
4,289

1,056
1,946
171
3,173
266
416
28
710
14
326
18
358
2
8
0
10
282
750
46
1,078
1,338
2,696
217
4,251

Note: The figures in the increase/decrease box are compared with the figures of the prior year.

14
193
1,070
23
1,286
982
3,757
96
4,835

Increase/decrease

+ 130
- 199
+ 49
- 20
+ 62
- 72
+ 8
- 2
+ 6
- 27
+ 9
- 12
+ 1
- 5
- 0
- 4
+ 69
- 104
+ 17
- 18
+ 199
- 303
+ 66
- 38

（Unit: persons）

23

Traffic administration by the police

3━3

Judicial Investigation of Traffic
Accidents
1 Simplification of judicial investigation of

traffic accidents

more simplified report form than the former form, for a
traffic accident resulting in a minor bodily injury

When a traffic accident happens, persons involved in(generally requiring three-week or less medical

the accident are required to "rescue the injured, taketreatment for recovery) and satisfying certain

necessary measures to prevent secondary accidents

requirements, and development and operation ofand other dangers, and report the accident to thescientific equipment called "Computer Aided Drafter

police" under the Road Traffic Law. The victimizer ofof Accident Scene". Moreover, if it is very difficult fora traffic accident may be accused of civil liability

the victim or witness of a traffic accident resulting in(liability for compensation), criminal liability (criminal

bodily injury to report personally to a police station

liability for the death or bodily injury throughupon the summon because he/she lives in a distancenegligence in the conduct of occupation and theplace or he/she is very busy, it is allowed for theoffence of the Road Traffic Law) and administrative

police to interview such person by telephone andliability (suspension of the driver's license, etc.).

submit a report of investigation by interview instead of

Because a traffic accident causes trouble not only tothe usual statement given before an investigator.

the persons involved but also other people such as
passers-by and traffic of other vehicles, to reduce
people's burden of the trouble and to restore the

2 Investigation of hit-and-run cases
As the number of vehicles increases, vehicles

traffic flow to the normal condition as soon as

become faster, and the traveling area of an vehicle

possible, the police rushes to the scene of the traffic

becomes wider, investigation of hit-and-run cases is

accident as soon as it receives a report of thegetting more difficult every year. However, byaccident to rescue injured persons and makefocusing on making a prompt and proper initialnecessary investigation speedily and accurately toinvestigation and by developing identification

identify the cause of the accident.

equipment for traffic accident and other scientific

The police has also adopted other arrangements forinvestigation technology such as the image search

minimizing the burden of people and for prompt

system for traces left in traffic accident scenes, mostrestoration of the traffic flow. For example, theof the criminals of hit-and-run cases resulting in the

Omission of Inspection of the Accident Scene

death of the victims have been arrested.

System" has been adopted. If the traffic accident isminor (evidenced by the fact that vehicle involved canmove by itself, etc.), and the persons involved do not

3 Investigation of special traffic cases
Special traffic cases such as insurance frauds tends

want inspection of the accident scene by policemen

to involve organized crimes and extend to wider

or other certain requirements are satisfied, inspection

areas. To respond to such circumstances, the policeof the accident scene by the police may be omitted,

has been actively promoting joint or united

and the persons involved in the traffic accident may

investigation by two or more police departments of

go to a police station or police box to report therelevant prefectures.

accident. Another examples are the use of the"Summary Report Form for Special Case" which is a24

Policy section

Occurrence and arrest of hit-and-run cases resulting in the death of the victims (1993 to 1997)
Classification

Year

1993

1994

1995

1996

1997

Occurrence

398

415

387

320

292

Arrest case

356

408

363

309

287

Arresting rate

89.4

98.3

93.8

96.6

98.3

Arrests of criminals in special traffic cases (1996-1997)

By crime type

Total numbers

Murder or injury cases camouflaged
as or by means of traffic accidents
Traffic accident cases
regarded as intentional
Cases where an intentional crime wascommitted after the traffic accident

Automobile accident faker cases

Insurance fraud cases

Year

Classification

1997

3,037

Arrested criminals

1,372

1,184

Damage (million yen)

68,29760,581

1,518

Case

4

15

Arrested criminals

5

30

Case

62

59

Arrested criminals

66

57

Case

188

93

Arrested criminals

245

148

Case

92

354

Arrested criminals

20

18

Damage (million yen)

1,956

1,489

Case

330

236

Arrested criminals

327

251

Damage (million yen)

66,21958,979

Case

2,358

757

Arrested criminals

704

674

Case

3

4

Arrested criminals

5

6

Damage (million yen)

122

113

Document forgery cases

Other crimes

1996

Case

Note: The number of cases, persons, and the amount include attempted cases.

25

Traffic administration by the police

3━4

Traffic Safety Education
traffic safety education programs focusing on
Because everybody is involved in the traffic as adriver, pedestrian, biker, etc., and many traffic
accidents are caused by personal factors, traffic
safety education has great importance as a traffic
safety measure.

participation and experiencing, fit for various age
groups from little children to the aged, depending on
their involvement to road traffic and the emotional
and physical development and conditions. Based on
the Guide on Traffic Safety Education, sucheducation programs will be further promoted.

1 Guide on traffic safety education
Under the Road Traffic Law revised in 1997, theNational Public Safety Commission published a

3 Traffic safety education for the so-called"traffic vulnerable group"

Guide on Traffic Safety Education in August 1998, a

To prevent traffic accidents involving children, theguide for traffic safety educators to provide traffic

aged and the physically or mentally impaired whilesafety education effectively and properly. The police,

they are walking or riding bicycles, the police has

safe driving supervisors, traffic safety campaign

been, in cooperation with educational institutes,

promoters in the community, and traffic safety

welfare organizations and other various groups,

educators in private organizations and local

providing traffic safety education and instructions,

governments will use this Guide on Traffic Safety

and promoting the use of reflecting materials to

Education to implement traffic safety education inprevent traffic accidents at night. Especially,

Japan systematically and step by step.

voluntary activities by traffic safety aged-instructors
for the aged are encouraged.

2 National Traffic Safety Campaign andTraffic Safety Education
National Traffic Safety Campaign is implemented in

4 Driver education
The Training Academy of Japan Safe Driving Center

spring and autumn every year to spread knowledge

provides drivers with opportunities to learn practicalon traffic safety and to raise people's awarenessand technical knowledge and skills on driving. It also

toward traffic safety as well as to promote

provide periodic education programs and on-site

observance of traffic rules and practice of good traffic

seminars for safe driving supervisors in companies.

manner. During the campaign, national and local
public organizations and private organizations suchas the Traffic Safety Association cooperate eachother in a wide variety of national campaigns to raise
people's awareness toward traffic safety byconducting various activities fit to individual
communities encouraging voluntary participation ofpeople in the communities.
In addition, in cooperation with related organizations
and groups, the police has been providing practical26

Policy section

Traffic safety lecture for children

Bicycle safety lecture for the aged

Percentage of deaths by traffic accidents by age group and comparison with the percentage of each age group in the entire population (1997)（％）
35
Percentage in the entire population
Percentage of deaths
30

25

Percentage

20

15

10

5

Age 15 andyounger

Age 16to 24

Age 25
to 29

Age 30
to 39

Age 40
to 49

Age 50
to 59

Age 60
to 64

Age 65and older27

Traffic administration by the police

3━5

Drivers Management(1) Driver's license examination

accidents, the Public Safety Commission in each

Generally, aptitude test, skill test and academic test

prefecture works for prompt and accurate execution

must be taken to acquire a driver's license. Theof administrative dispositions against problematic

National Police Agency is reviewing the driver's

drivers depending on their level of danger.

license examination to modify the current academic
test, which examines on the knowledge necessary for(4) Drivers management system

driving vehicles, into a more practical examination by

The drivers management system, comprised of ausing illustrations to evaluate the ability of thehost computer installed at the National Public Safety

examinee to recognize and discern dangers and to

Commission and data transmitting terminals installedjudge his/her operation in actual traffic situations.

at each prefectural Public Safety Commission, keeps
centralized control of a mass of data on drivers(2) Renewal of a driver's license

throughout Japan, to execute efficient control of

When a driver renews his/her driver's license,

driver's licenses for a vast number of driver's license

whether the driver maintains the aptitude required forholders.

safe driving is checked, and education programs on
laws, regulations and information related to road(5) Driver education

traffic are provided at the same time to enhance

Driver education is provided in license courses ofdrivers' awareness toward safe driving. This system

driving schools for acquiring a driver's license and inplays a very important role to secure the traffic safety

various re-education programs for licensed drivers

and maintain the effectiveness of the driver's licenseprovided by the prefectural Public Safetysystem by ① removing or correcting drivers having

Commissions and other related organizations andany problem in their aptitude as drivers, ②

groups. These license courses and programs will be

communicating to all drivers revised provisions of the

improved further.

Road Traffic Law and the current road traffic
conditions in the education program provided at the(6) Measures against wrongful foreign drivers in Japan

time of the renewal of the license, and ③ removing

As the internalization expands, forging and wrongful

wicked drivers such as those ignoring the repeatedacquisition of driver's licenses by foreigners areorder to report to the police station for a traffic

increasing. The police endeavors to find and arrest

offence, etc., or escaping from an administrative

such wrongdoers.

disposition.

(3) Administrative disposition on driver's license
An administrative disposition on the driver's license
will be executed against a licensed driver whose
driving is deemed to be a highly potential risk for saferoad traffic. To quickly remove repeated offenders of
traffic regulations and drivers often causes traffic28

Policy section

Occurrence and arrest of hit-and-run cases resulting in the death of the victims (1993 to 1997)
Percentage of driver's license holders in the eligible population (105,330,000 persons): 67.7%
ーPopulation by age group(in thousand persons)

Men

ー

ー

Percentage of driver's license holders

2,750

34.4

2,320

66.0

3,190

82.2

4,090

87.4

4,440

91.5

4,100

3,950

96.8

4,200

97.4

96.8

4,880

88.2

3,270

37.2

51,1101,531,328

83.3

Age 75 and older
7,840,000
998,423 (12.7%)

52,959Age 70 to 74
5,310,000
1,765,468 (33.2%)
Age 65 to 69
6,760,000
3,017,128 (44.6%)

ー

1,153,485

3,573,274

Age 55 to 59
8,320,000
5,448,697 (65.5%)

1,875,423

4,064,207

Age 50 to 54
8,940,000
6,741,694 (75.4%)

2,677,487

Age 45 to 49
10,680,000
8,696,254 (81.4%)
Age 40 to 44
8,160,000
7,060,248 (86.5%)

5,090

2,990

7.8

609,671

3,064,221

Population by age group(in thousand persons)

1.0

234,140

Age 60 to 64
7,720,000
4,217,706 (54.6%)

3,892,342

94.9

4,840

945,464

4,980,028

93.1

Women

Age group
The number ofPopulation (total of men and women)
driver's license Percentage of driver's license holders
The number of driver's license holder
holders (women)(percentage)

2,407,457

75.5

3,730

5,350

The number ofdriver's license
holders (men)

3,580

17.0

3,990

28.9

4,230

44.3

4,500

59.5

3,716,226

5,330

69.7

4,060

3,167,906

78.0

3,823,008

Age 35 to 39
7,830,000
7,101,822 (90.7%)

3,278,814

84.5

3,880

4,092,399

Age 30 to 34
8,310,000
7,687,686 (92.5%)

3,595,287

87.7

4,100

4,684,688

Age 25 to 29
9,550,000
8,786,794 (92.0%)

4,102,106

4,302,506

Age 20 to 24
9,550,000
7,884,767 (82.6%)

3,582,261

1,217,419

Age 16 to 19
6,380,000
1,864,535 (29.2%)

647,116

42,578,341

Total of men and women
105,330,000
71,271,222 (67.7%)

28,692,881

4,700

87.3

4,670

76.7

3,100

20.9

52.9

54,220Note: The population figures are estimates shown in the Monthly Population Estimates as of December 1, 1997 published by the Statistics Bureau of the Management and Coordination
Agency. Because a figure smaller than a thousand is cut off, the figure shown in the total line may not agree with the aggregation of individual items.

Flow of Driver Education
Education programfor drivers withsuspended license
Long-term
Medium-term
Short-term

Special voluntary
programs (in thecommunity or at
office)Renewal

Education program foroffenders of traffic regulations

Revocation

Traffic
safetyeducation
at officeOrdinary motor
vehicle course
Large size
two-wheeledvehicle course
Ordinary size
two-wheeledvehicle courseFirst aid
courseMoped course

Suspension ofdriver's license

Registereddriving school
Other driving
school

Education program provided at the time ofissuance of a driver's license

Specialregistereddriving school

Education program for novice
drivers

Designateddriving school

License course

Traffic
safetyeducationin thecommunity

Education at a driving school

Traffic
safetyeducation
at home

Education programfor drivers whose
licenses are
revokedEducation programfor ordinary drivers
Education programfor safe drivers
Education programfor aged drivers
Othereducation
programs

Two-wheeledvehicle safe driving
education program

Administrative disposition on driver's license by year (1993 to 1997)
Classification
Total numbers

Year

1993

1994

1995

1996

1997

1,696,759

1,548,439

1,402,677

1,441,478

1,475,625

Revocation

45,19939,23136,30435,65536,779Suspension

1,651,560

1,509,208

1,366,373

1,405,823

1,438,846

29

Transport systems and Society

4━1

Environmental problems and Traffic police
Global warming caused by greenhouse gases

beacon and environmental sensors. The EPMS also

including carbon dioxide, CO2,is a worldwide problem

provides information on detours and warning in ato cope with. Japan accounts for 4.8% of all the CO2

heavily polluted areas. An experimental operation ofemissions in the world, being placed fourth. About

this system conducted in Shizuoka in the period from

20% of the CO2 emissions in Japan is produced by

1996 to 1997 showed that there is a certain

the transportation sector and approx. 88% of it iscorrelation between vehicle's speed and CO 2

emitted by automobiles. Therefore, reduction of CO2

concentration and that the introduction of the traffic

is one of the urgent problems for us to solve.

control system reduced the amount of CO 2
emissions. The system will soon be put into practiceIn the Kyoto protocol adopted in the Third Conferenceof the Parties to the United Nations Framework
Convention on Climate Change, UNFCCC-COP3, in
September 1997, Japan accepted the emission
targets to cut by 6% from 1990 level in the period
from 2008 to 2012. The police is expected to takemeasures to control global warming, cutting CO2
emissions from automobiles by optimized traffic
management system.

The "Guidelines on

promotional measures against global warming,"
which was compiled following the COP3 (passed the
Cabinet in June 1998) includes traffic management
policies which the police should promote. The
following are four major systems shown in theguideline.

・ITS (Intelligent Transport System)
VICS (Vehicle Information Communication System)
UTMS (Universal Traffic Management Systems)
・TDM (Transportation Demand Management)

Among them, the EPMS (Environment Protection
Management Systems), one of the sub-systems of
the UTMS, draws particular attention. Aiming toalleviate traffic pollution, the EPMS controls traffic
signals to minimize the number of times vehicles
have to stop, while collecting necessary information
on air pollution and traffic volume by utilizing infrared30

along the Route 43 in Hyogo Prefecture.

Policy section

Conformity to environmental standard for nitrogen dioxide and suspended particulate matter (fiscal 1991-1996)
Nitrogen dioxide
Fiscal year

Area

Entire area ofdesignated places

Achievement rate

Designatedplaces in Tokyo
areas

Designatedplaces in Osakaand Hyogo

1991

1992

1993

1994

1995

1993

150

152

155

162

165

168

42

70

55

63

68

56

28.0

46.1

35.5

38.9

41.2

33.3

94

95

98

104

108

110

24

43

30

36

42

40

25.5

45.3

30.6

34.6

38.9

36.4

56

57

57

58

57

58

Number ofmeasured places
Number ofachieved places

Number ofmeasured places
Number ofachieved places
Achievement rate
Number ofmeasured places
Number ofachieved places
Achievement rate

18

27

25

27

26

16

32.1

47.4

43.9

46.6

45.6

27.6

Suspended particulate matter
Area

Fiscal year

Number ofmeasured places
Number ofachieved places
Achievement rate

1991

1992

1993

1994

1995

1996

166

182

190

210

216

229

50

61

77

69

76

97

30.1

33.5

40.5

32.9

35.2

42.4

Source: Air Pollution in Fiscal 1996 by the Environment Agency

Estimated CO2 Emissions in Japan by Sectors (1994) <White Paper on the Environment>

Industrial sector(factories etc.)
39.9%

Private sector
Domestic(household)marine transport
6.0%
12.5%
Private sector(business such as offices Buses 1.9%
and buildings)
11.3%

Railways Domestic
3.3%
airways 3.4%
Passenger cars
44.3%

CO2
Energy conversion sector(power plants, refineries, etc.)
7.7%
Transport sector(automobiles, marine, railways, etc.)
19.2%

Statistical errors 1.3%
Industrial processes(limestone consumption) 4.5%

Trucks41.0%

Waste (incinerator etc.) 3.8%

31

Transport systems and Society

4━2Aging Society and Japan Traffic Police
In Japan, the numbers of traffic accidents caused byelderly drivers due to deterioration of their physicalfunction and those involving elderly pedestrians have
sharply increased in recent years, while our society has
been aging in a way no other advanced countries have.
Therefore, in order to reduce such accidents, it isextremely important to take measures targeting theelderly. In this context, the police has provided and will
provide various programs to assure safety driving by theelderly as well as to protect elderly pedestrians.
Programs to assure safety driving by the elderly include
counseling and medical check-ups to help elderly
people to recognize their own physical function anddriving technique. Educational programs for elderly
drivers are also offered, one of which is a lecture using adriving simulation system. Furthermore, the police has
conducted R&D aiming to make the DSSS (Driving
Safety Support Systems), one of the sub-systems of the
UTMS (Universal Traffic Management Systems), fit forpractical use. The DSSS makes use of theinfrastructure of the Traffic Management and Control
System and IC cards. Two-way communication
between an infrared vehicle detector installed close bytraffic signals and a vehicle with UTMS in-vehicle-unit
enables to detect a pedestrian with an IC card coming
toward the intersection. Since such warning device will
help reduce traffic accidents involving elderly drivers,
earliest possible realization is anticipated.
In order to protect elderly pedestrians, the police
encourage private organizations to voluntarily provide
traffic safety educational programs. It has also
promoted to install pedestrian signals specially designed
for the elderly and the disabled. Such signals will
lengthen the time the green light is on when it detects aperson holding a portable transmitter crossing the road.
Furthermore, the police emphasizes the construction of
the Community Zones where elderly people can walkaround in peace. In order to support these safety
programs for elderly pedestrians, the DSSS is also
expected to play an important role.

32

Policy section(1) Population over 65, Driver's license holders, Fatalities
1200

1000

Elderly people's driving

800

Number of license holders over 65
Index

600

400

Elderly driver's symbol
Total number of fatalities over 65

200

Population over 65
Total number of driver's license holders

Total population
0
79

80 81

82 83

84 85

86

87 88 8990

91 92 93

94 95

96 97 Year

Number of driver's license holders over 65
Year

Item

1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997

Total

Number of driver's
license holders over 65

Component ratio

Index

Male

Component ratio

FemaleComponent ratio

24,782,107
26,449,229
28,000,367
29,474,643
30,778,778
32,143,688
33,482,514
35,148,742
37,022,922
39,174,099
41,042,876
43,000,383
44,973,064
46,978,577
48,814,356
50,606,685
52,347,735
54,079,827
55,724,173
57,423,924
59,159,342
60,908,993
62,553,596
64,172,276
65,695,677
67,205,667
68,563,830
69,874,878
71,271,222

178,993
214,072
251,684
292,938
351,998
410,395
468,757
563,156
647,699
738,043
833,868
949,248
1,067,955
1,190,607
1,325,827
1,469,286
1,634,937
1,814,902
2,007,320
2,222,375
2,493,275
2,812,121
3,155,742
3,526,939
3,937,736
4,344,463
4,792,613
5,250,024
5,781,019

0.7
0.8
0.9
1.0
1.1
1.3
1.4
1.6
1.7
1.9
2.0
2.2
2.4
2.5
2.7
2.9
3.1
3.4
3.6
3.9
4.2
4.6
5.0
5.5
6.0
6.5
7.0
7.5
8.1

100
120
141
164
197
229
262
315
362
412
466
530
597
665
741
821
913
1,014
1,121
1,242
1,393
1,571
1,763
1,970
2,200
2,427
2,678
2,933
2,701

178,321
213,246
250,623
291,556
350,154407,960
465,600
558,760
641,844
730,136
823,312935,094
1,049,239
1,165,976
1,293,640
1,427,106
1,577,555
1,738,227
1,906,506
2,090,011
2,322,217
2,590,534
2,874,120
3,174,400
3,500,204
3,813,017
4,154,365
4,496,499
4,884,249

99.6
99.6
99.6
99.5
99.5
99.4
99.3
99.2
99.1
98.9
98.7
98.5
98.2
97.9
97.6
97.1
96.5
95.8
95.0
94.0
93.1
92.1
91.1
90.0
88.9
87.8
86.7
85.6
84.5

672
826
1,061
1,382
1,844
2,435
3,157
4,396
5,855
7,907
10,55614,154
18,716
24,63132,18742,18057,382
76,675
100,814132,364
171,058
221,587
281,622352,539
437,532
531,446638,248
753,525
896,770

0.4
0.4
0.4
0.5
0.5
0.6
0.7
0.8
0.9
1.1
1.3
1.5
1.8
2.1
2.4
2.9
3.5
4.2
5.0
6.0
6.9
7.9
8.9
10.0
11.1
12.2
13.3
14.4
15.5

33

Transport systems and Society

4━3

Economic activities and Traffic police
Rapid movement toward deregulation in recent years

signal control will help them run on time. The system

has made business owners' demands for physicalhas been introduced in Tokyo and Sapporo and will

distribution extremely diversified and sophisticated.

be introduced in Hamamatsu city.

Responding to such demands, the government has
been implementing various policies to reduce
distribution cost and grade up distribution systems
and the traffic police is required to cooperate for theefficient distribution through the optimum traffic
control.

The traffic police has conducted R&D aiming at theearliest nationwide adoption of the MOCS ( Mobil
Operation Control Systems), one of the sub-systemsof the UTMS. Through the two-way communication
between an infrared vehicle detector and a vehicle
with UTMS in-vehicle unit, a business office can trace
its trucks and give them operating information, whichenables the office to conduct an efficient operating
management. After an experimental operation of thesystem which started in April 1996 in Sapporo proved
the system's effectiveness, the system was put into
practical use there. The system also played a majorrole in the Nagano Winter Olympic Games held in
February 1998, supporting the efficient operation ofGames-related vehicles.

In order to control traffic congestion caused by
activated economic activities and to minimize its
adverse influence on economic activities, traffic
volume should be reduced as much as possible.
Since promotion of the usage of mass transportation
systems as well as the appropriate traffic control areconsidered to help reduce traffic, the police has
introduced the PTPS (Public Transportation Priority
Systems), one of the sub-systems of the UTMS inorder to encourage people to use buses. Under thesystems, lanes exclusively for buses and the priority

34

Policy section

Traffic congestion's influence on your daily life is enormous. The following are how much you lose due to traffic congestion.

●Time and money

approx. 5.6 billion hours per year
approx. 50 hours per capita per year

When converted into money;

approx. 12 trillion yen per year

After compared cruising time per year in a congested
road with that in a non-congested road, converted thetimes into wages
source: Ministry of Construction

approx. 100 thousand yen per capita per year

●Energygasoline-run car

twice as much fuel as is
expected with no traffic
congestion

Cruising speed: 40km/h

Fuel consumption: 69cc/km

Cruising speed: 10km/h

Fuel consumption: 170cc/km●EmissionCompared emissions by each cruising speed of heavy-weight
diesels.
When compared emissions with a cruising speed of 40km/h toones with a cruising speed of 5km/h, amount of NOx increases
about three times, CO2 two times, and CO four times.
Source: "Automobile Industry," the June 1993 issue

load factor to environment
twofold to fourfold

Source: Ministry of Construction

35

Transport systems and Society

4━4Traffic management in disasters
It is presumed that, in the events of natural disasters

control according to the situation even in a disaster;such as earthquakes, storms, and floods, traffic will

traffic signals at major intersections are being

be greatly damaged due to the limited number of

equipped with a self-starting power generator, whichroads available because many roads would be cut off

will prevent them from stop working when the electricor blocked by collapsed buildings. Once the power ispower fails.

cut, traffic signals will stop functioning, which will leada chaotic situation in the city and main road networks
connecting cities. Secondary disaster is anotheranxiety and rescue vehicles would also be prevented
from reaching the devastated areas. It is, therefore,
inevitable for the police to direct appropriate traffic
management so that routes for rescue vehicles are
secured and smooth evacuation instructions can begiven, while collecting information on damaged roads
and traffic conditions.

In order to make such traffic management possible indisasters, the police takes preventive measures
including disaster drills, a planning of a detailed traffic
control procedures in disasters, and educational
programs to confirm drivers what they should dowhen a devastating earthquake hit the region.
Rescue vehicles which are to be sent to thedevastated areas will be selected and, step by step,
traffic information boards will be setting up at places
where people can easily obtain information on
detours and damages to the roads.

The police also promotes to install disaster-resistanttraffic safety facilities. For example, various vehicle
detectors, CCTV cameras, and information boards
will be installed in major roads which will be used inan emergency to support the central traffic control
system; the traffic control center, a nucleus of thetraffic management and control system, will be
reinforced to be earthquake-resistant so that thecenter may continue to direct the appropriate traffic

36Policy section

installation of Add-on device of power generator for traffic signal (nationwide)
Number of device
2800
2600

Add-on device

2400
2200
2000
1800
1600
1400
1200

Add-on device

1987

1988

1989

1990

1991

1992

1993

1994

1995

1,758

1,879

2,004

2,182

2,187

2,446

2,384

2,530

2,789

37

Theory of traffic management

5━1

Mechanism of traffic congestion
When traffic demand exceeds traffic capacity, roads

There are two possible ways to mitigate andbecome congested.

The traffic capacity is

eventually dissolve traffic congestion; one is todetermined by various factors such as width,

increase the capacity of a road and the other is toconfiguration, and incline of a road. When many

adjust traffic demands. In order to increase thevehicles pass at a certain section of road and its

capacity, constructing new lines and widening roads

volume exceeds the inherent road capacity, some

may be helpful. Such projects, however, require tovehicles will not pass through there and the traffic

obtain proper amount of land, which is quite difficult incongestion is getting appeared.

Japan. Therefore, the TDM measure which aims toadjust traffic demands, broadly transportation

The section of a road where vehicles gather moredemands, has drawn peoples' attention. The methodthan the road's capacity is called a "bottleneck."is to give some incentives to drivers so that they areIntersections on roads and merging places, sags*1),

encouraged to change their departure time or to takeand tunnels on expressways can be bottlenecks. In

trains or other public transportation system instead.

the section called sags, where a downward incline

The said congestion on the Metropolitan Expresswaychanges into an upward one, speed gradually slows

could be dissolved if 20% of drivers change theirdown. When drivers are unaware of the change, they

departure time by averaging 15 minutes up to 30

keep the same distance between themselves and theminutes.

cars they are following. Slowing down with littlechange in a distance between noses of the twocars*2) will lengthen a time between noses of the twocars*3). Eventually, the number of cars which canpass through the section per hour will decrease.
Capacity at a sag section depends on whether adriver is aware of the change or not. A survey showsthat the traffic capacity at a sag where the change ishardly noticed is 20-30% less than that at other sags
where a change is distinct.

Even though there is only a little amount of excess intraffic demand at first, if such situation goes on for along time of period, traffic will be congested andcause a great problem. For example, in November
1990, congestion caused by 10% excess of thedemand for 2 hours, beginning at the Kasai junctionof the Metropolitan Expressway, eventually extended
to seven-km-long and lasted approx. 4 hours.

38*1) a section where a downward incline changes into
an upward incline*2) a distance from the nose of a car to the nose of
the following car*3) a time period which two cars with no other cars in
between pass through a point

Theory of traffic management

Policy section

5━2

Traffic flow simulation
Simulation means to reproduce actual conditions

according to the model under a virtual traffic

through various means. While conventional methods

condition.

use models for a simulation, computerized numericalsimulation has recently been adopted in many cases.

5) Validation of reproductivity:

Traffic flow simulation is one of those which adopt the

Validation shall be confirmed how well thecomputerized numerical simulation method and issimulation reproduces the actual situation.

divided into two major groups according to what is tobe modeled; micro-simulation and macro-simulation.

With the progress of the ITS technologies, the police

The former aims to model movements of a car, suchis expected to manage and control traffic much moreas how to follow a car and how to change lanes. The

dynamically and effectively than ever. It is alsolatter aims to describe traffic phenomena byexpected to put a traffic flow simulation model into

approximating a traffic flow as a fluid or considering

practical use since it helps reproduce or predict traffic

several cars as one group.

situations which vary from moment to moment.

The traffic flow simulation method is used for various
purposes including assessment of effect of improvedor newly constructed roads, traffic operation plans,and dissemination of traffic information. Although asimulation is modeled according to each case, all thesimulations take the following procedures:

1)Specification:
Input and output of simulation shall be decided
upon taking the simulation purposes

into

consideration.

2)Modeling:
Modeling of traffic phenomena shall be made tomeet the above specification.

3)Implementation:
Programming shall be progressed according to themodel.

4) Verification of a simulation:
Verification shall be conducted whether the
program correctly reproduces a traffic phenomenon

39

40

●Traffic Management and Control System●Universal Traffic Management Systems

41

1

Traffic Management and Control System

The traffic management and control system is designed to distribute and guide fitly
the volume and the flow of the traffic in the overcrowded cities based on theexisting road network. This system works to support urban mechanism throughmaking the most of facilities of motor vehicle.
The traffic management and control system has been established in every
prefecture in Japan and is being operated through the traffic control center of the
Police Headquarters as the nucleus.
The traffic control center located in each prefecture manages traffic covering theentire area of its region by integrating the information transmitted from the city
centers in the main cities and the sub-centers in medium-sized and small cities ofthe prefectures in which they are located.
Incidentally, there were 170 control centers in total in Japan at the end of 1997,
including 47 headquarter centers, 28 city centers, and 95 sub-centers.

(1) System structure
The traffic control system is structured hierarchically toallow for future expansion and ensure safety.The lower
layer of the system directly controls the traffic signals,
the vehicle detectors, the roadside transmitters, and themessage sign terminals; its structure is designed forextra equipment be added easily in the future.The upper
layer of the system integrates the lower layer andconsists of the signal control subsystem, the informationcollection and supply sub-systems, as well as theoperation management sub-system which interfaces
with the supervisors, and the traffic information database. These systems are connected by a local area
network (LAN), which permits large volumes of data to
be sent at high speeds.
(2)Information collecting sub-system
The traffic control system collects informationtransmitted from roadside vehicle detectors (ultrasonic,
infrared, etc.), such as traffic volume and speed, andvehicle types. Collected data are sent to the traffic
control center. Congestion length, saturated traffic
volume, and division rate are calculated from thisinformation. Also, based on data sent from the travel
time measuring terminals, the traffic control center
calculates travel times and estimates travel times for
those roads not fitted with such terminals.
(3) Signal control sub-system
Based on the traffic data gathered by the information

42

collecting sub-system, the signal control sub-systemdetermines the cycle lengths, split control, and offset
values which control the signal devices; this is carriedout in the upper layer of the system. Having processed
the data, the signal control sub-system then directly
operates the signal controllers via the lower layer of thesystem.
(4) Information supply sub-system
This system provides drivers automatically withinformation about congestion, travel times, traffic
regulations, and parking space availability throughroadside transmitters, variable information boards,
information terminals, and in-vehicle navigation units.
Information is also provided automatically in response totelephone or fax inquiries.
(5) Operation management sub-system
This system manages and operates prefecture-wide
traffic control systems. It provides traffic supervisors
with information on traffic and on how the systems arefunctioning through man-machine interfaces such as the
traffic wall map and CRT displays. The traffic
supervisors are the ones who take charge of theoperation of the traffic control center. Based on theprovided information, they change control parametersettings. This system also exchanges traffic and roadinformation with systems operated by other prefecturesand road administrators.

Traffic Management and Control System

Technology section

1━1

Traffic Control Center
Traffic control system structure
Informationcollection

Information
analysis

Information
supplyTraffic control center

Information boards
Helicopters, patrol cars,
and police officers

Control

Vehicle detectors

TV cameras

Roadside radio transmitters

Traffic control centers inneighboring prefectures

Traffic signals

In-vehicle equipment

System structure diagram●Traffic management and control system

Traffic information
data baseIn-house systems
Traffic informationcollection

Traffic information
supplySignal controller

Operation
management

Traffic informationexchange

Other prefecture systems
Other agency systems

CCTV monitor
control device

Japan Road Traffic
Information Center
LAN

Signal control device
in lower layer

Multi-function
controlconsoleSignal control device
in lower layer

Signal controller

Terminal
control
deviceTerminal
control
deviceSignal controller
Processing
deviceFAX
SignalUltrasonic Infrared vehicle Image processing
AVI
vehicle detector
detector
vehicle detector terminal

SignalUltrasonicInfrared vehicle
vehicle detector
detector

Roadside transmitter
Variable
devicemessage board

Automatic answering
telephone

City/sub-centers

Traffic flow
monitor camera

43

Traffic Management and Control System

1━2

Information Collection Equipment
The traffic control system collects information via
different types of vehicle detectors, TV cameras, andthe like information collection equipment and sends itto the traffic control center. Various vehicle detectors
are in use, including ultrasonic, infrared (opticalbeacons), radar, and loop vehicle detectors. The
most in number is the ultrasonic vehicle detector.
This type of vehicle detector is essential for sensor
actuated control, link actuated system control, andarea control. These various vehicle detectors
installed in Japan numbered more than 110,000 at
the end of 1997.
(1)Ultrasonic vehicle detectors
An ultrasonic vehicle detector consists of an
ultrasonic sensor head and the main unit. The heademits an ultrasonic wave down to the ground. The
main unit measures the passage of time between theemission of a wave and the reception of its reflection,
thereby detecting vehicles. In general, the head ismounted approximately 5 m high right above theroad. Its position is perpendicular to the roadsurface. There were approximately 88,000 ultrasonicvehicle detectors installed in Japan at the end of
1997.
(2) Infrared vehicle detectors (optical beacons)
Also known as an optical beacon, an infraredvehicle detector consists of a head and the main unit.
Functions of the infrared vehicle detector are todetect vehicles passing on the road using nearinfrared-light and to perform two-way opticalcommunications with vehicles. The number of opticalbeacons installed in Japan was approximately 18,000
at the end of 1997.
(3) Radar vehicle detectors
A radar vehicle detector, also named
R-typevehicle detector, in Japan is constituted of atransceiver and the main unit. The transceiver
projects a microwave and receives its reflection.
According to the intensity of the reflected microwave,
the radar vehicle detector detects moving vehicles.
Moreover, it also measures vehicle speeds taking

44

advantage of the Doppler effect and discriminates
vehicle types judging from duration in which vehicles
are present. There were approximately 4,500 radar
vehicle detectors in Japan at the end of 1997.
(4) Image processing vehicle detectors
An image processing vehicle detector consists of a
TV camera and the main unit. The TV camera films
vehicles. By processing images, this device detects
vehicles, counts them, and measures their speeds.
The image processing vehicle detector, installed rightabove a lane or roadside, is capable of measuring
vehicles in multiple lanes with a TV camera.
Image processing vehicle detectors installed in Japan
numbered approximately 1,200 at the end of 1997.
(5) Bus detectors
Buses are detected by an application of the various
vehicle detectors. There were approximately 1,100
bus detectors installed in Japan at the end of 1997.
(6) Travel time measuring (AVI) terminals
These terminals take pictures of moving vehicles
using CCD cameras installed over roads. They readlicense numbers on vehicles by real-time image
processing. Other terminals located far from theformer terminals take pictures in the same way tomatch the processed images, leading to calculation of
the travel time between them. AVI terminals installedin Japan numbered approximately 800 at the end of
1997. These covered approximately 570 sections, orapproximately 4,100 km.
(7) CCTV cameras
These cameras are installed at intersections and thelike. Traffic control centers can control camera
direction, zoom function, and wiper operation. The
images captured by the cameras are sent to thetraffic control centers through image transmission
lines. Traffic control center operators can selectrequired images and display them on monitor screens
where camera numbers permit. The number of
CCTV cameras installed in Japan was approximately
2,100 at the end of 1997.

Technology section(1) Ultrasonic vehicle detector(2) Radar vehicle detector

Head

Transceiver
Mainunit

Mainunit

Approx.

(3) Infrared vehicle detector(4) Image processing vehicle detector

TV camera
Head

Mainunit
In-vehicle navigation unit

Mainunit

Detectionzones

Communication zones(5) Bus detector(6) AVI terminal(7) CCTV camera

45

Traffic Management and Control System

1━3Signal Control Equipment

Signal controllers are installed at intersections where a good view of roads is obtained in four directions.
Different kinds of signal controllers are installed for operation of site control, link coordination control andarea control of signals.
There were approximately 170,000 signal controllers installed in Japan at the end of 1997.

Multistage signal
controllers

Site
controlPush-button signal
controllers

Sensor actuated signal
controllers
Signal controllers

Link
coordination
controlMultistage link coordination
signal controllers

Link actuatedsystem control

Centralized signal
controllers

Area control(wide area control)

1 Site control(1)Multistage signal controllers

There were approximately 47,000 multistage signal
controllers installed in Japan at the end of 1997.

For multistage control, traffic volumes are surveyed
and a green signal length best suited to each hour(2) Push-button signal controllers

and the day of the week is selected.

With this controller, a pedestrian signal turns to green

An electronic time switch is provided in the signal

only when a pedestrian wishing to cross a roadcontroller, which keeps the time and the day of thepresses the push-button attached on a signal post.

week. According to the time and day it keeps, theThe traffic signal for vehicles remains green unlesstime switch automatically selects a suitable control

the push-button is pressed.

pattern among those that were stored in advance.

There were approximately 24,000 push-button signal

This type of multistage control is suitable forcontrollers installed in Japan at the end of 1997.

intersections whose hourly and day-to-day traffic
patterns are almost constant.

46

Technology section

Number of traffic signal controller
10 thousand units

16

Centralized control

Link coordination control

Sensor actuated control

General signals

14
12
10
8
6
4
2
0

72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95
Area control 0.26 0.52 0.71 0.88 1.09 1.23 1.7 1.81 2.28 2.53 2.74 2.93 3.11 3.26 3.45 3.64 3.83 4.05 4.3 4.44 4.61 4.79 4.92 5.06
Link coordination
1.02 1.16 1.32 1.41 1.43 1.5 1.62 1.62 1.52 1.71 1.86 1.87 1.91 1.96 1.95 1.96 2.04 1.96 1.98 2.09 2.15 2.23 2.27 2.31
control
Sensor actuated
0.23 0.28 0.32 0.35 0.42 0.47 0.54 0.57 0.65 0.68 0.72 0.76 0.78 0.82 0.79 0.79 0.81 0.87 0.9 0.95 1 1.08 1.12 1.14
control

General signals 2.31 2.72 3.29 3.83 4.25 4.81 4.97 5.41 5.66 5.69 5.68 5.81 5.86 5.91 5.99 6.05 6.12 6.28 6.37 6.55 6.73 6.85 7.06 7.27

(1) Multistage signal controller

Traffic volume(2) Push-button signal controllerStandard
patternSlackpatternSlackpatternStandard
patternStandard
pattern

Traffic signal for vehicles

Time

Concept of multistage control
Pedestriansignal lights
SignalcontrollerState 1: push-button not pressed● Traffic signal for vehicles: green● Pedestrian signal light: red
State 2: push-button pressed● Traffic signal for vehicles: green → amber → red

Push-buttonbox● Pedestrian signal light: red → green

47

Traffic Management and Control System

1━3Signal Control Equipment(3) Traffic Actuated Control

traffic actuated signal control for right-hand turns

Although the multistage control works satisfactorily if

performs the signal control so that right-turn arrowtraffic flow profiles are constant, it cannot deal withsignal lengths may change according to the volumes

traffic volumes that vary in an unpredictable manner.

of right-turns. This control improves processing

To overcome this difficulty, the traffic actuated control

capacity of intersections as well as increases theuses vehicle detectors for determining green signal

safety of right-turns.

length according to the measured traffic volume.

controllers for right-hand turns installed in Japan

Traffic actuated signal

numbered 1,792 at the end of 1996.
(a) Semi-actuated signal controllers
This controller keeps the green signal for the main(d) Signal controllers for semi-actuated control during slack hours

road. It turns the signal for the subordinate road

These controllers carry out a kind of semi-actuatedgreen only when it detects a vehicle or pedestrian on

signal control. They perform standard signal control

that road. The semi-actuated control is suitable forduring daytime hours when traffic volumes are high,such intersections that the subordinate roads have

while during slack hours as in the nighttime they

relatively low traffic volumes. There were 10,471

conduct semi-actuated control with the traffic on main

semi-actuated signal controllers in Japan at the endroads given a priority.

of 1996.

This kind of control is fit for such intersections that thetraffic that crosses the main roads substantially(b) Full-actuated signal controllers

decreases during slack hours from that in the

While the semi-actuated control uses vehicle

daytime. There were 11,626 signal controllers for

detectors only on subordinate roads, this control

semi-actuated control during slack hours installed inmethod provides vehicle detectors on all directions

Japan at the end of 1996.

including the main road so as to control green signal
lengths in each direction according to their traffic(e) Speed sensor actuated signal controllers

volumes. The full-actuated control is suitable for

R-type vehicle detectors capable of measuring

such intersections that traffic volumes substantiallyvehicle speeds are located near intersections. Whenchange in each direction or traffic conditions vary inthey detect vehicles running at unusually highan unpredictable manner. The number of full-speeds, these controllers shorten green signal

actuated signal controllers installed in Japan was 970

displays at downstream intersections if those signals

at the end of 1996.

are green, or lengthen red signal displays if thosesignals are red, to stop such vehicles without any(c) Traffic actuated signal controllers for right-hand turns

problems. This kind of signal control uses speed

Where right-turn vehicles are many and haveinformation sent by detectors. The number of speed

substantial hourly changes, fixed time control of themsensor actuated signal controllers installed in Japan

would result in congestion due to jamming right-turns

was 1,094 at the end of 1996.

or in wasted right-turn signal lengths. Therefore by
installing the vehicle detectors for right-turn lane, the48Technology section(3)Traffic Actuated Control
Traffic signal lightfor vehicles

Traffic signal lightfor vehicles

Vehicledetector

Vehicle detector

Traffic signal lightfor vehicles
Pedestriansignal light

Main
Push-button
box

Main

road

State 1: push-button not pressed or no vehicle detectedroad
Vehicle detector

State 2: push-button pressed or a vehicle detected● Traffic signal for vehicles: green (for the main road)● Traffic signal for vehicles: green → amber → red (for the main road)● Traffic signal for vehicles: red (for the subordinate road)● Traffic signal for vehicles: red → green (for the subordinate road)● Pedestrian signal light: red (for the subordinate road)● Pedestrian signal light: red → green (for the subordinate road)(b) Full-actuated signal controller

Traffic signal lightfor vehicles(a) Semi-actuated signal controller
Vehicle detector

Pedestriansignal light

Signalcontroller

Traffic signal lightfor vehicles

Traffic signal lightfor vehicles(d) Signal controller for semi-actuated control
during slack hours
Vehicle detector

R-type vehicle
detector

Speed warning
board

SignalRight-turns

Intersection(c) Traffic actuated signal controller for right-hand turns(e) Speed sensor actuated signal controllers

49

Traffic Management and Control System

1━4

History of traffic signals
1 Development of traffic signals(1) Traffic control was first introduced in Japan insignals, which became so popular that a hand-waving

1919. At that time, the police gave signs by waving

Meanwhile, the restoration of traffic signals madetheir hands. Various types of traffic signals havevery slow progress in spite of the urgent request by

since been used, beginning from information-board

the U.S. Occupation Army.

signals competition was held in December 1948.

type signals which were manually operated, and thento portable-lamp type signals with electric bulbs, and,(4) Remarkable growth in Japanese economy inat present, automatically operated signals.

around 1955 was accompanied by a rapid increase in

A prototype of the present traffic signals is the

motor transportation volume. In 1960, the Road

automatic signal which was imported from Reynolds

Traffic Law was enacted which established the baseCo., U.S. in March 1930. The signal with three lightsof the present concept concerning trafficin green, amber, and red was installed at the top of amanagement. The law also clearly stated that thepole which was placed at the center of the Hibiya

Public Safety Commission is responsible forintersection in Tokyo. The signal was designed ininstallation of traffic signals. Concurrently, thetwo phases way that the amber light was on after thenumber of traffic accidents has increased. "Thered one as well as between the green and the red.

Emergency Measure Law Relating to theThis historic first traffic signal and the information-

Improvement of Traffic Safety Facilities" was issued

board type signal are now displayed in the Trafficand enacted in April 1966 in response to a public

Museum in Kanda, Tokyo.

earnest demand for appropriate road traffic
environment in the road traffic era. In compliance(2) Although instructions and notice by thewith this law, traffic signals facilities have been

Metropolitan Police regarding traffic signal's function

greatly improved and the number of signals also

were established in April 1930, trams' conductors

increased. (See Table 1)

were the only people who understood the meaning of
signals and followed the instructions. Therefore,(5) Each municipal government adopted its own type

"Go," "Caution," and "Stop" in black letters wereof traffic signals for the visually impaired (Audible

added on the surface of each signal light so thatsignals) until July 1975, when two of them wereordinary people were able to understand what they

officially designated to be installed nationwide; one

meant.

with two kinds of bird's chirping sounds and the otherwith two Japanese folk songs. Under the 2nd Five-(3) With the advance of motor transportation, theyear Plan for Traffic Safety Facility Improvement

number of traffic signals in major cities in Japan

starting in fiscal 1976, a subsidy was allocated to thegradually increased. Although 370 sets of signals

installation of these two types of signals for thewere installed in the district of the Tokyo Metropolitan

visually impaired.

Police Department in 1941, most of them weredestroyed during World War II. After the war, thepolice started traffic control again with hand-waving

50

Technology section

2 Number of traffic signals (See Table 2)
Table 1: Chronological table of traffic signals in Japan
Year/Month

Item

Remarks

1919.9Hand-waving signals introduced

Traffic control by hand-waving was started at the Ueno-hirokouji intersection at Ginza 4-chome, Tokyo.

1930.3

Automatic traffic signals imported

1930.4Standard of signaling announced
by the police

The Metropolitan Police Dept. decided to insert "Caution" between "Go" and "Stop."

1930.12

Domestic automatic traffic signals installed

Domestic signals were installed at three junctions in Kyoto by Electricity Dept. of Kyoto Prefecture.

1933.4

Synchronized-type signals in use

1933.4

Budget allocation for traffic signals

The Metropolitan Police Dept. appropriated an installation budget for 11 sets of automatic signals.

1934.6

Push-button signal forschoolchildren in use

Push-button signals for schoolchildren were installed at two intersections on Dai-ichi Keihin.

1934.10Additional signals clarified by
the police

Meanings of arrow signals in amber and green and flashing amber were clarified by the Metropolitan

1947.11

Road Traffic Enforcement Law
enactedThe Road Traffic Enforcement Law stipulated that pedestrians must follow traffic signals. Enforcement regulations indicated what each

1953.2Semi-actuated signal control in use

Semi-actuated type signal with foot board sensor was installed in front of Keio University, Tokyo.

1955.9Signals for the visually
impaired in use

1961.6

Link actuated signal system
imported

U.S. made signals controlled automatically on traffic volume were installed on Dai-ichi Keihin, Tokyo.

1965.9Man-shaped signals forpedestrians installed

Man-shaped signals for pedestrians were installed in addition to signals for vehicles at Oiwake intersection in

1966.1

Wide-area signal control started

Wide-area signal control with computers was applied to 35 intersections in Ginza, Tokyo.

1966.2

Specifications were issued by the
National Police Agency

Specifications for the standard traffic signals were first issued. (Comprehensively revised in Sep. 1972)

1966.4The Emergency Measure Law Relating to
the Improvement of Traffic Safety Facilities

It was approved at the 51st Diet Session that the government would bear or subsidize installation

1968.12

Scrambled crossing method
implemented

The method which allowed pedestrians cross an intersection diagonally was first introduced at Kogai-

1970.7

Road Traffic Law's executive
regulation was revised.

The revised version allow vehicles nearing an intersection continue to go at the amber signal display. It was also

1973.6

Bus priority signal control implemented

The priority signal control for buses was started at Minami intersection at Kami-iida-shako, Nagoya City.

1978.6

Pedestrian signal with displayof waiting time in use

Pedestrian signal lights with display of waiting time were installed at Kita-zume intersection at Ebisu-

1993.10

LED type signals in use

A traffic signal with LED was installed at Higashi intersection at Shiro-koji-hisaya, Nagoya City.

The first traffic signal imported from U.S. was set at Hibiya intersection in Tokyo.

Synchronized-type signals were installed along Showa Blvd. and Ginza Blvd. which enabled the link
coordination control.

Police Dept. (Meanings of green, amber, and red signal displays were already clarified in 1930.)

signal means, how to give a sign, and how to install and maintain traffic signals.(Green light was named as blue in Japanese)A signal which let the visually impaired know the change of signaling with a bell sound was installed at Higashidacho, Suginami-ku, Tokyo. After various types of signals for the visually impaired were introduced, two types of suchsignals,one with a bird's chirping and the other with Japanese melodies were designated to be installed in 1975.

(Domestic signals in such kind were invented in the following year.)Shinjuku, Tokyo. The green lights of such signals were designed to flash before the red light was turned on.

expense of traffic signals.

bashi intersection, Kumamoto City.

decided to set a period of time when red signals on both sides of an intersection are on after the amber signal display.

bashi, Osaka.

Source: "Fifty-Year History of Traffic Signals in Japan" by the Association of Traffic Control Facilities

Table 2:Number of traffic signals installed [unit]
1960
2,536

1965
8,285

1970
23,2901975
63,846

1980
101,100

1985
119,520

1990
135,634

1994
157,792

1996
161,89151

Traffic Management and Control System

1━5Signal Control Method
1 PhaseTraffic flows in different directions are in turn givena normal intersection, as shown in the following

priority to go by traffic signals. The period of time

which is called 2 phases. At an intersection where

when a group of vehicles and pedestrians on the side

many vehicles take right-turns, phase C is insertedof a green light is allowed to go is called "phase." At

between A and B, where it is called 3 phases.

Phase A

Phase B

figures, phase A and B are usually seen by turns,

Phase C
Traffic flow with priority
Traffic which is stopped

2 Clearance period
The following is the way how to avoid a car crash at andisplay or start their cars before the green light is on. On

intersection when a traffic signal changes.

vehicles may be left in the middle of an intersection even

When phase-A changes into B, it is necessary forafter the color changes. Therefore, an appropriate

vehicles on the flow to stop at the stop line or passdisplay period should be carefully set up.

the other hand, when the period is too short, somethrough the intersection before the phase A changes into
B. Therefore, in transition from A to B, a certain periodof time is set to clear vehicles in the intersection, which iscalled "clearance period." The clearance period isPhase A

shown by totaling periods when an amber signal display
is on and when all the red signal displays in the

Keep
going

intersection are on. The length of the period isdetermined by the shape and space of an intersection.
(1) Amber signal display

Stop

Stop

Amber
signal display

Since some vehicles are not ready to stop at the time agreen signal display turns into an amber signal display,

Stop

the amber signal period allows such vehicles to passStopthrough the intersection.

Red signal display
on both sides(2) Red signal display at both sides
A period when red signal displays on both sides are on is
set long enough for vehicles in an intersection to getaway from the intersection. When the period is too long,some impatient drivers do not stop at an amber signal

52

Phase B

Technology section

3 Three factors in signal controlling
Appropriate setting of timing or signal controlling is importanttaken into consideration when a cycle is determined. A

for traffic signals operation. There are three types of timing,

traffic volume.

"cycle," "offset," and "split."(2) Split(1) Cycle

A period of time allocated to each phase in a cycle is called a

A period when signal display turns from green to amber, and"split," which is shown by the percentage. Major roads withthen to red is called a "cycle," which is shown by the second.

larger traffic volume require longer period of time compared

When the cycle is too short, traffic may be congested

to secondary roads with smaller traffic volume. An

because only a small amount of traffic is allowed to go. On

appropriate split should be determined according to traffic

the other hand, the cycle which is set too long will bevolume of a road as follows:when a cycle is 100-second

inefficient. Various factors including traffic volume, space ofcycle, 60 percent (60 seconds) will be allocated to a major

an intersection, and crossing time of pedestrians should beroad while 40 percent (40 seconds) to a secondary road.

longer cycle is usually adopted at an intersection with a large

40％
Green

60％

Amber

Cycle

Red

(3) Offset
A time lag is set between two traffic signals next to eachother in order to allow vehicles on a major road to keep
driving without being stopped by each traffic signal. The
time lag between times when the green lights of signals
next to each other are on is called an "offset." This isshown by the second or percent per duration of a cycle.
When there is a 10-second time lag between signals A
and B, each of which has a 100-second cycle, you canOffsetsay that there is a 10 per cent or a 10 second offset.

Green

Amber

Red

A

Since "cycle," "split," and "offset" are inevitable to help

Cycle

traffic flow smoothly, they are regarded as three major
factors in signal controlling.

B
Red

Green

Amber

Red

53

Traffic Management and Control System

1- 6

T OP ICS Pedestrian-friendly Control
1 Sensor actuated control for the elderly and the disabledThis signal control system allows the elderly and pedestrians disabled in the foot to go pedestrian crossings safely,
walking more slowly than other pedestrians do. The time the pedestrian green light is displayed is extended by pressing
the button on a special white box or the button on the small pendant transmitter carried by the user.

1) Special push-button box

Small pendant transmitter2 Sensor actuated control for pedestrians
The volumes of pedestrians on pedestrian crossings aremeasured by pedestrian detectors. The pedestrian green
light length is extended or shortened if the volume is higher
or lower, respectively, than a preset value. Signal lengths inseconds are selected efficiently according to the volume ofcrossing pedestrians.

3) Pedestrian detector

54Technology section

3 Display of pedestrians' waiting time
This device shows how long the pedestrians at pedestriancrossings have to wait for turning green in figures or by indicators.

4) Display Device of pedestrians' waiting time

4 Audible signals
This type of signals lets sight-impaired pedestrians

5 Audible accessories for pedestrian signals
This device lets pedestrians know turning green bycrossing roads know that the signals are green, andmeans of a chime ring followed by human voice ( Bing-

guides them by either melodies (bongJapanese children's song) or
chirping sounds ( tweet, tweet

Toryanse(a

The signal is green now ).

Kokyo-no Sora ) or birdor

cuckoo ).

55

Traffic Management and Control System

1- 7

Link Coordination Control
1 Traffic control method for road line
Link coordination control is a method to link adjacent signals bysmoothly without encountering red signals and having to stop if

offset patterns to let vehicles pass smoothly with a minimum

patterns is to deter overspeeding vehicles.

number of times they have to stop.

However, offset patterns do not mean that, if optimal adjustment ofIf vehicle a that has passed intersection A runs at a certain

offset patterns is performed, vehicles can pass all intersections

constant speed, it can then pass intersections B, C, and D without

without stopping. For example, while traffic volumes on a roadhaving to stop at each intersection as the signals turn to green in

may be about the same in both directions during off-peak hours,

sequence. In contrast, vehicle b that increases its speed mustthat in the up lanes may become higher than the down lanes

stop at intersections B and D. As a result, there is no difference

during the morning rush hours. The offset control then gives

they go at a certain constant speed. Another effect of offset

between times that vehicles a and b pass intersection D, which left

priority to the up lanes to increase traffic flow, thereby permitting nointersection A at the same time. Consequently, vehicles thatchances for the vehicles in the down lanes of going without a stop.

increase speeds take almost the same time to reach their

Offset patterns are adjusted according to current traffic conditions,destinations as those that run at a certain constant speed.

as explained above.

Offset patterns are intended to allow vehicles to run safely and
An example of offset pattern
Time

Do

wn

Up
b

a
ri

hd

oot

Sm

ving

Intersection A

Intersection A

B

C

D

B

C

D

Distance

2 Multistage link coordination control
The multistage link coordination control is a type of multistage

system control is suitable for such roads. This type of control

control provided with a link coordination control function. Threeand offset patterns, vehicle detectors that collect information suchcontrol patterns are provided, which are suitable, for example, foras traffic volumes, and signal controllers. The central unit, signal

congested, standard, and slack traffic flows. These patterns arecontrollers, and vehicle detectors are connected via telephoneselected depending on the time of day.

lines to exchange information one another.

This type of control is effective on such roads that traffic flow is

The central unit collects information such as traffic volumes via

relatively constant and flow patterns are distinct.

vehicle detectors installed at representative locations on routes. It

comprises a central unit that determines cycle lengths, split values,

automatically selects a control pattern fit for the traffic conditions
3 Link actuated system control
If traffic flow on some roads changes constantly, it is necessary tocontrol traffic in accordance with changes. The link actuated56

from several control patterns stored in advance, to control eachsignal controller.

Technology section

57

Traffic Management and Control System

1━8Area (Wide-area) Control

Let us consider efficient traffic control in an area provided with many signals. In major cities, trunk roads ofhigh traffic volumes intersect with medium-sized and narrow roads in a complicated manner, on which
numerous vehicles and people come and go. A great number of signals are installed in such an area toprevent accidents and create a smooth flow of traffic.
If each signal operates independently from others, the traffic in a city will become chaotic. In addition, link
coordination control does not improve traffic flow on subordinate roads that intersect with trunk roads.
Area traffic control is in need to improve control efficiency for urban road traffic that forms a very complex
structure. In general, area traffic control is known asarea control

orwide-area control,

each signal

being controlled by the computer in the traffic control center.
Traffic control center

1 Area traffic control sequence
Below is a control sequence for eachsignal under area traffic control.

Detection of vehicles

Calculation of traffic volumes orcongestion status

Selection of optimum cycle length,
split control, and offset pattern

Signal display instructions

Operation of signal lights

2 Area traffic control method
In cities, congestion of commuter traffic is seen in

produced, resulting in extended stop time or an

mornings and evenings in some districts, pedestrians

increased number of stops.

are many in shopping districts, and tourist traffic

To eliminate such wastefulness, intersections in an

floods on non-working days and holidays in somearea are classified into groups of similar flow profiles

other districts. There are various flow profiles(these are named

depending on the characters of districts. If suchits optimal control pattern is used. Moreover, eachdifferences are disregarded and the same control

subarea is linked with other subareas to control thepattern (cycle length, split value, and offset pattern) is

whole area.

used, congestion may occur in some districts due to

By setting up subareas this way, it becomes possible

short green signal lengths. In other districts,

to carry out careful control of complicated flows of aconversely, waste green signal lengths may bevast number of vehicles in the whole area.

58

subareas). In each subarea

Technology section

Commuterlands
Office districts

Recreation areas

Residential districts(a) Combination and splitting of subareas
In general, subareas such as residential andoffice districts and recreation areas arecontrolled independently. However, they
are combined and split, like amoebas,
according to current traffic conditions so as to set up optimal subareas for
traffic control.
For example, subareas are set up to connect residential and office districts

Office districts

during the morning and evening rush hours to make smooth flow ofcommuters. On holidays, other subareas may be created to connect
residential districts with recreational areas. Thus subareas arereconstructed hourly and on specific days of the week for traffic control.
It is possible to carry out sophisticated control by setting up subareas
suitable under various conditions.

An example of combined areas during morningand evening rush hours(b) Subarea control suitable for traffic conditions
Control patterns for each subarea and linkage between subareas arecalculated with a computer using data such as traffic volumes collected by

Recreation areas

vehicle detectors. Best control schemes are used for current traffic
conditions.
Recently, a method has been developed to minimize congestion. In thismethod, accumulated data are used to predict congestion, and the result isincorporated into traffic control.
Area traffic control is applied to urban and suburb areas, in which many

An example of combined areas
on non-working days

signals are installed, and is very effective.

59

Traffic Management and Control System

1━9Information Supply Unit Information Boards
and Other Devices
1 Information Supply Unit
The information supply unit is a general term for

Traffic Information Center.

equipment intended for real-time supply of

information and distribute it via the following three

information to drivers, such as congestion, accidents,

media. (See also descriptions of VICS on page 90.)

roadworks, traffic regulations, and travel times.

● Infrared beacons (infrared ray) intended for

The VICS center edits and processes the traffic

surface roads
2 Types(1) Information boards● Radio beacons (quasi-microwaves) intended forInformation boards are installed on the roadside to● FM multiplex broadcasts intended for wide areas

expressways

supply traffic information. Boards in this category are
as follows: character information, variable message,
preset message, formulated information, small

3 Information to be supplied
The traffic control center (See also description of the(character) information, and small (travel time)traffic control centers on page 42) receives various

information boards.

information about traffic conditions such as traffic(2) Roadside radio transmittersvolumes, congestion lengths, travel times which are

These devices supply traffic information in voicecollected automatically by vehicle detectors includingedited by voice synthesizers at the traffic control

infrared beacons, traffic accident information reported

centers. Radio transmitters and antennas installedby police men at the site, and other relatedon roadside emit radio waves. Drivers can accessinformation such as roadworks and traffic regulations,this information on their car radios at 1620 kHz.

edits and processes them , thereafter supply the(3) Traffic information service via telephone and fax

following contents, although they slightly differ

Users can access traffic information edited by traffic

depending on the supply media.

control computers by calling specific numbers. This

● Congestion status: road names, congestion

information is available in voice for telephones or in

lengths, and degree of congestion

maps and charts for fax machines.

● Travel times: road names and travel times(4) Information terminals● Incident information: road names, location names,

These terminals are mainly installed at public facilities

incident information

for user convenience. Traffic information is supplied(accidents, traffic regulations, etc.)

in maps and characters on monitor screens.

● Parking information: location and space availability(5) Vehicle Information and Communication System● Wide-area information: messages, cautions, etc.

(VICS)
VICS is an ITS project promoted jointly by the
National Police Agency, the Ministry of Posts andTelecommunications,

and

the

MinistryofConstruction. Traffic information collected by local
police headquarters and road administrators istransmitted to the VICS center through Japan Road

60

Technology section

Traffic information boards

Character information

Variable message

Preset message

Formulated information

Small (character) information board

Small (travel time) information board

Traffic information service via telephone and fax

Roadside radio transmitters (1620 kHz)

VICS

Traffic information
terminal

61

Traffic Management and Control System1━10Effects of the Traffic Control System
1 The Traffic Control System
Managed and operated by the police, the traffic

These functions are supervised by the traffic control

control system is a unified system for ensuring safe

every prefecture. The center works as the core of theand smooth traffic flow. It is designed to distribute

traffic management and control system.

center established at the Police Headquarters inand guide fitly the volume and the flow of the traffic in
the overcrowded cities based on the road network.
This system works to support urban mechanism

4 Effects in DetailEconomic benefits were calculated on each category

through making the most of facilities of motor vehicle.

to evaluate the effects of the system. Results areshown in the table.

2 Traffic Control System Equipment
Traffic safety facilities that constitute the traffic control

Benefits were evaluated in terms both of smoothtraffic flow and reduced accidents.

system include those listed below. These facilities
are developed and maintained under the Emergency
Measures Law Relating to the Improvement of Traffic

5 Aims
The traffic management and control system is

Safety Facilities established in 1966.

constantly improved for advancement along with

(1) Traffic control centers (They are established at thetechnological

Police Headquarters. In some main cities, city

Management Systems (UTMS: see also page 74)

centers are also established.)

were developed as an innovative concept to(2) Information collection equipment such as CCTV

implement ITS.

cameras and vehicle detectors

management and control system is constructed so as(3) Information supply unit including information

to realize a traffic society that is safe, comfortable,boards and roadside radio transmittersand environmentally friendly.

(4) Traffic signals(5) Equipment for information exchanges withneighboring prefectures and other agencies

3 How the Traffic Control System Works(1) Collects traffic information from policemen at site,
CCTV cameras, vehicle detectors, and other devices.
(2) Analyzes, processes, and records collected traffic
information.
(3) Controls traffic signals fitly based on the results ofanalyses and processing of traffic information.
(4) Provides drivers with traffic information via
information supply unit and other devices (see also
page 60).
The traffic control system has functions shown above.

62

progress.

Universal

Traffic

Based on UTMS, the trafficTechnology section

Calculation of annual benefits (per signal or device)
Categorical name

Smooth flow benefits

Reduced accident benefits

Remarks

Traffic control center

35,406651

The value in the reduced
accident benefits column
is shown for reference.

Development of area
control

55,312

1,481

The value in the reduced
accident benefits column
is shown for reference.

Development of link
actuated system control

48,788

1,234

The value in the reduced
accident benefits column
is shown for reference.

Development ofprogrammable multistage
system control

────

1,704

The value in the reduced
accident benefits column
is shown for reference.

Development of semiactuated control

4,684

5,508

The value in the smooth
flow benefits column isshown for reference.

Development of pushbutton control during slack
hours

────

4,108

Development of semiactuated control duringslack hours

────

4,155

Development of speed
actuated control (highspeeds)

────

6,108

Development of speed
actuated control (driver
dilemma)

────

7,386

Development of traffic
actuated control for righthand turns

13,738

7,280

Development of multiple
signal indications

────

7,706

High-speed driving
deterrence device

────

7,102

Development of sensor
actuated control for theelderly and the disabled

────

6,427

The value in the smooth
flow benefits column isshown for reference.

The value in the reduced
accident benefits column
is shown for reference.

Remarks:①Unit: ¥1000/year② Smooth flow benefits were calculated as that in the directions of the main roads except for the development oftraffic actuated control for right-hand turns. Values per direction of individual signals were doubled.
③ Concerning benefit calculation of traffic control center, development of area control, development of link actuatedsystem control, and development of programmable multistage system control, interlocking remote equipment istaken into consideration when obtaining the results.
④―

denotes that no survey was conducted.

63

Traffic Management and Control System

1━11Parking Guidance Systems
1 Parking Guidance Systems
Parking guidance systems provided in urban areas
are connected with the traffic control centers to carryout unified control of parking information at the traffic
control centers.
The traffic control centers combine parking
information and other traffic information to supply
information such as parking locations, availability,
congestion near parking areas, using parking
guidance signs and other devices.

2 Parking Guidance System Equipment
Parking guidance systems use entrance signs,
parking guidance signs, and other devices.

3 Effects
Drivers can learn parking space availability
information in advance, so they can go to nearby
parking areas with available space immediately.
Drivers can also learn congestion status near parking
areas, so they can avoid congestion.
The numbers of vehicles dawdling on the roadsearching and waiting for parking space are expected
to decrease.

64

Technology section

Parking area management system
Communication controller (subscriber lines supported)
Parking guidance information processing unit

Central parking guidance unit

●System structure

Man-machine interface system

Traffic control center
Parking guidance system

Central wall map for parking guidance

Parking guidance management system
Parking information(Entrance/exit) (Parking area)
Parking/congestion information

Parking guidance sign
(congestion info.)

Parking guidance management console

Computer
Voice responder

Vehicle detector

Parking/congestion information

Traffic message board
Telephone service

65Traffic Management and Control System

1━12Illegal Parking Deterrence System
1 Illegal Parking Deterrence System
The traffic control centers watch major intersections

analysis of accident occurrence mechanisms. Suchand routes and the vicinity of stations where vehicles

formulating traffic safety measures.

are likely to park, using CCTV cameras installed atsuch locations. Illegal parking is monitored. For
drivers who are seen to be parking, the loudspeakers
broadcast warning messages to eliminate their illegal
parking.
In concrete, major intersections on trunk roads areprovided with CCTV cameras and loudspeakers,
which are operated from the traffic control centers via
central units, consoles, monitor screens, andmicrophones.

2 Effects
Illegal parking is one of causes of traffic congestion
and accidents.
The illegal parking deterrence system, if effectively
operated, will eliminate illegal parking and maintaindisciplined traffic in areas close to city centers. As aresult, traffic congestion and accidents on trunk roads
are deterred.

3 Expected Developments
Recent technologies, such as image processing andvarious sensors, make it possible to detect illegal
parking automatically.
Regarding the use of CCTV cameras incorporated in
the illegal parking deterrence system, practicalapplications of various functions and new studies areunderway. Examples include automatic video
recording immediately before and after accidents,
which utilizes the impulsive sounds produced at thetime of accidents, and more advanced function of
automatic accident notification, as well as monitoring
traffic flow.
Video capturing accidents is highly useful for the66

video is expected to become valuable data forTechnology section

MonitorscreenNTTterminal station

Lines
Video control/voice（）

NTTterminal station

Microphone

CameraVTR
Controller
Microphone

Operation board

Camera controller

Equipment at
traffic control center

Equipment at intersection67

Traffic Management and Control System

1━13High-speed Driving Deterrence System
1 High-speed Driving Deterrence System
The high-speed driving deterrence system is provided
for road sections in which traffic accidents frequently
occur due to overspeeding and reckless driving isseen constantly. It is one of safety facilities intended
for deterrence of traffic accidents and noise.
In concrete, the system measures speeds of moving
vehicles. For overspeeding ones, warning boards
display messages such as

Slow Down.

Cautions

or warnings are issued directly to drivers to let themto reduce speed. It is also possible to control signals
ahead of moving vehicles to turn red forcibly, so thatthey stop at signals and drive safely.

2 Effects
Overspeeding vehicles and careless driving decreasein numbers. The system is also useful for preventionof accidents caused by overspeeding.

3 Expected Developments
The system is capable of real-time recognition ofvehicles that persist in overspeeding as violations.
Their license numbers and features may be sent tonearby patrol cars, thereby catching violations
immediately. This has become possible by the
progress of science and technologies, especially, thedigital technology. Some prefectures have alreadyintroduced and put into operation.

68Technology section

Stop

Traffic signal withspeed actuated control

Warning board

走行警告板
速度落せ

Warning terminal
for high-speed driving

Warning

Judgment

MeasureMeasurement byradar transceivertransceiver,

Radar transceiver
Main unit76°

Detection area

Sign post area69

Traffic Management and Control System

1━14

Oncoming Traffic Indication System
1 Oncoming Traffic Indication System
The oncoming traffic indication system lets drivers
learn the approach of oncoming traffic on roads
where drivers cannot see ahead as they curve. The
aim of this system is to prevent accidents caused byprotruding from the centerline to the opposite lane.
In concrete, vehicle detectors are installed on the
opposite lanes. When the approach of oncoming
traffic is detected, the system displays a warning
such asCare

Oncoming Traffic Aheador

Go withto ensure driving safety.

2 Effects
Calling drivers' attention is effective for accident
prevention. By adding a vehicle detector capable ofspeed measurement, the system can also issue awarning for overspeeding vehicles.

3 Number of Units Installed
There were 130 units installed in Japan at the end of
1997.

70

Technology section

Vehicle detector
In general, ultrasonic vehicle detectors areused for detection of oncoming traffic.

Oncoming traffic ahead

Vehicle detector

Warning board(LED/sign lamps)

Overspeeding vehicle warning terminal
This device is added if it isnecessary to warn vehicles approachingcorners at a high speed.

Warning board (Kui Town)

71Traffic Management and Control System

1━15Centerline Shifting System
1 Centerline Shifting System
The centerline shifting system uses centerline signs,
variable signs, special lights, and other devices to set
up centerline shifting sections. In these sections,more lanes are allotted in the direction of higher
traffic volumes.
This system deals with predictable variations in traffic
demands. During morning and evening rush hours,
it, for example, increases up lanes in the morning anddown lanes in the evening.

2 Effects
Traffic flow increases by allotting more lanes in the
directions of high traffic volumes, thereby deterring or
alleviating congestion.
The centerline shifting system improves the efficiencyof limited roads. It is an effective means forpromoting the smooth traffic flow program.

3 Changes in Lane Usage
Sufficient publicity periods are provided before
introducing the centerline shifting system so thatevery driver may know the implementation of thesystem. Police officers attend at the early stage ofintroduction to control and guide vehicles.

4 Reversing Lane Directions
In order to reverse lane directions in the morning andevening, vehicles are prohibited to enter the section
for some minutes to clear the vehicles therein.
The time taken for clearing vehicles depends on thelength of the centerline shifting section.

72

Technology section

End point display gate

Intermediate display gate
e)

〔

sid

ck

d
ar

oin

dp

〕

● End point display gate
●Sign for announcement of lane reversing

Sh

ift

ed

ce

nte

rlin

ea

Start/End point
sign controller

Equipment configuration at the end point ofcenterline shifting section

En

r

ta

(S

ba

tS

ig

tS

in

o
tp

on

ign

Bo

Bo

d

ar

n

ce

nt

rdin

ary

lin

e

w

ith

tim

e

illu

io

n

s

Illuminated roadstud controller

Illu

min

ate

dr

oa

ds

in

at

〕

●Intermediate display gate
●Sign for guidance to subordinate roads
Unit control section ●Intermediate sign for announcement of regulationsm

tudCenterline shifting
terminal controller

Equipment configuration
within centerline shifting section

〔

er

to

〔
Centerline shifting
terminal controller

Equipment configuration at the start point ofcenterline shifting section●Start point display gatee) ●Sign for announcement of lane reversing

sid

Bo
a

ign

Bo

ar
tp

St

Console

po

ba

oin

n

ig

tS

in

d
En

on

tS

d
ar

rd

ck

Illuminated roadstud controller
(

Sh

ift

nte

Start/End point
sign controller

ce

nt

rlin

ea

er

to

lin

e

rdin

ary

e

illu

m

in

at

io

n

ate
d

ro
ad

stu

ds

Centerline shifting
terminal controller

w

ith

tim

Illuminated roadstud controllerminOperation
monitoring
board

ed

ce

Illu

Main control
board forcenterline
shifting〕

Start point display gate73

Universal Traffic Management Systems 2━1

UTMS21
The annual fatalities by traffic accidents in Japan has

With AMIS, traffic information collected by the traffic

decreased to below 10,000 but still remains highcontrol center at each prefectural police headquarters(9,000 range), with the number of traffic accidents

is supplied to the Vehicle Information andthemselves increasing annually.

Communication Systems (VICS) center. At present
the traffic information is being provided for drivers via

Meanwhile, the percentage of the aged in Japan's

FM multiplex broadcasting, infrared beacons andtotal population is also increasing sharply. In view ofradio beacons in the Tokyo Metropolitan area, thethese, we have been engaged in R&D of practical

Chubu area and the Kinki area.

Intelligent Transport Systems (ITS), which combines
information communication, electronics and various

PTPS/MOCS have been introduced in Sapporo city,

other high technologies, taking persons, roads,

Hokkaido since April 1996. These systems, using

vehicles and all other traffic-related factors integrally.

traffic safety facilities (infrared beacons, traffic
signals, traffic control centers etc.) installed by the

For practical ITS, the National Police Agency has

police in Sapporo, have successfully improved bus

been promoting the Universal Traffic Management

service punctuality and increased the number ofSystems 21 (UTMS21) concept. The aim is to create

people using buses in consequence.

a "safe, comfortable and environment-friendly
automobile society", providing vehicle drivers with

To create an environment friendly to physicallyreal-time traffic information through two-way

impaired persons as well as to the aged persons who

communication with each vehicle, via infrared

are increasing in number at a rapid pace, the National

veacons -- the key infrastructure of the their sub-Police Agency has been making efforts for earlysystems.

introduction of DSSS. The Agency has also been
dedicated in R&D of EPMS, to give solutions to the

As shown in right-above figure, the UTMS21 involves

pollution issues caused by CO2 and NOx emissions,nine systems: Integrated Traffic Control Systems

which are the subject of global concern.

(ITCS) as a core, Advanced Mobile Information
Systems (AMIS), Public Transportation Priority

For future tasks, the National Police Agency also

Systems (PTPS), Mobile Operation Control Systems

considers development of new sub-systems using(MOCS), Dynamic Route Guidance Systems

infrared beacons, in the fields of efficient physical(DRGS), Help System for Emergency Life Saving anddistribution support system, traffic demand

Public Safety (HELP), Environmental Protection

management system, pedestrian support system etc.

Management Systems (EPMS), Driving Safety
Support Systems (DSSS), and Intelligent Integrated
ITV Systems (IIIS). Some of these systems havealready been realized, some being in R&D process.
AMIS, PTPS and MOCS are already put to practicalservice.

74Technology section

Concept of UTMS21 Services
ITCS

PTPS
Public Transportation Priority Systems

Integrated Traffic Control Systems Center

Provides priority traffic signal control
and priority lanes to secure prioritytransit for mass public transportation
system and enhance convenience forbus users.

As the core of UTMS21, the next-generation traffic
management systems, this center collects traffic informationand controls traffic signals, based on information obtained
through two-way communications with in-vehicle equipment.

Traffic signal

AMIS
Advanced Mobile Information Systems
Visually provides vehicle drivers withaccurate information of traffic
congestion, accidents, and estimatedtime required to reach a specified
destination, so as to disperse andsmooth traffic flow.

HELP

Real-time displayof changing traffic

Help System for Emergency Life Saving and Public Safety

Infrared vehicle detector

congestion status

In the case of traffic accident or
emergency in a vehicle, theinformationistransmitted
automatically or manually via themobile or cellular phone to a speciallyinstalled center, which informs anappropriate rescue organization toarrange for police patrol cars and otheremergency vehicles as necessary.

Detects running vehicles and communicatesbidirectionally with in-vehicle equipment.
Display of estimatedtime required to reacha specified destination

IIIS

CenterIntelligent Integrated ITV Systems

DRGS

Deters illegal parking and controls
traffic signals, based on images sentfrom traffic-information-collecting TV
cameras, and also provides drivers
with visual traffic information via
infrared vehicle detectors, Internet
etc., thereby creating a safe andenvironment-friendly automobile
society with smooth traffic flow.

Dynamic Route Guidance Systems
Guides each driver for the route
through which a specified destination
can be reached in the shortest time, so
as to disperse traffic flow thereby
preventing congestion and enhancing
vehicle convenience.

MOCS
DSSS

Mobile Operation Control Systems

Driving Safety Support Systems

Provides mobile operation
administrators with information on
the positions of buses, taxis,
trucks etc., thereby supporting
efficient operation and securingsmooth traffic.

EPMS

Secures the safety of both vehicles
and pedestrians (especially the aged
and the physically impaired) by using
IC cards and the infrastructure of thetraffic control systems, with the aim of
decreasing the number of traffic
accidents.

Environmental Protection Management Systems
Provides traffic information andcontrols traffic signals, taking accountof air-pollution and meteorologicalconditions, so as to reduce trafficattributable pollution factors, such as
exhaust emissions and traffic noise,
thereby protecting the global
environment.

いつまでも
美しい地球をTrend of Traffic Accident Casualties
Year

Fatalities in traffic accident

140

Injuries in traffic accident(Unit: 100 persons)

10,344

7,528

1989

11,086

8,148

1990

11,227

7,903

1991

11,105

8,102

1992

11,451

8,440

1993

10,942

8,786

1994

10,649

8,817

1995

10,679

9,227

1996

9,942

9,422

1997

9,640

9,589

120
Number of persons

1988

100
80
60
40
20
0

87

88 89

90

91 92 93 94 95 （Year）
Fatalities (100 persons)
Injuries (10,000 persons)75Universal Traffic Management Systems 2━2

ITS (Intelligent Transport System)
Today, the term "ITS" is often used in various"Comprehensive Plan for ITS in Japan" issued ingovernment guidelines and newspapers. This "ITS" isJuly, 1996, which was also jointly prepared by the

an abbreviation for Intelligent Transport System. In

said five relevant Agency and Ministries. Following

Japan, this term is translated as "advanced roadare the area for ITS development raised by the said

traffic system."Comprehensive Plan;① Advances in navigation system

ITS was introduced as a "trump" in an effort to create② Electronic toll collection systema safe, comfortable, and environment friendly traffic③ Assistance for safe drivingsociety. Information communication technology,④ Optimization of traffic management

electronics technology, other science and technology⑤ Increasing efficiency in road management

are utilized to tackle problems including traffic⑥ Support for public transport

accidents and traffic congestion in recent years.

⑦ Increasing efficiency in commercial vehicles
operation

Research and development on ITS have been under⑧ Support for pedestrian

way actively in advanced countries, including Japan,⑨ Support for emergency vehicle operation

European countries, and the United States.
Research and development on ITS in Japan have

The National Police Agency advocates UTMS21,

been led by five relevant ministries and agencies

which is the ITS we promote based on the said

including the National Police Agency, industries andComprehensive Plan for ITS. At present, some of theacademia.

subsystems in UTMS21 are in use, some are under
implementation and some are in research andRegarding the specific commitments into ITS indevelopment stage. Especially, the National Police

Japan, the Japanese Government established "TheAgency is working at present on research andAdvanced Information and Telecommunications

development of DSSS to support the elderly andSociety Promotion Headquarters" (The Promotion

handicapped, and also is giving priority to traffic

Headquarters), in which the Prime Minister is thepollution matter such as CO2, NOx, and noise. The

chairman and concerned ministers are members,

research and development has made progress to thewho issued the governmental basic policy, titled as

point where implementation of the Environment"Basic Guidelines on the Promotion of an Advanced

Protection Management Systems is close at hand.

Information and Telecommunications Society" in

The details are in the chapter of UTMS21(page 74).

February 1995. Based on this basic policy, the five
relevant Agency and Ministries jointly prepared a
guideline, named as "Guidelines on the Increasing
Use of Information and Communications in the Fieldsof Roads, Traffic, and Vehicles" in August 1995.

This guideline becomes the fundamentals of the76Technology section

System's image realized by ITS

Traffic management and control system
The travelling time is measured more accurately, monitoring of the traffic
situation is advanced, and control of traffic signal can be made more
precisely as the results the smoothness of traffic flow will be facilitated.
In addition, it becomes possible to adopt route guidance throughvariable message signs on the road and navigation systems so that thetraffic flow on the road has less uneven in the whole traffic network.

Travel/road traffic/driving information supply system

Transportation efficiency improvement system

Electronic toll collection system

By getting hold of present locations of vehicles for business use andimplementing appropriate operation management, vehicles driving without
freight or with small freight can be eliminated. As a result, the load on theroad is reduced, facilitating the traffic flow smoothly. Similar operation
management is implemented on emergency vehicles and vehicles for roadmanagement. In this way, efficient road/traffic management can be achieved.

Payment at a toll gate of the toll road and an exit of the parking lot can bemade automatically without stopping by utilizing the wireless card system.
Because it is not necessary to stop at the toll gate, traffic congestion andaccidents attributed to toll gates can be eliminated or reduced, thus
facilitating the traffic flow smoothly. It is contemplated that the toll
payment is made by prepaid cards or deduction from the bank accounts.

Disaster crisis management system

Vehicle driving warning/control/collision prevention system

When large scale disasters such as earthquakes/floods occur,
information can be collected promptly on the disaster status. It
also becomes possible to carry out traffic regulations of generalvehicles, guidance of rescue vehicles, and priority passage
control. When information communication facilities are damaged
in the disaster area, their backup system will be substituted.

Distance between a preceding vehicle and the own vehicle and maintenance of thedriving lane are monitored by utilizing small powered radar, which achieves safer
driving. For example, if the distance between cars falls below the safe distance,
automatic control is carried out, and the safe distance between cars is maintained.
Alarms go off against hazards attributed to deviation from the driving lane, approach
speed and excessive turning of the steering wheel at a curve and intersection. The
goal in the future is to achieve automatic driving of vehicles on guideways used
exclusively for physical distribution and roads exclusively used for automatic driving.

It becomes possible to receive guidance on the route to get to thedestination faster by receiving road traffic information on less traffic
volume. Operational information on land, sea and air public
transportation also becomes available. This allows each person to
select and combine transportation suitable for his/her needs and desire.

77Universal Traffic Management Systems 2━3

System architecture
ITS (Intelligent Transport Systems) will realize a safe,architecture and standardization for informationsmooth and environment friendly traffic society withexchanges are indivisible.

people, roads and vehicles integrated closely byutilizing information communication technology andAt present, the five Agency and Ministries areelectronics technology.

working on system architecture in cooperation with
relevant fields (refer to page 83). Configuration of the

In the backdrop lie increasingly grave difficulty insystem architecture in Japan is as follows:building new roads for surge of traffic demand in① User service: specific services supplied by ITS

terms② Theoretical architecture: functions which the

of

land

utilization,

financially,

andenvironmentally.

system should be furnished with, information to be
dealt with, and their mutual relationshipIn such a situation, the government presented "Basic③ Physical architecture: optimal configuration of the

Guideline on the Promotion of Advanced Information

system to cover function and information

and Telecommunication Society." This policy was④ Possible sphere of standardization: sphere subject

followed by preparation of "Guidelines on theto standardization of interface among ITS

Increasing Use of Information and Communications incomponents

the Fields of Roads, Traffic and Vehicles" by five
relevant Agency and Ministries (the National Police

At present, ① user service is prepared, andAgency, the Ministry of International Trade andcompleted up to the right bottom table. (as of end ofIndustry, the Ministry of Transport, the Ministry ofAugust, 1998) In the future, it is scheduled to

Posts and Telecommunications, the Ministry ofproceed with the work in order of theoretical

Construction). Further, "Comprehensive Plan for ITS

architecture, physical architecture, and possible

in Japan" was made out.

sphere of standardization.

ITS is a system where system components are

System architecture is also prepared overseas. One

intertwined complicatedly. System architecture

representative example is by ITS National

clarifies how each component of the system affects

Architecture by ITS America completed in 1996.

each other and works as one and stipulates functions

There is also System Architecture in Europe, namelyof the entire system and each subsystem.

in England and Holland.

In this system architecture, each subsystem does notassume specific technology. Instead, it allows asystem developer to design freely. It is also preparedso that there is no overlapping and lack ofsubsystems and components, which achieves
efficient planning and operation. In addition, because
information exchanges are clearly specified among
subsystems,

78

establishment

of

ITS

systemTechnology section

Framework for mapping out system architecture
Private enterprises
5 ministries and agencies
liaison meeting

VERTIS

Relevant institutions
Universities

Initial Proposal

1

individual user service

Development area

User Service

Advncement of
navigation system

1.Supply of traffic
related information1

Supply of routeinformation to drivers

Automatic driving of
20 general vehicles

Public transportation operation/supply
39 of transfer information

2.Supply of destination
information2

Supply of information fromother agencies to drivers

Automatic driving of
21 management vehicles

Utilization support of taxi
40 and demand buses

2

Electronic tollcollection system

3.Electronic tollcollection

3

Preliminary supply ofroute information

Planning support of
22 traffic management

Implementation of priority
41 passage of public transportation

3

Assistance for safe
driving

4.Supply of driving
environment information

4

Preliminary supply of
information from other agencies

Support of traffic
23 management/facility service

Supply of public transportation
42 operation status

5.Hazard warning

5

Preliminary supply ofdestination information

Support of parking
24 measures

Supply of commercial
43 vehicle operation status

6.Driving assistance6

Supply of destination
information to drivers

25 Support of drivers

Supply of information of freight
44 handled by commercial vehicles

Supply of destination
information atservice areas andparking areas

Support of police
26 activities

Supply of operation status
45 information of other agencies

7

Maintenance of
27 traffic order

Continuous automatic driving
46 of commercial vehicles

7.Automatic driving

4

5

6

7

8

9

Optimization of
traffic management

Efficiency improvementof road management

Support of public
transportation

Efficiency improvementof commercial vehicles

Support of pedestrians

Operation support ofemergency vehicle

Original plan for individual user service
46.Supply of advanced information
communication society related information

8.Advancement oftraffic management
9.Optimization of trafficflow

8Electronic tollcollection on toll roads

Support of traffic management
28 responding to incidents

Supply of information of
47 facilities and routes

10.Efficiency improvement ofmaintenance management service

9

Electronic toll collection atparking lots, ferryboats, etc.

Optimization of
29 traffic signal control

48 Route guidance

11.Management ofspecial vehicles

Supply of road10 environment information

30 Route guidance

Ensuring pedestrian safety
49 through control of traffic signals

12.Supply of traffic
regulation information

Supply of surrounding
11 vehicle information

Dynamic lane
31 control

Ensuring pedestrian safety through50 coordination with vehicles

13.Supply of public transportation
utilization information

Hazard warning of
12 preceding vehicles

Support of road
32 management service

Getting hold of location
51 information of pedestrians

14.Operation/operation management
support of public transportation

Hazard warning of
13 side vehicles

Efficiency improvement of
33 road management operations

Report in case of
52 emergency

15.Operation management
support of commercial vehicles

Hazard warning of
14 front crossing vehicles

Optimization of traffic
34 regulation implementation

Emergency vehicle guidance,
53 rescue operation support

16.Continuous automatic
driving of commercial vehicles

Hazard warning of
15 driver/vehicle conditions

Efficiency improvement of disaster35 restoration/reconstruction

54 information in advanced

17.Route guidance

Driving assistance for
16 preceding vehicles

Management of
36 special vehicles

Utilization of multimodal
55 related information

18.Hazard prevention

Driving assistance
17 for side vehicles

Getting hold of driving vehicles
37 transporting dangerous substance

Function coordination
56 with ITS

19.Automatic report incase of emergency

Driving assistance for18 front crossing vehicles

Supply of traffic regulation
38 information

20.Emergency vehicle route
guidance/rescue operation support

Driving assistance
19 for driver abnormality

Utilization of physical distribution
information communication society

21. Supply of advanced information
communication society related information

79

Universal Traffic Management Systems 2━4

Infrared Beacons
The Universal Traffic Management Systems (UTMS
21) plan promoted by the police is one of ITS.
Infrared beacons are the key infrastructure of that
plan. The National Police Agency commenced theinstallation of infrared beacons in 1992, which
increased to approximately 18,000 units in Japan at
the end of 1997. We intend to continue to installthem in Japan to deploy various systems.

① Infrared beacons are capable of informationcollection and vehicle detection.
② Infrared beacons have high informationtransmission capacity.
③ Infrared beacons do not require to be licensed
under the Radio Law.
④ Infrared beacons can be installed at a lower
cost.

Infrared beacons are installed approximately 5.5 m

By introducing infrared beacons with thesehigh above the ground, as shown in the right photo.

advantages, the National Police Agency offers traffic

Their specifications are shown in the right bottom

information service more accurately than before

table. Infrared beacons are capable of two-way(improvements in measurement of travel times,

communications and detection, using infraredcongestion status, etc.). There will be a variety oftechnology. Since near infrared light emitting devices

possible application as installation locations ofare used, they can be produced at a very low cost.

infrared beacon increase in number in the future.

Accordingly it enables us to install a large number of
infrared beacons and as a result in-vehicle navigation

Some systems are already put into practice, such as

units are expected to be popularized easily.

Public Transportation Priority Systems (PTPS) and
Mobile Operation Control Systems (MOCS)

Infrared beacons have the following features.
① Detects vehicles driven at speeds between 0
and 120 km/h.

introduced in Sapporo, Hokkaido Prefecture, whichwere also used during the Winter Olympic Games
held in Nagano in February 1998. In addition, Driving② Compatible with Advanced Mobile Information

Safety Support Systems (DSSS) are introduced very

Systems, Dynamic Route Guidance Systems,soon. We have high hopes for increased deployment

and other systems.

of other systems using infrared beacons in the future.

③ Free of mutual interference even on narrowroads in Japan due to very high directivity ofcommunication media.
④ Capable of high-speed data communications.

At present, information from VICS is supplied to invehicle navigation units via infrared and radio
beacons. Compared with radio beacons installed on
expressways, infrared beacons installed on surface
roads have the following advantages.

80Technology section

Infrared vehicle detectors

Infrared vehicle detector head emits
infrared ray in the direction of the roadsurface. Vehicles are detected bycomparing vehicle and road surface
reflected rays. These detectors arealso used in two-way communication
with in-vehicle navigation units.

Infrared Beacon Specifications

Downlink

800〜900nm

Uplink

900〜1,000nm

Downlink

Width3.5 m × depth3.7 mm × height1.0-2.0 m

UplinkWidth3.5 m × depth1.6 mm × height1.0-2.0 m

Downlink

1,024Kbps

Uplink

64KbpsDownlink

10KB（70Km/H）

Uplink276B（70Km/H）

Emission wavelength

Communication area(outline)

Transmission speed

Transmission capacity81Universal Traffic Management Systems 2━5

International standardization
In recent years, the term ISO has started to appear

an important part which carry out communication in

often on newspapers and corporate advertisements.

theThis is because the wave of internationalization is

ISO/TC204/WG15 (refer to the right bottom table)

storming its way into the Japanese society, andtakes charge of the international standardization ofoccasions are increasing where it is prerequisite that

infrared beacons.

ISO standards are satisfied at international

The liaison office for international standardization incompetitive bidding.

Japan is the Agency of the Industrial Science andThis ISO refers to the International Organization forTechnology in the Ministry of International Trade andStandardization, which is a non-governmental

Industry (refer to the right above table). Regardingorganization aiming at promotion of establishing

ITS/TC204, a domestic commission is set up, underinternational standards for the manufactured products

which working groups (WG1-WG15) are organized.

and the management system of corporate operation.

Five ministries and agencies, namely, the National

The ISO was inaugurated in 1947, and has 118

Police Agency, the Ministry of International Trade andmember countries at present. Japan has been its

Industry, the Ministry of Transport, the Ministry ofmember since 1952. The top of this organization is

Posts and Telecommunications, the Ministry of

the annual general assembly, and there is the board

Construction, participate in this domestic commissionof directors consisting of 18 countries. Beneath it lie

as observers. They review the orientation of Japan

Technical Committees (TC) for deciding international

as a whole.

standards in each area. Beneath them lie Working

At present, the National Police Agency intends to play

Groups (WG) and Sub Committees (SC). (TC = 185

an active part all over the world continuously with theareas, WG = 2,022, SC = 611)

aim of international standardization of infrared

Among a number of TCs, TC204 is in charge of traffic

beacons which are the key infrastructure for the

information control system. Namely, this TC204 is

UTMS21 concept.

substantially

responsibleforinternational

narrowareaofinfraredbeacons.

Standardization Organizations Related to ITS

standardization of ITS. The areas which TC204(refer to the left bottom structure) works on

ISO

International

Technical Committee TC204

preparation of international standards are inter-city

Vehicle traffic information control system

and urban traffic systems in road traffic. All theground traffic systems (railroad, vessels, etc.)
excluding air are covered.
In establishment of each system of UTMS21 (PTPS，

American National

Comite European(JISC)
Secretariat:
Agency of Industrial Science and Technology

Standards Institutede Normalisation(ANSI)(CEN)

ISO/TC204 domestic committee
Secretariat: Society of Automotive Engineers
Domestic Sub Committees 14

the key infrastructure. For example, the road traffic

Underwriting institutions 8

information from VICS is supplied to vehicles (in-Relevant five Agency and Ministries
National Police Agency,
Ministry of International Trade and Industry,
Ministry of Transport,
Ministry of Posts and Telecommunications,
Ministry of Construction

vehicle navigation units) from infrared beacons
installed on roadside. For this reason, beacons play82

EuropeJapanese Industrial Standards Committee

MOCS， AMIS， DSSS, etc.) promoted by the
National Police Agency, the infrared beacon becomesthe UnitedStatesJapan

Standardization institutions granted
subsidies from the Ministry of Transport: 6
Society of Automotive Engineers (SAE)
Institute of Transportation Engineers (ITE)American Association of State Highway andTransportation Officials (AASHTO)
American Society for Testing Materials (ASTM)
Institute of Electrical andElectronic Engineers (IEEE)ITS America（ERTICO）
European Road
Transport telematics
Implementation
Co-ordination
Organization

Technology section

WG names and domestic underwriting institutions for ISO/TC204
JSK (Association of Electronic Technology for Automobile Traffic and Driving)

WG1

System Architecture

WG2

Quality and Reliability Requirements

Society of Automotive Engineers of Japan

WG3

TICS Databases Technology

Japan Digital Road Map Association

WG5

Fee and Toll Collection

Highway Industry Development Organization

WG6

General Fleet Management

Highway Industry Development Organization

WG7

Commercial / Freight

Road Management Technology Center

WG8

Public Transportation / Emergency

Japan Institute of Construction Engineering

WG9Integrated Transport Information,Management and Control

Universal Traffic Management Society of Japan

WG10

Traveler Information Systems

Universal Traffic Management Society of Japan

WG11

Guidance and Navigation Systems

Society of Automotive Engineers of Japan

WG13

Human Factors and Man-Machine Interface

Society of Automotive Engineers of Japan

WG14

Vehicle / Road Warning and Control Systems

Society of Automotive Engineers of Japan

WG15

Dedicated Short Range Communications for TICS Applications

Electronic Industries Association of Japan

WG16

Wide Area Communications / Protocols and Interfaces

Research sub committee

Electronic Industries Association of Japan
Society of Automotive Engineers of Japan

ISO/TC204 Organization Structure
WG No.

WG NameScope of Covering

UTMS
Participation

WG-1

SystemArchitecture

Establishment of a framework forclarifying specific external conditions of
the system regarding the Transport
Information and Control System (TICS)○

Quality/reliability

Overall review of safety/reliability fromthe system to parts relevant tohardware and software regarding TICS

WG-2

WG-3

Databasetechnology

Establishment of database where all theinformation groups of the traffic relatedareas are stored and compatibility is highWG-4

Automatic
Vehicle/Freight
Identification

Establishment of system specifications and number
structures for identifying the vehicle and freight bytransmitting and receiving identification numbers

WG Name

WG-8

PublicEstablishment of information
Transportation / communication technology regarding public
Emergencytransport/emergency vehicles

○

WG-9

Integrated Transport
Information,
Management andControl

Systematization of informationexchanges among centers andbetween a center and a roadsideunit regarding TICS

◎

WG-10

Traveler
Information
Systems

Establishment of technology to supply
effective traffic information to travelers◎○

In-vehicle Unit
Determined
WG-11.1 Route
Guidance

Establishment of system technology to
calculate the optimal route in the invehicle unit based on the map database
and traffic information

WG-11.3

Centrally
Determined
Route
Guidance

Establishment of route guidancesystem technology for calculation /recommendation from the control
center by utilizing real time data andstatistical data

WG-14

Establishment of vehicle driving control
Vehicle/Roadtechnology to avoid accidents and improve
Warning andconvenience against external factors such
Control Systems
as traffic, weather, and road status

WG-15

DSRC for TICS
Applications

◎

WG-5

Toll
collection

Establishment of information /communication / control / IC card settlementin the automatic toll collection system

○

WG-6

General Fleet Establishment of efficient fleet management
technology for own company's vehicles
Management
including freight transportation

○

WG-7

Establishment of electronization / informationization
Commercial / technology of commercial vehicles / freight
management taking into consideration trade /Freight
international physical distribution

Scope of Covering

UTMS
Participation

WG No.

WG-16
UTMS activity status:◎: participate mainly in the domestic and overseas review as a domestic underwriting institution○: experts are dispatched and participate in domestic and overseas review
TICS: Transport Information and Control System = traffic information control system

Establishment of DSRC (Dedicated Short Range
Communications) technology between the vehicle androadside units or between vehicles required for TICS◎○

Wide Area
Establishment of TICS technology
Communication /utilizing communication covering wide
Protocol and Interfaces area such as automobile telephone

83Universal Traffic Management Systems 2━6

Integrated Traffic Control Systems (ITCS)
The traffic control system on surface roads wascollected at traffic control centers, and thenintroduced in traffic control centers operated by theprocessed in various ways. Time lags occur before

Prefectural Police Headquarters. About 170 centers

processed information is provided on information

have been installed and being operated at the end ofboards and other devices. This is the reason for

1996.

differences between supplied information and actual
experience.

The traffic control system is a unified system forensuring safe and smooth traffic flow. The National

To improve the situations as above, the need is for

Police Agency works in close cooperation with theestablishment of a positive traffic control system. It

Universal Traffic Management Society of Japan

carries out traffic demand management rather than

(UTMS) for further improvements of the traffic control

simple implementation of policies, such as how tocenters.

deal with traffic flow in a passive manner as practiced
conventionally. Integrated Traffic Control Systems

The Japanese traffic control system is one of the(ITCS) meets the need.

world's best systems supported by advanced, up-todate information processing and electronics

ITCS uses two-way communications between

technologies. The basic functions of the traffic

infrared beacons and vehicles and advanced

control system are as follows:

information collection sensors such as digital image① Information collection

processing detectors, as well as existing sensors. It

Collects traffic information automatically, such as

makes the most of collected information efficiently.

traffic volumes and congestion, using various

The aims of ITCS are to optimize signal control

sensors.

automatically and to supply traffic information② Signal control

automatically. ITCS is the core of the UTMS 21 plan.

Carries out link coordination and area controls for
precise traffic flow control.
③ Information supply
Provides information such as traffic congestion
status and traffic regulations via information
boards and other devices.

Drivers obtain traffic information from radio or
information boards as they drive on roads.
Information may be

xx-km congestion up to yy.

In some times, however, they might be able to drivesmoothly without congestion or experience a worse
case than expected. Information sent from roadsideultrasonic or image processing vehicle detectors is84

Technology section

Examples of Traffic Control Systems

Controlled area
Signal controlled area incl. subcenters541.4km2

Major equipment
Computer and peripherals ・・・35sets

Character information boards・・・179units

Traffic wall map・・・・・・・・・1set

Preset message boards・・・・・・28units

System consoles ・・・・・・・31units

Formulated information boards ・・56units

Signal controllers linked to the computer ・・6,876units

Variable road signs ・・・・・・・・0units

Vehicle detectors ・・・・15,372heads

Roadside radio transmitters ・・・159sites

CCTV cameras ・・・・・・・426units

Sub-center ・・・・・・・・・・・・1site

85

Universal Traffic Management Systems

2-7

T OP ICS MODERATO
British SCOOT (Split, Cycle and Offset Optimisation
Technique) and Australian SCATS (Sydney
Coordinated Adaptive Traffic System) have beenrenowned as signal control systems for area traffic
control. Since no particular attention has been
given to naming of our signal control, there havebeen few chances that the Japanese signal control
system, which could be the world's most excellent
signal control system, had international reputation.
Therefore, we intend to review and further improvevarious types of advanced signal control systems
adopted in each prefecture. This improved signal
control named MODERATE (Management byOrigin-DEstination Related Adaptation for Traffic
Optimization), is at the center of ITCS, which plays
the core role in UTMS.
In 1997, the Universal Traffic Management Societyof Japan held EPMS demonstration testing in
Shizuoka Prefecture. Data obtained by the test
show that carbon dioxide emission is minimized
when vehicles drive at approximately 35 km/h. Thismeans that safe and smooth traffic flow achievedby sophisticated signal control will greatly help
counteract the global warming trend. This isconsidered to be a topic that will draw more
attention, in addition to the economic effectproduced by elimination of congestion as usuallymentioned.
An outline of MODERATE is shown in the attachedtable. Splits at major intersections are calculated
every 5 or 2.5 min in 1% units. This signal control
system was already implemented in someadvanced prefectures and is contributing greatly tothe alleviation of congestion.

86Technology section

Functions of MODERATE (Management by Origin-DEstination Related Adaptation for Traffic Optimization)
Standard function

Extended function

Locations of detectors

Item

At 150-, 300-, 500-, 750-, and 1,000-m locations on each
incoming road before stop lines at major intersections.
● Measures congestion at all locations.
● It is recommended to measure traffic volumes on eachlane at 150-m location (30-m location for right-turn lane).

● Installation of detectors in close proximity to stop lines formeasurement of saturation flow rate and detection
whether a vehicle is present.
● Installation in downstream sections at intersections forthe measurement of congestion ahead.

Information collection via detectors

Synchronous collection with cycles (collection of information
about traffic volumes and occupancy rates in synchronization
with signal cycles)

Traffic indexes For deciding cycle lengths
For deciding split values
For deciding offset patterns

Intersection load factor
Incoming road load factor
Degree of saturation and congestion lengths in up and downlanes in offset control units
Semi-automatic measurement (settings/automatic measurement)

Load factors of movement*

Fixed (selection from 4 types)

Automatic (variable) formulation according to load factors of
movement* and by microscopic sensor actuated control

Saturation flow rate
Phase

Subarea

Combination timing
Combination method
Cycle length decision-making method
Control target

Cycle length

When to change
How much to change
Decision-making method
Control target

Every 15 or 5 min
Subareas are combined when the difference in cycle lengths
is less than a pre-set value.
Use the longest cycle length of the subareas to be combinedas the cycle length of the new subarea.
Minimize delay times and the number of times vehicles haveto stop. Reduce the likelihood of accidents.
Every 15 or 5 min
Increments are calculated. Set values (5 or 10 s) are usedas decrements.
Function of intersection load factor (the sum of load factors ofcritical incoming roads) and loss time
<Under non-saturation condition>Minimization of delay times<When traffic is oversaturated>Maximization of traffic flow

Every cycle

Every cycle
Calculations in 1% units (every movement*)(Major intersections)<Under non-saturation condition>● Proportional distribution according to load factors ofcritical movement* (minimization of delay times)● Reduce waste green signal lengths by sensor actuatedcontrol for the presence of vehicles

Split control

When to change
How much to change
Decision-making method(Control target)

Every 5 or 2.5 min
Calculations in 1% units (every phase)(Major intersections)<Under non-saturation condition>
Proportional distribution according to load factors of criticalincoming roads (minimization of delay times)<When traffic is oversaturated>
Minimize total delay times by maximizing total traffic flow.
Equalize travel times on critical incoming roads for each phase.
(General intersections)
Determine split values, linking with cycle lengths (with someseconds secured for pedestrians crossing).

Offset pattern

When to change
How much to change
Decision-making method

Every 15 or 5 min
In addition to 7 patterns, selection of a congestion offset pattern
or calculated offset pattern is made, or a real-time offset pattern
is automatically generated.
<Under non-saturation condition>Minimize delay times and thenumber of times vehicles have to stop. Reduce the likelihood ofaccidents.
<When traffic is oversaturated>Minimize delay times in directions
not congested and also minimize the number of times vehicles
have to stop. Alternatively, restrain incoming traffic tointersections.

Control target

Microscopic sensor actuated control

Automatic measurement● For gaps
● For recalls● For buses● For vulnerable groups● For high speeds● For driver dilemma● For pedestrians

Function of intersection load factor (the sum of load factors ofcritical movement*) and loss time

● For congestion ahead● For the presence of vehicles● For link with railway crossings* Movement: In this context, movement is defined as moving directions of vehicles or pedestrians that are classified by directions, lanes, rights-of-way, etc.

87

Universal Traffic Management Systems 2━8Advanced Mobile Information Systems
1 Advanced Mobile Information Systems
Advanced Mobile Information Systems are known as
AMIS, an acronym for the systems.
AMIS provide drivers with real-time traffic informationsuch as congestion, accidents, roadworks, and travel
times to destinations, using various media including
infrared beacons and information boards. The aimsof AMIS are to allow traffic flow to decentralize
autonomously, eliminate traffic congestion, and better
drivers' psychological states. AMIS is intended toachieve higher effects by offering a greater degree ofchoice to drivers.

2 Information Supply Means
AMIS supply traffic information via information
boards, radio broadcasts, automatic answering
telephone and fax services (see also page 60) as
previously done. In addition, a new system, Vehicle
Information and Communication System (VICS) (seealso page 90), began to provide traffic information to
car navigation systems in 1996.

3 Relationships between AMIS and VICS
AMIS refer to the whole systems that supply traffic
information. AMIS include VICS, which is one oftraffic information supply means.
VICS is, in other words, a constituent of AMIS in
traffic information supply activities carried out by thepolice, the traffic administrator.

88

Technology section

Small (character) information board
Variable message board

Formulated information board

Travel time information board

Infrared vehicle detector(Infrared sensor)
Character information board/preset message board
Variable road sign

Telephone/fax

Roadside radio transmitter(Radio broadcasts)

Automatic answering machine

Character-based display

Diagram-based display

Map-based display●Level 1●●Level 2●●Level 3●

89Universal Traffic Management Systems 2━9VICS
1 VICS Overview
VICS is an acronym of Vehicle Information andexpressways throughout Japan at the end of 1997.

Communication System.

scheduled that VICS service will be expanded on

It is an ITS project promoted by the National Police

surface roads throughout Japan by the end of 2000.

We intend to expand service areas gradually. It is

Agency in cooperation with the Ministry of Posts andTelecommunications and the Ministry of Construction.
Traffic information collected by local police

4 The Number of Installed Infrared Beacons
The number of installed infrared beacons was

headquarters and road administrators is transmitted

approximately 18,000 in Japan at the end of 1997.

to Japan Road Traffic Information Center and then toThis number is scheduled to increase to

the VICS center. The VICS center edits andapproximately 30,000 by the end of 2000.

processes the traffic information. The three media
below are used to supply the processed traffic
information to in-vehicle navigation systems andother devices.
● Infrared beacons (infrared ray)
● Radio beacons (quasi-microwaves)● FM multiplex broadcasts (NHK FM broadcasts)

2 Three MediaInformation is supplied via infrared beacons, radio
beacons, and FM multiplex broadcasts making themost of advantages each medium has (see thetable). Specifically, infrared beacons are capable oflane dedicated and high-speed transmissions, sothey are installed on surface roads.
Table Characteristics of Media
MediumInfrared beacon Radio beacon FM multiplex broadcast

Transmission rate

1Mbps

64Kbps16kbpsService area

Repeated minimal zones

Wide area

3.5m

10〜50km

1 unit (1 station)

60〜70mEffective information
volumeEquivalent to approx. Equivalent to approx. Equivalent to approx.
10,000 letters (per8,000 letters (per50,000 letters (per 5
location)
location)min)Service site

Surface roads Expressways in general NHK FM receiving areas

3 VICS Information Service Areas
VICS services were available on surface roads in 9
prefectures (Tokyo, Saitama, Chiba, Kanagawa,
Nagano, Aichi, Kyoto, Osaka, and Hyogo) and on

90

Technology section

VICS service menu and information contents

Level 1

Level 2

Level 3Character-based display
Supplies information in letters.

Diagram-based display
Supplies information in diagrams.

Map-based display
Supplies information based on VICS links.

Via beacons

Via FM multiplex broadcasts

Via beacons

Via FM multiplex broadcasts

Radio beaconsSectional travel time information

Congestion information

Congestion information

Incident regulation information

Sectional travel time information

Link travel time information

SA/PA information

Incident regulation information(Expressway information only)

SA/PA information

Sectional travel time information

Infrared beacons

Congestion information

Incident regulation information
SA/PA information

Congestion information

Without uplinkWith uplink

Congestion information Congestion information

FM multiplex broadcasts

Sectional travel time information

Sectional travel time information

Incident regulation information

Incident regulation information

Messages(emergency information)

Parking information

Congestion information

Congestion information

Congestion information

Sectional travel time information

Sectional travel time information

Incident regulation information

Incident regulation information

Link travel time information(Expressway information only)

Sectional travel time
information
Incident regulation
information
Parking information

Link travel time
information
Sectional travel time
information
Incident regulation
information
Parking information

Sectional travel time information
Incident regulation information
Parking information

91

Universal Traffic Management Systems 2━10

Public Transportation Priority Systems
1 Public Transportation Priority Systems
Public Transportation Priority Systems constitute a

operating companies from the traffic control centers.

sub-system of UTMS and are known as PTPS, ancontrol (driving locations, times, etc.).

Bus companies can then carry out mobile operation

acronym for the systems.
PTPS secure bus lanes and carry out priority signal
control for buses, thereby ensuring priority passage

4 Actual Installation Cases
PTPS were installed in the following sites.

for high-volume public transportation. In this way it(1) April 1996: Commencement of operation in

intends to allow high-volume public transportation to

Sapporooperate efficiently and to give passengers increased

Headquarters)

facilities. PTPS aim to encourage people to use high-

PTPS and MOCS were introduced in fixed-routevolume public transportation rather than theirprivately owned vehicles and to suppress traffic
demands.

(Hokkaido

Prefectural

Policebuses.
(2) February 1998: Operation for the Winter Olympic
Games in Nagano (Nagano Prefectural Police
Headquarters)

2 Systems Overview
Infrared beacons receive bus-specific IDs when

AMIS, PTPS, DRGS, and MOCS were introduced

buses pass under them provided that buses are(3) May 1998: Commencement of operation in Tokyo

equipped with in-vehicle units for communications
with infrared beacons.

in the vehicles involved in the games.

(Metropolitan Police Department)
PTPS were introduced in fixed-route buses.

Infrared beacons then send bus-specific IDs to the(4) 1998: Commencement of operation is scheduled

traffic control center. The center carries out signal

in Hamamatsu (Shizuoka Prefectural Police

control so that buses can go without having to stop at

Headquarters)

signals ahead (by lengthening green signal display or

Hamamatsu is designated as an Omnibus Town (ashortening red signal display).

project of urban development for making the most of

PTPS also display expected travel times tobuses and other public transportation).

destinations in buses, show expected arrival times ofFor detailed information, see Topics on page 94.

buses at bus stops, and issue warnings to othervehicles in bus lanes.

3 Advantages of PTPS
The conventional priority signal control for buses is
actuated when a vehicle with a great length isdetected, giving priority to trucks as well. PTPS givepriority only to buses.
Moreover, PTPS send bus-specific IDs obtained via
infrared beacons from in-vehicle units to traffic control
centers. This information can be transmitted to bus

92Technology section

Outline of PTPS

Quick return to lane from bus bay

Bus priority signal for right-turnand lane change with ease

Bus priority by lengthening
green signal display or
shortening red signal display
Smooth passage through a row
of signals

Accurate and real-time detection of buses having
priority by two-way communications between infraredbeacons and in-vehicle units in buses.

車
違反!!
外へ

Right-turn without having
to change the lane

!

ing

rk

a
lp

ga

Bus laneIlle

Rejection of illegal vehicles
driving in bus lane

Infrared beacon

Rejection of parking violations

Alleviation of congestion
caused by left-turns

93Universal Traffic Management Systems 2━11

Examples of Public Transportation
Priority Systems
1 Overview
PTPS were introduced and commenced operation inIndeed, ninety percent of bus drivers and users

a 5.7-km section on Route 36 in Sapporo city,were effective for improvements in facilities.

Hokkaido Prefecture in April 1996. Bus priority lanes

Because of these favorable effects plus requests ofwere established on a time basis from 7:30 to 9:00.

bus drivers and users, changes were made in the

Infrared in-vehicle units were installed in 212 buses

project by the end of March 1998.

owned by a bus company.

● The PTPS section was extended from 5.7 km to

2 Service Types
Needless to say, bus priority signal control is carried● Installation of infrared in-vehicle units increased

replying to a questionnaire recognized that PTPS

10.3 km.

from 212 buses to 240 buses.

out, which PTPS originally intend to offer. Moreover,
MOCS functions are also implemented to support bus
operations including the following.

4 Introduction to Other Areas
PTPS were introduced together with AMIS, MOCS,● Bus locations: The aim is to enable collection ofand DRGS in Nagano as the Winter Olympic Games

data on bus operating conditions.

were held in February 1998. (See also page 114.)● Oncoming bus displays: These displays inform

In May 1998 in Tokyo, infrared in-vehicle units werepeople at bus stops of oncoming buses.

installed in 26 prefecture-operated buses to introduce● In-vehicle displays: These displays informand operate PTPS in a section approximately 10 km

passengers of travel times and other information.

long on a route from Hamamatsu-cho to Tokyo Big
Sight.

3 Effects
In this case of Hokkaido, the introduction of PTPS

There are many municipal organizations and bus

yielded the following results.

MOCS. Consideration is given everywhere for● Travel times in the PTPS section decreased byintroduction of PTPS to improve the facilities of public

6.1%.
● The number of times buses have to stop at signals
decreased by 7.1%.
● The time buses have to stop at signals decreased
by 20.1%.
● Traffic volumes on the PTPS route in rush hours
decreased by 20.8%.
* No specific congestion occurred because traffic flow
was disseminated to other routes.
● Bus users increased by 9.9%.
The survey was conducted during the period between
7:30 and 9:00 on weekdays in May 1996.

94

companies who have much interest in PTPS andtransportation.

Technology section

Example (the case in Sapporo)

Infrared vehicle detector

Display for recommended speed

Signal-controlled intersections actuatedby bus priority system

Signal control for rightturning buses

The aim is to improve the schedule adherence of bus
operation. Signal control actuated by bus priority system
is carried out so that buses can pass intersections
without having to stop at signals.

For safe right-turns from bus lanes,
signal control is carried out for rightturning buses.

Traffic control center in Hokkaido
Prefectural Police HeadquartersTime

Bus laneregulation hours

Vehicle ID
Departure frombus stop
Recommended
speedTravel time
Message
Vehicle ID

Warning for illegal vehicles in bus lane
The system detects general vehicles driving in bus
lane and displays warning on information boards tosecure bus lane.

Arrival at bus stop
Warning board

Vehicle typedetector

Recommended
speed: 30 km/h

40km/h
40km/hG
Shortening↓ red signal
R display

Head

Sapporo railway station

Signal forright-turning
buses

Distance

Toyohira River

Infrared vehicle detector
Two-way communications
with buses

A recommended driving speed isdisplayed at the bus driver's seat.

Head

The system supports the company for bus operation
control. Information such as bus locations and travel
times is provided to the company and displayed on
their monitoring equipment.

↓ Lengthening
G green signal
displayG↓ Shortening
R red signal
display

Bus terminal

バス
レ
違反 ーン
車外
へ

Support to mobile operation control forthe bus company

R

Operation control
monitoring equipment

Bus company(Hiraoka Office, Hokkaido Chuo Bus)Bus operation information
Messages

Display forrecommended speed
Communication
processing unit
Display forpassengers

The system offers information service to passengers.
Travel times to the center of Sapporo and messages
entered via monitoring equipment at the company aretransmitted to and displayed in buses.

Information ofbus coming isdisplayed atbus stops.

(Bus stop: Toyohira 3-jo 4-chome, Chuo Bus)

Display for recommended speed

95Universal Traffic Management Systems 2━12

Mobile Operation Control Systems
1 Mobile Operation Control Systems
Mobile Operation Control Systems constitute a sub-installed at their headquarters and branches or on

system of UTMS and are known as MOCS, an

With MOCS, expenses are limited to the installation

acronym for the systems.

of inexpensive in-vehicle units, communications with

MOCS help the transportation industry (bus, taxi,

the traffic control center, and other small sums.

truck, and related companies) to learn present andTransportation companies can collect vehicle location

past operating conditions of their vehicles. By

information at a low cost.

roads.

controlling their vehicles fitly, MOCS intend to
improve the flow efficiency of persons andcommodities and also to sophisticate the road4 Actual Cases of Installation
MOCS were installed in the following sites.

transportation business.

(1) April 1996: Commencement of operation in
Sapporo2 System Overview
In-vehicle units are installed in the vehicles oftransportation companies to communicate with

(Hokkaido

Prefectural

PoliceHeadquarters)
PTPS and MOCS were introduced in fixed-routebuses.

infrared beacons. Infrared beacons receive individual(2) February 1998: Operation for the Winter Olympic

IDs and other data when vehicles pass under infrared

Games in Nagano (Nagano Prefectural Police

beacons. Received information is sent to the traffic

Headquarters)

control center.

AMIS, PTPS, DRGS, and MOCS were introduced

The center sends transportation companies received

in vehicles involved in the games.

individual IDs and other data, reception time, andlocations of infrared beacons that vehicles passed.
Transportation companies use these sets of
information to display current locations, operation
history, and the like in maps and charts on theirterminal devices. Efficient mobile operation control isthus achieved.

3 Advantages of MOCS
Before MOCS, companies needed to satisfy several
requirements if they wished to implement mobile
operation control. An expensive in-vehicle unit was
required in each vehicle. In addition, radio equipment
to receive signals sent from them needed to be96

Technology section

Outline of MOCS

Facilities at traffic control center
Traffic control center
Systems
U-type central information
supply unit

Companies are
required to pay forconnection lines.

MOCS-related equipment

Fire wall

Type U/UC
sub-system

Dedicated lines,
high-speed digital lines, etc.

Router

Vehicle driving
information distributor

Facilities at transportation company
Operation control system
InfraredbeaconInstallation bycompany

Headquarters

In-vehicle unit

Mobile operation control system of company
Simplified typeHigh-performance type

Branches97Universal Traffic Management Systems 2━13

Dynamic Route Guidance Systems
1 Dynamic Route Guidance Systems
Dynamic Route Guidance Systems constitute a sub-

3 Actual Cases of Installation
DRGS have been tested in Tokyo since 1996. (Seesystem of UTMS and are known as DRGS, analso page 100.)acronym for the systems.

Surface roads within a 4 km-by-4 km area about the

DRGS use the two-way communication function ofcenter of Tokyo were selected for testing in 1996,

infrared beacons. Drivers provide DRGS withwhich, in 1997, expanded to a 20 km-by-20 km area

destination information via vehicle navigation

about the center of Tokyo including the metropolitan

systems. DRGS then guide drivers individually to

expressways. On each occasion DRGS vehicles,

their optimum routes.

VICS vehicles, taxis, and general vehicles were used

DRGS are expected to alleviate traffic congestion by

for driving tests. DRGS proved to be effective indecentralizing traffic flow and reducing the number of

each test.

cruising vehicles looking for their routes.

2 Differences between Different Types of

Vehicle Navigation Systems
There are two types of route guidance. One is toguide drivers according to the shortest driving
distance, and the other, according to the shortest
travel time.
The former selects simply the route of the shortest
distance without due regards to congestion or traveltime.
The latter is further classified into those that
calculation is carried out by vehicle navigation
systems and those that calculation is performed at
the traffic control center.
DRGS, which fall into the latter, calculate the route ofshortest travel times to destinations withoutburdening in-vehicle units, making the most of
information collected at the traffic control center. The
selected routes are transmitted to vehicle navigation
systems via infrared beacons.
Although those that vehicle navigation systems
perform calculations guide drivers according to travel
times, the volumes of information stored in them are
far less than that available to the traffic control center.

98

Technology section

Traffic
information

Infrared beacon

Destination

Recommendedroute● Vehicle detectors●Travel time measuring terminals● CCTV cameras

Traffic control center● Helicopters● Patrol cars

● Police officers

Vehicle with GDRG
in-vehicle unit

Real-time information supply about recommended routes
Recommended routes may change in every minute depending on traffic conditions. For instance, in ademonstration test starting from Shinjuku 3-chome and arriving at Shiba 5-chome, the infrared beacon at
Shinjuku 3-chome recommended the route indicated in blue shown below. Since, after departure, congestion
occurred on that route, the infrared beacon at Yotsuya Mitsuke recommended the route in yellow shown below.

99

Universal Traffic Management Systems 2━14

Demonstration Test of Dynamic Route
Guidance Systems
1 Overview
Three demonstration tests were conducted in awhich 180 infrared beacons were used.

period from 1996 to 1998.

conducted simply on surface roads, the third(1) First demonstration test (End of October 1996)

demonstration

A 4 km-by-4 km area about the center of Tokyo was

expressways.

set up as a route guidance area for testing, in which

Three pairs of starting point and destination were

100 infrared beacons were used.

selected, including Sengoku 1-chome and Kakinoki-

The starting point and goal were Shinjuku and Shibazaka. Six groups were tested in 108 runs in total,in Minato-ku. Six groups, each group consisting of as

each group consisting of a CDRG vehicle, a taxi, andshown below (4 vehicles in total), were tested in 30

an SRG vehicle.

While the first and second demonstration tests weretest

involved

metropolitan

runs in total.
● CDRG vehicle: One that drives according to the route
guidance calculated at the traffic

2 Test Results
Test results are shown in tables on the right.

control center and provided via

The entire test results from the first to the third show

infrared beacons. (CDRG: Centrallythat CDRG is superior to others in comparison of

Determined Route Guidance)

travel times.

● VICS vehicle: One that drives according to the

The taxis were driven by drivers with 20 years or

driver's decision in the light of

more of experience in driving in Tokyo. The figurescongestion information displayed on

indicate that ordinary persons can drive more

the in-vehicle unit.

efficiently than professional drivers can if they use● Taxi: One that is driven by an experienced

CDRG.

driver who is familiar with the traffic
conditions.
● SRG vehicle: One that drives the shortest-distance3 Expected Developments
In the three demonstration tests, CDRG proved to beroute to the destination. (SRG: Static

excellent as route guidance provided via infrared

Route Guidance)

beacons within a limited range of distances. We
consider that it is necessary to verify route guidance(2) Second demonstration test (End of February 1997)

to remote areas.

Six pairs of starting point and destination were

To implement optimum route guidance is a significant

selected in the same area as used in the firstchallenge. DRGS are the means that can meet thedemonstration test. Five groups were tested in 60

challenge. We intend to put them into practical use

runs in total, each group consisting of a CDRG

as soon as possible.

vehicle, a VICS vehicle, a taxi, and an SRG vehicle.

(3) Third demonstration test (End of March 1998)
A 20 km-by-20 km area about the center of Tokyo
was set up as a route guidance area for testing, in100

Technology section

Results of the first demonstration test
CDRG vehicles won inmost cases. Excellence ofTable Percentages of shortest travel times
Vehicle type

Percentage

CDRG vehicle

53.3％

VICS vehicle

26.7％

Taxi

13.3％

SRG vehicle

6.7％

CDRG could be expected.

Test vehicle

Results of the second demonstration test
CDRG vehicles marked
the shortest average travel

Table Average travel times of all courses
Vehicle type

Average travel time

Travel time reduction rate

CDRG vehicle

44 min 58 s−

VICS vehicle

46 min 05 s

2.5％

Taxi

47 min 22 s

5.3％

SRG vehicle

48 min 12 s

7.2％

time, thereby proving thesuitability of CDRG.

Results of the third demonstration test
CDRG vehicles traveled 1 min 17
s (2.3%) faster than taxis and 7

Table Average travel times of all courses
Vehicle type

Average travel time

Travel time reduction rate

CDRG vehicle

56 min 38 s

−

Taxi

57 min 55 s

2.3％

SRG vehicle

63 min 40 s

12.4％

min 2 s (12.4%) faster than SRG
vehicles on average.

The

suitability of CDRG was also
verified in route selection
involving both surface roads andmetropolitan expressways.

101Universal Traffic Management Systems 2━15

Environmental Protection Management
Systems (EPMS)
Environmental problems, as represented by global

vehicle speed and CO 2 , and Relation between

warming, have been a matter of worldwide concern invehicle speed and NOx), the test reveals that there isrecent years. The COP3, held in Kyoto in December

certain correlation between vehicle speed and1997, agreed that CO2 emission be decreased to thepollutant concentrations, indicating that CO2 and NOxlevel in the year 1990. It has also been pointed out

concentrations by the roadside could be decreased

that air pollution by NOx and suspended particulate

by controlling vehicle speed.

matter (SPM) is serious, particularly in the area along

In the future, the measurement target will beroad with heavy traffic.

expanded to include noise and vibration as well as

Environmental Protection Management Systems

other air pollutants, such as CO and SPM.

(EPMS) is intended to mitigate these environmental
pollution problems. Based on various environment
pollutant measurements taken by environment
sensors (devices for measuring pollutants) installedon the roadside, EPMS controls the traffic flow in alimited area and provides traffic information to vehicle
drivers to take other route for traffic flow
dissemination. The aim is to prevent traffic
congestion and decrease environmental pollution,
thereby protecting the health of pedestrians andresidents along roads.
Verification test of EPMS has been conducted since1996 in Shizuoka city, Shizuoka prefecture, to identify
correlation between traffic data and pollution data.
For this test, pollutant-measuring devices have been
installed on the roadside and at intersections tomeasure pollutants. During the test, traffic flow iscontrolled intentionally to cause local congestion orsmooth flow. This control is attained by manuallychanging split and offset values at the traffic control
center. The following data are measured:● Pollution data (CO2, NOx, CO, SPM)
● Traffic data (Traffic volume, Rate of roadoccupancy, Vehicle speed, Number of diesel-engine
vehicles, etc.)● Meteorological data (Direction of wind, Wind
velocity, Temperature, Humidity, Daylight hours, etc.)
As shown in figures in page 105 (Relation between

102

Technology section

Configuration of EPMS

Information collecting device
Environment sensor
Infrared beacon

To other media
Traffic control centerCollected information anddata are processed.

Vehicle speed and environmental
data, collected by sensors installedat intersections and others, are sent
to the traffic control center.

VICS center

Other organizations
Control room
Local government's
environmental
protection bureau

Information issent to VICS
center.

Meteorologicalobservatory

Environmental information iscollected from other organizations.

Machine room

Infrared beacon

Vehicle drivers are provided
with environmental protective
information via two-way
communication equipment.

Information is provided.
Information board

Traffic signals are controlled.
Traffic signals

Car navigation unit

いつまでも
美しい地球を103

Universal Traffic Management Systems 2━16

T OP ICS Verification Test of EPMS
Basic study of Environmental Protection Management

Measurement items for the verification test are as follows:② Traffic data

Systems (EPMS) was started in 1994 and completed in early① Pollution data (CO 2, NOx, SPM)

1996. Verification test has been conducted since late 1996

(Traffic, Rate of road occupancy, Vehicle speed, Number

in Shizuoka city, Shizuoka prefecture.

of diesel-engine vehicles)

In the basic study, correlation between various traffic data

direction and velocity on the roadside, Temperature,

and air-pollutant concentration was theoretically analyzed,

Humidity, Daylight hours, Precipitation, Other weather

based on the emission factor formula per unit time, a simple③ Meteorological data (Windconditions)vehicle-running model developed for this study, and the

For the test, traffic signals along each test road are

relation between vehicle speed and exhaust emissions on

intentionally controlled for a particular time of a particular

the assumption that only one vehicle is running. The

day, for comparison between controlled and uncontrolled

following results were obtained:

data. The following control methods are used:① Each air-pollutant concentration is almost proportional to
the traffic volume.

① Inflow limitation split ② Complete priority offset ③
Complete reverse offset ④ Successive stop-and-go② Analysis using realistic vehicle speed and realistic vehicle-

offset ⑤ Inflow limitation split/complete priority offset

to-vehicle distance reveals that each air-pollutant

The results obtained thus far can be summarized as follows:

concentration is the lowest when vehicle speed is① There is a certain correlation between vehicle speed andbetween 40 and 50 km/h.

the NOx and CO2 concentrations on the roadside.

The objective of the verification test is to verify the above-② When the local mean wind velocity exceeds 3 m/s, thementioned results of theoretical analysis. For the test, traffic

above correlation tends to be lost due to dispersion of

signals are intentionally controlled to enable groups ofnatural wind and rain.

vehicles to run within a certain speed range, and to decrease③ The NOx concentration measured at about 30 m

the frequency at which each vehicle must be stopped andperpendicularly distant from the roadside is nearly half

started.

that measured on the roadside. The NOx concentration

The test site shown in right above map was selected mainlyis reduced in inverse proportion to the square of distancefor the following reasons:① Wind velocity in Shizuoka city is generally low andconstant throughout the year.

from the road.
These results prove the effectiveness of EPMS, indicatingthat roadside air pollution by automotive exhaust emissions② Air pollution data observed in Shizuoka city by thecan be reduced if the speed of vehicles running on the roadmunicipal and prefectural agencies reveals that theis restricted within a specified range by controlling traffic

concentrations of air pollutants, such as CO, NOx andsignals from the traffic control center. Atmospheric influencesuspended particulate matter (SPM) are relatively stableof automotive exhaust emissions is obvious, within some 30

at around environmental standard values.

m range from the roadside. If EPMS is introduced, however,③ Daily traffic on the roads does not change significantly
from day to day.
④ Percentage of the number of heavy vehicles in the entire
traffic is almost constant.

104

pedestrians and residents along the road can be protectedfrom air pollution caused by exhaust emissions.
In the future, the measurement target will be increased toinclude vibration and noise as well.

Technology section

Measuring Device Installation Points in Test Site

LegendPollution measuring equipment casing
Simple pollution measuring device (SONOx)

N

Vehicle speed measuring device
To Shimizu

Eastern building of prefectural officeAnnex to prefectural office

Old turretge

mon Brid
Higashi

Main building of prefectural office

The Kitakaido

Shizuoka Elementary
School attached to
Shizuoka University's
Department of
Education

Sumpu Castle Park

Shin-Shizuoka
CenterNinomaru

BridgeAoba Elementary
SchoolWestern building ofprefectural officeNakamachiintersection

Nisseki crossing
Ikawako-Miyuki Line

Kenchomae intersection

Egawamachi intersection

City hall

Relation between Vehicle Speed and CO 2 Concentration

360

To JR Shizuoka
StationRelation between Vehicle Speed and NOx Concentration
700

14：00

600

CO2（ppm）

340
320

14：10

300

14：20

280

10：10〜10：40

500

NOX（ppm）

380

Urban Net NTT
Shizuoka branch

ShizuokaCentral
Police Station

11：20〜11：50

400

10：40〜
11：10

300

260

CO2

200

NOX

240

Polynomial
expression
curve (CO2)100

Polynomial
expression
curve (NOx)
30
40

220
200
20.0

25.0

30.0

35.0

40.0

45.0

Speed (km/h)

0
0

10

20

Speed (km/h)

105Universal Traffic Management Systems 2━17

Driving Safety Support Systems (DSSS)
The aging of the population accelerates year by year in Japan. Aging of society will come in the 21st century
when one person out of four is 65 years old or older. Those who are related to road traffic also need to tackle
the issue of inevitable aging of society. What is called for is construction of a society in which road traffic is
adapted to the elderly. Development of various systems in a positive manner is of vital importance.Today,
drivers who are 65 years old or older account for 7% (approximately 5 million) of the whole licensed drivers(approximately 70 million). The number of deaths caused by road traffic accidents was 9,924 in 1997 among
which deaths of the elderly accounted for 32% (3,145). The number of deaths caused by failure to stop was 402,
of which 32% were attributed to elderly drivers. Accidents are increasingly caused by driver errors. Those that
occur at intersections, in particular, during right-turning and nighttime longitudinal collisions, have increased in
number.Judging from the characteristics of these accidents, it is assumed that decision making required atintersections under complicated situations is burdensome to elderly drivers whose reflex time increase with age.
The provision of traffic safety facilities aims to lighten the burden of decision making, create a traffic environment
in which drivers can drive with ease, and deter accidents caused by elderly drivers.We also continue to study
driving safety support functions and other extended functions available by using IC cards as driver's licenses.
1 Examples of Driving Safety Support Systems
Systems below are being studied as Driving Safety

intersections and pedestrian crossings. This system

Support Systems.

pedestrians.

(1) Crossing collision warning system

Information is supplied to drivers by displaying on

This system detects oncoming traffic at intersections

information boards before intersections or by sending

not provided with signals. Warnings are given to

information in letters and voice to in-vehicle units via

drivers via information boards or in-vehicle units at

infrared beacons. Thus it becomes possible to detersome points before intersections.

traffic accidents such as contacting, catching under(2) Right-turning accident prevention system

wheels, or collisions caused by non-confirmation ofThis system detects oncoming vehicles including

safety or carelessness. Burden on elderly drivers inmotorcycles in the opposite lanes and provides

decision making may then be lightened.

alerts drivers by letting them know of the presence of

information to right-turning vehicles at intersections.
It is effective for deterrence of collisions with moving
motorcycles that are in drivers' blind spots.

2 Pedestrian safety support system
This system is intended for the elderly and the(3) Hazardous zone avoidance control systemdisabled. Small information terminals capable of two-

When signals turn amber, drivers of vehicles

way communications via infrared ray are used toapproaching intersections may force their ways

supply pedestrians with information about areas

through or apply brake abruptly, taking the risk ofaround them in letters or voice. A plan is also

causing accidents. This system provides vehicles

underway to construct a system using similar

with information about signal changes beforehand via

information terminals to provide detailed information

infrared beacons to deter such accidents.

to persons in health about the streets around them.

(4) Pedestrian support system
Pedestrians come across the traffic of automobiles at106

Technology section

Examples of driving safety support systems
Crossing collision warning system

Right-turning accident prevention system

Warning message
transmission via
infrared beacons(diagrams and voice)
Crossroad
Oncoming vehicle from right or
information
supplied in video left at intersection ahead!

Image type vehicle detector
Caution: Right-turning
accidents occur at thisintersection

Warning message
transmission via
infrared beacons（diagrams and voice）

Pedestrian support system
Warning message
transmission via
infrared beacons(diagrams and voice)

Caution:pedestrian crossing!

Driver's license IC card
White license(capable of signal transmission)
Extention of green signal display
actuated by the pedestrian detector

Examples of information supply unit107

Universal Traffic Management Systems 2━18

Help System for Emergency Life Saving
and Public Safety (HELP)
While the death toll by traffic accidents was under

HELP is in the process of development at present. To

10,000 for the successive two years of 1996 andconfirm the effectiveness of this system in reducing

1997, the number of traffic accident case recorded a

the time lag between occurrence of an accident andnew high for the last successive five years, with thecommunication to the temporary HELP center,injured recording the 900,000 range for theverification test was carried out in October 1997, in

successive three years. The National Police Agency

Tokyo. On the assumption that a traffic accident

has been struggling to improve this situation by

occurred during daytime, the time until the HELP

shorting time lag between occurrence of an accident

Center received the accident information wasand calling of rescue, with a wish to help as manymeasured in the test.

lives as possible. For this purpose, the Agency has
been engaged in R&D of Help System for Emergency
Life Saving and Public Safety (HELP).

The result of the verification test is as follows:① In-vehicle terminal: Average of 59 s
② Pay phone: Average of 84 s

The outline of HELP envisaged at present is as③ Cellular phone: Average of 101 s

follows (refer to the right concept).
When a traffic accident occurs, the location data

Clearly, HELP can reduce the time lag between

obtained by the global positioning system (GPS) is

occurrence of an accident and reporting, by ansent automatically or manually from the in-vehicle

average of 42 seconds.

terminal to the HELP Center (temporary name), in
addition to oral information reported via the mobile or

The National Police Agency has been making every

cellular phone. Based on the oral information given

effort to develop and introduce practical HELP as

by the reporter, staff at the HELP Center contacts aearly as possible, with the aim of minimizing traffic

local rescue organization and connects the reporter's

accident fatalities, as eagerly desired by various

phone line to the organization as necessary.

sectors.

① In-vehicle terminal:
Two types of in-vehicle terminals are inconsideration at present: the type with a manualemergency push-button, and the type with
automatic communication function based on an
impact sensor etc.
② HELP Center:
Staff at this Center receives accident informationfrom an in-vehicle terminal, and if necessary,
contacts a rescue organization and connects thereporter's phone line to the organization.

108

Technology section

Concept of HELP

District police station

District fire station

Prefectural police
headquarters'
communication &command room

Traffic
control center

Information on the locationof accident and traffic condition

Information on the locationand status of accident

Request for action/
Transfer of phone call

Request for rescue/
Transfer of phone call

5

4
Information on the locationand status of accident

4

Information on the location of accident
and the condition of injured persons

Information services
providers to drivers

4

Requestfor action

Request for action/Transfer of phone call(in the case of damage to properties)

HospitalFire district
headquarters

Japan
Automobil
Federation(JAF) etc.

HELP Center(Identifies the address, road name etc. of accident site.)

3

2

Number of injured and status of injuries

Confirmation of accident conditionand degree of emergency

GPS

Location and vehicle registration data

Number of injured and status of injuries

Confirmation of accident and rescue

Location and vehicle registration number

Hospital information, JAF guide etc.

1

D/B

● Vehicle owner● Vehicle type,
color etc.

Variousregistration dataGPS

■ Communication Process Flow
1 Vehicle location, registration number etc. are sent to HELP Center.
2 The number of injured persons, the status of injuries etc. are explained orally.
3 HELP Center confirms the accident and the rescue.

4 HELP Center informs the police and/or fire stations of the location andcondition of accident as well as other necessary items, requests forrescue, and transfers the reporter's phone call to the police or firestation, which then communicates directly with the reporter.
5 HELP Center reports the accident to the traffic control center.

109

Universal Traffic Management Systems 2━19

T OP ICS Emergency Communication
System in Europe and America
Emergency communication systems operated inclass-S and class-E vehicles at the factory. The

Europe and America are presented in the following.

price of in-vehicle equipment dedicated for thissystem is some ¥52,000. Each membership driver

Telematic Alarm Identification on Demand (TeleAid)

is required to pay a monthly membership fee ofSystem, developed by Daimler-Benz in cooperation

about ¥1,000.

with the German government, has been put to test
service since October 1997. Daimler-Benz plans to

For the time being, this system will be available inlaunch full-scale operation of TeleAid System inGermany alone, although Daimler-Benz considers

1998, expecting that this system will substantiallyexpanded use in the U.K., France and Italy.

reduce the casualties by traffic accidents.
Emergency communication systems developed in
Outline of TeleAid System is as follows (refer to the rightthe U.S. include GM's Onstar and Ford's RESCU,

above figure).

both of which have already been in practicalservice.

① When in-vehicle push-button is pressed, or whensensor signal for airbag expansion etc. is detected,
the in-vehicle GSM cellular phone automatically
calls Service Operation Center (SOC) to notify an
emergency.

② When SOC answers, the system provides SOC
with the user identification number as well as thevehicle location detected by the in-vehicle GPS
terminal.

③ SOC staff checks the detailed vehicle-related
information displayed along with the reporter's faceon the monitor, and talks directly with the reporter ifnecessary.

④ SOC staff contacts the appropriate district police
station judged based on the vehicle location, andreports the detailed information.

This system is to be installed as option in Benz's

110Technology section

Tele Aid System

Service center

Convarsion and retransmissionof the message
Data transmission

Road-side assistance
Telephone
network

PoliceSitelite

Fire brigade Emergency service
Position location
Data transmission

Emergency commuication system operated by the automobile industries
Identifying the location andassisting on the road

GPS

Emergency response
service

Onstar Center

Setting up the route andconfirming the location
Reporting airbag
expansion
Releasing the door rockby the remote control
Detecting, reporting andpursuing stolen vehicle
Information service
Hand-free automobile telephone(operation by the voice)111

Universal Traffic Management Systems 2━20

Intelligent Integrated ITV Systems
Intelligent Integrated ITV Systems (IIIS) is designed
to deter illegal parking and control traffic signals,
based on the images sent from TV cameras whichcollect traffic information. IIIS also provides drivers
with visual traffic information via infrared vehicle
detectors, Internet etc. The aim is to ensure safe andsmooth traffic flow, creating an environment-friendly
automobile society.

T OP ICS Intelligent Illegal Parking Deterrence System
The conventional illegal parking deterrence

processing technology. This intelligent systemsystem is designed mainly for giving warning fromuses less expensive stationary cameras andthe traffic control center or a police station

digital transmission line of low maintenance cost.

through installed loudspeakers to vehicles illegally

In addition, the system controls traffic signals

parked near intersections, and for checking thebased on the vehicle running speed, the trafficroad for traffic flow and obstacles.

The

volume, and the percentage of heavy vehicles inconventional system is cost-ineffective, since it

the entire traffic. This system also automaticallyuses expensive cameras with oscillating headdetects traffic accident or congestion nearand zooming function, and analog transmissionintersections and automatically notifies suchline of high maintenance cost.

information to the traffic control center. The
concept of the intelligent illegal parking

To overcome this problem, new intelligent illegal
parking deterrence system has been developed
based on the state-of-the-art digital image

112

deterrence system is shown by illustration.

Technology section

Intelligent Illegal Parking Deterrence System

A: Advanced image processing technology
B: Multiple functions

C: Reduced running cost
D: Reduced installation cost

Traffic information collection
Supply of traffic information
TV camera
Infrared beacon

Traffic control center

Car navigation

1
（1）

5
2
（2）

3

Traffic information
processing computer

Deterrence of illegal parking
Loudspeaker
Illegal parking

4Internet

Traffic signal control

Traffic signal

1 Traffic information is collected via TV camera.
2 Traffic information is processed at the traffic control center.
3 Warning message is given to illegally parked vehicles.
4 Traffic signals are controlled.

(1) Via infrared beacons

5 Traffic information is provided.
(2) Via Internet

113

Universal Traffic Management Systems 2━21

UTMS in Nagano
1 Introduction of UTMS in Nagano
In February 1998, the Winter Olympic Games werePriority Systems (PTPS), Mobile Operation Control

held in Nagano Prefecture. Nagano is a largely

Systems (DRGS).

Systems (MOCS), and Dynamic Route Guidance

mountainous prefecture. Competition sites were
scattered throughout the prefecture. Accordingly,

Infrared beacons, which are essential to UTMS, were

vehicular traffic was the only available transportation

installed on trunk roads for the operation of themeans there.

games (414 units at 309 locations including 130
intersections). A total of 2,370 in-vehicle units wereSince a great number of spectators were expected to

installed in the official vehicles involved. These werecome, which would turn out to be approximately 1.44

used for the following tasks.

million in total while the population of Nagano City
was 0.36 million, it was necessary to take suitable(1) Signal control (ITCS and PTPS)

measures against several traffic problems. For

Optimum signal control was carried out according toinstance,

was

information about traffic volumes and travel times

underdeveloped, congestion occurred daily incollected by infrared beacons and other devices. In

Nagano City, deposited snow was expected to impair

addition, priority signal control was performed based

traffic because the games were to be held in winter,on the game schedule and ID information obtained

and general ski tourists were expected to flood.

from the official vehicles involved.

the

road

infrastructure

Failure in taking proper measures would result inutter confusion. The task of prime importance was to(2) Traffic information supply (AMIS, DRGS, and PTPS)

ensure safe and smooth traffic for successful Olympic

ITCS collected and processed information about

Games.

congestion, travel times, and traffic regulations, which
was provided to drivers via vehicle navigation

The Nagano Prefectural Police Headquarters,

systems, information boards installed on roads,

therefore, introduced Universal Traffic Management

telephones, faxes, and the Internet.

Systems (UTMS). UTMS contributed highly to thesuccess of the Olympic Games by ensuring safe andRegarding the official vehicles involved, travel times

smooth operation of vehicles involved in the games,

and optimum routes to their destinations werewhich athletes and officials were onboard, and by

calculated using ID information obtained from them.

supplying accurate traffic information to general

The results were then supplied to them. To support

vehicles.

the operation of the games, UTMS also provided theOrganizing Committee for the Nagano Olympics with

2 Overview of UTMS in Nagano
The UTMS applied to Nagano consisted of 5 subsystems of UTMS 21 including Integrated Traffic
Control Systems (ITCS), Advanced Mobile
Information Systems (AMIS), Public Transportation

114

information about locations of the official vehicles
involved.

Technology section

Outline of UTMS in Nagano

Traffic control center

ITCS

Mobile operation control

AMIS

NAOC
Congestion/
regulations

MOCS

ID
ID

Congestion/
regulations

General vehicle

DRGS

Vehicle ID/
destination

Vehicle ID
Operation
supportPTPS

Route guidance/
travel times

Priority signal

Vehicle ID

Official vehicles involved in the games

Examples of information displayed on in-vehicle unit

A M I SD R G STo urban areas of Nagano City

Alpine skiing site
Approx. 50 min

Nagano station

Approx. 15 min

Kami-takada Kita

Approx. 10 min

18

Approx. 28 min

InasatoNishi

Approx. 20 min
Nagano Higashi
Koko Kita

115

Universal Traffic Management Systems 2━22

Nagano Winter Olympic Games Traffic Measures
1 Traffic measures for Nagano Winter Olympic GamesThe Nagano Prefectural Police introduced the Nagano(1)The loop line restrictions include the following

UTMS as a measure to prevent traffic congestion during

connecting the athlete village, media village, andthe Nagano Winter Olympic Games, and implemented

venues of the Games were closed to vehicular traffic,

traffic volume control and traffic restrictions. By taking

except for official vehicles of the Games; in othersuch measures, the police realized safe and smoothlines, lanes for the official vehicles of the Games

traffic during the Games and thus greatly contributed to

exclusively were set up.

the success of the Games.

measures: in Nagano City, some of the loop lines(2)The route restriction is: the roads to the loop lines
and to the venues outside Nagano City were closed

2 Total traffic volume control
According to the results of the simulation test before theto vehicular traffic, except for official vehicles of theGames, the total distance of traffic congestion was(3) The zone restriction is: the roads around each

expected to extend to 50-70 km when official vehicles ofvenue of the Games were closed to vehicular traffic,

the Games are added to the usual traffic in Nagano

except for official vehicles of the Games.Moreover, toCity. At the same time, it was predicted that the total

enforce these traffic restrictions in a thoroughdistance of traffic congestion could be reduced to aboutmanner, advertising activities were conducted before

10 km if traffic volume was decreased by about 30 %the Games. During this event, route guidance wasfrom the usual level.

provided to drivers by supplying traffic information.

Games.

Based on these results, a campaign to reduce traffic
volume in Nagano City by 30 % from the usual level

4 Effects of traffic measures

was conducted as a measure to prevent traffic

A survey on seven major intersections in Nagano City

congestion during the Games. In this campaign, theshows that the traffic volume during the Games was 54-

police asked companies and households to reduce the

84% of that before the Games (the target reduction rateuse of vehicles for private and business use and towas 30 %). The average traffic volume of general

restrain from driving into areas near the venues of thevehicles during the Games was 72% of that before theGames.

Games. The total traffic volume (containing official
vehicles of the Games) was 75% of that before the

3 To ensure the smooth operation of the official vehicles

Games. This shows that the target reduction rate wasof the Games by setting up traffic restrictions
To ensure the smooth operation of official vehicles that

almost achieved. Moreover, various measures taken

carry athletes and officials of the Games, traffic

UTMS, reduced traffic congestion to 54.1% of the usual

restrictions were conducted to make these vehicles use

level. As a result, smooth traffic was realized, anddifferent routes from other vehicles.

almost all official vehicles of the Games moved to theirThree types of traffic restrictions were conducted

destinations on schedule.According to a questionnaire

according to the schedules of the games (venues andsurvey, 87% of people involved in the Games said thatstarting times): loop line restriction, route restriction,

the UTMS would be useful after the Games as well.

and zone restriction.

This result proved the usefulness of this system.

116

for the Games, such as the introduction of Nagano

Technology section

PTPS macro-control effects

PTPS micro-control effect●Prior adjustment of traffic signals according to game schedules●Reduction of travel times of official busses on loop lines
Along loop line clockwise

Along loop line counterclockwise(reduction rate: 8.0%)
1：00

0：50

0：50

0：40

0：40

Travel time

Travel time

(reduction rate: 6.8 %)
1：00

0：30
0：20

●Effect of reduction of waiting time at traffic signals
Total no. of vehicles passing traffic signals
106,622
vehicle-time
No. of vehicles benefited by time reduction
16,133
vehicle-time
Effect of waiting time reduction
20 seconds/vehicle-time

0：30
0：20

0：10
0：00

●6 intersections on loop lines(adjusted time of traffic lights for official vehicles of
the Games:extended time of green lights and reduced
time of red)

0：10

Average time
(before the Games)

0：00

Average time
(during the Games)

Average time
(before the Games)

Average time
(during the Games)

Effect of MOCS
Planned and actual travel times of official busses of the Games(Loop line to skating game venue Olympic village -> M Wave: 25 minutes)
No. of travels
40

33

17 18

20

13

11
10

7
3

0

Initial 5 days

19

28

30

-10

-12

7

3

2
-8

-6

-4

-2

0

2

1

2

3
4

1
6

1

3

1

8

10

12

14

Delay time (minutes)

No. of travels
40

Last 5 days
30

26

24

20

20

15
10

0

11

9
1
-12

1
-10

1

2
-8

4

3

1
-6

-4

-2

0

1
2

1
4

6

8

10

12

14

Delay time (minutes)

Expectations for UTMS - questionnaire survey
not clear
7％of almost no use
6％Q.17
Do you think the indication of morethan one travel time will be useful?

not clear14％of almost no use
3％
of use33％

useful depends on
the situation
54％

Q.24
Do you think the indication of travel
time by route will be useful?

of use33％
useful depends on
the situation
50％

117

Universal Traffic Management Systems 2━23

Deployment of Optical (Infrared Ray)
Communication Technology
Various optical-communication-technology-applied

the UTMS21 systems which are promoted in Japanequipment and systems have been developed,by the National Police Agency. Some have not yet

manufactured and used in many industrial sectors

been used in Japan for various reasons. Following

recently. Optical communication between television

are typical systems that have not yet been adopted insets and remote controllers and between personal

Japan.

computers and peripheral equipment are very
common.

① Emergency Vehicle Priority System (see rightabove figure)

Existing applications of the optical (infrared ray)

The system comprises infrared ray transmitterscommunication technology to traffic control haveinstalled in respective emergency vehicles (Eachbeen mentioned as follows;ID number is added to the emitted ray) andinfrared ray receivers installed mainly in the upper

One typical application in Japan is infrared beacons,part of traffic signal poles. When an emergency

which have been installed nationwide by the National

vehicle equipped with an infrared beam transmitter

Police Agency. At present, the traffic information

comes to a point some 800 m before ancollected and processed by the traffic control centerintersection with an infrared ray receiver, thein each Prefectural Police Headquarters is sent toreceiver catches the infrared beam emitted from

VICS (Vehicle Information Communication Systems)

the vehicle, and turns the traffic signal at theCenter and distributed to individual in-vehicle unitsintersection green, enabling the emergency vehicle

vie infrared beacons, FM multiplex broadcasting, etc.

to run through the intersection safely andInfrared beacons are also used to measure the trafficsmoothly.

volume with their detecting function. The number of
infrared beacons installed in Japan is some 18,000 at

At present, this emergency vehicle priority systempresent, and is expected to be increased to somehas been adopted in 850 cities worldwide. Infrared

30,000 by the year 2001.

beam receivers are installed at some 30,000
intersections, and beam transmitters are mounted

Application examples of optical communication

on an average of 75 emergency vehicles for eachtechnology outside Japan have also beencity.

investigated. As shown in the attached table, opticalcommunication technology is applied practically to② Electronic Toll Collecting (ETC) Systemvarious traffic control systems, such as theElectronic toll collecting (ETC) systems can be

emergency vehicle priority system, the publicclassified roughly in radio type and infrared raytransportation operation control system, the routetype. The infrared ray ETC system, which is

guidance system, the electronic toll collecton (ETC)

presented this time, has not been and is not likely

system, the vehicle detection system, and the voice

to be adopted in Japan although it is put toguidance system for sight-impaired persons. Some

practical use in many other countries.

of these systems provide the same functions as do

118

Technology section

Emergency Vehicle Priority System

Infrared ray receiver(Detects ID and controls traffic signal)

Infrared ray(Includes vehicle's ID number.)

Infrared ray transmitter(Emits infrared ray only in emergency)

Electronic Toll Collecting System Using Infrared
Infrared unit
Downlink

Up/Downlink
5.5m
In-vehicle unit hmax
In-vehicle unit

RSU
50m
In-vehicle unit
50m

40m
30m
20m
10m
Up/Downlink Zones-Top View

40m

30m

20m

10m

Downlink Zone-Side View
RSU

119

ITS developed by Japanese Police
Published by Institute of Urban Traffic Research

3-2-25 Kitahama Chuo-ku Osaka, Japan 〒541-0041
phone 06-204-0040
Fax

06-204-0220

URL http://www.toshikotsu.or.jp/
E-mail info@toshikotsu.or.jp

ISBN4-924905-39-9

9784924905399

C3465¥1905E

1923465019051

ITS developed by Japanese Police

Edited by

TRAFFIC BUREAU, NATIONAL POLICE AGENCYJAPAN TRAFFIC MANAGEMENT TECHNOLOGY ASSOCIATION

Materials
provided by

UNIVERSAL TRAFFIC MANAGEMENT SOCIETY OF JAPANPublished by

INSTITUTE OF URBAN TRAFFIC RESEARCH