enhancement of urban transport sustainability in japan

1

European Conference of Ministers of Transport

Ministry of Land, Infrastructure and TransportJapanese Government

2-3 March 2005 Akasaka Prince Hotel, Tokyo

Enhancement of Urban Transport SustainabilityEnhancement of Urban Transport Sustainabilityin Japanin Japan

A Brief Overview on Basic Policy FrameworkA Brief Overview on Basic Policy Frameworkand Future Direction of Urban Transportand Future Direction of Urban Transport

Shigeru MORICHI, Dr. of Eng.

2

Enhancement of Urban Transport Sustainability in Japan

A Brief Overview on Basic Policy Framework and Future Direction of Urban Transport

Shigeru Morichi, Dr. of Eng

National Graduate Institute for Policy StudiesDirector of Development Policy Program, Professor

Institute for Transport Policy StudiesPresident

3

Contents

I. IntroductionII. Urban Transport Policy Framework

III. Major Institutions for Urban TransportIV. Japanese Policy Related to ECMT

Recommendations

V. Concluding Remarks

4

I. Introduction

5

1.01

1.13

1.34

1.82

7.84

15.99

30.15

Population(million, 2000)

Sendai

Hiroshima

Fukuoka

Sapporo

Chukyo Metropolitan Area

Kinki Metropolitan Area

Tokyo Metropolitan Area

Modal Share(Trip, %)

High Share of Rail in Urban Transport

Rail Bus Auto BicycleMotorcycle

Walk

25.5 33.1

18.9 31.4

13.7 50.3

8.9 46.8

3.7 38.8

8.3 48.0

10 56.3

Source: ITPS (2004)

6

0.55Kagoshima

0.66Kumamoto

0.42Nagasaki

0.40Gifu

0.47

0.63

1.01

Population(million, 2000)

Kanazawa

Okayama

Kitakyusyu

Modal Share(Trip, %)

High Share of Rail in Urban Transport

48.91.9

59.31.1

51.71.3

49.08.3

56.43.8

59.22.0

55.77.7

Rail Bus Auto BicycleMotorcycle

WalkSource: ITPS (2004)

7

Time-Series Trend of Urbanization

Net-inmigration to 3 metropolitan areas

Net

-inm

igra

tion

to 3

met

ropo

litan

ar

eas (

10,0

00)

Pref

ectu

ral i

ncom

e di

spar

ity

(Gin

icoe

ffic

ient

)

8070605040302010

0-10

55 60 65 70 75 80 85 90 95

Prefectural income disparity (Gini coefficient)0.280.270.260.250.240.230.220.210.200.19

500

1,000

1,500

2,000

2,500

55 60 65 70 75 80 85 90 95

Tokyo Metropolitan Area

Cyukyo Metropolitan Area

Kinki Metropolitan Area

Rai

lway

Net

wor

k (k

m)

8

Railway-Oriented Land Use:Road Network and DID

DID: Densely Inhabited District, population density over 4,000 persons/km2

and resident population of over 5,000.

9

Railway-Oriented Land Use:Railway Network and DID

DID: Densely Inhabited District, population density over 4,000 persons/km2

and resident population of over 5,000.

10

CO2 Emission in Japan

0200400600800

1,0001,2001,400

90 91 92 93 94 95 96 97 98 99 00 01 02Transport Industry & Industrial Processing Residential & Commercial Others

19.3%

47.5%

24.3%8.8%

21 %

41.4%

29.1%8.5%

Passenger Car Goods Vehicle Bus Railway Maritime Aviation

050

100150200250300

90 91 92 93 94 95 96 97 98 99 00 01 0241.5%

43.5%

15%

50.6%

36.3%

13.1%

CO

2Em

issi

on (M

t-CO

2)C

O2

Emis

sion

(Mt-C

O2) All sector

Transport sector

Source: NIES (2004)

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II. Urban Transport Policy Framework

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Comprehensive Urban Transport Policy

• Person-trip survey & Master plan– 10 year interval for large-scale cities (> 300k pop.)

• Urban railway master plan for three metropolitan areas

• Railway-oriented land-use• Road investment to respond to rapid motorization

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Collaboration among Central, Local Government and Private Sector

1. Railway• Planning process collaboration• Financial burden sharing for investment• Mixture of railway operators

– Japan National Railway Privatized, JR– Teito Rapid Transit Authority Privatized, Tokyo Metro– Operators owned by municipality– Semi-public operators– Private operators

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Collaboration among Central, Local Government and Private Sector con’t

2. Road• Central government

– Japan Highway Public CorporationPrivatizing

• Central and local government– Urban expressway public corporations (Tokyo, Osaka-

Kobe) Privatizing• Local Government

– Highway public corporations(Subsidized by Central government)

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Hierarchical Network StructureRoad• Urban expressway• Arterial road• Distributor, collector• Local street

Railway

20 - 30 km/hr0.5 – 1 kmMonorail / AGT

30 - 35 km/hr0.5 – 1 kmSubway

40 - 45 km/hr1 – 2 kmOrdinary Train

50 - 60 km/hr5 – 6 kmInter-city Train

Express Train

120 -130 km/hr30 – 50 kmShinkansen Railway

Operating

Speed *

Station

Distance

Railway Type

* Includes stoppage time at station

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III. Major Institutions for Urban Transport

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Transport/Land-use PolicySapporo

Nagoya

Hiroshima

Kitakyusyu

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Major Subsidy System for Urban Railway

• Subsidy for : Subway: Monorail: LRT

• Interest free financing for JOBAN-SHINSEN• Subsidy for Newtown Railway• Subsidy for grade separation of rail and road crossing

: Individual intersection: Continuous elevation of railway

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Subsidy for Urban Railway(million US$)

0200

400600

8001,000

1,2001,400

1,600

92 93 94 95 96 97 98 99 00 01 02 03

Subsidy for subway Subway for Newtown Rail

Subsidy for urban-use improvementof intercity railway

Subsidy for terminal improvement

Subsidy for private railwayInterest free financing for JOBAN-SHINSEN

Source: ITPS

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Burden Sharing for Each Subsidy System

57.3 -31.6%

28.7 -63.3%

Subsidy for grade separation of rail and road crossing

40%less than 20%

40%0%

Interest free financing for JOBAN-SHINSEN: Construction cost: Equity

15%15%Subsidy for Newtown Railway: Construction cost

35%30%33%

35%30%33%

Subsidy for Subway : Construction costfor Monorail: Infrastructurefor LRT : Track, Station etc.

Local Government

Central Government

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Subsidy for Grade Separation of Rail and Road Crossing

86-95%RoadElevation of Existing Infrastructure

0%Road

Rail

Rail

Financial burden

100%

Elevation of Expanded Infrastructure

14- 5%

急行急行

急行急行急行急行

Existing infrastructure

Expanded Infrastructure ・Ensuring comfortable traffic

and Promoting local interaction・Sharing financial burden between road and rail sides

Con

stru

ctio

n co

st

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Subsidy for Urban Bus Operators

• Improvement of bus systems

• Universal service improvement

• Low-emission vehicles

• Introduction of New Bus Service

• Pilot program and research

23

Subsidy for Urban Bus Operators

0

5

10

15

20

25

30

35

92 93 94 95 96 97 98 99 00 01 02 03

Bus system Improvement Pilot Program & Research Universal service improvementLow-emission vehicles Introduction of New Bus Service

(million US$)

Source: Nihon Bus Association

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IV. Japanese Policy Related to ECMT Recommendations

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Recommendations for National Governments from ECMT, 2001(1)

• Establish a supportive national framework

1. Improve institutional co-ordination and co-operation

2. Encourage effective public participation, partnership and communication

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Recommendations for National Governments from ECMT, 2001(2)

3. Provide supportive legal and regulatory framework

• Ensure a comprehensive pricing and fiscal structure

4. Rationalise financing and investment stream

5. Improve data collection, monitoring and research

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1. Improve institutional co-ordination and co-operation

1.1 Existing institution and its improvement

1.2 New institution for better railway service: from 2005Infrastructure improvement to upgrade function of urban

rail network– Improving accessibility by developing shortest route

Ex: Developing connecting track between Sotetsu & JR

– Upgrading function of terminal• Redevelopment of set of stations for smooth mobility

Ex: Development of Sannomia station

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2. Encourage effective public participation, partnership and communication (1)

2.1 Public Comment Procedure for policy making: from 1999– Provision to seek suggestions from wider section of

citizens.

– Administrative agencies make final decisions taking account of the public comments.

– Administrative agencies must follow the procedure when they formulate new regulation, and revise or abolish existing regulations.

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2. Encourage effective public participation, partnership and communication (2)

2.1 Public Comment Procedure for policy making: from 1999 (con’t)– Ensuring fairness and transparency of policy and

decision making process

2.2 Public Involvement Procedure for road and airport: from 1996– From the first stage of planning

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3. Provide supportive legal and regulatory framework

3.1 Pilot program: from 1999– Environmental Road Pricing

3.2 Automobile NOx and PM Act: from 1992, 1994, 2002

3.3 Regulation for diesel vehicle in Tokyo Metropolitan Area: from 2003

3.4 Revised energy saving law for fuel economy: from 1999

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3.1 Pilot Program

• Trial implementation of policies, which are likely to have big social impact

312Park and rideSystem of car sharing

Promotion of public transport

216Coexistence of pedestrian and vehicle in one way

Multipurpose usage of road. (Ex. Terrace cafe)

Effective use of road space

27Creation of bicycle laneIntroduction of rental bicycle system

Promotion of bicycle

28Limitation of private car entry into tourist site, substitute bus

Comprehensive information system for tourist

Smoother transportation in tourist site

Con’t3Environmental Road PricingEffective use of toll road

14Creation of loading space on road

Guiding trucks parked in the streets into parking lots

Logistics and loading policy

15Road safetyCooperation of road

management

Others

No. Ongoing

No.Impl.

ContentsTheme

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3.1 Pilot Program: Environmental Road Pricing (1)

• Environmental road pricing was introduced to mitigate environmental impacts around residential areas by charging differential tolls to divert traffic to coastal routes

• The tolls for roads located in costal areas are set lower than those for roads running through residential areas.

• This measure is introduced in two routes

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Rokko Island

Port Island

Maya san 702

2

43Kobe

AmagasakiNishinomiya

Route5:Wangan RouteHGV with ETCUS$9.5 → US$ 7.6

Route 3:Kobe Route

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wa

409

15

Bay Shore Route

Tokyo I.A.P.

Yokohama

Kawasaki

Aqua Line

HGV with ETCUS$ 11.4→US$ 9

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3.2 Automobile NOx and PM Act (1)

• NOx and PM emission regulation for trucks and bus with diesel engine

• This regulation applies for all diesel vehicles, which are owned and used in regulated areas

• Regulated areas– Tokyo Metropolitan Area– Aichi, Mie prefecture– Osaka, Hyogo prefecture

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3.2 Automobile NOx and PM Act (2)

0

1

2

3

4

5

6

7

8

1998 2003 2008

NOx PM

0

0.05

0.1

0.15

0.2

0.25

0.3

1998 2003 2008

NO

x Em

issi

on (g

/kW

h)

PM E

mis

sion

(g/k

Wh)

Japan EU

USA Japan

EU

USA

Source: various statistics

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3.3 Regulation for Diesel Vehicle in Tokyo Metropolitan Area (1)

• Prohibition of usage of diesel vehicle, which does not satisfy the emission standard

• This regulation came into force on October 2003

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• Main contents of regulation – Setting PM emission standard– Obligation of introducing low-emission vehicle

for company bigger than given size– Submission of vehicle management plan– Compliance with idling stop

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• Recent results of the regulation at Tokyo

68% 62 - 84% 36%44%Elemental Carbon Polyaromatic HC Elemental Carbon Polyaromatic HC

In Tunnel Roadside

Iogi tunnel Osaka-bashi Meguro Street2001 2004 2001 2004 2001 2004 2001 2003

Source: Tokyo Metropolitan Government (2005)

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3.4 Revised Energy Saving Law for Fuel Economy (1)

• Automakers must achieve regulated level for fuel economy until 2005 or 2010

– Gasoline car: 22.8% above 1995 level– HDV:14.9% above 1995 level

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3.4 Revised Energy Saving Law for Fuel Economy (2)

• Average fuel economy of new gasoline vehicle has been improved.– 12.3(km/l) to 14.6 (km/l)– Increase of 19% above

1995 level

4

6

8

10

12

14

16

18

20

22

93 94 95 96 97 98 99 00 01 02Year

Fuel

Eco

nom

y (k

m/l)

New Vehicle Average

12.3

14.6

Source: MLIT (2004)

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4. Rationalise financing and investment stream

4.1 Diversified use of earmarked road funds– Depending on social circumstances, diverting a

part of earmarked funds to • Development of information networks• Development of ITS• Improvement of roadside environment• Universal service improvement

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4.2 Subsidy for Environmental-Friendly Technology (1)

• Central Government– Automobile Green Tax: from 2002

– Subsidy or tax exemption for introducing low-emission vehicle

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4.2 Subsidy for Environmental-Friendly Technology (2)

• Local Government– Subsidy for Diesel Particulate Filter– Subsidy for low-emission vehicles– Tax exemption for introducing low-emission

vehicle– Subsidy for natural gas station

• Soft loan from government-affiliated financial institution

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5. Improve data collection, monitoring and research

• Person-trip survey– Aiming for grasping “Person Movement” as

Traffic Subject– Data from this survey is utilized for Master

plan

• Urban Transportation Census: every 5 years from 1960– Aiming for grasping the usage of mass rapid

transit in three major metropolitan areas

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V. Concluding Remarks

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1. Three Major Metropolitan Areas(1)

• Urban railway improvement brought higher modal split of rail, especially in three major metropolitan areas.

• Urban Expressway policies contributed to reduce the pollution through the improvement of congestion.

• High toll rate is working like the road pricing policy and the ITS technology is expected to be effective for environmental management.

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1. Three Major Metropolitan Areas(2)

• Remaining problems are high modal split of automobile for passenger transport in suburban areas and for freight transport.

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2. Mid-size and Small Cities (1)

• In the cities with more than one million population including suburban area, Urban railway had been constructing.

• However, in smaller cities LRT policies is expected to improve the urban transport system.

• Better bus service with lower fare had been introducing especially in down town areas.

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2. Mid-size and Small Cities (2)

• Auto restricted zone in city-center is so limited in Japan.

• Pedestrian Mall and Transit Mall are not accepted by citizens and storekeepers.

• Without control of car-usage, LRT and bus share could not increase especially in mid-size and small-size cities.

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3. CO2 Mitigation Policy (1)

• While central government tightened regulations for supply side, it seems that additional efforts are necessary to achieve the targets set under Kyoto Protocol.

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3. CO2 Mitigation Policy (2)

• Comprehensive economic measures for demand side and CO2 reduction target have been vigorously discussed.– Introduction of Environment Tax– Allocation of CO2 reduction target

• Central government revises target for each sector. Target for local government, region and corporation is under discussion.

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