Highway Economic Effects Research and City Logistics in Japan Table of contents I. Effects of Road Improvements (1) Classification of the effects of road improvements (2) Cases of the Direct Effects of Road Improvement (3) Cases of the Indirect Effects of Road Improvement (4) Conditions of access, such as highways, airports and ports II. City Logistics from Road Policy Aspect (1) Present Situation of Freight Transport in Japan (2) Problems of City Logistics (3) Efforts for Loading and Unloading Spaces (Hard Measures) (4) Efforts for Loading and Unloading Spaces (Soft Measures) (5) Recent Case Examples
2 1. Effects of Road Improvements (1) Classification of the effects of road improvements
There are various effects produced by road improvements.
The effects of road improvements are classified by the following methods: • Method of classifying into direct effects generated by the use of roads, and indirect effects enjoyed by the public in general including those who do not use roads directly
• Method of classifying into flow effects (the effects of demand creation), which bring about an increase of GDP because government expenditures for road improvements create effective demand, and stock effects (the effects of productivity), which are generated from the original functions of roads after roads are constructed
When the effects of road improvements are classified into direct and indirect effects, the direct effects correspond roughly with benefits measured by cost -benefit analyses * .
* Cost-benefit analyses: Cost-benefit analyses should be conducted based on the Cost-benefit Manual (issued by the City and Regional Development Bureau, the Road Bureau of the Ministry of Land, 4 Infrastructure and Transport in August 2003) Example of Classification
① Reduction of driving time ② Saving of driving costs and fuels Direct ③ Reduction of traffic accidents effects ④ Others((py, ensuredp unctuality, drivers' reduced fatigue, g,increased comfortable driving, etc.) g,) and other effects ① Reduction of transportation costs (reduction of commodity prices) ② Effects of increasing productivity Effects in ③ Increased tax revenues due to increased productivity response to to ④ Increased income income and and employment employment due dueto increased to increased productivity productivity traffic ⑤ Shift to regional development including the construction of factories, and residential development functions ⑥ Promotion of the use of land in roadside areas Stock ⑦ Increased opportunities in daily lives due to expanded areas for commuting, schooling and effects shopping ⑧ Increased convenience of public facilities, and promotion of advanced medical care ⑨ Reduction of environmental burdens Indirect ⑩ Settlement and increase of the population effects ⑪ Reinforced exchanges and cooperation among people in each area and other other effects effects ① Formation of social, public spaces Effects in ② Improved amenities response to ③ Improved function of disaster prevention spatial ④ Accommodation of public facilities functions and other effects Effects of ① Effects of creating demand for investments in roads Flow expenditures ② Domestic demand expansion and increased imports effects for programs
5 Effects of road improvements
EifftfEconomic effects from EifftfEconomic effects from a users’ viewpoints macroeconomic viewpoint
Improvement of Newly constructed roads, and accessibility advanced facilities
Shift of traffic volumes (from ordinary Increase of Creation of Increase of roadtds to expressways, et t)c.) Improve- consumption ddithdemand with private ment of related to increased equipment productivity tourism and public investment recreation investment Imppgprovement of traveling speeds
Expansion Expansion of of supply demand Reduction of Reduction of driving time driving costs Creation of Increase of tax Increase of jobs revenue GDP
User’s benefits (direct effects) Ripple effects (indirect effects) 6 (2) Cases of the Direct Effects of Road Improvement
The traffic conditions and improvement effects in the six months after the opening of the Shin Tomei Expressway between the Gotemba JCT and the Mikkabi JCT The change of average traffic volume (all days)
•ThThee aaverageverage ttrafficraffic volumevolume forfor tthehe ssixix mmonthsonths aafterfter tthehe opeopeningning ooff tthehe SShinhin TTomeiomei ExpresswayExpressway werewere 41,00041,000 vehiclesvehicles peperr day oonn all days, 38,000 vehiclesvehicles peperr day oonn weekdays and 47,000 vehicles per day on holidays. • The total amount of traffic on the Shin Tomei and the Tomei Expressways within Shizuoka Prefecture increased on both weekdays and holidays, by 15% and 17% respectively.
(1,000 cars per day) 52 16% increase153
40% decrease
Before the opening After the opening
1 Explanatory notes: Compared to the traffic凡例：交通量前年比 volume of the previous year ：45: 45,000 千台/日～cars or more per day ：25: 25,000 千to 45,000～45 cars千台 per day/日 ：0: 0 to～ 25,00025 cars千台/日 per day ：0: Decrease～▲ of25 0 to 25,000千台/日 cars per day
：: Decrease▲25 of千～▲ 25,000 to 30,00030 千台/日cars per day
：: Decrease▲30 of千台/日～ 30,000 or more cars per day (Source) Press release of October 18, 2012 by the Shin Tomei (Shizuoka Prefecture) Impact Adjustment Commission (Chubu Regional Development Bureau, 7 Ministry of Land, Infrastructure, Transport and Tourism, NEXCO Central Tokyo Branch Office, Shizuoka Prefecture, Shizuoka City, Hamamatsu City) (2) Cases of the Direct Effects of Road Improvement
The traffic conditions and improvement effects in the six months after the opening of the Shin Tomei Expressway between the Gotemba JCT and the Mikkabi JCT Changes in traffic congestion conditions in the 6 months after the opening of the Shin Tomei Expressway
•ThThee numbernumber ooff ttrafficraffic cocongestionngestion ooff moremore tthanhan 1010 km lengthlength tthathat occuoccurredrred in SShizuokahizuoka PrefecturePrefecture ssixix mmonthsonths aafterfter tthehe opeopeningning was 11 ttimes.imes. • Compared to the number of traffic congestions that occurred on the Tomei Expressway in Shizuoka Prefecture in the same period of the previous year, this means a decrease of approximately 90%.
Before the opening開通前 開通後 After the opening
Near Fujikawabashi
Near Fujikawabashi 148 times Cut by about 90% The number of traffic congestions Tomei 10 times or more ncy of traffic of ncy 5 times or more tions (times) times
ee 11 ss
Once or more Shin Tomei 10 times Frequ conge Tomei 1 time (Source) Press release of October 18, 2012 by the Shin Tomei (Shizuoka Prefecture) None Impact Adjustment Commission (Chubu Regional Development Bureau, Before the After the Ministry of Land, Infrastructure, Transport and Tourism, NEXCO Central opening opening Tokyo Branch Office, Shizuoka Prefecture, Shizuoka City, Hamamatsu City) 8 (2) Cases of the Direct Effects of Road Improvement
The traffic conditions and improvement effects in the three months after the opening of the Shin Tomei Expressway between the Gotemba JCT and the Mikkabi JCT Changes in travel speed Changes in traffic accidents • The average travel speed on the Tomei Expressway, rose by • The number of accidents resulting in injury or death on the Shin approximately 2 km/h after the opening of the Shin Tomei Expressway. Tomei and Tomei Expressways decreased by approximately 20% compared to the number that occurred on the Tomei Expressway in same period of the previous year.
Total number of accidents (Number of Decreased by 10% traffic accidents)
Before Legend凡例 The Tomei Expressway About (km/h) the opening 東名 89 Total number of 全事故traffic accidents 数
The number of accidents 人身事故数causing injury or death The number of accidents About 91(km/h) causing injury or death The東名 Tomei Expressway The新東名 Shin Tomei After decreased Expressway the opening by 20 % The東名 Tomei About 97 (km/h) Expressway The新東名 Shin Tomei Expressway
The speed of the Tomei Exppyressway Before After has risen the opening the opening
(Source) Press release of July 24, 2012 by the Shin Tomei (Shizuoka Prefecture) Impact Adjustment Commission (Chubu Regional Development Bureau, Ministry of Land, Infrastructure, Transport and Tourism, NEXCO Central Tokyo Branch Office, Shizuoka Prefecture, Shizuoka City, Hamamatsu City) 9 (2) Cases of the Direct Effects of Road Improvement ④ Reduction of Driving Time
・Due to the opening of the Tokai-Ring-Expressway and Ise-Bay-Expressway, travel time among cities althlong them was re ddduced
・The travel speed of the National Highway running parallel to the Tokai-Ring- Expressway was increased by reduction of traffic flow
10 10 (2) Cases of the Direct Effects of Road Improvement ⑤ Reduction in the Number of Traffic Accidents
(1) Changes in the number of accidents on (2) History of the road Kiyotaki-Ikoma Road The longer the length of open road , the fewer the number of accidents occurring Construction historyyy of National Road Route 163 Kiyotaki-Ikoma Road ((yKiyotaki section ) Changes in number of accidents occurring on Kiyotaki-Ikoma Road (Kiyotaki section) Kiyotaki-Ikoma Road (Kiyotaki section) Frontal collision Fatal No. of accidents Others or rollover accidents 1st phase 36 accidents Neyagawa city section 3rd phase Tentative opening of the 3rd phase section 4th phase section (tunnel section) in 1990 Open to Open to section traffic in traffic in Fewer frontal collisions, 1997 2nd phase section 1990 fecture ty ii rollover and fatal accidents ee Tentative opening of the occurred. Kadoma Open to traffic 2nd phase section in 1993 city in 1993 Nara pr Ikoma c 18 accidents ??? Tentative opening of the 1st phase To To Nara section (0.3 km) in 1997 Osaka
8 accidents
Shijonawate city Kiyotaki Tunnel Daito city
1989 1995 2001 (Year) Second Hanna Expressway Note: "Others" do not include accidents involving single vehicles. Source: Data of the Osaka Prefectural Police and the Kinki Regional Development Bureau
Osaka (3) Conditions around Kiyotaki Pass prefecture Kiyotaki Pass, once a rough path Now safe traffic is ensured To Osaka
11 To Nara (2) Cases of the Direct Effects of Road Improvement ⑥ Reduction in the Number of Traffic Accidents
Layout map Before improvement No. of fatal accidents No. of traffic Route 23 (West Mikawa Status for occurrence of fatalities area) Prior to road Traffic Accident construction, the Doubled up! number of traffic Photo of an accident fatalities in Aichi prefecture was the higgghest among all Route 23 in the West Mikawa area 2001 2002 2003 2004 2005 Oct. 2006 prefectures in Japan. Source: Nagoya National Highway Office Accident analysis Accident Study of the Article appearing in the Sept. 20, A large number of The Conference for analysis measures 2006, issue of the Chunichi Shimbun frontal collision Prevention of Traffic Accidents on Route The point is how to 23 in West Mikawa Daytime reduce accidents in accidents occurred. Others two-way traffic was held jointly with Nighttime sections. Frontal the Aichi Prefectural collision Many accidents Police to study and develop measures to occurred at merging control sppgeeding. Fat a l tra ffic acc iden ts Fatal traffic accidents Clarify the division roadjd junc tions. involving frontal involving frontal collisions in by using rubber collisions the daytime and nighttime balls or traffic signs. (Source: 1993 to 2005 accident (Source: 1991 to 2005 accident data of the Nagoya National data of the Nagoya National Highway Office) Highway Office)
After road construction Actions taken (From December 2006 to February 2007) Verification of the effects Specific The number of fatal actions taken traffic accidents one The number of fatal month after the road construction is zero. traffic accidents
Source: Fatal accident data of the dropped to zero one Nagoya National Highway Office Period: March 1, 2007, to April 23, 2007 month after the road construction. 12 (3) Cases of the Indirect Effects of Road Improvement
Promotion of Establishment of Production and Distribution Bases
Changes in industrial parks before and after opening of the Tokai-Kanjo Expressway
Traffic situation around 1990 Situation in 2000 Situation in 2004 <15 years before completion> <5 years before completion> < Opening> (When the city plan was about to be determined) Green Techno Mitake Gifu Gifu Gifu prefecture prefecture prefecture
Aichi Aichi Aichi prefecture prefecture prefecture
Toyota Hanamoto 4 locations 10 locations 17 locations Industrial Park
Industrial parks completed Industrial parks completed from 1990 Industrial parks completed after 2001 before 1989 to 2000 Source: Questionnaire surveys to local governments along the Tokai-Kanjo Expressway
13 (3) Cases of the Indirect Effects of Road Improvement
Promotion of Establishment of Production and Distribution Bases
Sales of lots in Toyoda Hanamoto Industrial Park Increase in the number and area All lots sold by of new establishments Jan. 30, 2006 (2005/2004) Increase in the number of Increase in the area of (No. of times) ay ay nsold of lots of new establishments new establishments ww
uu Lots 5.0 times opened to opened to traffic Tokai-Kanjo Express mmencement of of mmencement sales oo 343.4 times C
(fiscal year)
1.6 times Sales of lots in Green Techno Mitake 1.3 times 1.2 times 1.4 times All lots sold by Mar. 31, 2006 ay ay unsold cture cture cture cture ation ation of lots i i ss ww ss ee ee ee ee nn nn Lot Aich pref Gifu pref Aich pref Gifu pref
Gifu prefecture chosenEntire as the location for a large numberEntire of establishments opened to opened to traffic
Tokai-Kanjo Express Comparing the number of establishments newly located in ommencement of of ommencement sale
CC 2005 with that in 2004 , there was a great increase in the number (from 12 to 41 for a 3.4-fold increase) and area of (fiscal year) new establishments (from 13 ha to 65 ha for a fivefold increase). 14 Source: Data of the Chubu Bureau of Economy, Trade and Industry 14 (3) Cases of the Indirect Effects of Road Improvement ③
Increase in Transport Frequency
Transport route of automotive parts from Toyota Plant to Advantages of completing the Nagoya Port IEIsewangan Expressway Completion of the Isewangan (automotive parts) Expressway now allows auto parts to be transported three times daily. To Kansai and To Nagano area Nagoya名古屋港 Port Toyota豊田工場 Plant Hokuriku regions 従来Transport日 conventionally回の輸送 1twice2 a day ressway ai-Kanjo Toyota city kk pp To Ex
To Nagoya Port Completion of the Toyota Plant 伊勢湾岸道整備によりIsewangan Expressway 1now日3 allows回回輸送能の輸送 transportが可 three能に Other times a day. transport routes
To Shizuoka area Chubu Centrair Koromoura Port International Airport Distribution物流コストの削減 cost reduced To various parts of Japan Mikawa Port and foreign countries To various (in Europe, Asia, Middle East, etc.) parts of To North Japan America 15 Prepared based on the data of Company D (3) Cases of the Indirect Effects of Road Improvement ④
Increase in Employment Opportunities
AtiActive j jbob open ing to app lican t ra tiitio in three Change i n ranki ng of acti ve jo b open ing to prefectures along the Tokai-Kanjo Expressway applicant ratio by prefecture
Completion of the (No. of times) Tokai-Kanjo Expressway Average in 2005 Dec. 2006 Top Aichi Top Aichi Aichi Entire prefecture prefecture prefecture Mie Gifu nation 2nd Gunma 2nd Tochigi prefecture prefecture 3rd Tokyo 3rd Gifu metropolitan area prefecture 4th Mie 3rd Fukui prefecture prefecture 5th Fukui 5th Tokyo prefecture metropolitan area 5th6th FukuiTochigi 6th Okayama prefecture prefecture 7th Okayama 7th Mie prefecture prefecture 7th Kagawa 8th Ishikawa prefecture prefecture 9th Hiroshima 9th Gunma prefecture prefecture 10th Gifu 10th Kagawa prefecture prefecture Sept. Sept. Dec. (year) March March (No. of times) (No. of times)
Note: The monthly values are seasonally adjusted. Source: Employment Service Statistics, Ministry of Health, Labour and Welfare The annual averages are raw values.
16 (3) Cases of the Indirect Effects of Road Improvement ⑤
Improvement of Delivery Efficiency and Reduction in Delivery Cost Bypass location and traffic volume Changes in traveling time on Route 1 observation stations Change in traveling time on Route 1 during peak hours Change in traveling time on Route 1 during normal hours from the factory to the warehouse from the factory to the warehouse To Tokyo Traffic volume Required time (min.) Required time (min.) observation points Seishin Bypass along the Seishin Before tentative Before tentative Bypass opening of the bypass opening of the bypass (Makigaya) (Peak hours: 1994 Census) (Normal hours: 1996 Road Timetable) After t ent ati ve openi ng After t ent ati ve openi ng of the bypass of the bypass Traffic volume Tomei Expressway(Peak hours: 2005 Census) (Normal hours: Probe car observation data) points on the present line of Route 1 (Maruko) Shizuoka Interchange Changes in method of delivery from the factory to shops To Nagoya ＜バイパス供用前＞
Warehouse near Major大都市配送センター city distribution Order of X Route 1 serves the area as the only 静岡市内 国道1号は、地域にとって唯一の東西幹線道路 Company I’s factory in （荷役・保管）center 冷蔵庫○台の注文refrigerators Changes in traffic volume resulting east-west trunk line. ShizuokaI社工場近隣倉庫 city (cargo handling and (cargo handling（荷役・保管） and storage) from opening the bypass storage) 短距離輸送Short-haul Long-haul長距離輸送 transport transport Volume量販店等 retailer 短距離輸送（国道Short-haul transport1号現道） (present line of Route 1) Short-haul Present line of Route 1 (Maruko) Seishin Bypass (Makigaya) 短距離輸送transport FtF静岡市内actory of fC Company I Route国道 1 is1号が congested渋滞 Fine-tuned inventory Stages of cargo (manufacturing)I社工場（製造） in 量販店の注文に応える 荷役・保管・輸送の段階handling, storage and →定時性のある多頻度輸送がPunctual high-frequency困難 adjustments that can satisfy Shizuoka city transport is difficult 細かな在庫調整ができないorders from volume transportが増え increaseコスト高 to retailers cannot be made. eventually raise cost. (cars) Before tentative opening of the ＜バイパス供用後＞ Major city distribution center was abandoned.
Prepared based on the interview survey 17 (3) Cases of the Indirect Effects of Road Improvement
Improvement of the disaster protection function
• While the functions of the road network between Tohoku and Kanto have been limited, the traffic volume has increased on the Hokuriku Expressway, Kan‐Etsu Expressway and the national highways under the direct control of the national government on the Sea of Japan side.
Japan Nati onal Rout e 113 ThkTohoku Expressway 国道１１３号 Japan国道号道 National７号 Route 7 Joban Expressway Explanatory notes (in the regions of Niigata-Nanyo, (Yaita IC東北自動車道 to Nishinasushiobara IC) <凡例 > (in the Niigata-Sakata region) (Hitachichuo常磐自動車道 IC to Hitachikita IC) （新潟－南陽・福島・仙台方面）1,000 cars Fukushima and Sendai) （新潟－酒田方面） Expressway 千台 1,000千台 cars（矢板ＩＣ～西那須塩原ＩＣ） 1,000 cars 高速道路 千台 1,000 cars 千台 （日立中央ＩＣ～日立北ＩＣ） 15 40 108% increase 10 40 Measurement point of the traffic １０８％増 74% increase 高速道路上の 10 ７４％増 30 volume on the expressway 14 5 9 ８０％減80% decrease 84% 交通量計測箇所 20 ８４％減decrease 5 7 5 20 0 29 23 Measurement一般国道上の point of the traffic 0 Before the After the 10 4 Before the After the earthquake earthquake 0 volume on the national highway 地震前earthquake earthquake 地震後 地震前 地震後 0 6 Before the After the 交通量計測箇所 Before the After the 地震前earthquake earthquake 地震後 地震前earthquake earthquake 地震後 Distribution震災前の物流ルート route before the earthquake Japan国道４９号 National Route 49 (in the regions of Niigata to Koriyama) 千台 Tomei Expressway Route震災後にリダンダンシー that took on a redundancy 1,000 cars （新潟－郡山方面） 東名高速道路 20 (Kawasaki IC to Tokyo IC) function after the earthquake ８４％増 1,000千台 cars （川崎ＩＣ～東京ＩＣ） 機能を発揮したルート 84% increase 150 宮城 21%２１％減 decrease Section緊急交通路 that is designated as an 10 emergency tra ffic rou te 12 100 （一般車両通行止め） (being closed to ordinary vehicles) 0 7 に指定された区間 Before the After the 50 (As of March 17) earthquake earthquake 106 （3/17時点） 地震前 地震後 83 0 Before the After the 1,000千台 cars 新 北陸自動車道Hokuriku Expressway 地震前earthquake 地震後earthquake 40 (Kasiwazaki IC to Nishiyama IC) 潟 （柏崎ＩＣ～西山ＩＣ） 6%６％増 increase 緊急交通路に指定された東北道Tohoku Expressway that was designated 20 as an emergency traffic route （福島飯坂～国見）(Fukushimaiizaka to Kunimi) 18 19 0 Before the After the 地震前 地震後 Hokuriku北陸自動車道 Expressway earthquake earthquake 1,000 cars (Asahi IC to Oyashirazu IC) 千台 （朝日ＩＣ～親不知ＩＣ） 15 8%８％ increase増 10 5 10 11 地震により被災した常磐道Joban Expressway that was damaged 0 Before the After the by the earthquake 地震前earthquake 地震後earthquake
関越自動車道Kan-Etsu Expressway 東 1,000千台（小千谷ＩＣ～越後川口ＩＣ） cars (Ojiya IC to Echigokawaguchi IC) 20 京 ２２％増22% increase 15 10 Before the earthquake: Average daily traffic volume from March 7 to March 10 13 16 地震前：３／７～３／１０の日平均交通量 5 名古屋 After the earthquake: Average daily traffic volume from March 14 to March 17 * Prepared地震後：３／１４～３／１７の日平均交通量 from NEXCO traffic counter data and the traffic counter data of directly managed 0 Before the After the 東名高速 expressways※ トラ カ ン データ・直轄国道トラカンデータにより作成 earthquake地震前 地震後earthquake NEXCO 18 (3) Cases of the Indirect Effects of Road Improvement ⑦
Improvement of the Roadside Environment
Location map Photo of local site
Before • Noise reduction improvement • Reduction of NOX and General national road Route 1 Anjo Environmental PM emissions Improvement
After improvement
Effect of improvement (1) Improvement of the Effect of improvement (2) Improvement of the roadside environment (atmosphere) roadside environment (noise) Road traffic noise was reduced from 79 dB to 66 dB (down Improvement measures including the construction of a right-turn lane will improve traveling speed to eventually reduce the 13 dB) along the administrative-private boundary (road end) air quality of car emissions to the following levels: as a result of constructing low-level sound barriers and (t-CO /year) surfacing the road with low-noise paving. (t/year) (t/year) 2 NOx emissions SPM emissions CO2 emissions Night-time noise Reduction of 13 dB Fulfillment of the required night- Before Before Before time limit of 70 dB improvement improvement improvement After After After itimprovement itimprovement itimprovement
[Annual reduction of NOx emissions: about 13 [Annual reduction of SPM emissions: [Annual reduction of CO2 emissions: Required night-time limit: tons] about 1 ton] about 3,400 tons of CO2] 70 dB This reduction is equivalent to eliminating This reduction is equivalent to This reduction is equivalent to the about 3000 large trucks a day from traveling eliminating about 2,500 one-liter PET amount of CO2 absorbed annually by an along the subject improvement section. bottles. afforested area equal in size to about 65 Nagoya Domes.
Ringing telephone (1 m) Inside a department store 70 dB 19 Equivalent to eliminating about Equivalent to about 2,500 Equivalent to about 65 times the Before improvement After improvement 3,000 vehicles a day bottles a day size of Nagoya Dome a year 19 (3) Cases of the Indirect Effects of Road Improvement ⑧ Improvement of the Roadside Environment
Effect 1: Traffic passing through the center of the city is now diverted to the Yamagawa Effect 2: Congestion in the entire city area of Kanjo Road Kanazawa is mitigated! Fewer vehicles now Layout map pass through the center of the city! About 35,860,000 Asano River section man-hours a year Reduction by about 6,400 before opening vehicles (down 5%)
Kanazawa Saigawa River section Loss due to traffic Reduction by about 9,500 congestion in the “Yamagawa Kanjo vehicles (down 6%) entire urban Road” opened to traffic sphere of on April 15, 2006 Yamagawa Kanjo Road Kanazawa city has About 30,000,000 About 16,000 vehicles been significantly man-hours a year Ishikawa now use the road reduced. After opening prefecture Congestion loss time of the entire urban sphere of Kanazawa city Reduction of 5,830,000 man-hours/year
Effect 3: The environment in the Effect 4: Safety in Kanazawa city is improved! center of the city is improved Reduced About a 10% by 11% Through traffi c on reduction in the Mitigated congestion has residential roads has average number of 334 reduced CO2 emissions been reduced! accidents in accidents Kanazawa city over in the center of the city! the past five years Route 8 Traffic congestion on Route 159 has been mitigated, 3,093 2,759 thereby greatly reducing the number of vehicles accidents accidents About 5,000 tons of using residential roads to avoid congestion. CO /year (down 5%) 2 Traffic problems on Route 159 and residential roads have been solved to eventually improve the traffic Route 157/Route 159 environment. About 2,500 tons of Traffic just passing through the area has been CO2/yy(ear (down 7% ) shifted to the Yamagawa Kanjo Road to eventually improve the traffic environment. Average from 2001 to 2005 2006 Change in the number of traffic Reduction by about 7,500 tons (Based on an interview with the president of the federation accidents in Kanazawa city of CO2/year ! of neighborhood associations along the Yamagawa Kanjo (Comparison between 2006 data Road) and 2001 – 2005 20average data) 20 (4) Initiatives that contribute to the land transport of international maritime containers, etc. Conditions of access, such as highways, airports and ports
青森港
Conditions of access, such as highways 八戸港 The minimum time of The shortest distance within 30 minutes of less than 10 km
Airports 20 18 秋田空港
(()20) (()100%) (()90%) 小樽港 Ports 37 36 釧路港 (42) (88%) (86%) 新千歳空港 仙台港 苫小牧港 新潟港 仙台空港 * The number in the parenthese is the total number 室蘭港 新潟空港
of the locations of targgpeted airports and ports 函館空港 函館港 伏木富山港 Note: Target airports and ports 小名浜港 The airports and ports that were targeted in the 茨城港
“Percentage of road access to hub airports and 京浜港 敦賀港
pppyorts” in the policy check-upp( of FY 2007 (the 宇野港 成田国際空港 names of the targets are their current ones) 姫路港 福山港 水島港 千葉港 呉港 大阪国際空港 広島港 東京国際空港 清水港 岩国港 横須賀港 阪神港 徳山下松港 三河港 広島空港 宇部港 高松港 中部国際空港
高松空港 関西国際空港 名古屋港 四日市港 関門港 High-graded trunk roads 徳島小松島港 博多港 松山港 東予港 (as of 2011) 松山空港 和歌山下津港 福岡空港 大分空港 苅田港 高知港 Necessary time Airports Ports 大分港 別府港 Up to 10 minutes 長崎空港 熊本空港 Up to 20 minutes
宮崎空港 鹿児島空港 Up to 30 minutes
鹿児島港 那覇空港 30 minutes or more 21 ２．City Logistics from Road Policyyp Aspect (1) Present Situation of Freight Transport in Japan
Trend of Domestic Freight Transport Quantity
(million ton-km) Trend of transppqort quantity in ton and ton-km unit (milli on t on) 700,000 8,000
Transported Airplane 0.2% 7,000 600,000 tons
6,000 500,000
Inland and coastal 5,000 400,000 water transportation 32.0% 4,000
300,000 Transported 3,000 ton-km 200,000 Railroad 2,000 3.9% Car 100,000 63.9% 1,000
0 0 1950 1961 1964 1967 1970 1973 1976 1979 1982 1985 1988 1991 1994 1997 2000 2003 2006 2009 (FY) Source: Prepared based on Land Transport Statistical Handbook (Distribution rate: 2009 years) 23 (MinistryMinistry of of Land, Land, Infrastructure, Infrastructure Transportand Transport) and Tourism (1) Present Situation of Freight Transport in Japan
TdfDTrend of Door-to-DDliSi(CiSi)Door Delivery Service (Courier Service) Number of shipments handled by courier services Million shipments 3,232 3,212 3,137 3,200 3,198 3,177 2,939 3,108 2,874 2,928 Aircraft packages 2,834 2,805 2,751 2,897 2,908 2,800 2,655 2,803 2,843 2,702 Postalkl packages 2,574 2,722 2,626 2,528 2,540 Trucks 2,357 2,317 2,400 2,326 2,075
2,000 1,833 1,616 1,806 1,530 1,600 1,434 1,591 1,430 1,328 1,509 1,245 1,419 1,189 1,318 1,200 1,183 1,237 TtlTotal couri er servi ce 1,101 1,125 1,029 911 698 800 762 612 442 408 426 401 378 400 386 411 493 298 351 326 316 319 310 400 235 151 163 196 6 8 10 15 21 25 27 31 34 29 29 31 31 31 31 35 34 30 0 (FY)
(Notes) 1. Prepared based on documents from the Freight Forwarders Division of the Policy Bureau and from the Cargo Transport Division of the Road Transport Bureau of the Ministry of Land, Infrastructure, Transport and Tourism. 24 2. Postal packages prepared based on the Annual Statistical Report on Postal Services. (1) Present Situation of Freight Transport in Japan
Distribution Lots and Truckload Quantity 7.0 6.4 6.3 6.3 5.9 5.8 6.0 5.5
5.0
4.0 Truckload quantity (Commercial use medium- (tons) tt 303.0 262.6 2.4 duty truck) 2.1 2.0 1.7
Weigh 1.3 Distribution lots 101.0 1.0 (All industries)
0.0 1985 1990 1995 2000 2005 2010
*Distribution lots: A size based on weight per shipment, it is the amount of shipments per shipment day, shipped item, and recipient (2010 Net Freight Flow Census) *Truckload quantity: Average load per truck = transport ton-kilometers／actual vehicle kilometers, and a standard automobile is a truck with a maximum load of 5 tons or more (based on the 2010 Land Transport Statistics Manual) 25 (1) Present Situation of Freight Transport in Japan
Truck Loadi ng Effi ci ency
65.0% Total commercial and private Commercial use 60.0% 59.4% Private use
55.0%
50.0% 49.6% 48.0% iency
cc 45.0% 43.1%
41.8% 40.0% loading effi loading
35.0%
30.0%
25.2% 25.0%
Source: Annual Statistical Report on Automobile Transport: Information and Research Department, Policy Bureau, Ministry of Land, Infrastructure, Transport and Tourism 26 (1) Present Situation of Freight Transport in Japan Average Loading Efficiency by Truck Size (Tokyo area) (truck size)
Less than 1 ton 19.8 19.8%
1t1 ton – lth2tless than 2 tons 26.2 26. 2% 2 tons – less than 5 tons 42.1 42.1%
5 tons – less than 10 tons 72.8 72.8%
10 tons or more 65.7 65.7% Average for all truck size 49.5 49.5%
0 20 40 60 80 100 Average loading efficiency in the Tokyo metropolitan area (1994) (loading weight/maximum loading weight x 100) (%)
Source: Survey of cargo flow in the urbanized part of Tokyo in 1994 27 (1) Present Situation of Freight Transport in Japan
Percentage of Cargo with Specified Delivery Times (Tokyo area)
Unknown Time 不明 specified 6.1% 時間指定 14.3% Time per io d 着時刻指定 時間帯指定 Unspecified 指定なし 699,000 の割合 16.5% specified 36.6% case/day(６９９千件/日)
日付指定 26.5% Date Source: Survey of cargo flow in the urbanized part of Tokyo in 1994 specified (shipped base) 28 (1) Present Situation of Freight Transport in Japan
Percentage of Loading Place (Tokyo area) Parking space on the road (2.1%) 2.1% 駐車場 Sidewalk PkiP4.2%arking area (4.2%) (10.6%) 歩道 10. 6%
3,660台3,660 vehicles
On the 道路上 road Source: Survey of cargo 83.1% flow in the urbanized (83.1%) 29 part of Tokyo in 1994 (2) Problems of City Logistics
Problem: Deterioration of livinggyg environments caused by inflow of freight vehicles into city center and by on-street parking
Freight Vehicles’ Inflow to downtown Blocked View by on-street parking trucks
Freight vehicles driving on a school road Freight vehicles loading/unloading nearby bus stop
Background： “What impedes the problem resolution?”
-Difficulty in finding/securing parking spaces. -Insufficient consensus-building among related parties that is crucial to implement city logistics measures.
Direction of Measures
-Support to find/create parking spaces through subsidizing pilot programs. -Enhance parking measures through discussion in the committees set by the involved locals.
31 (3) “Hard” Measures for Loading and Unloading Spaces (Infrastructure development)
DDevelopingeveloping oonn-ststreetreet loading/unloadingloading/unloading spaces, ooffff-rroadoad paparkingrking facilitiesfacilities aandnd ordinance that requires large buildings to install loading/unloading facilities.
On-street loading/unloading spaces Tokyo Parking Ordinance (amended in 2002) excerpted from t he sect ion o f loa ding /un loa ding par king lots Loading/unloading Surrounding Section Section to be developed Parking facilities space area
Specified use Use specified use department Office storage Other store
Subject 2,000m2 3,000m2 Area
Standard 2,500m2 5,500m2 2,000m2 3,500m2 7,000m2 Koriyama Station, Fukushima Area Off-street loading/unloading facility
General courier courier Entrance/Exit company A company B Parking facility obliged to be installed by the 32 Plane view of the parking facility at Poppo Machida parking ordinance (Marunouchi Building) (3) “Hard” Measures for Loading and Unloading Spaces (Infrastructure development)
Unique and successful parking measures conducted by local parties Practice of loading/unloading parking space installation
Example A. Parking space (Koriyama City, Fukushima) Example C. Pocket loading (Nerima, Tokyo) -Converting one lane of roadway to -Securing loading/unloading parking space by loading/unloading space. converting a part of existing parking or vacant lot -Laying down the rules for use of the space. to off-street parking facilities. -Possible to introduce reservation system .
Example B. Joint parking space (Kashiwa City, Chiba) Pocket loading
-Securing on-street loading/unloading 33 Joint parking space spaces, by changing road marking. (4) Efforts for Loading and Unloading Spaces (Pilot Programs, Soft Measures) Efforts for Loading and Unloading Spaces—Pilot Programs
With the diversification of values and needs and the improvement of the awareness about the living environment, there is a growing need for listening to a wide range of opinions from the local residents, etc. Think about introducing measures, while taking into account these opinions.
Pilot programs are used to judge whether the measures are to be implemented or not based on everybody’s opinion about these new measures and by actually experiencing them by limiting their location and duration, in order to solve the problems a community has. The administrative organizations such as local governments, NPOs and councils run by private companies apply. (However, the involvement of the local governments related to the measures is required.)
Past efforts (1999 to 2001) (The pilot programs that were publicly advertised by the Bureau of Public Roads of the Ministry of Land, Infrastructure, Transport and Tourism and that were adopted.) 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Total
No. of adoption 6 9 14 14 20 29 32 41 33 17 14 9 10 248
No. of Theme Examples of the efforts communities Placing priority on pedestrians and bicycles Daily life road zone, transit mall 62 Promoting the use of public transport Park and ride, shared use of cars 14 Improvement of bicycle usage environment Introduction of rental bicycles , creation of bicycle running spaces 38 Smoother transportation in tourist areas Limiting the influx of tourist traffic, providing comprehensive tourist information 22 Community-based use of roads such as open-air cafes Multiple uses of road space such as open-air cafes and events 48 The road guidance by road names The road guidance system based on road names and positional number method 22 LiiLogistics an d par king measures CiCreation o fldidldif loading and unloading spaces on t he roa ddffhdd and off the road 11 Other Regulations on road construction, provision of information to pedestrians 31 Total 248 34 (4) “Soft” Measures for Loading and Unloading Spaces (Pilot Programs, FQPs)
Pilot program: 1. Securing loading/unloading space (Shibuya, Tokyo, 2000)
Comprehensive pilot program of terminal distribution and parking management Period: From Oct. to Nov., 2000 Loading/unloading spaces on/off road have been installed by making good use of existing parking meters and general parking spaces to eliminate illegal on-street parking and loading/unloading to realize smoother traffic. Also, the program included guiding vehicles to the parking lots and offering free parking for short-time users and then the effect of the program was evaluated.
Clearance of illegally- Loading/unloading space off road parked bicycles (19 cars in 10 places) (2 roads) Widened sidewalk Smoother loading/unloading secured traffic safety with the off-road space of pedestrians Guide to Parking “Koen Street” Installed 40 parking signs guided to 27 parking lots Using this space for Free Parking loading/unloading (2 places) Offered free parking for short-time users (30 mins .)
Shuttle bus between parking spaces (2 routes) Added bus stops made Loading/unloading space easier to use. on road (69 cars on 5 streets)
A. Using existing parking meters B. Using a part of road space C. Changing center line to make (limited time period) enough space for loading/unloading
Time period for Time period for loading/unloading general use
loading/unloading space
On the “Fire Street” and “Bunkamura Street” On the “Inokashira Street” and “Center-gai crossing road” On the “Koen Street”
-Comprehensive pilot program was conducted to relieve traffic congestion in Shibuya, Tokyo. -Secured new parking space for loading/unloading by changing the lane width to avoid on-street parking.35 -The program resulted in improved travel speed and less illegal on-street parking by freight vehicles. 35 (4) “Soft” Measures for Loading and Unloading Spaces (Pilot Programs, FQPs)
Pilot program: 2. Securing joint loading/unloading space (Hiroshima City, Hiroshima, 2006) Pilot program for better logistics and community renovation Period: From Nov.1st to Nov.30th, 2000
Joint loading/unloading parking spaces on/off road were secured at the center of Hiroshima City.
A part of private parking lot was borrowed for Private parking lot loading/unloading space off road.
Loading/unloading space was secured on the city road.
City Road
Loading/unloading space was secured in a part of public Public ppgarking lot. parking lot
-Parked vehicles for loading/unloading had been blocking ththee traffic and deteriorating traffic safety of pedestrians. -Joint loading/unloading space had been secured using the existing road space or parking space (private or public) and the effect of reduction in operation time and improved traffic security of pedestrians was examined. 36 -About 70 % of the delivery companies and 40 % of the drivers expressed they could expect efficiency improvement. (4) “Soft” Measures for Loading and Unloading Spaces (Pilot Programs, FQPs) -Higashi Osaka FQP* was established by the local stakeholders to tackle the freight parking problem in Nov 2006. -An action plan to address the local problems was formulated and the locals cooperatively have been working on it.
Challenges Picture of the partnership action
Chronic and Serious situation with on-street An action plan was parking of freight vehicles. formulated in March 2007 to help the interested stakeholders to address the problems voluntarily based on the opinions in the local community.
Subject area （Accumulation of distribution center and track terminal on the area)
Chronic on-street parking (in the subject area) Local problems Improvement strategy Prepared in Action plan Mar. 2007 Higashi Osaka FQP* was established in November 2006 to Activities realize future vision of the area in which local stakeholders Improved living Vitalized business activities Improved settings such as cargo owners, delivery companies, local eeoetnvironment Local for logistics governments and police work together. busines Local s Cargo community owners （*FQP: Freight Quality Partnership） Freight Quality Partnerships are a means for freight Improved City Logistics operators, cargo owners, police, local government, local FihFreight residents and other interested stakeholders to work together operator Offices s Police to address local environmental and social problems as well Improved settings Improved settings as to promote better understanding about freight traffic and for freight operation Improved traffic safety for office work 37 improved efficiency. Source: Higashi Osaka FQP website and Osaka prefecture (4) “Soft” Measures for Loading and Unloading Spaces (Pilot Programs, FQPs)
Outline of the Action Plan
1. Eliminating -Development of logistics trucks’ on-street parking -Informing the location of parking parking space
2. Eliminating -IidiiInstructing and raising awareness about illegal private慢性的な路上駐車（地区内道路） cars’ on- street-parking street parking -Tightening of regulations
-Traffic restriction into the 3. Managing residential roads traffic flow -Access route map of the subject area A flyer of voluntary traffic A flyyger for raising awareness of restititthtraint into the resid idtilential -Planting trees and trash illegal on-street parking 4. Improving the roads. picking activities local environment -Idling stop practice
Consensus building among stakeholders with different interests through the FQP meetings and workshops in order to carry out the action plan. Raising awareness by handing out a flyer to drivers 38 FQP meeting Source: Higashi Osaka FQP website and Osaka prefecture (5) Recent Case Examples Example A. Joint delivery in the shopping street to address the City Logistics problems (Motomachi Shopping Street, Yokohama City, Kanagawa) 1. Overview of the Joint Delivery
Delivered by Delivered by Assortment and shared low Load/unload Delivered by each carrier’s transshipment emission (CNG) the goods the dollies freight vehicles. of the goods vehicles.
Carrier A Store A -Wholesale dealers -Manufacturers -Associated traders Carrier B Store B
Jointly-owned Carrier C Collection and Store C Delivery center
Carriers contracted with each store “Eco cargo station” Motomachi Shopping Street (3 locations) Store A Carrier A
-Delivery destinations (customers’ homes) Carrier B Store B Collection of goods from Carrier C stores Store C
39
Source: MOTOMACHI SHOPPING STREET ASSOCIATION (5) Recent Case Examples
2. Actual Operation Result of joint delivery Type Before After Eco-cargo station 17 1 Number of carriers (participating carriers) (jointly-owned carrier)
Total number of 40 vehicles 20 vehicles vehicle-days 30 days 30 days Type of vehicle Diesel truck CNG truck Number of - Almost all stores participating stores Directly delivered goods from - Goods of exclusion manufactures, High -value items
Delivery with jointly- owned vehicles
Delivery center
Delivering Sorting
40
Source: MOTOMACHI SHOPPING STREET ASSOCIATION (5) Recent Case Examples
3. Effect of the Program
Traffic Volume Traffic Flow Moderating at Source
Promoting Time sharing employees’ use Eliminating Promoting Joint delivery ((plimited operation illegal parking idling stop ofblif public time period) transport
Less freight Less freight Some stores Almost all vehicles vehicles entered Less freight started using public already had idling- vehicles the shopping street vehicles illegally transport or stop practice and entered the during the stopped using parked continued it during restricted period (at shopping store-owned car the program street. the noon to 4 p.m.) Number of vehicles 29% started using Illegal parking owned by public transport Entering shopping participating bodies (()5 out of 17 stores) street during 959 vehicles About 90% 100 restricted period continued idling 26%stopped using 37% stop 29 store-owned car 708 vehicles (9 out of 34 stores) 33%
Source: MOTOMACHI SHOPPING STREET ASSOCIATION Original: ”Study on the traffic environment of Motmomachi Shopping Street”, 2001 41 (5) Recent Case Examples Example C. Comprehensive efforts by local authority (Kanazawa City, Ishikawa)
Background -Chronic traffic conggyestion at the city center on Route157 Kanazawa City (Center) -Caused partly by freight vehicles parking for Heavy inbound Route 157,159 loadinggg/unloading on traffic lane on which it is traffic impossible to install on-road parking spots -Needed to eliminate on-street parking to secure smooth traffic flow Kanazawa -Started taking serious countermeasures from Castle Park 1992 Market place Kenrokuen garden Situation before countermeasures Business district １km from city 12-hour traffic volume of Route 157 on weekday in 1990: center Auditorium 25,306 vehicles Government building (including 5,658 small freight truck) City Shopping Hall Ratio of small freight trucks: 22.4% streets Surv ey on Ill egal P arkin g (bef or e byl aw on ill egal parkin g):
1,911 illegally-parked vehicles 42 (10 - 11 am, 2 - 3 pm and 4 - 5 pm in May 1992) Source: Kanazawa City 42 (5) Recent Case Examples
Parking spaces along the main road
Monitored zone for illegal parking （R157 L = 1,655 m） Instructing violators about illegal parking by supervisor staff.
Installed on -road parking spots Street permitt ed 1 2 3 parking for loading/unloading Created parking lots on city-owned property １ ３
Borrowed private parking lot by City ２ 43
Source: Kanazawa City (5) Recent Case Examples
Monitored zone for illegal parking Street permitted parking for loading/unloading
Parking and stopping ban during the busy hours on the bus lane (7:30 to 9:00 and 17:00 to 18:30)
Parking permit with a time limit (9:00 to 11:00 and 14:00 to 16:00)
Instructed by -supervisor staff (10:00 to 17:00) 44 -contracted staff (18:30 to 21:00) Source: Kanazawa City (5) Recent Case Examples
Installed on-road parking spots
１ Nearby the Market place ２ Nearby the auditorium
Spaces for 4 vehicles Spaces for 4 vehicles 45
Source: Kanazawa City (5) Recent Case Examples
Installed on-road parking spots ３ By “Kohrinbo 109” shopping building
46 46 Source: Kanazawa City (5) Recent Case Examples
Created free loading/unloading parking spaces
“Kata-machi” parking space (city -owned) A private parking space
The City created a longed-for The City borrowed the private parking lot for loading/unloading parking space on the city- carriers at the busy city center, where owned pppropert y at the cit y center. loadingggp/unloading spaces were insufficient.
47
Source: Kanazawa City (5) Recent Case Examples
Result (1) Re duce d t raffi c vol ume
12-hour traffic volume on weekday of the Route 157 Before (1990): 25,306 vehicles （including 5,658 small freight trucks） Ratio of small freight trucks: 22.4％
After (2005) :22,361 vehicles （ including 2,121 small freight trucks ） Ratio of small freight trucks: 9.5％
Reduced illegally parked vehicles
Before the bylaw : 1,911 vehicles (surveyed in May 1992)
After the bylaw : 386 vehicles (surveyed in Feb 1993) 48 48 Source: Kanazawa City (5) Recent Case Examples
Result (2)
Reduced cases of instruction Reduced parked vehicles
120
100
80 Cases of instruction per monitored day Of them, instructions to taxi drivers 60 活動日１日当り件数 内タクシー 40
20
0 1992H41996 H82001 H132006 H18
Frequency of th e cases th at th e supervi sors gave ill egal park ers i nst ructi ons/ warni ngs on rout e 157 49
Source: Kanazawa City (5) Recent Case Examples
Summary Challenges (1) Combination of parking restriction and (1) Difficulty in finding a parking space on the permission to induce loading/unloading rihight spot works on the backstreets instead of the - difficult to find a property main road. - high-priced - instructed by supervisors on the monitored road. (2) Need to continue monitoring despite reduced illegal parking (2) Installed on-street parking spots - Carriers tend to illegally park when supervisors - Sf11hilt3tSpaces for 11 vehicles at 3 spots are not around.
(3) City created loading/unloading parking lots (3) Too many loading/unloading vehicles - Spaces for 10 vehicles at 2 parking lots - responding to frequent & small amount delivery needs (4) City borrowed parking lots from private - joint delivery - improving efficiency sector -Sppppgaces for 4 vehicles at 1 private parking lot
(5) Subsidies for borrowing parking lots - 3 parties for 8 vehicles in 2005 Cooperation among cargo owners, - 2 parties for 5 vehicles in 2006 carriers and government with shared awareness of challenges is the key. *currently no subsides applied due to conversion of the 50 property for other use or to cost saving Source: Kanazawa City 50 Thank you for your attention.
51