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1-1 the Quality and Quantity of a Changing Mobility

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1-1 the Quality and Quantity of a Changing Mobility 1. Mobility in its Different Modes, and the Transportation Systems That Enable It Assistant Professor, Graduate School of The Quality and Quantity of a Engineering, University of Tokyo 1-1 Changing Mobility Kiyoshi Takami We now have the basic data on the movement of people and goods. In regards to the flow of people, in recent years, the number of trips per person is on an upward trend, while the distance traveled is on a gradual decrease . The data also reveals an upward trend in the motor vehicle share of trips of the elderly and women, and in the number of private trips. Regarding the flow of goods, the tonnage per person has been constantly decreasing since the latter half of the ‘90s; transportation in ton-kilometers has been almost flat although there some periodicity is observed. In ton-kilometers, the share of motor vehicles is increasing noticeably. □ Passenger transportation in the past 35 years. In regards to motor vehicles, the number of trips and the distance traveled per person per year have been generally increasing, although the distance traveled started to decrease from FY 1999, then became stable. Railways, after their peak in the early 90’s, decreased to the lowest level in FY 2004, then began another upward trend. There has been a near- constant decrease in travel on passenger ships, and an increase in air travel, but for the past several years, both have remained almost stable. The cumulative total of all those transportation modes shows that the number of trips has been generally on an upward trend, while the distance traveled has shown a generally downward trend. (Fig. 1 & 2) Fig. 1 Annual number of trips (per person) Fig. 2 Annual distance traveled (per person) (trips/person/year) (km/person/year) FY FY 㪉㪊㪉㩷 㪈㪌㪏㩷 㪇㪅㪈㩷 Motor vehicles 㪉㪃㪎㪋㪇 㪉㪃㪎㪏㪌 㪐㪇 Motor vehicles 㪈㪅㪎㩷 Rail 㪋㪍 Rail 㪉㪏㪍㩷 㪈㪌㪋㩷 㪇㪅㪊㩷 㪊㪃㪍㪏㪏 㪉㪃㪍㪏㪎 㪉㪌㪋 㪈㪅㪋㩷 Passenger ships 㪌㪉 Passenger ships 㪉㪏㪍㩷 㪈㪌㪏㩷 㪇㪅㪋㩷 Air 㪋㪃㪇㪋㪉 㪉㪃㪎㪉㪎 㪉㪎㪋 Air 㪈㪅㪊㩷 㪋㪏 㪋㪌㪈㩷 㪈㪎㪎㩷 㪇㪅㪌㩷 㪍㪃㪐㪇㪈 㪊㪃㪈㪊㪌 㪋㪈㪏 㪈㪅㪊㩷 㪌㪈 㪋㪏㪏㩷 㪈㪏㪇㩷 㪇㪅㪍㩷 㪎㪃㪊㪇㪍 㪊㪃㪈㪏㪍 㪌㪈㪏 㪈㪅㪉㩷 㪋㪌 㪋㪐㪌㩷 㪈㪎㪈㩷 㪇㪅㪎㩷 㪎㪃㪋㪐㪌 㪊㪃㪇㪉㪐 㪍㪉㪏 㪇㪅㪐㩷 㪊㪋 㪌㪈㪍㩷 㪈㪎㪉㩷 㪇㪅㪎㩷 㪎㪃㪈㪏㪋 㪊㪃㪇㪐㪐 㪍㪎㪈 㪇㪅㪏㩷 㪊㪇 㪌㪉㪊㩷 㪈㪏㪇㩷 㪇㪅㪎㩷 㪎㪃㪇㪐㪋 㪊㪃㪈㪍㪏 㪍㪊㪋 㪇㪅㪏㩷 㪉㪎 Source: Transportation-related statistics data collection (latest edition, Source: Transportation-related statistics data collection (latest edition, Ministry of Land, Infrastructure, Transport and Tourism) Ministry of Land, Infrastructure, Transport and Tourism) Note: “Motor vehicles” includes small-engine vehicles (“light motor vehicles”) since 1987, which explains the noticeable change in the figures beginning around that year. □ In regards to freight transport, the annual transportation tonnage per person has been decreasing since around 1970 for railways, and since the ‘90s for motor vehicles and coastal shipping; for aircraft, the figures have remained flat in recent years. In annual transportation ton-kilometers per person, there is an upward trend for motor vehicles and a downward trend for coastal shipping; for railways and aircraft, the figures have been flat for the last ten years or so. (Fig. 3 & 4) Fig. 3 Annual freight transport tonnage (per person) Fig. 4 Annual freight transport ton-kilometers (per person) (ton/person/year) (ton-kilometers/person/year) FY 㪉㪅㪋㩷 FY 㪋㪌㩷 㪊㪅㪍㩷 㪇㪅㪇㪇㪈㩷 㪈㪃㪊㪈㪇 㪍㪇㪏 㪈㪃㪋㪌㪏 㪇㪅㪎㩷 Motor vehicles 㪈㪅㪋㩷 Rail 㪋㪌㩷 㪋㪅㪊㩷 㪇㪅㪇㪇㪊㩷 㪈㪃㪌㪉㪏 㪊㪉㪇 㪈㪃㪏㪐㪏 㪉㪅㪌㩷 㪇㪅㪏㩷 㪈㪏㪈 Coastal shipping 㪋㪉㩷 㪊㪅㪎㩷 㪇㪅㪇㪇㪋㩷 㪈㪃㪎㪇㪈 㪈㪃㪎㪇㪇 㪋㪅㪇㩷 Air 㪇㪅㪎㩷 㪉㪉㪇 㪋㪐㩷 㪋㪅㪎㩷 㪇㪅㪇㪇㪎㩷 㪉㪃㪉㪈㪐 㪈㪃㪐㪎㪏 㪍㪅㪌㩷 㪇㪅㪍㩷 㪉㪇㪇 㪋㪏㩷 㪋㪅㪋㩷 㪇㪅㪇㪇㪏㩷 㪉㪃㪊㪋㪍 㪈㪃㪏㪐㪏 㪎㪅㪋㩷 㪇㪅㪌㩷 㪈㪎㪋 Motor vehicles 㪋㪌㩷 㪋㪅㪉㩷 㪇㪅㪇㪇㪐㩷 㪉㪃㪋㪍㪎 㪈㪃㪐㪇㪋 㪏㪅㪌㩷 㪇㪅㪋㩷 㪈㪎㪐 Rail 㪊㪐㩷 㪊㪅㪊㩷 㪇㪅㪇㪇㪏㩷 㪉㪃㪍㪉㪉 㪈㪃㪍㪌㪍 㪏㪅㪋㩷 Coastal shipping 㪇㪅㪋㩷 㪈㪎㪋 Air 㪊㪎㩷 㪊㪅㪇㩷 㪇㪅㪇㪇㪏㩷 㪉㪃㪎㪈㪊 㪈㪃㪋㪎㪈 㪏㪅㪋㩷 Source: Transportation-related statistics data collection (latest edition, Source: Transportatio-related statistics data collection (latest edition, Ministry of Land, Infrastructure, Transport and Tourism) Ministry of Land, Infrastructure, Transport and Tourism) TRANSPORT POLICY IN PERSPECTIVE: 2010 □ The number of trips per person per day is decreasing for males 54 and younger and females 34 and younger, while it is increasing for the elderly. For the total of all age groups, it has been decreasing year by year until recent years, when the trend flattened out. (Fig. 5 & 6) Fig. 5 Changes in the number of trips per male per day Fig. 6 Changes in the number of trips per female per day (nationwide, weekdays) (nationwide, weekdays) 㪊㪅㪌㩷 㪊㪅㪌㩷 㪊㪅㪇㩷 㪊㪅㪇㩷 㪉㪅㪌㩷 㪉㪅㪌㩷 ) 㪉㪅㪇㩷 㪉㪅㪇㩷 㪈㪅㪌㩷 㪈㪅㪌㩷 㪈㪅㪇㩷 㪈㪅㪇㩷 (trips/person/day (trips/person/day) 㪇㪅㪌㩷 㪇㪅㪌㩷 㪇㪅㪇㩷 㪇㪅㪇㩷 75 and over 75 and over Age 5-14 Age 5-14 Age 15-24 Age 35-44 Age 45-54 Age 25-34 Age 55-64 Age 65-74 Age 45-54 Age 15-24 Age 25-34 Age 35-44 Age 55-64 Age 65-74 1987 1992 1999 2005 1987 1992 1999 2005 Source: 2005 Survey on Transportation Characteristics in Cities Nationwide Source: 2005 Survey on Transportation Characteristics in Cities Nationwide (Ministry of Land, Infrastructure, Transport and Tourism) (Ministry of Land, Infrastructure, Transport and Tourism) □ Looking at the modal share of motor vehicle by gender and by age, we see that for males, there was a greater increase among the elderly; for females, the increase was through most age groups. This tendency is more noticeable in local city areas than in the three major metropolitan areas. The modal share of motor vehicle by females aged 25 to 44 in local city areas has increased to that of males. (Fig. 7 & 8) Fig. 7 Changes in the modal share of motor vehicle by males Fig. 8 Changes in the modal share of motor vehicle by (by age, weekdays) females (by age, weekdays) 㪈㪇㪇㩼 㪈㪇㪇㩼 㪐㪇㩼 㪐㪇㩼 㪏㪇㩼 㪏㪇㩼 The 3 major metropolitan The 3 major metropolitan areas (1987) 㪎㪇㩼 areas (1987) 㪎㪇㩼 The 3 major metropolitan The 3 major metropolitan 㪍㪇㩼 areas (2005) 㪍㪇㩼 areas (2005) 㪌㪇㩼 Local city areas (1987) 㪌㪇㩼 Local city areas (1987) 㪋㪇㩼 㪋㪇㩼 Local city areas (2005) Local city areas (2005) 㪊㪇㩼 㪊㪇㩼 㪉㪇㩼 㪉㪇㩼 㪈㪇㩼 㪈㪇㩼 㪇㩼 㪇㩼 4 4 4 4 4 4 4 4 4 4 4 4 ge 5-14 ge ge 45-5 ge 55-6 ge 25-3 ge 35-4 ge 65-7 ge 15-2 Age 5-14 Age A A A A A A A Age 15-2 Age 35-4 Age 45-5 Age 55-6 Age 65-7 Age 25-3 75 and over 75 and over Source: 2005 Survey on Transportation Characteristics in Cities Nationwide Source: 2005 Survey on Transportation Characteristics in Cities Nationwide (Ministry of Land, Infrastructure, Transport and Tourism) (Ministry of Land, Infrastructure, Transport and Tourism) Fig. 9 Changes in the modal share(based on the main/ Fig. 10 Changes of the trip purpose representative mode) (weekdays) ■ The motor vehicle share is on an upward trend both in the ■ As for the trip purpose, here is a downward trend for “going three major metropolitan areas and in local city areas. Motor to school” and “business.” while “personal matters” is on an vehicle use is even higher on holidays than on weekdays. upward trend. 㪇㩼 㪈㪇㩼 㪉㪇㩼 㪊㪇㩼 㪋㪇㩼 㪌㪇㩼 㪍㪇㩼 㪎㪇㩼 㪏㪇㩼 㪐㪇㩼 㪈㪇㪇㩼 㪇㩼 㪈㪇㩼 㪉㪇㩼 㪊㪇㩼 㪋㪇㩼 㪌㪇㩼 㪍㪇㩼 㪎㪇㩼 㪏㪇㩼 㪐㪇㩼 㪈㪇㪇㩼 㪊㪅㪊㩷 㪈㪊㪅㪊㩷 㪐㪅㪌㩷 㪋㪇㪅㪍㩷 㪉㪋㪅㪇㩷 The 3 major 1987 㪉㪉㪅㪋㩷 㪉㪍㪅㪊㩷 㪈㪐㪅㪎㩷 㪉㪏㪅㪊㩷 Weekdays 1987 㪈㪉㪅㪍㩷 metropolitan areas 㪊㪅㪉㩷 㪈㪋㪅㪊㩷 㪏㪅㪌㩷 㪈㪇㪅㪋㩷 㪋㪇㪅㪐㩷 㪉㪌㪅㪐㩷 1992 㪉㪌㪅㪍㩷 㪉㪐㪅㪇㩷 㪈㪍㪅㪐㩷 㪉㪌㪅㪉㩷 1992 㪉㪅㪏㩷 1999 㪉㪊㪅㪐㩷 㪊㪊㪅㪋㩷 㪈㪏㪅㪉㩷 㪉㪈㪅㪎㩷 1999 㪈㪌㪅㪎㩷 㪎㪅㪉㩷 㪐㪅㪊㩷 㪋㪈㪅㪌㩷 㪉㪍㪅㪉㩷 㪉㪅㪌㩷 2005 㪉㪊㪅㪊㩷 㪊㪊㪅㪎㩷 㪈㪏㪅㪌㩷 㪉㪉㪅㪇㩷 2005 㪈㪌㪅㪏㩷 㪎㪅㪈㩷 㪏㪅㪊㩷 㪋㪈㪅㪎㩷 㪉㪎㪅㪈㩷 㪋㪅㪌㩷 Local city 1987 㪉㪅㪌㩷 㪋㪇㪅㪌㩷 㪉㪌㪅㪐㩷 㪉㪍㪅㪎㩷 Holidays1987 㪊㪅㪋㩷 㪋㪅㪊㩷 㪋㪈㪅㪐㩷 㪋㪏㪅㪉㩷 areas 㪋㪅㪌㩷 㪉㪅㪊㩷 1992 㪉㪅㪐㩷 㪋㪏㪅㪉㩷 㪉㪈㪅㪋㩷 㪉㪉㪅㪐㩷 1992 㪊㪅㪇㩷 㪈㪅㪎㩷 㪋㪈㪅㪏㩷 㪌㪈㪅㪌㩷 㪊㪅㪏㩷 㪉㪅㪇㩷 1999 㪊㪅㪊㩷 㪌㪈㪅㪋㩷 㪉㪇㪅㪋㩷 㪉㪈㪅㪈㩷 1999 㪊㪅㪐㩷 㪈㪅㪏㩷 㪋㪈㪅㪌㩷 㪌㪉㪅㪈㩷 㪊㪅㪇㩷 㪇㪅㪎㩷 2005 㪊㪅㪍㩷 㪌㪍㪅㪋㩷 㪈㪏㪅㪌㩷 㪈㪏㪅㪌㩷 2005 㪋㪅㪇㩷 㪉㪅㪐㩷 㪋㪈㪅㪈㩷 㪌㪈㪅㪉㩷 㪇㪅㪐㩷 Motorcycles Walking and Railroads Buses Vehicles Going to Personal and bicycles other Commute Business Going home school matters Source: 2005 Survey on Transportation Characteristics in Cities Nationwide Source: 2005 Survey on Transportation Characteristics in Cities Nationwide (Ministry of Land, Infrastructure, Transport and Tourism) (Ministry of Land, Infrastructure, Transport and Tourism) 1. Mobility in its Different Modes, and the Transportation Systems That Enable It Road Network Today Chief Researcher, The Institute of Behavioral Sciences 1-2 Tsutomu Yabe The length of our roads has been steadily extended thanks to ongoing road improvement, yet it is not still sufficient for traffic demand. As a result, the average speed on roads remains unchanged at a lower level. A case in point: in city centers such as Tokyo and Osaka, and in DID(Densely Inhabited District) areas , there is still chronic traffic congestion. Given that background, road network improvements (e.g., the ring road improvement plans that are proceeding in the three major metropolitan areas) are obviously playing a significant role. Fig. 1 Changes in the length of completed roads by road type Fig. 2 Changes in traffic volume and road length ■ For all types of roads, the length of completed road (i.e., with ■ The figure for traffic volume in vehicle-kilometers, after improvements completed) is increasing steadily. peaking in 2001, is on a downward trend; but the figure for light motor vehicles is on an upward trend. Road length 㪍㪇 nationwide is steadily increasing. 㪋㪐㪅㪈 㪌㪇㪅㪇 㪈㪃㪉㪇㪇 㪉㪇㪇 㪌㪇 㪋㪏㪅㪇 Vehicle-kilometers (passengers + freight) 㪋㪋㪅㪊 㪋㪊㪅㪍 㪋㪊㪅㪇 Traffic volume of light motor vehicles out of the above 㪈㪏㪇 㪋㪈㪅㪇 㪋㪈㪅㪌 㪋㪈㪅㪐 Length of completed road (5.5m and wider in width, 㪊㪏㪅㪋 㪊㪏㪅㪌 㪈㪃㪇㪇㪇 with improvements finished) 㪋㪇 㪈㪍㪇 㪊㪊㪅㪐 㪈㪋㪉 㪈㪋㪊 㪈㪋㪋 㪈㪋㪌 㪊㪊㪅㪊 㪊㪉㪅㪏 㪈㪊㪎 㪈㪊㪏 㪈㪋㪇 㪈㪋㪈 㪈㪊㪊 㪈㪊㪋 㪈㪊㪍 㪈㪉㪎 㪈㪉㪐 㪈㪊㪈 㪈㪋㪇 㪊㪇 㪏㪇㪇 㪈㪉㪊 㪈㪉㪌 㪉㪍㪅㪋 㪈㪈㪎 㪈㪈㪐 㪈㪉㪈 㪈㪉㪇 㪍㪋㪇 㪍㪊㪋 㪍㪈㪇 㪍㪈㪌 㪍㪈㪋 㪍㪉㪍 㪍㪊㪈 㪍㪉㪐 㪍㪈㪇 㪌㪎㪍 㪌㪐㪍 㪌㪐㪉 㪌㪏㪇 㪉㪇 㪍㪇㪇 㪌㪌㪈 㪌㪍㪍 㪌㪍㪐 㪌㪎㪋 㪈㪇㪇 Road length (1000km) 㪌㪉㪏 㪌㪊㪎 㪏㪇 㪈㪇 㪍㪅㪍 㪎㪅㪋 㪎㪅㪍 㪋㪅㪎 㪋㪇㪇 㪉㪅㪍 㪍㪇
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