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Mobility Changes in Quality and Quantity

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Mobility Changes in Quality and Quantity 1 Variety of Mobility Needs and Transport Systems Associate Professor, School of Engineering, Mobility Changes in Quality and 1-1 The University of Tokyo Quantity Kiyoshi Takami This section shows the basic statistics on the recent trends of passenger and freight transport. Regarding the passenger transport, the distance traveled per capita has risen and fallen in a cyclic manner, and the per capita vehicle-kilometers travelled by private cars has begun to increase again after remaining flat briefly. From the latest nationwide person trip survey, interesting trends are observed such as increases in the trip generation rate of the elderly and in the car modal shares for the elderly and females, rise in the number of private trips, and decrease in the car modal share for young males.. Regarding the freight transport, both tonnage and ton-kilometer transported per capita have decreased for the last several decades. □ The distance traveled per capita by commercial vehicles and passenger ships has been decreasing for a long time, while that by rail recorded the highest in FY 2013. On the other hand, the per capita vehicle-kilometers travelled by private cars began to increase again recently, after it stopped increasing in the latter half of 2000s. Fig. 1 Annual distance traveled per capita Fig. 2 Annual per capita vehicle-kilometers traveled by private cars Note: Corrected and estimated values are included. Data on the passenger ship in FY 2013 is missing. Note: Statistics on light vehicle did not exist before FY 1986. Data source: Transportation-related statistics (Ministry of Land, Corrected and estimated values are included. Infrastructure, Transport and Tourism) Data source: Transportation-related statistics (Ministry of Land, Infrastructure, Transport and Tourism) □ The freight tonnage and ton-kilometers transported have been decreasing since 1990s and 2000s, respectively. In regards to the latter, ton-kilometers by freight vehicles turned downward and those by coastwise vessels turned upward around FY 2010. Fig. 3 Annual freight tonnage transported per capita Fig. 4 Annual freight ton-kilometers transported per capita Note: Freight vehicles do not include private light vehicles in any year, and include business mini vehicles since FY 1987. Corrected and estimated values are included. Data source: Transportation-related statistics (Ministry of Land, Infrastructure, Transport and Tourism) 9 □ Regarding the travel behavior characteristics, it is striking that the trip generation rate of the elderly has been increasing, while that of the young to middle-aged shows an opposite trend. Car modal shares of the aged and the female have been rising especially in local city areas, in contrast to that of the young male showing the downward trend. Fig. 5 Trip generation rate Fig. 6 Trip generation rate by age-group (nationwide, weekdays) Data source: Nationwide Person Trip Survey (Ministry of Land, Data source: Nationwide Person Trip Survey (Ministry of Land, Infrastructure, Transport and Tourism) Infrastructure, Transport and Tourism) Fig. 7 Modal share of car by age-group (male, weekdays) Fig. 8 Modal share of car by age-group (female, weekdays) Data source: Nationwide Person Trip Survey (Ministry of Land, Data source: Nationwide Person Trip Survey (Ministry of Land, Infrastructure, Transport and Tourism) Infrastructure, Transport and Tourism) Fig. 9 Composition of trip purposes (nationwide) Fig. 10 Modal share (representative modes, all purposes) Data source: Nationwide Person Trip Survey (Ministry of Land, Data source: Nationwide Person Trip Survey (Ministry of Land, Infrastructure, Transport and Tourism) Infrastructure, Transport and Tourism) 10 1 Variety of Mobility Needs and Transport Systems Director, Transportation Research and Planning Division, 1-2 Road Network Today The Institute of Behavioral Sciences Tsutomu Yabe Thanks to the steady road maintenance and improvement, a firm growth in the length of roads in Japan has been seen. However, the road networks still do not seem to be sufficient for traffic demand. As a result, the average traffic speed on roads remains unchanged at a lower level. A case in point: in city centers of Tokyo and Osaka, and in DID (Densely Inhabited District) areas, there is still chronic traffic congestion. Given that background, road network improvements (e.g., ongoing ring road improvement plans in the major metropolitan areas) are obviously will play significant role. In January 2015, the road subcommittee proposal of Panel on Infrastructure Development has put together a policy (Fundamental policy for “Smart use of infrastructure” with a focus on expressways) for the effective and efficient use of the expressway network and the fare structure within the metropolitan areas. Fig. 1 Changes in traffic volume and road length Fig. 2 Changes in the length of completed roads by road ■ Traffic volume in vehicle-kilometers, is on a downward trend type after peaking in 2001; but the traffic volume of light motor ■ For all types of roads, the length of completed roads (i.e., with vehicles is on an upward trend. Road length nationwide is improvements completed) is increasing steadily. steadily increasing. 60 1,200 200 Vehicle-kilometers (passegers + freight) 50.4 49.1 Traffic volume of light motor vehicles out of the above 180 50 48.0 44.7 1,000 Length of completed road (5.5m and wider in width, with improvements finished) 43.6 43.6 160 41.0 41.5 41.9 144 145 145 146 140 141 142 143 38.4 38.5 136 137 138 40 131 133 134 127 129 140 33.9 800 123 125 33.3 32.8 117 119 121 kilometers) - 120 30 626 631 640 634 629 26.4 596 610 615 614 610 576 592 580 574 600 551 566 569 552 552 100 528 545 20 80 Road length (1000km) length Road 400 60 10 6.6 7.4 7.8 4.7 2.6 40 200 0 Road kilometers) (1000 length Road 20 National National Ordinary Major regional road Prefectural road 165 171 176 182 190 195 195 201 Traffic volume (billion vehicle (billion volume Traffic 151 156 101 106 112 115 118 124 128 129 132 139 145 expressway roads 0 0 （Type of road） （FY） 1980 1990 2000 2005 2010 Source: Transportation-related Statistics Data Collection (Transport Source: Road Statistics Annual Report (Road Bureau, Ministry of Land, Research and Statistics Office, Information Policy Infrastructure, Transport and Tourism) Headquarters, Policy Bureau, Ministry of Land, Infrastructure, Transport and Tourism) Fig. 3 Average 12-hour traffic volume on ordinary roads by Fig.4 Changes in average traffic volume and average travel vehicle type speed by road type ■ On ordinary roads, the traffic volume of passenger cars is on ■ The average traffic volume on expressways has been on a an upward trend. downward trend since 1997, partly because the newly constructed ones have less traffic. However, traffic is on an ） 8,000 buses upward trend for national ordinary roads and regional roads. Ordinary trucks The average travel speed on the either type of road remains 12 hours 12 Small trucks almost at the same level. / 6,000 （5,415）（5,463） Passenger cars （5,329） （5,144） （5,073） 35,000 100 （4,670） （4,419） 大型 （3,938）（4,004） 30,000 4,000 （3,675） 80 25,000 小型 60 2,000 20,000 15,000 40 Average traffic volume volume Average traffic (vehicles 0 10,000 Average travel(km/hour) speed 1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 20 Average traffic volume (vehicles / 12hours) (vehicles volume traffic Average Note: Figures in parentheses are the average traffic volume of all 5,000 types of vehicles 0 0 Source: Road Traffic Census (Website of Ministry of Land, 1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 Infrastructure, Transport and Tourism) Traffic volume on expressways Traffic volume on national ordinary roads Traffic volume on regional roads Travel speed on expressways Note: For 2010, the types of vehicles are Small (Passenger cars Travel speed on national ordinary roads Travel speed on regional roads and Small trucks) and Large (Ordinary Trucks and Buses) Source: Road Traffic Census (Website of Ministry of Land, Infrastructure, Transport and Tourism) 11 Fig. 5 Average travel speed on national ordinary roads Fig. 6 Average travel speed on expressways (Nationwide, (Nationwide, Tokyo, Osaka) Tokyo, Osaka) ■ There have been almost no changes in the nationwide average. ■ The nationwide average has been on a slightly downward The average travel speed in the wards of Tokyo and in Osaka trend. Though there had been changes in the average speeds City is about half of the nationwide average; there is still in the wards of Tokyo and in Osaka City, both of the speed severe traffic congestion. levels remain lower than the nationwide average. 50 100 39.4 79.4 79.1 80.6 76.7 76.1 37.3 37.3 80 75.5 75.1 73.7 40 36.4 36.9 36.0 36.7 36.7 36.7 36.7 72.4 ） ） 66.6 our 58.3 60 54.1 km/h km/hour 30 （ （ 47.4 46.6 46.6 22.4 57.2 21.5 41.9 40.9 19.5 20.1 20.1 19.8 39.3 19.1 18.2 36.3 20 17.3 18.0 40 46.2 21.4 21.3 41.8 28.4 18.3 35.8 17.0 34.1 16.6 16.7 15.9 31.2 14.8 15.8 28.5 29.0 10 20 26.0 Average travel travel speed Average Average travel travel speed Average 11.6 15.5 0 0 1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 1980 1983 1985 1988 1990 1994 1997 1999 2005 2010 （FY） Nationwaide Osaka Nationwaide Tokyo Osaka （FY） Tokyo Source: Road Traffic Census (Website of Ministry of Land, Source: Road Traffic Census (Website of Ministry of Land, Infrastructure, Transport and Tourism) Infrastructure, Transport and Tourism) Note: For expressways in Tokyo and Osaka, the Metropolitan Expressway and Hanshin Expressway include segments managed by NEXCO.
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