Performance Management of Road Administration in

March 2004

Performance Management Office Road Bureau, Ministry of Land, Infrastructure and Transport ■ History of the Performance Management in Japan

■Significance of Outcome-based Road Administration Management

① Making road management efficient

To spread principle based on outcome to each division and aim for reform of administrative management

② Improving transparency of road administration

Prior numerical targets, appropriateness of the targets, effects of measures and projects implemented, including related data prepared by each prefecture, should be released as Performance Plans and Reports on Degree of Achievement so that the nation can check the details.

■Building up of Cycle of Management

① Framework that allows numerical targets to be declared beforehand, degree of achievement to be evaluated afterward, and results of evaluation to be reflected in the subsequent administration management ② This is the first fiscal year in which Road Administration Management will make a round (Report on Degree of Achievement for fiscal year 2003 and Performance Plan for fiscal year 2004 to be released on June 30)

1 1. Recommendation of the Road Subcommittee, Infrastructure Development Council (August 2002) Outline From "It's time to change - For Better Living, a Better Economy and a Better Environment"

Chapter 4 Basic Direction of Road Administration Reform 4-3 Reform of Administration System (1) Basic viewpoint n It is important to shift to an outcome-based road administration that achieves its mission by ensuring good services provided by roads. (2) Direction of reform n Exact understanding of road users' needs and accurate identification of and concentration on the most effective investment choices should make a great difference. n Establishing an evaluation system using outcome indicators that clearly show policy goals is essential. Chapter 6 Administration System Reform 6-1 Distinction by Evaluation System

(1) Introduction of an evaluation system for distinction n An evaluation system using indicators that reflects the outcome of programs and projects (outcome indicators) should be incorporated into administration management, and efficient and effective implementation of projects should be aimed for. (2) Improvement of evaluation of projects n Evaluation of projects based on consistent criteria should be carried out. (3) Improvement of policy evaluation n Road administration should shift to a type of operation that uses outcome indicators as the guiding principle. n Analysis and evaluation of achievements according to the outcome indicators should be carried out every year. n Results should be appropriately assimilated into the budgeting process. 2

(From Interim Report of the Road Subcommittee, “Panel on Infrastructure Development”) ■Approaches to Road Administration Management for Road Administration in Japan

Building a cycle of management in fiscal year 2003 marked the start

March 2003 Establishment of Road Administration Management Committee April 2003 Establishment of Performance Management Office in the Road Bureau June 2003 Recommendation of “Shift to Outcome-based Road Administration Management-From Theory to Practice” July 2003 Formulated and released the Fiscal Year 2003 Performance Plan for Road Administration. < This marked the start of a new outcome-based road administration management. > July 2003 Performance Plans were formulated at the regional levels of each prefecture. August 2003 Budget request for fiscal year 2004 was made. October 2003 Cabinet approved the long-term plan for the main development of social infrastructure.

Putting cycle of management into practice in fiscal year 2004

April 2004 Linking budget to outcome (introduction of type of budget based on purchase of outcome). June 2004 Formulate and release Report on Degree of Achievement for Fiscal Year 2003 and Performance Plan for Fiscal Year 2004.

3 Orientation of Road Administration

1) Reflection of user-needs 2) Comprehensive and approach 3) Deep environmental consideration 4) Collaboration with users and citizens 5) Cost-effectiveness assessment 6) Transparent and effective policy making process

4 Recent Improvements and Trial-Runs in Adm.Systems

【Policy Making Stage】 “Outcome-based Road Policy Management”

【Project Evaluation Stage】 “Comprehensive Evaluation” (incld. simple Cost/Benefit Evaluation)

【Project Planning Stage】 “Road Planning Scheme based on Comprehensive Assessment and Public Involvement” (a kind of “Strategic Environmental Assessment”: SEA)

【Field Management Stage】 “Road Performance Management” (Road Management Scheme based on Collaboration with Users” 5 2. Establishment of The Performance Management Office

n Organization of the Road Bureau

Divisions in Charge Director Deputy Director of Policies General General Division Division Division Division Division General Affairs Planning Division National Highway Toll Road Division Road Traffic Control Road Administration Regional Road and National Expressway Environment Division

Road Disaster Road Use Economic Research, Regional Road ITS Policy and Prevention Road Fund Coordination Traffic Survey and Coordination Program Office Countermeasure Planning Office Office Census Office Office Office

Supervision Office Establishment of The Road of Japan Highway Performance Public Corporation Performance Environment and Honshu- Management Planning Office Bridge Office Management Office (April 1, 2003) Authority 6 3. Advisory Committee for Public Management of Road Administration

Management shifting from "theory" to "practice"

l3 keys for outcome-based road administration Reflect in budgets and personnel affairs Annual cycle of management

Clarity and feasibility Improvement of Policy assessment (Setting goals, etc.) Partnership with citizens Administrative Efficiency Citizen l 5 main strategies for Evaluation

implementation Setting goals Policy evaluation system Performance Plan Implementation of

l Establish Policy Goals with Achievement Report Validity of measures Measuring achievement Indicators Involvement l Collect Data Effectively

evaluation l Make Performance Plan and - Outcome-based

(Measuring Achievement Report

Post l Reflect in Budgets and implementation of achievement, etc.) Personnel Affairs measures and projects Transparency Administrative

l Secure Accountability Improvement of Administrative management system

7 4. Outline of “Performance Plan for Road Administration”

nStarting “outcome-based” road administration from 2003 l Implement of an outcome-based public management system where numerical targets set beforehand using indicators(outcome indicator) that express outcome of road projects, evaluate afterwards, and then reflect in the subsequent measures and projects from 2003

nMaking “Performance Plan” which indicates the numerical targets to be achieved in a year’s time using 17 indicators l Compile and disclose as “Performance Plan for Road Administration”, which indicates the setting numerical targets to be achieved in a year’s time using 17 indicators such as “time loss due to road congestion,” “hours of road work,” and “Ratio of death and injury due to road accidents” and evaluating the validity of the measures and projects for achieving targets concerning outcomes of road policy based on the budget in 2003.

nEvaluating degree of achievement after a year and reflecting it in the subsequent administration l The degree of achievement for each numerical target is measured after a year, the reason analyzed if it has not been met, and the evaluation result is compiled and disclosed as the “Achievement Report.” Furthermore, the evaluation result is properly reflected in the subsequent measures and projects.

8 The Way Public Management of Road Administration Should Be

n USA n UK n Japan DOT DFT The MLIT

U.S. DOT Strategic Plan Transport 2010 The 10 year Plan Key Plan for Infrastructure Development

FHWA HA Road Bureau

Planning level FHWA Strategic Plan Strategic Roads 2010 Key Plan for Infrastructure Development

Performance plan Performance plan Business plan ¡ Annual numerical targets ¡ Validity of measures and projects

Implementation of measures and projects Execution level

Achievement report Performance report Annual report ¡ Performance of numerical targets ¡ Analysis of causes

9 Performance Indicators of Each Policy Theme

Policy Theme Performance Indicator

① Time loss due to traffic congestion （congestion monitoring zone） １.Vitality ② Ratio of ETC usage ③ Hours of road work Ratio of high standard road usage ④ （Targeted traffic that will be newly switched over to expressways during the current fiscal year） ⑤ Ratio of roads with access to hub airports and ports ⑥ Ratio of main cities in neighboring regions that are connected to each other by an upgraded national road ⑦ % of people who are able to have a safe and pleasant drive into the city, the center or daily life, in under 30 min ⑧ % of barrier-free main roads in the vicinity of passenger facilities with a daily user volume of more than 5,000 ２.Living ⑨ Percentage of trunk roads in urban areas without utility poles ⑩ Ratio of death and injury due to road accidents ３.Safety Bridge ⑪ Road structure maintenance ratio Pavement ⑫ Percentage of cities that have rescue routes covering a wide area in the event of disasters

⑬ Reduction of CO 2 emission

Ratio of NO 2 environmental goal achievement ４.Environment ⑭ Ratio of SPM environmental goal achievement ⑮ Achievement rate of required limits on nighttime noise Road ⑯ Level of road user satisfaction Administration Reform ⑰ Number of hits on homepage 10 5. Overview of the "Key Plan for Infrastructure Development"

Approved on March 28, 2003, promulgated on March 31, 2003, and implemented on April 1, 2003 n Key Plan for Infrastructure Development Law (jointly submitted by the National Police Agency, the Ministry of Agriculture, Forestry and Fisheries and the Ministry of Land, Infrastructure and Transport) Measures for intensive, effective and efficient promotion of infrastructure development projects should be taken, including development of infrastructure development key plans.

Plans for 9 projects of different genres Key Plan for Infrastructure Development = The target period is five years, starting in fiscal 2003. Roads ¡ Infrastructure development projects included in the Key Plan Roads, traffic safety facilities, railroads, airports, ports and harbors, route signs, parks and green areas, sewerage, rivers, Traffic safety facilities sand control, landslides, steeply sloping ground, coasts (including projects and "software" measures and policies integrally implemented to enhance effectiveness of projects) Airports Integration ¡ Basic philosophy Ports and harbors Thorough decentralization of power, consideration of effective use of local characteristics and private sector resources, etc. Urban parks ¡ Plan items (1) Outline of the key targets and projects to be implemented for achievement of the targets Sewerage à Outcome-based targets should be prioritized (total project cost should not be included). Shift to (2) Measures for effective and efficient implementation of projects Flood control planning with à Clarifying specific reform action policies for infrastructure development emphasis on • Seeking understanding and cooperation of local residents Steeply sloping prioritization • Ensuring linkage between projects ground and integration • Cost reduction • Effective use of existing stock Coasts • Appropriate bidding and contracting procedures, etc. Note: 2002 and 2003 were the final years. Plans in double frames have their own (3) Other items necessary for intensive, effective and efficient implementation of projects respective urgent measures laws.

Listening to opinions of local governments

l Re-examination of a plan during its implementation in order to incorporate changes in social and economic conditions should be made obligatory. l Policy evaluation should be made. l Systems related to a plan should be reviewed in the last year of the plan and necessary measures, if any, should be taken accordingly. 11 Percentage of main roads in the vicinity of passenger facilities (1) Formation of a barrier-free Living with an arrearage daily user volume of more than 5,000 Priority Targets and Indicators in Realization of an society to cope with declining 【road 17％ (FY2002)→about 50% (FY2007)】 affluent life through birth rate and aging society full life space Area of secured public space with water and greenery in cities -an increase of about 10% (12m2/person in 2002→13m2/person in

implementing infrastructure development projects and a summary o (2) Formation of beautiful urban life space full of water and 2007) by FY2007 infrastructure development projects that need to be carried out greenery Percentage of trunk roads in urban area without telephone poles and those that are related to roads have been extracted.) (Indicators are shown in Chapter 【７％ → ％ 】 Safety (FY2002) 15 (FY2007) (3) Formation of good residential Promotion of improved environments Percentage of cities that have rescue routes covering a wide effectively and efficiently to achieve them disaster prevention and strengthening traffic area in the event of disasters safety measures and (2) Building a strong nation 【66％(FY2002)→76％(FY2007)】 crisis control against large-scale earthquakes and fires Ratio of death and injury due to road accidents 【118 incidents/100 million vehicle-km（FY2002）→ about 10% reduction （108 incidents/100 million vehicle-km) （FY2002）】 (3) Strengthening overall traffic “

Key Plan for Infrastructure Development safety measures and crisis Ratio of NO2 environmental goal achievement Environment control 【64％(FY2002)→about 80%(FY2007)】 Preservation and (2) Improving living environments creation of Achievement rate of required limits on nighttime noise environments from a related to urban air pollution 2 【61％(FY2002)→72％(FY2007)】

“ global basis to close-to and noise Priority targets for home basis Ratio of roads with access to hub airports and ports (1) Securing transportation 【59％(FY2002)→68％(FY2007)】 services of an international level and improving

” Time loss due to congestion same Vitality international competitiveness 【3,810million man hr/yr(FY2002)→about 10% reduction(FY2007)】 Formation of an and attractiveness attractive and active Hours of road work economic society by the (3) Improving comfort and 【235 hr/km･yr(FY2002)→about 20% reduction(FY2007)】 strengthening of convenience of urban

f international transportation competitiveness, the Ratio of roads with access to hub airports and ports 【59％(FY2002)→68％(FY2007)】 regeneration of cities, (4) Activation of regions and regional alliances and

” economy through regional and the promotion of Ratio of main cities in neighboring regions that are connected to tourism tourism exchanges each other by an upgraded national road 【72％(FY2002)→77％(FY2007)】 12 ■First Report on Degree of Achievement to be released-June 2004

① Fiscal Year 2003 Report on Degree of Achievement and Fiscal Year 2004 Performance Plan to be released July on June 30. 2003 ② Fiscal year 2003 Performance Plan, which uses 17 indicators and shows numerical targets for a year later, was released (typical indicators: time loss due to road congestion, time used for road works, rate of ETC usage, casualty rate in road traffic, etc).

Declaration: Evaluation on degree of achievement to be made a year later and this will be reflected in future administrative management.

① Fiscal Year 2003 Report on Degree of Achievement and Fiscal Year 2004 Performance June Plan to be released on June 30. 2004 ② To practice outcome-based road administration management. 1) Releasing not only the degree of achievement of nationwide targets but also the situation of achievement by each prefecture. Releasing current value (degree of achievement) for indicators which show outcome. Releasing data on situation of achievement, including ranking of indicators for the prefectures and national highway work offices. 2) Focus on analyzing effects of measures and projects implemented. 3) Introduction of framework that leads reflection to improvement Introduction of system that supports administrative judgment. ¨Priority indication system (temporary name) ¨Benchmarking system

13 Targets for Each Policy Theme and Degree of Achievement (1/4)

Current Results Targets for Planned Targets Base Results 2002 Targets for 2003 for 2003 Next Year (2004) for 2007

Reducing congestion~ Making road traffic smooth~ Project cost for smooth transportation (¥73.91 billion in 2004) About 590 million About 590 million About 570 million ① Time loss due to traffic 610 million person- person- person- Reduction of congestion (congestion person- hour/annum hour/annum hour/annum (reduction of about 10% monitoring zones) hour/annum (reduction of (further reduction about 3%) about 3%) of 3%)

193 186 185 201 hours/km/annum hours/km/annum hours/km/annum Reduction of ② Hours of road work hours/km/annum (reduction of about (reduction of (reduction of about about 20% 4%) about 7%) 8%)

Nationwide 5% About 15% 16% 30% About 70%

③ Ratio of Metropolitan Expressway 6% About 20% 19% 40% About 85% ETC usage 3% About 15% 11% 35% About 85%

14 Targets for Each Policy Theme and Degree of Achievement (2/4)

Current Results Targets for Planned Targets Base Results 2002 Targets for 2003 for 2003 Next Year (2004) for 2007

Linking regions~ Cooperation among regions~ Project cost for regional alliance support (¥2,084.3 billion in 2004) ④ Ratio of high standard road usage (Targeted traffic that 13% 13% 13% will be newly switched over to 13% (increase of 2.1 (reduction of (2.9 million unit 15% expressways during the million unit km) 200,000 unit km) km) current fiscal year) 61% (access to ⑤ Ratio of roads with access to 61% (access to Central Japan 59% 61% 68% hub airports and ports Aomori port) International Airport)

⑥ Ratio of main cities in neighboring regions that are 72% 73% 73% 74% About 77% connected to each other by an upgraded national road

⑦ % of people who are able to About 64% About 64% have a safe and pleasant drive (increase of (increase of 63% 65% About 68% into the city, the center of about 800,000 about 600,000 daily life, in under 30 min people) people)

15 Targets for Each Policy Theme and Degree of Achievement (3/4)

Planned Base Results Targets for Current Results Targets for Targets for 2002 2003 for 2003 Next Year (2004) 2007

Protecting Roads~ Road Maintenance and Administration~ Maintenance and repair project cost (¥262.5 billion in 2004)

⑧ Road structure Bridges 86% About 87% 87% 89% About 93% maintenance Maintain Maintain Maintain ratio 91% 93% Pavement current level current level current level ⑨ Percentage of cities that have rescue routes covering a wide area in the event of 66% 68% 68% 70% About 76% disasters Improving the Environment~ Preservation of environment~ Project cost for improving roadside environment (¥126.3 billion in 2004) 67% － － Ratio of NO2 environmental goal (new 64% About 67% (new indicator: (new indicator: indicator: maintain achievement about 90%) 53%) current level) ⑩ － － Ratio of SPM environmental goal 9% (new － About 10% indicator: (new indicator: (new indicator: achievement maintain current maintain current 78%) level) level) ⑪ Achievement rate of required limits on 61% About 63% 64% 65% About 72% nighttime noise 261 million Reduce CO2 emission in the transportation sector to about ⑫ Reduction of CO2 emission tons―CO2 250 million tons by the year 2010 16 Targets for Each Policy Theme and Degree of Achievement (4/4)

Base Results Targets Current Results Targets for Planned Targets 2002 for 2003 for 2003 Next Year (2004) for 2007 Reducing traffic accidents~ Building safe and reassuring roads~ Project cost for improving transportation safety facilities (¥450.7 billion in 2004) About 116 119.9 incidents About 108 About 118.4 incidencts/100mil /100 million incidents/100 ⑬ Ratio of death and injury 114 incidents incidents/100million lion vehicle km vehicle km million vehicle km due to road accidents /100 million vehicle km (reduction of (increase of (reduction of vehicle km about 2%) about 1.3%) about 10%) ⑭ % of barrier-free main roads in the vicinity of passenger About 17% About 21% About 25% About 30% About 50% facilities with a daily user volume of more than 5,000 Removing Telephone Poles and Wires~ Creating beautiful landscape~ Project cost for improving cable utility conduits (¥228.7 billion) ⑮ Percentage of trunk roads in urban areas without About 7% About 8% About 9% About 10% About 15% utility poles

Reform of Road Management~ Improvement of Accountability~ ⑯ Level of road user About 2.7 2.6 points 2.6 points About 2.8 points 3.0 points satisfaction points ⑰ Number of hits on 15.46 million About 26 million 23.50 million About 43 million About 100 million homepage access/annum access/annum access/annum access/annum access/annum Establishing New Indicators Ratio of crossings where route numbers can be recognized, time lost due to railroad crossings, and ratio of city areas where problems related to disasters exist 17 Issues for outcome-oriented road administration -- departure from the idea that plans with indicators automatically make administration "outcome-oriented " --

The first step : Measure outcomes using indicators measurement To formulate performance plan and performance report by measuring outcomes using indicators and setting annual numerical target being aware that measurement itself is only a part of outcome-oriented administration.

The second step : Gather materials (best practices or databases) for consciousness for outcome-oriented administration diagnosis representation To gather best practices to share them with all worksites all over the country, and to order data with which every work office became able to make diagnoses with numerical data representing actual situation instead of business instincts of persons responsible.

The third step : Build in "outcome-oriented" consciousness into routine procedures decision management To change consciousness of staffs into outcome-oriented by building outcome-oriented activities in budget request, execution plan or other annual routine procedures.

The forth step : Communicate strategically communication To establish communication with publics and stakeholders based on the facts representing the revolution of road administration, utilizing several measures including visual contents (e.g. 3-D maps ).

18 ■Priority Measures and Budget Request based on the First Report on Degree of Achievement

Evaluate degree of achievement and put into practice cycle of management that makes most of that in subsequent cases

○Outcome-based road administration management will make a round

Priority measures, Before that Budget Request Implementation Budget decided (requesting) Declaring (deciding) Declaring outcome targets outcome targets Evaluation Reflect

Report on Degree of Achievement After 2004 < Cycle of Management >

○Releasing the first Report on Degree of Achievement—June

① Priority measures should reflect report details ② Budget request should reflect report details ・Place management as the operation idea for ・Requesting review of cost items, such as project cost for administration, and each of the priority targets should improving transportation safety facilities, and a new reflect, for the first time, evaluation of approaches and subsidy system knowledge gained from the Report on Degree of Achievement which will make a round. 19 Establishment of a Management Cycle Establishing an Administration Process That Prioritizes the Outcome - Taking Fiscal Year 2003 As an Example - Budget request for 2003 Budget request for 2004 Budgetary decision for 2003

August March August

2002 2003 2004 2005 Setting of target Implementation Post- values evaluation

20032003 Performance Performance Plan Plan 20032003 Achievement Achievement Report Report JulyJuly 2003 2003 JuneJune 2004 2004

Setting of target Post- values Implementation evaluation

20032003 Performance Performance Plan Plan JulyJuly 2004 2004

Post- Proposed targets Setting of targets Setting of target values Implementation evaluation

20 ① Policy Theme: Linking Regions

実験前Before Analyze effects of measures and projects the experiment Example: Ratio of high standard road usage (Percentage remained almost unchanged from 13% in 2002 to 13% in 2003.) (1) Confirm the effects of setting flexible tolls ：¥1212百万円 million/day~/日～ Improve congestion on trunk roads, accidents on ： 8 百万～12百万円/ 日 Example: Joban Expressway ¥8 ~¥12 million/day ：¥44百万～ ~¥8 million/day 8百万円/ 日 roads for living, roadside noise by letting the high ： 0 ～ 4 百万円/ 日 (Hitachi district—Ibaraki Prefecture) 0~¥4 million/day Amount of loss due to congestion: standard roads share automobile traffic. 渋滞損失額About ¥51.2：約 million/day5,120万円/ 日 • Carried out social experiment of 実験中During halving tolls for a month. the experiment * Sections that extend 【Degree of satisfaction over tolls】 upward suffering • Out of the 11 items higher amount of loss surveyed on the degree of (Reduction of about ¥600,000 per day due to congestion

satisfaction, tolls for toll due to toll discount.) ： ¥1212百万円 million/day~/ 日～ ： ¥8 8百万～ ~¥12 million/day12百万円 / 日 roads received the lowest (Effect of about ¥15 million per day ： ¥4 4百万～ ~¥8 million/day 8百万円 / 日 ： 0~0 ～¥44百万円 million/day/ 日 evaluation. due to easing of congestion.) Amount of loss due to congestion: （ ） 渋滞損失額About ¥36.5：約 million/day3,650万円/ 日 • Tendency to avoid toll roads 4.0 Satisfied 3.5 (Toll sections: Traffic reduced 3.0 by about 800,000 vehicle km) 2.5 (2) Linking broken-off expressways leads to promotion of use of 2.0 （Dissatisfied ） the entire route Example: Takamatsu Expressway ()

• Traffic increased Section opened Subsequent administrative management A section of 9.0km 開通区間 平成15年３月 30日に Takamatsu高松自動車道 Expressway significantly over the 9.0kmwasの区間が開通 opened Between Takamatsu Central Interchange~ should reflect evaluation results on March 30, 2003 高松中央TakamatsuIC West～高松西 InterchangeIC間 entire line. Increase Traffic increased over the entire route 25,000 ・高松自動車道の開通により全区間でfollowing the opening of the Takamatsu 21,403 averaged about 30%. 交通量が増加Expressway ① 交 20,000 Develop measures to aim for 通 16,012 14,326 量 15,000 16,263 13,653 13,833 （ 12,673 An increase of 30% establishment of full-scale, flexible tolls 11,011 台 12,462 ／ 10,000 9,355 for toll roads Traffic 日 ） 7,705 7,698 (vehicle/day) 5,000

0 Sakaide JCT~ Takamatsu Takamatsu Takamatsu IC IC IC IC IC Takamatsu IC DanshiIC IC~ East IC~IC Expressway IC IC ② Development of network for West ICJCT Takamatsu SanukiIC Miki Average for Central IC IC the sections 坂出

Takamatsu Takamatsu SanukiMiki～志度

～高松西 高松西 within 高松中央 ～高松東 高松檀紙 高松東

West IC~ Central IC~ IC~ Shidoさぬき三木 Kagawa ～高松中央 ～高松檀紙

Takamatsu Takamatsu ～さぬき三木 IC Prefecture expressways, etc. Link to improvement Danshi IC East IC 高松自動車道

香川県内区間平均 21 Before opening After opening (average開通前（平成 for14 fiscal年度平均） year 2002) 開通後（平成(average for15 fiscal年度平均） year 2003) ③ Policy Theme: Reducing Congestion

Analyze effects of measures and projects Example: Promotion of spread of ETC system and its utilization (1) Implementation of soft measures [ Expanding nationwide usage of ETC and nationwide • Increase the number of toll gates throughout Japan so that ETC target is 15%. ] system can be used. (ETC system can basically be used at all toll If ETC usage increases to 50%, congestion at toll gates by April 2004.) • Implementation of toll （（累計：台）Total: Units） Number ofＥＴＣ車載器セットアップ台数 units with ETC-device setup （Month:（月間：台） Units） gates will almost be solved. 250,000 discount for users of 3,000,000 About 250,000 units/month月間 約25万台（2月） in February This is intended to improve roadside environment, Total: About累計約318万台（6月30日現在） 3.18 million units (as of June 30) the ETC system 2,500,000 200,000 • Implementation of convenience of users, and improvement in comfort. 2,000,000 support for the purchase 150,000 1,500,000 Units 300reached万台達成 3 million of ETC-system-mounted 100,000 About約5ヶ月半 five and automobiles and lowering 1,000,000 a half months Subsequent administrative management Units100 reached万台達成 1 million Units200 reached万台達成 2 million 50,000 prices of such automobiles 500,000 About two years and should reflect evaluation results 約three2年 months3ヶ月 About約 six6 ヶ月months 0 0 Apr4月 Jul7月 Dec10月 Jan1月 Apr4月 Jul7月 Dec10月 Jan1月 Apr4月 Jul7月 10月Dec Jan1月 A4月pr Changes in the number 2001H13 2002H14 2003H15 2004 H16 of automobiles with ｾｯﾄｱｯﾌﾟ数Number of setup（累計） (total) ｾｯﾄｱｯﾌﾟ数（月間）Number of setup (month) ① Making exclusive lanes for ETC at tollgates ETC-device setup ・To further raise the convenience of ETC users, promotion of establishing 24-hour exclusive lanes ② Implementation of toll discount for ETC system users (2) Utilization of ETC system Traffic Metropolitan首都高速 Expressway Congestion ・Implementation of discount for long-distance nighttime users • Social experiment of nighttime discount 交通量 渋滞量 on the Metropolitan Expressway (units/day)（台/日） Kawaguchi川口料金所 Tollgate (km/h/day)（km・h/日） of expressways and discount for nighttime users of the 50,000 3.3 3.5 (From November 28, 2003 to March 1, 2004) 3.1 41,231 Metropolitan Expressway 40,308 3 ③ Promotion of switching of frequent, large users to ETC (Rate of use of ETC increased during the 40,000 39,229 discount time zone.) 2.5 by abolishing separate payment for expressways and 30,000 2 large amount coupon tickets for urban expressways • Kawaguchi tollgate on 1.6 1.5 ④ Implementation of support for purchase of ETC system- the Metropolitan Expressway 20,000 mounted automobiles While traffic increased by 5%, 1 Traffic料金所通過交 passing 10,000 congestion length halved due to through通量 tollgates ・Implementation of support system such as monitoring and Traffic passing 0.5 throughETC専用レーン exclusive → ETC通過交通量 lanes 713 6,503 leasing together with social experiment ETC (3.3 1.6km/h/day) 2,619 Congestion渋滞量 0 0 H14.4月平均Average for H15.4月平均Average for H16.4月平均Average for April 2002 April 2003 April 2004 Link to improvement 22 ② Policy Theme: Reducing Congestion

Analyze effects of measures and projects ① By coping with external evaluation model, reduce congestion caused by road works. In the 23 Tokyo wards, works during the end of the year and that of fiscal year have been stopped. Example: Hours of road works • Slimming operation for road works. From December 20, 2003 to [Reduction of 7% from 201 hours/yearly km in 2002 December 31, 2004. (For directly controlled national highways, this started on December 15.) to 186 hours/yearly km in 2003] • Control of road works based on rule for slimming Tokyo. From March 1, Reduction of road-work hours is necessary as 2004 to March 31, 2004 congestion and traffic control caused by road works Annual rate of reduction in the fiscal year 2003 compared with fiscal 2002 deteriorate the convenience of road users. Nationwide (directly controlled national highways): reduction of about 7% 23 wards of Tokyo (directly controlled national highways and Metropolitan controlled roads): reduction of about 5%

② Road repair works in the 23 wards of Tokyo increased by about Subsequent administrative management 28% and coping with this problem is still insufficient. should reflect evaluation results 140,000 国管理道路（直轄国道） 道路補修工事Repair works on roads controlled by the country (directly controlled national highways) 都管理道路（補助国道・都道） 道路補修工事Repair works on roads controlled by the Metropolitan Government (subsidized national highways and Metropolitan roads) 117,252 120,000 国･都管理道路 企業工事Corporate works on national highways controlled by the country and those by the Metropolitan Government ① 合計Total Implement thoroughly the management to 100,000 reduce road works (add up monthly road work Road work路 hours 上 80,000 hours and release results) 80,433 工 64,332 事 70,317 60,000 55,755 時 49,563 ② With regard to road repair works, road 間 45,540 38,619 47,709 administrators themselves should actively cope 40,000 with reduction by disclosing work information. 24,696 32,454 20,000 13,788 9,639 7,002 2,439 5,130 0 Link to improvement Apr４月 ５月May ６月Jun ７月Jul ８月Aug Sep９月 １０月 Oct １１月Nov １２月 Dec １月Jan Feb２月 ３月Mar 23 ④ Policy Theme: Removing Telephone Poles and Wires

Regional Difference in Analyze effects of measures and projects Laying Wires Example: Ratio of no telephone poles Underground. 31% in Tottori, 2% in Ehime: [Improved from 7% in 2002 to 9% in 2003] ① Significant difference among Degree of Achievement in 2003 Tokyo, Hokkaido, and other Pref. According to MLIT Report. Promotion of no telephone poles to make walking space barrier free, Ordinance-designated cities preserve historic streets and houses, and secure evacuation roads, Top three Worst three which is a measure against urban disaster prevention, and, 23 wards of Tokyo: 45.7% Sapporo City: 4.3% from the standpoint of forming good living environment. Hiroshima City: 18.7% Chiba City: 7.1% London,ロンドン・パリ・ボン Paris, and Bonn 100.0% ・Compared with major European ベルリンBerlin 99.2% Osaka City: 16.6% Saitama City and and US cities, such as London, ハンブルクHamburg 95.7% Kobe City: 7.8% ミュンヘンMunich 88.3% Paris, and New York, コペンハーゲンCopenhagen 79.0% Tokyo, Hokkaido, and other Prefectures cities in Japan lag behind ニューヨークNew York 72.1% Top three Worst three significantly. ストックホルムStockholm 50.8% 23 wards of Tokyo東京 (trunk23区 (roads)幹線) 45.7% Tottori Pref.: 30.9% Ehime Pref.: 1.8% Osaka City大阪市 (trunk (roads)幹線) 16.6% Kagoshima Pref.: 29.4% Nara Pref.: 2.2% Nagoya City名古屋市 (trunk (roads)幹線) 11.5% Nationwide (trunk全国 (roads)幹線) 9.0% Greater Tokyo: 28.5% Mie Pref..: 2.7% Kobe Shimbun (June 27, Subsequent administrative management 2004) should reflect evaluation results ② Significant difference among different types of roads ① Directly controlled national highways have a high Promotion of no telephone poles based on “Telephone- percentage of about 18%. Compared with this, pole-free promotion program” which started in fiscal year subsidized national highways have a low 2004. percentage of about 5% and other prefecture roads of about 7%. Trunk roads have a percentage ② Continue with the promotion of no telephone poles along of 9%, but non-trunk roads controlled by cities, trunk roads in the busy parts of towns. wards, towns, and villages have a percentage of only 1%. ③ Development of surface of main non-trunk roads in Trunk roads Non-trunk roads districts where historic streets and houses are to be Directly controlled Subsidized Tokyo, Hokkaido, Trunk Cities, wards, national highways national and other Pref. roads-Total towns, and preserved. highways roads villages Ratio of no 18% 5% 7% 9% 1% ④ To further promote no-telephone poles movement, costs telephone should be reduced significantly. poles

Link to improvement 24 Road Administration Management in Regional Levels on Japan

nDisclosing back data for each prefecture at the same time, such as congestion status l Disclose together with the “Performance Plan” relevant back data such as indicator value for each prefecture, in order to enable the public to check the validity of the numerical targets and the measures and projects for achieving them.

nMaking “Performance Plan” for each prefecture l For road administration that meets the characteristics and needs of a region, “Performance Plan” will be formulated and disclosed for each region, such as prefecture, which indicates the numerical targets and measures and projects for achieving them in addition to the undertaking at the national level.

25 ■Release Information on Situation of Achievement for Tokyo, Hokkaido, and other Prefectures

Release information on not only the degree of achievement of national targets but also that on situation of achievement in Tokyo, Hokkaido, and other Prefectures.

Indicators Rate of ETC Usage ■In regard to large cities, rate of ETC usage is low Rate of ETC Number of vehicles that used usage ETC compatible toll gates Rate of ETC Growth in the Growth rate in in the surrounding regions of Osaka. Classification (as of March of Number of vehicles usage rate of usage the rate of 25.0% fiscal year that used ETC. (as of March (2003-2002) usage. Thousand Thousand 2003) 2003/2002 2004) vehicles/day vehicles/day

H16.3現在As of March 2004 Nationwide 16% 7,374 1,167 5% 11% 3.4 Hokkaido 5.5% (45) 131 (10) 7.1 (22) 2.4% (31) +3.0% (46) 2.3 (46) 20.0% H15.3時点In March 2003 Aomori 8.0% (40) 15 (44) 1.2 (44) 1.1% (45) +6.9% (38) 7.0 (2) H14.8時点In August 2002 Rate of ETC usage Akita 7.8% (41) 17 (43) 1.3 (42) 1.4% (42) +6.5% (41) 5.7 (5) Iwate 9.7% (36) 34 (34) 3.3 (35) 2.0% (38) +7.7% (35) 4.8 (14) 15.0% Yamagata 10.6% (33) 19 (40) 2.0 (40) 3.0% (21) +7.6% (36) 3.6 (36) Miyagi 8.6% (37) 75 (17) 6.4 (24) 2.6% (28) +5.9% (42) 3.2 (42) Fukushima 12.0% (30) 54 (24) 6.5 (23) 2.9% (22) +9.1% (32) 4.1 (25) Tokyo 19.1% (4) 919 (3) 175.6 (2) 6.2% (3) +12.9% (8) 3.1 (43) 10.0% Kanagawa ① 20.1% (1) 1,073 (1) ① 215.5 (1) 6.8% (2) +13.3% (4) 3.0 (44) Chiba 19.1% (3) 575 (5) 110.0 (4) 6.8% (1) +12.3% (11) 2.8 (45) Saitama 19.0% (5) 530 (6) 100.8 (5) 5.6% (4) +13.4% (3) 3.4 (41) 5.0% Ibaraki 15.1% (15) 95 (15) 14.4 (12) 4.2% (13) +10.9% (19) 3.6 (33) Tochigi 15.4% (14) 52 (25) 8.0 (20) 4.4% (11) +10.9% (18) 3.5 (39) Gunma 15.6% (13) 69 (21) 10.7 (17) 4.6% (10) +11.0% (16) 3.4 (40) Nagano 15.7% (12) 100 (13) 15.8 (11) 4.3% (12) +11.4% (14) 3.7 (31) 0.0% Yamanashi 17.9% (8) 44 (29) 7.8 (21) 4.8% (8) +13.1% (6) 3.7 (30) +16% Niigata 13.4% (22) 71 (18) 9.5 (18) 2.9% (23) +10.5% (22) 4.7 (16) Growth in rate of usage +14% Toyama 13.1% (25) 30 (37) 4.0 (31) 2.6% (29) +10.5% (21) 5.1 (9) +12% Ishikawa 12.8% (26) 32 (36) 4.1 (29) 2.8% (25) +10.0% (24) 4.6 (17) +10% Shizuoka 19.2% (2) 138 (8) 26.5 (8) 5.2% (5) +14.0% (1) 3.7 (29) +8% Gifu 16.3% (10) 67 (22) 11.0 (16) 4.6% (9) +11.7% (13) 3.5 (37) +6% Aichi ① 18.2% (6) 382 (7) ① 69.5 (7) 5.0% (7) +13.2% (5) 3.6 (32) +4% Mie 18.1% (7) 117 (12) 21.1 (9) 5.2% (6) +12.9% (7) 3.5 (38) +2% Shiga 16.1% (11) 56 (23) 9.1 (19) 4.0% (14) +12.1% (12) 4.0 (27) +0% Kyoto 13.2% (24) 119 (11) 15.8 (10) 3.7% (16) +9.5% (28) 3.6 (34) Mie Prefecture Gifu Oita

Nara Saga ②

Akita Aichi Osaka ② 13.4% (23) 1,057 (2) 141.5 (3) 3.7% (15) +9.7% (26) 3.6 (35) Iwate Chiba Shiga Fukui Kochi Kyoto Ehime Miyagi Tokyo Osaka Hyogo Ibaraki Niigata Aomori Tochigi Gunma Tottori Nagano Kagawa Saitama Toyama

Ishikawa Shimane Fukuoka Miyazaki Okinawa 12.4% (28) 613 (4) 75.7 (6) 3.2% (19) +9.2% (31) 3.9 (28)

Nagasaki Hyogo Hokkaido Shizuoka Okayama Yamagata Kanagawa Hiroshima Wakayama Fukushima Yamanashi Yamaguchi Tokushima Kumamoto Kagoshima Fukui 13.7% (20) 23 (39) 3.2 (36) 2.5% (30) +11.3% (15) 5.6 (7) Nara 17.1% (9) 76 (16) 13.0 (15) 3.5% (17) +13.7% (2) 5.0 (12) Wakayama 13.9% (18) 36 (32) 5.0 (27) 3.4% (18) +10.5% (23) 4.1 (26) Tottori 14.5% (17) 4 (47) 0.6 (47) 2.1% (36) +12.4% (10) 6.9 (3) Shimane 8.5% (38) 13 (46) 1.1 (46) 1.9% (39) +6.7% (39) 4.6 (19) Rate of ETC usage in FY2003 Hanshin Expressway Okayama 13.5% (21) 45 (28) 6.1 (25) 2.8% (26) +10.8% (20) 4.9 (13) Hiroshima 13.8% (19) 97 (14) 13.4 (14) 2.9% (24) +11.0% (17) 4.8 (15) Target Actual result recorded an actual result of Yamaguchi 12.2% (29) 49 (27) 6.1 (26) 3.0% (20) +9.3% (30) 4.1 (24) Tokushima 14.7% (16) 13 (45) 1.9 (41) 2.2% (35) +12.5% (9) 6.7 (4) Japan Highway - About 16% 11% which was below the Kagawa 12.4% (27) 28 (38) 3.5 (33) 2.7% (27) +9.7% (25) 4.6 (18) Public Corp. Ehime 11.8% (31) 35 (33) 4.1 (30) 2.4% (32) +9.4% (29) 5.0 (11) target of 15%. Kochi 11.7% (32) 18 (41) 2.1 (39) 2.1% (37) +9.6% (27) 5.7 (6) Metropolitan About 20% About 19% Even compared with the Fukuoka 10.2% (35) 137 (9) 14.0 (13) 2.4% (33) +7.9% (34) 4.3 (23) Expressway Saga 10.4% (34) 33 (35) 3.4 (34) 2.3% (34) +8.1% (33) 4.5 (20) Nagasaki 5.3% (46) 70 (19) 3.7 (32) 1.2% (44) +4.1% (45) 4.4 (21) Public Corp. results for each prefecture, Kumamoto 8.5% (39) 50 (26) 4.3 (28) 1.6% (41) +6.9% (37) 5.4 (8) Oita 7.3% (43) 36 (31) 2.7 (37) 1.7% (40) +5.7% (43) 4.4 (22) Hanshin About 15% About 11% rate of usage in the Miyazaki 7.6% (42) 17 (42) 1.3 (43) 0.9% (47) +6.6% (40) 8.0 (1) Expressway surrounding regions of Kagoshima 6.2% (44) 40 (30) 2.5 (38) 1.2% (43) +5.0% (44) 5.0 (10) Public Corp. Okinawa 1.6% (47) 69 (20) 1.1 (45) 1.0% (46) +0.6% (47) 1.7 (47) Osaka was below the ① High rate of usage in the surrounding regions of Tokyo and Aichi. Nationwide About 15% About 16% ② In the surrounding regions of Osaka, a large number of automobiles use ETC, but the rate of usage is low. nationwide average. 26 Promoting road administration management by local governments

Tokyo, Hokkaido, and many prefectures have worked out a succession of “performance plans” to disclose their numerical targets and details of measures and projects to be implemented to carry out immediately effective management of road administration that meets the features and needs of each region.

27 Realization of Performance-based Road Administration Management in Corporation with Tokyo Metropolitan Government Starting from 2003, Outcome Plan was published aiming at the realization of Performance-based Road Administration

「「2003平成平成 Outcome1515年度年度 Plan 東京都東京都for Building Roads みちづみTokyoちづ Metropolitanくりくりアウト カカムプラン」Governmentムプラン」

ＲｏａｄＲｏａｄ ＆ ＳＳｔｒｔｒｅｅｔ ｅｅｔ OUTCOMEOUTCOME PLAN2003PLAN2003 @ TokyoTokyo ～The CAPITAL of JAPAN～

Tokyo東京都道路協議会 Metropolitan Government Road Council 0

28 Policy Target I: Building Roads Revitalizing and Energizing the City

Outcome Indices Major Project in 2003

1. Average Travel Speed, Time Loss due to Congestion 1. Average Travel Speed, Time Loss due to Congestion -Improvement project of Tokyo Bay Shore Rd and Ring Rd 7 for overpass crossing 1. Realizing -Opening of Kiyosuna Bridge on Arakawa Current:2002 Target: 2003 Target: 2012 Traffic Current:2002 Target: 2003 Target: 2012 River Environment of 20km/h20km/h 20.5km/h20.5km/h 25km/h25km/h -Conducting travel speed survey Less Congestion 369 mill person 348 mill person 214 mill person 369 mill person 348 mill person 214 mill person -Development of Hino Bypass on Route 20 hrshrs hrshrs hrshrs

2.2. %% inin UseUse ofof HighHigh--StandardStandard RoadsRoads -Extension of Ken’o Rd to Akiruno 2. Promoting Interchange Inter-City Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 Cooperation 15.515.5％％ 15.715.7％％ 16.616.6％％

3.3. AdvancementAdvancement inin UseUse ofof RoadsideRoadside EnvironmentEnvironment byby StreetStreet DevelopmentDevelopment inin DowntownDowntown AreaArea -Street development project on Meguro Street, 3. Enhancing Minato Ward, Shirokane district vitalization of downtown area Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 15.315.3％％ 15.715.7％％ 17.417.4％％

4.4. ExtensionExtension ofof RoadRoad NetworkNetwork forfor 2525--tt VehiclesVehicles -Designation of Sambonsugi Overhead on Ring Rd 8 as truck route by improvement of 4. Supporting Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 weight capacity Logistic System 785km785km 793km793km 954km954km

29 Policy Target II: Building Roads Improving Roadside Environment

Outcome Indices Major Project in 2003

5.5. AchievementAchievement RateRate inin NO2NO2 andand SPMSPM StandardsStandards

Target:Target: 20032003 Target:Target: (( )) Current:2002Current:2002NN Congestion mitigation by NONO2 ％％ NONO2 ％％ OO 6868％％ 2 2 developing major arterial roads 22 SPM ％ SPM ％ SPMSPM 2323％％ SPM ％ SPM ％ and eliminating bottlenecks Note: Rate will be set when NO2 and SPM Reduction Plan by Tokyo Metropolitan Gov’t is established 1. Improvement of Roadside Environment 6.6. ExtensionExtension ofof TargetedTargeted RoadsRoads forfor NoiseNoise MeasureMeasure -Development of Rind Rd 8 -Development of Route 1 near Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 Minami-Magome District, Ota- 414km 471km 643km Ward and Route 15 near Ginza 414km 471km 643km District, Chuo Ward

7. Land Area of Greenery Space 7. Land Area of Greenery Space -Creation of greenery space 2. Creation of equivalent to area of Tokyo Dome Pleasant Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 (47,000 ㎡) by road development Roadside 2.292.29 millmill ㎡㎡ 2.352.35 millmill ㎡㎡ 2.552.55 millmill ㎡㎡ Environment

30 Policy Target III: Building Roads for Reassurance, Safety, and People’s Lives Outcome Indices Major Project in 2003

8.8. FatalFatal RoadRoad AccidentAccident RateRate 1.Realizing Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 -Reduction of through traffic on Safe Road Livelihood Streets by development Traffic 193193 189189 174174 of arterial roads Accidents/100Accidents/100 millmill Accidents/100Accidents/100 Accidents/100Accidents/100 VKTVKT millmill VKTVKT millmill VKTVKT

9.9. RateRate ofof SidewalksSidewalks MadeMade intointo BarrierBarrier--freefree 2. Developing Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20102010 Walkable -Elimination of electric power poles Sidewalks for 41.841.8％％ 45.445.4％％ 100100％％ Route 15 near Kouan district, Minato Everyone Ward, Route 17 near Yamantocho 10.10. RateRate ofof NoNo PowerPower PolesPoles onon StreetStreet district, Itabashi Ward, near Setagaya Daida Station Ring Rd 7 Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 -Street development of Subsidary Rd 3. Forming 26.8％％ 27.8%% 32.1%% 54 near Chitosedai, Setagaya Ward Safe and 26.8 27.8 32.1 Anti-Disaster 11.11. RateRate ofof DevelopmentDevelopment ofof RoadsRoads WorkWork asas AntiAnti--FireFire Built-up WallWall Areas Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 49.1%49.1% 49.7%49.7% 54.3%54.3%

12.12. EliminationElimination ofof CommunitiesCommunities UnableUnable toto ReachReach theirtheir 4. Supporting LivelihoodLivelihood BasesBases SafelySafely Lives in -Development of Chichijima Mountainous Current:2002Current:2002 Target:Target: 20032003 Target:Target: 20072007 circular road areas and 4848 4545 ReductionReduction by by 50% 50% CommunitiesCommunities Communities Islands Communities 31 Performance Plan 2003 for roads in Yamagata Pref.（Making Yamagata Prefecture Trunk Road Council）

Relaxing and Spacious Yamagata To a beautiful Yamagata To an open Yamagata

To a plentiful Yamagata

Ⅰ Road improvement to Ⅱ Road improvement for Ⅲ Improvement of safe Ⅳ Road improvement that support new exchanges comfortable lives and secure roads suits the characteristics and tie-ups of Yamagata

① Improvement of a road ③ Roads that create a ⑥ Roads that are resilient ⑨ Road improvement framework comfortable living to disasters to make Yamagata space attractive

② Building of a network ④ Roads that are safe, ⑦ Promotion of traffic ⑩ Promoting flexible to unify the prefecture comfortable, easy to safety measures measures for use for living effective and profitable usage

⑤ Roads that suit the ⑧ Ensuring safe and attractive regional secure roads in winter geography

10 Points : Basic Direction of Road Policy 32 NOTE: Some require a certain period monitoring before the effect of the measure and project becomes apparent and the degree 〈Outcome goals for Yamagata Prefecture〉 of achievement in relation to the numerical target cannot be verified and evaluated at the beginning of the following year. Outcome Indicator Reason for Setting target Target for 2003 Project Locations Indicator Current Indicator Value Indicator Value National Road 7: Target is to reduce of about 4hr/ 32.8 hr/yr/person person in 5 year s time(2007). Time Loss due to Congestion ’ 40.49 million hr/yr for the Reduction of 1hr/yr/person Mikawa bypass Target achievement that’s higher (Amount of congestion loss) than the annual average whole prefecture(2001) as it is the first year of the Key Plan for (￥121.1 billion/yr for the whole prefecture) National Road 13: Infrastructure Development Implement measures to eliminate and Elevation of Matsuoka Based on the New Yamagata No. of main congestion 30 points(2002) alleviate 6 points（3 points in Yamagata intersection Pref. Congestion Measures points (11 points in Yamagata urban areas) urban areas） Program(draft) Death & injury accidents Death & injury accidents National Road 112: 75.8 cases/100 million vehicle -km Target is to reduce by 7.5 cases Reduce to 74.3 cases/100 million vehicle -km Teppomachi underground Ratio of Death & yr(2001) （equivalent to about 8,380 cases/yr) /100 million vehicle-km in 5 yrs(2007) (8,546 cases/yr) pedestrian crossing Injury Accidents and Percentage of deaths Percentage of deaths 0.76person/100 million vehicle -km Percentage of deaths Coordinate with the target in Reduce to 0.75person/100 million vehicle-km National Road 286: yr(2001) Widening of Teppomachi Yamagata Pref. Traffic Safety Plan (86 persons/yr) (equivalent to 85 persons/yr) Akayu bypass( a section) Target indicator value set by taking the Motorway’s Share of development of motorways and 2.5% share（2001） 2.8% share Traffic 30% discount coupon tickets for introduction of 30% discount coupon tickests for expressways expressways into consideration Ratio of Roads Aim for 11% Designed for Winter 10.0% （1999） National Road 112: Kamozaka bypass National Road 458: Hasedo bypass Safety Target indicator value set by taking the progress of the project into National Road 7: mikawa bypass Ratio of Sections with Lower Aim for 38.0% consideration 39.0% (2002) Ordinary Prefectural Road: Driving Speed in Winter Higashinuma Naganuma Amarume route 〈Main projects to be Implemented to Achieve Goals (Sections scheduled for FY2003)〉

・National Road 7 Mikawa bypass ・National Road 112 Tsuruoka district power lineutility tunnel ・Major Regional Road: Yamagata Kaminoyama route(Kaminoyama section) ・National Road 7 Modification of Oomiya intersection ・National Road 112 Hinode sidwalk ・Major Regional Road: Yonezawa Takahata route(Takei section) ・National Road 13 Elevation of Matsuoka intersection ・National Road 113 Akayu bypass (a section) ・Major Regional Road: Mogamikishu route(Mukomachi section) ・National Road 13 Modification of Wago intersection ・National Road 286 Widening at Teppomachi ・Ordinary Prefectural Road: Higashinuma Naganuma Amarume route(Aoyama section) ・National Road 112 Teppomachi underground pedestrian crossing ・National Road 345 Modification of Izumicho intersection ・Major Regional Road: Kandakawakuchi route(Mukai section) ・National Road 112 Kamozaka bypass ・National Road 458 Hasedo bypass ・Urban Planning Road: Ishigakishioi route(Aioi section) 33 Setting up performance indicators for each region

22 prefectures have set up nearly 160 indicators (as of December 20, 2003) (About half of the indicators (80 indicators) are original ones for the regions concerned and different from those in nationwide performance plans) Examples of original regional indicators:

Ratio of sections where driving speed is reduced during winter Performance Plan 2003 for roads in Yamagata Pref.

Ratio of snow removal in school zones during winter Performance Plan 2003 for roads in Aomori Pref. Ratio of population arriving at advanced medical facilities for new born babies in 60 Performance Plan 2003 for minutes roads in Aomori Pref.

Ratio of safe areas for passing (automobiles and pedestrians) Performance Plan 2003 for roads in Niigata Pref.

Time required between seven areas and the city center Performance Plan 2003 for roads in Fukushima Pref.

Ratio of elimination of dangerous locations for disaster prevention. Performance Plan 2003 for roads in Nagano Pref.

Time loss (amount) due to reduction of driving services during winter. Performance Plan 2003 for roads in Akita Pref.

Performance Plan 2003 for Percentage of sidewalks with sufficient room in city area. roads in Toyama Pref.

Ratio of secured Ishikawa excursions. Performance Plan 2003 for roads in Ishikawa Pref. 34 ■ Formulating Reports on Degree of Achievement for the Fiscal Year 2003 and Performance Plans for the Fiscal Year 2004 by Regions

Congestion Loss reduced ■Situation of formulating reports and plans Morioka盛岡タイムス Times by ¥6 Billion. ７月２５日（日）(July 25, 2004) Iwate River and National Highway Work Office estimates Effects of Upgraded Roads. Already released. (As of July 28)

June 30 National Version June 30 Aichi Prefecture July 15 Akita Prefecture July 23 Iwate Prefecture July 27 Aomori Prefecture

Each region is planning to formulate and release reports in the future at any time.

* For reference: 32 prefectures and one region have already released the Performance Plans for the fiscal year 2003.

35 Regional Road Management Workshop

Regional Road Management Workshop is : • Annual workshop between planning division and regional road bureau (10 in total) • Discuss strategies of road management in each region. • Held in Feb. 2004 (the first time) : will be held in each Feb. and Jun.

Presentations from next page are examples of discussion in this workshop. (These data are not for disclosure basically.) 36 ■ Data-based Administrative Management (Taking road works in (3) as an example)

Flow of Administrative Points of Measures Management ① By providing information thoroughly, give Regional Bureaus incentive for reduction to road administrators • Survey of number of days under and specified companies. traffic control due to road works ② Index inquiry numbers to simplify specifying • To be reflected in project and searching information on road works. management ③ Add up and release immediately road work hours on directly controlled national highways.

Feedback Hours of road works (hours/km/annum) Report Each Name of Bureau 2002 Target for 2003 2003 Reduction rate Month (2002*0.96) (2003/2002) Hokkaido 116 111 104 0.90 Tohoku 166 159 140 0.84 Kanto 431 414 433 1.00 Hokuriku 191 183 178 0.93 MLIT Chubu 188 180 180 0.96 • Calculates hours of road works Kinki 241 231 228 0.95 Chugoku 215 206 207 0.96 per 1km (hours/km) and adds Releases Shikoku 185 178 151 0.82 up (plan). Kyushu 199 191 173 0.87 plan. Okinawa 381 366 333 0.87 Nationwide 201 193 186 0.93 (directly controlled)

37 ■ Obtaining Data in an Efficient Way Policy of improving the way to obtain indicator data in the Report on Degree of Achievement for FY2003 and the Performance Plan for FY2004

Applications Status Quo Improvements to daily Adding up data Time for Adding up data Time for

management Frequency (time) adding up Frequency (time) adding up

E very month (end of One month Each month (end of the month). Data on the month) later. traffic. Congestion data ¡ Each fiscal year (traffic counter data). 1.Time loss due to traffic congestion (congestion Three (March). (Congestion *In the future part of monitoring zones) months loss: monitoring probe data will be zones) later. added promptly Three One Each fiscal year Each month (end of 3. Hours of road work ¡ months month (March) the month) later later. Nationwide Each month (end of One week 2. Ratio of ETC usage Metropolitan Expressway ¡ the month) later Hanshin Expressway 4. Ratio of high standard road usage (Targeted Three Each fiscal year traffic that will be newly switched over to months (March) expressways during the current fiscal year) later 5. Ratio of roads with access to hub airports and Each fiscal year One month ports (March) later 6. Ratio of main cities in neighboring regions that Each fiscal year One month are connected to each other by an upgraded (March) later national road 7. % of people who are able to have a safe and Three pleasant drive into the city, the center of daily life, in Each fiscal year months (March) under 30 min later Three 12. Percentage of cities that have rescue routes Each fiscal year months covering a wide area in the event of disasters (March) later 11. Road structure maintenance Bridges Each fiscal year Three months ratio Pavement (March) later 14. Ratio of NO2 environmental goal achievement ¡ Each month (end of One week 14. R atio of SPM environmental goal achievement the month) later End of the 15. Achievement rate of required limits on nighttime Each fiscal year fiscal year noise (October-November) of survey 13. Reduction of CO2 emission 10. Ratio of death and injury due to road accidents ¡ Each month (end of One month the month) later 8. % of barrier-free main roads in the vicinity of Each fiscal year Three passenger facilities with a daily user volume of more (March) months than 5,000 9. Percentage of trunk roads in urban areas without Each fiscal year Three

utility poles (March) months Each fiscal year Three 16. Level of road user satisfaction months (June) later Each month. (Road Bureau). (End of the Each month (Road month) One month Bureau). One 17. Number of hits on homepage ¡ month Each quarter. later Each month (regional later (Regional Bureaus). bureaus) (End of the quarter) 38

7. Linking Outcome with Budget （introduction of performance based budget） 【Objective】 Significance of Outcome-Based Public Management of Road Administration ① Improving road administrative efficiency ＝ spreading “outcome-based” philosophy to all departments → reforming awareness of administrative employees ② Improving road administrative transparency ＝ Disclosing cost on “outcome” → rebuilding the trust between public and administration 【Method】 ①Construct “Cycle of Management” in which numerical targets are set every year, and the evaluation results are reflected ②Discretionary powers are given to the field office in exchange for strict evaluation of outcome

【Tasks for FY2003】 1st Stage 【Tasks for FY2004】 2nd Stage Specify the numerical targets for road administration Link the “Outcome” to the budget system and spending to start “outcome-based” public management advance “outcome-based” to the 2nd stage ① Introduction of ”Outcome-purchasing type on budget operation” （specify the outcome target at the submissions stage） Submission Execution

Before FY2002 Budget Evaluation Evaluation at the same time numerical target according to the Execution Declaration of outcome (set Reflect in Numerical submission budget targets Budget FY2003 After FY2004 Achievement Report

Performance Plan ②Shifting from “Budgeting by road type” to “Budgeting by performance”（concept image）

Budget for projects to achieve smoother traffic Budget for improving designated national roads Subsidize budget for improving national roads Budget for inter-regional collaborative projects Subsidize budget for modification of prefecture roads Budget for improving environment along roads Subsidize budget for street projects, etc. Maintenance budget for traffic safety facilities ・・NationalNational versionversion（（JulJul 2003 2003）） JunJun--JulJul 2004 2004 Etc.１ ・・RegionalRegional version version（（AugAug--SepSep 20032003）） 39 Outline of budgets considered performance targets

Items Requested amount for 2004 (Project cost）Budget amount for 2003 (Project cost) Ｒａｔｉｏ Related Indicators (A) Target amount for 2004 (B) Estimated amount for 2003 (A)/(B) Project cost for smooth transportation ¥847.7 billion ¥758.1 billion 1.12 Time loss due to congestion 580 million man hr/yr 590 million man hr/yr Project cost for regional alliance support ¥2,033.1 billion ¥1940.1 billion 1.05 13% 13% Ratio of high standard road usage (New switchover to 2.9 million unit kilo/day) (New switchover to 2.1 million unit kilo/day) Ratio of main cities in neighboring regions that are connected to each other by an upgraded national road 74% 73% Percentage of people able to have a safe and pleasant drive into the city, the center of daily life, in under 30 minutes 65% 64% Maintenance and repair project cost ¥279.2 billion ¥276.3 billion 1.01 Percentage of cities that have rescue routes covering a wide are a in the event of disasters 69% 68% bridge 88% 87% Road structure maintenance ratio pavement maintain current level 91% Project cost for promotion of transportation alliance ¥750.7 billion ¥648.8 billion 1.16 61% 61% Ratio of roads with access to hub airports and ports (access to 41 places) (access to 40 places) Project cost for improving roadside environment ¥126.4 billion ¥106.5 billion 1.19 Ratio of NO2 environmental goal achievement 70% 67% Ratio of SPM environmental goal achievement about 20% about 10% Achievement rate of required limits on nighttime noise 65% 63% Project cost for improving transportation safety facilities ¥520.4 billion ¥420.1 billion 1.21

Ratio of death and injury due to road accidents 114 incidents/100 million vehicle-km 116 incidents/100 million vehicle-km Percentage of main roads in the vicinity of passenger facilities with an average daily user 27% 21% volume of more than 5,000 Project cost for improving cable utility conduits ¥265.1 billion ¥222.8 billion 1.19 Percentage of trunk roads in urban area without telephone poles 10% 8%

40 ■ Data-based Administrative Decision (Taking traffic safety in (1) as an example)

Basic View Ratio of rate casualty accidents Pick out sections, which have lots of problems, using priority indication system (curve of rate 10 of accidents). Example: Pick out sections which recorded casualty accidents twice as Sections where priority Example 1: Study 死 high as, or more, the percentage average for measures重点対策区間 should be taken 傷 using other indicators 事 each prefecture. 故 5 率 such as fatality rate 比 Ratio of rate of casualty accidents基準となる死傷事故率比 used for benchmark Average平均死傷事故率 rate of casualty accidents

0 Total累積区間数 number of sections Priority indication system Measures to cope with local circumstances (curve of rate of accidents) To further projects efficiently and Example 2: In snowy effectively, classify crossings and areas, study accident single roads where the form of rate during winter accidents that occur differ. After Plan and implement measures against accidents that, divide them into a fixed section and arrange them in the Study comprehensively regional order of high rate of fatal circumstances and modes of accidents that accidents. The system indicates occurred in the sections picked out and plan places where priority measures and implement specific measures to be should be taken. carried out in the said sections.

41 Outline of "Probe Car Survey"

·· RealReal-time-time collection collection of of running running speed speed data data by by route route ·· SummationSummation of of daily daily real real-time-time data data by by weekday/weekend, weekday/weekend, type type of of car, car, direction, direction, etc. etc. allow allowss calculationcalculation of of the the outcome outcome indicators indicators and and application application to to project projectevaluation.evaluation.

Analysis

GPS antenna

Vehicle speed signal GPS signal Vehicle Communicator

Data collection server Communication network

42 Data Tabulation System

••ProbeProbe Information Information System System consists consists of of “ National“National Data Data Tabulation Tabulation System System””andand “ Local“Local Office Office Data Data ProcessingProcessing System, System,””whichwhich are are connected connected with with high high speed speed optical optical network. network. ••CalculationCalculation results results of of the the total total loss loss due due to to congestion congestion can can be be v viewediewed though though the the MLIT* MLIT* website. website. *MLIT:*MLIT: Ministry Ministry of of Land, Land, Infrastructure, Infrastructure, and and Transport Transport

National Data Tabulation Local Office Data System Processing System Regional Office ・Disclosure MLIT System Area System Area Data confirmed Data ・Data Data confirmed by Data Regional by local office collected Utilization and sent to through confirmed on Development Offices Data Data National system Probe cars national level Transmission and sent to MLIT Transmission system area

Network Client PC at Local office Client PC at MLIT Client PC at Regional Data can be Development Office viewed through MLIT website

43 Example of finding trouble spots by means of congestion loss data (Kanto area)

l Time lost due to congestion by area (Nationwide 3.81 billion person-hours, Kanto 1.239 billion person-hours)

Proportion of nationwide time lost due to congestion by area l Time lost due to congestion (million person-hours) 23% Greater Tokyo 3 21% Greater Tokyo (Metropolis + 3 Prefectures) 881 Within Ken’odo Within Ken’odo Road 793 2 Within Outer Ring Road 355 10% Within Outer Ring 1 44 0 1000 2000 3000 4000 An example of finding trouble spots by means of congestion loss data (Kanto, National Route 16)

Chiba Kashiwa Line Tohoku Expressway (Kashiwa section) Iwatsuki IC

Chiba Kashiwa Line (Chiba section)

Yokohama Machida two-level crossing

National Route 16 Kashiwa section 1,400.0 Average for the directly controlled roads Chiba section under jurisdiction of Kanto: 148.3 (1,000 person hour/yearly km) 1,200.0 Iwatsuki IC

1,000.0 Yokohama Machida

800.0

600.0

400.0

200.0 Time loss due to congestion/km (1,000 person hour/yearly km) 0.0 Start End 45 Kanagawa Tokyo Saitama Chiba Detailed analysis of individual leg (Traffic speed on time-space diagram)

A.M. P.M. (hr)(時) A.M. P.M. (hr)(時) 7 8 9 10 11 12 13 14 15 16 17 18 7 8 9 10 11 12 13 14 15 16 17 18 （ｋｍ /h）

SouthSouth toto NorthNorth NorthNorth toto SouthSouth

Yume -Town Shopping Center

area that traffic speed is slow

46 Diffusion of Management in the Execution Process - Analysis of the Effects of a Project Using Congestion Data -

lBefore the project

(Travel speed)

Congestion time loss 8km/h ¥149 million per year 10km/h

12km/h

15km/h

20km/h Standard travel speed 0 2 3 1 4 30km/h （km） Bridge Ariake lAfter the project (Travel speed)

8km/h

Congestion time loss ¥43 million per year 10km/h 12km/h

15km/h

20km/h Standard travel speed 0 1 2 3 4 30km/h （km） Ariake Bridge

To Niigata University To Niigata Station Route 116

* Source: post-evaluation of the improvement work of an intersection on Ariake Bridge, Niigata City (opened to traffic in 2001) 47 Understanding the effect of a toll road discount experiment

Change in amounts of congestion loss (before and during the experiment)

Before the experiment During the experiment about 600,000/day Reduction in ¥ Expressway, etc. revenue on Joban

：12 百万円/ 日～ ：12 百万円/ 日～ ：8百万～12 百万円/日 ：8百万～12 百万円/日 ：4百万～ 8 百万円/日 ：4百万～ 8 百万円/日 ：0～ 4百万円/日 ：0～ 4百万円/日 Congestion loss on National Route 6 improved by ¥14.7 million/day Amount of congestion loss: About Amount of congestion loss: About ¥51.2 million/day ¥36.5 million/day

Before the experiment: Wednesday, October 29, n 常磐道等の減収額は約60万円/日 {減収額＝∑(実験前の車種区分毎ｲﾝﾀｰﾍﾟｱ台数×通常料金)-∑(実験中の車種区分毎ｲﾝﾀｰﾍﾟｱ台数×実験料金)} 2003 n 国道6号等の渋滞損失額は1,470万円/日 改善 After the experiment: average of Wednesday, ⇒常磐道等の減収を大幅に上回る一般道路の渋滞緩和効果 November 19 and December 3, 2003

48 AnalysisAnalysis ofof thethe effecteffect ofof anan individualindividual projectproject inin whichwhich datadata wewerere usedused (e.g.(e.g. Tohoku)Tohoku)

●Change in congestion time loss 3 million people- hours/year 15 million people- 12 million people- hours/year hours/year

Before opening After opening

New Section

4949 Analysis of Status Quo with 3D Map From Version of Performance Plan 398.34 incidents/100 million yearly vehicle km 347.30 incidents/100 million yearly vehicle km 332.82 incidents/100 million yearly vehicle km 316.93 incidents/100 million yearly vehicle km Concentrated in 309.92 incidents/100 Matsuyama City area Time loss due to congestion million yearly vehicle km

Unit: person hour/yearly km

宇和町 東予市

新居浜市

土居町

Lot of accidents occurred in the city areas of local Explanatory notes regions (rate of casualty accidents). 200 incidents/more than 100 million yearly vehicle km 100 incidents/more than 100 million yearly vehicle km. High casualty accident rate in the central part of the city area 100 incidents/less than 100 million of Matsuyama and the city areas of local regions yearly vehicle km. Time loss due to traffic congestion. Matsuyama City area 50