Transportation Engineering

1st TERM 2019

16:20-17:50, Every Monday & Wednesday
@IDEC204

Lecturer: Akimasa FUJIWARA, afujiw@

TA: Takatoshi MORIWAKI, m186659@
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 Course Objectives
The students will learn the basic theories about the
development process of transportation infrastructure (i.e.
highway and public transportation systems) and
transport policies to realize safer and smoother traffic
and less environmental loads.

2
 Schedule
April 8 Introduction and overview of transport history in Japan
April 10 Traffic flow and highway capacity
April 15 Intersection design
April 17 No class
April 22 No class
April 24 Road planning in neighborhood and traffic calming
May 8 Pedestrian and bicycle
May 13 Public transport planning
May 15 Demand responsive transport policies
May 20 No class
May 22 Air quality, noise and energy
May 27 Transportation demand management
May 29 Traffic safety & ITS
June 3 Universal design and barrier free in transport
June 5 Autonomous vehicle and smart city
June 10 Transportation-related big data 3
 History of Japanese Roads
http://www.mlit.go.jp/en/statistics/white-paper-mlit-2015.html

A nationwide highway network was established during the Edo era

based on five major highways. The hustle and bustle of Nihonbashi in
Edo, a key point in this network, was captured in this wood print by
the master Ukiyoe artist Hiroshige Ando.

4
Highway Network in Japan
• 378,000 sq-km of land, a substantial 70%
is mountainous.
• More than 120 million people live in a
society with one of the highest population
densities in the world.
• Total length of highway is 9,165 km.

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6
Age of Modernization
(from Meiji Restoration to 1950s)
This color print is a depiction of Ginza Street in Tokyo in the Meiji
Period, bustling with horse-drawn street car an carriage traffic. The
age of vehicle traffic arrived in Japan belatedly.

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In the Meiji Era(1868~1912), railway technology was imported from Europe.
During the same period, efforts to modernize roads was started. Unlike China
and Europe, however, Japan did not have a tradition of carriage traffic during
the Middle Ages. It was impossible to transform the ancient roads designed
strictly for the passage of people and horses into modern roads in a single
step. Roads, which had been beautifully maintained in terms of both scenery
and structure until the Meiji Era, started to deteriorate under the burden of
more modern, horse-drawn and human-powered vehicles (rickshaws).

Arthur Crow, who visited Japan in 1881, wrote his observation as follows in
Highways and Byeways in Japan, "The Tokaido is in a dreadfully bad state,
with ruts and holes large enough almost to swallow a cart, and yet traffic is
very large, both in horse and man-power vehicles."

The reason for the lack of road improvement was the decision by the Meiji
government to give rail and sea transport top priority in the development of
transportation systems. This decision was influenced by a strong desire to
catch up with the advanced nations of the West as quickly as possible.
Because of this, it was not until the post-World War II period that Japanese
roads were truly modernized. In 1945, Japan was defeated, and the nation lay
in ruins. In order to speed the recovery of the nation and society, full-scale
road improvements were commenced together with the reconstruction of the
railway network.
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Age of High Efficiency Networks
(from 1950s ~ today)
In 1950's, the level of road development was still very low in Japan.
After a rainstorm, it was not a rare sight to see cars stuck in the
muddy roads.

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Automobiles enjoyed remarkable popularity as the economy recovered and
the standard of living improved. At the end of World War II, the number of
motor vehicles stood at 130,000 vehicles. By 1951, the total reached 500,000
vehicles, then doubled to one million in 1953, and doubled again to two
million in 1957.

The Age of Motorization had arrived in Japan; however, Ralph J. Watkins, an

economist invited by the Japanese government to conduct research for the
Meishin Expressway wrote in the report in 1956, "The roads of Japan are
incredibly bad. No other industrial nation has so completely neglected its
highway system.“ He went on to point out that the 1st 5-year Road
Improvement Program which had started only two years earlier in 1954 had
to be at least tripled in scale.

The road conditions in those days were indeed terrible. Even among first-
class national highways, which comprise the most essential trunk road
network, only 23% of the total were paved. Only two-thirds of National
Highway Route 1 which links Tokyo with Osaka was paved. The Japanese
government accepted Mr. Watkins's proposals and immediately put them into
practice.

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The first expressway in Japan was the Meishin Expressway which
opened in 1963. Road construction traditions from ancient Japan
were incorporated in the well-cared landscaping of median strips
and the selection of sites with beautiful scenery for the location of
service areas.
Japan has entered the full-fledged age of expressways. The length
of expressways is steady increasing year by year.

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Improving the Roads of 21st Century
(The Age of a Safe and Comfortable Smart Way)

New traffic systems utilizing high technology are under

development.
The picture shows how the experiment of Advanced Cruise-Assist
Highway System(AHS) is made.

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Considering the role of roads in 19th and 20th century, the question was asked. The
question is "How do we correspond with industrial civilization which bring us rich and
large consuming mass society represented by cars? "
And now, at the end of 20th century and the beginning of next century, we have to
answer another question. That is "How do we correspond with the negative legacy---
motor accidents, congestions and air pollution, which were brought by traffic progress in
20th century?" Dissolving the negative legacy and creating new values are the luggage
we have to hold to the future. And, maybe, the answer would be exist in the
telecommunication technology with remarkable progress. This new technology is
beginning to show the possibility to unite human, road and car. And also the possibility
to make cars to safe and comfortable space.

The new road for dissolving the problems road in 20th century held, creating new
industries and employments which are suitable for the telecommunication society,
useful for the ecological improvement and making peoples lives safe and vital. These
are the goals of the New 5-year Road Improvement and Management Program.

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Effects of Road Investment

– Economical growth
– Car ownership
– Accessibility to Local Areas
– Safety and Security
– Manufacturing Companies
– Environment
– Traffic accidents
– Hierarchical Structure of Roads

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Economical growth
(100 million VKT) (100billion yen)
Vehicle kilometers of travel

Vehicle kilometers of travel

1955 60 65 70 75 80 85 90 95 2000 year

15
Car Ownership vs Road Length

(km/1000 vehicles)

73.6 million
(39.7)

Road length per 1000 vehicles

Growth rate of car ownership

28.4 km/1000 vehicles

Growth rate of car ownership

Road length
(km/1000 vehicles)

289,683km
(5.5)
1.8 million
52,561 km

Road length 3.9 km/1000 vehicles

1959 62 65 68 71 74 77 80 83 86 89 92 95 98 99 2000 01 02 year

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Accessibility to Local Areas

1985
1985 2000
2000
Delivery areas within the Delivery areas within the
Shimokita
next day from Nagoya next day from Nagoya
(center of the island) (center of the island)
Kesennuma

Shimonoseki

Nagoya

Kimotsuki

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Safety and Security

# of conveyance Travel time to hospital

to hospital from Toyama to Gifu
After opening
of highway 2000
Before opening
of highway 1999 Before 3 hour

After 2 hour

1 hour
shorten

0 60 120 180 240 min.

1998 1999 2000 year

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Invitation of Manufacturing Companies
50km~
30~40km 3.8%
3.3%
20~30km
5.7%

10~20km
18.9%

~10km
68.4%

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Environment
Changes in CO2 emissions
from transport sector

Without road Road network

improvement improvement
CO2 emissions (million ton)

296 million t

With road Low emission

improvement Vehicle Dev.
46 million t 20.6 mil. t

Efficient traffic flow

8.9 mil. t
250 million t
With additional Modal shift/ efficient
countermeasures logistics 9.1 mil. t

Public transport
211 million t use 8.9 mil. t
Others 1.5 mil. t
1990 1995 2000 2005 2010 year

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Traffic accidents
947,993 (2003)

16,765 (1970)
worst during the past

# of accidents

# of accidents
11,451 (1992)
# of death

mortality

7,702 (2003)
8,466 (1979)

1955 60 65 70 75 80 85 90 95 2000 05 year

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Hierarchical Structure of Roads
1. National Expressways National Government (JH) Direct Government Control
7,641km (0.6%) National Government National government designs
and constructs through city
2. National Highways Designed Sections 22,787km planning decisions reflecting
54,736km (4.5%) Others 31,949km relevant local governments

3. Prefectural Roads Projects Subsidized by

129,393km (10.7%) National Government

Independent Projects by
Local Governments
4. Municipal Roads
1,012,088km (84.1%)

Total Length 1,203,858km

Transport planning in Hiroshima
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The peace city of Hiroshima
Source: Hiroshima City

Ota-gawa River

1589 Construction of
Hiroshima Castle

1889 Construction of
Hiroshima Port

1945 (August 6)
Atomic bombing in Hiroshima

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History
History of of City inDevelopment
Transport
Hiroshima
Prior World War II
1898 Municipalization of Hiroshima City (area:
26.95 km2, population: 83,387)/
Construction of Ujina Port completed
1894 Sanyo Railway extended to Hiroshima/
Electric lighting installed
1899 Water supply connected
1901 Telephone system installed
1903 Bus operated
1910 Town gas supply established
1912 Tramway network commenced operation
1923 Original Town Planning Law applied
1925 Town Planning Jurisdiction designed
1927 Zoning designed
1928 29 trunk roads designed/ Radio
broadcasting stared/ City bus services
launched
1945 Atomic bombing
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Damage caused by the Atomic Bombing
Mushroom Cloud
（Photo taken around 9:00
a.m. on August 6, 1945）

Exploded at an altitude of 600

meters above ground
Energy = 16 kilotons of TNT

Source: Hiroshima City 26

Areas Destroyed by the Atomic Bomb

Totally collapsed
and burned
2 ｋｍ

4 ｋｍ Totally collapsed

140,000±10,000 people died

by the end of 1945

Source: Hiroshima City 27

History
History of of City inResilience
Transport
Hiroshima
Post World War II
1946 Reconstruction Plan drown up
1949 Hiroshima Peace Memorial City Construction Law
enacted
1951 The 6th National Athletic Game held
1952 Construction roads with Town Planning Law
1953 Water and sewerage systems completely restored
1956 Television broadcasting commenced
1964 Population exceeded 500,000
1965 Peace Boulevard completed
1967 Atomic Bomb Dome preservation work completed
1968 New Town Planning Law enacted
1971 Urbanization Promotion Area and Urbanization
Control Area designed
1973 Zoning for certain uses (8 types) designed
1975 New bullet train expanded to Hiroshima
1978 New City Master Plan established
1980 A government ordinance-designed city
1985 Population past one-million mark
Centenary of City’s municipalization/ 3rd City Master
Plan
1994 New Transit System “Astramline” opened/ 12th Asian
Games held
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1998 City Freeway Network Plan approved
Aioi Bridge and the West of the Hypocenter

Source: Hiroshima City, 株式会社ナック映像センター 29

A-bomb Dome and the South of the Hypocenter

Source: Hiroshima City, 株式会社ナック映像センター 30

A-bomb Dome and the South of the Hypocenter

Source: Hiroshima City 31

Survival of Tramway
• All actors (government,
firms and citizens)
fermented a standard
(philosophy) during the
resilience process in the
dark

• The fact must have

significantly affected the
survival of tramways in
Hiroshima

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Rehabilitation from the A-Bombing
Peace Memorial Park

A-bomb Dome

Cenotaph for the A-Bomb Victims

Peace Memorial Museum

Peace Boulevard
Source: Hiroshima City 33
Rehabilitation from the A-Bombing
Peace Boulevard from Hiji-yama Hill Source: Hiroshima City

Green Space Green Space

21.5m 23.5m

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Rehabilitation from the A-Bombing
Source: Hiroshima City
Population and city area

A-bombing
Approx. 1.18
million

Approx. 420
thousand

Approx. 140
thousand

Area
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Moving Transport Museum

From Osaka (900 model) From Kobe (570 model) From Kyoto (1900
model)

From Dortmund (70 model) Replica from early days (100 model) Hanover
(model 200)

In order to use larger vehicles, 111 streetcar vehicles were purchased

from Osaka, Kobe, Kyoto, Kita Kyushu, and Fukuoka in 1965, and also
from Dortmund and Hanover, Germany.
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 Transport
Current Network
Transport Network
New transit system
Astram Line
Hiroshima IC
Sanyo Expressway
Hiroshima Seifushinto IC
Hiroshima Higashi IC
Itsukaichi IC City
Expressway R4

City
Expressway R5 City
New transit system Expressway R1
SS line

City
New transit system Expressway R2
EW line New transit system Legend
SN line Intercity expressway
Existing roads

City exp.
City Non-
existing
roads
Under
const.

Expressway R3 Planned
Streetcars Existing
Railway Rapid
transit Planned
Tramline
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 Traffic Congestion Modal split
Rail, 6.4%
Car OD Heavy congestions
flows at morning peak
1
Bus
Car, 43.6
Others
12.5 33.9
Trams, 3.6%
0% 20% 40% 60% 80% 100%

Average # of passengers
of bus 7:00-9:00am
passengers/bus
60 (78.2%)
50
(56.5%) 46.9 (51.1%) (46.1%) (56.3%)
40
33.9 30.6 33.8
30 27.7
20

Travel time
10

loss West NW NE E+S Total

Commuting
Route 2 trips
Route 54

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Public Transport Networks

New Transit System

(Astram line)

JR line

Streetcars
(tramway)

JR line
40
Public Transport Networks

Hiroshima St.
Nishi-Hiroshima St.

Source: Hiroshima City 41

Railway and Streetcars

8 routes, 77 stops
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 in ten
thousan
ds

Hiroden: １３１ vehicles Hiroden: 37,590 thousand

As of the end of Fiscal Year 2011

Note: “Hiroden” is an abbreviation of the Hiroshima Electric Railway
Company.
Source: Hiroshima City 43
 in ten
thousan
ds

Hiroden: １３１ vehicles Hiroden: 37,590 thousand

As of the end of Fiscal Year 2011

Note: “Hiroden” is an abbreviation of the Hiroshima Electric Railway
Company.
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Source: Hiroshima City
Number of Bus Passengers
in Hiroshima
All Public Transports

Bus

JR

Tram

Light Railway 45
Source: Hiroshima City
 Number of Passengers:
Hiroshima Electric Co.
*103 per day Local police prohibited
private cars entering
6000 streetcar lines
in December, 1971

5000
Bus city

4000
Streetcars

3000

Bus suburb
2000

1000 Railway

0
65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02
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Survival of the Streetcar
1945-1960: Economic Growth
• Boosted by the high economic growth, the streetcar operation also enjoyed a
steady growth until the arrival of motorization around 1960.
1960-1971: Decrease due to Motorization
• Partly due to the traffic congestion caused by cars and trucks, the number of
streetcar passengers began to decline after 1966, “my-car age” in Japan,
from 53,720,000 in the peak year of 1966 to 42,130,000 in 1971.
• In many cities, streetcars were replaced by subways and other modes of
public Transport. Hiroshima Electric Railway Co., Ltd., was one of the few
streetcar operators that insisted on keeping the streetcars.
1971-1994: Revival by Efforts
• In December 1971, the Prefectural Public Safety Commission set a new traffic
rule that prohibited automobiles from entering the streetcar tracks so that the
streetcars operated more punctually. This helped to increase the number of
streetcar passengers to 45,650,000 in 1994.
1995-2005: New Challenges
• The number began to decline again after that because of a slowdown in
spending resulting from the aftermath of the “bubble” economy.
• The improvement of Transport nodes and the addition of a new route resulted
in greater accessibility to and from the central part of the city. This has
effectively reduced the speed of the decline in the number of streetcar
passengers.

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Subsidy for bus

48
Urban Redevelopments
around Railway Station
Futaba-no-sato Urban
Readjustment Project
Wakakusa-cho
Urban Redevelopment Project

Hiroshima Station Walkway

Block A Urban
Redevelopment Project

Site for Block C Urban

Kyobashi-gawa River

Redevelopment Project

Site for Block B Urban

LRT Shortcut Route
Redevelopment Project49
14
Source: Hiroshima City
Urban Redevelopments
around Railway Station
Block B Block A

Block C

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Grand Design of National Spatial
Development towards 2050
Creation of a country generating diverse synergies among regions

“Compact” and “Network”

①Effective service delivery of high quality
②Creation of new values

Exchange of people,
Region A Region B
goods and information

Compact and networking

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Relation between JR Stations and the Center Core

Yokogawa St.

Hakushima New St.

Nishi-Hiroshima St. Hiroshima St.

Center
Core
：Hiroshima Electric Railway (Tram) ：ＪＲ West Lines
：Hiroshima Electric Railway (Rail) ：Astramline (New Transit)

Source: Hiroshima City 54

Hierarchical structure of Public Networks
Bus network master plan in Hiroshima

Function
Hierarchical Public Networks
Trunk Route Bus - Speed
- Capacity
- Punctuality

Scheduled Route Bus in city

center

Scheduled Bus to suburb

Community bus

- Sustainability
- Flexibility
Quality of serves

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