Roads in Japan: Road Bureau Ministry of Land, Infrastructure, Transport and Tourism

2015
Road Bureau
Ministry of Land, Infrastructure, Transport and Tourism
http://www.mlit.go.jp/road/road_e/index_e.html
2015
ROADS IN JAPAN
C O N T E N T S Chapter
Road Administration
Chapter 1 Road Administration in Japan
Types of Road ………………………………………………………………… 2
Administrative Organization ………………………………………………… 8
Planning and Implementation of Projects
………………………………………… 12
in
Administrative Management ………………………………………………… 19
Japan
Chapter 2 Safety and Security
Road Safety …………………………………………………………………… 22
Asset Management …………………………………………………………… 25
Disaster Prevention …………………………………………………………… 29
Chapter 3 Efficiency and Comfort

ITS (Intelligent Transport Systems) ………………………………………… 32
Livability Enhancement ……………………………………………………… 38
Environmental Measures …………………………………………………… 40
Michi-no-Eki (Rest Areas) …………………………………………………… 41
Chapter 4 Advanced Road Technologies

Tunnels ………………………………………………………………………… 44
Bridges ………………………………………………………………………… 45
Pavement ……………………………………………………………………… 46
Appendix
History of Roads in Japan ……………………………………………………… 48
Technical Standards …………………………………………………………… 54
Statistics…………………………………………………………………………… 72
Photographs provided by:

East Nippon Expressway Co., Ltd., Metropolitan Expressway Co., Ltd., Hanshin Expressway., Ltd., and Honshu-Shikoku Bridge Expressway Co., Ltd., unless otherwise indicated.
1
Types of Road
This chapter describes road types which are administrated differently by the national government,
Cost sharing of roads
Roads in Japan are classified into National Highways, National Expressways, Prefectural Roads and Municipal Roads depending on
prefectural governments, municipal governments and expressway companies. It also explains how
their road administators. The burden sharing for development/improvement and maintenance/repair activities is different based on
their development/improvement and maintenance/repair costs are secured along with the corre- this classification.
lated governing acts.
■Burden sharing in road development projects
Road Burden Burden Sharing
Various types of roads in Japan Road Type
Administrator is carried by Development/improvement Maintenance/repair
Development, improvement and repair activities are carried out using
The Road Act of Japan classifies “Roads” into several categories; National Highways, National Expressways, Prefectural Roads and Expressway a loan. The debt and management expense are repaid with toll
Toll Companies revenue
Municipal Roads. In addition to the roads defined by the Road Act, there are various roads such as private roads, farm roads and Minister*1 Article 3 & 4 of the Act on Special Measures
(NEXCOs) concerning Road Construction and Improvement
National Article 6 of the National
forest roads. Expressway Expressway Act National Gov : 3/4 National Gov : 10/10
Under National Gov. Prefectural Gov*2 : 1/4
jurisdiction Article 20 of the National
Prefectures*2
■Roads in Japan
Article 20 of the National Expressway Act
of MLIT Expressway Act
<Development/improvement>
Private roads Under Minister*1
National Gov. National Gov : 2/3 National Gov : 10/10
jurisdiction Article 12 of the Road Act Prefectural Gov*2 : 1/3 Article 49 of the Road Act
<Maintenance, Repair and Prefectures*2 Article 50 of the Road Act
National of MLIT
other management>
“Roads” defined in the Highway Designated section :
Old local roads Minister*1
Maintenance*3
Road Transport Act National Gov : 1/2 : Prefectural Gov*2
Under Other : National Gov. Article 49 of the Road Act
jurisdiction Prefecture*2 Prefectures*2 Prefectural Gov*2 : 1/2 Repair : Can be subsidized
of Pref.*2 Section 13 of the Road Act Article 50 of the Road Act up to 1/2 by National Gov
Article 56 of the Road Act
Maintenance*3
Prefectural Prefecture*2 Can be subsided up to 1/2 : Prefectural Gov*2
“Roads” in Port and Article 12 and 13 of the Road Act Prefectures*2 by National Gov Article 49 of the Road Act
Roads Farm roads Road Repair : Can be subsidized
Harbor Act Article 56 of the Road Act 1/2 by National Gov
Article 1 of the Road Repair Act
Maintenance*3 : Municipalities
Municipality Can be subsided up to 1/2 Article 49 of the Road Act
Municipal Municipalities by National Gov Repair : Can be subsidized
Road Article 16 of the Road Act 1/2 by National Gov
Article 56 of the Road Act Article 1 of the Road Repair Act
Parkway/Garden paths Forest roads
*1 “Minister” refers to Minister of Land, Infrastructure, Transport and Tourism. *2 “Prefecture” includes ordinance-designated cities. *3 “Maintenance” includes repairs.
Note: Some national highways, prefectural roads, and municipal roads are maintained by Expressway Companies or Road Public Corporations.
“Roads” in Road Act

Lengths and travels by road type
Expressways account for only 0.7% of the total road length, while they account for 9% of the total travel in vehicle kilometers and
play a significant role in road traffic.
■Classification under Article 3 of the Road Act ■Length traveled classified by road type
What is a “Road” from a legal perspective? 0.7 1.9 2.6
A “road” is defined in the Road Act. ■National Expressway 1. National Expressway

L=8,358.3 km (0.7%) National Expressway
Arterial High-standard Highway
Length 10.6 84.3
In this Act, a “road” is defined as a thoroughfare that is open
to public use and is classified into the following types, 2. National Highway (under jurisdiction of MLIT) National Highway with access control
L=23,516.8km
under Article 3 Road Types: L=55,432.2km (4.6%)
■
(under jurisdiction
1)National Expressways*1 National Highway of Prefectures)
L=31,915.4km Total Vehicle km 9.0 18.5 12.7 32.6 27.2
2)National Highways*2 (all vehicles)
3)Prefectural Roads*3
4)Municipal Roads*4 3. Prefectural Road
L=129,374.9km (10.6%) Total Vehicle km
13.3 22.1 13.1 31.9 19.5
(freight vehicles)
0% 20% 40% 60% 80% 100%
4. Municipal Road National Expressway National Highway National Highway

(under jurisdiction of pref.)
(under jurisdiction of MLIT)
Ichinomiya Interchange L=1,023,962.4km (84.3%)
National Highway No 20
On Meishin Expressway Prefectural Road Municipal Road
Definition:
*1: National Expressways form the strategic traffic network for automobiles across the country and connect areas of political/economical/cultural importance or areas that are Note:
critical to national interest. (Article 4 of the National Expressway Act) Data about road length is from “Annual Report of Road Statistics 2013”.
*2: Together with National Expressways, National Highways form the strategic road network for the nation and meet the legal requirements. (Article 5 of the Road Act) Total Length = 1,217,127 km** **iincludes very narrow roads. Total length of roads with enough
width to pass a car coming the other way (i.e. 5.5m wide) is only
Data about vehicle km traveled is from “Road Traffic Census 2005” and
“Annual Report of Automobile Transport 2005”.
*3: Prefectural Roads form the regional arterial road network and meet legal requirements (Article 7 of the Road Act) about 340,000km. Data current as of Mar 2009 for National Expressways.
As of 2013 April 1 Data current as of April 1, 2007 for all other roads.
*4: Municipal Roads serve as a road network within a municipal jurisdiction. (Article 8 of the Road Act)
2 3
Classification of arterial high-standard highway system Arterial high-standard highway network

Arterial high-standard highways were created as a part of the rapid surface transport network across the country. Arterial high-standard highways, which consist mainly of expressways, have been developed throughout the country.
The total planned length is 14,000km
■Arterial high-standard highway network
■Classification of arterial high-standard highway system
[System]
Arterial High-standard Highway* (Total length : about 14,000km)
National Expressway National Highway with access control

(Total length : about 11,520km) (Total length : about 2,480km)
[Procedure]
Proposed route Decision by Minister of Land,

Infrastructure, Transport and Tourism
Legally determined in the National
Development Master Plan
Arterial Express Construction Act [ 2,480 km]
[11,520 km]
Basic Plan Basic Plan

Decided by the Minister of Land, Infrastructure, Decided by the Minister of Land, Infrastructure,
Transport and Tourism after a discussion in the National Transport and Tourism after a discussion in the Panel on
Development of Arterial Automobile Roads Panel Infrastructure Development (March 2009)
Development Plan Development Plan

Burden sharing of arterial high-standard highways
Decided by the Minister of Land, Infrastructure, Decided by the Minister of Land, Infrastructure,
Transport and Tourism after a discussion in the National Transport and Tourism after a discussion in the Panel on As of April 2012, about 10,000 km of arterial high-standard highways are in service. There are two types of highways in Japan:
Development of Arterial Automobile Roads Panel Infrastructure Development (March 2009)
one is tolled highways and the other free highways.
Red lines indicate tolled highways in service or under contemplation, while blue and green ones indicate partly or fully financed
by tax money because of insufficient profitability.
Section that is under

direct jurisdiction of
Toll section Toll rate based on the individual highway
profitability ■Arterial high-standard highway network burden-sharing
national government Developed as both a public works project
and a toll road project
Difficult to make profitable Distant-base toll system Projects mainly developed under the jurisdiction
Financed by national and local Throughout the nation of the national government
governments Use a pool system,
Toll-free which integrates more
than one road in the redemption
calculation.
* Planned as a strategic high-speed surface traffic network in ”the Fifth Comprehensive National Development Plan”
(decided by the Cabinet on June 30 1987 and “Grand Design of Japan for the 21st century” (decided by the Cabinet on Mar 31 1998).
4 5
Toll road system in Japan Privatization of highway public corporation

Rapid motorization accompanied by economic growth demanded networks of expressways and the government didn't have -Secure the repayment of interest-bearing debts amounting to about 40 trillion JPY.
sufficient tax revenue to finance expressway development. That's why "Toll road system" was introduced. This system enables to -Construct, without delay, genuinely needed expressways with minimum fiscal burden on the general public, while paying due
repay the maintenance costs and construction debts of particular roads with the toll revenues that are collected from the road users. respect to the autonomy of the Companies.
-Offer diverse and flexible prices and services for expressway users by utilizing the private sector’s know-how.
■Introduction to the toll road system in Japan

In response to the rapidly increasing traffic demand after World War II, immediate road development was ■Organizational chart after privatization
necessary. However, additional financial resources were required , so two systems were developed
Metropolitan Expressway Hanshin Expressway Honshu-Shikoku
Japan Highway Public Corporation (JHPC) Public Corporation Public Corporation Bridge Authority
Earmarking gasoline taxes for road development
A Toll Road System

Private Company Construction, Operation and Toll-collection
Metropolitan Expressway Hanshin Expressway Honshu-Shikoku Bridge
In 1952, the Act on Special Measures concerning Road Construction and Improvement was enacted. NEXCO* East NEXCO Central NEXCO West Company Ltd. Company Ltd. Expressway CompanyLtd.
The toll road system was introduced on public roads across the country. Will be merged with NEXCO West after business stabilizes
(Project proponent: National, prefectural or municipal governments act as a road administrator.)
Agency Holding of expressways and repayment of debt
In order to expand the current toll road system, as part of the measure to immediately develop roads across the country, an organization
needs to be established so that private funds will be widely introduced and comprehensive, efficient operations will be carried out. As such,
in 1955 the Road Council recommended the creation of the Japan Highway Public Corporation (JHPC, provisional name).
Japan Expressway Holding and Debt Repayment Agency
In 1956, a full-fledged revision of the Act on Special Measures concerning Road Construction and Privatization was based on the following acts
-Expressway Company Law
Improvement Act on Japan Highway Public Corporation was enacted.
-Japan Expressway Holding and Debt Repayment Agency Law
In 1959, the Act on the Metropolitan Expressway Public Corporation was enacted. -Law Regarding the Development of Highway-Related Laws in Connection with the Privatization of the Japan Highway Public Corporation
In 1962, the Act on the Hanshin Expressway Public Corporation was enacted. -Act for Enforcement of Acts Related to Privatization of the Japan Highway Public Corporation, etc.
In 1970, the Act on the Honsyu-Shikoku Bridge Authority was enacted. *NEXCO: Nippon Expressway Company
Pool system Business scheme

-Expressway Companies are responsible for the construction of new roads which are funded through loans, before transferring the
After the partial opening of the Meishin Expressway in 1963, a 3,400km plan, based on individual profitability, was developed and
expressway assets and the corresponding debts to the responsible Agency.
formulated by March 1972. By that time, 8 expressways, about 710km had been developed, including the Tomei Expressway and
-The Agency is then responsible for completing the repayment of debts within 45 years, using the revenue earned from the roads.
Chuou Expressway.
1972 Road Council Recommendation ■Business scheme

1) Expressways should create an arterial traffic network, wherein they connect to each other throughout the country.
Each link is not necessarily considered independent and, therefore, the toll rates should remain consistent and Expressway Agency Agency
integrated. Companies (Ensures that repayment is
(Carries out effective operations ) completed in 45 years)
2) Under circumstances where development costs are affected largely by changing land costs and construction costs that Transfer of
expressway assets Debts Debt repayment
depend on the length of time needed for construction, cost differentiation due to the start time of projects should be and acceptance of debts
avoided. In addition, debt repayment should be smoothly carried out. Shifting from the individual profitability system Expressway Expressway
Funds raised
to a pool system seems to be the most effective method to combat the aforementioned problems and ensure reliability. construction holdings
Leasing of
Lease fees
expressway assets
Expressway Assets and liabilities
Repayment
■Pool system management shall be transferred to
Payment of of debts Expressway the Agency after completion
(Cross subsidy) Highway B (Cross subsidy) lease fees (inherited debts and
Companies
Toll revenue
new debts)
Highway C Toll collection
Highway B Adminis-
Highway A Highway C Highway A tration Debts Expressway
Toll Adminis- New
revenue
Adminis-
tration Approval from the Minister of MLIT Approval from the Minister of MLIT construction
asset
tration
Toll Toll
revenue Construc- Construc-
revenue Construc- tion
tion
tion
Responsibilities of the Agency Borrowing*
Total Revenue Total Expense -The holding and leasing of expressway assets
(property tax is exempted based on the premise of free service in the future) *borrowed from both national and local governments for
-To ensure early repayment of the debts and thus reduce the public’s burden construction (and this money is loaned to the companies at
-To support expressway companies in carrying out their business successfully no interest)
6 7
Administrative Organization
The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) is in charge of the comprehen-
sive and systematical use of national land, development and conservation, consistent infrastructure
development, implementation of traffic policies, development of meteorological service, and mari-
time safety and security. Below is the chart showing the organization of the MLIT.
■Organization Chart of MLIT

(As of July 1, 2013)
Ministry of Land, Infrastructure, Transport and Tourism
Minister of Land, Infrastructure, Transport and Tourism Policy Research Institute for Geospatial Information Regional Development Bureau Japan Tourism Agency
Land, Infrastructure, Authority
Senior Vice-Minister of Land, Infrastructure, Transport and Tourism (2) Transport and Tourism Hokkaido Regional Japan Meteorological Agency
Ogasawara General Office Development Bureau
Parliamentary Secretary for Land, Infrastructure, Transport and Tourism (3) National Institute for Land Japan Transport Safety Board
and Infrastructure Marine Accident Tribunal District Transport Bureau
Vice-Minister of Land, Infrastructure, Transport and Tourism Japan Coast Guard
Management
Regional Civil Aviation Bureau
Vice-Minister for Engineering Affairs, Ministry of Land, Infrastructure, Transport and Tourism
College of Land, Infrastructure,
Air Traffic Control Center
Vice-Minister for Land, Infrastructure and Hokkaido Development, Ministry of Land, Infrastructure, Transport and Tourism Transport and Tourism
Vice-Minister for Transport and Tourism, Ministry of Land, Infrastructure ,Transport and Tourism
Vice-Minister for International Affairs, Ministry of Land, Infrastructure, Transport and Tourism Aeronautical Safety College
Private Secretary to the Minister of Land, Infrastructure, Transport and Tourism
Minister's National and Regional Land Economy and Water and Disaster Road Transport Ports and Harbours Civil Aviation Director-General for Director-General for
Policy Bureau Construction and City Bureau Road Bureau Housing Bureau Railway Bureau Maritime Bureau Hokkaido Bureau
Secretariat Policy Bureau Engineering Industry Bureau Management Bureau Bureau Bureau Bureau Policy Planning International Affairs
Deputy Vice-Minister Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General
Deputy Vice-Minister for Vice-Director-General Deputy Deputy Deputy Senior Deputy Senior Deputy Senior Deputy Senior Deputy
Policy Coordination (2) Director-General Director-General Director-General Director-General Director-General Director-General Director-General
Deputy Minister for General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division Director for Policy
Technical Affairs Evaluation
Policy Division National Planning Policy Planning Division Urban Policy Division Water Administration Road Administration Housing Policy Division Trunk Railway Division Safety Policy Division Safety and Environment Port Management and Aviation Strategy Budget Division
Deputy Minister for Division Division Division Policy Division Operation Division Division
Construction, Engineering Policy Division for Land and Real Property Urban Safety Affairs Housing Development Urban Railway Division Environmental Policy Road, City and
and Real Estate Industry Universal Design Regional Policy Market Division Division River Planning Division Road Traffic Control Division Division Maritime Human Planning Division Housing
Financial Affairs Division Resources Policy Division Aviation Network
Deputy Vice-Minister for Division Division Department Administration Division
Environmental Policy Land Price Research Urban Renewal River Environment Residence Support Engineering Policy Port Area Promotion
Logistics Division National Land Information Division Promotion Division Division Planning Division Division Railway Industries Division International Shipping Divisi Water Administration
Policy Division Division Director-General
Division Division
Deputy Vice-Minister for Ocean Policy Division Cadastral Promotion City Planning Division River Improvement and National Highway and Housing Production Registration and Engineering Planning
Engineering Planning Coastal Shipping Division Planning Division
Security and Transport Regional Development Division Management Division Risk Management Division Information Division Division Port and Harbor
Safety Policy Public-Private Partnership Division Urban Development and Division Division Administration Division
Safety Management and Aviation Industries
Promotion Division Real Estate Industry Improvement Division Disaster Prevention and Building Guidance Passenger Transport International and
Facilities Division Seafarers Labour Division Division
Deputy Director-General Remote Islands Division Relief Division Environment and Division Division Environmental Policy Agriculture, Forestry
for Policy Evaluation Logistics Policy Development Division Urban Transport Safety Division Division Airport Facilities and Fishery Division
Division Real Estate Market Facilities Division Urban Building Safety Administrator Cargo Transport Shipbuilding and Ship
Water Resources Machinery Division Division
Assistant Vice-Minister Director for Planning (2) Division Expressway Division Division Division Coastal Administration Counsellor
Policy Planning and Parks,Green Spaces Department
(21) Safety Standards Division and Disaster Capital Area Airports
Coordination Division for Director for Special Construction Industry and Landscape Division Type Approval and Management Division
Director-General Division
Assistant Vice-Minister Public Works Project Areas Development Division Recall Division Inspection and
for Engineering Affairs Water Resources Measurement Division Environment
(4) Technology Policy Construction Market Maintenance Service
Policy Division and Regional
Division Division Division Seafarers License and Development Division
Counsellor (18) Water Resources Education Division
International Logistics Planning Division
Deputy Director-General Division Aviation Safety
for Engineering Affairs Department
Overseas Project Sewerage and
(2)
Division Wastewater Management Director-General
Department
Personnel Division Information Policy Aviation Safety and
Division Director-General Security Planning
General Affairs Division
Division
Ministerial Informatization Sewerage Planning
Public Relations Division
Division Division Airport Safety and
Budget and Accounts Aviation Security
Director for Sewerage Works Division
Division
Comprehensive Division
Local Affairs Division Transport Policy Flight Standards
Director-General Director for Watershed Division
Welfare Division Management
Public Transport Policy Transport Planning Airworthiness
Engineering Affairs Department Division Sabo (Erosion and Division
Division Sediment Control)
Public Transport
Inspector-General Support Division Department Air Navigation Services
Department
Director for Security Director for Director-General
Policy Comprehensive Director-General
Sabo (Erosion and
Director for Transport Transport Policy Sediment Control) Air Navigation
Safety Planning Division Services Planning
Director-General Division
Land Conservation
Government Buildings Administration Air Traffic Control
Division
Department Division Division
Planning Division Operations and Flight
Inspection Division
Architecture and
Building Engineering Air Navigation
Division Services Engineering
Division
Building Equipment
and Environment
Division
8 9
■Organization Chart of Road Bureau ■Regional Development Bureaus
10 Regional Development Bureaus 89 Offices 272 Branches
General Affairs Division Road Policy Planning Office Ministry of Land, Hokkaido Regional Development Bureau 10 Offices 34 Branches
• Coordination of Bureau Affairs Infrastructure, Transport
• Personnel Affairs of Bureau Expressway Companies Affairs Office and Tourism Tohoku Regional Development Bureau 12 Offices 41 Branches
• Budgeting Headquarters Offices
Kanto Regional Development Bureau 12 Offices 46 Branches
Road Administration Division Road Use Coordination Office
• Drafting of Road related Bills
• Administration and Supervision of Roads
Hokuriku Regional Development Bureau 6 Offices 17 Branches
• Designation of Roads
Road Traffic Control Division Vehicle Traffic Management Office Chubu Regional Development Bureau 10 Offices 27 Branches
• Planning and Coordination of Road Traffic Control

• Supervision of Center for Road Traffic Information ITS Policy and Program Office Kinki Regional Development Bureau 11 Offices 31 Branches
• Planning and Coordination of ITS
Vice-Director Planning Division International Affairs Office Chugoku Regional Development Bureau 9 Offices 25 Branches
Ministry of Land, -General
Infrastructure, Director-General of • Planning of Important of Roads
Transport and the Road Bureau (except National Expressways) Economic Research,Traffic Survey and Census Office
Deputy Director- Shikoku Regional Development Bureau 6 Offices 15 Branches
Tourism General • Survey and Statistics of Roads
• Long-term Programs
Performance Management Office
• Technical Standards Kyushu Regional Development Bureau 11 Offices 32 Branches
• International Affairs
Director-General National Highway and Risk Management Division Road Maintenance Management Office
Social Overhead
Regional
Okinawa Regional Development Bureau 2 Offices 4 Branches
Capital
Provision Council
Development • Construction and Management of
Bureau • National Highways Road Risk Management Office As of April 1,2012
• Risk Management of Roads
• Planning of New Technology for Roads
Environment and Safety Division Road Environment Planning Office

• Technical Supervision and
• Coordination of Local Roads
• Environment Planning of Roads
Road Safety Management Office
■Organization Chart of a Regional Development Bureau
• Safety Management of Roads
Expressway Division Toll Road Coordination Office

• Planning and Survey of Expressway System
• Permission for Construction of Expressway
Road Administration Division
As of May 16, 2013
Road Planning Division
Director-General, Regional Road Division

Regional Road
Development Department
Bureau Road Project Coordination Division
Road Construction Division
Work Branch
Office Office Road Management Division
Road Traffic Management Division
10 11
Planning and Implementation

of Projects
This section describes how road projects are evaluated in order to achieve accountability
Assessment of policy goals for road projects
To enhance the transparency and efficiency of road projects, reviews have been introduced into the planning stage of bypass,
road widening and other projects, and “outcome-based management” practices, which are based on data, have been
Implementation of an evaluation system introduced in local projects.
To improve efficiency and transparency, project evaluation is conducted throughout the entire process, from preparation to
execution and servicing. The first evaluation is conducted while planning a new project and involves cost-benefit analysis.
Projects that are not complete within five years of their start date are reassessed, and those that are found to be no longer neces-
sary or no longer effective are discontinued or cancelled. Projects are also assessed when they are completed. ■ Planning review and outcome-based management flowchart
In order to evaluate the sustainability of a project, the economic, environmental and social effects of the projects should be
assessed. Economic and environmental impacts are assessed through cost-benefit analyses and environmental assessments
respectively. Major projects Local projects
(Bypass, road widening, etc.) (Traffic safety, disaster preparedness,etc.)
■ Road development Takes average of 10 years for a typical expressway project

project procedures Identification of urban/regional issues Results-oriented management (New)
(Data, resident opinions, etc.)
Planning Measurement of road traffic volume
Analyze causes Identification of local issues
(Data, resident opinions, etc.)
Understanding road traffic condition
Define policy goals
Long-term plan
Road development plan Local
incl. land use plan Local
government Identification and Opinions government
Compare and assess Opinions
Identify alternative routes Conception Stage announcement of areas
proposed measures Third-party
Public Involvement Third-party requiring attention (List)
(PI) panel
Comparative review panel
Act for Assessment

Select measures
of Environmental Decision of sketch plan
Explanatory to implement
Impacts
meeting Analysis of causes,
Implementation Decision of city plan Relevant Bypass,road widening, Other projects,measures
measures proposal
municipalities etc. (Intersection improvement, etc.)
Pre-project ‹Urgency›
Assessment for Project Commencement of development • Data
to Consultation
Approval (accidents, disasters, etc,)
with locals
in situ survey • Resident opinions
Periodic ‹Validity›
Assessment • Progress of other projects
Detail design • Feasibility of measures
during
Environmental impact assessment, (Land availability, etc.)
Project
Adjustment and Pile installation for right of way urban planning
decision of right of way Announcement
of construction Selection of measures
Approved as a road Purchase of land to implement
project to negotiate construction Assessment for approval
details with locals of new project
Construction
Announcement Revalidation of needs, project content
Post-project (Detailed check)
evaluation Open to public of opening
Maintenance Approval of new project Start of new project

Management
/management
12 13
Road development planning Road development process

Roads in Japan are generally developed through the following procedure to make sure to choose the optimal route. After a decision of a city plan made, roads are developed taking the following steps while making sure to build the consensus of the
local residents.
■Road development planning ■ Implementation of road projects

Covers vehicles, bicycles and pedestrians for
Measurement of road traffic volume the purposes of;
Decision of City Plan (1)
(1) Traffic volume (2) Origin and destination
(3) Condition of road development
Assess the current condition such as traffic volume
Assessment of road and traffic condition and traffic safety of the existing roads.
Commencement of development
Explain measurement to the

Explanatory meeting parties involved Measurements of centerline, horizontal/vertical
Determine the road type and plan the fundamental
Road development plan structure (number of lanes and cross-section)
profiles and geological are carried out.
In situ survey Install piles for center mark (2)

during the land survey
(1)
Identify multiple routes for comparison in the
Identify alternative routes light of the plan.
Detail design Designed based on the
survey data (S=1/1,000)
(1)
Make a comparison with other routes with respect Explanation of details to
Comparative review to nature, structure, care for control-points* and Consultation with locals the parties involved using the
design together with indemnity
economy before deciding the optimal route. for land loss. Land measurement/survey is
carried out after explanation to
the owners. Negotiation of compensation is conducted.
Pile installation
(2) Decision of sketch plan
for right of way
Install piles to mark right of way
Pile installation
*Control-point: a spot where a route should avoid because of its societal condition such as shrines and temples or landslide-prone areas. Measurement of properties, both
(1) Structures at grade (2) Elevated structures
Measurement of lands lands and buildings (owners are
asked to be present to confirm
(1) (2) measurements) Width determined in
the city plan Width determined in
the city plan
(A) Embankment
Plan A Plan C Land acquisition Negotiation with the parties
involved on the indemnity for
Pile Pile
negotiation land loss

(2) Pile Pile
Payment of indemnity for land

loss following conclusion of (B) Cutting
agreement
Explanation of Explanation of the construction

methods and construction safety
construction plan to the parties involved Width determined in
the city plan
Plan B * Further survey of buried Roads are constructed

Comparison cultural properties is to be with utmost caution not
conducted as necessary to disturb the surrounding
areas.
Plan A (Bypass route) Plan B (improvement) Plan C (no-build)
Detour the
residential areas
Widen the existing
route to build
Continue to use
the existing road
Construction
elevated roads
Roads are open to pedestrians

and vehicles after completion
Completion/open to public of construction.
Maintenance/
management
14 15
Environmental impact assessment (EIA) Road project assessment

An assessment system in which a project proponent identifies/predicts/evaluates the potential impacts of the project on the environ- Road project assessment is carried out at various phases of the project; assessment at planning phase, pre-project assessment
ment prior to the decision being made on the details. In order to create an improved project, this collected information is available phase, during project and post-project phase.
to the public and municipalities so that they can add their input.
■Road projects that have to be assessed ■Road project assessment

Class 1
Class 1 Class 2 •Target of the project assessment : New development or improvement
A large-sized project with potentially
significant environmental impacts. •Evaluation proponent : Project proponent (MLIT, municipalities or the kind)
National Expressway All 5 years
3 years after the 1 st Within 5 years
Tokyo Class 2 periodic assessment after completion
If construction has not
Metropolitan Expressway 4 lanes or more A large-sized project that requires anassessment started for 3 years
to determine whether it has significant environmental
National Highway 4 lanes or more,10km or longer 2 lanes or more, 15km-20km impacts. A large-sized project that requires an (Project Selection) (Start of Construction) (End of Project)
assessment to determine whether it could have
Large-scale Forest Road 2 lanes or more, 20km or longer 2 lanes or more, 15km-20km significant environmental impacts.
Pre-project Assessment for

Project Approval Periodic Assessment during Project Post-project Evaluation
■Road projects that need to be assessed 1) Pre-project assessment for project approval
Total : 1,458projects
Project assessment including a cost-benefit analysis is conducted when approving a new project.
(no pertinent project in FY2009)
This procedure was introduced in FY 1998.
Document primary environmental
impact considerations
Total : 3,397projects
2) Periodic assessment during project
Class-2 Of which reviewed projects : 72
project When a project has not started for 3 years after approval or when a project is still in progress for 5 years, another terminated projects : 32
1 Screening assessment will be conducted and any necessary improvements will be made. If the continuation of the project is FY2009 : 102projects
Planning Outline of the project creening process to decide whether the project needs further found to be inappropriate, it will be abandoned. This procedure was introduced in FY 1998. Of which reviewed projects : 4
EIA processing. terminated projects : 0
Class-1
project No assessment
required 3) Post-project evaluation
Post-Project evaluation is carried out in order to confirm its effectiveness and environmental impacts. Total : 217projects
2 Scoping (FY2009 : 29projects)
1 Screening
As necessary, improvements and appropriate planning and researching for similar projects are examined.
Draft of the assessment method Determining scope of the assessment including evaluation
This procedure was introduced in FY 2003.
items, method and framework.
Oversight of the third person Independent Committee on Oversight of Project Evaluation is formed by each local office and public body for Periodic Assessment during Project and
Postproject Evaluation
Assessment method
Preparing Document identifying method
assessment method Prepared by the project proponent identifying the evaluation
items, method and other details.
Cost-benefit analysis of a road project
2 Scoping
(announcement) Inputs from Residents

and Governor Cost-benefit (B/C ratio) analysis for road project is made to assess adequacy of the project from the social and economic aspects.
Research
■Cost-benefit (B/C Ratio) calculation
Draft EIS Calculation of Benefit (B) Calculation of Cost (C)
Preparing A draft summary of the assessment results for
Draft Environmental Impact Statement (EIS) hearing opinions of residents and governor. Traffic flow estimate
Prepared by the project proponent prior to implementation on -Traffic volume
-Travel speed and other factors Total Cost
(announcement) Inputs from Residents the survey, prediction, evaluation and measures.
and Governor
Input from Minister
Converting to monetary value using -Project cost for road development
of Environment time value of persons and vehicles
Total Benefit -Maintenance and operation cost
Final EIS (for 50 years after the opening)
Preparing Modified form of environmental impact statement -Benefits from travel time savings
Final Environment Impact Statement (EIS) with the improvements taking into consideration -Benefits from operating cost savings
the inputs of residents and governor. -Benefits from accident cost savings
Prepared by the project proponent taking local opinions (Sum of each benefit for 50 years after the opening)
(announcement)
into consideration.
Examination
Approval (responsible
minister) -Social discount rate (4%)
-Excluding price fluctuation (deflator)
Implementation of the project B/C calculation
16 17
Benefits from travel time savings

Administrative Management
Together with regional public corporations, NPOs and other citizens’ groups, the Japanese govern-
Time values of human activities, vehicle user and freight are considered.
ment is currently putting its efforts toward enhancing administrative management for roads. In
■Travel time savings order to achieve more effective, efficient and transparent road administration, Japan has promoted
result-oriented administration management for roads.
Measured as a difference in the value of travel time before and after a new road is opened.
Benefits from travel time savings = (Value of travel time Before the road is opened)-(Value of travel time After the road is opened)
The value of travel time is a product of the time value unit multiplied by travel time and by volume.
Value of travel time (yen) = time value unit (yen/vehicle-minutes) x travel time (min) x traffic volume (vehicles)
Establishing a well-organized evaluation system
Currently, road administrative management is conducted according to the PDCA cycle (PLAN-DO-CHECK-ACT cycle), whereby:
What consists of the time value unit? policy goals are determined by using performance (outcome) indicators (PLAN); policy measures and projects are executed
Time value unit Time value of human activities (DO); results are analyzed and achievements are evaluated (CHECK); and the results are reflected in subsequent administrative
(Monetary) value of time savings that can be used for extra human activities such as labor and leisure.
activities (ACT).
Time value of vehicle use
■ Target and past performance measured by KEY Performance Indicators (KPIs) specified
The monetary value of one
minute that is saved by one vehicle. (Monetary) value of time savings that can be used for extra production activities by unused vehicle.
(Unit: yen/vehicle-minutes) in the Priority Social Infrastructure Development Plan
Time value of freight (five years, from FY 2012-2016)
(Monetary) value of time savings from reduced travel time of freight
Actual performance Target
Objective Measure KPI
Benefits from operating cost savings
2012 2013 2017
1. Reduce disaster 1-1 Improve earthquake-resistance strength of infrastructure and 77% 78%
risks on a large scale implement other non-infrastructure measures to protect against Number of quake-resistant bridges on
Costs for fuel, engine oil, tire and tube, maintenance and depreciation are considered. emergency routes (percentage) (as of the end (as of the end 82%
or in wide areas earthquakes. of FY2010) of FY2011)
■Operating cost savings Number of power lines on arterial

roads in urban areas that are buried 15% 15.3% 18%
under ground
Measured as a difference in operating cost before and after a road is opened.
Benefits from operating cost savings = (Operating costs Before the road is opened)-(Operating costs After the road is opened) Number of road links that provide a 46% 47%
fast connection between major cities*1 (as of the end (as of the end About 50%
of FY2010) of FY2011)
The operating cost is calculated by multiplying the operating cost unit by length and by traffic volume.
1-2 Protect massive or region-wide tsunami-prone areas and Number of power lines on arterial
Operating cost (yen) = operating cost unit (yen/vehicle-km) x length (km) x traffic volume (vehicles) improve the protection of areas below sea level, which either roads in urban areas that are buried 15% 15.3% 18%
have a large population or a significant number of assets, from under ground (percentage)
high tide water and abrasion.
What consists of the operating cost unit?
1-3 Enhance flood and large-scale landslide control measures to Number of improved slopes and 54% 56%
Operating cost unit Fuel cost Costs for fuel and diesel oil protect areas with a large population or a significant number of assets embankments that were in need (as of the end (as of the end 68%
or areas that, in recent years, have been prone to significant damaged. of protection (percentage) of FY2010) of FY2011)
Engine oil cost Cost for engine oil
2. Enhance 2-1 Expand and enhance capacity and accessibility of large cities, Length of ring roads in operation in
Costs for tire and tube Costs for tire and other infrastructure across ports, and airports that are internationally competitive and the three largest metropolitan areas 56% 58% About 75%
the country for the promote overseas projects through public-private cooperation. (percentage)
Maintenance cost Costs for maintenance and repair benefit of industry
and the economy,
Depreciation Reduction of vehicle value after travelling a unit distance.
in order to boost 2-2 Maintain and enhance progress by stressing the unique Number of power lines on arterial
international strengths and charm of each area. roads in urban areas that are buried 15% 15.3% 18%
competitiveness under ground (percentage)
Benefits from accident cost savings Number of road links that provide fast
connections between major cities
46%
(as of the end
47%
(as of the end About 50%
(percentage)*1 of FY2010) of FY2011)
Congestion-induced cost, physical damage and human damage are considered.
■Accident cost savings

3. Achieve a 3-1 Create a model for a sustainable and energy-efficient life style Time lost due to railroad crossings 1.28 million 1.24 million 1.21 million
sustainable and and encourage the adoption of this lifestyle domestically and that are closed for a long time person-time/day person-time/day person-time/day
vibrant society and internationally.
regional communities
3-2 Promote a safe and secure society in this era of aging Percentage of specified roads with About 100%
Measured as a difference in accident cost before and after a road is opened. population, which correlates with a rate of childbirth. barrier-free elements 77% 81% (as of the end
of FY2020)
Benefits from accident cost savings = (Accident costs Before the road is opened)-(Accident costs After the road is opened)
Number of power lines on arterial
The accident cost is calculated by multiplying the cost per injury/fatal accident by the number of injury/fatal accidents. roads in urban areas that are buried 15% 15.3% 18%
under ground (percentage)
Accident cost (yen) = number of injury/fatal accident (accidents) x cost per injury/fatal accident (yen/accident)
Reduction of fatal and injury Reduction of
accidents at accident-prone fatal and injury
Formula for cost per locations (percentage) - -
accidents by 30%
Formula for cost per injury/fatal accident injury/fatal accident
Length of sidewalks provided for 51% 52%
school routes (percentage)*2 (as of the end (as of the end About 60%
Road segment Per-accident cost due to congestion of FY2010) of FY2011)
Injury/fatal Traffic length or nu +
accident rate
x volume
x mber of major 4. Maintain, manage, 4-1 Promote life extension of infrastructure, where applicable. Number of plans for extending road
and reconstruct social bridge life across the country
intersections Per-accident property damage infrastructure in a (percentage) 76% 89% 100%
proper manner
+
Per-accident human damage *1 Number of road links that provide fast connection between major cities: “fast connection” is defined as 60km/h or higher when the length of the shortest route between cities is divided by the shortest travel time.
*2 “School route”: specified in the Article 3 of the Act on Advancement of Traffic Safety Facilities Improvement Program.
Excerpt from “Chapter 3 Outline of Priority Objectives and Projects during the Target Period” in “the Priority Social Infrastructure Development Plan” (decided by the Cabinet on August 31, 2013)
18 19
Chapter
Effective implementation of projects by

selection and concentration
To effectively implement each project, data analysis is conducted on each policy issue. This allows for the clear identification of
sites and sections that are in particular need of substantial countermeasures. Road administration becomes more effective,
efficient and transparent when the general public is consulted at each stage of the PDCA cycle. For example, regional needs and
Safety and Security

challenges can be better understood and confirmed when input from the public is solicited about which sites to select.
■ Road administration management that An example of how to align sites that are determined to be a
high priority and whether they meet the requirements of
collaborates with the general public daily life, according to data analysis
Understanding regional needs and challenges
Number of accidents, time loss

due to congestion, etc.
Sites with high priority Select high priority
sections
Determine high priority
sections by sorting sections
in descending order
according to the number of
accidents and congestion
Sites that are high priority
Select high priority sites
Confirm whether the selected sites are

meeting the requirements of daily life
Determine which sites are in need of

countermeasures
Plan
Setting target and
developing plan by
reflecting challenges
Is the plan keeping Complaints,

up with the r comments,
equirements of daily life? requests, etc.
Act
Do Reflecting the
Implementing Collaboration results of evaluation
measures in administrative
with citizens
and projects management
Recognition of Verification of
the effects of effects, exchange of
countermeasures opinions
Japan is a country with beautiful natural scenery, 800,000, signifying that one out of every 140 people
Check which changes from season to season, but also has is injured or dies in a traffic accident.
steep land formations, weak geological features and is Diverse measures are being implemented to prevent
Evaluating measures
prone to earthquakes, storms, heavy snowfall and disasters and accidents; mitigate damages; enable
other natural disasters. Traffic accident fatalities and quick restoration; improve the safety and security of
casualties are also rising with traffic-related deaths of road traffic; and create comfortable living environ-
about 4,500 and traffic-related casualties reaching ments.
20 21
Road Safety Safety actions for local roads

Since the 1990s, the number of road fatalities has steadily declined, falling below 4,500 in 2012. However,
the annual number of road fatalities and injuries remains over 800,000. Pedestrians, particularly the elderly, Meticulous safety actions are implemented on local roads, in partnership with residents and related organizations, by applying a
account for a larger proportion of fatalities in Japan than in European countries and the United States. problem solving cycle, which starts with problem identification and sorting and ends with post evaluation of its benefits.
Therefore, authorities have been implementing various safety actions on both arterial and local roads.
■Safe areas for pedestrians

■Trends in the number of road traffic accidents, fatalities and injuries Arterial roads Residential zones
20,000 1,500
16,765 people 1,191,041 people 828,950 people ■ Intersections
Fatalities and injuries (1,000 Persons),

(1970) (2004) (2012) Introducing zones where
Record high Record high pedestrians and bicycles take
Traffic accidents (1,000 Accidents)

997,861 people • Providing right-turn lanes and
priority over vehicles
Fatalities (Persons)
(1970) geometrical improvements

15,000 Fatalities and 1,000
Traffic fatalities injuries
718,080 accidents
(1970)
■ Parking enforcement
952,709
accidents (2004) ■ Traffic signals
10,000 Record high 500
Traffic
664,907 • Signal optimization based on
accidents accidents
traffic volume
(2012)
4,411 people (2012) Speed regulation within the zone
Lowest in recent years
• LED traffic signals
0
(Public Safety Commissions)
5,000
1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2012 (Year) • Barrier-free traffic signals for the
1Up until 1959, accidents causing minor injuries (injuries treat able in less than eight days and property damage less than 20,000 yen) were not included. elderly and the visually impaired
2 In and after 1966, the number of accidents does not include property damage.
3 In and before 1971, Okinawa Prefecture is not included in the numbers of accidents, fatalities and injuries. Source: Data from the National Police Agency
Actions for reducing ■An example of safety actions for arterial roads
Route measures
accidents on arterial roads
Establishing a bicycle zone
■ Non-motorized users
Chicane
The government identified 3,396 arterial road • Development and improvement of
Placing road lighting
sections across the country where fatal or injury sidewalks, bicycle routes and shared
spaces
accident rates (accidents per VKT) were particu- Marking a right turn
waiting area
larly high. Placing a right turn
• Removal of electric poles by
arrow signal Designating a right turn lane Underground installation of electric
Prefectural public safety commissions and road
cables
administrators gave higher priority for actions to
Anti-slip pavement
be taken on these segments. Colored pavement
Changing the location of a Changing the location

Drainage pavement Speed bump
pedestrian crosswalk of a corner curb
■Identifying accident black spots

● Accident occurrence on arterial roads
Fatal and injury accidents on arterial roads Road sections with higher fatal and injury accident
Irailroad
(Number of accidents / 100 million vehicle km traveled)
Accidents involving a fatality/injury per
rates are identified as accident black spots and

Grade separation projects
Accident rate (accidents / 100 million VKT)
2,000 selected for priority actions. mprovements at
100 or more crossings Before improvement After improvement
1,500 less than 100 A survey on road traffic in 2006, which evaluated
approximately 36,000 railroad crossings across the
country, revealed that about 1,800 crossings
1,000 71% of all fatal and injury accidents occur
urgently needed actions to ease traffic congestion.
100 million VKT
in 22% of the road sections This is based on the average accident occurrence
over four years (2003-2006) for approximately Comprehensive and intensive schemes have been
500 180,000 km of national and prefectural highways
50% of the road sections carried out at these crossings by using both minor
50% of the road sections have across Japan.
have accident records
no accident records actions, such as widening pedestrian paths, and The program helped safety improvements to expedite the movement of vehicles by
100
0 major improvements, such as grade separation. eliminating railroad crossing at grade with a grade separation, a structure that
0 200,000 400,000 600,000 Approx. 710,000 sections separates the vehicle roadway from the railroad tracks by a bridge.
22 23
Road space for cycling

Asset Management
A great deal of Japan’s infrastructure was constructed during the postwar rehabilitation period of
There is a guideline that provides a
planning process, including goal-
■Planning process for bicycle road networks rapid economic growth from the 1950s to the 1970s. As the Japanese society and its economy have
Commencement of planning matured, concerns have shifted to extending the use of accumulated capital stock in order to cope
setting, selection of roads for bicycle
Public Involvement (PI) for sharing the with a decreasing birthrate, aging population and the need to protect the global environment.
network and selection of type of plan’s basic policies and targets 1) Setting basic policy and targets
Infrastructure management in Japan is in the process of switching its focus from construction to
space for cycling.
maintenance.
Planning of bicycle network
PI for building a consensus on the bicycle 2) Selecting roads for bicycle networks
network plan and the types of space
for cycling in both the present and future Development of road asset management
3) Selecting types of space for cycling
The Bridge Management System ■ Overview of a Bridge Management System ■ Overview of Pavement Management System
Planning of bicycle network (BMS) and the Pavement
PI for building a consensus on detailed
design of individual cycling spaces
4) Consideration on detailed design of Management System (PMS) are Flow of the system Flow of the system
individual cycling spaces
being developed to predict future Current soundness Deterioration curve
• Salt damage Database
damage and deterioration of • Fatigue in
5) Selecting types of space for cycling
structures, to ultimately extend reinforced
concrete slab
their lifetime by extending the Future soundness • Deterioration of Predicting long-term Predicting short-
Evaluation and review of the plan term serviceability
serviceability
Each bridge
time until renovations are needed coating
and reducing the total costs of Cycle of renovation Calculating
Time needed to (Supports and Effects of investment
The guideline provides idea and criteria of space for cyclists to choose in addition to the basic maintenance and renovation. estimated by the urgency of repairs
make repairs expansion joints)
Amount of repair work cost-benefit analysis
shared carriageway, taking into consideration of automobile speeds and traffic volume. Short-term
Standard unit cost
of repairs repair plan
■Selecting types of space for cycling Cost of repairing
Long-term
repair plan
C: Roads with less traffic and automobiles Drawing up a

Selecting types of space for cycling taking A: Roads with automobiles B: Other roads that do not fit
travelling at slow speed. Fund limits short-term
into consideration the current traffic. travelling over 50km/h either A or C.
Bridges
(below 40km/h or 4,000 vehicles/day) Drawing up a long- repair plan
Medium to long-term term (20 years)
Segregation of bicycles from
Structural segregation Visual segregation Not segregated (shared) management plan repair plan
automobiles
Carriageway
Classification Bicycle road Bicycle lane
(Bicycle tracks, with colorized shoulder
markings or pictograms at the left side,
(bridges) ■ Number of newly constructed bridges
within the carriageway) 14,000
Consideration of the rearrangement of 12,000 Municipalities and wards

road space and road widening Cities designated by ordinance
Consideration for speed limits changes and/or the rearrangement of road 10,000 Prefectures
space for bicycle lanes or on carriageways. State
8,000
Expressway companies
6,000
where the rearrangement or road
widening is difficult 4,000
2,000
Consideration of practical developments Selection of alternative routes
for the time being 0
(FY)
Development for the time being Carriageway
Utilize the existing
(Bicycle tracks, with colorized shoulders (Bicycle tracks, with colorized shoulder
sidewalks shared by
markings or pictograms at the left side, markings or pictograms at the left side,
■ Percentage of bridges older
cyclists and pedestrians.
within the carriageway) within the carriageway or bus lane) Present Ten years later Twenty years later
(2013) (2023) (2033)
than 50 years Bridges 50 years
or older
In ten years, the number (About 71,000)
of bridges that are 50
18 % 43 %
years or older will account Bridges 50 years
or older
67%
for 43% of all bridges and (About 171,000)
Bridges 50 years
in twenty years they will or older
account for 67% of all (About 267,000)
bridges.
Source: Survey of current road infrastructure conditions (data as of April 2013)

All road bridges nationwide: about 700,000 (those which are 2m or longer)
Bicycle road Bicycle lane Shared sidewalk by cyclists and pedestrians
24 25
Efficient management of road assets Road-related systems in Japan

Preventive maintenance involves taking appropriate measures before roads are seriously damaged. This is vitally important for Roads are designed to ensure safe and smooth traffic for vehicles with certain specifications. In principle, vehicles that do not
ensuring the safety of roads and minimizing the overall cost of repairs and renovation. meet size and weight requirements are not allowed to be on the road because they can potentially damage the roads and disrupt
Efforts will be made to ensure long-term safety and security of road traffic by extending the service life of bridges that connect traffic.
expressways with municipal roads. This will be completed, based on the periodic inspection of the bridges, using the planned However, road administrators are empowered to give permission to vehicles that exceed the size or weight regulation to use the
implementation of “preventive maintenance, or early detection and early maintenance”. road, only if the road administrator acknowledges that there are no alternatives after examining the vehicle’s structural character--
Cost-saving and other measures will be carried out through efficient maintenance and through responsive management based istics and the cargo. In these cases, the road administrator will require that the vehicle meets certain conditions in order to protect
on regional characteristics. the road structure and prevent potential danger to road users.
■ Schematic diagram of the effects of preventive repairing (Comparison of total unit cost) ■On general roads
General limit (upper limit)
Re duction in c o st per yea r of vehicles according to
Height 3.8 m
Article 3.1, Vehicle Size
* 4.1 m for designated road
Ext e nding life and Weight Restrictions
Width 2.5 m
Length 12 m
The bridge is appropriately 18t – 20t

Advanced corrosion maintained and repaired (depending on
wheel base of
of bars means that neighboring axles)
the bridge needs
Total unit cost
Minimum turning radius of 12m

to be rebuilt
Appropriate Wheel weight 5t Wheel weight 5t Gross weight 20 t
Conventional management * 25 t for designated road
management (estimated value) Axle weight 10t
method (Net vehicle weight + load weight + weight of occupants)
Delay in
implementing
measures ●Typical overweight or oversized vehicle types
Van type International marine container type Carrier car type
Years after completion

Truck crane type
Tank type Heavy cargo carrying type
■On expressways
Dimension and weight limits for specified vehicles on expressways are
more lenient than the limits on general roads
Length
Semi-trailer 16.5m
Full-trailer 18.0m
Bridge inspection example Collapsed slab due to fatigue
Distance from the 8m 9m 10m 11m 12m 13m 14m 15m 15.5m
foremost axle to or or or or or or or or or
the rearmost axle more more more more more more more more more
Gross weight 25t 26t 27t 29t 30t 32t 33t 35t 36t
●Specified vehicle types Semi-trailer
Full-trailer
Deterioration due to salt damage Deterioration due to an alkali aggregate reaction
26 27
Approval system for transporting abnormal loads

Disaster Prevention
In order to secure safe and reliable road networks, construction of arterial high-standard highways,
Road administrators are authorized to permit the drivers of ■Enforcing regulations urban ring roads and other disaster-resistant roads has begun. Since roads are an important part of
disaster relief, measures to respond to and reduce the damages of earthquakes, storms and heavy
vehicles that exceed the size or weight limits to use the road,
but only after the road administrator examines the vehicle’s snows on roads are also being implemented.
structure and cargo and determines that there are no alterna-
tives. In these cases, the road administrator will put certain
conditions in place to protect the roads and to prevent any
potential danger to other road users. Road fatigue, which is
caused by vehicle traffic that is over the weight or size limits, Earthquake Heavy rain
can have a significant impact on roads and pavement. In order
to utilize our road stock effectively in the future, it is important The land area of Japan comprises only 0.25% of the world’s Japan receives twice as much precipitation as the mean
to ensure the road structures are properly maintained. total, but Japan experiences a large percentage of earth- amount of precipitation in the rest of the world, especially
quakes. The probability of a large-scale earthquake, with a during the heavy rain and typhoon seasons. Throughout the
magnitude of 6.0 or more, is about 23%. last decade, heavy rains have increased sharply, thereby
increasing the risk of floods. The soft soil easily collapses
during storms and is prone to sediment run-off, landslides and
Stopping unauthorized vehicles Instructive enforcement other sediment-related disasters.
1.Instructive enforcement
Drivers are told to pull over at “instruction stations”, where
vehicle weights and sizes are measured. If the vehicle exceeds
the size or weight limits, the drivers are ordered or warned to
reduce the weight and size of the vehicle by splitting the cargo.
2. Weigh-in-motion (WIM)
A WIM device automatically measures a vehicle’s gross weight.
If the vehicle is over the weight limits, the WIM system then
determines if the overweight vehicle has a permit by accessing
the database. Based on the results, repeated violators will be
given an instructive warning. On March 11, 2011 a massive earthquake and the following giant tsunami caused an
enormous amount of damage to the roads in Japan
(National Highway 6, Hirono-machi, Fukushima Prefecture)
(Photo: Tohoku Regional Development Bureau)
change to License plate recognition device

In July 2009 there were a mudslides caused by heavy rain in Chugoku and
Northern Kyushu regions.
■Weigh-in-motion device (National Highway 262, Hofu City, Yamaguchi Prefecture)
Warning message sign Heavy snow

License plate number of the
vehicle and violation code are displayed. Since the Sea of Japan lies between Japan and the Asian continent, Japan receives
heavy snows brought by prevailing winds from the continent in the winter, especially
in areas closest to the sea. About 60% of the land is snowy and cold in the winter
season, and approximately one-fifth of the population of Japan lives in this area. The
population density in these snowy and cold areas is as high as 105 people per km2,
which far exceeds the density in other snowy countries.
License plate recognition device

License plates of vehicles are
photographed.
In February 2014 there was a record-breaking heavy

snow in the Kanto region.
(Japan Self-Defense Force clearing the snow on Route 20)
(Photo: Mainichi Shimbun)
28 29
Chapter
Earthquake protection
To ensure highly reliable road networks, which allow for fast and safe emergency response activities just after an earthquake,
bridges are being retrofitted with earthquake protection.
Efficiency and Comfort

Non-seismically reinforced bridge pier that was damaged during A bridge pier seismically reinforced by concrete jacketing.
an earthquake.
Disaster prevention on roadside slopes

A number of measures are implemented to protect road users from heavy rain and snow, including disaster prevention work
on roadside slopes, construction of roads that bypass disaster-prone areas and other disaster prevention methods.
A road with a rock fall shelter.

Protective concrete that prevents a roadside slope from collapsing.
Protection of road transportation during the winter

During the wintertime, road transportation in the snowy, cold regions is protected by the efficient removal of snow, as well
as the proactive installation of snowslide and other facilities protecting against snow disasters.
A night scene in Tokyo
Consistent road construction programs in post-World roadservices and satisfies road users.
War II Japan have created a certain stock of roads. In a The project management approach has been used to
more mature society, it will be important to shift to ensure accountability to the public, as well as effective
road administration that focuses on the outcomes of and efficient road administration.
A snow shed that provides snowslide protection. Snow removal operation
30 31
ITS (Intelligent Transport Systems) VICS (Vehicle Information and Communication System)
In Japan, ITS (Intelligent Transport Systems) are steadily expanding with the popularization of ETC
(Electronic Toll Collection) systems and VICS (Vehicle Information and Communications System). They VICS transmits real-time road traffic data, such as congestion ■Number of VICS-compatible on-board units in use
have been effective in allowing for better traffic flow by providing real-time information, eliminating and traffic restrictions, to on-board vehicle navigation units (10,000 vehicles)
congestion at toll gates and mitigating environmental impacts by offering differential toll discounts. ITS and displays data in the form of text, simple graphics and 3,200
3,013
have entered the second stage and are now being promoted to solve social issues. maps. The service started in Japan in April 1996, earlier than 3,000
2,800 23,813
The installation of systems for collecting and providing information, which is the basis of ITS, is being anywhere else in the world. VICS delivers information using 2,679
2,600
three types of media: FM multiplex broadcasting, a radio 21,193
promoted and other systems are being developed so drivers can enjoy a diverse set of services via a single 2,400 2,381
wave beacon and an infrared beacon. At the end of March 2,119
on-board ITS unit. 2,200
18,173
2011, over 30.13 million vehicles were equipped with VICS 2,000
1,817
compatible on-board units. VICS’s best route guidance 1,800 1,502 15,018
capability adjusts traffic flow and improves fuel efficiency,

ETC (Electronic Toll Collection System)
1,600
1,400 11,886
which in turn reduces CO2 emissions and environmental 1,189
1,200
Since ETC went into service in March 2001, the number of ETC users has been rapidly increasing with the popularization of on-board impacts. Protocol Goal Achievement Palin is to reduce CO2 912
9,117
1,000
ETC units. At the end of March 2011, ten years after its introduction in Japan, there were approximately 34.24 million vehicles emissions by approximately 2.5 million tons (approximately 800 6,581
658
equipped with ETC and ETC users now account for 86.2% of all vehicles on expressways in Japan. By utilizing this system, congestion 30% of all road related policy measures) by FY 2012.
449 4,489
600
at toll gates has been eliminated. Since drivers can use ETC to pass through toll gates without having to stop, the processing capabili- 400 2,804
280
1,815
ties of toll gates have improved, effectively eliminating congestion that would otherwise occur. ETC communication technology is 200 1,020182
102
128 44
442
13
also used by private operators for non-stop passage through parking gates, ferry boarding and other similar uses. 0
1996 1997 199 8 1999 2000 2001 2002 2003 2004 2005 200 6 2 007 2008 2009 2010 ( FY)
Prepared by MLIT based on VIC’s data

■Changes in the number of vehicles equipped with on-board ETC units and the percentage of ETC usage
(Total number of ETC-equipped vehicles per 10,000 vehicles) (Percentage of ETC use)
■VICS information mechanism
4,400 100
4,200
4,000 Number (Cumulative total, left vertical scale) Prefectural police
90
3,800 Percentage (Nationwide average, right vertical scale) headquarters
FM multiplex
3,600 80 Traffic
broadcasting
3,400 information VICS
3,200 Japan Road Traffic
3,000
70
Information Center Center
2,800
2,600 60
2,400
2,200 50 Road administrator
2,000
1,800 40
1,600 Infrared beacon
1,400 ETC for non-stop toll collection has been installed at almost all
30
1,200 expressway toll gates throughout Japan, which directly contributes
Radio wave
1,000
to the mitigation of congestion at toll booths.
20
beacon
800
600
10
400
200
0 0
Jun. Mar. Dec. Sep. Jun. Mar. Dec. Sep. Jun. Mar. Dec. Sep. Jun. Mar. Dec. Sep.
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 FM multiplex antenna
Car navigation
Source: Survey by the Organization for Road System Enhancement
■The congestion reduction effect of increased ETC usage on the

system main unit
GPS antenna
VICS receiver
Metropolitan Expressway Beacon

antenna LCD monitor
Congestion (km-h/day) Percentage of ETC use (%)
60 90
56.2 Congestion (left vertical scale)
Three media
FM
50
Percentage of ETC use (right vertical scale) 75 Radio
Infrared multiplex
Automated parking lot payment Radio wave beacon located wave
beacon broad- Infrared beacon located
73.0 beacon casting
65.3
on an expressway on a major general road
40 60
Text (Level 1) Simple graphics (Level 2) Map (Level 3)

30 45
B 12 25 minutes via XX street
38.1
Tomei Nagoya-
21.2 Relationship between ETC usage rate Expressway bound Accident 11
3
20 Congestion is 30 and congestion. Average congestion

almost eliminated C1
of weekdays in March at a toll booth Tomei Kawasaki IC
B 9 4 45 minutes
Percentage Lane closure 5 via National Hwy 20
12.1 was measured. →Tokyo IC
6
19.8 of ETC usage

10 15 Radio wave beacon Infrared beacon FM multiplex broadcasting
6.1 3.9
2.8 Source: Vehicle Information and Communication System Center
0 0
March March March March March Source: Metropolitan
2003 2004 2005 2006 2007 Expressway data Simplified ferry boarding procedure
32 33
Collecting information ■Devices that collect traffic information Collect,analyze and ■Traffic control center
Vehicle detectors, CCTV cameras, meteorologi-
provide information
cal observation apparatus and other sensors are Information collected by on-road sensors is
installed along roads to quickly collect precise transmitted to traffic control centers and
information on traffic congestion, broken-down analyzed. Information on traffic congestion,
vehicles, accidents and weather conditions. accidents and traffic regulations is quickly and
During disasters, patrol cars and vehicles properly transmitted to road users via roadside
equipped with satellite communication systems variable information boards, VICS and the
rush to sites and are able to collect traffic infor- Internet.
mation. Today, efficient methods are used to
Vehicle detector CCTV camera
identify congestion-prone points instead of the
conventional method of conducting field
surveys at major intersections. Efficient methods
include the use of GPS equipped probe cars,
VICS data and other ITS technologies, all with
the cooperation of police departments.
■Providing road information
Meteorological observation apparatus Vehicle equipped with satellite

communication system
■Data collecting, processing and utilization

Collecting data Processing and accumulating data Displaying congested road sections on an Warning of tunnel congestion, using an Displaying congested sections and
information board information board the time required to traverse them
Taxis, buses, trucks,
general vehicles, etc. Calculate section traveling time
(Location, speed, etc.) using positional data
Combine with traffic volume data
Performance
monitoring center
Using data
Losses caused by traffic congestion in each prefecture (2001) Car radio
• Policy assessment
• Project assessment Providing information to VICS-compatible
• Traffic census Utilization for car navigation units
• Work plan support advanced road management
• Advanced road manage-
ment, etc.
Utilization for project assessment

Before the project
After the project
Losses* caused by traffic congestion are calculated and published every year.
*in unit of person-hours
Displaying traffic congestion information on large displays at Service Areas and Providing information via the Internet
Parking Areas
34 35
System architecture ETC2.0 service

This system uses 5.8 GHz DSRC (Dedicated Short
Range Communication), an international standard ■Comparison of the scope of information that is provided
adopted by ISO (International Organization for by existing FM-VICS and ITS spots (Urban areas)
Standardization) and ITU (International Telecom-
From Tohoku expressway From Tohoku expressway
munication Union) that enables high-speed, high-
volume, two-way communication. DSRC will make Roadside equipment (ITS Spot)
various services available by using roadside equip-
ment, “ITS spots” and "compatible in-vehicle car Service information is provided
Two-way on an interactive basis when
navigation systems." Communication passing by a roadside antenna.
Onboard unit Car navigation

for ETC2.0 system for ETC2.0
Expanding ITS spots throughout Japan

As of August 2011, ITS spots are installed in about 1,600 locations positioned on expressways throughout Japan. On inter-city
Since October 2014, a new service called “ETC2.0” has been of the road ahead of the driver.
expressways, an ITS spots is installed about every 10 to 15 km, including 90 locations immediately in front of junctions, while
provided. ETC2.0 provides advanced driver assistance on Assistance in the event of disaste: provides safety precau-
on urban expressways there is a spots installed about every 4 km.
expressways using the communication between ITS spots and tions, such as identification of obstacles on roads, a slow-
onboard units, and adds to the existing automatic toll running automobile at the end of congestion and pictures of
■Locations of ITS spots payment feature.

ETC2.0 provides the following assistance services:
the weather condition ahead of the driver.
Safe driving assist: provides useful information for drivers in
ITS spots have been installed at Detouring assist : provides precise information about wide- the event of road closures.
approximately 1,600 locations on the area traffic congestion on a real-time basis with actual pictures
expressways across the country. It is
intended that they will be installed on
newly opened expressways and tolled
roads.
■Information provided by car navigation systems
Detouring assist Assistance in the Safe driving assist
Real-time region-wide traffic event of disaster Locations of obstacles, the location of the last
information and pictures of Upon occurrence of a disaster, car in the back-up, and danger warnings are
congested roads are provided. useful information will be provided. . provided.
<Simple diagram> <Picture> <Simple diagram> <Simple diagram> <Picture>
1,600 locations
across
the country
Tokyo
Nagoya An earthquake has occurred. Backup ahead.

Careful there is
Locations where ITS spots Osaka Turn on your hazard Careful of rear-end
snow on the road.
lights and park on the shoulder. collision.
have been installed OSAKA
Enhanced services at ITS spots

In the future, new ETC2.0 services are scheduled to begin. Drivers will soon be given
preferential treatment if they take a detour around congested routes. In the future we
are also going to support commercial fleet control through ETC2.0.
Furthermore, private services such as automatic payment systems at private parking
lots and drive-through booths are under consideration.
Automatic payment system at a parking lot.
36 37
Livability Enhancement Safer and pleasant environments for cyclists

Road projects will focus on enhancing the living environment, so that everyone can benefit from
improvements such as safe and accessible pedestrian areas, pleasant living environments with road- While bicycles play an important role in urban transpor-
side greenery, and safer pedestrian spaces and better townscapes by removing utility poles. tation as a convenient transportation mode, infrastruc- ■Changes in the Number of Accidents by Category
ture for cyclists is still insufficient and has resulted in (number of accidents) (times)
slower reduction rate of bicycle accidents compared to
All accidents involving bicycles, Accidents with motor vehicles

200,000 20,000
Promoting universal designs in pedestrian spaces that of all accidents.

To lower the accident rate, MLIT and the National
180,000 171,018
162,525
18,000
■An example of universal design in pedestrian spaces

All accidents involving bicycles
160,000 156,405 16,000

By 2020, all designated roads will have barrier-free Police Agency (NPA) have launched the “Committee for
motorcycles / pedestrians / bicycles /other

151,625
141,345 144,018
sidewalks. Creating a Safe & Comfortable Environment for 140,000 134,300
130,747 14,000
127,419 121,004
The Minister of Land, Infrastructure, Transport and Bicycles” in 2011. The Committee submitted the 120,000 11,642 12,000
Tourism has identified roads with a high volume of following recommendation to MLIT and the NPA: “A 10,639 With motor vehicle
100,000 11,016 9,973 9,496 9,134 10,000

pedestrian traffic, especially areas where many elderly Bicycle Environment that is Friendly for Everybody: 10,322
and disabled people travel along the roads that connect Proposal for a Safe & Comfortable Environment for 80,000 8,841
8,155
With motorcycle
8,000
7,468
railway stations, government facilities, hospitals and Bicyclists.” 60,000 Other 6,000
other important public facilities, and has designated In response to the recommendation, in November 4,159 4,322
3,910
With bicycle
3,796 3,611
40,000 4,000
them as in need of upgrades. 2012, MLIT and the NPA jointly created “Guidelines on 2,856 2,942 2,934 2,760
Creating a Safe and Comfortable Environment for 200,00 2,801 2,000
With pedestrian
Bicyclists.”
Removing utility poles
0 0
2007 2008 2009 2010 2011 (Year)
Note: “Accidents involving bicycles” means that at least one victim involved in the accident is
Utility poles are often considered unsightly and obstructive, so MLIT promotes the removal of them in order to secure safe and
a bicyclist and accidents between two or more bicyclists are counted as one accident.
(Source: Information from National Police Agency)

comfortable pedestrian spaces, improve the landscape and living environment, enhance the reliability of telecommunications
networks and preserve historical townscapes. This visual preservation of historical sites and towns promotes tourism, restores
local culture and revitalizes local communities.
MLIT will continue promoting the removal of utility poles using methods that accommodate local situations, such as widening
roads in conjunction with burying utility cables underground and installing cables under or behind eaves. MLIT will also seek the
■Actions to Advance Urban Settings for Bicycle Usage
most cost effective methods for pursuing these activities.
■Methods for Removing Utility Poles

New road Cables in the main street
Sidewalk
Common utility duct
Development of bicycle route networks
Moving poles to
Eliminating utility the back street
poles in the main
street Cables under the eaves
In progress
Installation of underground utility ducts as a part Relocation of cables to side streets in order to remove Installation of cables under/along the eaves
of road construction projects. utility poles along the main streets. of houses along the street. Construction of bicycle parking facilities
■An example of Removing Utility Poles Education for cyclists on riding rules
Collaboration with public transportation systems Development and promotion of community bicycle programs
Before After
Conceptual images of the initiative
38 39
Environmental Measures Michi-no-Eki

Projects are being executed to quickly improve roadside environments and roadside areas. In order to As a longer driving and female/elderly drivers become common, there is an increasing demand for
prevent global warming, the transport industry must urgently deploy measures to reduce CO2 emissions resting areas along general roads where they can drop in and rest at ease so that they go back to safe
from vehicles, which account for a large percentage of total emissions. driving which ultimately support smooth traffic flow.
With diverse values, people desire for unique and interesting places. These resting areas would provide
various and unique services based on the local culture, history, tourist destinations and local specialties.
Protecting and creating roadside environments Resting areas are expected to attract a lot of tourists, which means it will help surrounding areas to
Roadside environmental measures are being deployed to become more vibrant and facilitate a synergistic relationship with other local areas through the road.
achieve environmental quality standards for noise and air Aiming for these effects, the Rest Areas network called "Michi-no-Eki" were introduced. Michi-no-Eki
Noise barriers pollution. Measures to control the heat-island phenomenon in
plays 3 different roles; "a place for resting" for road users, "a place to provide information" for both road
Noise barriers prevent noise from cities are also being actively researched and developed.
users and locals, and "a place to facilitate local communications".
reaching roadside residential and
other districts. Sound absorbing panels
installed under bridges
Sound absorbing panels Locations Eligible local proponents

installed under elevated
road sections reduce -Rest Areas are located at appropriate intervals to best serve -Municipalities or the equivalent public bodies
noise. as a resting place for road users
Remarks
Services -Facilities are designed so that children, elderly and physi-
Green belts -Parking space, washrooms and telephone booths available cally challenged people can easily use them
24 hours a day -Michi-no-Eki is designed to suit local beautiful sceneries
Trees are planted between highways and
residential districts to create green spaces -Attentive information service provided at the information
desk
and reduce noise and gas emissions.
Disaster-prevention features in
Facilities the event of natural disaster
Low noise pavement -Free parking space large enough for road users to rest -With a power generation facility, a storage for reserve stock
Small porous in the asphalt pavement sur- -Clean washrooms and a heliport, Michi-no-Eki serves as a local disaster-
face absorb the noise produced by tires. -Information center for road users and locals prevention center
-Various service facilities -Michi-no-Eki actually played an important role in providing
-Barrier-free designed walking paths a place for life-saving activities, distribution of relief goods,
MLIT's climate change mitigation evacuation center and food distribution
After a continual increase during the period between 1990 and 1996,
■CO 2
emissions by sectors
the level of CO2 emissions from the transportation sector became
(Million CO2-t/year)
600
■Overview of Michi-no-Eki
● Rest area
Manufacturing industries
CO2 emissions from energy consumption
relatively steady in 1997. Emissions reached their peak in 2001 when

a level of 259 million CO2-t was recorded. Since then, emissions have 500
(Factories etc.)
429
● Michi-no-Eki “Asagiri Kogen”
(Shizuoka Pref.)
● Number of Michi-no-Eki 24-hour free toilet / parking lot
decreased to the level of 225 million CO2-t, the level which was 400
● Information provision
Number of Increasing number of Michi- no-Eki
Transportation
recorded in 2013. Commercial/institutional
279
registration
300 (automobiles & ships) (Office etc.) 1000
This means that the transportation sector's target, 240-243 million 225 800
CO2-t, for Japan's proclaimed commitment under the Kyoto Protocol 200
201 600
during the first commitment period (2008 to 2012) was achieved, Household 101
100 Local Sake 400
taking into consideration the average level of emissions during these Energy conversion 200
5 years. 0 0 114
Tourist center
0
95
00
05
10
1993 1998 2003 2008 Oct.

1
9
In March 2014, the MLIT created a plan called "National Environmen- (FY) (Kawaba Denen plaza in Gunma)
19
19
20
20
20
20
Restaurant overlooking Mt. Fuji 2014

As of Jan. 2015
tal Action Plan (2014-2020)". In the Plan, the Ministry claims that it
● Cultural exchange
Source: Greenhouse Gas Inventory Office of Japan (GIO, April 23, 2015) 27
will implement its mitigation strategy, with a series of measures
including smarter use of existing road networks to optimize traffic
■Climate change mitigation measures in : 41 or more
30
17
30
12
road sector :31~40 :11~20
flows and introduction of low-carbon road facilities. Currently, the :21~30 :10 or less 28
Traffic optimization -Designation of routes for heavy trucks 37
road sector of the Ministry promotes improvement of traffic flows -Development of arterial and ring 23 14 30 22 11
road networks Greener roads 41
(e.g. development of ring roads), roadside greenery, and a shift to -Revision of toll policy for expressways -Promotion of roadside greenery 16 28 12
14 19
9 8 22 16 18 54 19 1 24
low-carbon road facilities such as LED road lighting. -Development of cycling roads
Low-carbon road facilities 23 18 16 31
-Promotion of ITS 23 2
-LED lighting 8 12 16
Although Japan will not renew its commitment for the second -Minimization of road work periods
-Life extension of road bridges
24 17 28 18
15 Store jointly invested by local residents
-Grade separation of railroad crossings
commitment period (2013-2020), the country will continuously -Promotion of transit use -Renewable energy use 8 21 22 15 27 (Miyama Fureai-hiroba, Kyoto)
dedicate its efforts to CO2 reduction.

40 41
Chapter
■ Disaster prevention features that were found to be useful after the Great East Japan Earthquake
Logistics support by Self Defence Forces (SDF）
Food/daily necessities Advanced Road

Technologies
supply for affected residents
Re-opened as the only store just 1

week after the earthquake and
provided local vegetables and
daily necessities.
Tono Kazeno-oka
(Tono city, Iwate)
Yamada (Yamada town, Iwate)
Emergency shelter
With an in-house power
generation, it opened 24
hours a day and provided Distribution center for
rice balls and snacks for relief goods
evacuees.
Serves as a relaying point of
relief-goods transport from all
over the country.
Work within a shield tunneling machine, which is constructing the Tokyo Bay Aqua-line Expressway.
Of Japan’s total land area of about 378,000km2, fall, floods, landslides, earthquakes and tsunamis.
only one-third is suitable for living. Due to its Consequently, various road construction technologies
topographical, geological, meteorological and have been developed to overcome the resulting severe
Sanbon-gi (Osaki city, Miyagi) Soma (Soma city, Fukushima) other natural conditions, Japan is prone to numer- conditions and difficulties posed by these natural
ous natural disasters such as storms, heavy snow- disasters.
42 43
Tunnels Bridges
The long, thin chain of islands that compose Japan has a spine of steep mountains running north to Japan consists of four major islands, Hokkaido, Honshu, Kyushu, along with Shikoku, and a number of
south down the island chain. The elevations reach 2,000m to 3,000m above sea level and about 70% smaller islands. Straits and inland seas hinder traffic between the islands. For well-balanced develop-
of the land is mountainous. Therefore, roads must be constructed on the narrow strips of land ment, transportation access is required, so bridges connecting islands have been constructed. Also,
between steep slopes and the sea, alongside rivers winding between mountains, and sometimes since Japan is highly prone to earthquakes, typhoons and strong winds, cutting-edge technologies are
through mountains. Tunnels are increasingly used when constructing roads in highly populated areas used to construct and maintain long-span bridges that can withstand severe weather and natural
due to the shortage of arable land and to protect the environment. disasters
Kan-etsu tunnel (Kan-etsu Expressway) Honshu-Shikoku expressway

The Kan-etsu Tunnel is 11km long and is the longest highway The Honshu-Shikoku Expressway was completed in 1999 and Onomichi-Imabari route (the Nishi-Seto Expressway). The
tunnel in Japan and the fifth-longest in the world. At its lowest connects the main island of Honshu with the island of Shikoku. total length of these roads is approximately 173km. The
depth the tunnel passes 1,100m below the mountain’s peak. It has three routes, including: the Kobe-Naruto route (the center span of the Akashi Kaikyo Bridge is 1,991m, making it
Of its four lanes, the outbound lanes were opened in 1985 and Kobe Naruto Expressway), the Kojima-Sakaide route (the the longest in the world. Additionally, the height of the main
the inbound lanes were completed in 1991. Seto-Chuo Expressway and the JR Seto-Ohashi line), the tower is approximately 300m above sea level.
Yamate tunnel
(Central Circular Shinjuku Route of the Metropolitan Expressway)
The Central Circular Shinjuku Route of the Metropolitan Expressway

connects Shibuya, Shinjuku and Ikebukuro, which are major sub-centers Akashi Kaikyo Bridge Tatara Bridge Seto Bridge
of Tokyo. Two tunnels account for most of its 11km length, one for the
inbound lanes and the other for the outbound lanes. The tunnels were
completed in 2010. JCT Tokyo bay aqua-line expressway
Entrance and exit Entrance and exit Entrance
Exit The Tokyo Bay Aqua-line Expressway, which allows a motorist to transverse the
Tokyo Bay, was completed in 1997. About 10km, out of its total 15.1km, are under
JCT the Bay and the remaining 5km are configured as the Aqua Bridge. A ventilation
Entrance and exit
tower (“Kaze-no-to”) was constructed in the middle of the tunnel, and a manmade
Entrance and exit
Legend island (“Umihotaru”) was constructed where the tunnel and the bridge meet.
JCT
Cut and cover Ventilation
Shield tunneling Railway station
■Yamate Tunnel Map Vertical shaft (cut and cover)

Elevated section JCT Entrance and exit
The manmade island “Umihotaru” and the Aqua-line Bridge
R einforcement and
management of long bridges
Long bridges are inspected daily using advanced technologies in order to prolong
their service life. For instance nondestructive methods are used to inspect hangers
on suspended bridges.
Tunnel boring machine Implementation of damage control earthquake-resistant designs to retrofit existing
long bridges has reduced the cost of constructing long bridges to 65%.
The tunnel boring machine consists of both a tunnel shield and a front rotating A model experiment
using a 1/6-scale model
cutting wheel. As the front cuts into the ground, it assembles concrete segments of buckling restraint
braces.
inside the machine, and as it advances it constructs the tunnel behind it. Advanced
robotic technologies are used, with a computer controlling a series of activities Use of a damage control
earthquake-resistant
required for the tunneling work. design on the
Minato-ohashi Bridge
World’s largest tunnel boring machine helped reduce the
(diameter: 14.14m) used to construct the construction cost
Tokyo Bay Aqua-line Expressway (Hanshin Expressway).
Non-destructive inspection of hangers
44 45
Pavement
In 1955, the percentage of paved national highways in Japan was less than 14% of the total road
network. The percentage increased sharply thereafter as motorization rapidly progressed, reach-
ing 57% in 1965, 79% in 1975, and over 90% today. Various paving technologies have been
Appendix
researched and developed since roads in Japan are subject to large seasonal temperature differ- -History of Roads in Japan
ences and heavy rainfall. New technologies are being developed to address an aging society and
environmental issues.
-Technical Standards
-Statistics
Drainage and low-noise
pavement [Ordinary pavement]
change to Air
[Drainage pavement]
change to Air
becomes trapped escapes into the
The surface of a newly developed pavement is Tire between the tire porous pavement
and the pavement and absorbs the
more porous than ordinary pavement and allows surface and generates noise.
water to seep into and pass through the noise.
Surface
pavement. It flows along an inclined, imperme- of pavement Surface
of pavement
able course and is then discharged out the side
gutters. The pavement drains the rain water and change to Reduction in the noise level by changing the pavement to one
allows the road surface to remain non-slippery, that absorbs rather than reflects vehicle noise on the road surface.
controls spray and ensures good visibility. The
porousness of the pavement also suppresses the
noise generated by tires and traffic.
[Ordinary pavement] [Drainage pavement]

Noise reflects. Noise is partly absorbed and reduced.
Water-retaining pavement Rain Solar heat
The pavement retains water and thus lowers the road temperature Evaporation
through water evaporation. Diverse techniques, from which rain water and heat
underground water slowly evaporate, have been proposed. For example,

injecting water-retaining materials like polymers into the voids of asphalt Water-retaining
materials
mixtures is one such option.
The road temperature
Binder course
is dropped by water
retained in the
pavement which
Base course consumes heat as it
evaporates.
Heat-insulating pavement
Special paint is applied on the pavement surface to reflect infrared rays from the sun and thus reduce the amount of heat that
is absorbed and accumulated in the pavement. The paint controls the rise in the surface temperature of the pavement and
improves the thermal environment for pedestrians and road-side users, helping to mitigate the heat-island phenomenon.
■Example of application ■Example of filling

Heat-insulating Heat-insulating
materials materials
Matrix
Matrix Asphalt pavement
Asphalt pavement
Binder course Binder course
46 47
Japan is a country comprised of four major islands and numerous minor islands. It is configured as a
crescent shape and situated to the east of the Asian continent in the Northwestern Pacific Ocean. Of
its 378,000 square km of land, about 70% is comprised of mountainous terrain. It is inhabited by more
than 120 million people.
History of Roads in Japan

It is a country that has achieved harmony between its traditional culture from ancient eras and its
modern society with advanced technology. Yet, Japan’s fascinating natural environment is one that
changes from season to season.
The history of land transport in Japan began over two thousand years ago and can roughly be catego-
rized into the following four eras: 1) Age of People and Nature (ancient times until the Meiji Restora-
tion in 1867), 2) Age of Modernization (from the Meiji Restoration until the 1950s), 3) Age of High
Efficiency Networks (from the 1950s to the present day) and 4) Age of Optimal Maintenance and Man-
agement for Maximum Utilization of Existing Roads.
Nihombashi in the Meiji Era

2) User-friendly Roads Can Be Traced Back to Source: National Diet Library
l. Age of People and Nature
(ancient times until the Meiji Early Times
Restoration in 1867)
Along with the establishment of the Seven Roads came
l) The Ancient Foundations of Modern Japan another system called “Ekiba, Tenma” (Post Horse System),
which eventually became the modern international word
“Ekiden” (a relay road race). In this Chinese-originated
The oldest written record of roads in Japan appeared in a
system, an “Eki” (meaning station) was located at each
Chinese history book from the 3rd Century called Gishi-
interval of 16km along a road and would provide necessary
wajinden. At that point in time, Japan was in the process of
services for the officials and people of high rank who
unifying the country under the Yamato Dynasty. People
travelled that road on their journeys. Approximately 400
travelled on foot or horseback for hundreds of years until the
“Eki” were developed across the country. In the mid-8th
Meiji Restoration, when Japan opened its doors to the
century, a number of fruit trees were systematically planted
modern nations of the West late in the 19th century, which
along the Seven Roads, which eventually led to the tree lined
resulted in modern conveniences becoming available and
roads of today.
then prominent in Japan. secondary roads should be 5.5m wide. The roads were to be reason is that, unlike inhabitants of other nations, the
Later, in the 16th century, a road signage system called
Unlike in China and the European countries, horse-drawn filled with gravel and cobbles to a depth of 3cm and topped Japanese travel extremely often.”1
“Ichirizuka” was established by referencing a similar practice
carriages never fully evolved in Japan. The historical lack of with sand after treading them down. The Hakone Road was already paved by 1680 C.E. Sir Ernest
from ancient China. This system can be viewed as the Asian
use of horse-drawn carriages could be due, in part, to the Sir Rutherford Alcock, the first British Minister to visit Japan, Satow, a British diplomat who came to Japan at the end of
version of the Roman milestone-system. After the Edo
country’s terrain which is mostly mountainous and wrote about his visit at the end of the Shogunate era, saying, the Edo Shogunate (mid-19th century), wrote in his book, “A
Shogunate was established in 1603 C.E., the ichirizuka
criss-crossed by numerous creeks and inlets. “Their highways, the Tokaido, the imperial roads through- Diplomat in Japan,” about his astonishment at the pavement
system was transformed when ample facilities were created
After the Reformation of the Taika Era (645 C.E.), an elabo- out the kingdom, may challenge comparison with the finest there: “Next morning, we started at half-past six to ascend
and the 5 Major Highway System, radiating from Edo (the
rate central government system, characterized by emerging in Europe. Broad, level, carefully kept and well macadam- the pass which climbs the range of mountains by an
old name for Tokyo), was formed. The Shogunate specified
administrative and judicial institutions, was established. A ized, with magnificent avenues of timber to give shade from excellent road paved with huge stones after the manner of
that the five major highways should be about 11m wide and
new road network was developed at this time that the scorching heat of the sun, it is difficult to exaggerate the Via Appia where it leaves Rome at the Forum, and lined
connected Honshu (the largest island) to Shikoku (the their merit." with huge pine trees and cryptomerias.”
smallest of the four main islands) and then continued all the Unlike the Via Appia, Japanese surface transport routes were
way down to Kyushu (the southernmost and third largest 3) Road Construction with Consideration for developed primarily for people and horses, because horse-
island). drawn carriages were not common prior to the Meiji Era
People and Scenery
This nationwide public road network was called “Seven (~1868 C.E.) For this reason, roads were usually in good
Roads” and was composed of Tokaido, Tosando, Hokuri- condition since damage caused by traffic was not severe and
Japanese people frequently traveled, to such a degree that
kudo, San-indo, San-yodo, Nankaido and Saikaido (‘-do’ in maintenance was relatively easy to complete. Road cleaning
foreigners were astounded by how far and how often they
Japanese means ‘road’). After bitter struggles with the rough and other regular maintenance was not performed by the
traveled in comparison to themselves. The Japanese did not
terrain of the country, the Seven Roads were completed and Shogunate or the government of feudal clans, but by
hesitate to travel because there were such excellent road
in later years were used as the prototype for highways and roadside residents on a voluntary basis. This implies that
facilities and services even back then.
roads. Almost all of the Seven Roads routes were used as there was a general understanding that roads were not the
In the middle of the Edo Era (1690 C.E.), Englebert Kaemp-
arterial railways during the Meiji Era (1868-1921 C.E.) and exclusive property of the overlords, but considered to be
fer, a German doctor who came to Japan to work for a Dutch
then expressways that opened after 1964. In short, ever “public property”.
trading house, wrote: “An unbelievable number of people
since the Seven Roads were first established during this age, 1
“Geschichte und Beschreibung von Japan”
Numazu-juku as depicted by Hiroshige travel the highways of this country every day. The reason for
they have continued to serve as the backbone for transport
Source: National Diet Library this is the high population of this country, but another
routes in Japan.
48 49
History Road of Japan
3. Age of High Efficiency development was inevitably slow because the development
of railways was given priority over the development of roads.
Networks Under these circumstances, the Five-Year Road Development
(from the 1950’s ~ today) Program was launched so that road development could be
fully accelerated.
1) Arrival of the Motorization Age Since the public works budget, under the general revenue
scheme, was insufficient in meeting the ever-increasing road
Automobiles proliferated quickly as the Japanese economy traffic demand, two new financing systems were introduced:
recovered from hardship after the war and the standard of the toll road system and the tax revenue system with
living improved. Only 130,000 vehicles were registered at earmarks for roads. These systems allowed for a significant
the end of World War II, but the number increased rapidly, number of road projects to be undertaken in a short period
reaching 500,000 vehicles by 1951, then doubling to one of time.
million in 1953, and doubling again to two million in 1957. The former “Act on Special Measures concerning Road
The Age of Motorization had finally arrived in Japan. Construction and Improvement”, which was enacted in
However, the road system in Japan remained insufficient to 1952, introduced the toll road system and enabled the
The state of roads in the mid-1950s was as “incredibly bad”
support the ongoing rapid motorization. Ralph J. Watkins, national and municipal governments to borrow sufficient
as Watkins wrote in his report.
an economist invited by the Japanese Government to funds to develop roads. After the new roads were complete,
conduct research on the Meishin Expressway, wrote in his the borrowed money would be repaid using the toll revenue
1956 report, “The roads of Japan are incredibly bad. No from the roads.
other industrial nation has so completely neglected its The toll road system was used primarily for national express-
2. Age of Modernization highway system.” way projects. In 1956, the Japan Highway Public Corpora-
Indeed, Japan’s road system in those days was truly terrible. tion was founded, so that expressways would be efficiently
(from Meiji Restoration to the managed and financial resources from the private sector
Only 23% of the first-class arterial national highway system
1950's) April 1968
could be widely utilized.
Vehicles driving from Okazaki IC to Komaki IC after the was paved. Only two-thirds of national Highway Route 1,
opening ceremony of the Tomei Expressway
supposedly the major arterial highway connecting Tokyo With its founding, toll road development was now led by JH
(Photo: Mainichi Shimbun) instead of the National Government. Although the mecha-
After ending two hundred years of isolation, the revolution- with Osaka, was paved. The Japanese Government at that
time accepted Mr. Watkins’ proposals and immediately put nisms of the toll road system are similar to that of current
ary government of the Meiji Era (1868-1912 C.E.) quickly
them into practice. Thus, road improvement in Japan moved PPP projects, the former included an ingenious system that
started modernizing the surface transport system by import-
into high gear, propelling the nation into the high economic enabled them to carry out unprofitable road projects if the
ing new technologies from Europe. Unlike China and
growth era of later years. road was recognized as necessary from a point of social
Europe, Japan did not have a history of horse-drawn
benefit. The National Government reduced the business risk
carriages as a method of transport. It was thus impossible to
of unprofitable road projects by guaranteeing the loan and
transform the ancient roads, designed strictly for the 2) The Five-Year Road Development by paying a fixed rate of interest. In addition, the Govern-
passage of people and horses, into modern roads in a single Program, Toll Road System and Tax Revenue ment utilized the pool system, in which revenues and expen-
step.
System with Earmarks for Roads ditures were balanced throughout the toll expressway
The beautifully maintained pre-modern roads of the Edo Era
network. This system enabled them to develop not only
began to deteriorate under the burden of modern horse-
Without a long history of horse-drawn carriages, the roads in profitable expressways in urban areas but also unprofitable
drawn carriages and human-powered vehicles (or
Japan were severely underdeveloped. What was worse, road expressways in rural areas across the country.
rickshaws). Arthur Crow, who visited Japan in 1881 C.E.,
recorded this observation in “Highways and Byways 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 heavy, both for horse and man-power
■Investment change in the Five-Year Road Development Program
vehicles”. 80,000
The slow improvement of roads can be partially attributed to 70,000 Unsubsidized Local Road Projects
Investment(billion JPY)
the decision by the Meiji Government to give rail and sea Toll Road Projects
60,000
transport higher priority over roads. This decision was General Road Projects Note:
intended to allow Japan to catch up with the advanced 50,000 1) Reserve fund (150 billion) is included.
2) Reserve fund (100 billion) is included.
nations of the West as quickly as possible. The backwardness 40,000 3) Reserve fund (500 billion) is included.
of the road system in Japan continued until 1945 when the 4) Reserve fund (700 billion) is included.
30,000
5) Adjustment cost (1,300 billion) is included.
World War II ended and the entire national landscape was 6) Adjustment cost (1,300 billion) is included.
20,000
devastated by bombings and other catastrophes of war. 7) Adjustment cost (1,400 billion) is included.
10,000 8) Adjustment cost (5,000 billion) is included.
During the reconstruction process in Japan, the moderniza-
9) Reserve fund (11.2 billion for Okinawa) is
tion of roads in Japan was fully accelerated along with the 0 included in the total of the 6th plan.
-57 -60 -63 -66 -69 -72 -77 -82 -87 -92 -97 -02
development of railways. 54 958 960 964 967 970 973 978 983 988 993 998
19 1 1 1 1 1 1 1 1 1 1 1
Fiscal Year
50 51
History Road of Japan
In 1953, the “Act on State’s Tentative Financial Measures for

Road Construction Projects” was enacted and thus ushered
■Change in real GDP per capita should be economized. As discussed in the previous section,
this led to the abolition of the tax system with earmarks for
experience with these disasters. In addition, it is necessary to
enhance road networks to guarantee alternative routes in
in a new tax revenue system with earmarks for roads. This (US dollars) roads and the reorganization and privatization of JH. While the event of road closures after a large-scale disaster and in
system, based on the “beneficiary-pays” principle, 35,000 road development is slowing down, utilization of existing order to add disaster prevention functions to existing
earmarked the revenue from gasoline tax and other 30,000 road networks and improvement of asset management is roadside service facilities. As climate change is increasingly
automobile-related taxes for road projects. This measure becoming the focus of current programs. occurring on a global scale, Japan has been experiencing
25,000
secured stable financial resources for the long-term develop- The first task of asset management is to map out strategies more frequent heavy rains and snows. Overcoming
ment of roads, including the 1st Five-Year Road Develop- 20,000 for the aging road infrastructure, which was largely devel- landslides on slopes and snowbound traffic are always
ment Program and the subsequent 11 programs that oped during the high-growth period of the Japanese serious challenges in a country with precipitous terrain.
15,000
followed. economy (from the late 1950s to the 1960s). Japan road administration has been implementing counter-
The toll road system and the tax revenue system with 10,000 The second task is to continually provide road transport measures that include: constructing slope protection, estab-
earmarks for roads supported the development of the 5,000 services and to support the lives and economies of the lishing a snow removal system, installing road monitoring
nationwide road network for more than 50 years. During people who live in a country that is prone to natural disasters systems and improving operations.
those years, all major roads were paved and more than 0 such as earthquakes and typhoons.
1970 1975 1980 1985 1990 1995 2000 2005 2010
10,000km of expressways were developed across the The third task is to provide road services that are safe, acces-
3)Improvement of Road Service Provisions
country. sible and environmentally friendly by utilizing evolving ITS
However, there were increasing calls for a change in both of system with earmarks for roads was abandoned and the technologies and by improving the quality of roads. using Intelligent Transport Systems (ITS)
the financial revenue systems since the road network in Government decided to pay for road expenditures using
Japan had reached an almost adequate level of develop- funds from the general revenue. 1)Strategies for Aging Road Infrastructure Ring roads are being developed in the Tokyo Metropolitan
ment. There were various critiques and opinions about road Area, where traffic congestion is a serious problem. Once
development, including the belief that roads were devel- The majority of roads and bridges were constructed in the complete, ring roads are expected to provide more route
oped wastefully and sometimes redundantly, spending a 4. Age of Optimal Maintenance high-growth period of the Japanese economy and will be 50 options and smoother traffic flow.
large amount of both borrowed money and the national years old in the next 10 years. To maintain the safety of this Since they were introduced in the 1990s, ITS technologies
budget. At the same time, the repayment and management and Management for Maximum aging infrastructure, periodic investigation and database have provided various services, including car navigation
costs were not being sufficiently preserved due to the high- Utilization of Existing Roads management, as well as systematic repair work, are systems and Electronic Toll Collection (ETC). Even now, the
cost structure of JH’s toll road system. As a result, JH was required. It is a new technical challenge to efficiently investi- technologies are evolving to meet the demands of road
privatized and reorganized into the Japan Expressway and gate and repair 5.2 million bridges and 10,000 tunnels. At infrastructure and the automobile sectors. Newly introduced
Debt Repayment Agency (JEDRA) and 6 regional Expressway By the beginning of the 21st century, the total length of the same time, this is also a significant challenge in terms of automobiles with crash-avoidance systems offer the poten-
Companies. The main purposes of this change were to expressways had reached more than 8,000 km and the the financial and human resources that are needed to meet tial for fully automatic driving systems sometime in the near
ensure the repayment of the massive road debt that had public opinion was that Japan had almost sufficient road road demands. future. In the road infrastructure sector, dynamic traffic
reached 40 trillion yen, to streamline the administrative networks, especially in urban areas. At the same time, Japan guidance, warning messaging and vehicular controlling
authority and to provide various services for road users by entered an age of declining birthrates and an aging popula- 2)Preparing for Natural Disasters technologies are being studied as part of road-to-vehicle
utilizing experience from the private sector. tion (the national population has been declining since it and/or vehicle-to-vehicle communication systems.
There was also increasing criticism of the tax revenue system peaked in 2008). The Great East Japan Earthquake in March 2011 forced the The advancement of technology is going to integrate road
with earmarks for roads. Critics argued that fixed expendi- In addition to these social changes, ever-increasing social reevaluation of the importance of road networks in the face infrastructure and automobiles into a new synthetic
tures from the abundant financial resources resulted in security costs and the fragile national financial condition of large-scale natural disasters. 20% of world-wide transport system and will provide a breakthrough solution
unnecessary road development. In 2009, the tax revenue brought about the wide-spread belief that public investments earthquakes with a magnitude of 6 or higher occur in Japan. for traffic congestion, traffic accidents and environmental
As an earthquake-prone country, disaster prevention pollution, all of which have been major issues since the
measures, including improvement of bridges’ quake modernization of the road system began.
resistance, have been deemed necessary after the repeated
■Change in total length of expressways ■Change in number of registered vehicles

(Km) (Million vehicles)
9,000 70
8,000 60 Passenger vehicle
7,000 Commercial vehicle
50
6,000
40
5,000
4,000 30
3,000
20
2,000
10
1,000
0 0
1970 1975 1980 1985 1990 1995 2000 2005 2010 1970 1975 1980 1985 1990 1995 2000 2005 2010
52 53
Technical Standards
Technical Standards
(Government Ordinance No.320 of 29th October, 1970)
[Provisional translation]
Structure of Road Technical Standards (Purpose of This Ordinance)

Article 1
This Ordinance specifies general technical standards (limited to the standards that should be taken into account when technical
provisions of the Road Act (hereinafter "Act") Article 30.1.1, 30.1.3 standards (except for the provisions in Article 30.1.1, 30.1.3 and
Road Act Road Structure Geometric design and 30.1.12 for general technical standards of the structure of 30.1.12) for the construction of prefectural roads and municipal
[Act No. 108 of Ordinance prefectural roads and municipal roads) for the structure of national roads are required under the ordinances of prefectural or municipal
expressways and national highways when these roads will be newly governments, who also serve as a road administrator.
1952] [Cabinet Order No. 320 constructed or reconstructed and also specifies general technical
of 1970]
Earthworks
(Definition)
Article 2
Pavement The following terminology definitions shall apply to the correspond- 14. Stopping lane: A strip of carriageway section principally used to
ing terms in this Ordinance: park vehicles.
15. Track bed: A road section dedicated for use by streetcar traffic
1. Sidewalk: A road section provided for dedicated pedestrian traffic, (streetcars as specified in Article 2.1.13 of the Road Traffic Act
which is separated by curb lines or fences or other similar [Act No.105 of 1960]; this definition of streetcars shall apply
Bridges structures. hereinafter).
2. Bicycle track: A road section provided for dedicated bicycle traffic, 16. Island: An area facility provided at intersections, carriageway
which is separated by curb lines or fences or other similar separation points, bus bays, streetcars stops, or other areas to
structures. ensure safe and smooth vehicle traffic or the safety of pedestri-
Tunnels 3. Bicycle/pedestrian track: A road section provided for dedicated ans crossing streets or bus and streetcar passengers boarding or
bicycle/pedestrian traffic, which is separated by curb lines or alighting.
fences or other similar structures. 17. Planted strip: A strip of road section provided for tree planting in
4. Carriageway: A road section used by dedicated vehicle traffic, order to improve road traffic environment and ensure a better
except for bicycles. living environment along roadsides, which is separated by using
Road Traffic Ordinance on Road Traffic safety device
5. Lane: A strip section of the carriageway (except for the service curb lines or fences or other similar structures.
Act Signage and Marking road) provided for safe and smooth traffic by directional separa- 18. On-street facility: A road accessory facility on sidewalks, bicycle
[Act No. 105 of [n 1960] tion of vehicles traveling in a single direction. tracks, bicycle/pedestrian tracks, median, shoulders, bicycle
6. Additional overtaking lane: An additional lane (except for paths and bicycle/pedestrian paths, except for common ducts
1960] Road environment climbing, turning and speed change lanes) provided specifically and common cable ducts.
for vehicles to overtake other vehicles. 19. Urban area: An area forming or expected to form a city or town.
7. Climbing lane: A lane for slower vehicles to be separated from 20. Rural area: Other areas than urban areas.
other vehicles on uphill roads. 21. Designed traffic volume: Daily vehicle traffic volume determined
Road disaster 8. Turning lane: A lane for vehicles to turn right or left. by planners for road construction or reconstruction planners
prevention 9. Speed change lane: A lane for vehicles to accelerate or decelerate. designated by the Land, Infrastructure and Transport Ministry's
10. Median: A strip road section provided to separate a lane from the ordinance according to requirements in the same ordinance for
traffic in the opposite direction and ensure lateral clearances. the basis of road design, in consideration of trends of develop-
11. Service road: A strip of carriageway provided to applicable ment in the area and vehicle traffic conditions in the future.
Maintenance and repair sections, parallel to the carriageway, to ensure access of vehicles 22. Design speed: Vehicle speed that is used as a basis for road
to roadsides where access is prevented by embankment and/or design.
cut, or other means. 23. Sight distance: The distance measured along the lane (or
12. Shoulder: A strip of road section connected with carriageway carriageway in the case of a road without a lane and the same is
sidewalks, bicycle tracks or bicycle/pedestrian tracks to protect applied hereinafter) centerline at which an apex of a 10cm high
Act Parking space major road structure sections and to maintain carriageway object on the lane centerline is visible from 1.2m on the lane
Cabinet Order functions. centerline.
/ Ordinance of Ministry 13. Marginal strip: A strip section of the median or shoulder
connected with the carriageway to provide optical guidance for
Road technique standard Toll facilities drivers and ensure lateral clearance.
54 55
Technical Standards
(Road Classification) 3. Roads shall be classified as specified in the previous paragraph 2 through 4 roads or Type 4 Class 1 through 3 roads, in unavoidable
based on traffic conditions. cases such as for a topographical reason and due to conditions of
Article 3 4. Type 1, 2 and 3 Class 1 through 4 roads or Type 4 Class 1 through urbanization. In the case of Type 3 Class 1 through 4 roads and
3 roads (limited to elevated roads and other structures from which Type 4 Class 1 through 3 roads, the lane specifically for the traffic
1. Roads shall be classified into Types 1 through 4 as listed in the following table. vehicles cannot access roadsides for Type 3 Class 1 through 4 of smaller motor vehicles shall be limited to elevated roads or
roads and Type 4 Class 1 through 3 roads) can be specified as the other structures from which vehicles cannot access roadsides.
roads exclusively for the traffic of smaller motor vehicles 6. Roads shall be classified into smaller motor vehicle roads
Area where road is located (hereinafter indicating small-sized vehicles and other similar small (hereinafter indicating the roads provided specifically for the
National expressways Rural Area Urban Area
vehicles; and pedestrians and bicycles in the case of Type 3 Class traffic of smaller motor vehicles specified in the paragraph 4 and
and access-controlled highways or other roads.
1 through 4 and Type 4 Class 1 through 3 roads), in an unavoid- smaller motor vehicles and pedestrians and bicycles in Type 3
National expressways and access-controlled highways Type1 Type2 able case such as for a topographical reason and due to conditions Class 1 through 4 and Type 4 Class 1 through 3 roads and
Other Roads Type3 Type4 of urbanization, there shall be a neighboring detour road for other vehicles specified in the previous paragraph) and regular motor
types of vehicles, other than smaller motor vehicles. vehicle roads (hereinafter indicating roads and road sections
5. A lane specifically for the traffic of smaller motor vehicles can be other than smaller motor vehicle roads).
2. Type 1 roads shall be classified into classes 1 through 4 as listed in circumstances do not permit such provision. Roads can be provided, by separating other lanes on Type 1, 2 and 3 Class1
Table 1, Type 2 roads shall be classified into Class 1 or 2 as listed classified into one class lower than the original class unless roads
in Table 2, Type 3 roads shall be classified into classes 1 through 5 are otherwise applicable to Type 1 Class 4, Type 2 Class 3, Type 3
as listed in Table 3, and Type 4 roads shall be classified into classes Class 5, or Type 4 Class 4. (General Technical Standards for Construction of National Expressways and National Highways Structures)
1 through 4 except where topographic conditions or other
Article 3-2
The next Article through Article 40 specify general technical highways structures, when these roads will be newly constructed or
Table 1 Type 1 Roads standards for the construction of national expressways and national reconstructed.
Designed traffic volume (vehicles/day)

Road type Type of Terrain
More than 20,000~ 10,000~ Less than (Design Vehicles)
30,000 30,000 20,000 10,000
Level Class 1 Class 2 Class 3 Article 4
National Expressway
Mountainous Class 2 Class 3 Class 4 1. Roads shall be so designed for the smooth and safe passage of roads, small-sized motor vehicles and regular-sized motor
Level Class 2 Class 3 small-sized motor vehicles and semitrailers (hereinafter indicating vehicles on other regular motor vehicle roads and smaller motor
Roads other than
National Expressway combined body consisting of trailing motor vehicle and trailed vehicles on smaller motor vehicle roads).
Mountainous Class 3 Class 4
vehicle without front axle, in which a part of the trailed vehicle 2. Specifications for the vehicle that is a basis of road design
rests on the motor vehicle and substantial weight of the trailed (hereinafter referred to as “design vehicle”) by Type shall be listed
vehicle and its load are supported by the motor vehicle) on Type below.
Table 2 Type 2 Roads 1, Type 2, Type 3 Class 1 or Type 4 Class1 regular motor vehicle
Area where road is located Areas other than Central Business Central Business District in Large
Road type District in Large Metropolitan areas Metropolitan areas Front-edge Minimum
Length Width Height Wheelbase Rear-edge
overhang overhang turning radius
National Expressway Class 1
Small-sized motor
Roads other than National Expressway Class 1 Class 2 4.7 1.7 2.0 0.8 2.7 1.2 6.0
vehicle
Smaller motor vehicles 6.0 2.0 2.8 1.0 3.7 1.3 7.0
Table 3 Type 3 Roads Regular-sized motor

12.0 2.5 3.8 1.5 6.5 4.0 12.0
vehicle
Designed traffic volume (vehicles/day) Semi-trailer Front section
Road type Type of Terrain wheelbase: 4.0
More than 4,000~ 1,500~ 500~ Less than 16.5 2.5 3.8 1.3 2.2 12.0
20,000 20,000 4,000 1,500 500 Rear section
wheelbase: 9.0
National Level Class 1 Class 2 Class 3
Highway Class 2 Class 3 Class 4
Mountainous For this table, the following terminology definitions shall apply to the corresponding terms.
Prefectural Level Class 2 Class 3 1. Front-edge overhang: Distance from the front face of the vehicle body to the center of the front-wheel axle of a vehicle.
Roads 2. Wheelbase: Distance from the center of front-wheel axle of a vehicle to the center of the rear-wheel axle.
Mountainous Class 3 Class 4
3. Rear-edge overhang: Distance from the rear face of the vehicle body to the center of the rear-wheel axle of a vehicle.
Municipal Level Class 2 Class 3 Class 4 Class 5
Roads Mountainous Class 3 Class 4 Class 5
(Lane)
Table 4 Type 4 Roads
Article 5
Designed traffic volume (vehicles/day)
More than 4,000~ 500~ Less than 1. The carriageway (except for the service road, stopping lane and applied in the following paragraph) in accordance with the road
Road type 10,000 10,000 4,000 500 other sections specified by the ordinances of Ministry of Land, classification and on rural roads where designed daily traffic
National Highway Class 1 Class 2 Infrastructure, Transport and Tourism) shall consist of the below- volume is no more than values of standard design volume
specified lanes, except for those classified as Type 3 Class 5. (hereinafter indicating maximum allowable traffic volume) as
Prefectural Roads Class 1 Class 2 Class 3
2. The number of lanes shall be 2 (except for additional overtaking, listed in the following table, while taking into account
Municipal Roads Class 1 Class 2 Class 3 Class 4 climbing, turning and speed change lanes and the same is topographic conditions.
56 57
Technical Standards
Standard Design Volume Classification Lane Width (m)

Classification Type of Terrain
(vehicles/day) Class 1
14,000 3.5
Class 2 Level Class 2
Level 14,000 Regular motor vehicle roads 3.5
Type1 Class 3 Type1 Class 3
Mountainous 10,000 Smaller motor vehicle roads 3.25
Level 13,000 Regular motor vehicle roads 3.25
Class 4
Class 4
Mountainous 9,000 Smaller motor vehicle roads 3.0
Class 2 Level 9,000 Regular motor vehicle roads 3.5
Class 1
Level 8,000 Smaller motor vehicle roads 3.25
Class 3 Type2
Type3 Mountainous 6,000 Regular motor vehicle roads 3.25
Class 2
Level 8,000 Smaller motor vehicle roads 3.0
Class 4
Mountainous 6,000 Regular motor vehicle roads 3.5
Class 1
Class 1 12,000 Smaller motor vehicle roads 3.0
Type4 Class 2 10,000 Regular motor vehicle roads 3.25
Class 2
Class 3 9,000 Type3
Smaller motor vehicle roads 2.75
As for Type 4 roads with many intersections, standard design traffic volume shall be calculated by multiplying standard Regular motor vehicle roads 3.0
Class 3
design traffic volume herein by 0.8. Smaller motor vehicle roads 2.75
Class 4 2.75
3. The number of lanes on roads, other than those specified in the classification and are located in rural areas, and shall be Regular motor vehicle roads 3.25
Class 1
provision above, (except for Type 2 one-way roads and Type 3 determined by the rate of designed daily volume on the road Smaller motor vehicle roads 2.75
Type4
Class 5) shall be more than 4 (a multiple of 2 unless otherwise according to standard designed traffic volume per lane as listed in
Regular motor vehicle roads 3.0
required depending on traffic conditions) on Type 2 roads and the following table, taking into consideration topographic Class 2 and 3
one-way roads shall be more than 2 on roads that meet the road conditions. Smaller motor vehicle roads 2.75
5. Carriageway width on Type 3 Class 5 regular motor vehicle roads conditions or special reasons do not permit such provisions or
Standard Design Traffic shall be 4m. However, the width could be reduced to 3m where where bulb-out is created on regular motor vehicle roads
Classification Type of Terrain
Volume per Lane(vehicles/day) designed daily traffic volume is extremely low and topographic pursuant to the provisions of Article 31.2.
Class 1 Level 12,000
Level 12,000
Class 2 (Lane Division)
Type1 Mountainous 9,000
Level 11,000
Article 6
Class 3
Mountainous 8,000 1. The lanes (hereinafter this applies for all except one-way roads) on 5. A marginal strip shall be provided to the median.
Level 11,000 Type 1, Type 2 or Type 3 Class 1 roads shall be directionally 6. The width of the marginal strips shall be the values listed in the
Class 4 divided. It is also applied to other roads with four or more lanes if left column of the following table in accordance with road classifi-
Mountainous 8,000
necessary for safe and smooth traffic. cation. However, the median width can be reduced to the values
Class 1 18,000 2. Notwithstanding the provisions of the first sentence of the preced- listed in the right columns of the same table when the median
Type2
Class 2 17,000 ing paragraph, Type 1 roads with three or less lanes (hereinafter, width of the road or road section is reduced in accordance with
Class 1 Level 11,000 this applies for all except for climbing, turning and speed change paragraph 4.
lanes) may be left directionally undivided in unavoidable cases,
Class 2 Level 9,000
such as for topographical conditions or any other reasons. Classification Width of Marginal Strip Provided to Median(m)
Class 1
Mountainous 7,000 3. A median shall be provided, when required, for directional lane 0.75
Class 2
Type3 Class 3 Type1 0.25
Class 3
Level 8,000 division. 0.5
Class 4
4. Median width shall be no less than the values indicated in the left Type2 0.5 0.25
Mountainous 6,000 Class 1
Class 4 columns in the following table. However, the median width can
Type3 Class 2
Mountainous 5,000 be reduced to values listed in the right columns, in the same table, Class 3 0.25
Class 4
Class 1 12,000 where tunnels longer than 100m, bridges longer than 50m, Class 1
Type4 10,000
elevated roads, topographic conditions or other special conditions Type4 Class 2 0.25
Class 2 Class 3
do not permit.
Class 3 10,000
In the case of Type 4 roads with many intersections, standard design traffic volume per lane shall be calculated by multiplying
Classification Median Width(m) 7. Fences, or other similar structures, or curb lines connected to the
Class 1
4.5 2.0 marginal strip shall be provided to sections other than the
standard design traffic volume per lane herein by 0.6. Class 2
Type1
Class 3
3.0 1.5 marginal strip of the median (hereinafter referred to as the
Class 4
Class 1 2.25 1.5 "median").
Type2
4. Lane width (except for climbing, turning, and speed change the values as listed in the columns depending on the traffic Class 2 1.75 1.25
8. When on-street facilities are provided on the median, the median
Class 1
lanes,) shall be the values as listed in the columns for lane width, situation. Lane width on Type 1 Class 2 or 3 smaller motor vehicle Type3 Class 2 1.75 1.0 width shall be determined considering clearances as specified in
in the following table, in accordance with road classification. roads or Type2 Class 1 roads may be reduced 0.25m from the Class 3
Article 12.
Class 4
However, the lane width on Type 1 Class 1 and 2 or Type 3 Class values as listed in the columns in unavoidable cases, such as for Class 1 9. If necessary, additional overtaking lanes shall be provided to the
Type4 Class 2 1.0
2 or Type 4 Class 1 regular motor vehicle roads may add 0.25m to topographical and other reasons. carriageway of Type 1 roads with single lanes in each direction.
Class 3
58 59
Technical Standards
(Service Roads) 5. Shoulder widths of the regular motor vehicle roads in tunnels
Classification
Width of Marginal Strip
(except for shoulders specified in the paragraph 3) or shoulder Provided to Shoulder (m)
Article 7 widths on the left side of smaller motor vehicle roads (except for Class 1
shoulders specified in the paragraph 3) may be reduced to 1m 0.75 0.5
1. The service roads shall be provided to Type 3 or 4 roads with 2. Service road width shall be a standard 4m. Type1 Class 2
on Type 1 Class 1 or 2 roads, 0.75m on Type 1 Class 3 or 4 roads
more than four lanes (except for climbing, turning and speed Class 3
and 0.5m on Type 3 (except for Class 5) regular motor vehicle 0.5 0.25
change lanes) if necessary. Class 4
roads or Type 3 Class 1 smaller motor vehicle roads.
Class 1
6. As for the shoulder connecting to the service road, values of Type2 0.5
Class 2
"1.25" and "0.75" in the left column of Type 3 carriageway as
(Shoulders)
tabulated in Section 2 shall be regarded as "0.5" and provisory
Article 8 requirements in Section 2 shall not be applied. shoulder widths for the regular motor vehicle roads in tunnels
7. On roads where sidewalks, bicycle tracks or bicycle/pedestrian may be the values listed in the right columns in the same table.
1. Shoulders shall be provided to roads connected to carriageways, be reduced to the values listed in the right columns in the same tracks are provided, major road structures shall be protected. If 10. Where it is necessary to protect major road structures, the
except where a median or stopping lane is provided. table where additional overtaking lanes, climbing lanes or speed smooth carriageway traffic can be maintained, the shoulder shoulder shall be provided on road ends so as to be connected
2. Shoulder width on the left side of the carriageway shall be, in change lanes are provided, or on road sections of bridges 50m connecting width can be omitted or the width can be reduced. to the sidewalk, bicycle track or bicycle/pedestrian track.
accordance with road classification, no less than the values listed or longer or elevated roads or other road sections in unavoidable 8. A marginal strip shall be provided to the shoulder connecting 11. Where on-street facilities are provided on the shoulder
in the left column of the following table. However, road width may cases such as for a topographical or other special reasons. with the carriageway on Type 1 or 2 roads. connected to the carriageway, shoulder width shall be the
9. The width of the marginal strips for regular motor vehicle roads values of shoulder width provided for the left side of the
Width of Shoulder Provided on shall be the values listed in the left column of the following table carriageway listed in paragraph 2 or the values of shoulder
Classification
Left of Carriageway(m) in accordance with road classification. The width of the marginal width provided for the right side of the carriageway listed in
Regular motor vehicle roads 2.5 1.75 strips on smaller motor vehicle roads shall be 0.25m. However, paragraph 4, plus the values required for the on-street facilities.
Class 1 and 2
Type1
Regular motor vehicle roads 1.75 1.25
Class 3 and 4 (Stopping Lane)
Regular motor vehicle roads 1.25 Article 9
Type2
1. A stopping lane shall be provided on the left carriageway end on 2. The stopping lane width shall be 2.5m. However, the width may
Class 1 Type 4 roads to prevent stopping vehicles from impeding safe and be reduced to 1.5m where the traffic volume of larger vehicles is
Smaller motor vehicle roads 0.75 smooth traffic. low.
Type3 Regular motor vehicle roads 0.75 0.5
Class 2 through 4 Smaller motor vehicle roads 0.5
Class 5 0.5 (Track Bed)
Type4 0.5
Article 9.2
3. Notwithstanding the provisions of the preceding paragraph, columns in the same table where the road section is in a tunnel The track bed width shall be, in accordance with single or double
Single or Double Track Track Bed Width(m)
shoulder width on the left side of carriageways on Type 1 roads of no shorter than 100m, on bridges of no shorter than 50m, on track, wider than the values listed in the bottom columns of the
following table. Single Track 3
with directionally divided lanes shall be, in accordance with road elevated roads with low traffic volume of larger vehicles, or in
classification, no less than the values listed in the left column of unavoidable conditions such as for topographic or other Double Track 6
the following table. However, shoulder width on the left side of reasons.
the carriageway may be reduced to the values listed in the right (Bicycle Track)
Article 10
Width of Shoulder Provided on
Classification
Left of Carriageway(m)
1. Bicycle tracks shall be provided on both sides of roads on Type 3 reasons do not permit such provision.
or 4 roads with higher vehicle and bicycle traffic volume, except 3. Bicycle tracks shall be wider than 2m, except where topographic
Class 2 and 3
Smaller motor vehicle roads 1.25 where topographic conditions or other special reasons do not conditions or other special reasons do not permit such
Regular motor vehicle roads 2.5 2.0 permit such provision. provision, in such cases the width can be reduced to 1.5m.
Class 4 2. Bicycle tracks shall be provided on both sides of the roads to 4. Where on-street facilities are provided on the bicycle tracks, the
ensure safe and smooth traffic on Type 3 or 4 roads with higher road width shall be determined in consideration of clearances as
bicycle traffic volume or on Type 3 or 4 roads with higher vehicle specified in Article 12.
4. Width of the shoulders provided on the right of carriageway shall listed in the right column of the following table. and pedestrian traffic volume (except for roads specified in the 5. Bicycle track width shall be determined in consideration of
be, in accordance with road classification, no less than the values preceding paragraph), if separation of bicycle traffic is considered bicycle traffic conditions on roads.
necessary, except where topographic conditions or other special
Classification Width of Shoulder Provided on

Left of Carriageway(m)
(Bicycle/Pedestrian Track)
Regular motor vehicle roads 1.25
Class 1 and 2
Smaller motor vehicle roads 0.75 Article 10.2
Type 1
Regular motor vehicle roads 0.75 1. Bicycle/pedestrian tracks shall be provided on both sides of Type 2. Bicycle/pedestrian track width shall be wider than 4m for roads
Class 3 and 4
Smaller motor vehicle roads 0.5 3 or 4 roads with large traffic volume (except for roads where the with higher pedestrian traffic volume and wider than 3m for
Regular motor vehicle roads
bicycle tracks would already be provided) except where other roads.
0.75
Type 2 topographic conditions or other special reasons do not permit 3. Where a sidewalk is crossing a bridge or underpass (hereinafter
Smaller motor vehicle roads 0.5 such provisions. referred to as "pedestrian crossing bridge") or on-street facilities
Type 3 0.5
Type 4 0.5
60 61
Technical Standards
are provided, the bicycle/pedestrian track width shall be increased except for Type 3 Class 5 roads where topographic conditions or Fig.1
by 3m where a pedestrian crossing bridge is to be constructed, other special reasons do not permit such provisions.
2m where a roofed bench is to be installed, 1.5m where a row of 4. The bicycle/pedestrian track width shall be determined in (1) (2) (3)
trees is to be planted, 1m where a bench is installed or 0.5m in consideration of bicycle and pedestrian traffic conditions on the
other cases, respectively to the values given in the preceding road. Carriageway of roads where the shoulder is provided by Carriageway of roads where Of carriageway, sections
paragraph.The requirements as specified above shall be applied connecting with the carriageway [except for the road sections the shoulder is not provided related to Separator or Island
specified in (3)] by connecting with the
carriageway[except for the
(Sidewalk) road sections specified in (3) ]
Carriageway of roads other Carriageway in tunnels
Article 11 than tunnels without without sidewalk or bicycle
sidewalk or bicycle track, track, on bridges longer than
1. A sidewalk shall be provided on both sides of Type 4 roads 4. Where a sidewalk is crossing a bridge or underpass (hereinafter bridge longer than 50m or 50m or elevated road
elevated road
(excluding those roads provided with bicycle/pedestrian tracks), referred to as "pedestrian crossing bridge") or on-street facilities
Type 3 roads (except for Class 5 and excluding those roads are provided, bicycle/pedestrian track width shall be increased
provided with bicycle/pedestrian tracks) with higher pedestrian by 3m where a pedestrian crossing bridge is to be constructed, Figure (omitted)
traffic volume or Type 3 roads already provided with bicycle 2m where a roofed bench is to be installed, 1.5m where a row In this figure, H, A, b, c, d and e indicate the following values.
tracks, except where topographical conditions or any other of trees is to be planted, 1m where a bench is installed or 0.5m H: 4.5m for regular motor vehicle roads and 3m for smaller motor vehicle roads except for Type 3 Class 5 regular motor vehicle roads
reasons prevent such provision. in other cases, respectively to the values given in the preceding where the value may be reduced to 4m in unavoidable cases such as for a topographical reason (or 3m when traffic volume of
2. Sidewalks shall be provided on Type 3 roads (excluding those paragraph, and requirements as specified above shall be large-sized motor vehicles is extremely small and these may access neighboring bypass roads).
roads already provided with bicycle/pedestrian tracks and those applied, except for Type 3 Class 5 roads where topographic a: The width of the shoulder connected with the carriageway on regular motor vehicle roads (for shoulders where on-street facilities are
roads stipulated in the preceding paragraph) where it is required conditions or other special reasons do not permit such provided, shoulder width minus value required for on-street facilities), provided that the value exceeds 1m shall be 1m. The width of
the shoulder connected with the carriageway on smaller motor vehicle roads shall be 0.5m.
for safe and smooth traffic, except where topographic conditions provisions.
b: Value subtracting 3.8m from H (regarded as 3.8m where H is less than 3.8m) for regular motor vehicle roads and this value shall be
or any other reasons do not permit such provision. 5. The sidewalk width shall be determined in consideration of
0.2m for smaller motor vehicle roads.
3. The sidewalk width shall be wider than 3.5m for roads with higher pedestrian traffic conditions on the roads. c and d: Concerning the separator, values listed in columns c and d in accordance with road classification and concerning the island, the
pedestrian traffic volume and wider than 2m for other roads. value of c shall be 0.25m and the value of d shall be 0.5m.
Classification c (Unit: m) d (Unit: m)

(Waiting Area for Pedestrians) Regular motor vehicle roads
0.5
1.0
Class 1 Smaller motor vehicle roads 0.5
Article 11.2 Class 2 Regular motor vehicle roads 1.0
Type 1 0.25
Waiting space for pedestrians shall be provided on sidewalks, that the safe and smooth passage of pedestrians or bicycle riders Regular motor vehicle roads 0.75
Class 3 and 4 0.25
bicycle-and pedestrian tracks, bicycle-and pedestrian paths or will not be impeded due to the accumulation of pedestrians at the Smaller motor vehicle roads 0.5
exclusive pedestrian roads, in the case that it is necessary to ensure pedestrian crossings or at bus stops. Regular motor vehicle roads 0.75
Type 2 0.25
Type 3 0.25 0.5
(Median Width in Snowy Areas) Type 4 0.25 0.5
Article 11.3 e: Width of the shoulder connected with the carriageway (for shoulders where on-street facilities are
provided, shoulder width minus value required for on-street facilities).
Center strip, shoulder, bicycle/pedestrian track and side walk width in snowy areas shall be determined in consideration of snow removal.
(Planted Strip) Fig. 2 (omitted)
Article 11.4
1. The planted strip shall be provided to Type 4 Class 1 and Class 2 improve road traffic environment or to ensure a better living (Design Speed)
roads and if necessary to other roads, except where topographic environments along adjoining areas irrespective of the
conditions or other special reasons do not permit such requirements above: Article 13
provisions. 1) Sections of arterial roads and central business districts in large Classification Design Speed (km/h)
2. The planted strip width standard shall be 1.5m. cities running through scenic spots. 1. Design speed on roads, except for service roads, shall be the
3. The planted strips provided between road sections as described 2) Sections of arterial roads running through residential areas or values listed in the left column of the following table, in Class 1 120 100
below shall have proper width values, exceeding values specified areas that are expected to become residential. accordance with road classification, except where topographical Class 2 100 80
Type1
in the section above when required for conditions in 4. For planted strips, the selection of plant species and conditions or any other reasons do not permit such provisions. Class 3 80 60
comprehensive consideration of road structure, traffic condition, arrangement of trees shall take into account with the ecological Design speed on roads may be the values listed in the right Class 4 60 50
and land use of adjoining areas and other measures taken to characteristics of the area. column of the same table when dealing with these exceptions, 80 60
Class 1
however this does not apply to Type 1 Class 4 roads that are Type2
Class 2 60 50 or 40
national expressways.
Class 1 80 60
(Clearances) 2. Design speed on the service roads shall be 40km, 30km, or 20km
60 50 or 40
per hour. Class 2
Article 12 Type3 Class 3 60,50 or 40 30
Class 4 50,40 or 30 20
Clearances on roads shall be shown in Fig.1 for carriageways and in (hereinafter referred to as "bicycle tracks"). 40,30 or 20
Class 5
Fig.2 for sidewalks and bicycle tracks or bicycle/pedestrian tracks 60 50 or 40
Class 1
Class 2 60,50 or 40 30
Type4
Class 3 50,40 or 30 20
62 63
Technical Standards
(Carriageway Bend Section) (Sight Distance)

Article 14 Article 19
Carriageway bend sections shall be curved in shape, except for traffic) or bend sections provided pursuant to the provision of 1. Sight distance shall not be less than the values below, as listed in Design Speed (km/h) Transition Section Length (m)
transition sections, (hereinafter indicating certain sections, provided Article 31.2. the following table according to design speed.
120 210
at the carriageway bend sections, that allow for smooth vehicle 2. For roads with two lanes (except for one-way roads), sufficient
sections of oncoming highway visible to the driver shall be 100 160
provided for overtaking. 80 110
(Radius of Curve) 60 75
50 55
Article 15
40 40
Radii of curve at the centerline of the carriageway (hereinafter Design Speed (km/h) Radius of Curve (m) 30 30
referred to as "radius of curve"), except for transition sections,
120 710 570 20 20
(hereinafter referred to as "carriageway curve section") shall not be
100 460 380
less than the values as listed in the left column of the following (Grade)
80 280 230
table according to design speed, except when unavoidable due to,
60 150 120
for example, topographical reasons, in which case the radii of curve
50 100 80
Article 20
may be reduced to the values as listed in the right column of the
40 60 50 Carriageway grades shall be no more than the values listed in the conditions or any other reasons do not permit such provisions; in
same table.
30 30 left grade column of the following table according to road such cases the values of the grade may be reduced to the values
20 15 classification and design speed, except where topographical listed in the right grade column of the same table.
(Super-elevation at Curve Section) Classification Design Speed (km/h) Grade (%)

120 2 5
Article 16 100 3 6
Appropriate super-elevation with no more than the values as listed 80 4 7
Area Where Road is Maximum 60 5 8
in the right column of the following table (6% for Type 3 roads Classification
Located Super-elevation (%) Regular motor vehicle roads 50 6 9
without bicycle track) shall be provided on curves of the
40 7 10
carriageway, the median (except for median), and the shoulder Severely Snowy or
Snowy or Cold Area 6 Type 1, 30 8 11
connected with the carriageway, according to road classification Type 1,2 20 9 12
Cold Area Type 2
and degree of snow fall or cold climate in the areas where the roads and 3 Other Areas 8 & Type3 120 5
4
are located, in consideration of design speed, radii of curve, and Other Areas 10 100 6
topographical conditions, unless the radius of the curve is too large, 80 7
Type4 6
except for Type 4 roads which can be omitted in such unavoidable Smaller motor vehicle roads 60 8
cases as topographical conditions or any other reasons. 50 9
40 10
30 11
(Widening Lane at Curve Section) 20 12
60 5 7
Article 17 50 6 8
Regular motor vehicle roads 40 7 9
The lane width on carriageway curve sections (or carriageway width except for Type 2 and 4 roads, where topographical conditions or 30 8 10
in the case of roads without lanes) shall be appropriately widened any other reasons do not permit such provisions. 20 9 11
Type 4
60 8
50 9
(Transition Section) Smaller motor vehicle roads 40 10
30 11
Article 18 20 12
1. Transition sections shall be provided on carriageway bend

Design Speed (km/h) Transition Section Length (m)
sections for Type 4 roads where topographical conditions or any
other reasons do not permit such provisions. 120 100 (Climbing Lane)
2. When a curved section is widened and/or provided with 100 85
super-elevation, a runoff for this widening and/or super-elevation 80 70 Article 21
shall be completed in the transition section. 60 50
3. The transition curve length shall not be less than the right side 1. A climbing lane, if necessary, shall be provided to the km per hour on other regular motor vehicle roads than national
50 40
value as listed in the following table according to design speed carriageway of the regular motor vehicle roads where grades expressways and national highways).
40 35
(or length required for runoff when length required for runoff as exceed 5% (or 3% when the design speed is no less than 100 2. The climbing lane width shall be 3m.
specified in Section above exceeds values as listed in the same 30 25
column). 20 20
64 65
Technical Standards
(Vertical Curve) (Compound Grade)
Article 22 Article 25
1. Compound Grades (hereinafter indicating combination of vertical Design Speed (km/h) Compound Grade (%)
1. Vertical curves shall be provided where grades change on the speed is 60km per hour, the radii shall be reduced to 1,000m,
carriageway. where topographical conditions or any other reasons do not grade and super-elevation or cross slope) shall be no more than 120
2. Radii of vertical curves shall be more than the values listed in the permit such provisions. the right side values as listed in the following table according to 10
100
radius of vertical curve column of the following table according to 3. Vertical curve lengths shall be more than the values listed in the design speed, except for roads with design speed of 30km/h or
20km/h where compound grades may be 12.5% in unavoidable 80
design speed and Types of vertical curves, except when the radii below right column of the following table according to design 10.5
of crest vertical curves on Type 4 Class 1 roads, when design speed. cases, such as topographical conditions or any other reasons. 60
2. Compound grades shall be not more than 8% on those roads
50
located in severely snowy or cold areas.
Design Speed (km/h) Type of Vertical Curve Radius of Vertical Curve(m) Design Speed (km/h) Vertical Curve Length(m) 40
11.5
Crest 11,000 120 100 30
120
Sag 4,000 100 85 20
Crest 65,00 80 70
100
Sag 3,000
60 50
(Drainage Facility)
Crest 3,000
80
Sag 2,000
50 40 Article 26
1,400 40 35
Crest Gutter, gully, or other drainage facilities shall be provided to roads if necessary.
60 30 25
Sag 1,000
Crest 65,00 20 20
50
Sag 800 (At-grade Intersection or Connection)
Crest 700
40
Sag 450 Article 27
Crest 250 1. An intersection shall be designed so as to contain no more than related section may be reduced to 3m for Type 4 Class 1 regular
30
Sag 250 five intersecting legs, except when it is located in a special place motor vehicle roads or to 2.75m for Type 4 Class 2 or 3 regular
Crest 100 such as in front of a station. motor vehicle roads or to 2.5m for Type 4 smaller motor vehicle
20
Sag 100 2. At an intersection where two or more roads join or intersect at roads.
grade, if necessary, a turning lane, speed change lane, or island 4. The standard width of turning and speed change lanes shall be
shall be provided, and corners of intersection shall be cut, and 3m for regular motor vehicle roads and 2.5m for smaller motor
(Pavement) unobstructed sight shall be ensured. vehicle roads.
3. Where the turning lane or speed change lane is provided, lane 5. Where a turning or speed change lane is provided, proper runoff
Article 23
width (except for the turning lane or speed change lane) of the shall be provided according to design speed.
1. Carriageways, median (except for median), shoulders connected Infrastructure, Transport and Tourism, except in the case of
with carriageways, bicycle tracks and sidewalks shall be paved small vehicle traffic volume or any other unavoidable conditions.
except in unavoidable cases, such as extremely small traffic 3. Type 4 roads (except for tunnels) shall be constructed so that it
(Grade Separation)
volume. shall be capable of causing storm water to permeate smoothly
Article 28
2. The pavement of carriageways and marginal strips shall be under the road surfaces and reducing the traffic noise level, in
constructed so that safe and smooth vehicle traffic can be consideration of the land uses and vehicle traffic conditions in
1. When two regular motor vehicle roads having four or more lanes another smaller motor or a regular motor vehicle road, the
ensured on the basis of the design wheel load of 49 kN, in the area where the roads are located or along them, except
intersecting mutually, excluding climbing lanes, turning lanes intersection shall be separated by grades.
consideration of designed traffic volume, vehicle weight, where road structure, meteorological conditions or other special
and speed change lanes, the intersection shall be separated by 3. Where the grade separation is provided, a road linking
subgrade conditions, and meteorological conditions and that reasons do not permit such provisions.
grades as a rule, except when the grade separation is unsuitable intersecting roads mutually (hereinafter referred to as a
shall meet the standards laid down in the Ordinance of Ministry
due to traffic conditions or in an unavoidable case such as a “ramp” ) shall be provided if necessary.
topographical reason. 4. Provisions of Articles 5 through 8, Article 12, Article 13, Article
(Cross Slope) 2. When a smaller motor vehicle road with four or more lanes 15, Article 16, Articles 18 through 20, Articles 22 and 25 shall
(except for turning lanes and speed change lanes) crosses not be applied to the ramp.
Article 24
1. Cross slopes shall be provided to the carriageway, median(except (At-grade Intersection with Railway)
for median) and shoulder connected with the carriageway Road Surface Type Cross Slope (%)
according to road surface Type and the right side values as listed Article 29
Paved Road Complying with
in the following table unless super-elevation is provided. 1.5-2
Standards Specified in Article 23.2
2. 2% of cross slope as a standard shall be provided to sidewalks When a road intersects at a grade with a railway or street railway conditions or any other reasons do not permit such provisions.
and bicycle tracks. newly constructed in accordance with the Street Railway Act (Act 3. A visible distance, distance from the intersection point of the
Others 3-5 No.76 1921) (hereinafter referred to as a “railway” ), the road shall railway end track centerline and the carriageway centerline to
3. The paved road of the structure specified in paragraph 3 of the
previous Article may dispense with or reduce cross slope, if be so constructed as specified below. the point on the track centerline visible at the height of 1.2m at
proper road surface drainage can be ensured in consideration of 1. Intersection angles shall be not less than 45 degrees. point 5m on the carriageway centerline from the track, shall not
meteorological conditions. 2. Sections 30m from both ends of railroad crossing and the railroad be less than the values listed in the following table, except for
crossing section shall be straight and vertical carriageways, where a crossing gate or other security facilities are provided or
grades for these sections shall be less than 2.5%, except where with smaller vehicle traffic volume and fewer passing trains.
there is extremely small vehicle traffic volume or topographical
66 67
Technical Standards
Maximum Train Speed at Railroad Crossing (km/h) Visible Distance (m) (Tunnel)
Less than 50 110 Article 34
50-70 160
70-80 1. To ensure safe and smooth traffic, proper ventilation facilities 3. When a vehicle fire or other accidents in the tunnel could cause
200
shall be provided in the tunnel when required in consideration of risks to traffic, the communication facilities, warning facilities,
80-90 230
designed traffic volume and tunnel length on the road. firefighting facilities and other emergency facilities shall be
90-100 260 2. When required for safe and smooth traffic, proper lighting shall provided in the tunnel if necessary.
100-110 300 be provided in the tunnel in consideration of design speed.
More than 110 350
(Bridge and Elevated Road)

(Turnout)
Article 35
Article 30
1. Bridges, elevated roadss, or other similar roads shall be steel or bridges, elevated roads, and other similar smaller motor vehicle
Turnout shall be provided on Type 3 Class 5 roads as specified turnouts. concrete structure or the equivalent. roads shall secure safe traffic in view of smaller vehicle traffic
below, except for on roads where smooth traffic can be ensured. 3. The length shall be more than 20m and the total width of the 2. Design vehicle load for bridges, elevated roads, and other similar conditions for these roads.
1. Distance between two turnouts shall be within 300m. carriageway shall be more than 5m. regular motor vehicle roads shall be 245kN. The structures of 4. In addition to the requirements in the three previous
2. Roads between two turnouts shall be visible from one of these said bridges, elevated roads, and other similar regular motor paragraphs, necessary matters regarding construction standards
vehicle roads shall secure safe traffic in view of large-sized vehicle for bridges, elevated roads, or other similar roads shall be
traffic conditions for these roads. specified by the Ordinances of the Ministry of Land,
(Traffic Safety Device) 3. Design vehicle load for bridges, elevated roads, and other similar Infrastructure, Transport and Tourism.
smaller motor vehicle roads shall be 30kN. The structures of said
Article 31
When it is necessary for traffic accident prevention, the pedestrian Infrastructure and Transport Ministry's Ordinances, shall be (Exception to Incidental Work)
crossing bridge, fence, lighting, safety post, emergency notification provided.
facility, and other similar facilities, as specified by the Land, Article 36
After a case is identified in which road work executed on others Article 8, Article 13, Article 14, Article 24, Article 26, Article 31 and
roads or work other than road work is executed and determined to Article 33) may be exempted from application after it is approved
(Speed Hump, Builb-out, etc.) be influencing roads, provisions from Articles 4 to 35 (except for that the case is not subject to these requirements.
Article 31.2
When it is necessary for slowing down vehicles, to ensure safe carriageway, or builb-out or bend sections shall be provided on the (Exception to Change of Road Classification)
pedestrian or bicycle traffic, speedhump shall be provided on the carriageway, on Type 3 Class 5 roads intended primarily for use by
surface of the carriageway or on the shoulders connecting to the nearby residents. Article 37
When classification, as specified in Article 3.2, is changed by plans of Article 11.4 and Article 12 shall be read as "Type 3 Class 5 or
as to change a part of national highways to prefectural or municipal Type 4 Class 4 roads". "Type 3 Class 5 roads" in Article 5.3 shall be
(Islands at Bus/Tram stops)
roads, classification following the change shall result in applying read as "Type 3 Class 5 and Type 4 Class 4 roads". "Type 4 roads"
Article 31.3 requirements of Article 3.4, Article 3.5, Article 4, Article 5, Article in Article 9.1 and Article 11.1 shall be read as "Type 4 (except for
6.1, Article 6.4, Article 6.6, Article 8.2 through 8.6, Article 8.9, Class 4)". "Type 3" in these paragraphs shall be read as "Type 3 or
Islands shall be provided as necessary at bus bays or streetcar stops sidewalks. Article 8.11, Article 9.1, Article 10.2.3, Article 11.1, Article 11.2, Type 4 Class 4". "Type 3" in Article 11.2 shall be read as "Type 3 or
that do not connect to bicycle tracks, bicycle/pedestrian tracks or Article 11.4, Article 11.4.1, Article 12, Article 13.1, Article 16, Article Type 4 Class 4". "Values listed in the top column" in Article 13.1
17, Article 18.1, Article 20,Article 22.2, Article 23.3, Article 27.3, shall be read as "Values listed in the top column (for Type 4 Class 4
Article 30 and Article 31.2. In this case, "Type 3 Class 5 roads" in roads, 40km/h, 30km/h or 20km/h)". "Mainly" in Article 31.2 shall
(Automobile Parking Lot, etc.) proviso of Article 5.1, Article 5.5, proviso of Article 10.2.3, proviso be read as "Type 4 Class 4 roads or mainly".
Article 32
(Exception to Reconstruction of Short Section)
Automobile parking lots, bicycle parking lots, bus bays, emergency provided, if necessary, to ensure safe and smooth traffic or to
parking basis or other similar facilities specified by the Land, contribute to public convenience. Article 38
Infrastructure and Transport Ministry's Ordinances shall be
1. When a short section on roads that severely prevents traffic is 2. When a short section of roads that severely impact safety is
reconstructed as an emergency measure, except for reconstructed as an emergency measure, this section shall be
(Snow Protection Facility and Other Protector) reconstruction as listed in the following requirements, this section exempt from application of Article 5, Article 6.4 through Article
may be exempted from application of Article 5, Article 6.4 6.6, Article 7, Article 8.2, Article 9, Article 9.2, Article 10.3,
Article 33 through Article 6.6, Article 7, Article 9, Article 9.2, Article 10.3, Article 10.2.2, Article 10.2.3, Article 11.3, Article 11.4, Article
Article 10.2.2, Article 10.2.3, Article 11.3, Article 11.4, Article ll.4.2, Article 11.4.3, Article 19.1, Article 21.2, Article 23.3,
1. Where an avalanche, blizzard, snowfall or other meteorological Ministry’ s Ordinances. 11.4.2, Article 11.4.3, Article 15 through Article 22, Article 23.3, Article 39.1, Article 39.2, and Article 40.1, if it is determined in
events could prevent smooth traffic, snow shed, drain for snow 2. Unless specified above, a fence, retaining wall, and other proper and Article 25, if it is approved that the road structure of sections consideration of road conditions that it is not proper to apply
removal, snow melting facilities or other facilities shall be protectors shall be installed where falling stone, slope failure, adjacent to this section do not satisfy these requirements. these requirements.
provided as specified by the Land, Infrastructure and Transport billow, etc. could prevent traffic or damage road structure.
68 69
Technical Standards
(Bicycle Path and Bicycle/Pedestrian Path)

a a
Article 39
1. Bicycle path width shall be not less than 3m, while b b
bicycle/pedestrian path width shall be no less than 4m. However,
where topographical conditions or any other reasons do not
permit such provisions, bicycle path width can be reduced to H
2.5m. H
2. Lateral clearances wider than 0.5m shall be provided to both
sides of bicycle paths or bicycle/pedestrian paths as a part of the 2.5m 1.5m
roads.
3. Where on-street facilities are provided on bicycle tracks or Marginal Strip
bicycle/pedestrian tracks, width of these tracks shall be (0.25m Where no
determined in consideration of clearances as specified in the Carriageway Mariginal strip exists)
e e
following provision. Bicycle path or
bicycle/pedestrian Carriageway
4. Bicycle path and bicycle/pedestrian path clearances shall be in path(excluding the
accordance with the following figure. necessary area for on-
street facilities)
5. Alignment, grade, and other features of bicycle paths and
bicycle/pedestrian paths shall be determined so as to ensure safe
and smooth bicycle and pedestrian traffic.
6. Requirements of Article 3 through 37 and Section 1 of the
preceding Article (excluding Article 1 1.2 for bicycle/pedestrian 0.25m
path) shall not be applied to bicycle paths and bicycle/pedestrian d
paths.
b b
(Pedestrian Path)
Article 40 H H
1. Pedestrian path width shall be not less than 2m in consideration
0.25m C
of pedestrian traffic conditions and areas where the track is
located, except where topographical conditions or other reasons
1.5m
do not permit such provisions, in which case the width can be 1.5m
reduced to 1m. 2.5m
2. Where on-street facilities are provided on pedestrian paths, width Carriageway Sparator
shall be determined in consideration of clearances as specified in or
the following provision. Island
3. Pedestrian path clearances shall be in accordance with the
following figure.
Pedestrian path
4. Alignment, grade and other features of pedestrian paths shall be (excluding the
necessary area for on-
determined so as to ensure safe and smooth pedestrian traffic. street facilities)
5. Requirements of Articles 3 through 11, Article 11.3 through 37
and Section 1 of Article 38 shall not be applied to pedestrian
paths.
(General technical standards for structure of prefectural and municipal roads)
On-street facilities
Article 41
1. The provisions of Article 4, 12, 35.2, 35.3, 35.4 (limited to the roads". "Type 3 Class 5 roads" in Article 5.3 shall be read as
matters listed in Article 30.1.12), 39.4, and 40.3 shall apply "Type 3 Class 5 and Type 4 Class 4 roads". "Type 4 roads" in 2.5m
mutatis mutandis to general technical standards for the structure Article 9.1 and Article 11.1 shall be read as "Type 4 (except for
of prefectural or municipal roads when these roads are newly Class 4)". "Type 3" in these paragraphs shall be read as "Type 3 2.5m
constructed or reconstructed. In this case, "Type 3 Class 5" in or Type 4 Class 4". "Type 3" in Article 11.2 shall be read as "Type
Article 12 shall be read as "Type 3 Class 5 or Type 4 Class 4". 3 or Type 4 Class 4". "Values listed in the left column" in Article
2. The provisions of Article 5 through Article 11.4, Article 13 13.1 shall be read as "Values listed in the left column (for Type 4 Sidewalk or bicycle
through 34, Article 35.1 and 35.4 (except for the provisions Class 4 roads 40km/h, 30km/h or 20km/h)". "Primarily for use" track width after
Sections required for
listed in Article 30.1.12), Article 36 through 38, Article 39.1 in Article 31.2 shall be read as "Primarily for Type 4 Class 4 roads
on-street facilities
through 39.3, Article 39.5 and 39.6, Article 40.1, 40.2, 40.4, and or use". In Article 37 "National highways" shall be read as are subtracted
40.5 shall apply mutatis mutandis to the standard specified in "prefectural roads", "prefectural roads or municipal roads" and Sidewalk or
bicycle track width Sidewalk or
Article 30.3. In this case, "Type 3 Class 5 roads" in proviso of "other roads" shall be read as "municipal roads", "subject part"
Article 5.1, Article 5.5, proviso of Article 10.2.3, and proviso of shall be read as "subject prefectural roads". bicycle track width
Article 11.4 shall be read as "Type 3 Class 5 or Type 4 Class 4
70 71
Statistics
Statistics
Road Statistics of Japan
Road Length by Category (April 1, 2013) Vehicles in Use (Mar. 31, 2014)
Category Unit : km Vehicle type Unit: vehicles
Motorways (National expressways) 8,358 Passenger cars 60,668,070
Highways, Main or National Roads (National highways) 51,489 Buses & Motor coaches 226,944
Secondary or Regional Roads (Prefectural roads) 91,844 Vans, pick-ups, lorries, road tractors 16,469,691
Other Roads (Municipal roads) 192,049 Total 77,364,705
Total 343,740 (Reference) Motorcycles & Mopeds 3,644,849
・Roads less than 5.5m in width have been excluded from the statistics. (Source: Automobile Inspection & Registration Information Association website)
(Source: Road Statistics Annual Report [Douro Toukei Nenpo] 2014, Road Bureau, MLIT)
Vehicle Traffic Volume (2013) Road Accidents (2014)
Vehicle type Unit: Million vehicle km/year Unit: accidents, or persons
Passenger cars 543,415 Number of Injury Accidents 573,842
Buses & Motor coaches 6,091 Number of Persons Injured 711,374
Vans, pick-ups, lorries, road tractors 196,703 Number of Persons Killed 4,838
Total 746,210 (Source: Traffic Accidents Situation, and Number of Fatalities within 30 days from the Time of Accident, National Police Agency)
・Since 2010, survey and calculation methods for road traffic have been changed, so the data do not match the previous data.
・Due to Great East Japan Earthquake, traffic for March of FY2010 (2010.4-2011.3) in Hokkaido and Tohoku Regions are not included in 2010 figures. Road Expenditure (2012)
(Source: Transport-related Statistics Data [Kotsu Kanren Toukei Shiryoshu], Policy Bureau, MLIT)
Unit: million yen

Freight Transport (2013)
Gross investment 3,840,076
Modes Unit: million ton-km/year
Maintenance expenditures 1,862,616
Road 214,091
Total 5,702,692
Rail 21,071
・Expenditures for toll roads are excluded.
Waterway 184,860 (Source: Road Statistics Annual Report [Douro Toukei Nenpo] 2014, Road Bureau, MLIT)
Total 420,022
Passengers Transport (2009)
Modes Unit: million passenger-km/year
Road, public transport 81,360
Road, private transport 817,361
Rail 393,765
Total 1,292,486
・Since 2010, survey and calculation methods for road traffic have been changed, so the data do not match the previous data.
Private passenger car and private truck were excluded from the survey.
・Due to Great East Japan Earthquake, traffic for March of FY2010 (2010.4-2011.3) in Hokkaido and Tohoku Regions are not included in
2010 figures.
(Source: Transport-related Statistics Data [Kotsu Kanren Toukei Shiryoshu], Policy Bureau, MLIT)
72 73
Statistics
Change in Investment in the Five-Year Road Development Program
Unsubsidized Local
General Road Projects Toll Road Projects
Road Projects
The Five-Year Road Total
Development Plans Investment Ratio Investment Ratio Investment Ratio ￥billions
￥billions % ￥billions % ￥billions %
1st Plan (A) 260.0 100.0 - - - - 260.0

FY1954-57 (a) 182.1 59.0 146.0 4.7 111.9 36.3 308.6
a/A (%) 70.0 - - - - - -
2nd Plan (B) 610.0 61.0 200.0 20.0 190.0 19.0 1,000.0
FY1958-60 (b) 322.2 61.3 51.0 9.7 152.1 29.0 525.2
b/B (%) 52.8 - 25.5 - 80.0 - 52.5
3rd Plan (C) 1,300.0 61.9 450.0 21.4 350.0 16.7 2,100.0
FY1960-63 (c) 722.2 57.7 225.5 18.0 304.5 24.3 1,252.2
c/C (%) 55.6 - 50.1 - 87.0 - 59.6
4th Plan (D) 2,200.0 53.7 1,100.0 26.8 800.0 19.5 4,100.0
FY1964-66 (d) 1,244.1 56.8 443.2 20.2 502.3 23.0 2,189.6
d/D (%) 56.6 - 40.3 - 62.8 - 53.4
5th Plan (E) 3,550.0 53.8 1,800.0 27.3 1,100.0 16.6 1) 6600
FY1967-69 (e) 1,795.6 51.9 753.5 21.7 912.7 26.4 3,461.8
e/E (%) 50.6 - 41.9 - 83.0 - 52.5
6th Plan (F) 5,200.0 50.2 2,500.0 24.2 2,550.0 24.6 2) 10300
FY1970-72 (f) 3,108.0 49.9 1,317.9 21.2 1,786.3 28.8 9) 6223.5
f/F (%) 59.8 - 52.7 - 70.1 - 60.1
7th Plan (G) 9,340.0 47.9 4,960.0 25.4 4,700.0 24.1 3) 19500
FY1973-77 (g) 7,757.8 47.3 3,960.8 24.1 4,693.9 28.6 16,412.5
g/G (%) 83.1 - 79.9 - 99.9 - 84.2
8th Plan (H) 13,500.0 47.4 6,800.0 23.9 7,500.0 26.3 4) 28500
FY1978-82 (h) 12,947.9 45.0 6,614.5 23.0 9,231.4 32.0 28,793.8
h/H (%) 95.9 - 97.3 - 123.1 - 101.0
9th Plan (I) 16,000.0 41.9 9,200.0 24.1 11,700.0 30.6 5) 38200
FY1983-87 (i) 15,926.5 43.1 9,740.3 26.4 11,252.7 30.5 36,919.4
i/I (%) 99.5 - 105.9 - 96.2 - 96.6
10th Plan (J) 23,800.0 44.9 14,000.0 26.4 13,900.0 26.2 6) 53000
FY1988-92 (j) 22,637.6 41.1 14,238.7 25.9 18,164.3 33.0 55,040.6
j/J (%) 9.1 - 101.7 - 130.7 - 103.9
11th Plan (K) 28,800.0 37.9 20,600.0 27.1 25,200.0 33.2 7) 76000
FY1993-97 (k) 28,627.4 39.9 17,703.6 24.7 25,476.2 35.5 71,807.2
k/K (%) 99.4 - 85.9 - 101.1 - 94.5
12th Plan (L) 29,200.0 37.4 17,000.0 21.8 26,800.0 34.4 8) 78000
FY1998-02 (l) 31,729.0 48.6 13,431.2 20.6 20,155.4 30.9 65,315.6
l/L (%) 108.7 - 79.0 - 75.2 - 83.7
74

Roads in Japan: Road Bureau Ministry of Land, Infrastructure, Transport and Tourism

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Roads in Japan: Road Bureau Ministry of Land, Infrastructure, Transport and Tourism

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2015

Chapter 3 Efficiency and Comfort

Chapter 4 Advanced Road Technologies

Photographs provided by:

“Roads” in Road Act

A “road” is defined in the Road Act. ■National Expressway 1. National Expressway

0% 20% 40% 60% 80% 100%

4. Municipal Road National Expressway National Highway National Highway

Classification of arterial high-standard highway system Arterial high-standard highway network

Arterial High-standard Highway* (Total length : about 14,000km)

National Expressway National Highway with access control

Proposed route Decision by Minister of Land,

Basic Plan Basic Plan

Development Plan Development Plan

Section that is under

Toll road system in Japan Privatization of highway public corporation

■Introduction to the toll road system in Japan

A Toll Road System

Pool system Business scheme

1972 Road Council Recommendation ■Business scheme

■Organization Chart of MLIT

Ministry of Land, Infrastructure, Transport and Tourism

Private Secretary to the Minister of Land, Infrastructure, Transport and Tourism

■Organization Chart of Road Bureau ■Regional Development Bureaus

10 Regional Development Bureaus 89 Offices 272 Branches

• Planning and Coordination of Road Traffic Control

Environment and Safety Division Road Environment Planning Office

Expressway Division Toll Road Coordination Office

Road Planning Division

Director-General, Regional Road Division

Road Construction Division

Road Traffic Management Division

Planning and Implementation

■ Road development Takes average of 10 years for a typical expressway project

Act for Assessment

Maintenance Approval of new project Start of new project

Road development planning Road development process

■Road development planning ■ Implementation of road projects

Explain measurement to the

In situ survey Install piles for center mark (2)

negotiation land loss

Payment of indemnity for land

Explanation of Explanation of the construction

Plan B * Further survey of buried Roads are constructed

Roads are open to pedestrians

Environmental impact assessment (EIA) Road project assessment

■Road projects that have to be assessed ■Road project assessment

Pre-project Assessment for

(announcement) Inputs from Residents

Implementation of the project B/C calculation

Benefits from travel time savings

■Operating cost savings Number of power lines on arterial

■Accident cost savings

Effective implementation of projects by

Safety and Security

Number of accidents, time loss

Sites that are high priority

Select high priority sites

Confirm whether the selected sites are