Special Presentation: ITS Enter the Second Stage - Interim Report of the Smartway Project Advisory Committee -

The Smartway Project Advisory Committee was established five years ago in 1999. In June 1999, the committee submitted a proposal regarding Smartways to MLIT (the Ministry of Construction, at that time). (Figure 1)

The proposal introduced the concept of Smartways as ITS infrastructure and described their development, significance, requirements and functions, and deployment. It explored how Smartways would shape society and concluded that it would be important to support them as a national policy and promote them through the cooperation and collaboration of people in different departments and fields. (Figure 2)

A summary of the Smartways concept is shown in Figure 3. In the first place, ITS represents an integrated approach to studying the elements of people, vehicles, and roads. To provide a solid basis focusing on road development, the concept of Smartways was introduced. It entails road-to-vehicle cooperation, a progressive project even on an international level, and Japan is currently at the forefront of development. In the U.S., the Safe, Accountable, Flexible and Efficient Transportation Equity Act (SAFETEA, currently a bill) describes many similar concepts. (Figure 3)

The Advisory Committee, chaired by Shoichiro Toyoda (honorary chairman of Japan Federation of Economic Organizations), includes distinguished members from many fields, top leaders in different industries, and heads of relevant ministries and offices. We enjoy input from their wide-ranging discussions. (Figure 4)

In one sense, June 9 marked an inaugural meeting of sorts. Discussions and commentary centered on past ITS development, how ITS is now changing society, and the direction of ITS as we enter the second stage of development since inception ten years ago. The next meeting on July 27 will set the stage for talks on the direction of development in the second stage, as well as promotional policies.

Throughout the latter half of June, committee members were asked their opinions, taking into account discussions in the first meeting. Many respondents offered feedback, which I think indicates an even keener interest in ITS. (Figure 5)

Next I will take the opportunity to describe what was discussed by the committee.

Ten years ago, ITS was probably significant simply because we knew it would be a key field. It gave us a sense of direction. People were talking about car navigation systems, VICS, ETC, and so on, but in fact, there were no tangible results at that stage. (Figure 6)

Ten years later, over 14 million car navigation systems are now in use. They are so popular that one in every five vehicles has one in Japan—one in every three in passenger vehicles. And in the three years since ETC was introduced, it has gained more than 3 million users, despite initial concerns about its popularity. Over 20% of drivers now use ETC.

At this stage, elements of ITS are evolving separately. Many people have grown fond of their car navigation systems, and ETC has won widespread acceptance. After navigation systems and ETC finally became established in society, they inspired a lot of discussion. People probably have higher expectations: Now that these elements are widespread, what else can we do?

Meanwhile, VICS has been adopted by nearly 10 million users, and ASV vehicles have evolved remarkably. There has also been a full-scale launch of traffic research based on location information gathered by buses and other probe cars. In addition, we have seen major developments in IT as a whole, which has made remarkable progress in the past ten years—even in the last five years.

< 1> Online access of road information
Regarding specific developments, in the context of roads, we are seeing advances in services that supply information after users access websites. Figure 7 shows information available at regional development bureau websites. Regional bureaus post information on weather, construction, road conditions, and more. More users access these sites in winter and during rainy seasons and typhoons. In other words, because users access the websites before departure to check road conditions and other details, we know that providing road information is closely linked with how people travel.

These websites have served about 25 million visitors so far. One objective of the Road Bureau is to attract 100 million visitors to the sites over the next few years by improving user services.

Figure 7

< 2> Greater supply of value-added information, such as road surface information
Developers have devised ingenious plans regarding what information is presented. Information can be taken directly from road message signs for viewing on the websites. Besides this, information from parking guidance information systems can be posted online. Or details of road work or surface conditions can be posted. In these ways, developers are working to meet users' needs. (Figure 8)

Figure 8

< 3> Greater convenience due to car navigation systems
Car navigation systems were certainly once associated with younger users and people interested in trend-setting products. But now with one in every five vehicles, they have become extremely user-friendly and more full-featured.

Last year the Road Bureau conducted a survey on navigation systems. A distinctive pattern in user evaluations was that the systems were evaluated more highly by older users. Obviously, they are convenient for younger users as well, but the older the user, the more difficult it may be to read maps and recall directions. In these cases, drivers feel much more reassured having a navigation system. In a sense, we can consider them a very useful tool for providing driving assistance to elderly users. (Figure 9)

Figure 9

< 4> Greater use of buses due to bus location systems
These location systems provide location information about buses. Here too, ITS and particularly GPS make it very easy to obtain location information. As part of research, information was gathered from a great many bus companies. There are currently some 60,000 buses for general passengers in Japan, and around 10% are equipped for this function.

During data reception, detailed road data is presented, and bus companies use the data to provide schedule information and the like to passengers. This has produced extremely positive results, increasing the number of bus riders and making buses a more appealing mode of transportation. (Figure 10)

Figure 10

<5> Reduced congestion at toll gates due to the spread of ETC
A news report recently stated that ETC use had exceeded 22% for Metropolitan Expressways. For an example of the implications, we can examine the Kawaguchi Toll Plaza, where the Metropolitan Expressway connects with the Tohoku Expressway. Through traffic is increasing slightly every year, but the number of ETC users grew by 2% in 2002, 6% last year, and 20% this year. As a result, the congestion level is now half that of 2002. Calculations show that when ETC use reaches about 30%, it should nearly eliminate traffic congestion. We are optimistic that this trend will occur at more and more toll gates. (Figure 11)

Figure 11

< 6> Development of diversified fee schedules: a test of discounted ETC driving on Metropolitan Expressways in the evening
In other research involving Metropolitan Expressways, progress has been made in testing diversified fee schedules.

Figure 12 describes the test conducted last year. For three months starting in November 2003, a discount was offered for evening driving. Although fine-tuning the toll system is unfeasible when tolls are collected manually, ETC does support this kind of detailed discount program.

Figure 12

The result: 20% more ETC users overall during the test, 40% more with larger cars. It is also likely that traffic was diverted to the expressways from ordinary roads running parallel. For example, traffic levels on Route 20 are somewhat lighter where Route 20 (Koshu Highway) runs alongside the expressway. This has reduced the required traveling time, as indicated in the difference between purple and green bars on the graph. It has also has a positive effect on the local environment along the roads. (Figure 13)

Figure 13

< 7> Development of diversified fee schedules: environmental road pricing for the Hanshin Expressway
Environmental road pricing was studied by attempting to divert traffic on the Hanshin Expressway where it was heavy, from the No. 3 Kobe Line to the Wangan Line. The regular charge of 1,000 yen was reduced to 800 yen for ETC vehicles. There were relatively few vehicles equipped for ETC initially, so not many new users adopted it then.

However, in February this year, an additional discount of 200 yen was offered, triggering a 60% surge in users. The charge reverted to 800 yen in March, but users seem to have discovered how enjoyable ETC can be once they have tried it, so results show that the usage level has remained constant. Using ETC with diversified fee schedules opens the door for wide-scale expansion. (Figure 14)

Figure 14

< 8> Local efforts for ITS
On the local level, business groups and local authorities are holding conferences and launching projects while universities are helping establish ITS centers. These activities are gaining momentum as they seek to promote ITS from the suburbs. (Figure 15)

Looking at the scope of investment in the markets related to ITS to date (the stock base, as it were), some 12 trillion yen has already been invested in infrastructure and systems to supply information and services. We know it is growing into an even larger market. (Figure 16)

< 1> The second stage of development in IT fields
In view of these conditions, it becomes a matter for discussion what direction ITS should take as we enter the second stage.

As a preliminary step, developments in different IT fields were summarized (Figure 17). Computers, for example, have changed dramatically. They were once specialist instruments, used only by experts at research labs and institutes. But by the mid-1990s, the introduction of the user-friendly framework of operating systems made computers accessible to the average person, even children. Now they are pervasive. Computers enable remote medical centers to exchange patient records. Computer studies are compulsory for elementary students. In these and other ways, computers have evolved to become essential tools for living.

Figure 17

Cell phones were introduced early on, but initially they were highly specialized, heavy devices used by some business professionals. Here too, developers pushed for better usability to promote widespread adoption. In time, there were better handsets. Callers were then able to connect to parties of other carriers, to PHS users, and even to the Internet. It was no surprise when, from the mid-1990s, handsets became tremendously popular. Some 80 million cell phones are now in use, and most adults own one. Society has come to view them as indispensable. (Figure 18)

Figure 18

ITS, meanwhile, has also grown significantly in the ten years since individual systems were deployed. ETC has attracted around 3 million users, and that number is growing. Nearly 20% of all drivers take advantage of it. Social benefits are emerging, thanks to discounts and other development strategies. VICS, with deployment starting in 1996, has made similar gains. Last year marked the completion of nationwide expansion as the Kitami area of Hokkaido received service. (Figure 19)

One of the factors helping promote ETC is the ease of constructing ETC toll gates. Conventional facilities for collecting tolls require a lot of space for intricate interchanges, but ETC enables very simple interchanges.

Testing is now underway to study opening service and parking area roads currently used by service vehicles for the exclusive use of ETC vehicles, so that regular drivers can take advantage of them. Started this fiscal year as a field trial, the trial program has attracted keen interest from many towns and cities. It would pave the way to construct interchanges in many locations, and we are starting to see the potential to turn local expressways into significant community assets.

Figure 19

In individual devices, there has been progress at integrating ETC devices in car navigation systems to combine them in a single unit. Developers are also making navigation systems themselves more user-friendly. (Figure 20)

Other advances are occurring in website design. Systems are being refined to display road work updates in a clearer format and to coordinate VICS information better. Websites are also being designed to tell users if lots are full or where to find open spaces. Arrangements are in place so that drivers accessing communication facilities from navigation systems can receive outdoor information in the form of telematics.

It is easier to provide location information for buses thanks to GPS and similar innovations, and this information is in a format that is becoming easier to manage and understand.

Figure 20

<2> Development of a new society with greater mobility
These developments bring us closer to linking ETC, navigation systems, VICS, and other infrastructure. Nearly ten years after the Second ITS World Congress was held in Yokohama, the eleventh will be held this fall in Nagoya. I think it will be an opportunity to consider the new significance of ITS in society. (Figure 21)

Figure 21

We have reached the stage when the evolution, integration, and coordination of these systems will improve the quality of transportation. It has been over 100 years since automobiles started shaping society. Despite the fact they are extremely useful, the accidents and environmental problems they bring have no clear solutions. But we see signs that ITS can offer far-reaching solutions. (Figure 22)

We face a serious issue in how to ensure mobility for senior citizens in suburban towns and cities. In areas where establishing public transportation is difficult, it makes a tremendous difference to elderly residents whether they can drive or not. Building on the success of easier car navigation systems, then, we should consider how ITS and Smartways in particular can promote senior mobility. I think this will be a key theme in development.

Meanwhile, a popular topic in Japan recently has been the revitalization of rural or suburban areas. To stimulate local economies, certainly a good strategy would be to build an expressway. And as an alternative, constructing interchanges at nearby expressways might lift the economy.

There is also a prospect of improving the business environment. In distribution and logistics, ITS promises more efficient dispatching and freight consolidation. ITS can contribute much for truck drivers, bus drivers, and road construction laborers to help them work more efficiently as well. Vehicles are now relatively isolated from the information flowing all around them. ITS promises to transform vehicles into mobile zones connected to the world outside for better safety. I think that these worthwhile topics offer a sense of direction for future development.

Figure 22

National policy should promote Smartways as a strategy to develop a society of smart mobility. ITS developers have different objectives: eliminating fatal traffic accidents, making ETC standard equipment, doubling the number of expressway interchanges, and so on. To make progress in meeting these objectives in specific ways, developers can use a three-part framework to organize their applications, platforms, and relations. Applications refers to what kind of services will be offered. Platforms refers to what kind of infrastructure is involved. Relations refers to who their partners are, that is, what other towns or cities will collaborate and how will businesses, academia, and the government participate. (Figure 23)

People are eager to see what services ITS can offer. Some services are already in place, affording better safety, greater affluence and a more appealing environment, more comfortable and convenient transportation, and so on. I believe pursuing our vision for a new society obligates us to provide these services. ITS makes it possible to offer basic services of payment, vehicle detection, information provision, and information and warnings. This technology will be fundamental as we develop many other services, which I believe is important. (Figure 24)

However, the services are limited because each service draws on different elements, while different on-board unit also entails different elements. Thus, I think the time has come to start constructing a common platform. This will probably be a key point in future development. (Figure 25)

Relations brings together three main forces for ITS. For technological R&D, I think businesses, academia, and the government have worked well together in the context of ITS, and I expect even closer collaboration.

Collaboration with communities and the public will be as important as ever in the second stage of development. What does the community need? To achieve it, how should collaboration be arranged with local authorities, NPOs, and citizen's groups? In particular, because ITS has an experimental aspect as we refine it, I feel developers should work with local citizen's groups and NPOs.

International standardization has been discussed for some time now. In some respects, Japan is at the forefront of ITS, setting the standard. In other respects, we will seek conformity with international standards as we move ahead keeping global markets firmly in focus. I believe this will be increasingly important in times to come. (Figure 26)

In closing, I will mention some upcoming events for your reference. The World Congress on ITS will be held in Nagoya this October, nearly ten years after the conference in Yokohama. During this event, technical tours will be available to introduce various ITS programs in Japan. These offer on-site tours as well as presentations. It is an opportunity for the participating ministries and organizations to demonstrate how Japan is taking on ITS and emphasize our commitment. (Figure 27)

This concludes my summary of discussions at the previous Advisory Committee meeting. Looking ahead, the next meeting will set the stage for discussions taking into account feedback from a survey and opinions expressed at today's meeting. The discussion will then be organized into another proposal, which will be our basis as we prepare to start the second stage of development.

Progress in these efforts requires the cooperation and collaboration of people such as those here today, from many different fields. The Ministry of Land, Infrastructure and Transport, working with other ministries and offices, is fully committed to ITS, and we thank you for your continued support.

2004 AHS Symposium

Special Presentation:

“ITS Enter the Second Stage
—Interim Report of the Smartway Project Advisory Committee —”

2004 AHS Symposium

Special Presentation:

“ITS Enter the Second Stage —Interim Report of the Smartway Project Advisory Committee —”

“ITS Enter the Second Stage
—Interim Report of the Smartway Project Advisory Committee —”