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Kitakyushu Model

for Transport

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Contents

Page

Abbreviations and Glossary 1

1 Introduction – Kitakyushu Story in “Smart Green Resilient Transport” 12

1.1 Purpose 12

1.2 Smart Green Resilient Transport Strategy – Comprehensive and Integrated Transport Systematic Approach 12

1.3 SGR Transportation Strategy Initiatives in Kitakyushu City 15

2 Baseline and Policy Review 19

2.1 Purpose 19

2.2 Undertaking a Baseline and Policy Review 19

3 Developing a SGR Transport Strategy 28

3.1 Purpose 28

3.2 Undertaking Policy and Strategy Development 28

3.3 Transport Characterisation and Forecasting 29

3.4 Policy aims, Objectives and Targets 39

4 Technical Strategy Development 40

4.1 Purpose 40

4.2 Public Transport System 41

4.3 Active Mobility System 45

4.4 Smart Mobility System 48

4.5 Road Network System 53

4.6 Parking System 58

4.7 Logistics System 62

4.8 Avoid-Shift-Improve Measures 66

4.9 Avoid – Reducing Traffic Demand 68

4.10 Shift – Shifting Transport Mode 72

4.11 Improving – Improving Transport Efficiency 75

4.12 Other Consideration – Transit Oriented Development 78

4.13 Tackle Traffic Congestion 87

5 Strategy Testing and Evaluation Tools 92

5.1 Purpose 92

5.2 Key Considerations 92

5.3 Main Technical Options 93

5.4 Stakeholder Consultation 94

5.5 Understanding Opportunities and Constraints 95

6 Procurement and Financing 97

6.1 Purpose 97

6.2 Key Considerations 97

6.3 Procurement of Transport Infrastructure and Services 97

6.4 Procurement Routes 101

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Abbreviations and Glossary

Active mobility

Often called "Active Travel" or "Active Transportation" in the United States is an approach to travel and transport that focuses on physical activity (walking and cycling) as opposed to motorised and carbon-dependent means.

ASPIRE tool ASPIRE provides an integrated planning, monitoring and evaluation tool for appraising the sustainability and poverty reduction performance of infrastructure projects.

Avoid-Shift-Improve measures

The “avoid-shift-improve” concept is important to create a change in the transport system and to generate a more inclusive access by developing the infrastructure and services. It shows the need to avoid the necessity of motorized journeys to the intelligent use of spaces and logistics planning, to shift freight and passengers to more sustainable transport modes and to improve the efficiency and performance of the environment for transport systems by improving vehicles, fuels, transport operations and management technologies.

BOOT Build Own Operate Transfer

BOT Build Operate Transfer

Car and taxi vehicle matrices

A matrix that displays the number of car and taxi trips going from each origin to each destination.

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Car parking inventory

Including patterns and trends in the characteristics of a city’s parking supply, focusing on capacity, occupancy rates, and prices.

Car sharing scheme

A scheme that promoting cars to be shared by different users.

Car-available households

Households with cars or have access to use cars.

CBD A Central Business District (CBD) is the commercial and business centre of a city. In larger cities, it is often synonymous with the city's "financial district".

CBO Community-based organisation (CBO) was considered community organisation as complementary to community development. United Nations assumed that community development is operative in underdeveloped communities and community organisation is operative in areas in where levels of living are relatively high and social services relatively well developed, but in where a greater degree of integration and community initiative is recognised as desirable.

CNG Compressed natural gas (CNG) (methane stored at high pressure) can be used in place of gasoline (petrol), Diesel fuel and propane/LPG. CNG combustion produces fewer undesirable gases than the fuels mentioned above. It is safer than other fuels in the event of a spill, because natural gas is lighter than air and disperses quickly when released.

Comprehensive and Integrated Transport

The approach aims to ensure that there is a suitable, safe and interconnected transport infrastructure for different transport modes such as private car, freight,

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Systematic Approach

public transport, walking and cycling, which results in improving community's accessibility to jobs, services, recreation and other daily activities.

Conventional railway

Conventional railway shows a category in which the vast majority of local, regional and express passenger trains, and almost 100% of freight trains are contained. Countries that do not make distinction between conventional rail and higher-speed rail can have the maximum speeds of conventional rail up to 200km/h with the systems that can operate at the speeds higher than that be classified as high-speed rail. For the countries with higher-speed rail classification, the maximum speeds of conventional rail can vary which may go up to 160km/h such as in Canada.

Daily trip matrices

A matrix that displays the number of daily trips (movement locus of vehicle and the like) going from each origin to each destination.

DB Design and Build

DBB Design Bid Build

DBFO Design Build Finance and Operate

DBFOT Design Build Finance Operate and Transfer

Digital city Digital city is a technical framework attempts to offer a totally new and information-ready living space. The feature of digital city is the overwhelming convenience of accessing all kinds of information for living in a city.

EPC Engineering Procurement and Construction

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GV (Goods Vehicle)

Vehicles which carry goods. They can be classified as light goods vehicles, medium goods vehicle and heavy goods vehicles based on their size and their weight.

Green transport modes

Transport modes with low/zero emissions.

Highway skims A skim matrix is a matrix that provides impedances between zones. Highway skims are described as a skim matrix provides travel time, distance, costs or a combination thereof, which are the impedances, for each origin-destination zone pair in a highway network.

Household interview survey

Household interview survey (person trip survey) is the survey to examine whether what types of people move for what purposes by any transportation from where to where, etc. One of the most reliable type of surveys for collection of origin and destination data. The survey is essentially intended to yield data on the travel pattern of the residents of the household and the general characteristics of the household influencing trip-making.

ITS Intelligent transportation systems (ITS) are advanced applications which, without embodying intelligence as such, aim to provide innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks.

Interface risk Interface risks are the risks that occurs on the border between the parties and those arise where a project depends on interaction between two or more stakeholders. Physical interfaces will often occur on the same or adjoining construction sites

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where different contractors are engaged in the design and construction of works that must ultimately connect or closely interact on completion.

Inventory (of all public transport services)

A complete list of the information of all public transport services, such as size of vehicle fleets, stations, etc.

Knowledge management plan

Knowledge management plan is the plan which captures, develops, share and effectively using organizational knowledge.

Logistics system

Logistics system is defined as a business planning framework for the management of material, service, information and capital flows. It includes the increasingly complex information, communication and control systems required in today's business environment.

LPG Liquefied petroleum gas (LPG) also referred to as simply propane or butane, are flammable mixtures of hydrocarbon gases used as fuel in heating appliances, cooking equipment, and vehicles.

LRT Light rail transit (LRT) is urban public transport using rolling stock similar to a tramway, but operating at a higher capacity, and often on an exclusive right-of-way.

Modal split The OD (origin – destination) traffic volume of between zones by transportation type

MTR Mass Transit Railway. It is the rapid transit railway system in Hong Kong.

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Multi-class user-equilibrium procedures

A multiclass, multi-criteria traffic network equilibrium model is which travellers of a class perceive their travel disutility on a route as a weighting of travel time and travel cost.

Multi-modal traffic forecast model

Refers to a traffic model that considers various modes (walking, cycling, automobile, public transit, etc.) and connections among modes.

Non-car-available households

Households without cars or have no access to use cars.

Park & ride The park-and-ride is the way which people drive their private car to the nearest station (or bus stop) and use some public transportation (railway, bus, etc.) to go towards the destination after parking the car. Basically, establishing parking a lot to transfer to the public transportation leads the commuters and other people in order to suppress the private car use in moving to city centres and also to promote the use of bus and train.

Person trip matrices

A matrix that displays the number of person trips going from each origin to each destination.

Planning datasets

Planning datasets in the development of urban planning are the basic information (population, households, industries, etc.) which contains various planning-related data referred to understand the profile of the city.

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PPP A public–private partnership (PPP) is a government service or private business venture that is funded and operated through a partnership of government and one or more private sector companies.

Primary risk The primary risk is the risk caused by choosing the wrong primary task, that is, a task that ultimately cannot be managed.

Principal sources of data

Principal sources of data for transportation planning are obtained by various traffic characteristics investigations such as the Person Trip Survey, Goods Vehicles Travel Characteristics Survey, etc. A source of data obtained will be utilized as an original source of information about the topic required to build a comprehensive traffic model in urban planning and the like.

Project risk workshop

Workshop which aims at identifying the major risks to the successful implementation of the project originating from the objectives, solution, resources, organisation, management and external factors.

Public transport sub model

Public transport sub model is a part regarding to the public transport which is involved in the entire urban transport model. Its central aim is to match demand data with PT supply and to assess reactions of demand to changed supply. Basis for the PT-model is the physical railway and road network as well as the division of transport districts which also underlies the MIT (motorised individual transport) sub-model. The MIT and the PT sub-models will eventually be joined to build an integrated transport model, so that both supply and demand can be designed considering various transport systems.

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Rail-based public transport modes

Rail-based public transport modes mean the public transport systems on rail tracks represented by the Railway. Rail-based public transport systems connote all rail systems (railway network) that provide high capacity and high quality mobility.

Resettlement action plan

A public document which specifies the procedures it will follow and the actions it will take to mitigate adverse effects, compensate losses, and provide development benefits to project affected household.

Road-based public transport

Road-based public transport modes mean the public transport systems on the road like the bus which is not the on rail tracks. Road-based public transport systems connote all rubber-tire based systems and non-rail guideway systems that provide high capacity and high quality mobility.

Screenline flows

A screenline (also called a cordon line) is an imaginary line or curve drawn on a map (composed of one or more straight line segments), which divides the study area, separating two or more "traffic sheds" or sets of traffic flows. At least one screenline should be established in any model that includes more than one parallel route. The predicted total traffic flows crossing the screenline should be checked for conformance with the data in reality regarding the traffic (traffic volume) passing through the plural paths.

SEA Strategic environmental assessment (SEA) is a systematic decision support process, aiming to ensure that environmental and possibly other sustainability aspects are considered effectively in policy, plan and programme making.

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Secondary risk A secondary risk can be defined as a risk created by the response to another risk. In other words, the secondary risk is a consequence of dealing with the original risk (Primary risk).

Smart city A smart city is an urban development vision to integrate multiple information and communication technology (ICT) solutions in a secure fashion to manage a city’s assets – the city’s assets include, but not limited to, local departments information systems, schools, libraries, transportation systems, hospitals, power plants, water supply networks, waste management, law enforcement, and other community services.

Smart Green Resilient

Smart (transport): A transport system that based on innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordinated, and “smarter” use of transport networks.

Green (transport): Transport system that limits emissions and waste within the planet’s ability to absorb them, uses renewable resources at or below their rates of generation, and uses non-renewable resources at or below the rates of development of renewable substitutes, while minimising the impact on the use of land and the generation of noise.

Resilient (transport): A transport system which is flexible enough to cope with traffic emergency issues.

Smart mobility A notion includes stable ICT system, leading automotive technology and leading freight transport and logistics.

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Soft market A market that has more potential sellers than buyers. A soft market can describe an entire industry, such as the retail market, or a specific asset, such as lumber. This is often referred to as a buyer's market, as the purchasers hold much of the power in negotiations.

Stakeholder consultation

Stakeholder consultation is the process by which an organisation involves people who may be affected by the decisions it makes or can influence the implementation of its decisions.

Street furniture A collective term (used in the United Kingdom and Canada) for objects and pieces of equipment installed on streets and roads for various purposes.

TOD Transit-oriented Development is an approach to development that focuses land uses around a transit station or within a transit corridor.

Tourist survey Surveys to gain an insight into the various elements of the visitor’s journey.

Tourist trip module

A sub-modal programme that used to estimate the number of tourist trips in a city.

TPEDM Territorial Population and Employment Data Matrices.

Transport hub A place where passengers and goods are exchanged between vehicles or between different transport modes.

Trip assignment

The route traffic volume

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Trip attraction The magnitude of total daily trip, arrived at each zone in the targeted area.

Trip distribution

The OD (Origin – Destination) traffic volume between zones.

Trip ends Drivers and passengers use services or drive their own vehicle (producing their own transportation services) to create an end-to-end trip, between an origin and destination. Each origin and destination comprises a trip end and those trip ends are only important because of the places at the ends and the activity that can be engaged in.

Trip generation The magnitude of total daily trip, generated from each zone in the targeted area.

Trip production

Number of total trips per day in the targeted area

UN The United Nations (UN) is an intergovernmental organization to promote international co-operation.

USN Ubiquitous sensor network (USN), in the ubiquitous network (network environment that "can be accessed at any time in anywhere to anything from anyone"), is a network that enables the collection of information from all types of sensors wirelessly. It installs various types of sensor nodes and monitors condition of target objects in real time. When ubiquitous sensor network is realized, it will become able to automatically recognize the state of the user and objects, perform the appropriate action based on the recognized information, and provide various services according to the situation of the user in a real time base.

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Values of time The value of time is the opportunity cost of the time that a traveller spends on his/her journey. In essence, this makes it the amount that a traveller would be willing to pay in order to save time, or the amount they would accept as compensation for lost time.

Vertical profile The vertical aspect of the road, including crest and sag curves, and the straight grade lines connecting them.

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1.2-1 Kitakyushu story for transport

Since ancient times Kitakyushu has played an important

role as a hub connecting not only Honshu and Kyushu,

but also as an important port for international trade.

Since the five city merger 1963, Kitakyushu was not only

established as its own transportation system, but also

culminated in the formation of a new metropolitan area

in the northern part of Kyushu. This transportation

system included high-speed road networks, bus systems,

an urban monorail, and an international airport.

Up until now, the expansion of the city’s density

inhabited district (DID district) had gone hand in hand

with the decline in public transport and corresponding

motorisation, which has contributed to the increase of

GHG emissions in the transport sector. Reflecting this

situation, in recent years, sustainable urban development

along with a comprehensive transportation strategy has

been the foundation of transport policy. The outline

below shows the evolution of transport policy of

Kitakyushu.

[Phase I (1950-1962): Trends Prior to the Merger]

In 1951, the five cities of Kokura, Moji, Yahata, Tobata

and Wakamatsu of the Kitakyushu received a regional

designation of ‘Specially designated area for a

comprehensive development plan’ area based on the

Comprehensive National Land Development Act. This

was part of the strategy of post-war recovery to promote

efforts concerning various issues such as land use, water

and energy. Similarly, in terms of transport, to suppress

the unregulated growth and contribute to the industrial

area revival via the construction of infrastructure.

1 Introduction – Kitakyushu Story in “Smart Green

Resilient Transport”

1.1 Purpose

In an urban environment, the basic need is not only for accommodation, but also for the flow of people and goods and the need to provide access to water, drainage, sanitation, as well as security. As a result, the purpose of a smart green resilient transport strategy is to provide a framework for sustainable transport system for the urban and economy development for current and future needs of mobility and connectivity.

1.2 Smart Green Resilient Transport Strategy – Comprehensive

and Integrated Transport Systematic Approach

The Comprehensive and Integrated Transport Systematic approach is a policy framework to manage traffic demand in a modern city, aiming to provide an integrated system of different sustainable low carbon transport modes for the needs of mobility and connectivity of both people and goods, with minimum disruption to the environment and support the compact urban development. This is considered as a Smart Green Resilient (SGR) Transport Strategy.

In the past, transport planning may just be a process of satisfying the travel demand without the consideration of the impact to land use and environment. In many Asian cities, the emphasis would have been placed in building more roads to satisfy the uncontrolled growth of private cars at the costs of both environment (air pollution and noise) as well as the economy (congestion).

It becomes important to look at the huge challenge of placing urban transport development on a sustainable footing. It is vital that transport planning process needs a new, overarching direction to help deliver the holistic solutions that are so clearly needed. In Japan, the sustainable development of cities

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In this phase, 1) in terms of roads, policy was fully

revised, and the Kanmon Tunnel was opened, 2) in terms

of rail, lines were electrified, Japanese National Railways

(now JR) provisions were promoted, and the Chikuho

Railway was established, 3) in terms of ports and

airports, Moji port was specified as a specially

designated port, an air route from Kokura and Osaka was

formed, and 4) in terms of town planning, there was

development of large-scale housing in Kojyaku, which is

sandwiched between the Chikuho Electric Railroad line

in Yahata.

[Phase II (1963-1986): Period of Development of Urban

Infrastructure ~ Poly-Nuclear City Theory]

In 1963, the 5 cities merged and Kitakyushu City was

born. This was a period of high economic growth in

Japan and population was steadily increasing. In this

phase there was rapid motorisation with car ownership

across the country increasing to 37.3 million units in

1980 from 2.3 million in 1960. This trend contributed to

the urban sprawl throughout Japan, with Kitakyushu

being no exception.

In this period: 1) In terms of roads, the promotion of

various projects relating to automobile road

development; 2) in terms of public transportation,

corresponding to the increase in vehicle ownership there

was a user decrease in the tram (which peaked in users in

1961 due to the suburbanisation of the city); 3) in terms

of ports and airports, a container terminal in established

and a new Kitakyushu airport was planned; and 4) in

terms of urban development, there was promotion of land

development due to the opening of the city monorail in

1985.

and provinces has been vigorously pursued since the late 1990s under various programs through the initiative of the central government and local authorities. Although they have not been fully evaluated with clearly defined context of sustainable urban development, the many efforts and achievements of both the central government and local authorities provide useful and practical lessons.

Japan experienced rapid economic growth after World War II with industrialization as the main driver. It resulted in rapid urbanization concentrated in three metropolitan areas. The increase in urban population and passenger cars caused suburbanization and urban sprawl as well as the deterioration of public transportation services. Since the late 1990s, Japan has suffered from economic stagnation and by 2005 has experienced marked depopulation, of which aging society and fewer children are the common phenomena. In the new millennium, it became a trend to aim sustainable urban development with the increasing concern about global warming and international commitment to reduce greenhouse gas emissions. Comprehensive approaches became inevitable, involving a wide range of stakeholders and covering various sectors. In this context, sustainable and comprehensive urban transport development approaches were emphasized wherein urban land use planning and environmental concerns were coordinated (Figure 1.1). This “land use-transport-environment” trio is seen in the concept of compact cities, of which also fits the increasing momentum against global warming with the emphasis on achieving higher shares of public transport and shorter travel distances.

Figure 1.1 Land use-Transport-Environment trio in Urban Mobility and Connectivity

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[Phase III (1987-2006): Period of Comprehensive Large-

Scale Development ~The Renaissance Plan]

In Japan the bubble economy collapsed in the early

1990s, and thus there was a prolonged economic

downturn. Continuing increase of car ownership

combined with a continuing public transport use and

decline of the city centre became the main challenger for

urban regeneration.

To respond to these challenges, the Kitakyushu

Renaissance was conceived in 1988, whereby nine

development zones were formed around the city centre

and sub-centres, in order to break away from the stigma

of a “faceless city” and aim to regenerate the city. 1) In

terms of the roads, urban expressways were promoted in

this period, 2) in terms of public transportation, there was

construction of a new JR station, and the city monorail

was connected to JR Kokura station, 3) in terms of ports

and airports, a new container terminal and Kitakyushu

airport were opened for use, and 4) in terms of town

planning, urban redevelopment projects of existing land

were carried out.

In order to promote the compact urban development, it needs to adopt a Smart Green Resilient Transport Strategy, which is to promote the public transport (both road-based and rail-based) and active mobility (walking and cycling) usages; minimize car usage and car park provision so that the urban space can be used to achieve low carbon city with sustainable living environment.

In the SGR strategy, all important components of an urban transport system, namely public transport system, active mobility system, smart mobility system, road system, parking system and logistics system will need to be planned in a holistic approach to achieve a Comprehensive and Integrated Transport System. (Figure 1.2)

Figure 1.2 Comprehensive and Integrated Transport System in SGR Transport Strategy

Most of the Asian cities experience serious of traffic jam due to inadequate of transport infrastructure and public transport services. There are also serious environmental problems in air pollution due the vehicle emissions and bad quality of fuel as well as in traffic noise. The uncontrolled growth in private cars due to economy growth and lack of investment in public transport worsen the situation. In many

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[Phase IV (2007-): Period of Stock-Type Urban

Development ~ Green Growth]

From 2007 to the present, Kitakyushu City has been

working to improve the quality of public transport

services (in terms of convenience, etc.). In 2008, the

Kitakyushu Environmental Capital Comprehensive

Transport Strategy was developed, which integrated

transport strategy and economic aspects such as

downtown revitalisation, social aspects such as an aging

population and barrier-free support, and finally

environmental issues such as global warming. In this way

a holistic policy strategy is being developed.

1.3.1-1 Examples of Kitakyushu’s Comprehensive

Land, Sea and Air Transport and Logistics

Infrastructure Development

1) Cases of transportation and logistical Infrastructure:

Land

- Higashi Kyushu Expressway：Kitakyushu-Oita

directly connected to Miyazaki (April 2016:

Kitakyushu – Oita – Miyazaki section opened). It is

a link connecting Kyushu and Honshu, and the

integration of the Kanmon Strait and East Kyushu

is the main route for the flow of people and

commodities, as well as improving access to

Kitakyushu airport. With the establishment of this

high speed transportation system, the local industry

is bound to be positively stimulated.

- Expressway through Kitakyushu: connects Eastern

Kyushu with Honshu, playing a key role for

logistics.

cases, governments tends to believe that building more roads will solve the traffic jam and sacrifice those spaces for pedestrian and planation and other land uses. The urban growth in the form of urban sprawl has resulted in inefficient land use. The spreading of the thin public transport resources to large area results in inefficient and unattractive services.

1.3 SGR Transportation Strategy Initiatives in Kitakyushu City

Kitakyushu is an industrial city that has utilised heavy and chemical industries as the basis of its development. Due to this development process it experienced serious pollution and waste problems, and it is thanks to the combined efforts of industry, academia, government, as well as the continual cooperation of its citizens, that these environmental problems have been overcome. In order to achieve the environmental improvement of Asian cities on the basis of these experiences in Kitakyushu, the city has been actively promoting international cooperation in the environmental field via inter-city cooperation. These activities have also been recognized worldwide; in 2002 the ‘Kitakyushu Initiative’ is mentioned within the official documentation of the Johannesburg Summit in 2013 and came to be selected by the OECD as one of the world’s green growth cities – the first Asian city to be afforded this honour.

Currently, transport sector issues of traffic congestion have become a pressing issue not just in Kitakyushu, but in Asian cities in general, causing many harmful effects to the environment. In response to this the city is working to establish international cooperation via inter-city coordination. Moving forward, Kitakyushu City plans to utilise the SGR traffic strategy elements of this model to bolster efforts to suppress the disordered sprawl of Asian cities. The aim is to promote compact urban development and an attractive and effective transportation and logistics network, thus contributing to the sustainable urban development of Asia.

1.3.1 Construction of a Comprehensive Land, Sea, and Air Logistics Network

in Kitakyushu

Kitakyushu City has via: 1) utilising the geographical features of its strategic location; 2) making use of its importance as the starting point of major national highway and railway networks in Kyushu; and 3)

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- Kitakyushu City Highway: Improvement of access

to the city centre. The area that can be reached

within 10 minutes of the highway now covers

100% of the area.

2) Cases of transportation and logistical Infrastructure:

Sea

- Port of Kyushu：Selected as a “Gateway to the Sea

of Japan” (Ministry of Land, Infrastructure and

Transport, 2011). It plays a key economic role in

terms of a hub between Japan, China, Korea, and

Russia. It is also useful in terms of logistics in the

event of disaster. The main functions of the port of

Kitakyushu are as follows:

a) Kitakyushu cargo terminal: Equipped with a marine

container with a dedicated rail line. Used as a base

for rail freight transport that connect the land and

the sea.

b) Tachinoura Container terminal: Has many links to

routes in Asia.

c) Hibiki Container Terminal: Equipped with capacity

for 60,000 tonne class container ships. With

connection from Wakato Tunnel (underwater tunnel

connecting Wakamatsu and Tobata-ku was opened

2012), strengthening the global logistical network.

d) Tanoura RORO Terminal: Providing smooth

international cargo connections.

e) Shin-Moji Ferry Terminal: Functions as a base for

passenger transport.

effectively employing the Kanmon Strait as a strategic point for sea traffic through the improvement and expansion of its ferry and container terminal, evolved as a logistics and port city. In addition to Japan Railway (JR), monorail and private railway links, Kitakyushu has in recent years enhanced its public transport system, developed the East Kyushu Expressway, promoted a high-speed road network including the Kitakyushu city highway, and constructed a new airport. In this way it has successfully bolstered the transport capacity of passengers and goods by the opening of land, sea and air to form a transportation and logistics network operates in smooth cooperation. Such a transportation and distribution network, socio-economic situation, industrial structure, and change in lifestyle has led to the improvement and expansion enjoyed in Kitakyushu today. Presently, Kitakyushu is carrying out steps to further strengthen and improve this transportation and logistics network via systematic policy initiatives such as those shown in Figure 1.3.

Figure 1.3 Policy framework for realizing a comprehensive transport and logistics network in Kitakyushu

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3) Cases of transportation and logistical Infrastructure:

Air

- Kitakyushu Airport: capable of 24-hour operation.

Because it is also possible to transport cargo in the

early morning, or late at night, it provides an

excellent function as air cargo hub in Kyushu.

1.3.2-1 How Kitakyushu is operating currently

Kitakyushu City has been working to expand the road

network in order to limit congestion. On the other hand,

since the declining population phenomenon which began

in 1986, the issue of congestion as improved. However,

since there is a continuing growth in car ownership, a

variety of efforts to improve public transport utilisation

are currently underway.

Figure 1.3.2-1 Current transport issues in Kitakyushu

1.3.2 Efforts to Alleviate Traffic Congestion and Realise a Compact City in

Kitakyushu

Up until now Kitakyushu City has carried out various initiatives to the relax traffic congestion and realise a compact city; these are detailed in Figure 1.4.

Figure 1.4 Improvement of traffic congestion and development of compact city in Kitakyushu

Initially, during the period of the 1960s to 1980s, Kitakyushu experienced traffic congestion due to rapid population growth and motorisation, and thus measures with a focus on responding to traffic accidents were increased, and the expansion of road development was achieved. In addition, the tram system

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Under the Kitakyushu Basic Concept and Basic Plan

(2008-2020) a concept of assisted living based on the

concept of compact urban development has been

promoted. Here, the re-development of idle land around

JR stations has become one of the success stories in

terms of the effective use of the ‘compact urban

development’. Based on these efforts, the future, ‘Urban

Facility Location Plan" as well as ‘Regional Public

Transportation Network Formation Plan’ is expected to

be developed as efforts to create a compact city are

accelerated.

・Reference:

<Toolkit>

Transportation Policies of the City of Kitakyushu/

北九州市の交通政策 (E/J)

北九州地域における交通と都市の発展 (J)

物流拠点都市北九州 (J)

北九州市のコンパクトシティ形成に向けた取

組について (J)

<Case Study>

Port of Kitakyushu/ 北九州港 (E/J)

suffered a reduction of users due to the accompanying urban sprawl and as such became a congestion issue due to competition with automobile traffic and as such was gradually abolished. Following this period – from the early 80s to the 2000s – the perspective regarding road maintenance shifts away from ‘traffic congestion elimination’ towards the contribution of the formation of a compact city. Existing stocks of large-scale unused land available for development were combined with initiatives for public transportation and other effective utilization measures. Thus, with this this outlook land readjustment was deployed. Since 2007, in order to formulate a transport policy appropriate for an environmental city, the ‘Kitakyushu Environmental City Comprehensive Transport Strategy (2008)’, was formulated with the aim of strengthening policy aimed at realising a compact city.

In this model, SGR transport strategy, in which the policies to improve traffic congestion and develop a compact city are included, is described from the view point of land use, transport and urban planning.

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2 Baseline and Policy Review

2.1 Purpose

The baseline and policy review is the first stage in the development of a city-wide smart green resilience transport strategy. It is primarily an information gathering exercise using desk-based and/or other research and survey methods.

Its purpose is to obtain information that sets out the existing conditions with respect to transport such that this can be used to inform future policy direction and strategy implementation. This may be supported by additional research-based work and technical feasibility studies to help develop a robust evidence base on which to base new policy, service and infrastructure proposals.

This work should be led by a specialist international transport planning consultant in consultation with local, regional and central government.

In the case of public transport, information could be obtained from the transport operators or information from the transport smart cards; for active mobility, surveys on major pedestrian movements could need to be conducted; for smart mobility, information could be obtained from the existing intelligent transport system (ITS), otherwise, surveys may need to be carried out; for parking, data could be obtained from the parking management; for roads, again, survey may need to be conducted unless the traffic flow could be obtained from the existing ITS infrastructure; for logistics, both survey (on street) and/or interviews (logistics operators) will be needed.

2.2 Undertaking a Baseline and Policy Review

The baseline and policy review should relate to a stated point within a time period (e.g. last 5-10 full calendar years or fiscal years).

2.2-1 Statistic data of MLIT

Table 2.2-1 Statistic data for transport of MLIT

Contents

General Metropolitan Transportation Census

Inter-Regional Travel Survey in Japan

Logistics census

Inter-Regional Passenger Mobility Survey

Urban Nationwide Person Trip Survey

Person Trip Survey

Report on Cargo Flow in Japan

Road Road Traffic Census

Survey of Roads

Car

transport

Survey on Motor Vehicle Transport

Survey on Motor Vehicle Fuel

Consumption

Mainline Bus Passenger Flow Survey

Other Administrative Statistics, Statistical

Data, etc. (28 statistics in total)

Railway

transport

Survey on Current Rolling Stock

Production

Survey on Railway Transport

Other Administrative Statistics, Statistical

Data, etc. (17 statistics in total)

Port Port Survey

Other Administrative Statistics, Statistical

Data, etc. (22 statistics in total)

Shipping

Ships

Sailors

Statistical Survey on Coastwise Vessel

Transport

Survey on Shipbuilding and Engineering

Survey on Seaman’s Labour

Mainline Ferry and Passenger Ship

Passenger Flow Survey

Comprehensive Survey on the Supply and

Demand of Sailors

Other Administrative Statistics, Statistical

Data, etc. (39 statistics in total)

20

Information should be obtained from credible sources (including peer reviewed and/or published information where possible) to ensure certainty of the information. This is most likely to include sources within local, regional and national governments as well as different operators.

The baseline and policy review should also be relevant to transport infrastructure and services under planning or implementation, such as rail, light rail, monorail, BRT, bus, transport hub, car parks, bicycle rental system, bike network, pedestrian network, logistics centre, etc.

Table 2.1 provides a checklist of information that should be obtained during this process. This should be undertaken by a specialist in transport planning, which may be a consultant technical adviser or a government representative.

Table 2.1: Baseline and Policy Review Checklist

Information

Requirements Checklist Questions

Policy and

Regulatory

What are the local, regional and national policies already in place for the

transport operation, management, enforcement?

What are the local, regional and national policies already in place for the

transport infrastructure planning, construction and financing?

Table 2.2-1 Statistic data for transport of MLIT

contents

Aviation Statistical Survey on Air Transport

Airplane Passenger Survey

International Airplane Passenger Survey

Air Cargo Flow Survey

International Air Cargo Survey

Other Administrative Statistics, Statistical

Data, etc. (5 statistics in total)

Source：Kawasaki S., The challenges of transportation/

traffic statistics in Japan and directions for the future,

IATSS Research, Volume 39, Issue 1, July 2015, Pages 1–

8 (E)

・Reference:

<Case Study>

Baseline and Policy Review Checklist

(Kitakyushu)/ 現状・政策調査チェックリスト

(北九州市) (E/J)

21

Information

Requirements Checklist Questions

Policy and

Regulatory

What economic and policy instruments are in use to support both the transport

development and to promote more sustainable transport usage? This may include

fare subsidies, parking tariffs, traffic fine, petrol tax, subsidies for capital

investments to support development of transport infrastructure (e.g.

construction, land costs, property leases), research and development grants, etc.

Are there current objectives, performance targets and indicators for the transport

operation and management? This may include, for example, indicators and

targets for green transport (e.g. carbon footprint or emission per capita or per

vehicle-kilometre), public transport usage (e.g. percentage public transport

usage) and transport efficiency (e.g. average travel time during peak hours).

What progress has been made against existing objectives and targets and how is

this measured?

What other existing policy interactions are there affecting the transport planning,

implementation, operation and management (eg investment, fiscal, social,

demographic, fuel/electricity supply and price, land use, climate change

adaptation and mitigation, security and safety, air quality and noise, economy

and employment)?

What existing legislation is in force to support policy implementation?

Is traffic data being recorded and reported by the Government, local authorities

and/or businesses?

2.2-2: A policy system based on the Basic Act on

Transport Policy and the efforts of Kitakyushu

The ‘Basic Act on Transport Policy’ which came into

force in 2013 specified factors such as, ‘the realization of

the peoples’ rich lives,’ ‘strengthening of international

competitiveness’, and ‘improvement of area vitality’, as

well as improvement in "responses to large-scale

disasters." In this way, key principles have been

established. The government, as well as local officials

are set to practice the following basic measures:

- Unification of town planning and the maintenance and

development of the public transportation network.

- Strengthening the international competitiveness of the

country through the expansion of international human

flow, logistics and tourism

- With regard to transport; improving disaster prevention

and mitigation measures

- Improving the convenience of transportation, including

barrier-free travel in light of the continuation of a

declining birth-rate and aging population.

- Taking advantage of initiatives more effectively and

promoting information and communications technology

(ICT).

In accordance with Article 15, paragraph 5, of this law,

the government has formulated the basic plan on

transport policy from the period of 2014-2020. The plan

stipulates the following basic policies.

22

Information

Requirements Checklist Questions

Governance What are the existing institutional arrangements for transport operation,

transport facilities construction, management and maintenance, transport

enforcement, corresponding roles and responsibilities, jurisdictions and

mandates of various departments involved, including roles of municipalities,

local governments, the private sector, non-governmental organizations

(NGOs)/community-based organizations (CBOs) and the private informal

sector?

Who has responsibility for the planning, implementation, operation,

management of transport facilities and services (municipal, private, quasi-

government)?

Who has responsibility for the collecting, collating, analyzing, summarizing

traffic data and information from all sources (operators of different transport

modes, traffic police and municipal)?

Current land use &

activities

characteristics

Establish existing traffic demands from different land uses (residential,

commercial, school, university, industry, sport, port, airport, rail station,

transport hubs, etc.) is one of the most critical aspects of the baseline review.

Where such information does not exist, it may be necessary to undertake

extensive traffic counts, passenger counts, surveys to collection the information

of traffic demand for each land use type.

Establish traffic demand projections based on future land use master plan, etc.

- Implementation of easy-to-use transport that

contributes to the enrichment of people's lives

- The prosperity and growth of international and

regional level transport as well as a logistics

network bound by safety and sustainability.

The intention is to meet the above fundamental principles

outlined in the Basic Act by complying with the policy

and tactics of the SGR model.

Kitakyushu formulated the "Environment Capital

Comprehensive Transport Strategy" in 2008, based on a

systematic transportation strategy in line with the

principles of the Basic Act on Transport Policy. Since

then the city has been practicing a variety of measures.

These days, the country is increasingly active regarding

the concept of a unified transportation strategy as well as

city regeneration and public transport. As such the

following law amendments have been made:

- Some amendments to the Act on Special Measures

concerning Urban Reconstruction (2014)

- Amendment part of the Act on Revitalization and

Rehabilitation of Local Public Transportation

Systems (2014)

[Act on Special Measures concerning Urban

Reconstruction (Overview)]

- The rapid population decline in regional cities and

the rapid increase of the elderly in large cities means

that compact urban development is necessary to

support the life of residents.

23

Information

Requirements Checklist Questions

Overall Transport

Characteristics

Establish existing traffic demands and travel characteristics from all transport

modes (municipal, business and industry, construction industry) is also one of

the most critical aspects of the baseline review. Where such information does

not exist, it may be necessary to undertake extensive traffic counts, passenger

counts, revealed and stated preference surveys and interviews to collection the

information of travel characteristics. This should comprise on-street counts and

surveys, transport facilities surveys and household interviews. Traffic demand

forecasts of different transport modes and policies are needed as part of further

strategy development.

Establish traffic growth projections based on future land use master plan,

population demographic changes, economy growth, income growth, travel

characteristics trends, industry and business changes, infrastructure

implementation, transport services changes, etc.

What is the composition of the traffic demand for different modes (e.g. bus, train,

ferry, private car, taxi, walking, cycling, etc.)?

What is the average travel time and travel distance for different trip purposes?

What is the traffic congestion level during peak hours

Public Transport

System

Establish databank and inventory of all public transport services, including road-

based, rail-based and waterborne.

- On the basis of this law, municipalities are able to

develop a rich optimization plan, to promote

housing, medical facilities, welfare facilities, along

with public transportation.

[Act on Revitalization and Rehabilitation of Local Public

Transportation Systems (Overview)]

- Due to population decline and the anticipation of an

increasingly aging society, ensuring movement for

the everyday lives of residents is essential.

- Under this Act, municipalities established the

‘Regional Public Transportation Network Formation

Plan’, to build sustainable public transport network

services.

[Efforts of Kitakyushu Institutions in Terms of Realising

the Formation of a Compact City]

To construct the system of a compact city, Kitakyushu is

working in close collaboration with stakeholders to build

a compact city. The following systems have been

established:

- Kitakyushu City Planning Council: A subcommittee

of compact urban development experts to formulate

the ‘Kitakyushu urban facility location plan’.

- Kitakyushu Environmental Capital Comprehensive

Transport Strategy Promotion Committee: Develop

the ‘Kitakyushu regional public transportation

network formation plan.

- The two above institutions are in in cooperation to

implemented efforts to ensure public transportation.

24

Information

Requirements Checklist Questions

Public Transport

System

Information includes location of stops, stations and piers; accessibility of stops,

stations and piers; location of depots, location of transport hubs or interchanges,

frequency of services at different period of time, operating hours, the fleet size

and carrying capacities, routing, fares, payment methods, concession policies,

operators, financial performance, future plans, financing, government subsidies,

policies, staffing, competitiveness, bus-only lanes, busway, public transport

priority measures, etc.

Active Mobility

System

Establish databank and inventory of all the active mobility system, including

walking and cycling.

Information includes pedestrian routes, characteristics of pedestrian pavements

(effective width, gradient, stairs/ramps, covered or not, shading, street

furniture) , road/river crossing facilities, elevated walkways, pedestrian tunnels,

travellators/escalators/lifts, cycling routes, location and size of public cycle

rental stations, public bicycle fleet size, characteristics of cycle path (effective

width, gradient), bicycle parking facilities, signage, road marking, lighting,

accident records, future plan, etc.

Smart Mobility

System

Establish databank and inventory of all smart mobility system.

Information includes traffic monitoring system, real-time data platform,

intelligent public transport infrastructure, smart parking system, real-time

transport signage, electric charging parking, smart pedestrian crossing, logistic

checking points, car sharing scheme, future plan, etc.

- Kitakyushu city will, with the

Architecture/Construction bureau Secretariat in

cooperation with the two above institutions seek the

formation of a compact city. The related

organizations below and the City Council will

cooperate with each other.

Relations departments: Crisis Management Office,

Technical Audit Centre, General Affairs Bureau,

Planning and Coordination Bureau, Finance

Bureau, civic culture Sports Bureau, Health and

Welfare Department, Child and Family Bureau, the

Environment Agency, Bureau of Economy, Trade

and Industry, Construction Bureau, Architecture

and Urban office, Port and Airport office, Water

and Sewer office, Department of transportation, the

Board of Education

Affiliates: commercial and economic sectors,

housing and construction sector, health, welfare,

child care sector, local resident groups

[Expansion measures based on Kitakyushu City

Environmental capital integrated transport strategy]

Based on the PDCA cycle, Kitakyushu has been

promoting the following measures.

25

Information

Requirements Checklist Questions

Parking System Establish databank and inventory of parking system.

Information includes location and number of parking spaces of parking (cars,

buses, trucks, bicycles, special vehicles, disable vehicles, electric charging, etc.),

occupancy rates at different time periods, park & ride facilities, parking fee rates,

parking fee collecting method, operators, future plan etc.

Road Network System Establish databank and inventory of road network system.

Information includes different hierarchy of roads (expressway, trunk road,

secondary road, local road), characteristics of road (width of carriageway, width

of traffic lane, gradient, type of surface, thickness of the pavement, design

loading, street furniture, lighting, kerb, radius of curvature, super-elevation,

alignment, vertical profile, cross section, etc.), traffic accident records, future

plan.

Logistics System Establish databank and inventory of logistics system.

Information includes truck fleet size, types of truck, carrying capacity, trucking

industry, types of commodities, location and size of distribution centres, logistics

centres, and warehouses; parking, licencing, vehicle checks, routing restrictions,

trucking demand at different period of time, delivery hours, routing, charges,

payment methods, emission requirements, financial performance, future plans,

financing, government subsidies, policies, driver training, safety records, port

and airport development, etc.

Economic and

Financial

Is the existing revenue (import tax, fuel tax, licencing fee, road toll, parking

charges, etc.) to recover the costs for the road system?

(Citywide)

- Mobility Management implementation

- Spreading a benefits system for public transport users

- Widespread use of bicycle rental car sharing

- Promotion of low-emission vehicles and eco-driving

- Cycle & Ride and Park & Ride promotion

- Spreading and promoting carpooling

(Public Transportation Locations)

- Strengthening of traffic link function

- Enhancement of guidance information for public

transport facilities

- Maintenance of the station area

- Link function improvement of the transferring to

other transportation

- The introduction of IC card ticket and combined use

- Promotion of barrier-free access

- Improvement of public transport services by

strengthening collaboration between the

transportation business

(Public Transportation Routes)

- High performance of the trunk bus routes

- Improving functionality of the Chikuho Electric

Railway

- Transportation used for outings*

- Promoting the introduction of shared shuttle bus at

commuting times

- Carry out a study concerning a new railway line

- Consideration of the next generation urban transport

system

- Promotion of efforts to improve regional exchanges

26

Information

Requirements Checklist Questions

Economic and

Financial

Is the existing public transport revenue (fare, advertising, subsidy, etc.) to

recover the costs for the public transport facilities and services?

What is the economic and financial context for provision of transport facilities

and services?

What investment incentives are available?

What external assistance to the transport sector and lessons learned from

previous interventions by bilateral and multilateral funding agencies is

available?

What financing schemes for improving transport operations and infrastructure

are available such as municipal bonds and public private partnerships?

What are the environmental, economic and social drivers for developing

sustainable transport in the project context?

Environment Is there acceptable standard on road side air quality and noise level?

Any policies on fuel quality and vehicle emission?

Any noise reduction measures such as noise barriers, noise reduction pavements,

speed control?

Who finance the noise reduction facilities? Property developers, government,

toll road operator?

Any policies to promote public transport usage, electric vehicle usage, walking,

cycling and other green transport modes?

* Operation of microbuses or jumbo taxis by local

residents, transportation businesses, and the local

government in upland areas and areas in which lines have

been discontinued in order to provide a means of

transportation for local residents. This service started in

the Edamitsu area in 2000 and is currently in service in

five areas within the city.

(Road Traffic Routes)

- Development and review of city planning roads

- Multi-level intersection of railway

- Effective use of urban highway

- Improvement of the taxi environment

- Strengthening of enforcement

- Effective use of taxi, customers waiting, loading zone

spaces

- Introduction of bicycle lanes

- Improvement of the environment for pedestrians and

cyclists

- The promotion of road greening (i.e. by planting

trees)

- The development of new roads

・Reference:

<Toolkit>

北九州市のコンパクトシティ形成に向けた取

組について (J)

北九州市環境首都総合交通戦略（概要版）(J)

<Case Study>

交通政策基本法に基づく政策展開 (J)

27

Information

Requirements Checklist Questions

Transport safety What are the traffic accident records in last 5-10 years?

What are the major causes of traffic accident?

Where are the traffic accident black spots?

What are the laws and corresponding enforcement policy on drinking driving,

drug driving, speeding, seatbelts, etc.?

Any campaign on road safety and corresponding funding?

28

3 Developing a SGR Transport Strategy

3.1 Purpose

The purpose of this stage is to establish a set of aims and objectives for a smart green resilient transport strategy. This will require heavy involvement and consultation with a set of key stakeholders as well as consultation with a wider set of stakeholders that have an interest in the development.

3.2 Undertaking Policy and Strategy Development

Table 3.1 provides a checklist summary of sections that should be covered by the strategy. This strategy is now widely used in developed countries in seeking to develop a framework to address the implementation of sustainable urban development. Urban transport planning is a hugely complex task which requires the engagement of decision-makers at all levels from multi-national institutions to communities and individual citizens. It also requires systematic thinking and analysis by highly skilled and broadly aware professionals in various disciplines. A dialogue between all stakeholders in formulating common vision is needed. The vision that recognises the economic, social and environment opportunities and challenges arising from more efficient, liveable and resilient urban transport model.

Table 3.1: Policy and Strategy Development Checklist

Section Requirements

Description

Introduction Setting out the purpose of the strategy, its scope (e.g. geographic scope, socio-economic scope, transport demands, etc.), defined time period (morning and evening peaks, seasonal variations, festival demands) and a summary of policy proposals.

・Reference:

<Case Study>

Policy and Strategy Development Checklist

(Kitakyushu)/ 政策・戦略策定チェックリスト

（北九州）(E/J)

3.2-1: 4th Northern Kyushu Area Transportation

System Survey – Comprehensive Urban Strategy

Flow

The Northern Kyushu area urban transport planning

Council (organised by the Ministry of Land,

Infrastructure and Transport, Kyushu Regional

Development Bureau, Fukuoka, Saga Prefecture,

Kitakyushu City, and Fukuoka City), which carries out a

person trip survey and goods flow study roughly once

every 10 years, has proposed a comprehensive urban

transport master plan. The following are the development

methods of the transport strategy based on the 4th

Northern Kyushu area comprehensive urban

transportation system survey. This was based on: 1)

research and analysis work; 2) planning study work; 3)

interviews and public relations; and 4) meetings, etc.

Here, the items for each phase are broken down:

1) Research and Analysis Work

- First year: Do the planning, preparation and

implementation of the survey and input the sample

data to create the "original file" based on the survey.

In parallel with this, carry out planning,

implementation and data maintenance of incidental

research. Then, compile and analyse the resulting

data, and a preliminary study of the traffic demand

forecast.

29

Section Requirements

Description

Existing Situation and Evidence Base

Setting out the baseline conditions (e.g. past 5-10 trends, morning and evening peaks, seasonal variations, festival demands) that have been used to inform development of the strategy and a discussion of why change is required to move towards development of a more smart green resilient transport system.

Aims, Objectives, Indicators and Targets

Setting out the core aims and objectives of the strategy along with quantitative indicators and targets that will be used to monitor and track progress of subsequent transport policies and infrastructure programmes.

Policy Proposals Details of policy programmes and implementation programmes.

Related Policy and Legislation

Reference to existing and proposed legislation guiding formation of the policy proposals contained within the strategy. Also with reference to related policy areas to demonstrate an integrated approach that supports transit oriented development (TOD) models as well as promotion the usage of green transport.

Implementation Plan Time-related implementation plan for policy programmes.

3.3 Transport Characterisation and Forecasting

3.3.1 Purpose

It is usually necessary to undertake a transport characteristic study, combine that with relevant land-use and activities characters, and a transport forecasting exercise to help set out information on existing transport modes, networks and to predict the future mobility and connectivity demands to see how to set out the future transport plan in a smart green resilient manner.

- Second year: Create a master file from the

expansion of the sample data of the original file

created in the first year. This data relates to the

database which was constructed in the first year and

the preliminary study results of the demand forecast.

By utilising this, implement the current state

tabulation and analysis of traffic demand. Based on

these results, together with implementing a different

traffic demand structure analysis sphere, set up a

predictive model for the future traffic demand

estimation (take advantage of the four stage

transport forecast modelling approach). Also frame

this to the resident population, etc. of the target year

required for the setting of the prediction model.

- Third year: Continue, together with implementing a

different traffic demand structure analysis sphere to

implement the future traffic demand forecast based

on a predictive model that was set in the second

year. The results of these analyses should eventually

be reflected in the urban transport master plan (after

roughly 20 years).

2) Planning Study Work

- First year: Together with organising the

contemporary urban transport issues, examine the

concept of urban transport in the northern Kyushu

area.

- Second year: Research and analysis work and future

scenario settings based on the sharing of data

analysis should be carried out.

30

3.3.2 Methodology in Undertaking a Transport Demand Forecast

A comprehensive multi-modal traffic forecast model is usually needed to be built, calibrated and validated and then used as a tool to predict the future traffic demand. Such a model requires a number of inputs and among these, the land use and planning data defines the major parameters affecting the travel demand within a city.

3.3.2.1 Land-use & Activates Characteristics

The current planning datasets is usually regularly compiled by local planning authority, which comprise the demographic, socio-economic and land use data by zone such as information on population, households, workers, students, age distribution, school and employment places, mean household income and hotel rooms etc.

3.3.2.2 Transport Characteristics

Apart from the TPEDM data, other key data items required as inputs to the model include:

Transport infrastructures,

Vehicle fleet sizes,

Economic (GDP) growth,

Car parking provisions,

Car parking costs,

Cross city boundary traffic,

Port-related data,

Air passenger and air cargo throughputs,

- Third year: An urban transport master plan should

be created on the basis of the previous study results

and the future traffic demand forecast as well as the

sphere structure analysis result. As described above,

it is an urban transport policy that set out to be

carried out within roughly 20 years. On the basis of

the master plan, urban transport strategy is set as a

specific measuring device with the goal of roughly

5-10 years of the short and medium term.

3) Release and public relations

- First year: public relations activities of the survey

from 1) is done is developed. Here, a variety of

media are utilised.

- Second year: publication, etc. of the survey result

from 1) is carried out.

- Third year: the publication of the urban transport

master plan proposal and the opinion offer relating

to this is done.

4) Meetings, etc.

- First year: An urban transport symposium will be

held

- Second year: Hearing is carried out according to the

survey result in 1) from the relevant organisations.

- Third year: Hearing for the urban transport master

plan proposal is carried out.

・Reference:

<Case Study>

第 4 回北部九州圏総合都市交通体系調査 (J)

31

Road tolls,

Public transport services and fares,

Vehicle operating costs, and

Values of time.

3.3.2.3 Data Requirements and Surveys

Other than the information/data mentioned above, the principal sources of data used in developing a comprehensive transport model would be a travel characteristics survey, of which the following information will be derived:

Household Interview Survey (HIS) trip database for person travel

Tourists Survey (TS) data for visitor travel

Goods Vehicles Travel Characteristics Survey database for goods vehicle movements.

Besides, other sources of data used to build a model may include:

Traffic census data

Cross city boundary vehicle and passenger movements

Car parking inventory

Car Journey Time Survey data

Public transport operational data and statistics

Railway/Metro line and screenline flows

Supplementary traffic count and vehicle occupancy survey data

3.3-1: Kitakyushu Transport Statistics

In Kitakyushu, statistics related to transport are

developed by relevant administrative agencies in

cooperation with businesses. A total of 26 have been

established.

- Large moored coast

- Warehousing and shed area

- Ship passengers personnel

- Ferry usage

- The number of steel ships

- Maritime cargo handling situation

- Container handling situation

- Number of ships entering the port (by size)

- Cargo handling situation

- Input and output of large stock category (Fukuoka

Prefecture)

- Number of passenger by JR station

- Freight shipping amount by JR station

- Freight arrival amount by item, by JR station

- Amount of car ownership

- Parking situation

- Air Transport situation

- Taxi transportation situation

- The amount of passenger by the main station of the

Kitakyushu Monorail Ogura line

- Bus transportation situation

- Private railway train transportation situation

- Amount of traffic by major point

- Amount of traffic on the Kyushu expressway by the

type of car and the tollgate

32

Traffic queuing survey data

3.3.2.4 Four Stages Transport Forecast Modelling Approaches

A typical comprehensive multi-modal transport model, which is usually described as a four-stage transport model. The four stages are trip generation, trip distribution, modal split and traffic assignment and their corresponding functions are explained in Figure 3.1.

Figure 3.1 Typical Four-Stage Transport Model

In the real world, due to the complexity of the transport pattern, the availability of transport and traffic data, the sufficiency of funding, the model structure of different transport model could be quite different.

- Amount of traffic on the city highway by type of car

- The amount of traffic of the Wakato tunnel

- The amount of traffic on Kanmon Bridge

- The amount of traffic on the Kanmon tunnel

By combining the database above with the Person Trip

(PT) survey results, and the goods flow survey results,

etc., it is possible to build a more accurate future traffic

demand forecast model. It should be noted that to build

the prediction model further data collection regarding the

following matters is necessary:

- The prediction of the city’s traffic survey: grasp of

the OD of holiday visitors to the city and other such

purposes (including outside the coverage area).

- Shopping street visitors survey: to target regional

residents and grasp the traffic realities by patterns in

the central city area.

- Large-scale commercial facility survey: grasp of the

realities of travel behaviour of large scale

commercial facility visitors, and grasp the attraction

of customers for each facility.

・Reference:

<Toolkit>

総合都市交通体系調査の手引き（案）(J)

<Case Study>

北九州市統計年鑑（運輸・通信）(J)

33

The followings briefly describe each of the four stage, some individual sub-models and their functionality based on an advance transport model of an Asian city. Without such an advance transport model, it would be difficult for urban planners, transport planners and decision makers to rely on in order to analyse the outcome of their proposed transport policies and infrastructure on promoting smart green resilient transport strategy.

Figure 3.2 Model Structure of an Advance Four-Stage Transport Model

Trip generation

Network and Cost Models

The data in the base year network models were updated based on latest digital maps, traffic-aids drawings and more detailed street maps for the highway network; whilst latest operation information

3.3-2: Data in the four stage transport model Input

As shown in Figure 3.1, when carrying out the data input

in the four stage transport forecast modelling approach,

ensuring the validity of future prospects (scenarios), for

example of land use, transportation, government policy,

socio-economic factors etc., is very important. Here,

future transport prediction model input data is derived

from the analysis of the aggregated data from the 4th

northern Kyushu area comprehensive urban

transportation system survey.

1) General summary: grasp the traffic actual situation

and change of time of the current situation

2) Analysis theme: Traffic Survey results analysis

should be used to extract theme. In this study,

extract the following three items:

a) Analysis was intended for the northern Kyushu area

throughout: Functional analysis of public transport /

analysis on the travel behaviour of women and the

elderly / analysis of the living environment

b) Analysis of specific district: Analysis of traffic

characteristics of the city centre / traffic

characteristics of rural areas / traffic characteristics

of areas of depopulation

c) Analysis of specific transportation facilities and

transportation measures: Analysis regarding the

extension of the Kitakyushu monorail / analysis of

characteristics of those using the city highway /

analysis of diversification of the fare system, etc.

34

obtained from local transport authority and various public transport operators were used as basis for updating the public transport network.

The Cost Model produces time and cost skims with respect to the network properties which will serve as major inputs to the subsequent Distribution/Modal Split Model to produce daily trip matrices. The typical skims are generated for car, taxi and different public transport modes separately.

Household Income Model

In the transport model, some log-normal income distributions will be simulated in certain number of income bands with a set amount of intervals. The derived income distributions by traffic zone will then provide major inputs to the subsequent Car Availability and Trip Production Models.

Car Availability Model

The Car Availability Model estimates the number of car-available households in each zone with the resulting city-wide total private vehicle fleet size. The model takes zonal income distributions output from the Household Income Model, along with other zonal variables as inputs. The model will take into account household income, domestic parking spaces per household, public transport accessibility and car parking cost to estimate the proportion of car-available households.

Trip Production Model

The Trip Production Model predicts the residents’ trip-making behaviour by translating their activity characteristics into numbers of person-trips by trip purpose. The model takes outputs from the previous sub-models including Household Income Model and Car Availability Model as well as the other demographic variables available from the planning data as inputs. The outputs from the model will then be used as inputs to the Trip Attraction Model and subsequently the Distribution/Modal Split Model.

In a transport model, daily trip productions are estimated by different trip purposes. In general, the trip purposes include Home-Based Work, Home-Based School, Home-Based Others and Non-Home Based. Some may even further differentiate into different purposes:

3) Scenario design: Based on the above analysis, the

prediction of the future of public transport, lifestyle

change, community development etc., consider the

traffic of the way that corresponds to the diverse

regional characteristics and develop a scenario.

3.3-3: Four-stage transport model - Estimation

Process

The prediction steps of the four-stage estimation method

in the fourth northern Kyushu area comprehensive

urban transportation system study is as follows. The

basic structure is the same as in Figure 3.1.

1) Trip production

2) Trip generation

3) Trip distribution

4) Modal split

5) Trip assignment

Here, since each of these steps is a model that is

integrated by the traffic conditions of the lower step, it

becomes a mechanism for generating traffic volume

changes. Below is an overview of the steps:

1) Trip Production: number of trips per day (in this case,

a prediction of the total traffic volume in the northern

Kyushu area)

- Overview: predict the future generated traffic volume

- Attribute classification: sex (2 Groups), age (9

groups), occupation (5 Groups), driving license (2

groups)

- Trip Unit: person trip

- Purpose classification: 5 purpose (commuting,

business and private use and return home)

35

Home-Based Work for different income levels;

Home-Based School for kindergarten, primary school, secondary school, and tertiary education institutions;

To home direction and from home direction;

Elderly and non-elderly trips

Trip Attraction Model

The Trip Attraction Model generates measures as to how attractive each zone is to attract those person trips generated from the previous Trip Production Model. The outputs from the model will be used in conjunction with the Trip Production Model results in the subsequent Distribution/Modal Split Model.

The model comprises a family of linear regression equations, with separate equations developed for car-available (CA) and non-car-available (NCA) households for all trip purposes.

Special Travel Model

The Special Travel Model deals with trips not covered by the Trip Production Model, for example:

Tourist/visitor trips;

Cross city boundary trips;

Air passenger-related trips.

The tourist/visitor trips are treated differently in the model. For visitors staying in hotels/guesthouses, their trips may be dealt with in the Tourist Trip module based on a trip purposes like Hotel-based Sightseeing, Hotel-based Shopping, Hotel-based Work, Hotel-based Others and Non-Hotel-Based. Usually tourists survey results are adopted as prime basis for calibrating this segment of tourist trips.

- Transportation division: all means (rail, bus, car,

motorcycle, walking, etc.)

2) Trip Generation: the magnitude of total daily travel in

the model system defined at the zonal level

- Overview: Created by regression model so that we

may understand the impact of various population

indicators.

- Attribute classification: age (3 categories), driving

license (2 Groups)

- Trip unit, purpose classification, transportation

division, as well as generated traffic volume of cases

3) Trip Distribution: predicting the OD traffic volume

between zones

- Overview: build a model to estimate the changes in

the destination due to changes in the traffic conditions

(distance between zones, employee classification and

density, etc. are applicable to this explanatory

variable)

- Attribute classification: age (2 groups: elderly or non-

elderly), driving license (2 Groups)

- Trip unit, purpose classification, transportation

division, as well as generated traffic volume of cases

4) Modal Split: predicting the OD traffic volume of

between zones by transportation type

- Overview: build a model to take into account the

traffic conditions of the travel means (required time

and cost, number of transfers and the like fall into this

explanatory variable)

- Attribute classification: None

- Trip unit, the purpose classification, as well as

generated traffic volume of each case. Transportation

means 5 groups (except for ‘other’).

36

Cross city boundary and air passenger-related trips could be made by local residents and also visitors/tourists. The forecasts of these trips rely on exogenous projections of cross city boundary and air passenger movements a key inputs.

The Distribution/Modal Split Model

The Distribution and Modal Split Models could be separate models or a combined model to deal with trip distribution and modal split in a combined process. More advance consideration in combining the two processes in a single model is based on the logic that people’s decision in making a trip to a place is usually related to the transport modes that are available, hence mode choice influences distribution and vice versa.

The Distribution/Modal Split Model first takes the cost and time skims by mode from the Cost Model as inputs to estimate for each zone pair, the proportions of trips made by each main mode. Generalised costs output from the Cost Model are also input into the model to derive the zone-to-zone distribution values. The model then takes the above main mode split proportions, zone-to-zone distribution values as well as the estimated daily trip ends output from the Trip Production and Attraction Models, and by iterating through the distribution and modal split processes, produces main mode daily trip matrices.

If each trip purpose in the enhanced model is basically distinguished by direction, the modal split and distribution process can already work on direct origin/destination format. Otherwise, it will be in production/attraction format and need to do another step to differentiate the directions.

The iterative distribution and modal split procedures are carried out for each trip purpose and car availability type separately. The final outputs from the Distribution/Modal Split Model are thus daily origin/destination matrices by main mode, by trip purpose and car availability.

Car/Taxi Model

The Car/Taxi Model takes the car and taxi daily person trip matrices deduced from the Distribution/Modal Split Model and translates them into car and taxi daily vehicle matrices.

Sector-to-sector average occupancy rates for car and taxi distinguished by trip purpose will also need to be derived. Outputs from the Car/Taxi Model are car and taxi vehicle matrices which are then passed to

5) Trip Assignment: predicting the route traffic volume

- Overview: carry out the conversion to the VT

(Vehicles trip) from PT (person trip). Apply the user

equilibrium allocation model of all models Date Units

in accordance with the BPR function (equation

representing the traffic volume and travel time of the

relationship), to estimate the distribution traffic.

- Attribute classification: car: three categories

(passenger, small cargo, usually cargo). Here,

distribution is the actual total number of all models. A

fee is set for each type of vehicle.

- Trip Unit: vehicle trip, people trip (person trip is

calculated, if necessary)

- Purpose classification: 5 Groups

- Transportation division: target is car only

It should be noted that in the prediction model for north

Kyushu, anticipation of a society of aging population

and declining population has resulted in an analysis

that focuses especially on the behaviour of the elderly.

The means by which the elderly travel (walking,

motorcycle, bicycle, bus, car, rail), are analysed for

trends. Also, in terms of trip purpose, analysis

considers the following aspects:

- Shopping / social and entertainment / returning to

school / hospital / Pick-up (such as attendance) /

lessons or cram school / Other

In addition, transportation means rates for hospital visits

have been analysed as per the following details:

- Community bus or route bus / welfare bus or nursing

taxi shuttle bus / taxi or chartered bus / railway

37

the Peak Model where corresponding trip matrices from the Special Travel Model will be added, before the matrices are sliced into time period matrices for assignment purpose.

Goods Vehicle Model

The Goods Vehicle (GV) Model takes various land use/planning data variables and throughputs of special generators as inputs for estimating trip ends, while highway skims from the Cost Model as inputs for trip distribution. Outputs from the GV Model are daily GV matrices by vehicle class which are then passed to the Peak Model to slice the daily matrices into peak period matrices before adding together with the other vehicular matrices estimated by the person trip models for assignment.

Public Transport Sub-Model Split Model

The Public Transport (PT) Sub-Model Split Model sub-divides the total PT demand into the various PT mode demands. The model operates on the daily PT matrices taken from the Distribution/Modal Split Model, added together with the PT trips estimated by the Special Travel Model (comprising tourist/visitor trips and cross city boundary trips).

Peak Model

The peak model is to convert the daily OD matrices into OD matrices by time period which will be used in the subsequent assignment process. A typical transport model considers some distinct time periods, for example morning peak, afternoon peak, inter-peak and off-peak.

Traffic Assignment Model

Highway Assignment Model

The traffic assignment model usually employs multi-class user-equilibrium procedures which loads traffic onto the shortest perceived paths in terms of generalised cost for each OD movement and iterates until a stable condition or equilibrium is reached when no traveller can improve his travel time (generalised cost) by unilaterally changing routes. The highway path choices in the model depend on the

・Reference:

<Case Study>

第 4 回北部九州圏総合都市交通体系調査 (J)

3.4-1 Policy Purpose, Goals and Targets (Kitakyushu

Environmental Capital Comprehensive Transport

Strategy, 2008)

Based on the 4th Northern Kyushu Area Comprehensive

Urban Transportation System Survey results, short to

medium term (5-10 years), the Kitakyushu

Environmental Capital Comprehensive Transport

Strategy was formulated in 2008.

The following three factors are stated as important issues

to be addressed.

1) Reduction in the use of public transportation (such as

bus and rail)

2) Deterioration of the moving environment for the

elderly, etc.

3) Increasing contributions to greenhouse gas emissions

due to the increase of car use for short distance trips.

Also, regarding the establishment of a desired transport

system that addresses these challenges, the following

three policies have been assigned planned targets. The

targets each have understandable quantitative

indications, and the effect is set as an indicator that

can be measured.

38

generalised cost of each path which is a composite of the journey time, tolls and other perceived operating costs incurred, expressed in equivalent minutes

Public Transport Assignment Model

The model generally applies the frequency-based assignment technique in a transit assignment for assigning the PT matrices. Biased path assignments are carried out for each of the different modes in sequence; and the different sets of assigned flows are then summed to give the total passenger loadings on all PT lines in the network.

3.3.3 Transport Strategy Scenario Development

Once the 4-stage transport model is built, calibrated and validation, then the model can be used to forecast the future transport demand based on a number of inputs on further planning data and parameters, future infrastructure and transport service plans. Then, the model can be used to evaluate the future transport needs, the adequacy of current and planned transport infrastructure to cope with the future transport demand, screening and comparison of different scenarios of additional transport infrastructure, development options, transport and fiscal policies for demand management, etc.

For example, if we would like to promote green transport usage, we may need to see the effects of different green transport promotion scenarios, such increase the PT frequency, increase the costs of car parking, etc. to see how effective they are.

3.3.4 Undertaking Opportunity and Constraints

One needs to bear in mind that the transport forecast approach is trying to give a quantitative analysis based on past travel characteristics information collected and a number of predictions of input data (such as population, economy, etc.) to come up a professional estimation of future traffic demand and transport infrastructure utilization. However, as all the prediction tool, there are limitations on the accuracy and application area. Hence, any decision made based on the forecast has to be considered carefully, in particular, when the investment of a particular infrastructure project could be enormous.

Table 3.4-1 Basic Policy and objectives of the

(Kitakyushu Environmental Capital Comprehensive

Transport Strategy (2008))

Basic Policy Objective Planned Target

(roughly 10 years)

Ensure the movement

of the very elderly in

society

Maintain the 80 percent

population coverage of

public transportation

(status quo)

Promote the use of

transportation modes

friendly to the global

environment

Reduce household car

CO2 emissions by 1%

(7,000t-CO2)

Construction of a

comfortable and easy to

use transportation

system

Maintain 20% of the

current public transport

share

To achieve the goals set out in this strategy, 28 measures

have been set out regarding the factors of ‘awareness’,

‘public transportation’, and ‘road traffic’ according to

the short-term (2009-2013), medium term (2014-

2018) and the long-term (2019 onwards) has been

presented. These 28 measures were later expanded to

30 measures by the time of the intermediate review

after 10 years. The target population coverage for

public transportation was maintained at 80%, public

transport share was increased to 24% (before review:

20%), and household car CO2 emissions reduction

was increased to approximately 6% (before review:

1%).

39

3.4 Policy aims, Objectives and Targets

3.4.1 Purpose

Aims, objectives, indicators and targets should be developed that are specific to the project and based, in the first instance, on the information gathered within the baseline and policy review.

3.4.2 Developing aims, Objectives and Targets

As part of this process, it may be necessary to:

Identify any existing local, regional or national indicators and targets that should apply (such as how many percentage of daily trips made on green transport mode – need to ensure that the strategy is in conformity with other, over-riding policies and strategies where relevant).

Assess whether existing indicators and targets are sufficient to drive implementation programmes that meet the key aims and objectives (e.g. does a stretch target need to be developed or da trial scheme need to be implemented?).

Identify and consider existing measurement, monitoring and reporting regimes (e.g. international best practice, government requirements) that may apply.

Consider how indicators and targets for transport management relate to the wider sustainability framework, for example, do they support or are they detrimental to other policy aims and objectives (what are the priorities for balancing a range of sustainability framework objectives).

1) Plan: Creation of the implementation plan

- Determine the implementation procedures, timing and

subject

- Determine the target effect and process for acquiring

the effect

- Setting of time period for evaluation (verification)

and review for the measures

2) Do: Deploy measures (implementation)

- Implementation of measures / public relations /

management of progress and operation of measures

3) Check: Evaluation of the measures (verification)

- Usage conditions, user satisfaction, grasp cost-

effectiveness

- Grasp the effect of targets and make them public

4) Action: Revision of plan (improvement)

- Understanding of the problems

- Consider the improvement of the study

・Reference:

<Toolkit>

北九州市環境首都総合交通戦略 (J)

40

4 Technical Strategy Development

4.1 Purpose

The technical strategy development should be based on the desired outcomes for smart green resilient transport strategy as defined by the aims, objectives and targets described in Section 3. In addition, it should build on knowledge of the existing transport systems including Public Transport System, Active Mobility System, Smart Mobility System, Parking System, Road Network System and Logistics System. The comprehensive and integrated system of the above sub-systems will form the basis of on the supply side to provide mobility and accessibility for people and goods movements in a city. At the same time, Avoid-Shift-Improve measures are taken to manage on the demand side of the mobility needs.

Table 4.1 Technical strategy elements of the supply side and demand side

Supply side Demand side

- Public Transport System

- Active Mobility System

- Smart Mobility System

- Parking System

- Road Network System

- Logistics System

- Avoid-Shift-Improve measures

Avoid: reducing traffic demand

Shift: shifting transport mode

Improve: Improving transport efficiency

4.2-1: Kitakyushu Environmental Capital

Comprehensive Transport Strategy <Kitakyushu

Regional Public Transportation Network

Formation Plan> (2016))

The Kitakyushu Environmental Capital Comprehensive

Transport Strategy was drawn up in December 2008,

with a review carried out in August 2014. In

November 2014 the revised Regional Public Transport

Regeneration Method received verification and now

there is some revision of the comprehensive transport

strategy underway. This is shown in the ‘Kitakyushu

Regional Public Transportation Network Formation

Plan,’ which is currently in draft form.

In this plan, attention is directed to measures aimed at

reconstructing the public transport network and in

particular to the current situation and problems of the

bus route. Below, an outline of these issues is given.

1) Current Status and problems of bus traffic

• The current bus routes: Due to the length of the

distance travelled and the congestion of the city

centre, maintaining the service times is difficult

(deterioration of the bus waiting environment)

• Morning and evening during rush hour support: users

are concentrated in the city centre resulting in a lot of

time expended in getting on and off. For this reason,

punctuality has deteriorated.

• Accessibility: Depending on the region, getting from

one’s house to the supermarket or the hospital is

inconvenient in places.

• Travel number: Depending on the time the amount of

users can be very low, meaning that it can become

difficult to maintain in the future operation numbers.

41

4.2 Public Transport System

4.2.1 Key Considerations

An accessible and reliable public transport system is the most important element of an urban transport system if the city would like to be considered as smart green resilient. Without a good public transport system, the city will be relied on the private car and lots of land and space will have to be used for roads. Also, it will lead to traffic congestion and associated environmental issues such as air pollution and noise. A good public transport system is not just the infrastructure like stations, transport hubs, but also the transport policy (like priority policy), variety of public transport modes (road-based, rail-based, express, night-time, long distance, shuttle, etc.) and good interface between the transport services and the land use, such as transit-oriented development (TOD).

Table 4.2: Factors Influencing Development of Public Transport System

Factors Considerations

Policy Drivers

Consideration of how green transport and public transport priority principles

will be applied. For example, will the policy be to maximize the usage of public

transport services for medium to long distance travel, in particular, during peak

hours to the city centre or central business district (CBD)? Examples of these

different approaches may be:

o A focus on provision of green public transport modes such as different rail-

based transport and electric bus services to bring about greatest

environmental benefits in relation to carbon savings;

o A focus on integration of different transport modes to encourage the use of

public transport such as good park-n-ride facilities, transit-ordinated

development, well-planned transport hub that brings about greatest

integration opportunities;

2) Challenges for the future (effects caused by the

decrease of bus users due to population decline and an

aging society)

• The service numbers are decreasing as bus use is

inconvenient.

• There is an especially significant reduction in service

numbers in the suburbs expected in the suburbs as

well as the possibility of route abolition.

3) Corresponding to the above-mentioned problems: the

provision of community-based bus network

[Efforts by bus enhancements]

⇒ Punctuality of trunk line bus, to ensure the express

travel and promote bus use

- Considering the introduction of a BRT bus system

(mass transit bus, etc.)

- Colour paving of the existing bus lane, road surface

display

- The introduction of express bus lanes

- Maintenance of the bus waiting environment (shed,

bench, bus location systems, etc.)

[Efforts in the transfer point]

- Improvement of the bus waiting environment:

cooperation with shops and public facilities around the

bus stop and ensuring a comfortable bus waiting space

- Maintenance of transit facilities: In conjunction with

the maintenance of the bus stop, introduce measures

such as bicycle parking spaces and taxi ride spaces.

Also promote the barrier-free, such as a step

elimination around the bus stop.

42

Related policy objectives that can be influenced by actions taken on sustainable

transport provision and operation. For example, investment incentive for

operators to invest in green transport infrastructure and vehicle fleets.

Policy decisions on charges that might be levied on different transport usage,

e.g. fuel tax policy objectives to discourage the car usage, discount fare policy

for the elderly and student to encourage the usage of public transport.

Transport Characteristics

The transport characterisation information gathered as part of the Baseline and

Policy Review, including the current transport usage and the passengers’ travel

characteristics. This will indicate how to provide attractive public transport

services to the public so as to encourage the usage of public transport.

Governance Arrangements

Governance arrangements (i.e. who is in control of the operation of public

transport services?) for the available public transport services and how this may

be changed in the future to echo the smart green resilient transport strategy.

How is the public transport infrastructure being funded (e.g. tax incentive,

government subsidy, public private partnership, etc.)?

Is there sufficient capacity and knowledge of transport management within the

municipal and local government (i.e. skill shortages)?

Demographics Willingness of the public to use more public transport when travelling.

Suitability of promoting more transit-oriented development, which is not just a

transport issue but also about land-use and acceptability of the public to higher

density of development.

Existing Public Transport Services

Available public transport services (e.g. services of different public transport

modes at different time of a day, payment methods) and potential future

requirements.

[Other efforts]

- Consideration of the introduction of a feeder bus:

considering the introduction of bus routes in light of

the daily life behaviour of residents (such as hospital

visits and shopping) via a transit point.

・Reference:

<Toolkit>

北九州市地域交通網形成計画素案 (J)

4.2-2 Urban planning for promoting public

transportation system (rail-based)

1) Higashida land readjustment project: In order to

achieve the integrated use of large tracts of unused

land and land surrounding companies, Kitakyushu

relocated and elevated the JR Kagoshima line and

newly constructed Space World Station, in addition

to developing large-scale commercial and business

facilities, cultural facilities, and housing complexes

(2002)

2) Comprehensive development project in Orio:

Kitakyushu is developing continuous grade-

separated crossings for the railway (integration of

station that elevates and separates the JR Kagoshima

line, Chikuho main line, and Chikuho short-circuit

track), improvement of the area in front of the

station (strengthening transportation terminal

functions to provide smooth transfers between buses

and the railway), improvement of façade of the city

(land readjustment projects for railway sites along

the southern part of the station) and development of

main roads to eliminate traffic congestion and

improve access to the station (2004-)

43

Existing Public Transport Infrastructure

Availability of existing public transport infrastructure such as transport hubs,

stations, depots, vehicle fleets, cleaning and maintenance facilities.

4.2.2 Main Technical Options

Rail-based Public Transport modes

Rail-based public transport modes are considered as most common green transport mode. Also, there are various form of rail-based transport modes to provide different services. For example, high speed rail and conventional railway can cater for longer distance of travelling needs, metro and commuter trains can be used in medium distance for mass transport needs, while light rail transit (LRT) and trams can be used for local district short distance travel needs. The nature of its own right-of-way (except in some cases for LRT or trams that they have to share the road space with other transport) leads to an advantage of efficiency in operation speed and less affected by the road congestion. However, the rail infrastructure is usually more expensive and good considerations on its interaction with land use are needed on its routing, stations, transport hubs and TOD.

Road-based Public Transport modes

Road-based public transport modes are considered as more affordable public transport mode. The ordinary buses are the most common land-based transport mode in the world. On one hand, bus services can carry more passengers per vehicle when compared to private car has made it as a greener transport mode, however, most of the buses are still using diesel fuel would make it as one of the major road side air pollution sources. To avoid this disadvantage, nowadays, in many advance city, bus has started to use fuels like LPG, CNG or electricity in order to reduce or eliminate the road side air pollution. Another issue of bus operations is whether there are bus priority measures to speed up the operational speed without too much affected by the road traffic congestions, for example, bus only lane, priority at signalised junctions, priority in turning out from bus space, etc.

4.2-3: Kitakyushu Monorail Medium-term Five-Year

Plan (2015))

In 2015 the 30th anniversary of the opening of the

Kitakyushu monorail was celebrated. Since 2011, due to

repair costs and depreciation, there has been a three-year

deficit. Following the expansion of the line to Kokura

station in 1998 there had previously been a surplus until

2010.

- As there is not expected to be a significant increase

in future passengers owing to the declining birth-

rate and aging population, the aim to generate a

surplus by the mid-term goals of 2015-19, the

following initiatives will be implemented:

1) Improvement of customer service: Introduction of

IC cards, timetable revision (night-time users

increase, increasing customer satisfaction

2) Sales and use promotion measures: To promote

utilisation, deepen cooperation with attractive

activities along the line’s operation (Park & Ride

promotion, promotions with trackside businesses

and facilities, etc.), conduct advertising to increase

sales.

3) Cost-cutting measures: Strive to further reduce

capital renewal and repair costs (Labour costs,

reducing the number of vehicles held).

4) Fare revision implementation: Implementation of

the 10-yen price increase in 2015 October.

5) Use a lease system to upgrade station infrastructure:

Take advantage of a lease system: (Introduce IC

card system by using lease)

44

4.2.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the public transport usage, in particular, the green public

transport usage;

Identifying potential sites for TOD in order to promote green transport usage;

Investing in green public transport infrastructure.

Constraints

Compete with private car on infrastructure investment and road space;

Need to supplement with a good pedestrian and cycle networks to increase the accessibility of public

transport;

Public is still inclined to use private car whenever they are affordable and available;

Investment in public transport infrastructure is huge and its operation may also need subsidy from

the government. That would exert financial burden on government, in particular, for those less

developed cities.

6) Use of national aid/grant system: Make consistent

requests

・Reference:

<Toolkit>

北九州モノレール中期 5 か年計画 (J)

4.3-1: Initiatives of Kitakyushu City in Establishing

Active Mobility Systems

In Kitakyushu City, as well as the low-carbon transport

sector and traffic safety, a variety of initiatives aimed at

encouraging active mobility systems have been

introduced. These are summarised below:

1) 8th Kitakyushu Traffic Safety Plan (2011-2015)

- Measures relating to active mobility system

implementation are as follows:

a) To help improve safety for children and the elderly:

the formation of a barrier-free road traffic

environment and the promotion of traffic safety

measures

b) Pedestrian and bicycle safety: Under the concept of

human priority ensuring pedestrian space on school

routes and community roads, regular maintenance of

the sidewalk on city roads, securing traveling space

for bicycles, and traffic safety education.

・Reference:

<Toolkit>

第 8 次北九州交通安全計画 (J)

45

4.3 Active Mobility System

4.3.1 Key Considerations

While an accessible and reliable public transport system is the most important element of a green urban transport system, it cannot be fully utilised without the supplement of a good active mobility system, i.e. pedestrian network and cycle system. A good pedestrian network would reduce the needs of any mechanised vehicles for any short distance travel and could also increase the accessibility and comfortability to use public transport. Both will contribute the success of green urban transport usage in a city. For cycle system, considerations will include not only the cycle network, such as bikeways, cycle lanes but also the bicycle parking facilities and public rental bicycle. The cycle network should be as extensive and safe while the locations of bicycle parking and public rental bicycle should be provided at convenient places for interchange to other public transport modes.

Table 4.3: Factors Influencing Development of Active Mobility System

Factors Considerations

Policy Drivers

Consideration of how green transport and active mobility promotion principles

will be applied. For example, will the policy be to maximize the usage of activity

mobility for short to medium distance travel, and use it to access public transport

for long distance travel? Examples of these different approaches may be:

o A focus on provision of pedestrian network of footbridges, elevated

walkways, pedestrian subways, widely provision of escalators and

elevators (in particular, for aging population) to bring about greatest

environmental benefits in relation to carbon savings;

2) Barrier-free Town Development (1998 -)

- In the city centre, sub-centre districts, main station

surrounding areas etc.: Promote barrier-free urban

development.

[Cases of barrier-free town development]

Photo: pedestrian deck and elevator (JR Kokura station,

South gate) (Promotion of barrier-free town

development, 1998) (source: Kitakyushu city website

(J))

Photo: pedestrian deck (JR Kurosaki station) (Basic

concept of barrier-free town development, 2002)

(source: Kitakyushu city website (J))

・Reference:

<Case Study>

北九州市バリアフリーのまちづくり (J)

46

o A focus on integration of different transport modes to encourage the use of

public transport such as good park-n-ride facilities, transit-ordinated

development, well-planned transport hub that brings about greatest

integration opportunities;

Related policy objectives that can be influenced by actions taken on sustainable

transport provision and operation. For example, investment incentive for

developers to invest in extensive pedestrian walkways in connecting public

transport stations nearby and bicycle parking facilities.

Transport Characteristics

The transport characterisation information gathered as part of the Baseline and

Policy Review, including the current transport usage and the pedestrian and

cyclists travel characteristics. This will indicate how to provide attractive

linkages to both important public realms and access public transport services to

the public so as to encourage the usage pedestrian network and bicycle system.

Governance Arrangements

Governance arrangements (i.e. who is in control of the planning and investment

of active mobility system?) for the provision and maintenance of active mobility

system and how this may be changed in the future to echo the smart green

resilient transport strategy.

How is the active mobility infrastructure being funded (e.g. tax incentive,

government subsidy, public private partnership, etc.)?

Is there sufficient capacity and knowledge of active mobility system

management within the municipal and local government (i.e. skill shortages)?

Demographics Willingness of the public to use more active mobility system when travelling.

Suitability of promoting more transit-oriented development, which is not just a

transport issue but also about land-use and acceptability of the public to higher

density of development.

Existing Active Mobility System

Available active mobility system (e.g. public rental bicycle and its payment

methods) and potential future requirements.

4.3-2: Town Mobile Network (TMN) Kitakyushu

Initiatives)

In Kitakyushu, to promote ‘rent-a-bicycle’ and the

‘mono-ride’ concepts, a voluntary institution was

founded in 2002. In 2003, the NPO organisation ‘Town

Mobile Network Kitakyushu’ was registered. The main

activities of the TMN Kitakyushu are as follows:

- To promote the use of bicycles as short distance

modes of travel in the heart of the city.

- To promote cycle and ride initiatives to increase

public transport use.

- To provide proper bicycle parking in order to

discourage illegal cycle parking

- Introduce patrols for illegal bicycle parking and

remove abandoned bicycles to achieve urban

beautification

- To encourage shared bicycles which will help

reduce the amount of abandoned bikes.

- To increase public awareness regarding the

problems of left bicycles on the street

- Traffic accident prevention through safe driving

courses for the bicycle, education for the improving

travel manners, etc.

- Promote the conservation of the environment by

encourage people to switch from the car to bicycle,

which will help reduce CO2 emissions.

47

Existing Active Mobility Infrastructure

Availability of existing active mobility infrastructure such as pedestrian

walkways, escalators and elevators, bike paths, bike lanes, bicycle

parking/lockers.

4.3.2 Main Technical Options

Pedestrian Network

Pedestrian network is important to provide a safe and low cost environment to cater for short distance travel as well as access to public transport for longer distance travel. In general, at grade level facilities such as pedestrian pavements and at grade crossings (zebra crossing or signal controlled crossing) are the most common form in a pedestrian network. However, the on-street activities and obstacles (both road side furniture and road-based vehicles) may sometimes lead to undesirable and unsafe walking environment, and hence, in some heavy pedestrian areas or the existence of significant level changes, elevated walkways or pedestrian subway networks should be considered in order to increase the attractiveness of walking. A good pedestrian network could also supplement and encourage the usage of public transport services.

Cycle System

Cycle system usually consists of cycle paths (off-street), cycle lanes (on-street), parking/locking facilities and public rental bicycle. Advance cycle system may even have a dedicated cycling viaduct, like the Cykelslangen in Copenhagen. Also, there are spaces reserved for bicycles in trains, buses and trams to encourage the usage of cycling. While the provision of cycle system is relatively less costly than other infrastructure, it has to be well placed, designed and segregated in order to provide a safety environment for both the cyclists (in an environment of using road carriageway) and pedestrian (in an environment of using pedestrian pavement).

4.3.3 Understanding Opportunities and Constrains

Opportunities

- Improvement parking manners through parking

management, which can help mitigate the problem

of traffic congestion.

- Promote and help improve the movement of the

elderly and those with disabilities.

- Promote the establishment of a town mobility

system by using rental electric vehicles.

- Business to promote town developments that utilise

IT technologies, such as the provision of available

reservations and city information/tourist information

by mobile phone.

- Achieve the promotion of low-carbon regional

development through the use of renewable energy.

As part of their city bike project, the TMN have

introduced 21 cycle stations within Kitakyushu city (18

around the Kokura area and 3 in the Yahata area). These

are now in operation 24 hours a day and used by

residents and visitors alike. As outlined above, aims to

spread bicycle traffic and increase educational activities

such as rules and manners have been carried out via a

variety of soft measures.

Kitakyushu City also compiled a ‘Kitakyushu Bicycle

Use Environmental Plan’ in 2012 in order to (as above),

promote the provision of cycling space and bicycle

parking facilities, improve education and manner, etc.

using hard and soft measures. These efforts are currently

underway.

・Reference:

<Case Study>

TMN 北九州 (J)

48

Formulating policies in promoting the active mobility usage, emphases needed to be placed in the

interfacing with public transport;

Identifying potential sites for TOD in order to promote green transport usage;

Investing in active mobility infrastructure.

Constraints

Compete with private car on infrastructure investment and road space;

Public is still inclined to use private car whenever they are affordable and available;

Weather could sometimes be a deterrence consideration to walk or cycle, for example, cold weather,

hot weather, raining and windy weather will make walking and/or cycling undesirable. Further

investment in active mobility infrastructure to provide an all-weather could be huge. That would

exert financial burden on government, in particular, for those less developed cities.

4.4 Smart Mobility System

4.4.1 Key Considerations

Smart mobility system is a vital element of a smart city. The smart city concept is fuzzy and has widely interpreted by different parties. In the UN’s definition of smart city, it states smart cities as being centred on the utilisation of networked infrastructure that deliver the capability to improve economic, resource and political efficiency while enabling more effective social, cultural and physical urban development. In technical sense, smart cities deploy networks, with devices, data platforms and application to support

4.4-1 Kitakyushu e-PORT initiative 2.0 (2015)

[The purpose of the Kitakyushu e-PORT Initiative

(2002)]

- The e-PORT concept of Kitakyushu aims to make

the city an international hub of ‘IT’ and ‘logistics’,

making the most of its advantages, such as the city's

network integration and location: The ‘Hibikinada

hub port’ (or sea-PORT ), ‘new Kitakyushu

Airport’ (or air-PORT), and the development of a

‘harbour of information’ (e-PORT), providing ICT

services are the three hubs forming this initiative

that aims to be easy to use and convenient.

- The purpose of e-PORT initiative are as follows:

The existing society supporting the future society /

Development of new industry / Public ICT

consumption

- The phases of the e-PORT concept are shown

below.

[Kitakyushu e-PORT Phase I plan (March 2002 July to

2007)]

- Maintenance of five functions to accumulate in

Kitakyushu e-PORT: ① Internet Data Centre (i

DC), ② Storage Management Centre (Information

Warehouse), ③ Contact Centre (Call Centre), ④

Asia Broadband Exchange (ABX: Next Generation

IX) ⑤IT Learning Centre (Human Resource

Development Agency)

[Kitakyushu e-PORT Phase II plan (April 2007 to March

2011)]

- Phase II Strengthening Promotion System: Improve

the 3 factors; e-PORT player, platform and user.

49

on-going development, which should be sustainable. Technology providers, such as Siemens, envisions six key facets of a smart city, which are mobility, building efficiency, safety & security, energy, power grids, water & wastewater, and health care.

The smart mobility system is to link the transport system in a multi-modal, efficient, safe and comfortable manner to ICT infrastructure and open data. There are several trends undergoing in the field of smart mobility, which are: increasing in sharing instead of owning; driven by big data; personalised travel information; more focus on travel experience. Elements of smart mobility system could include car sharing schemes, intelligent transport system (ITS), area traffic control, traffic monitoring system, intelligent public transport infrastructure, real time data platform, driverless car system, smart parking system, smart pedestrian crossing, electric charging parking, logistics checking points and space-saving bicycle parking.

Table 4.4: Factors Influencing Development of Smart Mobility System

Factors Considerations

Policy Drivers Consideration of how green transport and smart mobility implementation

principles will be applied. For example, will the policy be to maximize the usage

of smart mobility for all transport modes and different purposes of travelling, in

order to save costs in utilising the current transport infrastructure? Most common

approach is:

o A focus on forming a common ITS platform is a key way forward to ensure

that all the inter-linked traffic data are shared, integrated and analysed

together, so that a comprehensive package of real-time traffic solution is

disseminated to all residents and visitors of a city, thereby promoting the

concept of smart mobility.

Related policy objectives that can be influenced by actions taken on sustainable

transport provision and operation. For example, incentive for data owners (such

as public transport operators) to open their data to public use so as to promote

the usage of smart mobility.

- The creation of new IT services: Business support /

Ubiquitous network society support / Support for

the automotive industry / Local portal service

- Activities to expand and improve the effectiveness

of the Kitakyushu platform: Formation of

Kitakyushu iDC cluster

- Strengthening of advanced IT human resource

development to support the e-PORT

[Kitakyushu e-PORT Phase III plan (March 2011 April

to 2014)]

- In addition to the continued efforts of Phase II,

promoting the enhancement of promotional

activities.

- Enhancement of ICT infrastructure: Provide

investment for a cloud data centre / ensure price

competitiveness

- Generation of new e-PORT services: The creation

of new services that take advantage of the latest

technology and infrastructure / Creation of

government services making use of ICT / The

creation of new services that can contribute to the

revitalisation of traditional industries and small and

medium size enterprises (including the logistics

sector) / New service support

- Human resource development and awareness-

raising activities for the use of ICT: User training /

Development of advanced ICT human resources

that can take advantage of the ICT

50

Factors Considerations

Transport Characteristics

The transport characterisation information is already existed and is being

collected on a continuous manner but may be located in various sources in

different formats, and is accessible by limited number of authorities. It is

important to form a unified platform to share these dissimilated data and

information for public use.

Governance Arrangements

Governance arrangements (i.e. who is in control of the information and data in

a smart mobility system?) for the controlling and regulating of the information

and data collected in a smart active mobility system and how this may be

changed in the future to echo the smart green resilient transport strategy.

How is the smart mobility infrastructure being funded (e.g. tax incentive,

government subsidy, public private partnership, etc.)?

Is there sufficient knowledge of smart mobility system data management within

the municipal and local government (i.e. skill shortages)?

Demographics Willingness of the public to purchase devices and learn to use smart mobility

system when travelling.

Suitability of promoting IT industry to support the building of smart mobility

system, including big data collection and mining, application writing, etc.

Existing Smart Mobility Data

Available active mobility data (e.g. where is the data, willingness to open to

public access) and potential future requirements.

Existing Smart Mobility Infrastructure

Availability of existing smart mobility infrastructure such as ITS, area traffic

control, traffic monitoring system, intelligent public transport infrastructure,

information dispatching platform.

4.4.2 Major Technical Elements

Ubiquitous Sensor Networks (USN)

- Strengthening of promotional activities and

enhancement of the promotion system:

Strengthening of information transmission relating

to the e-PORT / Promotion of activities aimed at

increasing sales of the member companies of the

Kitakyushu e-PORT support committee.

[Kitakyushu e-PORT Initiative 2.0 (e-PORT challenge)]

- Based on the results of the initiative thus far, the e-

PORT challenge is the promotion of smart

innovation aiming to take advantage of the

knowledge of the region and beyond, as well as the

encouragement of business innovation and

entrepreneurship. These are the fundamental goals

of the strategy. To realise the basic targets of this

strategy, Kitakyushu aims to promote ICT use and

endorse ‘lean-start-ups’ that can operate effectively

using ICT platforms for the purpose of regional

problem-solving.

- In terms of ‘Regional Problem Solving’ we refer to

public facilities management and operation for the

development industry. This is towards a future of

smart mobility, Kitakyushu open data (public

facility information, geographical ID, etc.), and big

data (traffic information, sensor data, etc.), which

play an important role in local infrastructure.

・Reference:

<Case Study>

- 北九州 e-PORT (J)

51

Several cities including Christchurch and Rio de Janeiro have implemented or plan to implement USN to monitor the functioning of the city. These USN can detect a variety of data including weather, pollution, traffic congestion as well as pedestrian volume/crowding statistics. In a public transport context, USN can allow more informed decisions to be made for real-time operations (for instance, the instant detection of congestion downstream can trigger algorithms to direct buses away from congestion and to non-congested routes). USN can also be implemented for monitoring public transport operations and improve preventative maintenance and to identify potential equipment issues before breakdowns can occur.

Mobile Device Tracking

Airports and malls are increasingly using mobile device tracking to observe, record, and analyse how pedestrians interact with their environment. This is useful both in a retail sense but also in terms of evaluating the effectiveness of way-finding and whether bottlenecks exist in the network. From a public transport perspective, mobile devices can be used to track the origin and destination of users to craft service to meet customer needs. There are privacy and identify issues that must be resolved – but several systems in the United States use anonymized mobile device data to plan their future rail and bus networks.

Real-Time Information Systems

Real-time information systems have been shown to reduce perceived waiting time by reducing passenger anxiety and allowing them to use their waiting time more efficiently. Open data availability of public transport GPS data has resulted in the development of numerous Apps (both official and unofficial) to provide real-time arrival information straight to one’s smart phone. GPS also allows real-time arrival information to be displayed on signs at public transport stops. Inside vehicles, the GPS information can trigger next-stop and transfer messages.

Electric Vehicles and Induction Charging

Road-based public transport systems should consider using emission friendly vehicles whether they are hybrid or electric. Recent technological advancements have made induction charging systems cheaper and more affordable – providing a sufficient charge that a bus can operate all day without having to return to the depot. Induction charging can occur at bus stops during the normal loading/unloading

4.4-2: Efforts of Human Media Foundation

(Kitakyushu Affiliated Organization)

The Human Media Foundation is focusing on the

principles of low-carbon society, development of local

businesses (small and medium-sized enterprises), in

order to improve the convenience of local residents using

the following three factors: ① Digital eco-society

solutions ② Digital growth society solutions, ③

Digital convenience society solutions. In addition to the

e-PORT-related businesses mentioned before, here the

aim is a ‘ubiquitous mall formation model project.’ The

main points of this follow:

- Implement the support of the ubiquitous mall in

Kokura-ku and Uomachi Malls (digital signage,

public wireless LAN, etc.)

- In partnership with the Kyushu Institute of

Technology PBL (Project Based Learning: problem-

solving curriculum), help to make new services a

reality by utilising ICT to verify projects and

ascertain their effectiveness.

- Introduction of IC cards to malls. By introducing

point service, convenience and charm of the whole

mall may be improved, saving time and helping to

encourage repeat visitors leading to a vibrant

shopping environment. In addition, by monitoring

purchasing trends advertising, coupon use, and other

promotional activities may be improved.

・Reference:

<Case Study>

- ヒューマンメディア財団 (J)

52

process. Among others, Germany, South Korea and the United Kingdom have pioneered the use of induction charging systems for urban public bus systems.

4.4.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the opening of data for the use of smart mobility system,

emphases needed to be placed in the IT industry support and legal issues on privacy;

Identifying infrastructure needed for the promotion of smart mobility system usage and how it can

be invested, e.g. public-private partnership

Constraints

Issue on privacy and ownership of the data needed to be solved;

Charging on the usage of data could deter the usage of the information and data for smart mobility

system;

The advancement of the IT industry and training of IT specialists could be a deterrence consideration

to widely development of smart mobility system, which could be quite costly in some cases.

4.5-1: Kitakyushu Road Provisions of the Medium

and Long-Term Plan (Revised Version 2015)

In 2010 Kitakyushu City developed the Kitakyushu Road

Maintenance medium and long-term plan for the

period up to 2019. This is based on the Kitakyushu

City Environmental Comprehensive Transport

Strategy as well as the PDCA cycle. Five years has

since elapsed and thus for review purposes, the

following were conducted:

- Understanding of the current traffic situation

- Industry/business achievements

- Plans following the formulation of the policy

- Analysis of performance indicators

From 2015, based on the following three of visions,

efforts to expand and improve the road network

system are being implemented:

[Vision 1: Creating Roads that Improve City

Development]

- Construction of a wide area distribution network to

strengthen international competitiveness (evaluation

index: wide area logistics network road share)

- Provision of roads that contribute to the vitality of

the city centre or sub-centres.

53

4.5 Road Network System

4.5.1 Key Considerations

A road network system is the most fundamental element of an urban transport system. It is not only used for the mobility of people but also widely used by the mobility of goods. However, it uses up a lot of land and space in a city, directly encourages the usage of private cars and induces air pollution and traffic noise. To promote the smart green resilient transport strategy, challenges are to convert the road spaces to more public transport use (such as bus-only or tram-only lanes) and/or active mobility use (such as bicycle lanes, wider pedestrian pavements). Lessons around the world have proved that just simply by building more roads cannot solve the traffic congestion problems. To solve and reduce traffic congestion, other than promoting the usage of public transport and active transport usage, one has to adopt advance IT technology to build a smart mobility system to efficiently utilised the current road infrastructure.

Table 4.5: Factors Influencing Development of Road Network System

Factors Considerations

Policy Drivers Consideration of how green transport and priority in using road space for public

transport principles will be applied. For example, will the policy be to maximize

the usage of public transport and active mobility for introducing bus-only lanes

and cycle lanes in the road system? Examples of these different approaches may

be:

[Vision 2: Creating Roads that Support Safety and

Peaceful Living]

- Improvement of bicycle usage environment

(evaluation index: distance of bicycle running space

extension in the city centre)

- Road improvements project to support improved

health

- Provisions for the sidewalk (school commute paths;

widening and barrier-free access)

- Supporting barrier free access around stations and

important roads (evaluation index: rate of areas

made barrier-free)

- Traffic safety measures to reduce traffic accidents

(evaluation index: school route inspections)

- Utilising the road surface for improvements in the

environment (land readjustment projects, integrated

efforts for the redevelopment of businesses)

- Measures to increase the life of bridges, tunnels and

the monorail (metrics: renovation work such as

maintenance rate)

- Maintenance of the street lights and other lighting

(evaluation index: maintenance rate)

- The promotion of activities aimed at establishing a

safe and secure town (crime, traffic safety measures,

improving awareness)

- Moving electrical wiring underground (evaluation

index: maintenance rate)

54

o A focus on provision of corridor / space for green public transport modes

such as public transport priority schemes and on-street electric bus services

to bring about greatest environmental benefits in relation to carbon savings;

o A focus on congestion charging of the road network system in peak period

and in congested areas to discourage the private car usage and encourage

the use of public transport;

Related policy objectives that can be influenced by actions taken on transport

provision. For example, investment incentive for investment in toll roads with

priority schemes for public transport use.

Policy decisions on charges that might be levied on different transport usage,

e.g. fuel tax policy objectives to discourage the car usage.

Transport Characteristics

The transport characterisation information gathered as part of the Baseline and

Policy Review, including the current road transport usage and drivers/car

passengers travel characteristics. This will indicate how to provide attractive

road-based public transport services to the public so as to encourage the usage

of public transport.

Governance Arrangements

Governance arrangements (i.e. who is in control of the investment and

maintenance of road network system?) for the available of good road network

system and how this may be changed in the future to echo the smart green

resilient transport strategy.

- The development of the pavement maintenance and

repair plan (five-year plan)

[Vision 3: Creating Roads that Support the Beauty of the

Townscape]

- Efforts of Kokura inner city to promote low-carbon

town development (use of solar power for lighting,

introduction of heat insulation to the pavement, etc.)

- Promotion of Kitakyushu environmental capital via

comprehensive transport strategy (reduction of the

proportion of bus routes with an average speed of

less than 15km/h)

- Attractive road building (in cooperation with local

residents promote efforts to utilise the empty road

space effectively)

- Enhance the role of Kitakyushu road supporters

(promotion of volunteer activities such as street

cleaning)

- Enhance the scenery of Kitakyushu roads

- Enhance signage in the town centre

- Changing the road lighting to LED

・Reference:

<Toolkit>

- 北九州市道路整備中長期計画改訂版 (J)

55

How is the road infrastructure being funded (e.g. toll road, congestion charging,

government subsidy, public private partnership, etc.)?

Is there sufficient capacity and knowledge of transport management within the

municipal and local government (i.e. skill shortages)?

Demographics Willingness of the public to use more road-based public transport when

travelling vs using private cars.

Suitability of promoting more transit-oriented development, which is not just a

transport issue but also about land-use and acceptability of the public to higher

density of development.

56

Factors Considerations

Existing Road-Based Public Transport System

Available road-based public transport services (e.g. services of different public

transport modes at different time of a day, payment methods) and potential

future requirements.

Existing Road Infrastructure

Availability of existing road infrastructure such as different hierarchy of roads

in the road system, interchanges, intersections, cleaning and maintenance

equipment.

4.5.2 Major Technical Elements

Road Planning

Road infrastructure provision is one of the key factors to the success of a city development. It is vital to ensure adequate provision of road infrastructure of the current city master plan. Hence, not only cater for future traffic demand, but also ensure infrastructure would not be over-provided. Phasing strategy is key to ensure effective use of resources, including funding for infrastructure to support the future development of a city.

Assessment of transport provision will be carried out using an evidence-based transport modelling technique, such that the road infrastructure planned in the master plan can be tested, and the level of usage can be of certain. The analysis would help to identify if any over or under provision of road infrastructure, for examples:

certain road infrastructures, in particular, bridges and tunnels, which are more expensive to

build, may not be require during the course of different development phasing;

the assessment would also provide detailed information to determine the number of traffic

lanes required for the future use; and

57

the road-based transport model can also provide a platform to test different land use options,

such that the land use planning and its associated traffic demand can be optimised.

Road hierarchy

A mismatch issue between road infrastructure investments and infrastructure planning have been observed in many countries. Excess infrastructure investments may lead to a waste of capital, on the other hand, inadequate infrastructure investments may cause traffic congestions and reduce the attractiveness of both business and property investments. Irrational distribution of traffic and transport facilities would result in misallocation of resources and created traffic bottlenecks. Therefore, preliminary assessment can assist on achieving a balance between land development and traffic demand. It is vital to carry out assessment using transport modelling approach, such that adequate provision in different levels of hierarchy (such as expressways, arterial roads, distributors, local access roads) of transport infrastructure resources can be achieved.

4.5.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the public transport priority schemes on road spaces;

Identifying bottlenecks for road traffic and ways to solve the traffic congestion and to promote green

transport usage;

Investing in green road infrastructure.

Constraints

Growth of car ownership may sometimes out phase the growth in road infrastructure;

58

Need to integrate the public transport and active mobility system in planning and construction of

road infrastructure;

Investment in road infrastructure is huge and its maintenance may also need subsidy from the

government. That would exert financial burden on government, in particular, for those less

developed cities.

4.6 Parking System

4.6.1 Key Considerations

Parking facilities are necessary for all road-based vehicles (both public transport and private transport as well as logistics transport) in an urban environment. A good parking system and policies could lead to maximise the usage of road spaces for mobility during peak traffic periods while utilise the road space for parking during off-peak periods so as to save the expensive costs of off-street parking facilities. However, abuse of on-street parking could lead to congestion and have negative environment impacts on road side activities. In such cases, off-street parking should be encouraged.

On the other hand, if the parking facilities for cars are easily available and affordable, it will encourage the usage of private cars and lead to lower patronage on public transport. This is not desirable in the smart green resilient transport strategy. Hence, a balance and just-enough provision of car parking is vital to the success of urban transport system. For example, lower parking provision in the vicinity of major rail station could promote the usage of public transport while park-n-ride facilities at the rail station in the outskirt of a city could encourage the use of public transport to go into city centre.

4.6-1: Parking Related Measures in Kitakyushu

1) Obligations for Car Parking Services

- If constructing a new office, store, or residential

property then parking must be provided for

employees, residents and visitors. Further, it is

necessary to secure the proper scale of the parking

lot so as not to create stress on street parking which

may result in traffic accidents and congestion.

- In Kitakyushu, construction of a certain scale in the

commercial area or close to commercial area must

ensure a minimum level of parking.

- For office buildings and buildings for a non-specific

purpose or mixed used, installation of parking in

accordance with the total floor area is required.

2) Off-street parking lot notification system

- The creation of new off-street parking must be

reported to the Kitakyushu Mayor

- By law, parking lots equal to or more than 500

square meters must provide facilities for the

movement of the elderly and disabled.

・Reference:

<Toolkit>

- 北九州市の駐輪場・駐車場に関する制度 (J)

59

Table 4.6: Factors Influencing Development of Parking System

Factors Considerations

Policy Drivers Consideration of how green transport and priority in usage of public transport

principles will be applied. For example, will the policy be to maximize the usage

of public transport by lower the parking provision at varies points of attraction?

Examples of these different approaches may be:

o A focus on provision standards of parking, in particular, lower provision at

rail/metro stations so as to encourage the usage of public transport to bring

about greatest environmental benefits in relation to carbon savings;

o A focus on the parking charge levels to discourage the private car usage

and encourage the use of public transport, in particular for commuter

traffic.

Related policy objectives that can be influenced by actions taken on parking

provision. For example, investment incentive for investment in park-n-ride

facilities.

Transport Characteristics

The parking characterisation information gathered as part of the Baseline and

Policy Review, including both on-street and off-street parking usage and their

characteristics. This will indicate how to provide sufficient but not excessive

parking facilities to the public so as to encourage the usage of public transport.

Governance Arrangements

Governance arrangements (i.e. who is in control of the investment and operation

of parking facilities?) for the available of parking system and how this may be

changed in the future to echo the smart green resilient transport strategy.

How is the parking infrastructure being funded (e.g. government subsidy, public

private partnership, etc.)?

Is there sufficient capacity and knowledge of parking management within the

municipal and local government (i.e. skill shortages)?

60

Factors Considerations

Demographics Willingness of the public to use more park-n-ride facilities when travelling,

particularly, in going into city centre.

Suitability of promoting more transit-oriented development, which is not just a

transport/parking issue but also about land-use and acceptability of the public to

higher density of development.

Existing Parking Infrastructure

Availability of existing parking infrastructure such as on-street parking, off-

street parking, park-n-ride facilities, bicycle parking, bus parking, truck parking.

4.6.2 Major Technical Elements

On-street Parking

On-street parking should only be provided when there are shortage of off-street parking facilities and should be charged. While the on-street parking could provide a convenient parking to car users, it also has impacts on other road traffic as well as pedestrian and other roadside activities. Should there be an excessive road space, it would be better to widen the pedestrian pavements and/or cycle lanes rather than convert the road space to on-street parking.

Off-street Parking

Off-street parking should be the major form of parking system in an urban environment. However, different land uses will have different level of parking provisions, not only for cars but also for trucks and service vehicles. Provision levels should not be excessive so as not to encourage the car usage. In some cities, car parking provisions are lowered in the vicinity of a rail or metro stations so as to encourage the public transport usage.

Park-n-Ride Facilities

4.6.2-1 Park-n-Ride, Kitakyushu

In Kitakyushu city, season-ticket holders of the following

public transport, can receive discount service of parking

charges, when they use the park-n-ride facilities.

- JR Kyushu, Kagoshima line

- JR Kyushu, Wakamatsu line

- Kitakyushu Monorail

- Chikuho electric rail

- Express Bus

- Kitakyushu city bus

- Nishitetsu Bus

・Reference:

<Case study>

北九州市のパークアンドライド駐車場につい

て (J)

61

Park-n-Ride facilities can be seen as an integration of parking system and public transport system. It is widely used in many cities for travelling into the city centre from suburb or outskirt of a city where the local public transport system is not well developed.

Parking Charges

Parking charges should be used as an effective traffic demand management toll in those congestion areas in urban environment. Adoption of flexible parking charging at different time of a day, different days of a week could not only affect the parking usage but indirectly affect the road traffic congestion.

4.6.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the park-n-ride facilities;

Identifying how different parking charge levels could be used as a demand management tool for

road traffic congestion and to promote green transport usage;

Investing in smart parking facilities.

Constraints

Compete precious land in urban areas for other uses in building car parks;

Need to study how different leave of parking charges could affect the vicinity of car parks;

Investment in car parking is huge.

4.7.1-1: Kitakyushu Logistics Hub Strategy - Basic

Policy (2013)

Kitakyushu City has compiled the ‘Kitakyushu logistics

hub city initiative’ (1999) based on the ‘Comprehensive

Logistics Measure’ momentum – the nation’s logistical

measure, the ‘Kitakyushu Renaissance Initiative,’

‘Kitakyushu Basic Plan’, and also the ‘Genki Hasshin !

Kitakyushu Plan, Kitakyushu basic concept’. Kitakyushu

has also carried out these strategies. Along with this, they

complied the ‘Kitakyushu Logistics Base Strategy Basic

Policy’ (2013), roughly 5 years after they were chosen as

“the base harbour of the Sea of Japan”, “Environmental

Future City” and “International Strategic Comprehensive

Special Zone”. They have also developed the

‘Kitakyushu New Growth Strategy,’ stemming from

interest in safety due to the East Japan Earthquake. Here,

in addition to the conventional “Collecting cargo (collect

the cargo effectively)” and “creating cargo (creating the

cargo by attracting companies)”, the point of view of

“Environment” has been added. The following shows an

overview of the basic policy.

1) Collecting the cargo: developing policy for each

transport mode of sea, sky and land, and strengthening

their function of collecting cargo, while complying with

the port business continuity plan.

- Goal: formation of link hub connecting Japan and

Asia

62

4.7 Logistics System

4.7.1 Key Considerations

An efficient and green logistics strategy is essential to the seamless supply of goods as well as construction materials and construction wastes to fulfil the needs and the sustainable development of a city. To align with the smart green resilient transport strategy, the objectives of the urban logistics strategy will be on the efficient urban logistics and green logistics.

In efficient urban logistics, considerations are:

Minimise the number of freight vehicles traveling within the proposed site, this could include

the investigation of using marine transport, in particular, for the transport of construction

materials and construction wastes.

Provide infrastructure and flexibility for efficient logistics movement externally and internally.

In green logistics, considerations are:

Use sustainable forms of transport

Minimise waste and reduce impact on environment.

Hence, the logistics strategy should ensure seamless supply of goods from a wide spectrum of supporting logistics areas and are coordinated with operating synergies. Besides, phase development plan is essential to secure the resources investment matches with the actual logistics demand of the city.

- Direction:

a) The provision of high-value-added maritime

transport services

b) Establishment of the air transportation system with

the aim of setting the sky as the base of logistics

c) Strengthening of the land network which supports

the domestic distribution

d) Inheritance of safety and advanced logistics

2) Creating the cargo: to attract companies which create

new cargo by promoting the environment, energy

industry, and logistics-related industries.

- Goal: formation of manufacturing base to produce

the vitality of logistics

- Directions:

a) Attract growing industries that will lead the new era

b) Deepening and enhancement of soft measures to

boost company growth

3) Environment: from the point of view of low-carbon,

the hub will perform its logistical measures in

consideration of the environment. As part of ‘Collecting

the cargo’: promoting modal shift and promoting the use

of renewable energy in logistics-related facilities; and in

‘Creating the cargo’: promotion of low-carbon

companies and promotion of reduction of land transport

by locating industries nearby.

63

Table 4.7: Factors Influencing Development of Logistics System

Factors Considerations

Policy Drivers Consideration of how green logistics transport principles will be applied. For

example, will the policy be to maximize the usage of clean fuel trucks by some

incentive measures? Examples of these different approaches may be:

o A focus on provision of efficient logistics system

o A focus on provision of green logistics system

Related policy objectives that can be influenced by actions taken on logistics

provision. For example, investment incentive for investment in suitable

distribution centre in less congested but with good accessibility areas.

Policy decisions on charges that might be levied on different logistics usage, e.g.

fuel tax policy objectives to encourage the usage of clean fuels.

Transport Characteristics

The logistics transport characterisation information gathered as part of the

Baseline and Policy Review, including the current road transport usage and truck

drivers/ operators/ customers’ characteristics. This will indicate how to provide

efficient logistics services to the public, in particular, during off-peak periods.

Governance Arrangements

Governance arrangements (i.e. who is in control of the operation of logistics

services?) for the available of good logistics system and how this may be

changed in the future to echo the smart green resilient transport strategy.

How is the logistics infrastructure being funded (e.g. toll road, distribution

centres, warehouses, government subsidy, public private partnership, etc.)?

Is there sufficient capacity and knowledge of logistics management within the

municipal and local government (i.e. skill shortages)?

Demographics Willingness of the industry to use more efficient and greener logistics systems.

Existing Logistics Services

Available logistics services and potential future requirements.

- Goal: formation of environment friendly logistics

and industrial base

- Directions: construction of logistics system in

consideration of the environment.

・Reference:

<Case study>

Port of Kitakyushu/ 北九州港 (E/J)

64

Factors Considerations

Existing Logistics Infrastructure

Availability of existing logistics infrastructure such as warehouses, distribution

centres and truck parking facilities.

4.7.2 Major Technical Elements

City freight consolidation

The concept of city freight consolidation is to minimise the number of point-to-point delivery trips to the city from other regions and to utilise more efficient and sustainable freight transport within the city. The use of city freight consolidation depends on:

connections to the supporting logistics and industrial areas outside a city and their operation

synergies;

demand of the freight delivery;

operation efficiency & technology in the facility;

availability of land; and

freight transport technology within a city.

Self-pickup and drop-off service location

With the growing trend of online purchases, the demand of small to medium size package delivery proliferates globally. Self-pickup and drop-off location is to minimise the uncoordinated multiple delivery trips to commercial and residential area by setting up self-service centres in region. This would be supported by:

mobile app technology support;

65

size and location; and

supporting facility for goods loading / unloading to the service location.

External freight transport mode

In additional to road transport through the road networks into a city, alternative freight transport mode connecting to other logistics supporting areas that are capable of other freight modes, such as sea freight should be considered and can potentially provide more cost effective and environmental friendly solutions to the sustainable development of a city.

Internal freight transport mode

On the top of road transport, integrated use of green passenger transport infrastructure such as light rail for freight transport should be considered to make the best utilisation out of the investment. Alternative transport modes such as electric goods vehicle, motorcycle and electric drone delivery should also be considered depending on the logistics demand and characteristics in the city.

4.7.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the efficient and green logistics;

Investing in green logistics infrastructure, both the physical and IT.

Constraints

Compete precious land in urban areas for other uses in building logistics infrastructure;

Face local objections due to the environmental impact of the logistics industry;

Investment in logistics infrastructure is huge;

66

The advancement of the IT industry and training of IT specialists could be a deterrence consideration

to widely development of smart logistics system, which could be quite costly in some cases.

4.8 Avoid-Shift-Improve Measures

4.8.1 Key Considerations

The above sections of 4.2 to 4.7 describes each of the major components of the comprehensive and integrated system. These will form the basis of on the supply side to provide mobility and accessibility for people and goods movements in a city.

At the same time, Avoid-Shift-Improve measures will be described below in how to manage on the demand side of the mobility needs.

At the Fifth Regional Environmentally Sustainable Transport (EST) Forum in Asia, held in Bangkok, Kingdom of Thailand, from 23 to 25 August 2010, Bangkok Declaration for 2020 – Sustainable Transport Goals for 2010-2020, was adopted by consensus of 23 Asian countries (Afghanistan, Bangladesh, Bhutan, Brunei Darussalam, Cambodia, People’s Republic of China, Indonesia, India, Japan, Republic of Korea, Lao PDR, Malaysia, Maldives, Mongolia, Myanmar, Nepal, the Philippines, Pakistan, Singapore, Sri Lanka, Thailand, and Viet Nam). In this declaration, the goals of Avoid-Shift-Improve strategies1 were included to help realize environmentally sustainable transport system in Asian region by 2020 (Table 4.8).

1 Bangkok Declaration for 2020 - Sustainable Transport Goals for 2010-2020, Fifth Regional EST

Forum, 23-25 August 2010, Bangkok, Thailand

4.8.1-1 Avoid-Shift-Improve Policies in Kitakyushu –

In Relation to the Bangkok Declaration 2020

[Avoid]

Goal 1) Integration of Land Use – Transport Planning

Since 2008, Kitakyushu has sought to realise a plan to

unify land use and transportation based on an

‘Kitakyushu Environmental Capital Comprehensive

Transport Strategy’. Recently, the ‘Kitakyushu Urban

Facility Location Plan (Draft Version, 2016)’ and

‘Kitakyushu City Area Public Transportation Network

Formation Plan (Draft Version, 2016)’ have been

formulated with the aim to realise the establishment of a

compact city. Linked to this is the efforts of ensuring the

public transportation network. In both cases, work has

been accelerating. The plans for optimising location and

formulation of the regional transportation network are

being operated by institutions on the national level.

Goal 2) Mixed-Use Development

The ‘Kitakyushu City Master Plan (Complete Plan)’

developed in 2003 specifies the realisation of city

development policies to deal with land use in the city

centre and sub-centre. It raises the following measures:

- Integrating business and commercial functions via a

move toward high rise redevelopment

- Promoting advanced and mixed-use

redevelopments.

Examples of such projects include the Higashida Land

Readjustment Project (2002) and Comprehensive

Development Project in Orio (2004-).

67

Table 4.8: Avoid-Shift-Improve strategies of Bangkok Declaration for 2020

Contents of Goals

Avoid Goal 1: Formally integrate land-use and transport planning processes and related institutional

arrangements at the local, regional, and national levels

Goal 2: Achieve mixed-use development and medium-to-high densities along key corridors

within cities through appropriate land use policies and provide people – oriented local access,

and actively promote transit-oriented development (TOD) when introducing new public transport

infrastructure

Goal 3: Institute policies, programmes, and projects supporting Information and Communications

Technologies (ICT), such as internet access, teleconferencing, and telecommuting, as a means to

reduce unneeded travel

Shift Goal 4: Require Non-Motorized Transport (NMT) components in transport master plans in all

major cities and prioritize transport infrastructure investments to NMT including wide-scale

improvements to pedestrian and bicycle facilities, development of facilities for intermodal

connectivity, and adoption of complete street design standards, wherever feasible

Goal 5: Improve public transport services including high quality and affordable services on

dedicated infrastructure along major arterial corridors in the city and connect with feeder services

into residential communities

Goal 6: Reduce the urban transport mode share of private motorized vehicles through

Transportation Demand Management (TDM) measures, including pricing measures that integrate

congestion, safety, and pollution costs, aimed at gradually reducing price distortions that directly

or indirectly encourage driving, motorization, and sprawl

Goal 7: Achieve significant shifts to more sustainable modes of intercity passenger and goods

transport, including priority for high-quality long distance bus, inland water transport, high-speed

rail over car and air passenger travel, and priority for train and barge freight over truck and air

freight by building supporting infrastructure such as dry inland ports

Goal 3) Information and Communications Technologies

(ICT)

The Kitakyushu e-PORT Concept 2.0 was developed in

2015 and represents efforts to encourage efforts of

community problem solving through the use of ICT.

[Shift]

Goal 4) Non-Motorised Transport (NMT)

As part of efforts to promote the use of Non-Motorised

Transport (NMT), recent years have seen the installation

of pedestrian decks in the city centre and sub-centre.

Examples include the Kokura Station and Kurosaki

Station pedestrian decks. In addition, cycle lanes have

been introduced in the city centre and Higashida district

neighbourhood.

Goal 5) Public Transport

Currently, plans for the development of the public

transportation network centre around the expansion and

improvement of the public transport system. Goal 5 in

Table 4.8 shows that investigation into the introduction

of a bus feeder system is currently underway.

Goal 6) Transport Demand Management (TDM)

Reduction of private car use via the implementation of

initiatives such as Park-and-Ride, and an aggressive

parking management program.

Goal 7) Inter-City Passenger and Goods Transport

Regarding inter-city passenger transport, the JR Rail

Network and Nishitetsu Bus Network is already

substantial. Since 2002, a joint venture between

Kitakyshu City and Ashiya-Machi saw the introduction

of an express bus system in Kitakyushu.

68

Contents of Goals

Improve Goal 8: Diversify towards more sustainable transport fuels and technologies, including greater

market penetration of options such as vehicles operating on electricity generated from renewable

sources, hybrid technology, and natural gas

Goal 9:Set progressive, appropriate, and affordable standards for fuel quality, fuel efficiency,

and tailpipe emissions for all vehicle types, including new and in-use vehicles

Goal 10: Establish effective vehicle testing and compliance regimes, including formal vehicle

registration systems and appropriate periodic vehicle inspection and maintenance (I/M)

requirements, with particular emphasis on commercial vehicles, to enforce progressive emission

and safety standards, resulting in older polluting commercial vehicles being gradually phased-out

from the vehicle fleet, as well as testing and compliance regimes for vessels

Goal 11: Adopt Intelligent Transportation Systems (ITS), such as electronic fare and road user

charging systems, transport control centres, and real-time user information, when applicable

Goal 12: Achieve improved freight transport efficiency, including road, rail, air, and water,

through policies, programmes, and projects that modernize the freight vehicle technology,

implement fleet control and management systems, and support better logistics and supply chain

management real-time user information, when applicable

4.9 Avoid – Reducing Traffic Demand

4.9.1 Key Considerations

There are several ways to avoid making trips or reduce travel distance and time:

With the development of smart city, in which deploying networks, with devices, data

platforms and application to support on-going development, will transform a lot of activities

to go on-line, hence, one does not need to make to trip to conduct that particular activity.

Currently all vehicles are barrier free. In terms of cargo

transport, as an environment model city, Kitakyushu is

promoting the use of ships and rail to help reduce CO2

emissions.

[Improve]

Goal 8) Cleaner Fuels and Technologies

Via initiatives such as an Electric Vehicle (EV) charging

network, Kitakyushu is helping to encourage clean fuel

and technology. Additionally, from 2016, subsidies for

fuel cell vehicles have also been introduced.

Goal 9) Standards

Kitakyushu City is currently monitoring air pollution in

19 locations, of which 5 locations have become car

exhaust emission measurement stations. Every year,

compliance is published for the environmental standards

based on the government’s legal stipulations.

Goal 10) Inspection and Maintenance

To implement the initiatives based on the appropriate

level of national standards.

Goal 11) Intelligent Transportation Systems (ITS)

The 8th Kitakyushu Traffic Safety Plan stipulates the

following in regard to Intelligent Transportation Systems

(ITS):

In terms of the promotion of Intelligent Transportation

Systems, the city aims for the development of a Vehicle

Information and Communication System (VICS) and ITS

spot to provide road traffic information such as traffic

conditions to drivers. In this way, the city aims to reduce

traffic congestion and promote the safe facilitation of

traffic movement.

69

Adopting a better infrastructure/land use integration could reduce a lot of mechanised trips, in

particular, car trips as the transport hub is also an activity hub.

Introduction of congestion pricing in entering city centres of some cities has proved a

significant drops in vehicular traffic without any obvious impact in the economic activities.

Table 4.9: Factors Influencing Development of Options for “Avoid”

Factors Considerations

Policy Drivers Consideration of how demand management in transport principles will be

applied. For example, will the policy be to effective usage of the road spaces for

green transport rather than ordinary private car by some fiscal measures?

Examples of these different approaches may be:

o A focus on provision of smart city components to avoid making trips

o A focus on introduction of fiscal measures to discourage car usage

Related policy objectives that can be influenced by actions taken on ICT and

green transport provision. For example, investment incentive for investment in

infrastructure for smart city.

Transport Characteristics

The transport characterisation information gathered as part of the Baseline and

Policy Review, including the current different transport usage and travel

characteristics. This will indicate how to provide efficient ICT and introduction

of fiscal measures to reduce the number of trips.

Governance Arrangements

Governance arrangements (i.e. who is in control of the smart city infrastructure?)

for the available of ICT system and how this may be changed in the future to

echo the smart green resilient transport strategy.

How is the ICT infrastructure being funded (e.g. government subsidy, public

private partnership, etc.)?

Goal 12) Freight Transport

Based on the ‘Kitakyushu Basic Plan for Logistics Hub

Strategy (2013),’ transport service expansion and

improvement, logistics network strengthening and the

improvement of transport efficiency have been

successfully implemented.

70

Factors Considerations

Is there sufficient capacity and knowledge of smart city ICT management within

the municipal and local government (i.e. skill shortages)?

Demographics Willingness of the public to accept the usage of ICT instead of making trips

Willingness of the public to accept the congestion charges to convert to use

greener transport modes

Existing ICT Infrastructure

Availability of existing ICT infrastructure for conducting a lot of activities on-

line.

4.9.2 Major Technical Elements

ICT infrastructure

In a digital city concept, ICT is ingrained in day-to-day business processes and the way of life of its citizens. In other words, a digital city encompasses integration of ICT with people and the operations that relate to them as well as with infrastructure. ICT research and consulting firm Ovum has identified two broad streams of digital enablers in cities:

Digital-city strategy – Formal, inside-out projects which provide new ways for public

authorities and developers to build more efficient infrastructure and services, for example, IP

network, e-government, digitalisation of processes/systems in urban planning, utilities,

transport, building, healthcare and education;

Digital-society initiatives: More emergent, outside-in projects which stimulate self-help and

form communities to mobilise local actions, strengthen social capital and engender digital

inclusion. These complement and hold public services to account. Examples include car-

pooling networks, social innovation incubators and social network platforms.

71

Congestion Charging Scheme

Many cities, like London, Stockholm and Singapore, in the advance developed countries have introduced congestion pricing to private car and freight transport during peak hours into the city centre. It is as part of a demand management strategy to relieve traffic congestion within city centre. The economic rationale for this pricing scheme is based on the externalities or social costs of road transport, such as air pollution, noise, traffic accidents, environmental and urban deterioration, and the extra costs and delays imposed by traffic congestion upon other drivers when additional users enter a congested road.

The success of a congestion charging scheme needs to consider the following factors:

Charging levels and charging period;

Charging technology, i.e. payment methods;

Provision of alternative public transport services as well as park-n-ride facilities;

Public acceptability.

4.9.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the ICT in digital city development as well introducing

congestion charging.

Investing in ICT infrastructure and congestion charging infrastructure.

Constraints

Get public acceptance on congestion charging could be challenging;

72

Investment in ICT infrastructure could be huge;

The advancement of the ICT industry and training of ICT specialists could be a deterrence

consideration to widely development of ICT system, which could be quite costly in some cases.

4.10 Shift – Shifting Transport Mode

4.10.1 Key Considerations

There are several ways to shift the travel mode towards more sustainable ones such as walking and bicycle, other than simply provisions of active mobility system infrastructure:

Promote environmental awareness of the public so as to encourage walking and cycling, not

only for mobility reasons but also for health conscious;

Improving the walking and cycling conditions to make it safer and better adaption to the

weather changes;

Setting the design of signalised junction to consider the speed of cyclists and elderly for

crossing roads.

Fare incentive for bicycle park-n-ride in public transport usage.

4.10-1: Cases of Improvements for Pedestrians

In inner city area around Kokura Station, solar power

roofing has been developed and installed on the

pedestrian deck, providing an improved walking

environment that can respond to changes in the

weather.

Photo: pedestrian deck (JR Kokura Sta.) (source:

Kitakyushu city, 2012 (J))

4.9-2 Installation of bicycle lanes

In Kitakyushu, bicycle lanes have been installed in the

inner city area.

Photo: bicycle lane in front of the city hall (source:

Kitakyushu city website(J))

73

Table 4.10: Factors Influencing Development of Options for “Shift”

Factors Considerations

Policy Drivers Consideration of how promotion of active mobility in transport principles will

be applied. For example, will the policy be to effective usage of the active

mobility by some campaign movements?

Related policy objectives that can be influenced by actions taken on green

transport provision. For example, fare incentive for bicycle park-n-ride in using

public transport.

Transport Characteristics

The transport characterisation information gathered as part of the Baseline and

Policy Review, including the current different transport usage and travel

characteristics. This will indicate how to provide attract the usage of walking

and cycling.

Governance Arrangements

Governance arrangements (i.e. who is in control of the promotion of walking

and cycling?) for the promotion of active mobility usage and how this may be

changed in the future to echo the smart green resilient transport strategy.

How is the promotion campaign being funded (e.g. government, private

sponsorship, etc.)?

Demographics Willingness of the public to accept the walking and cycling not only for mobility

purpose but also for health reasons

Existing active mobility Infrastructure

Availability of ways and funding to improve the existing active mobility

infrastructure

4.10.2 Major Technical Elements

Promotion walking and cycling

Other than just simply providing the infrastructure for walking and cycling, for the purpose of mobility, some campaigns can be carried out to promote the walking and cycling in the theme of health conscious.

No parking is allowed in these bicycle lanes, which have

been implemented on the left side of the road.

Additionally, they have been covered in non-slip

coating as Kitakyushu is committed to the safety of

cyclists.

・Reference:

<Toolkit>

北九州市自転車利用環境計画 (J)

74

Other than publicity of the advantages of more walking and/or cycling, public transport operators, especially, rail operators can promote a further walking distance by placing some fare discount check points beyond normal walking distance or cycling distance, such as about 1-2 kilometres from rail/metro stations to widen the catchment areas.

Improvement of walking environment

In order to encourage longer walking distance from rail/metro stations, the operators or government could provide longer distance of covered walkways and/or tree plantation to provide better walking environment, especially against adverse weather conditions such as raining, sun heating, windy etc.

4.10.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting the walking and cycling, in particular, in connecting rail/metro

stations.

Investing in campaign to promoting the walking and cycling.

Investing in covered walkways or planting trees along the walkways.

Constraints

Get public acceptance on walking and cycling more, in particular, in adverse weather.

75

4.11 Improving – Improving Transport Efficiency

4.11.1 Key Considerations

Other than demand management in the ways of avoid and shift, the authorities could also consider ways

to improving the transport efficiency by adopting modern technology to improve various aspects of

transport systems. Some of the improvements have been mentioned in the section about the smart

mobility system, which has focused more on the infrastructure aspects. Here the emphases are placed

more on how to promote the demand with the existence of the infrastructure:

For those have to rely on private cars for their mobility needs, promotion should be made in

encouraging the buying of electric vehicles so as to reduce the road side air pollution;

For those who plan to buy a car for occasional use, the authority could provide incentive for

the implementation of car sharing scheme so as to promote sharing economy which on one

hand reduce unnecessary car usage and on the other hand reduce the needs to provide parking

spaces for those vehicles that are idle most of the time.

Table 4.11: Factors Influencing Development of Options for “Improving”

Factors Considerations

Policy Drivers Consideration of how promotion of electric vehicles and car sharing schemes

will be applied. For example, will the policy be to effective usage of the electric

vehicles and car sharing by some incentive schemes?

4.11-1 Electric Vehicle Related Measures in

Kitakyushu

1) The Development of an Electric Vehicle (EV)

Charging Network

- As part of measures against global warming,

Kitakyushu City is promoting the use of low-emission

vehicles as the official vehicle. Between 2009 and

2012, 54 next-generation vehicles such as electric cars

have been introduced as municipal office vehicles.

- Also aiming to spread electric vehicle use has been the

promotion of charging facilities. As of April 2014, 61

charging location have been introduced (free to use).

Photo: Charging station for electric vehicle (Kokura Kita

ward office) (source: Kitakyushu city website (J))

76

Factors Considerations

Related policy objectives that can be influenced by actions taken on green

transport provision.

Transport

Characteristics

The transport characterisation information may not be able to be gathered as part

of the Baseline and Policy Review as these options are not readily available.

Stated preference surveys may need to be carried out to collect people’s view on

the new transport modes or policies. This will then lead to further analyse of the

new transport modes or policies.

Governance

Arrangements

Governance arrangements (i.e. who is in control of the approval of new transport

modes and services?) for the promotion of such new transport modes and how

this may be changed in the future to echo the smart green resilient transport

strategy.

How are these electric vehicles and car sharing schemes (e.g. government,

private sector investment, etc.)?

Demographics Willingness of the public to accept the new transport modes

Existing

Infrastructure

Availability of charging points for electric vehicles and mobile app that needed

to provide seamless connection between passenger and the car sharing scheme

provider

4.11.2 Major Technical Elements

Electric Vehicles

Electric vehicles have the advantage of zero emission on road side, which could greatly improve the air

quality. However, there is disadvantage that the re-charging of the electric vehicles could take long time

and charging points could not be found easily. In some cities, there are regulations to ask new car parks

2) Efforts of Cooperation in the Kanmon area, with

Shimonoseki City

- Additional electric vehicle charging network provisions

have been carried out in Shimonoseki and an EV

charging map has been created.

- In Kitakyushu City and Shimonoseki City, the electric

charging stations for motor vehicles have been

specified on the map. These have been located around

scenic spots.

- In combination with the above ‘hard-type’ measures,

soft measures have also been taken such as awareness

raising.

・Reference:

<Toolkit>

北九州市自転車利用環境計画 (J)

4.11-2 Kitakyushu Car Sharing Initiatives (NPO

Organisation - Town Mobile Network)

Kitakyushu is recognised as having the nation's first ‘car

sharing zones’. This has been operating in two

locations; Kokura city centre and the Higashida

district. In addition, from 2015, Kitakyushu has begun

promoting small electric vehicles for car sharing as

part of efforts to encourage the spread of electric

vehicles.

・Reference:

<Case Study>

TMN 北九州 (J)

77

to provide charging points mandatorily. There are power companies to encourage the usage of electric

vehicles by lower the electricity tariff during low electricity consumption period such as overnight.

Car Sharing Schemes

Car sharing is a model of car rental where people rent cars for short periods of time, often by the hour.

They are attractive to customers who make only occasional use of a vehicle, as well as others who would

like occasional access to a vehicle of a different type than they use day-to-day. One of the advantages of

car sharing is that it is cheaper to rent a car than to own a car if the usage is only occasional. Second

advantage is that car sharing schemes will lead to high utilisation of a vehicle when comparing with

ordinary private vehicles. It indicated that the parking provision in the existence of car sharing schemes

could be lowered further since less people will need to buy a car.

4.11.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting electric vehicles and car sharing schemes.

Investing in charging points for electric vehicles;

Investing in parking areas for car sharing schemes.

Constraints

Get public acceptance on buying and using electric vehicles;

Get public acceptance on using car sharing instead of buying their owned car.

78

4.12 Other Consideration – Transit Oriented Development

4.12.1 Key Considerations

The above measures stated in sections 4.2 to 4.10, no matter on the supply side or on the demand side,

focus on different elements of transport system or policies on the users of the transport system, little has

been utilised on the relationships of land use and transport to reduce the transport needs or to maximize

the public transport usage. Many researches have already identified the close relationships between land

use and transport and one of the tools to manage the urban transport usage is to adopt a type of land use

called transit oriented development or TOD. TOD is defined2 as a mixed-use residential or commercial

area designed to maximize access to public transport, and often incorporates features to encourage transit

ridership. It is also described3 as land-use planning strategies that create residential and commercial

areas designed to maximize access by public transit. In essence, it is a transportation management tool.

A typical TOD has a rail or bus station at its centre, surrounded by relatively high-density development,

with progressively lower-density spreading outwards 400 metres to 800 metres, which represents

reasonable walking distance. A well planned TOD would turn a station from a transport hub into an

activity hub so that people could easily access the development by means of convenient public transport,

2 Wikipedia 3 F. Moavenzadeh/ M.J.Markow, Moving Millions, Transport Strategies for Sustainable Development

in Megacities

4.12.1-1 TOD case in Kitakyushu city: Monorail

According to OECD green growth study/ Green growth

in Kitakyushu city (2013), Kitakyushu monorail,

which started its service in 1985, is a successful

example of TOD which brought urban development

along rail line connecting from the Kokura station to

the south part of the city. Below points indicate

spreading effect of urban development by introduction

of Kitakyushu monorail to other areas of railway-line

area.

- Reduced traveling time: Traveling time from Tokuriki,

Shii area in Kokura Minami district to Kokura city

centre has been reduced by approximately 30 minutes.

(Change of the mode of transportation : Bus/private

car ⇒Monorail)

- Car traffic reduction/Traffic congestion moderation:

After monorail has been introduced, car traffic in

national highway of 322 has been reduced by 14,920

cars per day.

- Car traffic reduction and environmental improvement

by above measures

- Promotion of development along railway line:

Promotion of site location for residential and

commercial complex along monorail line/ Population

growth/ Growth of employment population and

merchandise sales etc.

・Reference:

<Toolkit>

北九州モデル交通版基礎調査業務報告書 (J)

79

in particular, railways or metros, for longer distance and by walking/cycling, if walkways and cycle

network are provided.

The advantages for TOD is not only for the purpose of transport. It also provides a type of development

of higher quality of life and better places to live, work, and play. Even without a car, the people can still

have greater mobility with ease of moving around due to the public transport access within walking

distance. On the other hand, the development would encourage the increased public transport ridership,

hence, reduce government subsidies on provision of the public transport services. As a result of higher

public transport usage, it reduces traffic congestion and driving and induces less car accidents and less

pollution.

Table 4.12: Factors Influencing Transit Oriented Development

Factors Considerations

Policy Drivers Consideration of how to promote TOD. For example, will the policy be able to

effectively encourage the comprehensive developments in the vicinity of a metro

station?

Any laws that prohibit the top-side development at the metro stations? Any

incentive schemes to encourage such kinds of development?

Transport

Characteristics

The transport characterisation information is highly influence by the public

transport services and other transport facilities (such as public transport

interchange) at the TOD, the more transport modes the better usage of public

transport. It also highly influence by the car parking provision at TOD. In many

cities, the car park provision at development near or above a metro station would

be reduced by 20%-30% so as to encourage the public transport usage. A well

planned walkway network around the TOD could also extend its catchment area

beyond normal walking distance.

4.12.1-2 Redevelopment of neighbourhood area of

Kokura station (example of active hub)

- Redevelopment of public space at the south gate of the

station, pedestrian deck, and south to north public

access way in accordance with the construction of new

Kokura station building and incoming monorail

Kokura line into JR Kokura station. Also eight bus

berth and taxi and private vehicle berth were

developed. (1998)

- This redevelopment has been implemented having

following purposes.

Connection enhancement between public

transportation

Enhancement of pedestrian way

Landscape improvement as an urban area

Good care to elderly and handicapped people

- After implementation of this project in which

monorail line achieved direct connection to Kokura

station, connections between JR line, Shinkansen,

Buses, and other transportation system were

dramatically improved and consequently the project

made a contribution to functional enhancement of

Kokura station as an activity hub

・Reference:

<Toolkit>

北九州モデル交通版基礎調査業務報告書 (J)

80

Factors Considerations

Governance

Arrangements

Governance arrangements (i.e. who is in control of the approval of TOD

application, such as development size?) for the promotion of TOD and how this

may be changed in the future to encourage the land use policies to echo the smart

green resilient transport strategy.

Demographics Willingness of the public to accept the TOD, either move to live, work and shop

at such kind of developments.

Existing

Infrastructure

Availability of potential sites for developing such kind of developments that

utilise existing infrastructure, such as metro line or railway line.

4.12.2 Major Technical Elements

Urban Planning and Design

A successful TOD must go through process of good urban planning and design. One of the elements is

to place emphasis on the integration of development with public transport services and facilities, so as

to form a regional node containing a mixture of uses in close proximity including office, residential,

retail, and civic uses.

Compact City4 is an urban planning and urban design concept that which promotes relatively high

residential density with mixed land uses. It is based on an efficient public transport system and has an

urban layout which encourages walking and cycling, low energy consumption and reduced pollution.

Both Compact City and TOD contain similar elements while one can consider that compact city is in a

4 Wikipedia

4.12.1-3 Cases of policy support for TOD promotion

(Urban monorail)

- Development plan of urban monorail Kokura line has

been decided in 1976

- Kitakyushu monorail is the first case in which law for

promotion of redevelopment of urban monorail has

been applied in Japan

- About 45% of total project cost of infrastructure

budget were supported by national subsidy.

4.12.1-4 Failure of Kitakyushu Monorail

Development

[Changes to the Kokura Station Monorail Stop]

Kokura Station is located in the heart of Kitakyushu and

operates as the terminal station for the monorail as well

as the core connector for the JR Railways and Nishitetsu

Bus systems. Additionally, the area surrounding the

station operates as the gateway to Kitakyushu’s main

commercial district and is close to various government

administration offices. From the outset there was a desire

to connect these modes directly with the monorail,

however this involved the redevelopment of the main

square at the front of the station. Thus, due to concerns

regarding the limitations of future city planning and

objections from residents in the surrounding area, the

plan had to be revised. Because of this, the planned

connection of the monorail system was amended to be

200m south of the train station position in Kokura

Station. As such, in 1985 it was not directly connected to

the station.

81

larger scale for urban development while TOD is in a smaller scale around a metro station or public

transport hub.

In the report published in 2012 by OECD, Compact City Policies: A Comparative Assessment, three key

characteristics of a compact city identified – dense and proximate development patterns, urban areas

linked by public transport systems; and accessibility to local services and jobs. To measure the outcome

of compact city policy, the report proposed 18 core compact city indicators in the several areas:

population and urban land growth; population density; urban land cover, average trip distance; share of

trips using public transport; proximity to public transport; and matching local services and homes. The

report also proposed five key policy strategies:

• Set explicit compact city goals;

• Encourage dense and contiguous development at urban fringes;

• Retrofit existing built-up areas;

• Enhance diversity and quality of life in urban centres;

• Minimise adverse negative effects.

The following issues emerge when the basic features of the concept of compact cities5 that are on the

rise in the U.S. and Europe, in particular, are arranged. Principles and effects of compact city are

summarized in table 4.13 and 4.14.

5 Hiroshi Suzuki, Japan’s Version of a Compact City, Gakuyoshobo, 2007

However, due to concerns regarding the ridership of the

monorail, in conjunction with the redevelopment of the

station square, the monorail was finally connected

directly to the station. Once the original aim of direct

connection was established, it was possible to suppress

infrastructure investment in the tram.

・Reference:

<Toolkit>

北九州モデル交通版基礎調査業務報告書 (J)

82

Table 4.13-1: Principles of Compact Cities (Spatial form)

Features Details

High housing and

employment density

High population and housing density. When density is high, the role of

architectural and urban design becomes more important to improve the quality of

the environment due to the higher risk of environmental problems occurring.

Living spaces with

complex land use

Complex land and building use is being carried out in specific living spaces. When

living spaces are not compact, even if single-function density is high, such as

housing and employment, various applications must be combined in a specific

range. "Uniform land use," one of the principles of modern urban planning, has

become a topic of criticism.

Transportation that

does not rely on

automobiles

Low reliance on automobile transportation. Freedom to walk around living spaces

and urban centres, ease of walking and use of bicycles, and highly-convenient

public transportation. It is important to easily reach required places and services

without increasing mobility using automobiles.

Diverse residents

and spaces

Diversity of residents and their lifestyles, such as age, social class, gender, family

structure, and employment, and a variety of buildings and spaces. It is important

to have a variety of co-existing housing, so that even if family structures or other

characteristics change, people can continue to live in familiar areas, which can

maintain the continuity of residences and stability of the community.

Independent

community spaces

Within communities there are unique atmospheres passed down that are different

from others: those that tell of history and culture, as well as those that cannot be

found elsewhere. Historically formed places, buildings, and cultures are prized

and utilized. A sense of community is important in development.

Clear boundaries Urban areas have clear physical boundaries, separated by natural conditions such

as terrain, green spaces, and rivers, as well as infrastructure facilities, such as roads

and railways. Urban areas do not diffusely and ambiguously spread into the

countryside and green spaces.

4.12.2-3 Efforts to Form a Compact City in

Kitakyushu (Kitakyushu Urban Facility Location

Plan (Draft Version) (2016)

1) The Need for Compact City Formation in Kitakyushu

(Current Issues)

For the following reasons, the formation of a compact

city has become an urgent task in Kitakyushu City.

[Reduction of Regional Vitality]

- Population decline, aging, reduction in population

density

[Decline of Hub Function]

- Reduction of population density in the urban centre

- Instances of unused land

[Decline of Public Transport]

- Until 2005, public transport use was falling. It now

has a flat trend

[Increased Anxiety Regarding the Event of Natural

Disaster]

- Areas in danger of landslides on sloping land are

large, combined with the high rate of old people.

[Financial Impacts]

- Needs for large scale improvements to public transport

are incompatible with recent financial constraints.

2) Kitakyushu Urban Facility Location Plan

The municipality has devised a location optimisation

plan based on the outlook of the entire city, including

residential, commercial, medical and welfare facility

functions. To realise a public transportation system for

this, a comprehensive master plan was developed in

2014, by revision of the Act on Special Measures

concerning Urban Reconstruction.

83

Table 4.13-2: Principles of Compact Cities (Functions)

Features Details

Social equity Equitable living conditions are ensured for people with a variety of features, such

as age, income, gender, social class, race, automobile use, and physical functions.

In particular, it is important to provide services that are needed to move freely

within the community and to secure housing so that people can work.

Self-sufficiency in

daily life

Functions needed for daily life are organized to allow for regional self-sufficiency

to the extent where it is possible to move around by foot or on bicycle. Since there

is a limit to those features that can be satisfied only within a narrow

neighbourhood, the means of transport must also be improved so that region-wide

services can be used.

Autonomy of local

management

Regional autonomy where thriving communities are formed with exchanges

between citizens and residents living in the area, and in which there is independent

participation for the decisions and implementation of policies on current positions

and in the future. Cooperation with other spheres is also required.

Table 4.14-1: Effects of Compact Cities

(Control of vehicle use and promotion of use of public transport)

Effects Details

Responses to global

warming issues

Reduction of consumption of fossil fuels and generation of CO2 gas emissions

due to automobile traffic. This results in the achievement of CO2 reduction targets

to prevent global warming, as indicated by the UN Intergovernmental Panel on

Climate Change.

In this system, to support high-level city functions, the

introduction of residents to the downtown will be

encouraged via the establishment of a ‘City Function

Induction Zone’, ‘Induction Facility’ and ‘Residential

Induction Zone’.

[City Function Induction Zone and Induction Facilities]

- Introducing key city functions such as medical

institutions and commercial offices to the city function

zone.

- By positioning the downtown and sub-centre areas,

the city function area may be established.

[Residential Induction Zone]

- The residential induction area will seek to maintain

the population density in a certain area even against

the backdrop of population decline. In this way

services for everyday life and community may be

sustainably secured.

- The residential induction zone will make use of a high

quality public transportation network so that a good

environment for living may be established.

3) Efforts Concerning the Urban Facility Location Plan

in Kitakyushu

[Measures to be taken in the City Function Induction

Zone]

- Contributing and consolidating stimulation to the city

function induction zone. Establishing city functions in

the downtown and sub-centre areas.

- From the view of concentration and selection, public

facilities should be reconstructed (public facilities

management model project, etc.).

84

Effects Details

Creation of

comfortable and

efficient urban

spaces

Reduction of traffic volume and automobile travel distances, air pollution and

noise, risk of traffic accidents, and road congestion. By reducing the space needed

for motor vehicles, it is possible to create highly comfortable and efficient urban

spaces.

Maintenance of

social equity

If density is high, the need and potential for establishing public transport increases.

With easy-to-use public transport, daily movement is possible without needing to

rely on private vehicles, and the ease of reaching facilities and services, as well as

mobility, will improve, so that social fairness can be maintained and promoted.

Table 4.14-2: Effects of Compact Cities

(Control extensive development to the outskirts of urban areas)

Effects Details

Protection of

farmland,

landscapes, and

natural environment

Controlling urban development outside the city will help protect farmland, rural

landscapes, and the natural environment.

Revitalization of

city centres

Controlling the location of commercial facilities on the outskirts of urban areas

will increase the potential to improve and maintain the revitalization of

commercial and other facilities in central urban areas.

Investment

efficiency

If density increases, cost efficiency for public investment for the development and

management of base facilities of the city (infrastructure) will increase.

Preventing

featureless suburban

development

Prevent expansion of undesirable and featureless suburban residential areas.

[Measures to be taken in the Residential Induction Zone]

- To contribute to the invigoration of the area, construct

housing. For example, build housing for new transfers

seeking to live in the city.

- Urban development and housing construction, such as

the construction of a residential urban area.

- Promotion of comprehensive relocation measures such

as promoting the distribution of second-hand and

vacant housing.

- Downtown and sub-centre; reinvigorating city hubs by

encouraging the flow of the population.

[Measures outside the Residential Induction Zone]

- Ensure the means of transportation for local residents

outside the residential induction zone, for example, by

increasing support for transportation required for daily

trips.

- Maintain and improve regional vitality. For example,

via urban development aimed at area invigoration and

supporting efforts for local problem solving.

[Measures to ensure public transportation]

- In coordination with the Integrated Environmental

City Strategy and Regional Public Transportation

Network Formation Plan, the establishment of

transport policies (30 measures); and within these 7

pillars comprising the most crucial policies.

[National support system]

- To spread knowledge regarding making use of

financing/loans, taxation initiatives and public finance

support systems.

85

Table 4.14-3: Effects of Compact Cities

(Intensive use in urban areas and arrangement of complex functions)

Effects Details

Maintenance and

revival of distinct

urban characteristics

With advanced urban development and reuse of infrastructure and existing

development areas, existing cities and city centres, in particular, can be

reactivated, and distinct urban characteristics can be maintained and revived, such

as historical urban environments.

Elimination of waste

in overall society

Waste can be avoided in society as a whole by making effective use of low- and

unused land and unused buildings located in city centres in which much

investment has been made.

Development of a

walkable and

liveable city

With arrangements for mixed use, a highly dense residential area is more likely,

which can reduce travel distance. Local services and facilities can be accessed on

foot or by using bicycles, without being dependent on automobiles.

Energy savings Facility costs can be lowered and the amount of energy used can be reduced with

high-density architecture.

Development of

local communities

If there are various types of housing supplied in the surrounding area,

communities will be formed that consist of residents from various social spheres

living together, which will create a stable community. If community and

neighbourhood activities are strengthened, the quality of life will improve and

safety and vitality will increase, which is a preferred condition for businesses and

services.

[Making use of a notification system]

- To make use of a notification system, provide

guidance on the location of city functions to

residential areas.

・Reference:

<Toolkit>

北九州立地適正化計画（素案） (J)

86

Transport Considerations

The major transport component of a TOD is usually rail-based transport station, such as metro station or

railway station. Sometimes, it can also be a bus terminal of significant size. A walkable design with

pedestrian as the highest priority is also important. Instead of just a station, it is encouraged to have also

a public transport interchange so that people can use other transport modes including trams, light rail,

and buses, etc. Also, it can also be designed to include the easy use of bicycles as daily support

transportation systems and a reduced car parking provision in the vicinity of the TOD.

4.12.3 Understanding Opportunities and Constrains

Opportunities

Formulating policies in promoting transit oriented developments.

Investing in the TOD and other related business opportunities;

Investing in the public transport services that support the TOD.

Constraints

Get public acceptance on higher density and development scale at the TOD sites;

Get government policy support and approval of TOD.

87

4.13 Tackle Traffic Congestion

4.13.1 Key Considerations

In many cities of developing economies, in particular, those with good economy growth like a lot of

Asian cities, are facing similar problem of traffic congestion. There may be many reasons led to such

problem but fundamental is the transport systems (both road network and public transport) lag behind

the fast growth of car ownership due to the economy growth. With higher income, people will have more

desire of mobility and comfort. It is quite logical that when the level of services of public transport

services cannot match with the desire of people on mobility and comfort, people will turn to private cars

when they can afford it. On the other hand, both road network and public transport needs significant

investment and subsidies. In most cases, the governments in the developing economies do not have

enough budget to invest further or faster enough to cope with the fast growth of car ownership.

Sometimes, the government might even would like the public to solve their own transport needs by using

private cars so as to reduce the burden on the public transport system, hence, less subsidies are needed.

To solve or reduce the severity of traffic congestion, one should refer to the strategy of formulating a

smart green resilient transport system that consists of measures and tools descried in the section 4.1 to

4.11 above. In summary, these measures and tools tackle the traffic congestion from both the supply side

and demand side. On supply side, one need to invest heavily in the six systems mentioned above, namely,

public transport, actively mobility, smart mobility, road network, parking and logistics systems. The

most important, of course, is the public transport systems. However, the developments of public

transport system do not just take time but need also significant investment and subsidies during operation.

4.13.1-1 Case of Green Growth Program in Haiphong

city, in Vietnam (Kitakyushu city and Haiphong

city, 2015)

The following projects were planned based on

experiences and approaches of Kitakyushu city in

“Green Growth Program in Haiphong city.”

1) Rearrangement of public transportation system:

Encouragement of transfer to public bus from

motorbike or car, Proactive introduction of electric

bus and low-emission vehicle, Introduction of MRT

for longer term

2) Popularization of low-emission vehicle: Introduction

of low-emission vehicle such as HV, EC (introduction

of incentive)/ shift from gasoline motorbike to electric

motorbike

3) Redevelopment of road for traffic moderation: ring

road redevelopment in order to have access to

industrial area and port facility without passing

through congested city centre/ grade separation of

railway and road

4) Logistic hub of land, sea, and air: Enhancement of

port facility/ enhancement of node connection

between port and railway/ redevelopment of highway

between Hanoi and Haiphong/ development of

international airport

5) Modal shift for mass transit: Shift to mass transit such

as railway, feeder boat, from trailer

88

Even the government has sufficient fiscal budget, without implementing measures to suppress the

demand of car mobility by means of Avoid-Shift-Improve, it is still hard to tackle traffic congestion as

the public transport and road systems development is always far lagged behind the pace of increasing

car fleets.

In order to get a reasonable return of public transport system investment and reduce the subsidies of the

system, adoption of transit oriented developments is one of the effective tools that on one hand

discourage the car usage and enhance the patronage of public transport. The return that gained from the

property development could be used to subsidise the infrastructure investment.

A successful example is the MTR Corporation in Hong Kong, which is a listed company that operate

the metro system in Hong Kong. It does not get any subsidies from the Hong Kong government, instead,

it pays out significant amount of dividends to the shareholders every year, including the government

since the government is the biggest shareholder of the corporation. The success is not only because of

adoption of TOD for almost all of the station developments but also due to the government policies in

discourage the car usage and place rail system as a backbone of the public system. As a result, 90% of

the mechanised trips are relied on public transport, of which metro has the biggest share. The following

summarises the measures adopted in Hong Kong, which could be a good reference for other Asian cities

to tackle traffic congestions:

Demand Side

Curb the fast growth of car ownership by implementing heavy first registration tax on buying new

ca as well as annual licence fee. It is the government policy that if the car fleets grow faster than the

GDP growth, the tax and fee will be increased;

6) Implementation of countermeasures to exhaust gas:

Improvement to Euro V from II/ encouragement of

eco-drive

7) Implementation of mobility management:

Improvement of convenience and service of public

bus/ promotion of transfer from other transportation

system/ redevelopment of walkway and cycling lane.

8) Development of low-carbon society based on

transportation policy: Introduction of MRT/

Commercial complex near station/ accumulation of

cluster housing/ ICT promotion

・Reference:

<Toolkit>

Green growth promotion plan of the city of

Haiphong/ ハイフォン市グリーン成長推進計画

(E/J)

89

Parking charges are market driven, the higher parking demand, the higher parking charges;

Major bridges and tunnels are tolled;

The petrol are heavily taxed.

Supply Side

Integration between land-use and transport in the development process;

Maximising the use of efficient mass carriers, in particular railways;

Better co-ordination of public transport;

Setting standards/expectations for a review system to ensure that the relevant highway projects are

re-assessed before implementation;

Managing transport with new technologies;

Need to contain environmental impact; and

More emphasis to pedestrians in land-use and transport planning.

Another successful example is about the transport policies6 in Singapore, which result in keeping traffic

flowing in a dense and fast-growing city:

6 Best Practices: Transport Policies and Patterns: A Comparison of Five Asian Cities (CHOI Chik

Cheong and Nadiah LOH), Journeys, September 2013.

4.13.1-2 Efforts of Kitakyushu City with Regards to

the Relief of Traffic Congestion

Below the major efforts of Kitakyushu City regarding

congestion relief are summarised:

1) Development of the Kitakyushu Monorail Kokura

Line

- Development background: From the 60’s and 70’s,

due to the increase in motorised traffic, congestion and

frequent traffic accidents became a major problem.

Additionally, due to a decrease in transportation

efficiency of existing mass transit such as trams and

buses, a negative condition had emerged for commuter

and commercial transport. In response to this, the

introduction of a new mass transit system was

necessary. Thus, an urban monorail, after planning for

the implementation was determined in 1976, opened

in 1985.

90

Public Transport Enhancement

Rail – Singapore plans to double in comparison, Singapore plans to double its current rapid transit

network from 178km to about 360km by 2030, resulting in a network density of 54km/million

populations. In total, about USD48 billion was committed to increase the network to 280km by around

2020, and another three new lines and two line extensions will be ready between 2020 and 2030.

Bus - Apart from rail expansion plans, Singapore is also looking to improve their bus services. The

Singaporean government is decisively improving bus services ahead of the roll-out new lines and

capacity enhancements to existing lines in the next few years. Apart from taking on central bus route

planning in 2009, the city in 2012 committed USD 888 million and partnered with public transport

operators to add more buses, increasing the existing bus fleet by 20% so as to improve the reliability of

bus services, increase bus frequency and address overcrowding.

Integrating Transport and Land-use Planning - Singapore’s 1971 State and City Plan (SCP) first mapped

out the integrated land use and transport plan for the city’s physical development. Major transportation

corridors like the MRT and expressways were integrated into the land use plan. In addition, integrated

transport hubs (ITHs) aim to improve commuters’ experience by making transfers between public

transport modes more convenient. Singapore’s ITHs are air-conditioned joint bus interchanges and

subway stations that are co-located with retail and commercial developments so that commuters can

transfer in a comfortable and seamless manner, while enjoying the convenience of accessing retail and

lifestyle services.

Travel Demand management

- Implementation effects: In 1998 the Kitakyushu

Monorail was connected to Kokura Station. It helped

to reduce traffic volume by 14,920 vehicles per day. It

currently plays a very important role as a commuter

transport service and through measures such as park-

and-ride, is further helping to reduce private car use in

the centre of the city.

2) Abolishment of the Tram system

- Background regarding the abolishment of the tram:

Use of the tram peaked at 450,000 people per day

following the rapid growth in the recovery period

post-war. However, during the 1970s, due to

increasing motorisation and the rise of the urban

sprawl, the ridership began to continually decrease.

Additionally, due to the problem of congestion, motor

vehicles entered the track space of the trams causing

problems to the scheduled speed of tram and resulting

in punctuality drops.

- Implementation effects: By the removal of the tram

tracks, road capacity was greatly increased. In

addition, installation of exclusive bus priority lanes

and right turn lanes improved the automobile and bus

travel environment, thus improving the congestion

situation.

3) National Highway No.3 – Kurosaki Bypass

- Background of the bypass: The Kurosaki Bypass was

constructed in 1991, eliminating traffic congestion and

traffic confusion in the centre of Kitakyushu (Yahata

and Kurosaki areas), as well as expanding the highway

network which improved accessibility to the logistical

bases.

91

Controlling Car Ownership - In Singapore, the Vehicle Quota System (VQS) is used to limit the rapid

growth in vehicle population to a more sustainable level. Under the VQS, a person who wishes to buy a

new vehicle must first obtain a Certificate of Entitlement (COE). The COE quota is auctioned publicly

so that those who want to own a vehicle can decide for themselves how much they are willing to pay for

that right. The VQS applies to all private motor vehicles including cars, goods vehicles and motorcycles.

It was first implemented in 1990 when rising affluence in the city showed that simply increasing

ownership taxes was not effective in controlling vehicle population growth. The quota for vehicle growth

is set at 0.5% per annum for Feb 2013 to Jan 2015.

Congestion Charging - Apart from increasing the capacity of the road network, Singapore also uses

congestion charging to manage congestion along heavy corridors including traffic inflow to the central

area. Based on a pay-as-you-use principle, motorists are charged when they use priced roads during peak

hours. These Electronic Road Pricing (ERP) rates vary for different roads and time periods depending

on local traffic conditions. This encourages motorists to change their mode of transport, travel route or

time of travel. Singapore also leverages on technology to enhance the efficiency of road operations,

optimise road capacity and provide information on road conditions to drivers

- Implementation results: A significant reduction in

congestion and improved access from the industrial

areas to the distribution centres in Kitakyushu.

4) Orio Station Area Multi-Level Crossing (part of the

Orio District Comprehensive Development Project)

- Background of project implementation: The urban

area of JR Orio Station has three train lines

intersecting at various railroad crossings, causing

chronic traffic congestion. Efforts to develop a

multilevel crossing began in 2004.

- Implementation results: Thanks to the elevation of the

railway, nine of the railroad crossings were removed

to facilitate traffic movement. In addition, the

separation of road and rail has led to safety

improvements for both motor and rail transport.

4.13.1-3 Limitations of Kitakyushu City’s Efforts of

Congestion Relief

Kitakyushu City abolished the tram system according to

the following schedule. These activities have led to the

increased move towards automobile travel and public

transport ridership has fallen as a result.

- Kitakyushu Main Line Moji-Sunatsu, Tobata Line,

Edamitsu Line abolishment (1985)

- Sunatsu-Kurosaki Line abolishment (1992)

- Kurosaki-Orio Line abolishment (2000)

The tram abolishment measures defeat the current

purpose and philosophy in Kitakyushu of focusing of

environmental capital, as well as an integrated transport

strategy and location plan.

92

5 Strategy Testing and Evaluation Tools

5.1 Purpose

The strategy should be tested and evaluated throughout its development to ensure it is appropriate to proceed to the next stage of strategy development.

Testing and evaluation typically relates to overall viability, environmental performance, affordability, socio-economic performance and financial performance, and tends to be quantitative in nature. The quantitative analysis would be usually based on the methodology described in Section 3.3 mentioned above and some more mentioned below.

5.2 Key Considerations

The policy aims, objectives and targets set out in the strategy apply throughout the process of development continuously. The overall viability of the strategy should be tested periodically in the development process utilising data from the Baseline and Policy Review. Social, environmental, economic and financial performance should be tested as additionally as screening options are evaluated (based on a number of selection criteria) with detailed economic and financial performance tested.

The environmental performance testing and evaluation should be undertaken by a specialist in environmental assessment, in particular, in air quality and noise, and occasionally in ecology, who may be a consultant technical adviser or a government representative.

Socio-economic performance should be undertaken by a specialist in transport economics, who understand the economic benefits (and dis-benefits) generated from the implementation of transport infrastructure or policies, such as travellers’ time savings, vehicles (both private and public transport)

5.2-1: Review of the Kitakyushu Environmental

Capital Comprehensive Transport Strategy based

on the PDCA cycle)

Kitakyushu Environmental Capital Comprehensive

Transport Strategy’s Plan - Do - Check – Action

process is outlined below:

1) Plan: In 2008 the policies for the integrated transport

strategy implementation plan up until 2010 were

formulated. There were three basic policies; 3 planned

targets; 28 measures; 234 projects; and 5 key policies.

2) Do: Over 227 projects were undertaken from 2008-

2012 (project progress rate: 97%). It was generally

confirmed that the progress of these was going as

planned.

3) Check: The 2013 end of year review showed that the

three planned targets were achieved. On the other

hand, it was also shown that improvements to public

transport are necessary.

4) Action: Following the above Plan, Do, Check, a

review plan for 2014-2018 was formulated. Based on

the situation of the targets in ‘Check’, in Action, the

appropriate tactics for the next stage have been

revised. In addition, the transport measures have been

increased from 28 to 30 and points 5 to 7 have been

expanded.

93

operation cost savings, reduction in traffic accidents, health costs reduction due to improvement of environment, etc., and may be a consultant technical adviser or a government representative.

Financial performance testing and evaluation should be conducted by a specialist financial advisor, supported by a specialist in project costing, both may be consultant technical advisers or government representatives.

Social performance testing and evaluation may be in relation to a variety of factors such as employment provision, contribution to economic growth or benefits to a wider group of stakeholders that may be directly or indirectly affected by the strategy’s proposals. This may form part of wider sustainability appraisal, stakeholder consultation or specific economic assessment and undertaken by relevant specialists in these areas supported by a specialist in transport consulting. Again, this may be either a consultant technical adviser or government adviser. More information on stakeholder consultation is provided in the following section.

5.3 Main Technical Options

Table 5.1 sets out a checklist of the main testing and evaluation tools applicable to a smart green resilient transport strategy.

Table 5.1: Testing and Evaluation Checklist

Item Testing and Evaluation Tools

Viability Transport Modelling Approach: Four-stage multi-modal transport model to produce

traffic forecast in a network manner so as to form a basis for further sensitivity tests

and/or scenario comparison.

Sensitivity Analysis: relating to economic growth, travel characteristics, population

demographics, development options and transport operation efficiency.

Multi-Criteria Analysis: comparative assessment of transport options utilising

stakeholder defined evaluation criteria and weightings.

Academics, citizens and businesses, transportation

companies and government officials have formed the

‘Kitakyushu Environmental Capital Comprehensive

Transport Strategy Promotion Coordinating

Committee’. This body helps to coordinate the

strategy effectively.

・Reference:

<Toolkit>

環境首都総合交通戦略の実施計画 (J)

94

Item Testing and Evaluation Tools

Environmental

Performance

Strategic Environmental Assessment (SEA).

Air quality assessment.

Noise assessment.

Ecology assessment.

Costs Infrastructure cost.

Maintenance cost.

Operation cost.

Economic

Evaluation

Travellers’ time savings.

Vehicles (both private and public transport) operation cost savings.

Cost saving in reduction in traffic accidents.

Health costs reduction due to improvement of environment.

Financial

Performance

Discounted cash-flow model to establish Net Present Value, Project Internal Rate of

Return, etc.

Social

Performance

Sustainability Appraisal (ASPIRE Tool) Stakeholder Consultation

Poverty and Social Analysis

Capacity-Building and Knowledge Management Plan

Resettlement Action Plan

5.4 Stakeholder Consultation

In addition, wider ‘qualitative’ testing of the strategy should be undertaken with all interested stakeholders – these will include regulatory bodies, local authorities, professional bodies, trade bodies

5.4-1 Case of consensus building with stakeholders for

project of traffic policy in Kitakyushu city

In the process of implementing projects along with

various projects of traffic polices, a coordination with

stakeholders such as land owner and communities

along the project area is inevitable in the process. In

case of land readjustment and construction project,

consensus building with land owners and residents in

target areas are necessary. In case of the projects of

traffic policy, consensus building with wider range of

target stakeholders is required as traffic infrastructure

project accompanies street development and land

readjustment where coordination of related

stakeholders such as land owner and residents is

necessary. Furthermore, noise issue after opening of

infrastructure need to be well settled after thorough

consensus building with stakeholders as this issue

continues after project completion.

In order to make consensus building with residents and

project owners, Kitakyushu city sought their

understanding toward the project and also

implemented survey to understand their needs and

problems as well as sounding solutions to catch up

their needs and problems as a main player of the

project. Typical cases done by Kitakyushu city are

mentioned below.

95

and citizens. Genuine stakeholder consultation will engage with interested parties at the earliest opportunity when meaningful dialogue can take place, for examples, with worker unions, transport operators, professional bodies. Each stakeholder will have different priorities and may, therefore, require a different approach in terms of mode and means of consultation. To this end a separate stakeholder consultation strategy should be prepared, implemented and managed by a specialist in transport communication and public consultation.

Stakeholder consultation can also be extended to potential service providers and lenders through soft market testing in the form of workshop where the strategy can be explained to the market and general comments and feedback invited. Such days are likely to be more beneficial to the market where the procuring organisation’s position on key risks can be made known. The workshops require various participants but organisation and delivery should be undertaken a specialist in transport communication and consultation or meeting facilitation.

5.5 Understanding Opportunities and Constraints

Opportunities

Testing and evaluation provides an assurance that the policy proposals and implementation plans

developed as part of the strategy are fit for purpose.

Outcomes from the process can help to guide decision-making process and subsequent programme

implementation as well as to gain as much public support as possible.

Demonstrates that proposals are viable and that key stakeholder concerns have been taken into

account during the process.

Constraints

1) Case of construction of Kitakyushu new airport /

extension project of old airport

There were quite a few people who had concerns

toward re-opening of long-dormant old airport,

which had a location near city centre. First of all,

Kitakyushu city conducted more than twenty times

of explanatory meeting monthly and sought their

understanding toward the project of extension of

runway. For the community who had complains

about noise from the plan, with 50 community

representatives, Kitakyushu city conducted noise

survey and demonstration ride on MD-87, which

was planned to start its service at the Itami airport.

This was a good approach to get rid of their

concerns coming from their physical impression.

And as for the compensation issues for fishery

operators (17 fishery operators) related to

reclamation for new airport construction and

opening of new airport, Kitakyushu city had built up

consensus with those fishery operators after six

years negotiation regarding compensation amount

and areas of fisher light, which ended up with

disclamation of fisher light from all the operators.

2) Case of construction of Kitakyushu monorail and

extension

At the construction of monorail, Kitakyushu city

faced difficulties in negotiation with local land

owners, community residents, retailers, and market

users. (e.g. submission of petition and adjuration

from community group who opposed monorail

construction to the city council).

96

May usually need to consider alternative options for testing, screening and evaluating, which are

time consuming, while some of the input assumptions are kept changing as well (such as economic

forecast).

Managing expectations, and balancing the competing objectives of, stakeholders.

To cope with this issues, Kitakyushu city established

“Countermeasure Office towards High-speed

Railway.” While the city continued their explanation

and persuasion at the office, they implemented

environmental impact assessment (EIA) and explained

to special committee of city council based on the

result of EIA, seeking understanding from residents

along the railway. Kitakyushu city achieved the

following consensus building outcome after many

discussion with stakeholders.

a) Local land owner: Obtained consensus by

implementing parallel development of both

readjustment of community road in the area and

monorail project.

b) Retailers along the railway: Solved by utilizing small

business financing system to compensate their

business operation.

c) Residents and store: Implemented a large number of

explanatory meeting to residents’ association through

neighbourhood association leader and organization

leader of stores who are the representatives of

residents and stores.

・Reference:

<Toolkit>

北九州モデル交通版基礎調査業務報告書 (J)

97

6 Procurement and Financing

6.1 Purpose

The purpose of procurement is to realise the preferred transport infrastructure project and/or transport service options on the best possible commercial terms with regard to both risk transfer and cost.

To achieve this procurement takes the form of a competition. The competition has a number of stages with the actual number of stages reflecting the value and complexity of the procurement. In multi-stage procurements the number of competing firms is reduced at the end of each stage to ensure competitive momentum is maintained.

6.2 Key Considerations

In order to successfully procure and finance the infrastructure and/or services required to deliver the strategy, the risks associated with delivery need to be identified and understood, along with the market’s position on specific risk issues.

6.3 Procurement of Transport Infrastructure and Services

As transport infrastructure are usually costly, it is always difficult for local government to finance the implementation costs all by themselves, in particular, in those developing economies. Other than getting some financial support from central government, local governments are using own-source revenues such as taxes, user fees for the infrastructure or borrowing from private capital markets. Also, utilising funding

6.2-1: Social Capital Development Grant Projects in

Kitakyushu

Social capital development grants are received by local

governments from the Ministry of Land, Infrastructure

and Transport. This function was formed in 2010 as a

comprehensive grant to provide a high degree of

freedom for local governments. Below is a summary

of the experiences of Kitakyushu City with such

grants:

- Provisions to support the growth of industry in

Kitakyushu via highway interchanges as well as

airport logistical network enhancements (2015-2019):

To strengthen links from the industrial base to the

distribution bases, such as interchanges and the airport

by promoting new business expansion and providing a

crucial logistical network. In addition, by the

strengthening of communication enhancements and

transport connection functions from the industrial base

to the railway station, logistics may also be improved

thus helping businesses. (Evaluation index:

improvement of the share rate of the logistics network

roads).

- Road provisions for enhancing safety and security

(2015-2019): to ensure the traffic safety improvements

for example improving dangerous intersections for

school children, sidewalk installation, promoting

maintenance and repair of the road. (Evaluation

indicators: school route safety rate improvement,

reducing casualty accident rate).

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from the private sector through the Public-Private Partnerships (PPPs) arrangement are becoming more and more common route for finance infrastructure projects7.

For transport operation services, such as public transport services, traditionally, they are usually operated by government owned companies. However, in many countries, in order to increase competition and lower the amount of subsidies, in particularly, in provision of bus services, the services are now tendered out to invite any bus service providers to bid for the operation, based on a set of service specifications.

Prior to commencing the procurement of infrastructure works or an integrated works and services contract or simply a service contract, a Project Risk Workshop should take place involving a range of specialists to provide technical (construction and transport operation), legal, financial, procurement and risk management advice. These stakeholders may comprise of a consultant technical adviser and/or a government representative. Table 6.1 outlines the primary risk factors associated with infrastructure projects in general and secondary risk factors specifically associated transport infrastructure projects and transport operation services that should be considered within a Project Risk Workshop.

Table 6.1: Project Risk Workshop Checklist

Primary Risk Secondary Risk

Planning Delayed planning permission and/or other site approvals

Refusal of planning permission and/or other site approvals

Onerous conditions/requirements

Design Default with regard to translation of requirements of Contract Specification in to

design

Design change instigated by procuring entity

Design change instigated by service provider

Design change instigated by external influences

7 http://www.localpartnerships.org.uk; http://www.worldbank.org; http://www.unece.org;

http://www.pppportal.jp.

- Construction of the Tobata Edamitsu motorway route

(2015-2019): By implementing the Tobata Edamitsu

line connecting the Kitakyushu High Speed Line with

Edamitsu doorway, a missing link has been eliminated

in the East Kyushu expressway and Kitakyushu

highway. The Wakato tunnel, together with the

Kurosaki Bypass, etc., aim to build a ring-shaped road

network, strengthening logistical routes. (Evaluation

indicator: reduction of vehicle travel time).

- Disaster mitigation measures (2011-2015): In order to

ensure the safety and comfort of citizens, support

smooth first aid activities in the event of disaster by

reinforcing emergency roads against seismic

pressures, and carrying out maintenance on these

routes. (Evaluation index: seismic measures

implementation rate, improvement of aging measures

implementation rate)

- Road maintenance to support the industrial activities of

the region by strengthening connections between

logistical bases (2015-2019): For example, improve

access between Kitakyushu cargo terminal,

Tachinoura Container Terminal, and Kitakyushu

Airport etc. Strengthen the logistics route network and

carry out maintenance on these roads. (Quantitative

evaluation index: improvement of the share index of

the logistics network road)

99

Primary Risk Secondary Risk

Construction Unforeseen ground conditions

Delays in gaining access to site

Non-availability of utilities, etc.

Third party claims

Rise in material costs

Sourcing of material

Compensation events

Relief events

Force Majeure

Termination for Force Majeure

Main Contractor default

Industrial action

Protestor action

Operation Latent defects

Change in specification imposed by procuring entity

Relief events

Force Majeure

Termination for Force Majeure

Sub-standard performance

Termination due to default by procuring entity

Default by service provider leading to step-in by lenders

Termination due to default by service provider

In conducting these grant projects, evaluation is

conducted based on the following principles:

[Validity of the goal]

- Consistency with the city strategy, etc.

- Responding to regional issues (compatibility of the

goals of the development plan and regional issues)

[Effectiveness and efficiency of the plan]

- Consistency of goals and quantitative indicators of the

development plan

- Clarity of quantitative indicators

- Consistency of the project and the targets

- Project effectiveness (the synergy of the project factors)

[Feasibility of the plan]

- Smooth environment for realising the project (project

maturity, likeliness of project implementation in

regard to the consensus of the residents, etc.)

- Local momentum (residents and private sector actions,

potential for collaboration)

・Reference:

<Toolkit>

北九州市の社会資本整備総合交付金事業につ

いて (J)

100

Primary Risk Secondary Risk

Financial Inflation

Change in structure

Insurance

Interest rate risk pre- and post-financial close

Demand Changes in traffic volume for transport infrastructure, in particular, for user-pay

projects, such as toll roads.

Changes in patronage for transport operation services

Regulatory Discriminatory changes in legislation

Industry specific changes in legislation

General changes in legislation

Changes in taxation

Compliance with new regulations involving capital cost

The output from the project risk workshop is a risk register that provides an initial allocation of the identified risks between the procuring entity, the service provider or both. Initial risk allocation provides an indication of the procuring entity understanding of specific risks and overall risk appetite.

Procurement of infrastructure works alone can be undertaken as either a series of work packages with the work packages awarded on an individual basis or under the auspices of a single Engineering Procurement and Construction (EPC) contractor. Both routes are effectively design and build (with separate arrangements being made by the procuring entity for the operation and maintenance of the infrastructure/services). The principal difference between the two routes is the level of risk transfer that can be achieved. Where individual work packages are used the procuring entity will carry the majority of design and interface risks and may also have to assume responsibility for construction management. Where an EPC contract is used many of the design and interface risks can be transferred to the EPC contractor, who will also be responsible for construction management.

6.2-2: Social Capital Development Grant – Related

Project in Kitakyushu

Projects related to social capital development grants from

the Ministry of Land, Infrastructure and Transport are

summarised below (2014 or later).

- Projects supporting city functions: supporting private

enterprise projects that support city functions,

- Projects aimed at city revitalisation: supporting city life

and providing benefits in the centre of the city.

- Project to meet national targets: ① urgent urban

renewal area related ② central city area activation

plan related / ③ historic scene maintenance

enhancement district plans related / ④ low-carbon

city development plan related ⑤ urban facility

location plan related

- General business

6.2-3: Risk of Future Lack of Resources in

Kitakyushu Relating to the Provision of Social

Infrastructure

[Kitakyushu City Public Facility Management - Basic

Plan (Social Infrastructure Edition) (2016)]

Under the "Kitakyushu City Public Facility Management

Basic Plan", the whole of social infrastructure is

estimated for the medium to long term. How to tackle

fundamental management objectives, total cost

reduction methods, etc. are presented. The following

points relate to transportation infrastructure:

101

6.4 Procurement Routes

The approach to managing risk can then be factored into the determination of the preferred procurement route, which should also consider the level of integration required. For example, are operations and maintenance to be part of the requirement and what is the level of direct control the procuring entity wishes to exercise (i.e. input versus output based requirements).

The preferred financing arrangements and who will source the necessary finance will also influence the choice of procurement route, with third party lenders having their own selection criteria regarding project finance. Table 6.2 describes some of the more common procurement routes.

Table 6.2: Procurement Routes

Route Description Advantage/Disadvantage

Design and Build (DB)

Construction contract where both the design and the construction of a structure are the responsibility of the same contractor.

Less interface risk than with DBB. Overall value for money needs careful evaluation. Operation and maintenance subject to separate contractual arrangement – can be provided by a third party or in-house.

Design Bid Build (DBB)

Design and construction phases of a construction project are bid and performed by two independent contractors under two distinct contracts.

Significant interface risks. May secure better prices for design and/or construction elements than with DB. Operation and maintenance subject to separate contractual arrangement – can be provided by a third party or in-house.

- Bridges, tunnels, pedestrian footbridges, etc.

a) Based on laws and regulations; once every 5 years

conduct visual inspections and classify the condition

according to the four stages of the ministry guidelines.

b) The results, as well as repairs from the periodic

inspections and diagnosis should be recording and

maintained.

c) Repairs and renewal should be based on inspections

and diagnosis results, causes of the damage, functions

required for the particular facility (bridge, etc.), as

well as life cycle cost.

- Kitakyushu city monorail

a) Kitakyushu city monorail inspections should be

carried out periodically based on the manual guidance.

b) Based on the periodic inspection results, a condition

ranking should be determined (diagnosis)

c) Based on the monorail lifecycle repair plan, from the

time of opening the infrastructure should last 100

years. To this end preventive maintenance needs to be

carried out.

d) Repairs and renewal, should be based on the concept

of preventive maintenance and prolonging the lifespan

of the monorail.

・Reference:

<Toolkit>

社会資本整備総合交付金の概要 (J)

北九州市公共施設マネジメント基本計画（社

会インフラ版）(J)

102

Design Build Finance and Operate (DBFO)

Financial arrangement similar to BOOT but operated under a long-term lease rather than a concession. Asset (but not necessary the land upon which it is built) remains the property of the service provider on expiry of the lease. Sometimes called Build Own Operate (BOO).

Appropriate where procuring entity can contribute assets, typically land. Procuring entity does not receive asset but no residual value issues to consider.

Design Build Finance Operate and Transfer (DBFOT)

As for DBFO but asset is transferred to procuring entity on expiry of the lease.

Appropriate where procuring entity can contribute assets, typically land. Procuring entity receives asset but may have long-term financial liability with regard to residual value.

Build Operate Transfer (BOT)

Similar to BOOT except that the operating period is usually shorter, with longer term operation and maintenance passed to a third party upon transfer.

Appropriate where procuring entity has no assets to contribute. Procuring entity receives asset but may be a more expensive option than BOOT. Operation can be taken in-house.

Build Own Operate Transfer (BOOT)

Financing arrangement in which a developer designs and builds a facility at little or no cost to the procuring entity; then owns and operates the facility for a specified period of time after which the facility is transferred to the procuring entity.

Appropriate where procuring entity has no assets to contribute. Procuring entity receives asset (residual value accounted for in financial arrangement). Concession nature of contract may restrict future initiatives.