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(1) Development of Shinkansen lines
In the decade after 1975, various high-speed transport systems have been
developed in Japan, including the construction of Shinkansen lines, introduction
of jet aircraft into local airports and formation of highway networks.
Since the start of the service of the entire Tokaido and Sanyo Shinkansen
lines (March 1975), the start of the service of the Tohoku and Joetsu Shinkansen
lines (June and November 1982) and the extension of these lines to Tokyo's Ueno
Station (March 1985), travel time between major cities has been cut substantially.
Although the number of passengers carried by the Tokaido and Sanyo Shinkansen
lines has leveled off since fiscal 1978, steady increases have been recorded
in the number of passengers carried by the Tohoku and Joetsu Shinkansen lines,
due mainly to their extension to Ueno Station. (Fig.
14 and 15) (2) Future development of main transport systems
To dissolve regional differences in high-speed traffic services and expand one-day
travel zones as far as possible, it is necessary to draw up long-term plans
to develop high-speed traffic networks by which people in key local cities will
be able to reach airports or Shinkansen stations within one or two hours.
(1) Formulation of plans for local traffic systems
Since 1981, the Ministry of Transport has drawn up long-term regional traffic
plans, on a prefectural basis in principle, with the aim of improving the local
traffic networks.
(2) Development of urban railway systems
To increase the transport capacity of urban railway systems, efforts have
been made to construct new lines and increase the number of cars in one train.
Efforts have also been made to upgrade their services, including the introduction
of air-conditioned cars.
In July 1985, the Council for Transport Policy made a recommendation on development
plans for railways in the Tokyo area. This recommendation suggests that a total
of 29 lines, including a new Joban line and an MM-21 line in Yokohama, should
be either built or triple-tracked to cope with a population increase and resultant
congestion in the existing lines, improve accessibility to the center of Tokyo
and respond to the development of new business districts. (Fig.
16)
(3) Development of new urban bus systems
The new urban bus system features overall route control by computer, including
the establishment of exclusive bus lanes. This system was introduced into Tokyo
and Niigata City in 1983, and Nagoya and Kanazawa Cities in 1984. This system
has proved effective in increasing convenience and comfortableness in bus transport,
as well as in increasing transport capacity by raising operational speeds. (Fig.
17)
(4) Local traffic systems
①Maintenance and development of medium-and small-scale private railway and
local bus systems
In the face of decreasing demands for transport, medium-and small-scale private
railways, Local bus companies and operators of liner services to reroute islands
are placed in a difficult position. Since these traffic systems are important
means of transportation for local residents, various steps have been taken to
maintain and develop them.
②Conversion of designated JNR lines
(i) After conversion to bus transport
It is basically desirable that the designated JNR lines should be converted
to bus services. In the first group of designated lines, 22 lines were converted
to bus services as of September 1985. These bus services have proved more convenient
for users, since bus stops can be set up anywhere, and the number of runs can
be decided in accordance with actual demands.
(ii) After conversion to private lines
By September 1985, 9 JNR lines were converted to private local railways.
Many of these lines fare relatively well through management rationalization
efforts, including cuts in personnel.
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