White Paper On Land, Infrastructure, Transport and Tourism in Japan, 2017
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Hugo RidaoWhite Paper On Land, Infrastructure, Transport and Tourism in Japan, 2017
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Hugo RidaoWHITE PAPER ON LAND,
INFRASTRUCTURE, TRANSPORT
AND TOURISM IN JAPAN, 2017
Ministry of Land, Infrastructure,
Transport and Tourism
Contents
Introduction
Part I National Land and Transportation Administration for Dramatically Changing
Lifestyles: Aiming for a Society where Everyone Can Shine
Chapter 1 The Changing State of Japan................................................................................................................................ 2
Section 1 Changes in the Form of Japanese Society..... 2 1 How Japanese People Work................................... 37
1 Socioeconomic Trends .............................................. 2 2 How Japanese People Have Fun........................... 39
2 Lifestyle Trends in Japan ........................................ 15 3 How Japanese People Live..................................... 41
Section 2 Changes in the Form of Japanese Land 23 ..... 4 How Japanese People Move................................... 43
1 Changes in the Form of Japanese Land ............... 23 Section 4 Government Initiatives.................................. 45
2 Changes in the Form of Japanese Cities .............. 29 1 Overall Government Trends................................... 45
3 Changes in the Form of Japanese Rural Areas 33 ..... 2 Ministry of Land, Infrastructure,
Section 3 New Signs in Japan........................................ 37 Transport and Tourism Trends............................... 46
Chapter 2 Public Awareness and Desires Regarding Lifestyle.................................................................................. 49
Section 1 Awareness of and Section 3 Public Awareness and
Desires Regarding Work............................... 49 Desires Regarding Housing.......................... 65
1 Public Awareness Regarding Work ....................... 49 1 Public Awareness Regarding Housing.................. 65
2 Desires Regarding Work ......................................... 56 2 Desires Regarding Housing.................................... 69
Section 2 Public Awareness and Section 4 Public Awareness Regarding Mobility
Desires Regarding Leisure........................... 56 and Desires for Future Initiatives................ 70
1 Public Awareness Regarding Leisure................... 57 1 Public Awareness Regarding Mobility................. 70
2 Desires Regarding Leisure..................................... 64 2 Desires Regarding Mobility................................... 73
Chapter 3 Initiatives in the Land and Transport Sector................................................................................................. 75
Section 1 Initiatives Related to Work........................... 75 1 Initiatives for Regional and
1 Initiatives to Provide Opportunities to Work...... 75 Residential Comfort................................................. 88
2 Initiatives for Quality of Work . . ............................. 77 2 Initiatives to Respond
Section 2 Initiatives Related to Leisure....................... 82 to Diversification of Lifestyles.............................. 92
1 Initiatives for the Diversification and Section 4 Initiatives Related to Mobility..................... 93
Intensification of Leisure Activities...................... 82 1 Initiatives for comfortable mobility in the city..... 93
2 Initiatives Related to Utilization of Leisure........ 86 2 Initiatives to Secure Mobility in Rural Areas...... 96
Section 3 Initiatives Related to Housing..................... 88 3 Ensuring Transport that Is Friendly
to the Elderly, etc...................................................... 98
Part I Summary . . .................................................................................................................................................................................. 99
References .......................................................................................................................................................................................... 101
I
Part II Trend in MLIT Policies
Chapter 1 Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake....... 106
Section 1 Current Status and Measures Towards Section 5 Ensuring the Smooth Execution of
Restoration and Reconstruction................ 106 Reconstruction Projects............................. 110
Section 2 Steady Recovery and Reconstruction of Section 6 Reconstruction and
Infrastructure and Transportation............. 107 Revitalization of Fukushima..................... 111
Section 3 Promoting Post-Disaster Town Section 7 Building Tsunami-resistant Communities
Reconstruction and by Learning from the Great East Japan
Securing Stability of Residency............... 108 Earthquake.................................................... 111
Section 4 Securing Local Public Transportation
and Promoting Tourism.............................. 109
Chapter 2 Deploying Land, Infrastructure, Transport and
Tourism Administration Tailored to Urges of the Times......................................................................... 113
Section 1 Driving the Implementation of 1 Developing Policies Based
a National Land Policy Package............... 113 on the Basic Act on Water Cycles...................... 131
Section 2 Measures, etc. against Aging Social 2 River Basin Management Promotion................ 131
Infrastructures.............................................. 113 Section 9 Promotion of Policies to
Section 3 Driving the Social Infrastructure Increase Bicycle Use.................................. 132
Development................................................ 116 1 Development of the Plan to Promote
Section 4 Promoting the Implementation the Use of Bicycles Based on the Act
of Transport Policy...................................... 119 on Promotion of Use of Bicycles....................... 132
1 Developing Policies Based on the Basic 2 Creation of a Safe and
Act on Transport Policy....................................... 119 Comfortable Environment for Bicycle Use...... 133
2 Reconstructing Local Public Transportation 3 Promotion of Cycling Tourism
Networks................................................................. 120 by Improving the Cycling Environment........... 133
3 Promotion of Comprehensive Section 10 Efficient, Prioritized Deployment
Logistics Policy..................................................... 122 of Measures................................................ 134
Section 5 Driving the Implementation of 1 Promoting i-Construction:
a Tourism Policy Package.......................... 124 Improving Construction Site Productivity........ 134
1 Steady Promotion of the New Tourism 2 Assuring Public Works Quality and
Strategy to Invigorate the Japanese Economy Securing and Developing Leaders..................... 135
.................................................................................. 124 Section 11 Forming a New Phase of Relationships
Section 6 Driving the Implementation of between the Central and Local
Ocean Policy (Oceanic State)................... 125 Governments and Private Sectors.......... 137
1 Steadily Driving the Basic Plan 1 Promoting Public-Private Partnerships, etc...... 137
on Ocean Policy..................................................... 125 Section 12 Policy Evaluations, Project Evaluations,
2 Protecting Our Country s Interests and Interactive Administration............... 138
in Maritime Rights and Interests ........................ 126 1 Driving Policy Evaluations................................. 138
Section 7 Protecting Territorial Land 2 Implementation of Project Evaluations............. 138
and Territorial Waters Firmly . . .................. 128 3 Driving Administrative Management Open to
Section 8 Protecting Territorial Land and the Public, and Interactive Administration....... 138
Territorial Waters Firmly ........................... 131 Section 13 Approaches to Hosting Tokyo 2020
Olympic and Paralympic Games............ 139
Chapter 3 Realizing a World-Class Tourist Destination and Building a Beautiful Nation.............................. 140
Section 1 Trends in Tourism....................................... 140 3 Ensure All Visitors May Enjoy a Satisfying,
1 Significance of a Tourism Nation....................... 140 Comfortable and Stress-free Sightseeing
2 Tourism Situation.................................................. 140 Experience.............................................................. 149
Section 2 Initiatives to Realize a World-Class Section 3 Building a Beautiful Nation Blessed
Tourist Destination...................................... 142 with Pleasing Landscapes, etc.................. 153
1 Enhancing the Appeal of Tourism Resources 1 Pleasing Landscape Formation........................... 153
as a Cornerstone of Regional Revitalization 142 .... 2 Community Development Leveraging
2 Innovating the Tourism Industry to Boost Nature and History................................................ 155
its International Competitiveness and Develop
It into a Core Industry.......................................... 145
II
Chapter 4 Promoting Regional Revitalization.................................................................................................................. 157
Section 1 Approaches to Regional Revitalization... 157 1 Promoting Urban Development
Section 2 Promoting Measures Supporting by Private Sectors.................................................. 170
Regional Revitalization.............................. 158 2 Approaching National Strategic
1 Efforts Directed at Augmenting Regional Special Districts..................................................... 171
and Private Self-reliance and Discretion........... 158 Section 4 Promoting Localized
2 General Endeavors to Build Promotion Measures................................... 172
an Intensive Urban Structure............................... 159 1 Measures Directed at Heavy-snowfall Areas..... 172
3 Urban Planning and Infrastructures 2 Promoting Remote Islands Development......... 172
Development Taking Advantage of 3 Promoting and Developing
Regional Characteristics...................................... 160 the Amami Islands and Ogasawara Islands...... 172
4 Self-Reliance and Revitalization of Wide-Area 4 Promoting Peninsulas........................................... 172
Blocks, and Formation of National Land . . ........ 166 Section 5 Promoting Comprehensive
5 Promoting Regional Partnerships Development of Hokkaido........................ 172
and Interaction....................................................... 168 1 Promoting Comprehensive Development
6 Securing Means of Regional Transport............. 168 of Hokkaido............................................................ 172
Section 3 Promoting the Private Urban 2 Promoting Distinctive Regions and Cultures..... 176
Development ................................................ 170
Chapter 5 Creating a Comfortable Living Space............................................................................................................ 178
Section 1 Realizing Affluent Residential Living..... 178 1 Developing City Parks and
1 Securing Stability of Residential Living Creating a Good Urban Environment................ 183
and Advancing its Betterment . . ........................... 178 2 Advancing Roads that Prioritize Pedestrians
2 Supply and Utilization of and Bicycle Riders................................................ 184
Good Housing Land . . ............................................ 182 Section 3 Realizing Traffic with
Section 2 Realizing Comfortable Living Enhanced Convenience.............................. 185
Environments ............................................... 183
Chapter 6 Building Competitive Economy and Society.............................................................................................. 188
Section 1 Constructing Traffic Networks................. 188 2 Trends in Motor Truck Transport Business
1 Developing Trunk Road Networks.................... 188 and Measures......................................................... 210
2 Constructing Arterial Railway Networks.......... 192 3 Trends in Maritime Industries and Measures..... 214
3 Constructing Aviation Networks........................ 194 4 Trends in Air Transport Business and Measures.... 220
4 Facilitating Traffic Access to Airports............... 200 5 Trends in the Consigned Freight Forwarding
Section 2 Implementing Comprehensive and Business and Measures........................................ 220
Integrated Logistics Policies..................... 200 6 Trends in the Warehousing Business
1 Implementing Logistic Policies to Correspond and Measures......................................................... 221
with Deepening Global Supply Chains............. 200 7 Trends in the Truck Terminal Business
2 Measures Aimed at Building an Efficient and Measures......................................................... 221
and Sustainable Logistics System in Japan 206 ...... 8 Trends in the Real Estate Business
Section 3 Reactivating Industries............................... 209 and Measures......................................................... 221
1 Trends in Railway Industries and Measures 209 . . ... 9 Building a Sustainable Construction Industry..... 225
Chapter 7 Building a Safe and Comfortable Society.................................................................................................... 229
Section 1 Realizing a Universal Society................... 229 1 Shifting to a Society with
1 Realizing Accessibility through a Universal Higher Disaster Prevention Awareness............. 233
Design Concept ..................................................... 229 2 Shaping National Land that is Safe and
2 Creating an Environment that Supports Resilient to Disasters and Enhancing and
Child-rearing Under an Low Birthrate Society.... 231 Strengthening the Framework of
3 Ageing Society Measures.................................... 232 Preparedness for Crisis Management................ 242
4 Promotion of the Dissemination of 3 Secure Transportation Systems Resistant
Pedestrian Mobility Support............................... 232 to Disasters............................................................. 266
Section 2 Natural Disaster Measures . . ....................... 233 Section 3 Ensuring the Safety of Architecture......... 270
III
Section 4 Strengthening Safety Measures 7 Safety Measures for Road Traffic...................... 281
in the Transport Sector............................... 271 Section 5 Crisis Management and
1 Building and Improving the Safety Management Security Measures....................................... 288
System in the Transportation Business............. 271 1 Promoting Crime and Terrorism
2 Railway Transportation Safety Measures......... 272 Counter-measures.................................................. 288
3 Safety Measures for Maritime Traffic............... 274 2 Establishing a Response System
4 Air Traffic Safety Measures................................ 278 for Accident Disasters.......................................... 292
5 Finding the Causes of Aircraft, Railway, 3 Ensuring Public Safety at Sea............................. 292
and Marine Accidents/Incidents, and 4 National Security and Protecting
Preventing Recurrence......................................... 280 Citizens Lives and Assets................................... 295
6 Support for Victims and Families 5 Infectious Disease Measures............................... 295
of Public Transport Accidents............................. 280
Chapter 8 Creating and Preserving a Beautiful and Healthy Environment.......................................................... 297
Section 1 Promoting Global Warming Section 4 Maintenance and Restoration
Countermeasures......................................... 297 of Sound Water Cycles............................... 314
1 Implementing Global Warming 1 Aiming to Maintain a Society in which
Countermeasures................................................... 297 the Benefits of Water Can Be Savored for
2 Promoting Global Warming a Long Time to Come........................................... 314
Countermeasures (Mitigation Measures) . . ........ 298 2 Initiatives in Improving the Water Environment.... 316
3 Promotion of the Use of Renewable Energy 303 . . .. 3 Cultivating Water and Using It Efficiently....... 317
4 Promotion of Global Warming 4 Realizing Amenity by Promoting Improvements
Countermeasures (Adaptation Measures)......... 304 to Sanitary Drainage............................................. 318
Section 2 Promoting the Creation of Section 5 Protecting the Marine Environment......... 322
a Recycling Society .................................... 305 Section 6 Improving Living Environments
1 Advancing Recycling in Construction.............. 305 by Preventing Atmospheric
2 Constructing a Logistics System and Noise Pollution..................................... 325
for Recyclable Resources .................................... 306 1 Policies for Environmental Issues Related
3 Recycling Vehicles and Marine Vessels............ 308 to Road Traffic....................................................... 325
4 Efforts in Green Procurement............................. 308 2 Environmental Measures for Airports
5 Promoting the Use of and Surrounding Areas......................................... 326
Wooden Building Materials................................. 309 3 Countermeasures for Railway Noise................. 326
Section 3 National Land Development 4 Countermeasures for Urban Heat Islands......... 326
That Revives and Preserves 5 Countermeasures for Sick Building Issue
the Natural Environment............................ 309 and Soil Contamination........................................ 327
1 Initiatives for Biodiversity Conservation . . ........ 309 6 Environmental Measures in Construction........ 328
2 Creating Rich and Beautiful Section 7 Observing, Monitoring, and Forecasting
River Environments.............................................. 311 Changes in the Global Environment........ 328
3 Preserving and Improving 1 Observing and Monitoring
Coastal Environments........................................... 312 the Global Environment....................................... 328
4 Greening Port and Harbor Administration . . ...... 313 2 Research of and Predictions of
5 Greening Roads and Promoting the Global Environment....................................... 330
Natural Environmental Measures . . ..................... 314 3 Promoting Global Geodetic Observation.......... 330
Chapter 9 Strengthening Strategic International Development and Contributions......................................... 331
Section 1 Promoting the Overseas Development 2 Contributions to and the Strategic Use
of Infrastructure Systems........................... 331 of International Organizations............................ 344
1 General Government Policy ................................ 331 3 Multilateral and Bilateral International
2 Initiatives of the Ministry of Land, Negotiations and Collaborative Initiatives in
Infrastructure, Transport and Tourism............... 331 Different Sectors.................................................... 347
Section 2 Promotion of International Cooperation Section 3 Initiatives Towards International
and Negotiations.......................................... 343 Standardization............................................ 353
1 Initiatives in the Field of Economic
Partnerships............................................................ 343
IV
Chapter 10 Utilizing ICT and Promoting Technology Research and Development......................................... 355
Section 1 Promoting Innovation in the Fields of 9 Efforts for Increasing Productivity in
Land, Infrastructure, Transport, Business Utilizing Meteorological Data........... 365
and Tourism Through the Use of ICT..... 355 Section 2 Promoting Technological Research
1 Promoting ITS....................................................... 355 and Development........................................ 366
2 Realizing Autonomous Driving.......................... 356 1 The Position of Technological Research
3 Realizing a Society that Utilizes Geospatial and Development in Technology Policies
Information in an Advanced Manner................. 359 and Comprehensive Promotion.......................... 366
4 Realizing an Electronic Government................. 363 2 Promoting the Utilization and Adoption
5 Development and Opening of Optical Fiber of New Technology for Public Works............... 368
for the Management of Public Facilities Section 3 Improving Construction
and Its Housing Space.......................................... 363 Management Technology........................... 369
6 Sophisticated Water Management and 1 Improving Costing Technology for
Water Disaster Prevention Utilizing ICT.......... 363 Public Works.......................................................... 369
7 Promoting Open Data ........................................... 364 2 CIM and BIM Initiatives...................................... 369
8 The Use of Big Data ............................................. 364 Section 4 Technology Development for Construction
Machinery and Mechanical Equipment.... 369
Column
■Efforts of Hiroshima Electric Railway Co., Ltd......... 9 ■Implemented First River Improvement through
■Infrastructure in the Meiji Period................................. 24 National Government Since Amendment of
■Efforts of Onan Town, Shimane Prefecture............... 34 the Rivers Act, and Sediment Disasters
■Workcation....................................................................... 37 Countermeasures Directly Managed by the National
■Adult Daycare-Style Cooking Studio.......................... 40 Government in Region Afficted by the Northern
■Intergenerational Homesharing.................................... 42 Kyushu Heavy Rain in July 2017............................... 238
■Universal Accessibility Apps........................................ 43 ■Toward Efficient High Standard
■Promotion of the Infrastructure Future Map Project: Levee Promotion.......................................................... 244
Release of Kamaishi City, Iwate Prefecture Edition ■Productivity Innovation Project: dam upgrading
- Infrastructure Future Map Kamaishi under operation –Early Upgrading of Water
(Trial Edition)............................................................... 117 Utilization and Flood Control Capacities to
■Aiming to Maximize Stock Effects.......................... 118 Support Local Economies–........................................ 245
■New Comprehensive Logistics Policy ■Enhancing Warning and Evacuation Systems
Guidelines (FY2017-2020): for Sediment Disasters................................................ 253
Working to Achieve Resilient Logistics.................. 123 ■Releasing Information related to a
■Promotion of Tourism and Regional Nankai Trough Earthquake........................................ 260
Development through Infrastructure Tourism........ 142 ■Initiatives Related to Railway Restoration in
■Spread of Sound Minpaku through Enactment of Response to More Frequent and Serious Disasters.... 268
the Private Lodging Business Act............................. 145 ■Practice Transporting Disaster Relief Supplies to
■Establishment and Utilization of the International Shelters in Cooperation with Saitama City:
Tourist Tax to Promote Tourism................................ 147 Establishing Smooth Transportation of
■Economic Effect of Port Calls by Cruise Ships..... 152 Relief Supplies, Including Over the Last Mile ..... 268
■Minato Oases Registrations Break ■First Detection of a Gold smuggling case-into
the Century Mark!........................................................ 165 Japan through transshipment..................................... 293
■Protect Hokkaido s Production Spaces!................... 175 ■Dealing Strictly with North Korean Fishing Boats
■Realization of AI Terminals....................................... 201 Increasing Rapidly in Japanese Waters Called
■Towards the Creation of LNG Bunkering Hubs..... 204 Yamatotai: Ensuring the Safety of
■Efforts to reduce Redelivery Japanese Fishing Boats............................................... 294
by Home Delivery Services....................................... 208 ■MLIT Measures Against Red Imported Fire Ants..... 310
■The Future of Weather Disaster Prevention Work ■Response to Water Shortage in
in Regional Areas......................................................... 235 the Arakawa River System in 2017.......................... 315
■Promotion of the Small and Medium-sized ■Steps Toward the Sustainable
River Project of emergency countermeasures Management of Sewer Systems................................ 320
Including Construction of Open-type Sabo Dams ■Marine Environment Conservation
and Installation of Risk Management-type Promotion Activities.................................................... 323
Water Level Gauges.................................................... 236 ■Strong Promotion of Top Sales.................................. 332
V
■Hosting the Coast Guard Global Summit................ 351 ■Toward the Creation of New Services and
■Demonstration Experiments of Industries Utilizing Geospatial Information........... 362
Autonomous-Driving Services based at ■Enhancing On-Site Safety through the Development
Michi-no-ekis in Mountainous Areas....................... 357 of Unmanned Construction Technology
■Japan s Standard for Gravity Values Updated for (i-Construction in the field of erosion prevention)..... 370
the First Time in 40 years........................................... 359
※ Maps used in this white paper may not necessarily indicate Japanese territory comprehensively.
VI
Introduction
The total population of Japan has decreased since reaching a peak of 128.08 million people in 2008. The population
is expected to decrease to 88.08 million people by 2065; depopulation will continue to progress everywhere except in
Greater Tokyo and some other regions. In 2016, the average lifespan for Japanese men was 80.98 years, while that for
Japanese women was 87.14 years; Japanese people are some of the world s longest lived, and we may be on the threshold
of an age in which life as we know it lasts 100 years.
In light of these circumstances, the Japanese government aims not to extend the existing social system predicated on
population growth and life expectancy, but rather to promote efforts such as Work Style Reform in order to realize the
Dynamic Engagement of All Citizens. For its part, the Ministry of Land, Infrastructure, Transport and Tourism will also
promote a Productivity Revolution in an effort to improve productivity.
In this day and age, the time-tested concepts of work-life balance and purpose in life̶though never inconsequen-
tial̶have assumed a more fundamental place in people s worldviews. As these concepts grow in importance, they should
substantially change the way people live. Work Style Reform will change how Japanese people work. In the future, it
appears that we will need Lifestyle Reform as well to fundamentally change the way we live. It is not an exaggeration
to say that we are currently at the critical point of this change.
The administration of national land and transportation is intimately related to infrastructure, transportation and every
other aspect of each and every person s lifestyle, and plays a major role in changing the way they live their lives. Thus, in
an effort to achieve a society where everyone can shine, we must continue to consistently implement the administration
of national land and infrastructure by working strategically and systematically while promoting stable, sustainable public
investment.
In light of this background and our awareness of issues, and under the theme National Land and Transportation Ad-
ministration for Dramatically Changing Lifestyles: Aiming for a Society where Everyone Can Shine, Part I of the MLIT
White Paper for FY 2017 explains the present state and issues of Japan and presents analyses of the results of national
attitude surveys from four perspectives̶ work , leisure , housing , and mobility ̶and also introduces our efforts in
national land and transportation sectors in response to those issues and results.
Part II reports trends in various sectors of national land and transportation administration for FY 2017 for each policy
issue.
Part I
National Land and
Transportation Administration
for Dramatically Changing
Lifestyles: Aiming for a Society
where Ever yone Can Shine
Section 1 Changes in the Form of Japanese Society
I
Chapter 1 The Changing State of Japan
Chapter 1
Based on the premises of discussions to follow in Chapter 2 and later sections, this chapter presents overviews of
The Changing State of Japan
changes in the form of Japanese society, land and other areas̶including characteristics of the lifestyles of each genera-
tion̶and also introduces new signs in Japan and government initiatives.
Section 1: Changes in the Form of Japanese Society touches upon the demographic problems Japan faces̶namely,
a declining birthrate, an aging population and depopulation̶in addition to the true state of labor and leisure for Japanese
citizens. This section also examines the lifestyles of each generation.
Section 2: Changes in the Form of Japanese Land describes changes in the land that underlies Japanese society. This
section also presents an overview of the characteristics of the demographics and lifestyles of urban and regional areas, and
sets out various issues related to life in the future.
Section 3: New Signs in Japan presents new signals of things that Japan can rely on to help solve the various problems
that it faces.
Finally, Section 4: Government Initiatives is an overview of efforts by the national government and the Ministry of
Land, Infrastructure, Transport and Tourism (MLIT) toward promoting the dynamic engagement of all citizens.
Section 1 Changes in the Form of Japanese Society
1 Socioeconomic Trends
(1) Japan s Socioeconomic Situation
(Progression of declining birthrate, aging population and depopulation)
Japan s total birth rate increased slightly from a postwar low of 1.26 in 2005 to 1.44 in 2016, but the roughly 980,000
births that year is a record low (Figure 1-1-1).
2 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
Figure 1-1-1
I
Number of Births and Total Birth Rate
(People) (Total birth rate)
First baby boom (1947-1949)
3,000,000 5.00
Peak of total birth rate 4.54 (1947)
Peak number of births: 2,696,638 (1949)
Chapter 1
4.50
2,500,000 Hinoeuma (Year of the Fire Horse) (1966)
Number of births: 1,360,974 4.00
Second baby boom (1971-1974)
Total birth rate 1.58
Number of births: 2,091,983 (1973)
Postwar low of total birth rate 3.50
2,000,000
“1.57 Shock” (New low total birth rate) 1.26 (2005)
3.00
The Changing State of Japan
1,500,000 2.50
2.00
1,000,000
1.50
1.00
500,000
0.50
0 0.00
(Year)
47
01
49
51
53
55
57
59
61
63
65
67
69
71
73
75
77
87
79
81
83
85
89
91
93
95
97
99
11
13
15
3
5
7
9
19
20
Number of births Total birth rate
Note: Okinawa Prefecture is not included in figures prior to 1972. Figures are final through 2016, and are estimates from 2017.
Source) Vital Statistics (MHLW)
In 2017, people aged 65 or older ac- Figure 1-1-2 Population Aging Rates by Country
counted for 27.7% of the population, a (%)
record highNote 1 and a higher ratio than 40.0
in any other country in the world (Figure
35.0
1-1-2). Japan s population aging rateNote 2 is
projected to exceed 30% by 2025 and ap-
30.0
proach 40% by 2050; by then, Japan will
be a super-aging society like none before.
25.0
The progression of this declining birth-
rate and aging population has driven the 20.0
total population and working-age popula-
tion (people aged 15 to 64) of Japan down 15.0
from their respective peaks in 2008 and
1995. By 2065, the total and working-age 10.0
populations of Japan will decrease to 88.08
million and 45.29 million, respectively, ac- 5.0
cording to population estimates (estimated
0.0
mean birth rates (mean death rates)) by the 2010 2015 2020 2025 2030 2035 2040 2045 2050(Year)
National Institute of Population and Social
Japan South Korea Indonesia Singapore
Security Research (Figure 1-1-3). UK France Germany USA
China India
Note: All figures for 2010 are actual figures. Figures for 2011 and beyond are median estimates.
Sources) Prepared by the MLIT based on Population Projections for Japan (2017) (National Institute of Population
and Social Security Research) and World Population Prospects: The 2015 Revision (United Nations) for
other countries.
Note 1 The percentage of the population of elderly people (people aged 65 and older) of the total population
Note 2 Population Projections by the MIC (as of October 1, 2017)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 3
Section 1 Changes in the Form of Japanese Society
Figure 1-1-3 Trend in Japan s Population
I (1,000 people) (%)
140,000 80.0
Actual Future estimates
Chapter 1
120,000 70.0
33,465
60.0
100,000 60.7 51.4
50.0
80,000
33,810
The Changing State of Japan
40.0
60,000 76,289 38.4
26.6 30.0
40,000
45,291 20.0
10.2
20,000 10.0
12.6 15,887
8,975
0 0.0
1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050 2055 2060 2065(Year)
Population by three age groups (aged 0-14) Population by three age groups (aged 15-64) Population by three age groups (aged 65 and over)
Percentage of population by three age groups (aged 0-14) Percentage of population by three age groups (aged 15-64) Percentage of population by three age groups (aged 65 and over)
(Note) Okinawa Prefecture is not included for dates up to 1970.
Source) National Census Report by the Statistics Bureau of the Ministry of Internal Affairs and Communications (MIC) for dates up to 2010, Basic Complete Tabulation on Population and
Households of the 2015 Population Census by Statistics Bureau of MIC for 2015 data; estimates are calculated by the MLIT from the median estimates of birth (median estimates of
death) in Japan s future population estimates (estimates from 2017) by the National Institute of Population and Social Security Research (IPSS).
(Japan s economic situation)
Japan s GDP growth rate in recent years is lower than its rate in the 1980s (Figure 1-1-4), and its real GDP growth is
lower than that of other countries and regions around the world (Figure 1-1-5).
Figure 1-1-4 Trend in Japan s GDP
(Trillion yen)
600 10.0
9.0
8.4 GDP (nominal) Nominal growth rate (right axis) Real growth rate (right axis) 539
548 8.0
529 526 499 534
500 6.7 516
463
6.0
400 5.5 5.6
3.4 3.2 4.0
2.6 339 3.0
2.5
2.0
2.7
300 1.2 1.5 2.0
256
1.5 1.4 1.6
1.2 0.9 1.0
0.0
200
−2.0
100
−4.0
0 −6.0
1980 1985 1990 1995 2000 2005 2010 2015 (fiscal year)
Note) Figures for gross domestic product from FY 1980 to FY 1993 (previous-year comparisons from FY 1981 to FY 1994) were taken from FY 2011 Standard Expenditure Approach GDP
System Simple Retrospective (2011 basis, 08SNA), and for FY 1994 (previous-year comparison from FY 1995) and onward were taken from Quarterly Estimates of GDP for January –
March 2017 (First Preliminary Estimates) (2011 basis, 08SNA) .
Source) Prepared by the MLIT based on the Annual Report on the Japanese Economy and Public Finance FY2016 (Long-term Economic Statistics, National Accounts of Japan (1/5)) by the Cabinet
Office and National Accounts of Japan (GDP Statistics) by the Cabinet Office.
4 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
Figure 1-1-5
I
Real GDP Growth in Major IMF Countries/Regions
12
10
8
Chapter 1
6
4
2
0
-2
-4
The Changing State of Japan
-6
-8
2009 2010 2011 2012 2013 2014 2015 2016 2017
(Year)
USA South Korea Japan China ASEAN-5 India
Source) Prepared by the MLIT based on World Economic Outlook Database April 2018 (IMF)
In contrast, China, the ASEAN-5 countries, India and other Asian nations are enjoying remarkable growth, and the re-
gion is expected to drive the global economy as it grows even further (Figure 1-1-6). It is important for Japan to maintain
and build positive relationships with these countries, and to make efforts toward the vitality of the region.
Figure 1-1-6 Global GDP Growth (2018 Estimates)
IMF DataMapper Real GDP growth(Annual percent change, 2018)
10% or more
6%-10%
3%-6%
0%-3%
less than 0%
no data
©IMF.2018,Source:World Economic Outlook(April 2018)
Source) World Economic Outlook Database April 2018 (International Monetary Fund (IMF))
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 5
Section 1 Changes in the Form of Japanese Society
(Projections for the Japanese economy)
I A Council on Economic and Fiscal Policy report pro-
Figure 1-1-7
Estimates of Future Population and
jected real GDP growth rates in the second half of the 21st Real GDP Growth Rate
century in two scenarios. In the first, which assumes that (%)
Chapter 1
3.0
productivity stagnates because depopulation continues at
its current rate, the report projects average annual real GDP 2.5
growth of -0.2%; in the other scenario, which assumes that Productivity increase with flat population
the population stabilizes around 100 million people and that 2.0
The Changing State of Japan
productivity improves due to increased participation in the
1.5
workforce by women and elderly people, the report projects Productivity increase with population decline
a rate of 2.0% (Figure 1-1-7). 1.0
Productivity slowdown with flat population
Given these scenarios, we must use technological innova-
tions and other advancements to improve labor productivi- 0.5
ty, and continue to proactively encourage the employment
0.0
of women and elderly people and make other efforts to in-
crease the number of people engaged in work in order to −0.5
Productivity slowdown with population decline
2011−2020 2021−2030 2031−2040 2041−2050 2051−2060 (FY)
maintain and reinvigorate the sluggish Japanese economy.
(Note) Scenario assumptions
Flat population: (i) Total fertility rate increases to 2.07 in FY2030 and is maintained at
the same level thereafter; (ii) population in 50 years time is maintained at around 100
million
Population decline: (i) Total fertility rate declines to 1.33 by FY2024 and is maintained
at about 1.35 thereafter; (ii) population in 50 years time decreases to about 85 million
Productivity increase: TFPNote 3 increases to around 1.8% by the beginning of the
2020s
Productivity slowdown: TFP increases only around 1.0% at the beginning of the
2020s
Source) Prepared by the MLIT based on the Growth and Development Working Group
Report by the Council on Economic and Fiscal Policy, Expert Panel, Committee
for Japan s Future
(2) The State of Labor in Japan
(The state of the working population)
The Japanese workforce numbered 65.87 Figure 1-1-8 Outlook for Workforce Population
million people as of 2014, but is expected
58 million people
to shrink by 7.87 million people by 2030 if 65.87 million people 63.14 million people
Decrease of 7.87 million people
7,000
labor market participation fails to improve
6,000
in a near zero-growth economy (Figure
5,000 2,824 2,718
1-1-8). 2,488
In addition, roughly 3 million women, 4,000
elderly people and others who desire em- 3,000
ployment are presently not a part of the 2,000 3,763 3,596 3,312
workforce (Figure 1-1-9). 1,000
0
2014 (Actual) 2020 2030
Zero growth/current participation
Men Women
*Figures for 2014 are actual values from Labour Force Survey (MIC Statistics Bureau), and figures for 2020 and 2030
are estimates by The Japan Institute for Labour Policy and Training.
* Zero growth/current participation is a projection of a near zero-growth economy with labor participation rates by
gender and age the same as they were in 2014.
*Figures in the chart are rounded to the nearest 10,000; the breakdowns may not add up to the overall figures for
each year.
Source) Prepared by the MLIT based on materials from a presentation by the authors of Labor Demand Projections:
Estimates by Prefecture in Light of New National Estimates (2015) (The Japan Institute for Labour Policy
and Training)
Note 3 Total factor productivity (TFP) refers to qualitative factors of economic growth (GDP growth) other than the quantitative produc-
tivity factors of capital and labor. Technological progress and the streamlining of manufacturing fall under TFP.
6 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
Figure 1-1-9
I
Population of Non-Workers Who Desire Employment
(10,000 people)
300
2.31
Chapter 1
250 million people
200
65 and older
150
640,000
100 people
15-64
The Changing State of Japan
50
0
Men Women
Note 1 : Prepared based on “Labour Force Survey (Detailed Summary) (October-December 2017)” (MIC).
Note 2 : The population of non-workers excludes 15- to 24-year-olds who are currently enrolled in
school.
Source) Materials from Ministerial Council on the Monthly Economic Report and Other
Relative Issues (February 2018) (Cabinet Office)
■Elderly people
Of the 67.2 million people in the Japanese workforce in 2017, 8.22 million were aged 65 or older (4.54 million were
aged 65 to 69, and 3.67 million were aged 70 or older). This segment represents 12.2% of the total workforce, and is
continuing to increase (Figure 1-1-10).
Figure 1-1-10 Workforce Population
Percentage of workforce population
Workforce population (10,000 people) aged 65 and older (%)
13,000 13
12.2
11.8
12,000 12
11.3
11,000 10.6 11
9.9
10,000 10
9.3
8.8 8.9
9,000 8.7 9
8.5
8.2
7.8
8,000 7.6 8
7.3
6,666 6,720
7,000 6,384 6.7 6,766 6,651 6,664 6,684 6,674 6,650 6,632 6,596 6,565 6,593 6,609 6,625 6,673 7
5,963 161 192 229 247 253 262 268 266 273 334 336 367
5,650 265 288 299 307 322
199 253 257 268 287 298 313 312 296 310 345 450 454
6,000 114 137 421 426 377 413 6
163 372 465 447 486 533 565 605
165 5.6 593 666 637 627 602 575 556 541 536
288 560 776 820 812
248 769 722 686
5,000 4.9 488 5.0 655 629 620 620 617 619 628 5
385 1,418 1,616 1,617 1,392
1,361 1,347 1,333 1,332 1,343 1,333 1,346 1,380
4,000 1,208 1,297 1,406 1,439 1,482 1,526 4
3,000 1,393 1,597 1,614 1,378 1,296 1,377 1,413 3
1,456 1,491 1,523 1,542 1,569
1,577 1,582 1,576 1,558 1,527 1,497
2,000 2
1,438 1,261 1,225 1,327 1,508 1,503 1,480 1,429 1,394 1,364
1,329 1,291 1,261 1,239 1,214 1,191 1,180 1,167
1,000 1
699 733 834 886 761 635 622 607 589 565 544 525 518 518 516 539 545
514
0 0
1980 1985 1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
(Year)
Age 15-24 Age 25-34 Age 35-44 Age 45-54 Age 55-59
Age 60-64 Age 65-69 Age 70 and older Percentage aged 65 and older (%) (Right y-axis)
Note 1: Workforce population is the total number of people aged 15 years and older who are employed or who are unemployed and seeking employment.
Note 2: Due to the difficulty of conducting surveys in Iwate, Miyagi and Fukushima Prefectures in 2011, figures for that year are extrapolations.
Source) Prepared by the MLIT based on Labour Force Survey (Workforce Population and Percentages by Age Group) (MIC)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 7
Section 1 Changes in the Form of Japanese Society
■Women Figure 1-1-11
I
Women s Labor Participation Rates by Age Group
A graph of women s labor participation
(%)
by age is shaped like an M; labor partic- 90
81.7
ipation decreases temporarily during the 78.5 77.2
Chapter 1
80 73.2 75.7
71.8
typical age ranges for marriage and child- 71.6
70.9
70
bearing, and increases again after childcare
60
responsibilities wane. However, the preva- 51.8
50 54.8
lence of maternity leave and other factors
The Changing State of Japan
have increased women s labor participation 40 44.3 44.4 33.8
in the marriage and childbearing age rang- 30
es, which has had the effect of smoothing 20
16.8
out the M (Figure 1-1-11). 10 9.3
In contrast, while South Korea also ex- 0
15 20 25 30 35 40 45 50 55 60 65 70(Age)
hibits an M-shaped curve, Western coun-
˜
˜
19 24 29 34 39 44 49 54 59 64 69
tries do not (Figure 1-1-12).
1976
1996
2016
Note 1: Prepared by the Cabinet Office based on Labour Force Survey (Basic Summary) (General Affairs Bureau).
Note 2: Labor participation rates are percentages derived from the following formula: Workforce population (total
number of people who are employed and people who are unemployed and seeking employment) / Population
of people aged 15 and older.
Source) White Paper on Gender Equality 2017 (Cabinet Office)
Women s Labor Participation Rates by Age Group in Major
Figure 1-1-12
Countries
(%)
100
90
80
70
60
50 Japan
40 France
Germany
30
South Korea
20 Sweden
10 USA
0
15~19 20~24 25~29 30~34 35~39 40~44 45~49 50~54 55~59 60~64 65~ (Age)
Note 1: Figures for Japan are based on Labour Force Survey (Basic Summary) (2016) (MIC). Figures for other coun-
tries are based on ILOSTAT (ILO). All figures are from 2016.
Note 2: Labor participation rates are percentages derived from the following formula: Workforce population (total
number of people who are employed and people who are unemployed and seeking employment) / Population
of people aged 15 and older.
Note 3: Figures for people aged 15-19 in the United States are actually for people aged 16-19.
Source) White Paper on Gender Equality 2017 (Cabinet Office)
8 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
Column Efforts of Hiroshima Electric Railway Co., Ltd. Column I
Chapter 1
Hiroshima Electric Railway is involved in railway and bus operations and the real estate business mainly in
Hiroshima City. On September 16, 2017, the company instituted a reduced-hours system that allows regular
employees to choose and even reduce their working hours to accommodate their lifestyles without losing
their status as regular employees (Figure 1-1-13). In addition, the company expanded its senior employee
system, which originally allowed employees to work until the age of 66, to allow employees to work until the
The Changing State of Japan
age of 70.
The company developed these systems for several purposes: to transition from a reduced-hours system
for some employees to a system for all employees, to become an organization in which employees can help
each other during times of trouble, and to diversify their team and prevent departures from the workforce
due to child raising and elderly caregiving by hiring new regular employees on the reduced-hours system.
The reduced-hours system enables regular employees to set their own working hours for a defined period
of their choosing lasting at least three months. There are no restrictions in terms of reasons for changing
working hours or the number of times that regular employees can use this system, and, as a rule, job duties
do not change. However, salaries and extraordinary pay are reduced in line with the reduced working hours.
As of March 2018, 11 regular employees are using the reduced-hours system.
The company s senior employee system allows employees to work until age 70, and job duties are not
limited to driver or conductor as before; senior employees are able to do technical and clerical work as well.
These efforts by Hiroshima Electric Railway have helped create a workplace where people can work re-
gardless of their gender, age or other life circumstances, and appear to be effective toward countering labor
shortages due to the declining birthrate and aging population that already plague Japan.
Figure 1-1-13 Efforts of Hiroshima Electric Railway Co., Ltd.
Existing system Join company 60 years old 65 years old 66 years old 70 years old
Regular employee Compulsory retirement
Voluntary retirement
Reduced hours during child-raising years
Senior employee (until children are 3 years old) Operator/conductor only
New system Join company 60 years old 65 years old 66 years old 70 years old
Regular employee
Regular employee working reduced hours Employees can change status any time at their convenience Compulsory retirement
Senior employee Operator/conductor/clerical/technical
Reduced-hours system to date Various work styles
Only available during child-raising years Available to anyone whenever they need it
Employees use the reduced-hours system to care
Some people wanted to continue after their children turned three Reduced- for elderly family members and for a variety of other reasons Senior
hours
Wages and other elements of treatment unclear Treatment clarified
Reduced-
Regular employees’ workload increases Regular Respective workloads clarified, hours
Working during rush hours is difficult for people working senior employee system improved
reduced hours during child-raising years Healthy seniors can contribute. Regular
Raised the standard of the work cooperation system.
The system is now available to everyone rather than a subset of people.
All employees work together to support people working reduced hours.
A more diverse workforce improves the vitality of the workplace.
Source) Hiroshima Electric Railway Co., Ltd.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 9
Section 1 Changes in the Form of Japanese Society
■Foreigners
I As of the end of October 2017, 1.28 million foreigners were working in Japan (Figure 1-1-14), and another 28.69
million foreigners traveled to Japan to visit. Both figures are record highs that illustrate the accelerating globalization of
Japan.
Chapter 1
Presently, Japan is proactively accepting foreigners with residence status in professional and technical fields. As for
other foreigners, in the Investments for the Future Strategy 2017 (June 9, 2017 Cabinet decision), the government pledg-
es to continue to comprehensively and specifically consider the best ways to accept foreign human resources into Japan
while focusing on fields of true need in order to ensure the sustainability of Japanese economic and social infrastructure.
The Changing State of Japan
Figure 1-1-14 Number of Foreign Workers
(People)
1,400,000
Unclear Activities outside scope of status Technical training 1,278,670 people
Designated activities Residence status in professional and technical fields
1,200,000 Residence status based on social status
459,132
(35.9%)
1,000,000
413,389
486,398 people (38.1%)
800,000
367,211 238,412
(40.4%) (18.6%)
338,690
600,000 318,788 (43.0%) 200,994 26,270
319,622 308,689 (44.4%) (18.5%) (2.1%)
296,834
(46.6%) (45.2%) 167,301 18,652
253,361 (45.7%) 257,788
223,820 147,296 (18.4%) (1.7%)
400,000 (45.0%) 132,571 (20.2%)
(46.0%) 110,586 120,888 124,259 (18.7%) 12,705 211,108
(17.6%) (18.2%) (18.5%) 9,475 (1.4%) (19.5%)
(17.0%)
84,878 100,309 5,939 6,763 7,735 (1.2%) 168,296
123,342
(17.5%) (17.8%) (0.9%) (1.0%) (1.1%) 145,426 (18.5%)
200,000 (19.0%)
94,769 112,251 130,116 134,228 136,608 (18.5%) 297,012
11,026 239,577
(19.5%) (19.9%) (19.0%) (19.7%) (19.9%) 192,347 (23.2%)
(1.7%) 146,701 (22.1%)
70,833 96,897 109,612 108,492 121,770 (21.2%)
108,091 (18.6%)
(14.6%) (17.2%) (16.0%) (15.9%) (17.0%)
0 (16.6%)
2008 2009 2010 2011 2012 2013 2014 2015 2016 2017(Year)
*Totals based on Summary of Reporting of Foreign Employment Status (MHLW) (Statistics as of the end of October of each year)
Source) Second Council on Economic and Fiscal Policy, 2018 (Cabinet Office)
■People with disabilities
As of June 1, 2017, 495,795.0 peopleNote 4with disabilities were employed by private corporationsNote 5, an improvement
from 474,374.0 people on the same day in the previous year, and a new record high for the 14th consecutive year (Figure
1-1-15).
Note 4 By law, when counting the number of employees with disabilities, each person with severe physical or intellectual disabilities
counts as two people, and each reduced-hours worker with non-severe physical, intellectual or mental disabilities counts as 0.5
people.
Note 5 Private companies with 50 or more regular employees. Companies in this category are obligated to employ at least one person
with a physical or intellectual disability, and must report the status of the employment of people with disabilities to the Ministry of
Health, Labour and Welfare.
10 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
Figure 1-1-15 Employment Status of People with Disabilities and Private Corporations
(Number of people with disabilities (1,000 people)) (Actual employment rate (%))
I
500
496
People with mental disabilities 50
474
Chapter 1
People with intellectual disabilities
People with physical disabilities 453 1.97
450 42 1.95
Actual employment rate
431 35
1.92
409 28
400 22
1.88 112
The Changing State of Japan
382
105
366 17 98
13 1.85
90
350 343 83
326 333 10 1.82
6 8 75
303 69
300 284 4 61
54 57
2 1.76
269 48 1.75
253 258 44
250 246 247 40
31 36
32 33
1.69
1.68
200
1.65 1.65
1.63 328 333
313 321
150 304
266 284 291
268 272
251
238 1.59
222 222 229
214 214
100
1.55 1.55
1.52
50 1.49
1.48 1.49
1.47 1.46
0 1.45
13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 (Year)
Mandatory employment rate
1.8% 2.0%
Note 1: These are totals for corporations obligated by law to employ people with disabilities (prior to 2013, corporations with 56 or more employees; since 2013, corporations with 50 or more employees).
Note 2: The number of people with disabilities is a total number of the following people:
Before 2006 People with physical disabilities (each person with se- Since 2011 People with physical disabilities (each person with se-
vere physical disabilities counts as two people) vere physical disabilities counts as two people)
People with intellectual disabilities (each person with People with intellectual disabilities (each person with
severe intellectual disabilities counts as two people) severe intellectual disabilities counts as two people)
Reduced-hours workers with severe physical disabilities Reduced-hours workers with severe physical disabilities
Reduced-hours workers with severe intellectual disabilities Reduced-hours workers with severe intellectual disabilities
People with mental disabilities
From 2006 People with physical disabilities (each person with se-
Reduced-hours workers with physical disabilities
to 2010 vere physical disabilities counts as two people)
(each reduced-hours worker with physical disabilities
People with intellectual disabilities (each person with
counts as 0.5 people)
severe intellectual disabilities counts as two people)
Reduced-hours workers with intellectual disabilities
Reduced-hours workers with severe physical disabilities
(each reduced-hours worker with intellectual disabilities
Reduced-hours workers with severe intellectual disabilities
counts as 0.5 people)
People with mental disabilities
Reduced-hours workers with mental disabilities
Reduced-hours workers with mental disabilities
(each reduced-hours worker with mental disabilities
(each reduced-hours worker with mental disabilities
counts as 0.5 people)
counts as 0.5 people)
Note 3: Prior to 2013, the mandatory employment rate was 1.8%; the mandatory employment rate has been 2.0% since April 2013.
Source) Summary of Employment Status of People with Disabilities (MHLW)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 11
Section 1 Changes in the Form of Japanese Society
(The state of labor productivity)
I The quality of labor in Japan is generally regarded as high, but labor productivity is actually low in global terms; Ja-
pan s productivity with respect to timeNote 6 is 20th of the 35 OECD member countries and continues to lag behind each of
the other G7 nations (Figure 1-1-16).
Chapter 1
Figure 1-1-16 Labor Productivity Per Unit of Time in G7 Nations
0
2 2
3 3 3 France
4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
The Changing State of Japan
4
5 5 5 5 5 5 5 5 5 USA
5 6 6 6 6 6 6 6 6 6 6 6 6
5 5 5 5 5 5 5 5 5 6 6 7
7 6 6 6 7 7
8 6 6 8 8
7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7
9 9 9 9 9 9 9 9 8
8 10 10 10 10 10 10 10 8 8
10 11 11 11 11 11 11 11 9 9 9 9
Italy Germany
10 10 10 10 12 12 12 12 12 10 10 10 10
11 13 13 13 13
14 Canada 14 14 14 14 14 14 14
15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15
15 15 15 15 15 15 15 15
15 16 16 14
15 15 15 16 16 16 16 16 16
16 16 16 16 16 16
UK 18 18
19 19 19 17 19 17 17 17 17 17 17 17 17 17 17 17 17
20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 18 18
20 21 21 19 19 19 19 19 19 19 19 19 19
20 20
Japan
21 21
1970 1980 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016
1975 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015
Source) International Comparison of Labor Productivity 2017 (Japan Productivity Center)
Innovation driven by the effective use of big data, artificial intelligence (AI) and other elements of the Fourth Industrial
RevolutionNote 7 are vital toward improving productivity, but Japanese corporations are slower than those of other coun-
tries to incorporate IoT and make other efforts toward that end (Figure 1-1-17).
Figure 1-1-17 State of IoT Introduction: Present (2015) and Future (2020)
(Introduction rate (%))
100
Intent to introduce by 2020
80
60 Already introduced
40
20
0
Japan USA Germany
Note: The Survey of Global Companies Regarding Economic Contributions to ICT within Japan and Efforts toward IoT in Japan and Other Countries was administered to corporations with at
least 100 employees at their headquarters in Japan, the United States, Germany, the United Kingdom, China or South Korea (Respondents: Japan: 620; USA: 135; Germany: 126; UK,
China, South Korea: 125).
Source) Prepared by the Cabinet Office based on the Survey of Global Companies Regarding Economic Contributions to ICT within Japan and Efforts toward IoT in Japan and Other Countries
Note 6 The following formula, which is based on value added (equivalent to GDP on the national level), is used to calculate labor pro-
ductivity for comparison with other countries.
Labor productivity = GDP (after purchasing power parity (PPP) conversion)/(Number of employees × Hours of labor)
Note that purchasing power parity is the expression of real purchasing power (including consideration of commodity price
levels and other factors) in various countries currencies as an exchange rate.
Note 7 The Fourth Industrial Revolution refers to innovations with the following core elements: (1) IoT and big data (the digitization of
various information from the operating condition of factory machinery to transportation, climate and the health status of individu-
als, connected and organized over a network for analysis and application), and (2) AI (Computers are now able to learn and make
decisions to an extent without being prompted by humans with all elements required for analysis. Conventional robot technology
is also capable of handling more complicated tasks, and the development of 3D printing technology has made it possible to
manufacture complicated articles in smaller spaces.)
12 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
(3) The State of Leisure in Japan
(How Japanese people acquire and spend leisure time) I
Despite recommendations toward proactively granting paid vacation time under work style reform, Japan still ranks last
in the world in the actual usage of that time (Figure 1-1-18).
Chapter 1
Figure 1-1-18 International Comparison of Rates of Taking Paid Vacation
For two years in a row,
Japanese people have used the lowest percentage of accrued paid vacation
The Changing State of Japan
(Days)
30/30 days 30/30 days 30/30 days
30
12/28 days
25/25 days
25
15/20 days 10/20 days
20
14/14 days 14/15 days 12/15 days 10/15 days
15 100% 100% 100% 12/14 days
100%
75%
10
100% 93% 75%
86% 80%
5 67% 50%
Brazil France Spain Austria Hong Kong Singapore Mexico USA Italy India South Korea Japan
Number of days used Number of paid vacation days ●% Usage rate
Source) 2017 Vacation Deprivation Study (Expedia)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 13
Section 1 Changes in the Form of Japanese Society
In addition, the fact that many Japa- Figure 1-1-19
I
How People Actually Spend Vacation Days
nese people use their vacation time to rest
0 10 20 30 40 50 (%)
at home (Figure 1-1-19) and still check (Multiple answers possible)
26.1
Just lounging around in bed
work-related emails during that time (Fig- 23.9
Chapter 1
Watching TV or listening to the radio 29.6
ure 1-1-20) suggests that they are not using 33.1
their vacation time to the fullest. Spending time on the Internet 36.5
47.0
Playing with children or 12.4
spending time with family 12.4
Exercising, playing sports, 24.2
The Changing State of Japan
walking, etc. 14.4
16.2
Going out for a drive or short trip 15.2
Reading newspapers, 11.6
magazines or books 13.9
11.2
Listening to music 8.5
2.5
Playing go, shogi, mahjong, etc. 0.3
7.3
Crafting, gardening, DIY, etc. 12.9
6.2
Doing housework 21.8
5.6
Working, studying 2.4
Going out to movies and 5.2
other entertainment facilities 5.3
15.6
Going shopping 23.6
Volunteering in the neighborhood 2.7
or community 2.5 Men
6.3 Women
Other 5.1
Source) 2014 Annual Health, Labour and Welfare Report (MHLW)
Percentage of People Who Answer Work-Related Emails
Figure 1-1-20
Even on Vacation
0 5 10 15 20 25 (%)
Japan 22%
Singapore 17%
India 17%
Brazil 16%
Hong Kong 15%
South Korea 14%
Mexico 14%
France 13%
Spain 12%
USA 11%
Italy 9%
Austria 6%
Source) 2017 Vacation Deprivation Study (Expedia)
14 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
2 Lifestyle Trends in Japan
I
In this section, we consider the socioeconomic situation explained previously as we analyze the characteristics of the
lifestyles of three groups: elderly people (people aged 60 or older), the working generation (people aged 30 to 59), and
Chapter 1
young people (people aged 18 to 29).
(1) Characteristics of Lifestyles of Elderly People
(Longer lives and increased motivation)
Elderly People s Total Scores on the Survey on Physical
The Changing State of Japan
The average lifespan of Japanese people Figure 1-1-21
Fitness and Motor Abilities
increased rapidly after World War II due to (Points)
improvements in the living environment 43
and advancements in the medical field. In Age 65-69
41
2016, the average lifespan for Japanese
men was 80.98 years, while that for Jap-
39 Age 70-74
anese women was 87.14 years; Japanese
people live some of the world s longest 37
lives. Healthy life expectancyNote 8 has also
increased, from 69.40 years for Japanese 35
Age 75-79
men and 72.65 years for Japanese women
in 2001 to 72.14 and 74.79 years, respec- 33
tively, in 2016.
31
In addition, the Japan Sports Agency s
Survey on Physical Fitness and Motor
29
Abilities Note 9 reports a five- to 10-year de- (Year)
98
00
01
02
03
04
05
06
07
08
99
09
10
11
12
13
14
15
16
lay in the deterioration of handgrip strength
19
20
20
20
20
20
20
20
20
20
19
20
20
20
20
20
20
20
20
and other physical faculties due to aging Age 65-69 (men) Age 65-69 (women) Age 70-74 (men)
Age 70-74 (women) Age 75-79 (men) Age 75-79 (women)
compared to 10 to 20 years ago, which sug-
Source) Survey on Physical Fitness and Motor Abilities 2016 (Japan Sports Agency)
gests a rejuvenation of physical faculties
among Japanese people (Figure 1-1-21).
Substantially increased participation in group activities by elderly people (Figure 1-1-22) and other positive trends un-
der these circumstances demonstrate an increased desire by elderly people to participate in activities that benefit society.
Note 8 The average period free of restrictions in everyday life (from documents from the 11th promotion committee for Health Japan 21
(the second term)).
Note 9 Physical fitness and motor abilities are measured based on total scores for six items: handgrip strength, sit-ups, sitting and
reaching, balancing on one leg with eyes open, walking over obstacles for 10 m, and walking for six minutes.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 15
Section 1 Changes in the Form of Japanese Society
Figure 1-1-22
I
Elderly People s Participation in Group Activities
(%)
70
61.0
60 2013
54.8
Chapter 1
2003
50 1993
42.3
40 33.7
30 25.3 24.8
18.9 21.4 17.9 19.0 19.6
20
9.9 9.0 9.1 8.4 6.0 6.7 4.8
The Changing State of Japan
10 5.6 6.8 6.7 4.7 6.7 4.8 4.2 4.9
3.9 3.6 1.9＊ 3.6 3.7
＊
0
participated
Have
Health/sports
Hobbies
Regional events
Improving living
employment
Manufacturing/
culture
Education/
Safety control
people
Helping elderly
child raising
Helping with
Other
environments
Note 1: For this survey, men and women throughout the country aged 60 or older were asked about their activities in the past year.
Note 2: Asterisks indicate that data does not exist due to factors such as lack of options on the survey.
Source) Annual Report on the Aging Society 2017 (Cabinet Office)
(The need to create opportunities for engagement for elderly people)
Elderly people s motivation is increasing
Survey of Where Elderly People Living in the Capital Region
as explained previously, but a survey ask-
Figure 1-1-23 Feel They Belong Outside the Home after Retirement (Multi-
ing where they feel a sense of belonging ple answers possible/top nine answers other than Other )
outside the home after retirement revealed 0 5 10 15 20 25 30 35
that roughly 20% had not found a place or 28.4
Library 27.5
did not feel that there was a particular place 29.4
for them, and roughly 30% feel that that 19.3
Gym 14.6
place is the library (Figure 1-1-23). These 24.0
results suggest that we are not making full Relative’ s house
14.5
7.2
use of elderly people s motivation. 21.8
13.9
Friend’ s house 6.9
20.9
12.9
Park 16.9
9.0
Volunteer organizations, 10.5
10.3
etc. 10.7
10.5
Favorite café 8.9
12.1
10.5
Chain restaurants 7.4
13.6
Have not found a place/ 20.6
23.2
Nowhere in particular 18.1
Overall (n = 703) Men (n = 349)
Women (n = 354)
Source) The Real Picture of a Super-Aging Society, an investigative report from September 2014 (Nikkei Research
Institute of Industry and Regional Economy)
16 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
One way to make better use of elderly Positive Benefits of Social Participation as Reported by
people s motivation is through communi-
Figure 1-1-24
Elderly People I
ty activities, volunteer activities and other 0 10 20 30 40 50 60 70 (%)
activities that benefit societyNote 10; elderly Supporting family’ s lifestyle 3.2
Chapter 1
people who participate in these types of ac- Making connections for living free of worry 50.6
tivities report making friends and connec- Improving relationships with family members 5.7
tions through them (Figure 1-1-24). Making new friends 56.8
Developing a rhythm to daily life 24.7
The Changing State of Japan
Leading a life free of financial worries 2.0
Sense of fulfillment from contributing to society 38.2
Paying more attention to maintaining health, etc. 32.8
Other 1.8
No effect on life 8.1
Unclear 0.2
Note 1: This survey was administered to men and women throughout the country (except in Oita and Kumamoto
Prefectures) aged 60 or older.
Note 2: Responses were only accepted from people who participate in social activities.
Note 3: Respondents who participate in multiple activities were asked to comment on the single activity to which they
devote the most energy.
Source) Survey of Elderly People s Economic and Living Environment (2016) (Cabinet Office)
(2) Characteristics of Lifestyles of the Working Generation
(The unchanging lifestyles of the working generation)
Although working hours for all workers are decreasing, the negative effects of factors such as labor shortages in this
quietly recovering economy have caused an increase in overtime hours among general workers (not including part-time
workers) (Figure 1-1-25). In addition, as explained previously, Japan ranks last in the world in the usage of accrued paid
vacation.
Figure 1-1-25 Actual Monthly Working Hours for General Workers
Although overtime working hours for general workers are increasing, normal working hours are decreasing.
(Hours)
175
Total working hours
170.6
170 169.3 169.2
168.2 168.4 168.8
167.4 167.2
164.7
165 Overtime working hours
13.8
13.5 13.4 14.5
12.9 13.0 13.8 14.4
160
11.7
155
150
156.8 155.8 153.0 154.5 155.8
154.2 154.4 154.0 154.3
145
Normal working hours
0
2007 08 09 10 11 12 13 14 15 (Year)
Note: Totals from industrial survey of companies with at least five employees.
Source) Analysis of Labor Economy 2016 (MHLW)
Note 10 Here, community activities, volunteer activities and other activities that benefit society refer to a wide range of activities per-
formed voluntarily and for the purpose of local communities and other people rather than for remuneration. Specific examples
include beautifying and greening local areas, disaster relief, nature conservation, passing down traditional culture, and supporting
the lifestyles of people with disabilities, elderly people and others.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 17
Section 1 Changes in the Form of Japanese Society
In Japan, married men aged 20 to 54 who are employed spend an average of less than one hour per weekday on house-
I hold chores and child raising, which is a low figure (Figure 1-1-26). In addition, among married men with children young-
er than six years of age, Japanese men spend roughly half the time that men in major Western countries do on household
chores and child raising (Figure 1-1-27).
Chapter 1
Despite an increase in the rate of Japanese men taking paternity leave and other efforts that are part of a movement to
change the way Japanese men work, these figures suggest that they are still working long hours and spending little time
contributing to household chores.
The Changing State of Japan
Figure 1-1-26 Hours Spent on Work, Housework and Leisure by Gender
(1) Men (2) Women
(Hours) (Hours)
15 18
Leisure Housework
Housework
12 15
Leisure
12
9
9
Work
6 Work
6
3 3
0 0
Teens 20s 30s 40s 50s 60s 70 and older (Age) Teens 20s 30s 40s 50s 60s 70 and older (Age)
Note 1: Prepared based on 2015 Report on National Time Use Survey (NHK Broadcasting Culture Research Institute)
Note 2: Work is the total number of hours spent on work, Housework is the total number of hours spent on housework, and Leisure is the total number of hours spent on social participation,
conversation, social interactions, leisure activities, mass media consumption and rest (overall average hours on weekdays).
Source) FY 2017 Annual Report on the Japanese Economy and Public Finance (Cabinet Office)
Global Comparison of Hours Per Day Spent
Figure 1-1-27 on Housework/Child Raising by Married Men
with Children Younger than Six Years of Age
(Minutes)
5
3:21
3:12
2:58 3:00
3 2:46
2:30
2
1:23
1
1:08 1:00 1:07 1:13
0:49 0:59
0:40
0
Japan USA UK France Germany Sweden Norway
Minutes spent on child raising Minutes spent on child raising + housework
Note: The values for Japan are the total number of minutes per day that married men who
live at home with their wives and children spend on housework, nursing care, child
raising and shopping (overall weekly average).
Sources) Prepared by the MLIT based on Basic Survey of Social Life 2016 (MIC), Amer-
(Minutes) ican Time Use Survey (2014) (Bureau of Labor Statistics of the US), and How
5 Europeans Spend Their Time Everyday Life of Women and Men (2004) (Eurostat)
3
3:21 3:12
2:58
2:46
2 3:00
2:30
1 1:23
1:08 1:00 1:07 1:13
0:49 0:40 0:59
18 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN 0JAPAN 2018
Japan USA UK France Germany Sweden Norway
Minutes spent on child raising Minutes spent on child raising + housework
Section 1 Changes in the Form of Japanese Society
Under these circumstances, labor participation by married Japanese women is improving as explained previously, but
is still lower than that of unmarried women (Figure 1-1-28). I
In addition, 33.0% of the 2.74 million women who desired employment in 2016 indicated that childbirth and child
raising were their reasons for not seeking work; this was the most common reason given (Figure 1-1-29).
Chapter 1
Figure 1-1-28 Women s Labor Participation Rates by Marital Status/Age Group
(%)
100
The Changing State of Japan
91.9 90.1
87.4 87.7
81.7
79.5
80
69.3 73.8
71.2 63.8 73.3
61.2
59.2 59.2
60
50.0 55.5
40
Unmarried (1975)
Unmarried (1995)
20 Unmarried (2014)
18.3
Married (1975)
16.4 Married (1995) 16.1
Married (2014)
0
15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-64 65- (Age)
Note 1: Prepared based on Labour Force Survey (Basic Summary) (MIC).
Note 2: The labor participation rate is the proportion of the workforce population (the total number of people who are employed and people who are unemployed and seeking employment)
among people aged 15 and older.
Note 3: No values are shown for married women aged 15-19 in 2014 because no data exists.
Source) White Paper on Gender Equality 2015 (Cabinet Office)
Figure 1-1-29 Breakdown of Female Job Seekers (2016)
(%) a. Desired type of employment b. Reasons for not seeking employment
100
89.2 Job seekers: 2.74 million Other Regular staff/
83.2 82.4 83.3 83.9 82.2 6.2% employee
80.2 Self- 18.1%
80 employed
81.8 worker Suitable jobs
74.2 73.4 75.9 78.3 77.1 unlikely to exist
Childbirth/
71.9 4.6% child raising
60 28.7%
33.0%
Non-regular staff/ Other
40 employee 18.0%
71.0%
Labor participation rate + Nursing care
20 Health reasons
proportion of job seekers in population 6.1%
Labor participation rate 14.2%
0
15 20 25 30 35 40 45 50 55 60 65 70 75 (Age)
-
-
-
-
-
-
-
-
-
-
-
-
-
19 24 29 34 39 44 49 54 59 64 69 74
Note 1: Prepared based on Labour Force Survey (Detailed Summary) (2016) (MIC).
Note 2: Labor participation rate + proportion of job seekers in population is a percentage derived from the following formula: (Workforce population + job seekers) / People aged 15 and older.
Note 3: Self-employed workers includes contractors and others who work at home.
Note 4: The percentages are the totals of the breakdowns of desired type of employment and reasons for not seeking employment.
Source) White Paper on Gender Equality 2017 (Cabinet Office)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 19
Section 1 Changes in the Form of Japanese Society
(3) Characteristics of Lifestyles of Young People
I (Young people and the internet)
The Basic Survey of Consumer Aware- Percentage of People Who Feel that Mobile Phones and
Figure 1-1-30
ness conducted by the Consumer Affairs Smartphones are Vital for Life
Chapter 1
Agency in FY 2016 revealed that 82.4% of 64.8
(N=6,009)
people aged 15 to 19, 83.2% of people aged Overall 31.9 32.9 16.6 7.8 10.20.6
82.4
20 to 24 and 85.6% of people aged 25 to 29 1.7
Age 15-19 49.8 32.6 12.0 3.7 0.3
feel that mobile phones and smartphones 83.2 2.2
The Changing State of Japan
are vital for their lifestyles (Figure 1-1-30). Age 20-24 56.0
85.6
27.2 11.6 3.0 0.0
1.2
Age 25-29 56.0 29.6 9.2 4.0 0.0
80.7 1.1
(The search for connection and a sense
30s 41.7 39.0 13.7 4.0 0.5
of belonging) 70.4
40s 32.8 37.6 18.9 6.7 4.0 0.0
The Cabinet Office s White Paper on 66.3
Children and Young People 2017 found 50s 28.9 37.4 19.2 8.3 5.8 0.3
58.7
that young people feel more fulfilled with
60s 24.8 33.9 18.8 10.3 11.4 0.7
their lives the greater the number of places 41.8
70 and older 19.8 22.0 15.8 11.3 29.4 1.7
they feel they belong̶including the Inter-
net Note 11(Figure 1-1-31). The paper also 0 20 40 60 80 100
(%)
revealed that many young people feel it is Definitely agree Agree somewhat
Neither agree nor disagree Disagree somewhat
difficult to communicate their own feel- Definitely disagree/Not applicable No response
ings and understand the feelings of others
Note 1: These are responses to the following question: To what extent do you agree that mobile phones or smart-
over the internet and worry that others will phones are vital for your life?
Note 2: Totals may not add up to 100 due to rounding.
misuse their personal information, which Source) Prepared by the MLIT based on Basic Survey of Consumer Awareness (FY 2016) (Consumer Affairs Agency)
shows that young people feel unsure of and
dissatisfied with the quality of communica- Figure 1-1-31 Belonging and Life Fulfillment
tion with others online (Figure 1-1-32). (%)
100.0 89.9
These findings suggest that young peo- 86.7
Satisfied with my life (Total)
80.0 76.3
ple are searching for places where they be- 52.3
61.2
60.0
long offline as well as online. 40.0 36.4
25.3
20.0
0.0
0 1 2 3 4 5 6
(n=225) (n=341) (n=888) (n=1,232) (n=1,222) (n=1,268) (n=824)
Number of places each respondent felt they belonged
Note: Each respondent was asked whether they feel they belong in each of six places, and whether they are satisfied
with their life. They are categorized by the number of places to which they responded Yes or Somewhat, and
the percentages show the number of respondents in each of those categories who answered Yes or Some-
what to the question about fulfillment.
Source) White Paper on Children and Young People 2017 (Cabinet Office)
Note 11 Here, places they feel they belong refers to a person s own bedroom, home, school, workplace, community, or the Internet.
20 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Society
Figure 1-1-32
The Internet and Interacting with Others
I
(Unit: %)
Agree (Total) Disagree (Total)
Chapter 1
It is convenient because I can speak openly. 61.3 38.7
It is difficult to communicate my own feelings
68.8 31.3
and understand the feelings of others.
You can participate without getting too in-
67.7 32.3
volved.
There is little unity or empathy between par-
48.3 51.7
ticipants.
You can participate no matter where you are. 71.9 28.1
The Changing State of Japan
I fear that others will misuse my personal
62.8 37.2
information.
The Internet is a good way to share and
70.7 29.3
gather information.
Note 1: Agree (Total) includes responses of Agree and Agree somewhat.
Note 2: Disagree (Total) includes responses of Disagree and Disagree somewhat.
Note 3: Shaded boxes indicate rates of 60% or higher. Pink-shaded boxes indicate a
positive attitude toward the Internet, and blue-shaded boxes indicate a negative
attitude.
Source) White Paper on Children and Young People 2017 (Cabinet Office)
In addition, the percentage of young peo-
Figure 1-1-33 Migration by Generation
ple who want to enroll in local universities
(%)
and otherwise stay in their hometowns is 100
higher than that of other age groups (Figure 90
1-1-33). One reason for this could be the 80
70 14.2 27.9
connections they have cultivated through 60
16.1 18.3 26.5
18.4
many years of living in their hometowns. 50 17.9 17.2
17.1 19.2
40
30
20 45.5
37.8 37.5 33.3 38.7
10
0
20s 30s 40s 50s 60s
(N=310) (N=621) (N=608) (N=558) (N=377)
Stayed in urban hometown Stayed in rural hometown Moved from rural area to city
Moved from city to rural area Moved from rural area to rural area Moved from city to city
Source) Long-Term Trends and Matching Changes in Youth Migration (The Japan Institute for Labour Policy and Training)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 21
Section 1 Changes in the Form of Japanese Society
Furthermore, the Basic Survey of Consumer Awareness Percentage of People Who Spend Mon-
I conducted by the Consumer Affairs Agency in FY 2016 Figure 1-1-34 ey on Sporting Events, Movies and
Concerts
shows that a high percentage of people aged 24 and younger
(%)
spent money on sporting events, movies and concerts (Fig- 40
Chapter 1
ure 1-1-34). The survey also reported that 45.2% of people 35
34.6
31.9
in their 20s spent money on social interactions (including
30
eating and drinking), a significantly higher proportion than
25
the overall average of 29.0% (Figure 1-1-35). These find- 21.6
The Changing State of Japan
ings suggest that young people are more interested in spend- 20
15.0
ing money on experiences than on things, and emphasize 15 13.8
12.5
14.1
12.9
connecting with others. 10 8.9
30 s
40 s
50 s
60 s
70 s
older
80 and
Age 15-19
Age 20-24
Age 25-29
Note: These are responses to the following survey question: Indicate each of the following
things you spend money on.
Source) Prepared by the MLIT based on Basic Survey of Consumer Awareness (FY 2016)
(Consumer Affairs Agency)
Percentage of People Who Spend Money on Social Inter-
Figure 1-1-35
actions (Including Eating and Drinking)
（％）
50
45
40
35
30
25
20
15
10
5
0
9
er
ll
ra
-1
-2
-3
-4
-5
-6
-7
old
ve
15
20
30
40
50
60
70
O
an
e
e
Ag
Ag
Ag
Ag
Ag
Ag
Ag
80
Source) Prepared by the MLIT based on Basic Survey of Consumer Awareness (FY 2016) (Consumer Affairs Agency)
22 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Land
Section 2 Changes in the Form of Japanese Land
I
1 Changes in the Form of Japanese Land
Chapter 1
(1) Land Improvement and Its Effects
The rapid progression of infrastructure development in Japan after World War II has caused the form of Japanese land
to change. Although the growth of infrastructure stock (net capital stock) has leveled off in recent years, it has increased
substantially from its level of 30 trillion yen in FY 1953 to 638 trillion yen in FY 2014 (Figure 1-2-1). In addition, as infra-
structure stock has increased, the gap in per capita income between prefectures has decreased on the whole. One specific
The Changing State of Japan
example of the positive effects of this infrastructure improvement is the dramatic increase in the round-trip distance that
can be traveled by rail from Tokyo Station in a single day compared to 1947 (Figure 1-2-2).
In light of the above, the way we have changed the form of Japanese land has reinvigorated the movement of people and
goods and improved living environments among other things, thereby contributing to the development of the Japanese
economy and enriching the lives of each of its citizens.
Figure 1-2-1 Infrastructure Stock and Gini Coefficient (Prefectural Per Capita Income Distribution)
2015:
1962: CNDP 1969: New CNDP 1977: Third CNDP 1987: Fourth CNDP 1998: 21GD 2008: NSP Second NSP
(trillion yen)
800 0.14
Gini coefficient (prefectural per capita income distribution)
700 Infrastructure stock (net capital stock) 0.13
638
600 0.12
500 0.11
400 0.10
300 0.09
200 0.08
100 0.07
30
0 0.06
1953
1955
1957
1959
1961
1963
1965
1967
1969
1971
1973
1975
1977
1979
1981
1983
1985
1987
1989
1991
1993
1995
1997
1999
2001
2003
2005
2007
2009
2011
2013
Note) The Gini coefficient indicates inequalities in distribution. The coefficient has a range of 0 to 1, with values closer to 1 indicating larger disparities between regions.
Net capital stock is the real value (Base year: 2011) of infrastructure stock minus depreciation (physical wear and tear, decreased value due to obsolescence, etc.) that corresponds to
the age of the infrastructure.
1962: CNDP is the Comprehensive National Development Plan from 1962
1969: New CNDP is the New Comprehensive National Development Plan from 1969
1977: Third CNDP is the Third Comprehensive National Development Plan from 1977
1987: Fourth CNDP is the Fourth Comprehensive National Development Plan from 1987
1998: 21GD is the Grand Design for the 21st Century from 2001
2008: NSP is the National Spatial Plan from 2008
2015: Second NSP is the Second National Spatial Plan from 2015
Source) Infrastructure stock: Prepared by the MLIT based on Japanese Infrastructure 2017 (Cabinet Office)
Gini coefficient (prefectural per capita income distribution): Prepared by the MLIT based on Prefectural Economic Calculations (Cabinet Office) and Population Census Report,
Annual Report on Population Estimates, and Long-Term Statistical Series for Japan (MIC).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 23
Section 1 Changes in the Form of Japanese Land
Figure 1-2-2 One-Day Trip Zone from Tokyo Station by Railway
I
Chapter 1
Legend
Shinkansen
Asahikawa
Conventional railway (relevant areas only)
Furthest points of one-day trip destination from Tokyo (as of November 1947)
Furthest points of one-day trip destination from Tokyo Station (as of April 2016) Oshamanbe Sapporo
The Changing State of Japan
Hokkaido Shinkansen
Shin-Hakodate-Hokuto
Calculation method
Starting point is Tokyo Station. Ajigasawa Shin-Aomori
Furthest destination points with which it is possible to leave Hachinohe
Tokyo Station at 7:00 or later, spend one hour at the destination and Torigata
then return to Tokyo Station by 22:00. Tohoku Shinkansen
Akita
Morioka
Shinjo
Hokuriku Shinkansen
Yamagata
Niigata
Kyushu Shinkansen Kanazawa Toyama
Fukushima
Matsue
Doai Shirakawa
Nagato City Nagano
Miyota Takasaki
Itamochi Miyoshi
Hakata Okayama Shiojiri Hinoharu
Saga Nagoya Omiya
Oita Tokushima Tokyo
Osaka
Uchiko Toyohashi
Kumamoto
Kochi Hanoura Owase
Yatsushiro Susami
Miyazaki Kushimoto Tokaido Shinkansen
Kagoshima-Chuo
Source) White Paper on Land, Infrastructure, Transport and Tourism in Japan 2015 (MLIT) (Sources: For November 1947, Reprint Edition-Train Timetable during and after War, November
1947 (Toshihiko Miyake); for April 2016, Yahoo Japan! route search (Yahoo!))
Column Infrastructure in the Meiji Period
After the Meiji period began in 1868̶a full 150 years ago̶Japan took its first steps toward becoming
Column
a modern nation-state. Throughout the Meiji period, Japan made various efforts toward modernization and
established the basic outline of the country we know today. These efforts included infrastructure develop-
ment, and this column describes the state of that development during the Meiji period as it relates to the
formation of the infrastructure stock discussed in the main text of this paper.
The development of railways in Japan began with the opening of the section between Shimbashi and
Yokohama in 1872, and by the end of the Meiji period in 1912, a network of trunk lines stretched throughout
most of the country. During that time, a number of private railways were established, most notably Nippon
Railway, which was established in 1881. A private railway boom descended on Japan in the late 1880s and
into the 1890s, but the enactment of the Railroad Construction Law in 1892 established the notion of railway
construction as a state effort and served as policy to promote that notion over the long-term. Furthermore,
after the Russo-Japanese War, the government acquired private railways under the Railroad Nationalization
Law of 1906, and operated over 90% of the 8,047 km of railways in Japan at that time.
Road development lagged behind railway development because the Meiji government prioritized the
latter. Japan s first road legislation is said to have been issued by the Grand Council of State in 1871, which
encouraged private individuals to improve roads and bridges by allowing them to collect tolls. In 1876,
24 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Land
roads were classified into three categories: national highways, prefectural roads and vicinal roads. By 1885, I
the government had authorized 40 national highway routes. The Imperial Diet began deliberating over a bill
for roadway legislation in 1896, and the former Road Act was enacted in 1919. Until the enactment of the
Chapter 1
current Road Act in 1952, the former Road Act played a central role in Japanese roadway administration.
As for the development of ports and harbors, the opening of the railway between Shimbashi and Yoko-
hama at the beginning of the Meiji period increased the volume of freight transport from the Port of Yoko-
hama, which opened in 1859, and resulted in increased demand for facility upgrades to accommodate the
The Changing State of Japan
direct docking of large ships. Financial difficulties prevented the immediate launch of the renovation project
to modernize the port, but the government was finally able to begin the work in 1889. The development of
ports and harbors progressed further after the First Sino-Japanese War and Russo-Japanese War with the
designation of important ports by the Port Research Committee under jurisdiction of the Minister of Home
Affairs. The development was driven by the need to convert to industrial systems due to factors such as the
development of heavy industry and for policy to create ports that served the changing needs of the times.
Airport development began with the 1911 establishment of a military airfield in Tokorozawa, Saitama Pre-
fecture; full-scale airport development took place after the beginning of the Showa period in 1926.
This brings an end to our review of the Meiji-period development of the infrastructure that continues to
support our way of life. We must continue to intensively, effectively and efficiently develop and improve this
infrastructure to ensure that the next generation can enjoy the benefits that we have enjoyed thanks to the
efforts of our predecessors.
Figure 1-2-3 Logo for policies related to
Meiji 150 Years Note Figure 1-2-4 The First Railway in Japan (The Scene at Shiodome Station)
Source) National Diet Library website
Source) Office for Promoting Policies Related to Meiji 150 Years,
Cabinet Secretariat
Note To commemorate the full 150 years that have passed since the beginning of the Meiji period in 1868, the Japanese gov-
ernment is working together with local public entities and private corporations to carry out various efforts to once again
reflect on the Meiji period and carry its benefits and lessons forward into the future.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 25
Section 1 Changes in the Form of Japanese Land
(2) Changes in Population Distribution Projected Population Fluctuation from
I Changes in the form of Japanese land produced a cer-
Figure 1-2-5
2010 to 2050
tain level of movement between the people that live on it, [Population change in 2050 with the 2010 population as 100]
a level that has essentially remained constant since the end 6 割以上（63％）
Chapter 1
of World War II and has resulted in a concentration of the 無居住
Japanese population in cities, namely the three major urban
areas. That trend continues to this day; the Ministry of In- 19
ternal Affairs and Communications (MIC) reported a popu-
The Changing State of Japan
lation surplus of roughly 120,000 people in Greater Tokyo
Legend: Percentage vs 2010
(Tokyo Metropolis, Kanagawa Prefecture, Saitama Prefec- Decrease by 50% or 0
more (including uninhabited) 居住地
ture and Chiba Prefecture) in 2017.
0% or more,
Figure 1-2-5 shows the estimated population distribution but less than 50% Rate
Increase
in 2050 in light of this trend. The projection shows that,
from 2010 to 2050, the population will increase in only 2% Rate of
population
of all inhabited areas, and will decrease by 50% or more in decline (%)
0
over 60% of regions.
−10
−20 −
−30
−40
−50
Source) Grand Design of National Spatial Development towards 2050, Japan by the MLIT
(developed by the National Census Report by MIC and estimates by National
Spatial Planning andRegional Policy Bureau at the MLIT)
(3) Recent Problems Involving Japanese Land
(Vacant homes and vacant land)
As depopulation progresses throughout Japan, vacant homes and vacant land have grown more pronounced as land-use
related problems in recent years.
The MIC reports that the number of vacant homes doubled from 1983 to 2003, and that a total of 8.2 million vacant
homes existed in 2013 (Figure 1-2-6). In addition, a private company s estimates predict an increase to 21.66 million
homes in 2033.
The total area of vacant land was 1,554 km2 in 2013, a 28% increase from the 1,217 km2 in 2008 (Figure 1-2-7). In
addition, a survey of municipalities showed that those with higher depopulation rates were more likely to report increases
in vacant land (Figure 1-2-8).
These increases in vacant homes and vacant land have led to a decline in the efficiency of national land use as well as an
increase in land with unclear ownership. These developments are regarded as the cause of problems such as the inability
to move ahead with discussions for converting existing private roads into public roads in crowded urban areas, or to cut
down trees for forest clearing projects in rural areas.
26 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Land
Figure 1-2-6
I
Quantity and Percentage of Vacant Houses Nationwide
(10,000 houses) Actual ← → Projected (%)
8,000 35
Chapter 1
7,126
6,899
Total number of houses/vacant houses (10,000 houses)
7,000 6,647 30
6,372
30.4
6,063
6,000 5,759
5,389 25
Percentage of vacant houses
5,025 25.7
5,000
The Changing State of Japan
4,588
4,201 20
21.1
4,000 3,861
3,545
17.0 15
3,000
13.1 13.5
12.2 2,166
11.5 10
2,000 9.8 1,772
9.4
8.6 1,405
7.6 1,083
757 820 5
1,000 659
448 576
268 330 394
0 0
1978 1983 1988 1993 1998 2003 2008 2013 2018 2023 2028 2033 (Year)
Total number of houses (Left y-axis) Number of vacant houses (Left y-axis) Percentage of vacant houses (Right y-axis)
Source) Nomura Research Institute (Sources: For actual values, Statistical Survey of Housing and Land (MIC); for projections, Nomura Research Institute)
Figure 1-2-7 Area and Percentage of Vacant Land Nationwide
(km2) (%)
1,800 10.0
Area of vacant land Percentage of vacant land 1,554
1,500 9.0
Percentage of vacant land
1,279 1,310
1,253 1,217 8.2
Area of vacant land
1,200 7.6 8.0
7.3 7.6
7.1
900 7.0
600 6.0
300 5.0
0 4.0
1993 1998 2003 2008 2013
(Note 1) In this survey, vacant land includes wilderness, wasteland and ponds and swamps.
(Note 2) Note that estimates for 2008 may be too low.
* Percentage of vacant land is the sum of the following:
(1) Vacant land divided by land for housing, etc. in the results of corporate land/building basic surveys
Vacant land is vacant land (including land slated for construction that has not yet begun).
Land for housing, etc. is all land other than land for farming, forests, railways, power transmission/distribution,
etc., and includes industrial land, parking areas, equipment and material storage areas, open spaces, cemeteries,
parks and wilderness.
(2) Land that is not being used divided by land for housing, etc., in the results of statistical surveys of housing and land
Land that is not being used is vacant land, wilderness and other land that is not being used for a specific
purpose (wasteland, ponds and swamps, etc.).
Land for housing, etc. comprises properties that contain the house in which a household currently resides;
properties that contain non-residential buildings owned by a household; and residential land, commercial land,
wilderness, wasteland, lakes, ponds, swamps and other land that is not farmland or forest.
Source) Basic Survey on Land (MLIT)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 27
Section 1 Changes in the Form of Japanese Land
Changes in Vacant Land over Past Decade by Population
I Figure 1-2-8
Fluctuation Range
0 10 20 30 40 50 60 70 80 90 100(%)
Population fluctuation
Increase of 10%
or more 15.2 54.5 30.3
Chapter 1
Increase of
0%-10% 34.7 47.1 18.2
Decrease of 51.8 43.9 4.3
0%-10%
Decrease of 10% 59.1 38.1 2.8
or more
Total 48.3 43.4 8.3
Increased Essentially constant Decreased
The Changing State of Japan
Source) Questionnaire Survey of Municipalities across the Country Concerning the Actual State of the Appearance/Disap-
pearance of Vacant Lots (FY 2013) , (Policy Research Institute for Land, Infrastructure, Transportation and Tourism)
(Deterioration of infrastructure)
Much of Japan s infrastructure stock Figure 1-2-9 Percentage of Infrastructure 50 Years or Older
was developed intensively following the
Much of Japan’ s infrastructure—road bridges, tunnels, rivers, sewers, ports and harbors and
rapid economic growth. The amount of in- more—was developed after the nation’ s period of rapid economic growth; the percentage of
infrastructure that is 50 years or older is expected to increase at an accelerating pace.
frastructure that is 50 years or older is ex- *The state of a facility’ s deterioration does not depend solely on the year in which it was constructed; the environment of the
facility’ s location, the status of maintenance and other factors also play a role. However, for convenience, our guideline here is 50 years after construction.
pected to increase at an accelerating pace Percentage of Infrastructure 50 Years or Older
in the near future; therefore, we must sys- March 2018 March 2023 March 2033
tematically and appropriately maintain and Road bridges
About 25% About 39% About 63%
(Roughly 730,000 Note 1 (bridges at least 2 m in length))
update this infrastructure in order to ensure Tunnels
About 20% About 27% About 42%
that we can pass on its benefits to the next (Roughly 11,000 Note2)
River control facilities (floodgates, etc.)
generation (Figure 1-2-9). (Roughly 10,000 Note 3)
About 32% About 42% About 62%
The rapid deterioration of the infra- Sewer lines
About 4% About 8% About 21%
(Total length: Roughly 470,000 km Note 4)
structure that comprises Japanese land is a Ports, harbors and seawalls
About 17% About 32% About 58%
major problem that requires society-wide (Roughly 5,000 facilities Note 5 (depth of at least 4.5 m))
efforts to solve. (Note 1) Construction dates are unclear for roughly 230,000 of the 730,000 road bridges; those bridges are excluded
from the calculations. (FY 2017 total)
(Note 2) Construction dates are unclear for roughly 400 of the 11,000 tunnels; those tunnels are excluded from the
calculations. (FY 2017 total)
(Note 3) Only publicly managed facilities. The calculations include the roughly 1,000 facilities for which construction
dates are unclear. (Records exist for nearly all facilities constructed within the last 50 years, so facilities for
which construction dates are unclear were treated as facilities older than 50 years.) (FY 2017 total)
(Note 4) The calculations include the roughly 20,000 km of sewer lines for which construction dates are unclear. (Re-
cords exist for nearly all lines installed within the last 30 years, so lines for which construction dates are unclear
were treated as lines older than 30 years and distributed proportionately into the other categories based on
construction dates on existing records.) (FY 2017 total)
(Note 5) The roughly 100 seawalls for which construction dates are unclear are excluded from the calculations. (FY
2017 total)
Source) MLIT
28 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Land
2 Changes in the Form of Japanese Cities
I
As the form of Japanese land changes, so too does the form of cities and rural areas.
First, we present an overview of the changes in the form of Japanese cities.
Chapter 1
(1) Urban Population: Changes and Outlook
■Population changes and outlook
Depopulation is the rule rather than the exception for most Japanese cities in the near future; except for some major
The Changing State of Japan
cities, the total population of each city in Japan will probably decrease each year. However, the population of people aged
65 and older will probably increase through 2040 in most cities, namely the special wards of Tokyo Metropolis, core cities
and specially designated cities that comprise the three major urban areas (Figure 1-2-10).
Figure 1-2-10 Population Projections by Region
2010 = 100 Total population
131 Elderly population
117
Working-age population
100 84 Youth population
80
71
68
Phase 3
64 Decrease of elderly population
Decrease of youth/working-age population ( No t e ) Pr ep a r e d b a s e d on
Phase 1
Increase of elderly population 54 “Population Projections
Decrease of youth/working-age population for Japan (January
47 45 2012)” (National Institute
Phase 2
No change/slight decrease of elderly population
of Population and Social
35
Decrease of youth/working-age population 31
Security Research).
2010 2040 2060 2090
Core cities/specially Municipalities with populations
(2010 = 100) 23 special wards of Tokyo (2010 = 100) (2010 = 100) (2010 = 100) Depopulated municipalities
designated cities of 50,000 or less
180 180 180 180
160 160 160 Age 0-14 160 Age 0-14
153 Age 15-64 Age 15-64
140 140 135 140 Age 65 and older 140 Age 65 and older
120 120 120 Total 120 Total
100 100 100 100
100 100 100 102 100
94
80 85
80 80 80 80 81
72 72
72 61 60
60 Age 0-14 60 Age 0-14 64 60 60
Age 15-64 Age 15-64 56 50
40 40 40 40 47
Age 65 and older Age 65 and older
20 Total 20 Total 20 20
0 0 0 0
2010 2040 2010 2040 2010 2040 2010 2040
(Note 1) Prepared based on Regional Population Projections for Japan (March 2013) (National Institute of Population and Social Security Research).
(Note 2) Populations by region were projected for three types of municipality: municipalities with populations of 50,000 or lower (2010 figures), core cities and specially designated cities (figures
as of April 1, 2014), and municipalities in depopulated areas (figures as of April 5, 2014). The projected 2040 population for each type of municipality was then indexed against the base
year of 2010 (set to 100).
Source) Reference Materials from the Long-Term Vision for Revitalizing Communities, People and Jobs (Main Office for Revitalization of Communities, People and Jobs, Cabinet Secretariat)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 29
Section 1 Changes in the Form of Japanese Land
Within that segment, the number of peo- Population Aged 75 and Older in the Three Major Metro-
I ple aged 75 and older will increase substan-
Figure 1-2-11
politan Areas of Japan
tially in the three major urban areas (Figure (1,000 people) (Multiplier)
2,500 2.0
1-2-11). In addition, the number of people
Chapter 1
aged 75 and older living alone or with a 2,000 1.8
spouse only is expected to increase na-
1,500 1.6
tionwide (Figure 1-2-12), and the fact that
people aged 75 and older account for over 1,000 1.4
The Changing State of Japan
80% of those certified by the government as
500 1.2
requiring long-term care yet living at home
(Figure 1-2-13) prompts concern over an 0 1.0
Metropolis
Prefecture
Kanagawa
Prefecture
Prefecture
Prefecture
Prefecture
Hyogo
Prefecture
Saitama
Chiba
Osaka
Tokyo
Aichi
increase in that segment as well (Figure
1-2-14). In light of these projections, the
three major urban areas can expect signifi- Population aged 75 and older (2015) Population aged 75 and older (2045)
Increase of population aged 75 Increase of population aged 75 and older
cant increases in the number of people aged and older (2045/2015) (2045/2015) (national average)
75 and older living alone or with a spouse Source) Prepared by the MLIT based on Regional Population Projections for Japan (2018) (National Institute of Pop-
ulation and Social Security Research)
only and the number of people certified
by the government as requiring long-term
Percentage of Households with Head
care.
Figure 1-2-12 of Household Aged 75 or Older with the
To prepare for these developments, cities must move Head Living Alone or with a Spouse Only
ahead with efforts toward providing universally accessible (1,000 households) (%)
10,000 74
facilities and housing that enables people to live free of
worry. 8,000 72
6,000 70
4,000 68
2,000 66
0 64
2015 2020 2025 2030 2035 2040
Number of households with head of household aged 75 or older with the head living with a spouse only
Number of households with head of household aged 75 or older with the head living alone
Percentage of households with head of household aged 75 or older with the head living alone or with a
spouse only
Source) Prepared by the MLIT based on Household Projections for Japan (2018) (National
Institute of Population and Social Security Research)
Percentage of People Who Require
Figure 1-2-13
Nursing Care by Age Group
40- 65- 70-
64 69 74 75-79 80-84 85-89 90 and older
5.3
2001 7.3 10.4 19.2 22.0 21.0 14.9
5.2
2004 5.8 12.1 18.0 24.6 19.5 14.9
5.3
2007 5.4 10.4 17.8 23.2 21.6 16.4
4.5
2010 5.1 9.3 16.6 23.9 22.8 17.8
4.3
2013 5.1 8.7 15.4 23.8 24.6 18.1
4.1
2016 4.4 7.7 14.5 24.6 24.3 20.5
0 20 40 60 80 100 (%)
(Note) The figures for 2016 do not include Kumamoto Prefecture.
Source) Comprehensive Survey of Living Conditions (MHLW)
30 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Land
Figure 1-2-14
I
Number of People Who Require Nursing Care
(10,000 people)
800 749 753 751
721
669
Chapter 1
604
600
531
450
400
The Changing State of Japan
200
0
2015 2020 2025 2030 2035 2040 2045 2050
Source) Prepared by the MLIT based on Document 1: Recent Trends in the Nursing Care Field (55th Nursing Care
Insurance Meeting of the Social Security Council Task Force, MHLW)
(2) Characteristics of Urban Lifestyles
Population density in major cities is a factor of daily con-
Figure 1-2-15 Economic Loss from Traffic Jams in Japan
gestion and traffic that causes economic loss and has a size-
able impact on people s lifestyles.
Economic loss from traffic jams amounts to roughly 40% of travel time,
These problems are particularly pronounced in Greater which is equivalent to roughly 5 billion man-hours—the labor of 2.8 million people—each year
Tokyo, the most heavily populated area in Japan. For exam- The capital region accounts for roughly 30% of Japan’ s economic loss from traffic jams.
ple, the economic loss from traffic jams in Japan amounts 30% in the capital
Roughly 100 hours per person region alone
to the annual labor of 2.8 million people each year; Greater
Tokyo accounts for 30% of that (Figure 1-2-15). Standard travel time Time lost
In addition, commuting times to and from work and (Travel time in light traffic) (Extra travel time caused by congestion)
Roughly 8 billion man-hours Roughly 5 billion man-hours
school are longer in prefectures with more high-population
cities; the four longest average commuting times in Japan Roughly 40 hours per person
were reported in Tokyo Metropolis and the other three pre- Source) Annual Report of Capital Region Improvement FY 2016 (MLIT)
fectures of Greater Tokyo, and each far outpaces the nation-
al average of 79 minutes (Figure 1-2-16).
It is likely that these long commuting times affect working hours, which include both on-duty hours and commuting
times. Over 30% of married men in Greater Tokyo reported working 12 hours or more each day (including commuting
time), which is far and away higher than in other regions (Figure 1-2-17). Furthermore, women s employment rates were
lower in areas where many men work long hours, which shows that the population density of Greater Tokyo has a major
effect on people s lifestyles (Figure 1-2-18).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 31
Oita Prefecture
100 (%)
Over 12 hours
Kagoshima Prefecture
Shimane Prefecture
Akita Prefecture
Aomori Prefecture
Miyazaki Prefecture
Tottori Prefecture
Fukui Prefecture
Saga Prefecture
12 hours or less
Yamagata Prefecture
Ehime Prefecture
80
Kagawa Prefecture
Iwate Prefecture
Hokkaido Prefecture
Yamaguchi Prefecture
Nagano Prefecture
Yamanashi Prefecture
10 hours or less
Ishikawa Prefecture
Source) Prepared by the MLIT based on Survey of Child-Raising Environments in Urban and Rural Areas (Cabinet Office)
Toyama Prefecture
60
Kumamoto Prefecture
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Round-Trip Work/School Commute Times by Prefecture
Kochi Prefecture
Wakayama Prefecture
Okinawa Prefecture
Tokushima Prefecture
Niigata Prefecture
Working Hours of Married Men (by Region)
8 hours or less
Fukushima Prefecture
Nagasaki Prefecture
Shizuoka Prefecture
40
Miyagi Prefecture
Gifu Prefecture
Source) Prepared by the MLIT based on Basic Survey of Social Life (MIC)
Gunma Prefecture
Tochigi Prefecture
Hiroshima Prefecture
Section 1 Changes in the Form of Japanese Land
4 hours or less
Okayama Prefecture
Mie Prefecture
Fukuoka Prefecture
Shiga Prefecture
20
Aichi Prefecture
Ibaraki Prefecture
Kyoto Prefecture
Hyogo Prefecture
0 hours
Osaka Prefecture
Nara Prefecture
Tokyo Metropolis
Figure 1-2-16
Figure 1-2-17
Saitama Prefecture
0
Chiba Prefecture
Capital region
Chugoku/Shikoku
Northern Kanto
Kyushu/Okinawa
Hokkaido
Tohoku
Hokuriku
Chubu
Kinki
Kanagawa Prefecture
(Minutes)
National average
120
100
80
60
40
20
32
Chapter 1 The Changing State of Japan
I
Section 1 Changes in the Form of Japanese Land
Relationship Between Proportion of Men
Figure 1-2-18 Working More Than 60 Hours Per Week and
Employment Rate of Women Aged 15-64
I
(%)
Chapter 1
75
Tottori
Shimane Prefecture
Employment rate of women aged 15-64 (2012)
Prefecture
70 Tokyo
Metropolis
Kyoto
The Changing State of Japan
65 Prefecture
Iwate
Prefecture
60
Akita Prefecture
55 Nara Prefecture
r = –0.532
50
10 12 14 16 18 20 (%)
Proportion of men working more than 60 hours per week
(2012)
(Note 1) Prepared based on Employment Structure Basic Survey (2012) (MIC)
(Note 2) The proportion of employees working more than 60 hours per week is taken from
the proportion of employees working more than 200 days per year (including di-
rectors at corporations, etc.).
Source) White Paper on Gender Equality 2015 (Cabinet Office) (Source: Employment
Structure Basic Survey (2012) (MIC))
[Population change in 2050 with the 2010 population as 100] 人口増減割合別の地点数
6 割以上（63％）の地点で現在の半分以下に人口が減少
3 Changes in the Form of Japanese Rural Areas
無居住化 50％以上減少 0％以上50％未満減少
Now, we present an overview of the changes in the form of Japanese rural areas. Here, rural areas mainly refers to
19 44 35
municipalities (including depopulated areas) with populations under 50,000.
増加
2％
(1) Rural
Legend: Population:
Percentage vs 2010 Changes and Outlook
Decrease by 50% or 0 20 40 60 80 100（％）
In more
rural areas,
(including the population of people aged 64 and
uninhabited) 居住地域の 2 割が無居住化
Rate of population decline by the size
Figure 1-2-19
younger0% oris declining, and that of people aged 65 and older is
more,
but less than 50%
of municipality population
Rate of population decline by the size of municipality population
remaining
Increaseconstant or decreasing. In the future, rural areas
etc e-
e
es, anc
0
ov
00
00
are expected to face further depopulation and population
citi rdin
.
ss
ab
0,
,0
00
ted -o
Rate of
le
30
00
na ent
0,
or
or
sig m
aging (Figure 1-2-10). Further analysis of these projected
0-
-1
-5
population
0
de overn
00
00
00
00
00
decline (%)
0,
0,
,0
,0
,0
G
demographic changes reveals that depopulation rates are
30
10
50
10
10
0 Municipality
population size
greater for municipalities with smaller populations (Figure −10
1-2-19). Specifically, although the highest depopulation −20 −15 National average
−21
rate in urban areas is 28%, the depopulation rate is 37% −30 −25
rate of decline:
−28 about 24%
in municipalities of 10,000 to 50,000 people, and 48% in −40 −37
municipalities with fewer than 10,000 people. Therefore, −50 −48
finding ways to counteract this trend of depopulation is still
Source) Grand Design of National Spatial Development towards 2050, Japan by the MLIT
a major issue in rural areas. (developed by the National Census Report by MIC and estimates by National
Spatial Planning and Regional Policy Bureau at the MLIT)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 33
Section 1 Changes in the Form of Japanese Land
I Column Efforts of Onan Town, Shimane Prefecture Column
Chapter 1
Onan Town covers a semi-mountainous area in central Shimane Prefecture, and has a population of
roughly 11,000 people and an aging rate of 43.2% (as of April 1, 2017). In October 2004, the town was
formed by the merging of Hasumi Village, Mizuho Town and Iwami Town. Similar to other semi-mountain-
ous areas, the town has long been afflicted by depopulation, a decreasing birth rate and aging population.
However, the town has gained attention in recent years for its development of unique policies to tackle and
The Changing State of Japan
overcome these problems.
In 2011, the town developed an Offense and Defense Settlement Project that has since produced sub-
stantial results. For the offense portion of the project, Onan Town promoted food- and agriculture-oriented
community development based on the vision of fine dining, acquired the registered trademark of Fine Din-
ing Town and made other efforts to improve the town s image and visibility. Efforts for the defense portion
of the project included striving to make the town the best place in Japan to raise children and providing
rigorous care for everyone who had already relocated to Onan Town. Because few municipalities at the time
included support for child raising as part of their appeal to outsiders, the town s policies, which included
completely subsidizing health expenditures for children through junior high school and childcare for couples
second and subsequent children, were effective. As a result, in 2013, the town recorded its first population
surplus (the number of people moving into the area exceeded the number of people moving out) since the
municipal merger, and continued to enjoy surpluses through 2015.
Onan Town is currently working on new policies based on a new vision crafted in the wake of the Offense
and Defense Settlement Project. The town s new vision is to become a place where child raising is done in the
community so that community members feel that the town is the best place in Japan to raise children. Policies
include community-wide celebrations of the birth of children, and a point system for the support of child raising
whereby parents are encouraged to use child-raising services within the community. The town is also providing
continued care to transplants through efforts such as the installment of a settlement support coordinator.
The town, which is divided into 12 districts, has also developed strategies for each district that enable
each and every community member to participate. For these strategies, the community forms a consensus
to plan projects that community members will lead and implement to halt depopulation. For example, the
Hinui District plans to implement a project to create lodging facilities and cafés on vacant land, cuisine that
features local ingredients, opportunities to try pottery and other arts, and activities to attract visitors; the full-
fledged project will start in FY 2018.
These efforts by Onan Town should serve as forward-looking examples for semi-mountainous areas ex-
pected to undergo accelerated depopulation, birthrate decreasing and population aging in the future.
Figure 1-2-20 Picture of a meeting for the project to attract visitors
to the Hinui District
Source) MLIT
34 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Changes in the Form of Japanese Land
(2) Characteristics of Rural Lifestyles
(Persistent automobile dependency) I
According to a public opinion poll conducted by the Cabinet Office, few people use the public transportation options
of railways and buses in their daily lives, while nearly 70% use automobiles on a daily basis (Figure 1-2-21). In addition,
Chapter 1
a comparison of the rates of increase in members per household and personal passenger vehicles per household from 2005
to 2015 shows that automobile dependency decreased only in the prefectures that comprise the three major urban areas;
in the other prefectures, automobile dependency increased (Figure 1-2-22). Of this segment, automobile dependency in-
creased particularly in rural prefectures with many sparsely populated municipalities.
The Changing State of Japan
Figure 1-2-21 Results of Public Transportation Attitude Survey
Major cities
Mid-sized cities
Small cities
Towns and villages
0 20 40 60 80 100 (%)
Use nearly every day Use several times per week Use several times per month Hardly ever use (usually use personal car)
Hardly ever use (usually use motorcycle, bicycle, etc.) Hardly ever use (do not go out much)
Source) Prepared by the MLIT based on Public Opinion Poll on Public Transportation (December 2016) (Cabinet office)
(Elderly people continue to drive)
Although the number of elderly people who voluntari- Relationship Between Increase in Mem-
Figure 1-2-22 bers Per Household and Increase in Per-
ly relinquish their driver s licenses has increased rapidly sonal Passenger Vehicles Per Household
throughout Japan in recent years, the intent to do so is less 1.00
Increase in members per household
present in municipalities with smaller populations (Figures
0.98
1-2-23 and 1-2-24). This finding suggests that, although
elderly people who live in rural areas likely face a higher 0.96
(2015/2005)
risk of causing traffic accidents by driving despite declining Tokyo Kagoshima
0.94 Osaka Hokkaido Hiroshima Miyazaki
Kanagawa
physical faculties due to age, they have no choice but to Aichi Kochi
Kyoto Hyogo
drive to maintain the convenience of life, and that this situ- 0.92 Nagasaki
Automobile Saitama Saga
Chiba
ation will persist into the future. dependency
0.90 decrease↓ Iwate
In light of the above, as population aging progresses fur- Ibaraki Yamagata
Automobile dependency increase↑
Fukushima
ther, it is important to secure modes of transportation for 0.88
0.84 0.88 0.92 0.96 1.00 1.04 1.08
elderly people in rural areas. Increase in personal passenger vehicles per household
(2015/2005)
Sources) Prepared by the MLIT based on Population Census (MIC) for members per
household, and Diffusion of Personal Passenger Vehicles (Registrants and Sub-
compact Vehicles) Per Household (Automobile Inspection & Registration Informa-
tion Association) for number of personal passenger vehicles per household
Figure 1-2-23 Number of Driver s License Returns by Elderly People
(10,000 returns)
45
40.5
40
35 32.8
30 27.0
25
19.8
20
15 13.2
11.2
10 6.3 7.0
4.9
5 1.7 2.1 1.8 2.8
0
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Source) Prepared by the MLIT based on Driver s License Statistics (National Police Agency)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 35
Section 1 Changes in the Form of Japanese Land
Result of Attitude Survey of Elderly People on Voluntary
I Figure 1-2-24
Relinquishment of Driver s Licenses
0 20 40 60 80 (%)
Major cities (government-designated cities/23 special wards of Tokyo) (390) 63.6
Chapter 1
Mid-size cities 1 (population of 200,000 or more) (496) 65.7
Mid-size cities 2 (population between 100,000-199,999) (209) 68.9
Small cities (population less than 100,000) (276) 71.7
Towns and villages 1 (population of 20,000 or more) (59) 72.9
Towns and villages 2 (population less than 20,000) (60) 75.0
Total who continue to drive (1,460) 67.4
The Changing State of Japan
Source) Results of Questionnaire Survey on Voluntary Relinquishment of Driver s Licenses (National Police Agency)
(Concern over maintaining communities)
A public opinion poll conducted by the Figure 1-2-25 Results of Attitude Survey on Extent of Interaction in Community
Cabinet Office showed that 70% of people
in towns and villages interact with others in 1975 68.3 24.5 5.5
0.4
their local communities (they reported fre-
Towns and villages
1986 64.2 26.1 8.3
1.1
quent or somewhat frequent interactions) 1997 57.8 29.7 10.5
1.4
in 2018. This is a lower percentage than in
2004 34.8 49.0 13.6
1975, but can be interpreted to mean that 2.2
2011 23.8 52.4 18.4 5.4
local communities in these areas are func-
2018 21.1 48.9 22.5 7.4
tioning better than those in major cities
(Figure 1-2-25). However, because sparse- 1975 35.9 41.1 19.0 3.7
ly populated towns and villages will face 1986 39.1 33.7 19.7 7.0
Major cities
the most serious population decline in the 1997 31.1 36.3 23.3 9.1
future (Figure 1-2-19), it will become in-
2004 14.4 47.5 26.6 10.9
creasingly important to find ways to main-
2011 15.0 47.8 29.1 8.0
tain the functions of their communities.
2018 14.6 47.6 29.6 7.9
0 20 40 60 80 100 (%)
I socialize often. (I am close with my neighbors.)
I socialize to a certain extent. (I socialize, but am not so close with my neighbors.)
I do not socialize very much.
I do not socialize at all. (I do not socialize at all.) Other
(Note 1) Major cities refers to the 23 special wards of the Tokyo Metropolis and ordinance-designated cities.
(Note 2) The question and answer options for 1975, 1986 and 1997 are as follows:
Question: To what extent do you socialize with your neighbors?
Answer options: I am close with my neighbors, I socialize, but am not so close with my neighbors, I do
not socialize very much, and I do not socialize at all.
(Note 3) The question and answer options for 2004, 2011 and 2018 are as follows:
Question: To what extent do you socialize in your community?
Answer options: I socialize often, I socialize to a certain extent, I do not socialize very much, I do not socialize at all.
Sources) Prepared by the MLIT based on Public Opinion Poll on Social Awareness (December 1975, December 1986,
December 1997, January 2004, January 2011, February 2018) (Cabinet Office)
36 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 New Signs in Japan
Section 3 New Signs in Japan
I
In Sections 1 and 2, we presented overviews of the issues Japan faces with regard to changes in the form of Japanese
society and land. Amidst these circumstances, new signs that promise to help solve these problems have appeared. In this
Chapter 1
section, we introduce these new signs in Japan from four perspectives that comprise Japanese lifestyles: how Japanese
people work, have fun, live and move.
1 How Japanese People Work
The Changing State of Japan
(Improving balance between work and child raising)
The state of the balance between work
Changes in Employment of Married Women after Birth of
and child raising (women s continuation of Figure 1-3-1
First Child by Year of Birth
employment) has improved; the percent- (%)
age of married women who take maternity 100 3.1 3.4 3.8 3.8 4.1 4.2
leave around the birth of their first child 90
and then continue in employment nearly 80 35.5 34.6 32.8 28.4 24.0 23.6
doubled from 15.3% to 28.3% over a 10- 70
Resigned at birth Continuously employed
year period (birth of first child between 60
46.9%
Employed before birth
2000-2004 and 2010-2014) (Figure 1-3-1). 33.9
50 42.9
40.3
37.7 39.3
Continuously employed
40 37.3
10.0
30
38.3%
9.5
12.2
53.1%
20 13.0
18.4 16.3 28.3
10 19.4
11.2 15.3
5.7 8.1
0
1985-1989 1990-1994 1995-1999 2000-2004 2005-2009 2010-2014
(First child’ s birth year)
Continuously employed (with maternity leave) Continuously employed (without maternity leave) Resigned at birth
Unemployed before pregnancy Unknown
Note: Total statistics for couples in their first marriage whose eldest children are at least one year old, but are younger
than 15 years old
Definitions of changes in employment of women before and after birth:
Continuously employed (with maternity leave): Employed when pregnancy was discovered, took maternity leave, em-
ployed when the child was one year old
Continuously employed (without maternity leave): Employed when pregnancy was discovered, did not take maternity
leave, employed when the child was one year old
Resigned at birth: Employed when pregnancy was discovered, unemployed when the child was one year old
Unemployed before pregnancy: Unemployed when pregnancy was discovered
Source) Prepared by the MLIT based on the National Birth Survey (Survey of Married Couples) 2015 (National Institute
of Population and Social Security Research)
Column Workcation
Workcation is a portmanteau of work and vacation that means telecommuting̶using a personal
Column
computer or the like to do work̶while on a long-term vacation at a domestic or foreign resort or in one s
hometown.
Starting in the summer of 2017, Japan Airlines Co., Ltd., offered workcations as a telecommuting option
to roughly 4,000 employees who are not involved in shift work at airports and the like. The purpose of the
offer was to encourage employees to take vacation time; the way each employee used the time determined
whether or not their case counted as a workcation. For example, if an employee took three days of vacation
and only worked during the afternoon of the second day, that counted as a workcation. However, if during
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 37
Section 3 New Signs in Japan
I an extended public holiday an employee only rested each morning and worked each afternoon, that did
not count as a workcation because work accounted for too much of the time. The airline aimed to create
opportunities for travel and fulfilling family time by promoting a new way of working: working at a travel desti-
Chapter 1
nation. In sum, 34 employees took workcations during the airline s two-month trial in July and August 2017,
and their impressions were generally positive; one indicated that the workcation enabled them to visit their
hometown as planned despite earlier concern over canceling the trip due to work, and another remarked
that the change of scenery from their usual telecommuting helped them work more efficiently.
The Changing State of Japan
Local governments are also proactively drawing attention to workcations. For example, the Wakayama
prefectural government is taking the lead among Japanese local governments in promoting and performing
public relations for workcations. The local government has planned CSR activities, such as repairing the
Kumano Kodo, a World Heritage site, and events where people can try workcations̶including providing
workplaces where Wi-Fi is available̶and has also created a PR video for workcations.
Amidst the current call for work style reform, workcations are a promising new way of working that can
enable people to refresh both body and mind by changing where they work, and contribute to regional revi-
talization while improving productivity.
Figure 1-3-2 Workcations
Source) Japan Airlines Co., Ltd.
Figure 1-3-3 Workcations Figure 1-3-4 Repairing the Kumano Kodo
Source) Wakayama Prefectural Government
38 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 New Signs in Japan
2 How Japanese People Have Fun
I
(Diversification/intensification of fun)
■A park built from the ground up by people, com-
Chapter 1
Izumi-Sano Hills Green Space Park Club: a
Figure 1-3-5
munities and corporations (Izumi-Sano Hills Green volunteer group of citizens of Osaka Prefecture
Space in Osaka Prefecture)
Izumi-Sano Hills Green Space is a park and recreation-
al facility operated by the Osaka prefectural government.
The Changing State of Japan
However, the park was not created in the traditional gov-
ernment-centered style; the government and prefectural res-
idents worked together to create the park from scratch, and
since it opened, the two sides have collaborated to contin-
ue shaping the park. Courses and other events were held to
train park volunteers̶namely elderly people̶and create a
community. Today, those trainees form the core of a com-
munity of around 100 people who engage in activities in the
park. These activities create opportunities for elderly people Source) Osaka Prefectural Government
and others to make the personal connections that serve as
the foundation of activities that benefit society.
■Increasing demand for domestic travel
Japanese domestic tourism consumption and the total Figure 1-3-6 Japanese Domestic Travel
number of Japanese domestic travelers are both on the rise (100 million yen) (10,000 people)
(Figure 1-3-6). In addition, the record-high 28.69 million 220,000 Tourism consumption (Left y-axis) 211,130 70,000
Total number of travelers (Right y-axis) 209,547
foreign visitors to Japan in 2017 have had a major impact on 210,000 204,354 204,090
201,871
regional tourism resources and beyond. 200,000 197,369 65,000
194,208
64,751
In light of developments such as the shift of tourism de-
190,000 63,160 63,095 184,204 64,108
mand by foreign visitors to Japan toward experiences and 61,253 61,275 60,000
180,000 60,472
away from things, it is important to encourage consumption 59,522
of hands-on tourism. Investigations are underway to find 170,000
55,000
new tourism resources that go beyond history and culture 160,000
and other specific ways for both public and private entities 150,000 50,000
2010 2011 2012 2013 2014 2015 2016 2017
to make efforts toward this end. (Year)
These kinds of efforts to make full use of existing re- Source) Survey on Travel/Tourist Spending Trends (FY 2017 Values) (Japan Tourism Agency)
sources and people to improve the appeal of tourism are ex-
pected to create even more fulfilling fun. In addition, stra-
tegic engagement in these efforts by local operators, residents and other key people should create connections between a
wide variety of people who may or may not have connected otherwise.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 39
Section 3 New Signs in Japan
I Column Adult Daycare-Style Cooking Studio Column
Chapter 1
Nanairo Cooking Studio is a cooking-themed participatory adult daycare center located in Jiyugaoka in
Meguro city, Tokyo. The concept of cooking̶the first of its kind in the nursing care industry̶is the foun-
dation of this completely new type of adult daycare center, which feels more like a cooking class and is
designed to fill participants with feelings of joy, accomplishment and motivation.
UNIMAT Retirement Community Co., Ltd., created this service from the desire to spread awareness
The Changing State of Japan
and understanding of efforts to encourage elderly people and people with dementia to enjoy cooking and
give them motivation in life. The lessons start with simple tasks and advance gradually, so everyone̶even
first-timers and others who are not good at cooking̶can feel free to join. In addition, cooking is considered
to be a highly effective method of occupational therapy for rehabilitation. This cooking therapy involves
cutting and peeling ingredients, adding ingredients in the proper balance, counting, thinking about time,
plating food and other activities that stimulate the five senses, all of which can improve cognitive functions.
The stylish red awning on the exterior of the building draws people s attention. The interior has a natural
white tone with an elliptical cooking station in the center. The colorful pendant lights and various interior
decorations are very charming and brighten the emotions of the participants. Staff members make prepara-
tions for the cooking while visitors take turns getting their vitals checked, and then the program begins with
a lecture by a registered dietitian, who explains the recipes and nutritional components of each ingredient.
Then the staff members assign tasks to each participant in line with their physical condition̶participants
are asked to cut vegetables, crack eggs, peel and the like while seated in wheelchairs or on chairs or while
standing. Participants enjoy conversation with the chef and staff members in a friendly atmosphere, and the
cooking is completed in around one hour. Three hours pass in no time as participants enjoy the meal time
together at their tables.
The current ratio of women to men at the center is 4-to-1, and the oldest participant is a 96-year-old
woman. Many participants not only make food for themselves, but also make meals to take to their families,
which is a delight to the families. Presentations are held once every six months. At these presentations,
participants invite family members and caregivers to watch them prepare a full party menu, and then eat
together. Family members are impressed by the participants excitement and energy as they cook in a dif-
ferent environment from home, and the participants rediscover the joy of achievement and motivation for life
through cooking, which motivates them to continue to work hard for themselves and others.
As the Japanese population continues to age, the number of elderly people who require nursing care is
increasing. Adult daycare centers are helpful for people whose jobs and other responsibilities make it difficult
for them to provide the constant nursing care that their elderly relatives require. As society diversifies, we
should be aware that various kinds of adult daycare centers are appearing to make the lives of those who
require care and their families more fulfilling and active.
Figure 1-3-7 Nanairo Cooking Studio
40 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 New Signs in Japan
Chapter 1
The Changing State of Japan
Source) UNIMAT Retirement Community Co., Ltd.
3 How Japanese People Live
(Increasing interest in moving to the countryside)
The Furusato Kaiki Shien CenterNote 12 is an NPO that offers consultations to help people move to the countryside
from major cities̶whether they are moving back to their countryside hometown or to a countryside area that is not their
hometown. The Center s research shows an increase in the number of visitors and inquiries. The Center s research also
shows an increasing interest in moving to the countryside (Figure 1-3-8), particularly among people in their teens, 20s
and 30s (Figure 1-3-9).
Visitors/Inquiries to the Furusato Kaiki Furusato Kaiki Shien Center User Ages
Figure 1-3-8 Figure 1-3-9
Shien Center (Tokyo, 2008-2017) (Tokyo, 2008-2017)
(People) (Inquiries/visits) (%)
40,000 485 500 100.0
418 6.6 3.6 5.6 5.2 5.8 6.0 5.4 3.4 3.7 3.5
(33,165) 400 90.0 12.8 12.0 8.4
35,000 302 26.2 23.6 23.4 23.8 21.2 21.2
80.0 15.9
300 35.1 16.3 16.0
30,000 7,673 70.0
(26,426) 200
90 113 136 60.0 23.3 20.1 19.5
18.8 18.7 21.9
25,000 84 77 65 30.0 22.6 22.5
54 (21,584) 4,974 100 50.0
27.9 17.1 22.1 22.2 22.1
20,000 3,754 0 40.0 19.0
14.6 28.9
30.0 28.7 28.0
15,000 (12,430) 14.4
(9,653) 2,427
25,492 20.0 19.0 27.1 20.3 22.9 21.8
21,452 20.1
10,000
(6,021) (7,062) (6,445) 2,370 17,830 10.0 12.0 16.1 17.9 21.4
4.0 5.5 9.5 7.1 8.5 8.9 10.8
(3,823) 0.0
5,000 (2,475) 4,914 2,387 7,283 10,003 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 (Year)
881 3,160
661 2,942 2,861 2,148 4,058
0 1,814 Teens/20s 30s 40s 50s
2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 (Year) 60s 70s and older
Participation in interviews, seminars, etc. (Left y-axis )
Inquiries by telephone, etc. (Left y-axis ) Source) Prepared by the MLIT based on documents from the Furusato Kaiki Shien Center,
a certified NPO
Number of seminars hosted (Right y-axis )
Source) Prepared by the MLIT based on documents from the Furusato Kaiki Shien Center,
a certified NPO
(Municipalities successfully increase number of transplants)
As efforts toward regional revitalization continue, some municipalities have successfully increased the number of
transplants they receive through efforts such as stimulation of local industry by the government and private entities, sup-
port for receiving transplants, and hosting high school students from other prefectures (Figure 1-3-10).
Note 12 An organization that collaborates with 850 communities throughout Japan to provide information about moving to the country-
side in support of people who desire to do so̶whether to move back to their countryside hometown or to a countryside area
that is not their hometown̶or to interact with those communities. The organization strives to revitalize the countryside and re-
invigorate communities by serving as a bridge between urban areas and farming, mountain and fishing villages. The organization
has a constant supply of pamphlets and information about living in the countryside on hand, and consultants from each commu-
nity provide more specific information about their communities and various advice to people who want to live in the countryside.
In 2017 alone, the organization held 485 seminars about life, housing and work in various countryside locations.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 41
Section 3 New Signs in Japan
Figure 1-3-10
I
Rate of Population Change in Municipalities (Excerpt, Excludes Three Major Metropolitan Areas)
(%) Note 1: Rate of population change in municipalities (national average excluding the
10.00 (2005-2010) (2010-2015) three major metropolitan areas)
(2005-2010) (2010-2015)
6.33 △2.18％ △2.51％
Chapter 1
5.00 4.54
3.77 3.78 Note 2: Three major metropolitan areas
Greater Tokyo (Saitama/Chiba/Tokyo/Kanagawa), Greater Nagoya (Gifu/
Aichi/Mie), Greater Osaka (Kyoto/Osaka/Hyogo/Nara)
0.00
Note 3: The population increased in 436 of 1,741 municipalities nationwide (2010-
2015)
−2.18 −2.51
−5.00 −3.18
The Changing State of Japan
−10.00
−15.00
−17.24
−20.00
National average Niseko Town, Hokkaido Prefecture Ama Town, Shimane Prefecture Okawa Village, Kochi Prefecture
(Source/calculation method)
Population: Population Census (MIC) (Total population)
Rate of population change: (from first year to final year) Population change*1/Total population in first year
*1 Population change = (total population in first year - total population in final year) - natural fluctuation (number of births from first year to final year - number of deaths from first year to final year) *2
*2 Number of births/deaths: Vital Statistics (Final Figures) (MHLW)
It is not possible to obtain monthly totals from the data for each municipality; therefore, the period from October to December in the first year was calculated as one quarter of the first year total,
and the period from January to September in the final year was calculated as three fourths of the final year total.
Source) Prepared by the MLIT based on First Collection of Positive Examples of Policy for Relocation to/Settlement in Rural Areas (Main Office for Revitalization of Communities, People and
Jobs, Cabinet Secretariat)
Column Intergenerational Homesharing
Intergenerational homesharing is gaining popularity as a communal way of living in which young people
Column
live with elderly people who live alone because their own children have grown up and moved out. In this
communal life, the two sides agree to rules to maintain a healthy distance; for example, the young people
help the elderly people but do not provide nursing care, and each prepares their own meals.
For young people who move away from home to study or work, the arrangement is economically advan-
tageous because they can live in high-quality housing at a reasonable price, and it also provides them with a
place they belong in their new location, and with opportunities to learn from their elders. Elderly people also
benefit substantially by avoiding isolation and feeling a sense of security in life, and the ability to converse
with young people provides new stimuli.
Live and Live is an NPO that coordinates these communal living arrangements between elderly people
and university students with the aim of creating new relationships that transcend blood. The two sides are
free to go about their business during the day and are encouraged to communicate by spending time to-
gether in the evening and at night. The organization goes beyond making connections; each pair has a co-
ordinator dedicated to their case, and each month, the coordinator checks in with the two sides to listen and
offer advice to encourage them to enjoy supporting each other in their lives. Participants in this initiative have
a positive impression of it; one elderly homeowner described the enjoyment of learning about thoughts and
world views that are new to them on a daily basis, and another told of feeling safer and more secure living
with a student after the student turned off a stove that the homeowner had forgotten to shut off. One student
also reported feeling that their life is more fulfilling because someone else is happy to have them around.
Although the isolation of elderly people living alone plagues Japanese society, intergenerational home-
sharing is a new way of living that gives both elderly people and young people a place where they belong.
42 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 New Signs in Japan
Figure 1-3-11 Intergenerational homesharing I
Chapter 1
The Changing State of Japan
Source) Live and Live, a non-profit organization
4 How Japanese People Move
(Mitigating congestion on railways)
Congestion on railways in major metropolitan areas Figure 1-3-12 Congestion Rates in Primary Zones of Greater Tokyo
during commuting to and from work and school is improv-
ing substantially as a result of efforts such as establishing Tokyo Metro Tozai Line
199
(Kiba to Monzen-nakacho)
new lines, quadruple tracking and adding cars onto trains
JR East Sobu Line (Local)
(however, the rate of congestion on some routes still ex- (Kinshicho to Ryogoku)
198
ceeds 180%). For example, in March 2018, Odakyu Elec- Tokyu Den-en-toshi Line
184
(Ikejiri-Ohashi to Shibuya)
tric Railway Co., Ltd., added one inbound line and one
Keio Line (Shimo-takaido to
outbound line to create quadruple tracks between Yoyo- Meidaimae)
166
gi-Uehara and Noborito Stations to ease congestion rates Average congestion rate
165
during the peak of the morning rush hour and provide more of all 31 zones
comfortable transportation services. Their average conges- Odakyu Odawara Line
192
(Setagaya-Daita to Shimo-Kitazawa)
tion rate is now below 150%Note 13, which is regarded as the
0 50 100 150 200
rate at which passengers can comfortably read newspapers (%)
in the train cars (Figure 1-3-12). Note: The figure of 150% for the Odakyu Odawara Line is from research by Odakyu Electric
Railway Co., Ltd. Other figures are from Congestion Rate Data by the MLIT.
Source) MLIT
Column Universal Accessibility Apps
Smartphone apps for sharing information about universal accessibility are gaining popularity as a way for
Column
wheelchair users and able-bodied people alike to post and share information about universally accessible
toilets, elevators and other facilities.
WheeLog! is an app unveiled in May 2017 that saves information about universally accessible facilities
posted by users onto a map for sharing with others. Wheelchair users can also turn on the traveling log
function when they go out to trace the path they take on the map. This allows wheelchair users to learn
which places are accessible.
Note 13 Survey by Odakyu Electric Railway Co., Ltd. (as of April 2018)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 43
Section 3 New Signs in Japan
I WheeLog! was invented by a woman who uses a motorized wheelchair. The project to create this app
began after the inventor won the grand prize in a contest for socially beneficial ideas hosted by a search
engine operator. The governor of Tokyo created a buzz by attending an event to mark the app s release in
Chapter 1
Roppongi, Tokyo. The app has also received favorable reviews by users.
The app was used to conduct a demonstration experimentNote as part of a barrier-free navigation project
(pedestrian assistance using ICT) promoted by the MLIT, and the results are expected to be used in discus-
sions about such factors as efficiently gathering information about universal accessibility.
The Changing State of Japan
An impassioned push for universal accessibility is underway in Japan in the lead-up to the Tokyo 2020
Olympics and Paralympic Games. We must continue to further our understanding of universal accessibility
to prepare for the many Japanese and foreign people with
disabilities who will visit competition venues. We must under- Figure 1-3-13 gate
An event in which the app is used to navi-
the city streets
stand each other s way of life and cooperate to enable people
from multiple generations to live in comfort.
Source) WheeLog!
Figure 1-3-14: Images of the app in use
Source) WheeLog!
Note The Demonstration Experiment for Creating an Accessibility Map Using Probe Information was conducted from late
November 2017 to February 2018 to verify ways of visualizing accessible routes for wheelchair users on a map using
positional information (traveling logs) from routes they actually traveled.
44 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Government Initiatives
Section 4 Government Initiatives
I
1 Overall Government Trends
Chapter 1
(1) Promoting the Dynamic Engagement of All Citizens
In a society in which all citizens are dynamically engaged, everyone̶women and men, elderly people and young
people, people who have failed or made mistakes, and people with disabilities and intractable diseases̶can be active and
participate in their homes, workplaces, communities and everywhere else.Note 14
The Changing State of Japan
To successfully create such a society, the Japanese government developed Japan s Plan for the Dynamic Engagement
of All Citizens (June 2, 2016 Cabinet decision). The government identified work style reform as the highest hurdle to
clear toward creating such a society, and thus developed a specific plan of action known as the Action Plan for the Reali-
zation of Work Style Reform (March 28, 2017 Council for the Realization of Work Style Reform decision). On December
8, 2017, the Cabinet decided on a New Economic Policy Package to encourage revolutions in productivity and human
resources development to serve as the wheels on the cart for overcoming the immense barriers of a declining birthrate and
aging population. For the revolution in human resources development, the package includes a policy worth 2 trillion yen
for free early childhood education, elimination of waiting lists for child care, free higher education, and improved treat-
ment of caregivers toward the elimination of departures from that line of work. In addition, discussions about recurrent
education, university reform and other points of contention have progressed since the beginning of the year.
■Japan s Plan for the Dynamic Engagement of All Citizens
A Commission for the Dynamic Engagement of All Citizens comprising relevant Cabinet ministers and experts and
chaired by Prime Minister Shinzo Abe was convened in October 2015 to discuss the general direction of policies for tack-
ling the structural problems of a declining birthrate and aging population head-on and promoting the dynamic engagement
of all citizens.
The eighth meeting of the Commission on May 18, 2016, resulted in the development of Japan s Plan for the Dynamic
Engagement of All Citizens, which the Cabinet decided on June 2 of that year. The plan aims to realize a new three-arrow
approach (a robust economy that creates hope, childcare support that fosters dreams, and social security that creates a
sense of safety) to promote the dynamic engagement of all citizens, and sets out to create a virtuous cycle between growth
and distribution and realize a society where everyone has motivation in life and can exhibit their capabilities to the fullest.
It is worth noting that follow-up meetings are being held to facilitate discussions to revise policies and continuously
investigate the progress of the roadmap set out in Japan s Plan for the Dynamic Engagement of All Citizens.
■Action Plan for the Realization of Work Style Reform
Work style reform sets out to fundamentally reform the labor system and change the corporate culture and landscape
from the perspective of working people. The pursuit of this reform aims to give each and every person who works the
ability to dream of a better future.
The Council for the Realization of Work Style Reform, which is chaired by the Prime Minister, was convened in
September 2016, and developed the Action Plan for the Realization of Work Style Reform in March 2017. The plan sets
out specific measures and roadmaps for nine fields of work style reform, including improved treatment for non-regular
employees, wage increases and labor productivity improvement, and correction of long working hours (Figure 1-4-1).
Note 14 From Japan s Plan for Dynamic Engagement of All Citizens
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 45
Section 4 Government Initiatives
Figure 1-4-1
I
Items of Action Plan for the Realization of Work Style Reform
1. Improved treatment for non-regular employees 6. Acceptance of foreign workers
2. Wage increases and labor productivity improvement 7. Establishment of atmosphere that encourages women and young people to flourish
Chapter 1
3. Correction of long working hours 8. Support for switching careers to/finding employment in indus-
4. Establishment of atmosphere that encourages flexible work styles tries with high employment absorption, fulfillment of human
5. Promotion of balance between work and healing from illnesses, child resources development and education that battles inequality
raising and nursing care; promotion of work for people with disabilities 9. Promotion of the employment of elderly people
Source) Prepared by the MLIT based on Action Plan for the Realization of Work Style Reform
The Changing State of Japan
2 Ministry of Land, Infrastructure, Transport and Tourism Trends
(1) MLIT Productivity Revolution Project
To increase Japan s capacity for potential growth and unearth new demand, productivity must be improved to counter-
act and exceed the reduction of workers. We must also push forward with work style reform to secure and train the leaders
of industry for the medium and long term, and productivity improvement is required toward that end as well.
The MLIT oversees infrastructure and other field sites throughout Japan, and is responsible for transportation, con-
struction and a wide range of other industrial fields that underlie economic activity; thus, the MLIT plays an extremely
important role in achieving productivity improvement and other goals for Japan.
In light of the above, the MLIT Productivity Revolution Headquarters, which was established in March 2016 and is
chaired by Minister of Land, Infrastructure, Transportation and Tourism Keiichi Ishii, spearheads ministry-wide efforts
toward productivity improvement and other goals, and has selected and continues to promote 20 innovative projects (pro-
ductivity revolution projects) (Figure 1-4-2) for improving productivity in the following three areas:
1. On roads, in cities and at ports and harbors, airports and other bases of society
2. In the tourism industry and other industries
3. Through autonomous driving, climate business and other future-oriented investment and new technology
46 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Government Initiatives
Figure 1-4-2
I
MLIT Productivity Revolution Project 20
◆Projects to increase the productivity of the bases of society
Chapter 1
(1) Pinpoint Congestion Measures
(2) Smart Fee System for Expressways
(3) New Era for Cruises: Toward the Realization of the Goal of 5 Million Passengers on Cruises to Japan
(4) Compact Plus Network: Improving Productivity in a Saturated Economy
(5) Promotion of Optimal Use of Real Property
The Changing State of Japan
(6) Infrastructure Maintenance Revolution: Promoting Reliable, Efficient Infrastructure Maintenance
(7) Dam Revitalization: Quickly Improving Water Management and Flood Control Capacities to Support Regional Economies
(8) Air Travel Infrastructure Revolution: Best Mix for Airports and Air Traffic Control
◆Projects to increase the productivity of specific industries
(9) Promotion of i-Construction
(10) New Development for the Housing Life Industry: Reinvigorating the Circulation of Existing Housing and the Renovation Market
(11) i-Shipping and j-Ocean: Maritime Productivity Revolution for Strong Industry, High Growth and Prosperity in Rural Areas
(12) Distribution Productivity Revolution: Realization of Efficient, High-Value-Added Smart Distribution Source) MLIT
(13) Road Distribution Innovation: Improving Truck Transportation Productivity
(14) Tourism Industry Revolution: Making the Tourism Industry a Core Industry of Japan (Lodging Industry Revolution)
(15) Sewer System Innovation: Strategy for Creating Made-in-Japan Resources
(16) Railway Industry Revolution: Increasing Productivity through Next-Generation Technology
◆Projects to increase productivity in future-oriented investing and new technology
(17) Using Big Data for Transportation Safety Measures
(18) Overseas Expansion of Quality Infrastructure: Japan as a Spark for a Massive Market
(19) Automobile ICT Revolution: Combining Autonomous Driving and Pilot Projects
(20) Creation of Climate Business Market
(2) MLIT Focus 2018
The MLIT will prepare a publication called MLIT Focus to introduce the various efforts and policies it is implement-
ing in each new fiscal year. The publication will focus on novel, highly creative policies that fit the theme for the year.
The MLIT regards 2018 as a year of intensification for the productivity revolution, and is working to make individual
efforts carried out to date stronger and more concrete as well as to make the approach of creating the largest possible out-
put from even the smallest input̶the foundation of the productivity revolution̶permeate throughout every policy area
in the administration of national land and transportation.
MLIT Focus 2018, which was released on March 27, 2018, and is the first edition, contains 28 policies to be imple-
mented in FY 2018 that fit the theme of providing innovation through (1) ensuring safety and security, (2) strengthening
the capacity for economic growth by promoting productivity improvement, and (3) building communities to help improve
social activity and the quality of life (Figure 1-4-3).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 47
Section 4 Government Initiatives
Figure 1-4-3
I
MLIT Focus 2018
◆Ensuring safety and security
(1) Shifting to a Society with Higher Disaster Prevention Awareness
Chapter 1
(2) Intensification of Efforts toward Ensuring Transportation Safety and Security
(3) Expressway and Local Road Safety Measures that Combine Structural and Non-Structural Elements
(4) Promotion of Electric Power Pole Removal to Prevent Disasters and Ensure Safe, Smooth Transportation
(5) Improvement of Station Platform Safety through Efforts on Both Structural and Non-Structural Fronts
(6) Creating Maritime Safety: Toward the Realization of Safe, Efficient Maritime Activities
The Changing State of Japan
◆Strengthening of economic growth capacity through the promotion of productivity improvement, etc.
(7) Intensification of i-Construction
(8) Automobile ICT Revolution: Combining Autonomous Driving and Pilot Projects
(9) Distribution Innovation
(10) Improvement of Productivity and Convenience of Taxis and Buses
(11) Development of Maritime Industries and the Human Resources to Support Them: Intensification of the Maritime Productivity Revolution
(12) Intensification of Efforts to Realize a New Era for Cruises Source) MLIT
(13) Realization of World-Class Airport Services
(14) Improvement and Advancement of Tourism Infrastructure, Tourism Industry Revolution and Reinvigoration of Tourism Resources toward Becoming an Advanced Tourism Nation
(15) Promotion of the Use and Open Provision of Overland and Maritime Data
(16) Creation and Expansion of a Climate Business Market: Promoting the Effective Use of Climate Data
(17) Overseas Expansion of Quality Infrastructure: Strengthening the System for Robustly Promoting Overseas Expansion
(18) Work Style Reform in the Construction Industry: Improving Working Environments, Securing/Cultivating Leaders
(19) Work Style Reform in the Automobile Transportation Industry, etc.
◆Community building to help improve social vitality and the quality of life
(20) Using the Tokyo Olympic and Paralympic Games to Promote Universal Accessibility
(21) Promoting the Introduction of a Concessions Industry
(22) Environmental Innovation
(23) Innovation in the Use of Little-Used and Unused Real Property
(24) Shimakaze Concept: Using Island Culture to Create a Refreshing Approach
(25) Developing Parks to Commemorate Earthquake Disasters and Sustain History and Culture, etc.
(26) Road Infrastructure Development toward Creating Appealing Tourist Sites
(27) Focused Development of International Exchange based on Public-Private Partnerships
(28) Creating Safe, Comfortable Environments for Bicycle Use
48 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Awareness of and Desires Regarding Work
Public Awareness and Desires Regarding I
Chapter 2
Lifestyle
Chapter 2
In light of the current condition of lifestyles associated with labor, leisure time, generation, and place of residence, as
Public Awareness and Desires Regarding Lifestyle
shown in Chapter 1, in Chapter 2 we look at different lifestyles as they are and as people want them to be, depending on
generation and place of residence, based on an opinion survey (nation attitude survey)Note 15that we administered to the
general public.
Note that in this chapter lifestyle is classified, organized, and aggregated into four elements: work, leisure, hous-
ing, and mobility.
Section 1 Awareness of and Desires Regarding Work
It is assumed that with the arrival of the 100-year life, healthy lifespans will increase and people will be able to work
for a longer period. That is why it is thought that changing the way people work during their lives will have a major impact
on the enhancement of lifestyle overall.
In this section, we organize points such as the public s motivation to work and things considered important in work by
age and place of residence. We then look at the issues and desires for all people to achieve their preferred working style
and participate actively in the world of work.
1 Public Awareness Regarding Work
(Women s high will to work)
A look at the current work situation shows that 72.0% of men and 46.6% of women are working. Also, there are fewer
women in regular employment than non-regular employment. Thus, the labor situation still differs between men and
women (Figure 2-1-1).
Figure 2-1-1 Current Work Situation (By Gender)
72.0
Male (n=2,472) 47.5 9.8 3.0 11.7 2.7 7.4 18.0
0.8
Female (n=2,472) 20.1 21.8 3.9 2.5 19.1 31.7
46.6
0 10 20 30 40 50 60 70 80 90 100 (%)
Working as a regular employee Working as a non-regular employee Working as an employee re-employed after retirement age or as a fixed-term employee
Working as a proprietor (including self-employed and freelance) Looking for work now
Not working but want to work in the future Not working and do not want to work in the future
Source) MLIT, National Attitude Survey
Note 15 The survey was administered online to individuals throughout Japan in February 2018 (4,944 people responded). The survey was
administered to approximately 100 people in each of 48 categories: Two categories of gender (male, female), six categories of
age range (20s, 30s, 40s, 50s, 60s, 70s, with 20s including 18 and 19 year olds), and four categories for place of residence (the
three major metropolitan areas; government-designated cities, prefectural capitals, and core cities; municipalities with a popula-
tion of 50,000 or more; municipalities with a population under 50,000).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 49
Section 1 Awareness of and Desires Regarding Work
Moreover, the percentage of people who responded that they are not working but want to work in the future was 7.4%
I for men in contrast to 19.1% for women. Furthermore, among women, the percentage was highest for women in their 30s
(Figure 2-1-2) and, among that group, especially high among women living in the three major metropolitan areas (Figure
2-1-3). We can see from this that the three major metropolitan areas have more women who want to work but cannot right
Chapter 2
now than in other locations. We surmise that the reasons for this include the facts that husbands have long working hours
(time spent working + time spent commuting) and women have a large housework/child-rearing burden, as mentioned in
Section 2 of Chapter 1Note 16.
Public Awareness and Desires Regarding Lifestyle
Figure 2-1-2 Current Work Situation (Female/By Age)
0.2
Female/20s (n=412) 34.0 20.6 0.7 8.7 31.8 3.9
0.2
Female/30s (n=412) 26.2 26.9 3.4 3.4 33.5 6.3
0.7 1.5
Female/40s (n=412) 27.2 32.3 2.9 21.8 13.6
0.5
Female/50s (n=412) 22.6 30.8 5.6 0.7 13.8 26.0
Female/60s (n=412) 8.0 14.3 2.9 7.0 0.5 7.0 60.2
0.5 0.5
Female/70s (n=412) 2.9 5.8 3.6 6.3 80.3
0 10 20 30 40 50 60 70 80 90 100 (%)
Working as a regular employee Working as a non-regular employee Working as an employee re-employed after retirement age or as a fixed-term employee
Working as a proprietor (including self-employed and freelance) Looking for work now
Not working but want to work in the future Not working and do not want to work in the future
Source) MLIT, National Attitude Survey
Figure 2-1-3 Current Work Situation (Female in 30s/By Place of Residence)
0.0
Three major metropolitan areas/
Female in 30s (n=103)
24.3 23.3 1.9 42.7 6.8
1.0
Government-designated cities, 1.0
prefectural capitals, and core cities/ 31.1 28.2 1.9 33.0 3.9
Female in 30s (n=103) 1.0
0.0
Municipalities with a population of 50,000 or more/
Female in 30s (n=103)
27.2 28.2 4.9 5.8 26.2 7.8
0.0
Municipalities with a population under 50,000/
Female in 30s (n=103)
22.3 28.2 6.8 3.9 32.0 6.8
0 10 20 30 40 50 60 70 80 90 100 (%)
Working as a regular employee Working as a non-regular employee Working as an employee re-employed after retirement age or as a fixed-term employee
Working as a proprietor (including self-employed and freelance) Looking for work now
Not working but want to work in the future Not working and do not want to work in the future
Source) MLIT, National Attitude Survey
(Desire to work for a long time)
Next, when we asked people who are currently working how long they would like to work, many people across all
ages replied that they would like to work as long as possible, regardless of retirement age. This trend becomes more
obvious the higher the age bracket. We surmise that the reasons for this include the fact that the upper age brackets easily
see themselves continuing to work after retirement age, taking it as an achievement of a longer lifespan and in order to
maintain contact with society (Figure 2-1-4).
Note 16 See Chapter 1, Section 2, 2. (2) Characteristics of Urban Lifestyles.
50 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Awareness of and Desires Regarding Work
Figure 2-1-4
I
Desire to Work (By Age)
20s (n=798) 22.7 13.8 32.1 8.1 4.6 6.0 0.6 12.0
Chapter 2
30s (n=787) 18.6 16.4 37.9 4.1 4.3 6.4 0.6 11.8
0.8
40s (n=765) 17.8 17.8 39.0 4.4 7.3 0.5 12.4
0.1
50s (n=702) 20.5 20.9 40.6 1.4 6.1 1.4 8.8
0.0
60s (n=440) 5.7 12.7 65.7 0.9 5.2 2.7 7.0
Public Awareness and Desires Regarding Lifestyle
0.5
70s (n=222) 3.6 2.3 72.5 2.7 6.3 12.2
0.0
0 10 20 30 40 50 60 70 80 90 100 (%)
Want to work until retirement age Want to work after retirement age until I can collect my pension Want to work as long as possible, regardless of retirement age
Want to retire from work upon opportunity, such as marriage or childbirth Want to retire before retirement age, such as through early retirement
Want to quit right now if I could Other Not sure
Source) MLIT, National Attitude Survey
(Things considered important in work, which differ by generation)
The things considered most important in work tend to differ by one s stage in life. People in their 20s to 40s see salary/
wages as most important whereas people in their 50s to 70s view job satisfaction as most important (Figure 2-1-5).
Among people in their 20s, salary/wages are ranked as most important by 30.2%, followed by job satisfaction at
20.1%. At this age there is a tendency to desire rewarding work while valuing compensation.
There were more responses stressing work-life balance among people in their 30s than other age brackets. The 30s is
an age when many people are dealing with child rearing and caregiving, and we surmise that people in this age bracket
therefore view balance between work and home life as more important than job satisfaction.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 51
Section 1 Awareness of and Desires Regarding Work
Figure 2-1-5
I
Things Considered Important in Work (By Age)
30.2
29.5
31.0
Salary/wages (higher than at rival companies, etc.)
Chapter 2
23.4
17.0
7.2
20.1
17.5
19.3
Job satisfaction 25.1
31.1
37.4
6.8
Public Awareness and Desires Regarding Lifestyle
7.9
Employment stability/continuity (lifetime employment, 7.8
reappointment after childcare leave, etc.) 9.5
7.7
6.8
17.4
23.1
16.7
Work-life balance (balance with child-rearing/caregiving, etc.) 9.8
5.7
1.4
1.9
1.8
Work potential/possibilities 1.3
1.6
1.8
0.5
0.6
0.4
0.1
Flexible workstyle, such as career changes 0.3
1.6
2.3
1.8
0.8
1.4
Enhancement of one’ s abilities and skills, etc. 2.0
2.0
5.0
1.1
0.6
0.5
Career advancement through career moves leveraging one’s skills 0.9
0.7
0.9
13.5
11.6
Human relations in the workplace 10.1
12.3
9.8
6.8
3.5
3.8
7.7
Distance to worksite/work location 8.4
10.0
11.7
0.6
0.1
0.1
Social contribution through labor 1.7
5.9
11.3
1.0
0.9
0.3
Other 1.1
0.2
0.5
1.5
2.0
3.5
Nothing in particular 4.0
6.4
8.6
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 (%)
20s (n=798) 30s (n=787) 40s (n=765)
50s (n=702) 60s (n=440) 70s (n=222)
Source) MLIT, National Attitude Survey
52 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Awareness of and Desires Regarding Work
Social contribution through labor, on the other hand, was highest among people in their 70s. This tendency was large
in the three major metropolitan areas as well as government-designated cities, prefectural capitals, and core cities. We I
surmise that the larger a community s population, the higher its consciousness of wanting to contribute to society, rather
than just derive income through labor (Figure 2-1-6).
Chapter 2
Figure 2-1-6 Importance of Social Contribution through Labor (By Age)
0.0
0.0
0.0
Public Awareness and Desires Regarding Lifestyle
Three major metropolitan areas 0.6
5.4
13.0
1.0
0.5
Government-designated cities, 0.0
prefectural capitals, and core cities 1.7
3.7
13.7
0.5
0.0
Municipalities with a population of 50,000 or more
0.0
1.8
8.2
8.2
1.0
0.0
Municipalities with a population under 50,000
0.5
2.7
6.4
10.7
0.0 5.0 10.0 15.0 20.0 (%)
20s 30s 40s 50s 60s 70s
Source) MLIT, National Attitude Survey
(Requirements to change work)
Our survey on the existence of programs/rules for changing work at places of employment and their practical use
showed a large gap in responses by age. Among people in their 20s, the largest response was, Company programs/rules
have been reviewed and work has changed. Among people in their 30s to 60s, on the other hand, the largest response was,
Company programs/rules have not been reviewed and work has not changed (Figure 2-1-7). Based on this, we surmise
that changes in attitude toward work and the use of programs for changing work have started to make the most progress
among the age bracket of people with a short history as working adults.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 53
Section 1 Awareness of and Desires Regarding Work
Figure 2-1-7
I
Implementation of Programs/Rules for Changing Work at Places of Employment and Their Practical Use (By Age)
25.9
19.2
Company programs/rules have been revised and work has changed 15.8
Chapter 2
18.8
13.3
6.4
13.1
12.3
Company programs/rules have been revised but work has not changed 11.2
11.9
6.9
9.6
Public Awareness and Desires Regarding Lifestyle
10.4
10.2
10.1
A review has been conducted with a view to revising company programs/rules 7.1
4.5
5.7
3.3
4.4
Company programs/rules have not been revised but work has changed spontaneously 4.8
4.3
10.4
11.5
21.6
31.3
Company programs/rules have not been revised 33.6
and work has not changed 31.6
33.1
29.3
0.2
1.0
0.6
Other 2.4
5.3
5.7
25.5
21.6
23.8
Not sure 23.8
26.4
31.8
0.0 10.0 20.0 30.0 40.0 (%)
20s (n=798) 30s (n=787) 40s (n=765)
50s (n=702) 60s (n=440) 70s (n=222)
Source) MLIT, National Attitude Survey
Next, we look by place of residence at what kinds of initiatives people think are needed for changing work.
The largest response in all places of residence was, Change in awareness of people working, such as reducing wasteful
overtime. There is a need to develop new attitudes that shift away from the custom of long working hours (Figure 2-1-8).
In addition, Diversification of working hours, such as a flexible hours system and a short working hours system and
Work that is not tied to place of residence, such as teleworking had the most responses as specific initiatives. This kind
of work with few constraints on time and place is in greater demand in the three major metropolitan areas compared to
other places of residence. We surmise that this is due to facts such as the longer working hours (time spent working +
time spent commuting) and higher awareness of improving the quality of time in the three major metropolitan areas than
in other regions.
The next initiative with a high number of responses in the three major metropolitan areas and elsewhere was, Promo-
tion of employment of diverse human resources, including older workers, women, and persons with disabilities who have
the desire and ability to work. With Japan s workforce projected to decline, there is a need to make use of older workers
and women, etc., who are highly motivated to work. Also, since HR systems that enable career continuance irrespective
of the use of child-rearing/caregiving leave was a high response regardless of place of residence, there is a need to estab-
lish systems that allow people to keep working in their current careers.
54 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Awareness of and Desires Regarding Work
Figure 2-1-8
I
What is Needed to Change Work (By Place of Residence)
16.3
Streamlining of work through technological innovations, 14.0
such as artificial intelligence (AI) and big data 14.5
14.2
Chapter 2
34.1
Work that is not tied to place of residence, such as teleworking 30.9
31.7
31.6
42.2
Diversification of working hours, such as a flexible hours system 37.9
and a short working hours system 38.2
35.4
Public Awareness and Desires Regarding Lifestyle
11.3
Work that is not dependent on an employment relationship, 9.8
such as cloud working and freelancing 10.9
10.8
8.2
Improvement in the workplace environment, 4.4
such as offices without assigned desks and shared offices 5.5
5.7
42.3
Change in awareness of people working, such as reducing wasteful overtime 39.5
38.8
36.8
10.2
Mobility of employment, such as increasing career move opportunities 7.7
7.7
8.3
20.6
HR systems that enable career continuance irrespective of the use 20.2
of child-rearing/caregiving leave 21.0
20.6
11.6
Support investment in oneself, such as self-development and re-learning 10.8
11.2 Three major metropolitan areas (n=1,236)
11.2 Government-designated cities, prefectural capitals,
14.3 and core cities (n=1,236)
Establishment of an environment with childcare facilities close to workplaces, 14.3
14.8 Municipalities with a population of 50,000
such as nursery schools in principal train stations and worksites or more (n=1,236)
13.7
6.2 Municipalities with a population X
5.4 under 50,000 (n=1,236)
Achievement of efficient mobility, such as through self-driving vehicles 6.4
7.4
32.4
Promotion of employment of diverse human resources, including older workers, women, 29.6
and people with disabilities who have the desire and ability to work 29.9
29.1
6.9
Establishment of an environment that accepts foreign human resources as workers 5.7
5.3
6.1
1.5
Other 2.5
2.0
1.9
18.7
Not sure 22.5
21.2
22.4
0.0 10.0 20.0 30.0 40.0 50.0 60.0 (%)
Source) MLIT, National Attitude Survey
Another item that is going to become important along Streamlining Work through Techno-
with the securing of workers is increasing productivity. Figure 2-1-9 logical Innovations such as Artificial
Intelligence (AI) and Big Data (By Age)
Progress in technological innovations such as AI is there-
fore attracting attention in various fields. Analyzed by age, 20s (n=824) 19.1
the higher percentages of people in our survey who chose 30s (n=824) 14.2
Streamlining work through technological innovations such 40s (n=824) 9.8
as artificial intelligence (AI) and big data were in the lower 50s (n=824) 10.6
and upper age brackets. We surmise that there could be a 60s (n=824) 15.7
willingness to actively embrace technological innovations 70s (n=824) 19.3
not only among the younger age bracket, which uses the 0.0 5.0 10.0 15.0 20.0 (%)
Internet a lot on a routine basis and is thought to be the cen- Source) MLIT, National Attitude Survey
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 55
Section 2 Public Awareness and Desires Regarding Leisure
ter of technical innovation, but also among the upper age bracket for such purposes as work continuance (Figure 2-1-9).
I
2 Desires Regarding Work
Chapter 2
(1) Achieving Diverse Working Styles According to Life Stage
The things considered important in work are diverse, according to one s stage in life. An environment needs to be de-
veloped that allows all people to keep working in their desired way.
Public Awareness and Desires Regarding Lifestyle
(Fulfillment of the will to work)
There is a desire among those who are not working now to work in the future, especially among women in their 30s.
There is a need for systems that allow people to keep working without interrupting their careers due to child-rearing/
caregiving or to start working again after resigning or taking a leave of absence.
Also, across all ages, many people hope to keep working for a long time, regardless of the age of retirement. Further-
more, the upper age bracket attaches importance to contributing to society through labor, rather than just deriving income.
Among younger age brackets, including the 20s, many people desire a sense of job satisfaction even as they emphasize
the importance of salary/wages. This indicates the need to establish an environment in which people can continue to do
rewarding work, such as by establishing systems that support the continuance of or moves into jobs that use skills and for
improving one s skills.
(Achievement of work-life balance)
Especially among people in their 20s to 40s, there is a need to achieve work-life balance, including securing time for
housework/child-rearing while working and valuing personal time, in order to work in good mental and physical health.
This indicates the need to diversify places of work through the use of telework and satellite offices as well as for initiatives
to facilitate work with few constraints on time and place, such as diversification of working hours through a flexible hours
system and a short working hours system, etc.
(2) Streamlining Work through Changes of Attitude and Technological Innovation
As Japan s workforce decreases due to a declining and rapidly aging population, it is of great importance to increase
productivity along with securing diverse human resources, including women, older workers, and persons with disabilities
as workers. That will require a change in the awareness of people who are working, such as reducing wasteful overtime. It
will also require efforts to streamline work by introducing innovations such as AI and big data in all fields and across all
generations, including the younger age bracket, which has a high affinity for using the Internet and which is thought will
be at the center of the 4th Industrial Revolution.
Moreover, in order to keep working for a long time with a sense of satisfaction amid such progressing technological
innovations, human resources must be able to adapt to the changing times. Accordingly, there is a need to create opportu-
nities for relearning with the objective of updating one s skills.
Section 2 Public Awareness and Desires Regarding Leisure
Enriching one s free time leads to a richer life overall and, by refreshing the mind and body, also translates into a richer
work life.
In this section, we organize the current condition of leisure time and leisure time that people wish to enhance, based on
age and place of residence. We also look at what is needed to enhance leisure time.
Also, participating in community activities, volunteer activities and other activities that benefit societyNote 17 can be-
come an enjoyment for that person by giving him or her a sense of reward and purpose. That is why, in this section, we
introduce awareness of social contribution activities, taking them as a kind of leisure.
Note 17 Social contribution activities, such as community activities and volunteering, are the same as defined in Note 10 in Chapter 1,
Section 1.
56 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Public Awareness and Desires Regarding Leisure
1 Public Awareness Regarding Leisure
I
(Diverse kinds of leisure time)
Leisure time is spent in a great variety of ways depending on age. There is a large difference in how leisure time is
Chapter 2
spent, especially between people in their 20s and those in their 60s and 70s. There is also a difference in their spheres of
activity.
People in their 20s tend to spend leisure time indoors, such as at home, with the highest percentage (61.5%) Relaxing
(taking it easy, sleeping) at home or Listening to/watching TV/DVDs/CDs and Using the Internet and social media.
Public Awareness and Desires Regarding Lifestyle
As for going out, most responses indicated spending time casually nearby, such as Going out for shopping or to see a
movie and Going out to eat or have a drink (Figure 2-2-1).
People in their 60s and 70s, on the other hand, spend a higher than average amount of leisure time Going on overnight
trips in Japan, Going on day trips in Japan, and Going on trips abroad. We can say that their sphere of activity is
broader than that of people in their 20s. When they do spend time at home, it is often in Hobbies such as reading, gar-
dening, and building models, suggesting they even at home they engage in relatively active endeavors.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 57
Section 2 Public Awareness and Desires Regarding Leisure
Figure 2-2-1
I
Ways of Spending Leisure Time (Overall / 20s / 60s – 70s)
18.3
Going for a drive/touring 18.9
15.0
Chapter 2
34.1
Going on day trips in Japan 29.2
40.7
33.1
Going on overnight trips in Japan 25.8
45.7
10.5
Going on trips abroad 8.6
16.3
Public Awareness and Desires Regarding Lifestyle
39.5
Going out to shop (clothes, etc.) or see a movie 52.8
28.9
14.7
Going out to watch sports or go to a concert 20.1
12.2
31.7
Going out to eat or have a drink 39.6
25.1
7.6
Going out for amusements, such as pachinko or horse racing 7.6
5.7
12.0
Enjoying sports, such as running or going to the gym 12.5
13.3
9.1
Enjoying outdoor activities, such as camping, fishing, or mountain climbing 7.0
11.2
4.7
Performing social contribution activities, such as volunteering or community activities 2.3
10.3
51.2
Relaxing (taking it easy, sleeping) at home 61.5
40.3
33.3
Spending time with family/family duties 30.5
28.8
28.9
Enjoying hobbies such as reading, gardening, or building models 19.9
41.2
33.1
Listening to/watching TV/DVDs/CDs 43.3
24.8
30.6
Using the Internet and social media 39.7
28.3
7.8
Studying for self-development, qualification acquisition, and re-learning 9.0
9.0
1.3
Doing work (day job) on days off 1.1
1.1
2.5
Doing work (side job) that is different from day job 3.0
0.8
1.4
Other 1.6
1.9
4.1
Nothing particular 2.8
4.9
0.0 20.0 40.0 60.0 80.0 (%)
Overall (n=4,944) 20s (n=824) 60s – 70s (n=1,648)
Source) MLIT, National Attitude Survey
(Leisure time that people wish to enhance)
We asked people what kind of leisure time they would like to enhance if their work changed as a result of correcting
long working hours and achieving work-life balance. The replies indicated a latent wish to expand spheres of activity
more than now and a desire to enhance time for personal growth, including personal development and re-learning.
■ Expansion of sphere of activity
Currently, people in their 20s to 50s have less leisure time to spend traveling to faraway places than people in their 60s
to 70s (Figure 2-2-2). However, when asked about leisure time that they would like to enhance if changing work created
time, many people replied that they would like to go traveling. We therefore surmise that there is a latent wish to expand
one s sphere of activity.
58 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Public Awareness and Desires Regarding Leisure
Also, among the kinds of traveling, many people in each age bracket gave Going on overnight trips in Japan as leisure
time that they would like to enhance. Thus, there is a demand for attractive travel in Japan (Figure 2-2-2). I
Chapter 2
Figure 2-2-2 Leisure Time People Want to Enhance (Going on Faraway Outings/By Age)
Current Leisure Time Leisure Time Want to Enhance
(%) 80.0 60.0 40.0 20.0 0.0 0.0 20.0 40.0 60.0 80.0 (%)
18.9 14.8
19.7 11.3
21.1 Going for a drive/touring 11.8
20.1 10.8
Public Awareness and Desires Regarding Lifestyle
15.7 9.1
14.3 7.9
29.2 37.6
31.6 33.6
29.5 Going on day trips in Japan 30.6
33.1 27.1
39.0 23.8
42.4 25.2
25.8 43.9
25.6 45.9
23.8 Going on overnight trips 41.4
31.8 in Japan 40.9
43.6 40.4
47.8 43.9
8.6 22.1
7.3 18.8
5.8 Going on trips abroad 15.3
8.7 15.2
16.5 18.7
16.0 16.1
20s (n=824) 30s (n=824) 20s (n=824) 30s (n=824)
40s (n=824) 50s (n=824) 40s (n=824) 50s (n=824)
60s (n=824) 70s (n=824) 60s (n=824) 70s (n=824)
Source) MLIT, National Attitude Survey
■ Enhancement through self-development and re-learning
Few people gave Studying for self-development, qualification acquisition, and re-learning as a way they currently
spend leisure time; for people in their 20s to 40s it was 9.0%, 7.5%, and 6.6%, respectively. In contrast, their replies indi-
cating a desire to enhance this in the future were 17.0%, 15.2%, and 13.1%, respectively, a nearly twofold increase over
the present (Figure 2-2-3). Although the total numbers were small, the same trend appeared in replies for, Doing work (a
side job) that is different from one s day job. Based on this, we surmise that there are people who, in anticipation of the
100-year life, aspire to new ways of work by re-learning and doing side jobs to update and improve their skills.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 59
Section 2 Public Awareness and Desires Regarding Leisure
Figure 2-2-3
I
Leisure Time People Want to Enhance (Self-development and Re-learning/By Age)
Current Leisure Time Leisure Time Want to Enhance
(%) 80.0 60.0 40.0 20.0 0.0 0.0 20.0 40.0 60.0 80.0 (%)
Chapter 2
9.0 17.0
7.5 15.2
6.6 Studying for self-development, 13.1
5.8 qualification acquisition, and re-learning 10.3
8.7 12.7
9.2 12.1
1.1 0.8
1.1 0.6
1.7 Doing work (day job) 0.5
1.8 on days off 0.6
Public Awareness and Desires Regarding Lifestyle
1.6 0.5
0.6 0.2
3.0 5.6
3.4 7.0
3.6 Doing work (side job) 4.6
3.5 that is different from day job 4.9
1.7 1.7
0.0 0.0
20s (n=824) 30s (n=824) 20s (n=824) 30s (n=824)
40s (n=824) 50s (n=824) 40s (n=824) 50s (n=824)
60s (n=824) 70s (n=824) 60s (n=824) 70s (n=824)
Source) MLIT, National Attitude Survey
(The things lacking for enjoying leisure time)
Money and time are given by a lot of people as things that are lacking for enjoying leisure time. In order to increase
time for leisure, there is a need to make efforts to change work and to provide places where people can have carefree fun
without spending money and time (Figure 2-2-4).
Looking by place of residence at things besides time and money that are lacking, we see that There is nothing I feel
as especially lacking is a somewhat higher trend, at 12.1%, in the three major metropolitan areas as compared to other
places of residence, indicating a relatively lower sense of inadequacy regarding leisure time.
Also, many people across all regions feel that there are not enough Places to have fun nearby (parks, commercial facil-
ities, cultural facilities, recreational facilities, etc.) . With regard to this, the smaller an area s population, the more people
indicated the lack of Means of access to big cities where cultural facilities and recreational facilities are concentrated.
We therefore surmise that were the convenience of public transportation to improve, people could offset the sense of in-
adequacy regarding Places to have fun nearby by using facilities in big cities.
The next highest reply, regardless of place of residence, was Friends/community that have shared values. This sug-
gests a sense of inadequacy regarding connection, such as companions to spend leisure time with.
60 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Public Awareness and Desires Regarding Leisure
Figure 2-2-4
I
Things Lacking to Enjoy Leisure Time (By Place of Residence)
37.8
Free time that can be used for leisure 37.1
35.0
36.1
Chapter 2
70.2
Money that can be used for leisure 71.1
71.0
73.0
4.5
Attractive travel destinations (tourist attractions 4.6
such as scenic and historic places, and theme parks) 5.7
6.1
Public Awareness and Desires Regarding Lifestyle
8.3
Accommodations that can be booked 7.1
and used readily 6.5
7.5
11.1
Places to have fun nearby (parks, commercial facilities, 12.5
cultural facilities, recreational facilities, etc.) 14.5
13.3
10.8
Friends/community that have shared values 9.6
9.5
9.2
7.4
Products that suit likes and tastes 7.1
(tours want to go on, etc.) 6.2
6.8
4.6
Information about events, concerts, etc. 4.1
3.5
4.3
2.6
Means of access to big cities where cultural facilities 3.9
and recreational facilities are concentrated 6.2
6.9
4.9
Means of access to the countryside 4.1
where nature and outdoor activities can be enjoyed 4.3
4.3
7.0
Learning opportunities self-development 4.7
6.4
5.3
3.4
Opportunities for social contribution, 2.5
such as volunteering 2.8
2.8
1.8
Other 1.4
1.7 Three major metropolitan areas (n=1,236)
1.4
Government-designated cities, prefectural capitals, and core cities (n=1,236)
12.1
11.7 Municipalities with a population of 50,000 or more (n=1,236)
There is nothing I feel is especially lacking Municipalities with a population under 50,000 (n=1,236)
10.5
8.6
0.0 20.0 40.0 60.0 80.0 (%)
Source) MLIT, National Attitude Survey
(Social contribution activities as an enjoyment in life)
In this section, we take the feeling of purpose in life that comes from participating in social contribution activities such
as community activities and volunteering as enjoyment in the broad sense, not just using one s own time freely.
Overall, many people replied that using leisure time to participate in social contribution activities leads to enjoyment in
life (Figure 2-2-5). Of those, the total percentage of people in their 20s and 70s who replied that they agree or generally
agree were 59.4% and 64.2%, respectively. These are higher than for other age brackets, suggesting their high awareness
regarding social contribution activities.
We also asked people whether efforts should be made to encourage (spread) the use of social contribution activities
in community development. As in Figure 2-2-5, there were many affirmative responses in each age bracket, with an
especially high percentage of 73.0%, combining Should actively encourage and Should encourage, among people in
their 70s (Figure 2-2-6). The next highest percentage, at 67.1%, was for people in their 20s. This suggests that the social
contribution-minded age brackets have a high awareness regarding the use of social contribution activities in community
development. Japan is in a tight fiscal situation, and it is thought that maintaining the same level of government services
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 61
Section 2 Public Awareness and Desires Regarding Leisure
as in the past will become difficult. Accordingly, the question of how to capitalize on this public drive is important.
I
Do Social Contribution Activities Lead Should Social Contribution Activities be
Figure 2-2-5 Figure 2-2-6
to Enjoyment in Life? (By Age) Encouraged? (By Age)
Chapter 2
59.4 67.1
20s (n=824) 17.7 41.7 16.7 13.5 10.3 10.9
20s (n=824) 21.2 45.9 18.4
3.5
30s (n=824) 13.2 40.8 20.6 14.2 11.2 30s (n=824) 16.9 43.3 9.1 5.5 25.2
Public Awareness and Desires Regarding Lifestyle
40s (n=824) 10.6 40.3 19.8 17.0 12.4 40s (n=824) 14.2 44.5 9.3 3.9 28.0
50s (n=824) 10.4 41.4 17.5 15.3 15.4 50s (n=824) 13.7 44.8 8.3 3.5 29.7
60s (n=824) 14.6 40.5 19.9 13.1 11.9 60s (n=824) 17.6 48.4 9.1 3.3 21.6
64.2 73.0
6.3
70s (n=824) 19.4 44.8 15.5 10.1 10.2 70s (n=824) 24.8 48.2 18.6
2.2
0 10 20 30 40 50 60 70 80 90 100 (%) 0 10 20 30 40 50 60 70 80 90 100 (%)
I think so I generally think so Should actively encourage Should encourage
I generally do not think so Generally, should not encourage Should not encourage
I do not think so Not sure Not sure
Source) MLIT, National Attitude Survey Source) MLIT, National Attitude Survey
While people say in this way that they have a desire to participate in social contribution activities, when we look at
actual participation by age, we see that people in their 60s and 70s participate mainly in festivals and cleanups, etc., and
most people in the 20s to 50s replied Nothing in particular (Figure 2-2-7).
62 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Public Awareness and Desires Regarding Leisure
Figure 2-2-7
I
Actual Social Participation (By Age)
5.7
10.7
Child-rearing support, such as watching over 12.3
and talking with children 10.6
8.7
Chapter 2
10.7
3.8
Support watching over the elderly and persons 2.7
with disabilities, such as confirming their safety 2.4
3.0
and providing caregiving 4.4
7.9
2.1
1.8
Managing/using vacant houses/lands 1.7
Public Awareness and Desires Regarding Lifestyle
0.6
1.2
2.2
3.9
4.5
Crime/fire prevention activities, 6.6
such as nighttime patrols 10.7
10.7
12.5
14.3
10.3
Disaster prevention activities, 14.4
such as evacuation drills 17.5
22.8
24.9
4.2
9.0
Traffic safety activities, 17.4
such as along school routes 15.4
12.1
10.8
25.5
21.1
Environmental conservation and beautification, 28.4
such as cleanups, greening, and weeding 35.7
40.8
40.5
10.1
14.7
18.8
Recycling activities, such as waste collection 25.4
28.3
28.0
27.8
30.3
Community activities, such as festivals, athletics 36.4
meets, bazaars, organizations for children 35.4
39.8
42.6
2.7
2.1
Cultural transmission including local culture 2.7
and traditional performing arts 2.9
4.7
4.4
1.6
2.8
Lifelong learning, such as taking 3.9
educational courses 4.6
9.5
13.5
2.2
1.1
Activities supporting tourism and exchange, 1.7
such as sightseeing volunteering 0.8
2.2
2.4
5.5
3.2
Fund-raising and donation activities 3.3
on the street and in the community 5.2
5.3
7.4
0.7
0.2
Other 0.5
1.2
1.6
2.8
51.2
49.8
Nothing in particular 40.8
38.2
32.5
27.8
0.0 10.0 20.0 30.0 40.0 50.0 60.0 (%)
20s (n=824) 30s (n=824) 40s (n=824)
50s (n=824) 60s (n=824) 70s (n=824)
Source) MLIT, National Attitude Survey
Furthermore, when we asked people what was lacking to enhance social contribution activities, many people across all
age brackets replied, Community in which to participate casually, indicating the need for places of connection (Figure
2-2-8). This reply was especially high among people in their 60s and 70s, at 28.6% and 30.3%, respectively. Whereas
other age brackets have communities such as places of employment and schools (including schools that family members
attend), the upper age brackets have a lack of these kinds of communities. We therefore surmise that they need an impetus
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 63
Section 2 Public Awareness and Desires Regarding Leisure
to participate in social contribution activities.
I
Figure 2-2-8 Sense of Inadequacy for Enhanced Social Contribution Activities (By Age)
Chapter 2
0.7
20s (n=824) 17.7 17.0 11.0 25.5 4.1 23.9
0.4
30s (n=824) 21.0 14.2 8.6 26.6 3.2 26.1
0.2
40s (n=824) 21.7 13.0 8.4 24.2 3.3 29.2
Public Awareness and Desires Regarding Lifestyle
50s (n=824) 17.7 12.5 9.1 23.4 4.9 1.6 30.8
60s (n=824) 10.7 10.8 10.1 28.6 5.6 1.5 32.8
70s (n=824) 5.8 9.1 9.8 30.3 9.8 2.7 32.4
0 10 20 30 40 50 60 70 80 90 100 (%)
Time for social participation Personal funds for social participation Information related to social participation
Community in which to participate casually Educational opportunities encouraging social participation Other Nothing in particular
Source) MLIT, National Attitude Survey
Also, people in their 20s to 50s, more than the other age brackets, felt a lack of funds and time. It is therefore thought
that there is a need for communities in which people can participate casually and increase their activities without spending
money and time. Moreover, as we surmise that people in these age brackets have little time for leisure due to the pressures
of daily living, including work, there is a need for initiatives to change work so as to achieve a work-life balance.
2 Desires Regarding Leisure
(1) Creating time for leisure
Nowadays, the ways of spending leisure time vary greatly by age. While there are differences in tastes among age
brackets, it is thought that the length of time that can be spent on leisure also has a major impact. We surmise that if time
for leisure could be created in the future, such as by correcting long working hours, it would be possible for people to go
traveling, inside or outside of Japan, and to use time in forward-looking ways for the future, such as self-development.
For that reason, there is a need for initiatives to change how people work.
Also, the efficiency of transportation to places for spending leisure time needs to be improved, both to broaden spheres
of activity and to create time. Accordingly, there is a need for initiatives related to improvement of mobility, including the
convenience of public transportation and mitigation of road congestion.
(2) Diversifying and Deepening Enjoyments
(Creation of places that can be enjoyed even more)
Given current conditions, many people feel a lack of time and money to spend on leisure time, necessitating places that
can be enjoyed casually. Also, many people across all age brackets chose Traveling in Japan as a leisure activity that
they would like to enhance in the future. Thus, there is a major desire to enhance domestic travel among the younger age
brackets, in addition to the upper age brackets, among which many people currently spend leisure time traveling.
So, there is a need for initiatives to create places that can be enjoyed even further, by making use of existing resources
and people and by increasing the attractiveness of sightseeing.
(Creating opportunities for re-learning)
At present, less than 10 percent of people in each age bracket allocate limited time for leisure to time spent in self-de-
velopment and re-learning. However, there is a great deal of desire to enhance self-development and re-learning, if time
permitted. Under these circumstances, re-learning, in which one pursues self-improvement, will become more important
in light of progress in technological innovation and the arrival of the 100-year life, and so there is a need to create such
opportunities.
64 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Public Awareness and Desires Regarding Housing
(3) Enhancing Social Contribution Activities
Among the diverse ways to enjoy oneself, there is a latent group of people who seek purpose in life and take as enjoy- I
ment participation in social contribution activities such as community activities and volunteering. This drive is higher
among people in their 20s and 70s, but we imagine that there are people who cannot satisfy this urge due to a shortage of
Chapter 2
activity funds or community. Based on this, there is a need to create places of social participation, including communities
in which people can participate casually and increase their activities without spending money and time.
Also, currently, initiatives that leverage the public drive to participate in social contribution activities by volunteering
for community development and infrastructure maintenance are already taking place in different areas. These are places
Public Awareness and Desires Regarding Lifestyle
that create connections among people, regardless of generation, and are also thought to create a purpose in life for each
individual. In light of Japan s tight fiscal situation, it is important to further expand these kinds of activities.
Section 3 Public Awareness and Desires Regarding Housing
The home is the base of our lives and can be said to be the most important factor supporting lifestyle. That is why it is
thought that enhancing housing will translate into a richer life, including work and leisure.
In this section, we organize public awareness regarding current and future housing by age and place of residence and,
keeping this in mind, discuss desires regarding housing.
1 Public Awareness Regarding Housing
(Dissatisfaction with one s current home (residential area/housing))
Looking at dissatisfaction with one s current home (residential area/housing), the highest response in all regions was,
nothing in particular. From this we surmise that, in general, there is little dissatisfaction with people s homes (Figure
2-3-1).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 65
Section 3 Public Awareness and Desires Regarding Housing
However, in the three major metropolitan areas, as well Dissatisfaction with Current Home (Residen-
I as in government-designated cities, prefectural capitals,
Figure 2-3-1
tial Area/Housing (By Place of Residence)
and core cities, many responses indicated that, Space Housework and 9.6
maintenance are difficult, 9.7
needed cannot be secured, as my house is small, and Rent 12.0
Chapter 2
as my house is large. 14.5
for housing is high. Furthermore, in municipalities with Space needed cannot be secured,
19.3
17.0
as my house is small. 15.0
a population of 50,000 or more and municipalities with a 13.0
17.2
population under 50,000, many people replied that, Plac- Rent for housing is high. 16.1
12.5
9.7
es to enjoy hobbies and recreation are far away, Public Workplaces/schools 10.1
(including children’s schools) 8.6
Public Awareness and Desires Regarding Lifestyle
transportation (train stations, bus stops, etc.) is far away, are far away. 9.0
9.1
and Facilities for daily living (hospitals, stores, etc.) are Homes of family
6.6
5.9
(parents, children) are far away 7.4
far away. Based on this, we see that the types of dissatis- 6.5
13.5
faction with people s homes differ by region, with higher Places to enjoy hobbies
and recreation are far away.
13.3
16.8
23.8
dissatisfaction with housing itself, including floor space Public transportation 17.9
12.8
and rent, in the city and higher dissatisfaction with access (train stations, bus stops, etc.)
is far away.
19.2
19.8
to residential areas in the countryside. Facilities for daily living
13.8
12.0
(hospitals, stores, etc.) are far away. 17.8
23.1
Childcare facilities and nursing and 3.2
rehabilitation facilities for the elderly 4.0
4.4
(nursery schools, daycares, etc.) are far away. 5.7
2.0
Other 3.3
2.7
3.2
35.8
Nothing in particular 39.6
33.3
32.6
0.0 10.0 20.0 30.0 40.0 50.0 (%)
Three major metropolitan areas (n=1,236)
Government-designated cities, prefectural capitals, and core cities (n=1,236)
Municipalities with a population of 50,000 or more (n=1,236)
Municipalities with a population under 50,000 (n=1,236)
Source) MLIT, National Attitude Survey
(Worries regarding one s current home (residential area/housing))
Looking at worries regarding one s current home (residential area/housing), high responses in all regions were, with
regard to residential area, The community is weak and there is no one to lean on and, with regard to housing, Main-
tenance and upkeep costs, such as renovations and repairs, are expensive (Figures 2-3-2 and 2-3-3). In municipalities
with a population of 50,000 or more and municipalities with a population under 50,000, the highest response was, Public
transportation is decreasing and it is not possible to live if one cannot drive, followed by, There are few facilities, such
as convenience stores, supermarkets, or hospitals within walking distance, There are no places to enjoy hobbies and
recreation, and I m worried about maintenance of the community due to the aging and decreasing number of residents.
From this we see that in all regions there are worries about the weakness of the communities that support living and
about the maintenance and upkeep costs of current housing. In addition to that, in the countryside, there are major worries
about the automobile-dependent society, shortage of urban functions that support living, such as hospitals, shortage of
places to have fun, and community maintenance. Among these worries, the one with an especially large gap between the
city and countryside is worry about automobile dependence. We surmise that the ongoing movement toward automobile
dependence in the countryside, as mentioned in Section 2 of Chapter Note 18, is having an effect on this concern.
Note 18 See Chapter 1, Section 2, 3. (2) Characteristics of Rural Lifestyles.
66 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Public Awareness and Desires Regarding Housing
Figure 2-3-2 Figure 2-3-3
I
Worries Regarding Residential Area (By Place of Residence) Worries Regarding Housing (By Place of Residence)
Road, train stations, and other facilities 15.7 20.9
11.9 Housing has not been made 19.7
have not been made 14.9 barrier-free (there are lots of steps). 20.6
barrier-free (there are lots of steps). 12.8 20.6
Chapter 2
18.9 9.0
I’m worried about maintenance of I cannot manage my house, 16.3
17.3 20.9
the community due to the aging and 25.2 such as snow removal and weeding.
26.3
decreasing number of residents. 27.8
9.5
20.9 It is difficult to manage housework, 8.7
The community is weak and 21.1 such as cleaning, as my house is large. 12.6
there is no one to lean on. 22.4 14.9
20.9
It is difficult to live in my house 15.6
19.0 13.5
There are no places to enjoy 18.1 since it is small. 12.9
Public Awareness and Desires Regarding Lifestyle
23.4 10.9
hobbies and recreation
30.0 Facilities that are vital for life, 14.5
such as hospitals and train stations, 13.0
There are few facilities, such as convenience 18.0 20.2
stores, supermarkets, and hospitals, 16.7 are far away. 26.1
25.1
within walking distance. 32.0 Maintenance and upkeep costs, 31.3
such as renovations and repairs, 27.8
7.4 34.4
There are few facilities providing support, 6.6 are expensive. 37.1
such as for child-rearing and caregiving. 7.4 3.1
7.9 Rebuilding would be difficult, 3.3
10.3 as the road and site are narrow/small. 3.1
3.8
10.4
Access to large cities is poor. 18.8 8.4
25.4 Selling would be difficult due to problems 8.7
such as aging and location. 12.8
11.7 14.7
Public transportation is decreasing and 23.7
it is not possible to live if one cannot drive. 37.7 4.4
Changing residence would be difficult, 4.8
44.3
as I cannot find a place to move to. 5.6
6.9 5.2
The area is vulnerable to natural disasters, 8.3 3.1
such as torrential rain and earthquakes. 10.0 Passing my house on to children 4.7
11.0 or other relatives would be difficult. 5.6
5.7
1.5
1.5 3.3
Other 0.6 2.8
Other 1.3
0.8
2.5
27.2 25.3
Nothing in particular 25.1 25.2
15.7 Nothing in particular 20.1
12.1 15.7
7.1 6.6
7.4 7.4
Not sure 6.6 Not sure 7.9
6.4 7.8
0.0 10.0 20.0 30.0 40.0 50.0 (%) 0.0 10.0 20.0 30.0 40.0 50.0 (%)
Three major metropolitan areas (n=1,236) Three major metropolitan areas (n=1,236)
Government-designated cities, prefectural capitals, and core cities (n=1,236) Government-designated cities, prefectural capitals, and core cities (n=1,236)
Municipalities with a population of 50,000 or more (n=1,236) Municipalities with a population of 50,000 or more (n=1,236)
Municipalities with a population under 50,000 (n=1,236) Municipalities with a population under 50,000 (n=1,236)
Source) MLIT, National Attitude Survey Source) MLIT, National Attitude Survey
(Housing desired in the future)
The highest response, across all generations, regarding the desired housing in the future was, Development of a home
where I can continue to live with peace of mind within the means of my pension, even if nursing care is needed. The
higher the age bracket, the higher the percentage providing that response (Figure 2-3-4). This indicates a desire, regardless
of generation, for ways of living that take seriously our aging society with a declining birthrate, and we surmise that this
desire strengthens the higher the age bracket.
The next response that was high regardless of generation was, Promotion of living with or nearby one s parents or
children. This response was higher among people in their 30s and 60s to 70s than in other age brackets, suggesting that
they look to family for help with child-rearing and caregiving.
Also, a high percentage of the child-rearing generation of people in their 20s and 30s responded, Promotion of the
development of childcare facilities in or nearby one s workplace. This shows that they are deeply concerned about living
situations that support work-life balance.
Additionally, people in their 20s had a higher interest in Promotion of relocation to the countryside, including rural
life, than did other generations. When this tendency was further analyzed by place of residence, it showed high percent-
ages for people in their 20s living in the three major metropolitan areas and municipalities with a population under 50,000
and even higher interest among people in their 60s to 70s living in municipalities with a population under 50,000 (Figure
2-3-5). We surmise from this that there are many people in their 20s living in the three major metropolitan areas who are
interested in moving to the countryside, in addition to which there are many people in their 20s living in the countryside
who are interested in relocation as the ones who would welcome the incomes. We also surmise that the result reflects a
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 67
Section 3 Public Awareness and Desires Regarding Housing
high number of people in the upper age brackets who hope that welcoming newcomers to the countryside would lead to
I maintenance and reinvigoration of the local community. Based on this, it is thought that support is needed for housing that
expands human interaction, including relocation to the countryside and two-region residence.
Chapter 2
Figure 2-3-4 Housing Desired in the Future (By Age)
19.9
16.3
Promotion of having one’s workplace near one’s home 15.0
14.7
11.2
9.8
Public Awareness and Desires Regarding Lifestyle
26.0
25.6
Promotion of the development of 13.8
childcare facilities in or nearby one’s workplace 12.3
13.1
11.8
20.9
23.7
Promotion of living with 19.9
or nearby one’s parents or children 21.6
24.3
30.3
16.4
12.4
Enhancement of leisure time through two-region residence, 10.7
such as the city and countryside 11.2
9.8
10.8
11.3
10.1
Promotion of highly convenient urban residences, 14.0
such as in city centers 14.9
17.0
16.5
23.2
15.0
Promotion of relocation to the countryside, 13.5
including rural life 16.9
17.2
16.7
18.2
20.6
Establishment of a housing market 19.2
where it is easy to obtain used houses, etc. 16.6
16.9
15.7
38.7
Development of a home where I can continue to live with 42.0
peace of mind within the means of my pension, 47.7
50.5
even if nursing care is needed 64.2
64.8
16.5
16.7
Establishment of housing where many generations, 16.1
from the young to old, interact 16.4
21.2
24.4
9.8
Establishment of new forms of cooperative dwelling, 8.7
7.9
such as room sharing and shared houses 7.6
7.2
10.8
0.8
0.8
0.2
Other 1.3
0.5
1.5
18.3
19.9
Not sure 18.9
17.0
13.2
10.3
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 (%)
20s (n=824) 30s (n=824) 40s (n=824)
50s (n=824) 60s (n=824) 70s (n=824)
Source) MLIT, National Attitude Survey
68 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Public Awareness and Desires Regarding Housing
Figure 2-3-5
I
Desire for Promotion of Relocation to the Countryside (By Place of Residence/By Age)
24.8
Three major 13.6
12.1
metropolitan areas
Chapter 2
14.6
12.1
8.7
21.4
Government-designated cities, 13.6
prefectural capitals, 11.2
12.6
and core cities 12.1
13.1
Public Awareness and Desires Regarding Lifestyle
21.4
14.6
Municipalities with a population of 16.0
50,000 or more 18.9
17.0
18.0
25.2
Municipalities with a population 18.4
14.6
under 50,000 21.4
27.7
27.2
0.0 5.0 10.0 15.0 20.0 25.0 30.0 (%)
20s (n=206) 30s (n=206) 40s (n=206)
50s (n=206) 60s (n=206) 70s (n=206)
Source) MLIT, National Attitude Survey
2 Desires Regarding Housing
(1) Sustainable Community Development, Including Intensification of Urban Functions
In all regions, there are worries about the communities that underpin living. What is more, in the countryside, there
are major concerns about hospitals and other urban facilities, the automobile-dependent society, the shortage of places to
have fun, and community maintenance.
Based on this, and in light of issues such as increasing population decline and lower population densities in residential
areas in the future, there is a need for initiatives related to intensification of urban functions that increase community
sustainability, the restructuring of public transportation, and community maintenance, etc.
(2) Development of Environments in which Elderly People Can Keep Living with Peace of Mind
In all regions, there are worries about the maintenance and upkeep costs of current housing. Additionally, there is a
major need for the Development of a home where I can continue to live with peace of mind across all generations, in-
cluding the elderly.
Based on this, there is a need for initiatives related to the development of environments in which elderly people and oth-
ers can continue to live with peace of mind, including the securing of housing and development of barrier-free facilities.
(3) Support for Housing that Underpins Work-Life Balance
Housing in the future desired by people in their 20s to 30s include development of childcare facilities in or nearby one s
workplace. There is a major need for living situations that support work-life balance.
Based on this, there is a need for support for housing that underpins work-life balance, including promotion of childcare
facilities close to workplaces, housing close to workplaces, and multigenerational households.
(4) Support for Housing that Expands Human Interaction, Including Relocation to the Countryside
The current situation suggests that there is strong interest in promotion of relocation to the countryside, including rural
life, mainly among the upper age bracket of people in their 60s to 70s and people in their 20s living in municipalities
with a population under 50,000, which are the communities that would welcome relocation to the countryside, and among
people in their 20s living in the three major metropolitan areas, who would be the people relocating to the countryside.
From this we can say that there is a need for initiatives that support ways of living that expand human interaction,
including relocation to the countryside and two-region residence. Furthermore, these initiatives are ones that are thought
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 69
Section 4 Public Awareness Regarding Mobility and Desires for Future Initiatives
to contribute to the provision of places for person-to-person connection, which could also help shore up the community
I weakness about which there is anxiety in all regions.
Chapter 2
Section 4 Public Awareness Regarding Mobility and Desires for Future Initiatives
Thus far in this chapter we categorized lifestyle into work, leisure, and housing , and looked at their current situa-
tion and what people desire for them in the future. Mobility, including means of transportation and movement, is related
Public Awareness and Desires Regarding Lifestyle
to each of these other facets of lifestyle and is thought to have a major impact for their enhancement.
In this section, we organize the public s worries, etc., regarding means of transportation and movement, including pub-
lic transportation and automobiles, by age and place of residence and consider the difference in issues faced by the city
and the countryside as well as desires for the future.
1 Public Awareness Regarding Mobility
(Inconvenience and dissatisfaction with public transportation)
Inconvenience and dissatisfaction with means of transportation in daily life and for commuting to work or school dif-
fers depending on the place of residence.
The larger an area s population, the more dissatisfaction with comfort is felt during movement, including Crowding
on public transportation such as trains and buses, Chronic road congestion, Wasted waiting time, such as long travel
times, and Delays in public transportation such as trains and buses (Figure 2-4-1). In the three major metropolitan areas
in particular, the response of Crowding on public transportation such as trains and buses was extremely high compared
to other regions. Furthermore, when the need for mitigation of crowding on public transportation was analyzed in more
detail by area, it was highest in the southern Kanto region, which is the Tokyo areaNote 19. We could say that crowding on
public transportation is an especially serious problem in the Tokyo area (Figure 2-4-2).
The smaller an area s population, on the other hand, the more dissatisfaction there was with the shortage and deficiency
of public transportation itself, including, Low frequency, Inconvenient access to other cities, and Earliness of the last
train/bus (Figure 2-4-1).
Also, in regions besides the three major metropolitan areas, the most common response was, Inconvenient mobility
environment where one cannot live without a car. This is especially true in municipalities with a population of 50,000
or more and municipalities with a population under 50,000, where nearly half of people gave this response, at 46.9% and
54.7%, respectively. We can see from this that people are dissatisfied with an environment where a car is vital for life.
Note 19 Refers to the Tokyo Metropolis, Kanagawa Prefecture, Saitama Prefecture, and Chiba Prefecture
70 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Public Awareness Regarding Mobility and Desires for Future Initiatives
Figure 2-4-1
I
Inconvenience and Dissatisfaction With Public Transportation (By Place of Residence)
34.9
Crowding on public transportation, such as trains and buses 16.7
11.7
Chapter 2
9.1
22.1
Chronic road congestion 20.1
18.0
14.2
26.2
Wasted waiting time, such as long travel times and transfers 17.2
18.2
15.0
Public Awareness and Desires Regarding Lifestyle
16.5
Delays in public transportation, such as trains and buses 10.7
8.2
5.5
15.6
Low frequency of public transportation, such as trains and buses 22.5
27.9
27.5
8.1
9.1
Earliness of the last train/bus in public transportation
10.2
9.9
4.4
Lack of ancillary facilities (shops, nursery schools, etc.) 4.3
at transportation points, such as train stations 5.0
6.4
8.6
Inconvenient access to other cities due to shortage of 11.5
public transportation, such as trains and buses 14.8
15.5
15.7
Inconvenient mobility environment where one cannot live 32.5
without a car 46.9
54.7
1.0
Other 1.4
1.1
0.8
1.9
Not sure 1.9
2.8
1.8
30.8
Nothing in particular 29.4
21.2
21.8
0.0 10.0 20.0 30.0 40.0 50.0 60.0 (%)
Three major metropolitan areas (n=1,236) Government-designated cities, prefectural capitals, and core cities (n=1,236)
Municipalities with a population of 50,000 or more (n=1,236) Municipalities with a population under 50,000 (n=1,236)
Source) MLIT, National Attitude Survey
Figure 2-4-2 Need for Crowding Relief on Public Transportation (By Region)
Hokkaido/Tohoku (n=827) 19.7
Kitakanto (n=317) 17.4
Minamikanto (n=727) 45.1
Koshin’etsu (n=275) 18.9
Tokai (n=597) 23.3
Hokuriku (n=173) 17.9
Kinki (n=718) 28.6
Chugoku/Shikoku (n=621) 18.7
Kyushu/Okinawa (n=689) 22.8
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 (%)
* Minamikanto: Tokyo Metropolis, Saitama Prefecture, Chiba Prefecture, Kanagawa Prefecture Minamikanto: Tokyo,
Saitama, Chiba, Kanagawa
Source) MLIT, National Attitude Survey
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 71
Section 4 Public Awareness Regarding Mobility and Desires for Future Initiatives
(Initiatives desired in the future)
I We asked people what kinds of initiatives they desired regarding mobility in the future in order to achieve a richer life,
given assumptions including an increase in elderly persons who cannot drive a car, falling economic viability of public
transportation with a declining population, and greater sophistication of movement with technological development.
Chapter 2
In response to this, the highest number of replies, in all places of residence, was, Ensuring public transportation to
facilities that are vital for life, such as hospitals (Figure 2-4-3). We surmise that this reflects worries that the inability to
secure means of mobility due to aging and other factors could interfere with everyday life.
The next highest number of replies were for Progress creating barrier-free facilities, including eliminating steps in train
Public Awareness and Desires Regarding Lifestyle
stations and walkways and Development of self-driving technology that will enable anyone to use cars safely. Among
these, the larger an area s population, the more desire there was for Progress creating barrier-free facilities, including
eliminating steps in train stations and walkways, and the smaller an area s population, the more desire there was for
Development of self-driving technology that will enable anyone to use cars safely. Thus, the initiatives desired differ
by place of residence.
Figure 2-4-3 Initiatives Regarding Mobility Desired in the Future (By Place of Residence)
36.8
Progress creating barrier-free facilities, including eliminating steps 32.4
in train stations and walkways 32.0
28.0
30.1
Development of self-driving technology that will enable anyone 31.1
to use cars safely 34.6
35.5
51.6
Ensuring public transportation to facilities that are vital for life, 50.6
such as hospitals 52.8
56.9
30.6
Relief of crowding on public transportation 23.0
15.6
14.4
25.9
Relief of traffic congestion 25.2
20.9
17.3
6.8
Development of express traffic networks 6.7
7.4
8.3
8.6
Car-sharing systems 9.7
8.3
8.6
12.1
Taxi hailing systems using smartphones, etc. 12.5
12.9
12.1
17.6
Establishment of a bicycle-friendly environment, 13.4
such as cycle paths 12.9
12.5
11.1
Bicycle rental systems 9.0
7.6
7.1
12.5
Maintenance of social infrastructure, such as roads, 13.9
tunnels, and bridges 15.2
14.5
0.7
Other 1.6
1.4
1.6
10.7
Not sure 13.1
13.8
13.1
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 (%)
Three major metropolitan areas (n=1,236) Government-designated cities, prefectural capitals, and core cities (n=1,236)
Municipalities with a population of 50,000 or more (n=1,236) Municipalities with a population under 50,000 (n=1,236)
Source) MLIT, National Attitude Survey
72 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Public Awareness Regarding Mobility and Desires for Future Initiatives
■ Barrier-free train stations and walkways
When we further analyzed the need for
Figure 2-4-4 Need for Barrier-free Train Stations and Walkways (By Place of Residence)
I
progress in creating barrier-free facilities,
including eliminating steps in train stations 37.9
Chapter 2
32.5
30.6
and walkways, we saw that, as a whole, Three major metropolitan areas 34.0
42.7
many people in their 20s to 30s, which can 43.2
be considered the child-rearing generation, 31.1
36.9
want barrier-free facilities (Figure 2-4-4). Government-designated cities, 24.8
32.5
prefectural capitals, and core cities 29.1
Public Awareness and Desires Regarding Lifestyle
However, people in their 70s living in the 39.8
three major metropolitan areas as well as 34.0
41.3
government-designated cities, prefectural Municipalities with a population 24.8
29.6
of 50,000 or more 29.1
capitals, and core cities have a greater need 33.0
for barrier-free facilities than the younger 35.9
32.0
age bracket of people in their 20s to 30s. Municipalities with a population 24.3
23.3
Since public transportation could be the under 50,000 23.8
28.6
primary means of mobility for the upper 0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 (%)
age bracket in cities, where there is rela- 20s (n=206) 30s (n=206) 40s (n=206)
tively more public transportation such as 50s (n=206) 60s (n=206) 70s (n=206)
trains and buses, we surmise that they want Source) MLIT, National Attitude Survey
its comfort to increase.
■ Development of self-driving technology
Looking more closely at the need for
Figure 2-4-5 Need for Development of Self-driving Technology (By Place of Residence)
development of self-driving technology
that can be used safely, we see that in mu- 39.3
31.1
nicipalities with a population of 50,000 or Three major metropolitan areas 31.1
28.2
27.7
more and municipalities with a population 23.3
under 50,000, the desire for development of 40.3
30.6
self-driving technology is mainly found in Government-designated cities, 24.8
30.6
prefectural capitals, and core cities
the upper age bracket of people in their 60s 26.7
33.5
to 70s (Figure 2-4-5). We surmise that this re- 36.4
33.0
flects the facts that the smaller an area s pop- Municipalities with a population 28.2
29.1
ulation, the greater the sense of inadequacy of 50,000 or more 39.8
41.3
with public transportation and the greater the 32.0
31.1
dependence on using automobiles, resulting Municipalities with a population 30.6
38.3
in the upper age bracket, which is concerned under 50,000 43.2
37.9
about declining driving ability in the future, 0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 (%)
placing high expectations on the develop- 20s (n=206) 30s (n=206) 40s (n=206)
ment of self-driving technology. 50s (n=206) 60s (n=206) 70s (n=206)
Also, in general there is high interest Source) MLIT, National Attitude Survey
among people in their 20s, and in in the
three major metropolitan areas as well as government-designated cities, prefectural capitals, and core cities, this interest
is higher than in other regions, at 39.3% and 40.3%, respectively. We assume that this is due to the younger age bracket
being sensitive to technological innovation and as a result of an increase in people who do not have a driver s license.
2 Desires Regarding Mobility
(1) Increasing comfort of mobility in the city
In the city, comfort of mobility is an issue, with dissatisfaction regarding crowding on and delays in public transporta-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 73
Section 4 Public Awareness Regarding Mobility and Desires for Future Initiatives
tion and great dissatisfaction regarding the length of travel and waiting times and chronic road congestion in the Tokyo
I area.
As a result, there is a need for initiatives to resolve dissatisfaction using structural and non-structural solutions to
mitigate public transportation crowding and delays as well as initiatives to remove the causes of road congestion. Also,
Chapter 2
increasing the comfort of mobility in the city could bring improvements in the quality of time, including shorter working
hours and reduction of stress as a result of shorter travel times and less crowding. It is thought that this could translate into
a richer lifestyle, including in work and leisure.
Public Awareness and Desires Regarding Lifestyle
(2) Ensuring Mobility in the Countryside
(Maintaining and reinvigorating public transportation)
In comparison with the three major metropolitan areas as well as government-designated cities, prefectural capitals,
and core cities, there is greater dissatisfaction with the deficiency of public transportation itself in municipalities with a
population of 50,000 or more and municipalities with a population under 50,000, where securing means of transportation
is an issue.
As a result, there is a need for maintenance and reinvigoration of efficient and sustainable public transportation in pro-
portion to the size of the population of each area.
(Development of self-driving technology)
In regions besides the three major metropolitan areas, a mobility environment where one cannot live without a car
produces great dissatisfaction, which is especially large in municipalities with a population of 50,000 or more and mu-
nicipalities with a population under 50,000. That is why, in addition to the maintenance and reinvigoration of public
transportation mentioned above, securing a means of mobility besides public transportation is an issue. Furthermore, the
need for self-driving technology, which is one way to secure a means of mobility, is especially high among the upper age
bracket in the countryside, which is concerned about declining driving ability in the future.
Accordingly, the development of self-driving technology is a necessity, and the elderly and other people who are dis-
advantaged with regard to mobility especially want it to develop to the point where it becomes usable in everyday life in
the countryside.
Securing mobility in the countryside as described above would ensure worry-free living and bring maintenance and
improvement of convenience. It is thought that this would lead to enhancement of lifestyle, including leisure and hous-
ing.
(3) Securing Mobility that is User-Friendly for the Elderly, Etc.
Mainly people in their 70s living in the city and people in their 20s to 30s, who are thought to be the child-rearing gen-
eration, have high hopes for progress in the creation of barrier-free public facilities including train stations and walkways.
The securing of mobility that is user-friendly for the elderly and child-rearing generation is therefore an issue.
Based on this, there is a need for structural and non-structural barrier-free development in public facilities, in order for
the elderly and child-rearing generation to secure smooth mobility on their own.
Moreover, it is thought that securing mobility that is user-friendly for the elderly, etc., will ensure worry-free living and
broaden the range of people s activities, leading to enhancement of lifestyle, including leisure and housing.
74 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Initiatives Related to Work
Initiatives in the Land and Transport I
Chapter 3
Sector
Chapter 3
Based on the changing state of Japan analyzed in Chapter 1 and the public awareness and desires regarding lifestyle
Initiatives in the Land and Transport Sector
based on the results of the national attitude survey in Chapter 2, in Chapter 3 we will look at initiatives in the land and
transport sector to address these issues, and similarly to Chapter 2, we will introduce them from the four perspectives of
work, leisure, housing and mobility.
Section 1 Initiatives Related to Work
As observed previously, workforce participation by women and the elderly, etc., and improving labor productivity, etc.,
are issues to be tackled in Japan, and in addition to providing opportunities for women and the elderly to newly engage
in work or continue employment etc., achieving a work-life balance for the child-rearing generation and qualitative im-
provements such as reforming attitudes toward work and streamlining work through technological innovations such as AI
and big data are required.
1 Initiatives to Provide Opportunities to Work
(Initiatives for new work and continued employment for women and the elderly)
■Promotion of the establishment of childcare facilities, etc.
In order to support opportunities for women to start work and continue employment, it is necessary to eliminate child-
care waiting lists and create an environment that is conducive to women starting new jobs or continuing employment,
and it is essential to establish and supplement childcare centers, etc., in order to do this. The MLIT is promoting specific
initiatives in cooperation with relevant parties at the Ministry of Health, Labour and Welfare, etc., in order to achieve this.
In order to respond to the increase in children on childcare waiting lists in recent years, it has been made possible to
establish childcare centers, etc., through the exclusive use of urban parks. This has been implemented in national strategic
special zones since 2015, and was expanded nationally in 2017 due to a revision of the Urban Park Act (Figure 3-1-1). In
order to promote the appropriate establishment of childcare centers that utilize this program, we have created and dissem-
inated a manual for local government bodies and business operators.
Furthermore, in order to promote the establishment of childcare facilities in large-scale apartment blocks, there has
been demand for local government bodies to ensure appro-
priate childcare facilities, such as by working to achieve Figure 3-1-1 Nursery school in an urban park
cooperation and information-sharing between cities, con-
struction departments and childcare departments, from the
point of drafting urban plans when constructing large-scale
apartment blocks that make use of exceptional measures to
alleviate floor area ratio, as there is a possibility that the
demand for childcare facilities will increase, particularly
locally.
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 75
Section 1 Initiatives Related to Work
■Securing and training female and elderly workers, etc., in land- and transport-related industries
I In land- and transport-related industries, such as the construction industry and the transport industry, a range of ini-
tiatives, such as disseminating information and networking, are being conducted in order to secure and train female and
elderly workers.
Chapter 3
(1) Securing and training female and elderly workers, etc., in the construction and manufacturing industries
In the construction industry, it is expected that a large number of older workers will leave their jobs, and securing and
training workers in the medium- to long-term has become a pressing issue. Therefore, it is necessary to create an envi-
Initiatives in the Land and Transport Sector
ronment in which women can actively participate alongside men, leading to the industry becoming more attractive and
securing new workers, irrespective of their gender or age.
The MLIT provides support for the participation of female engineers and skilled workers in the construction industry
through public-private partnerships, through such initiatives as creating female friendly workplaces, conducting seminars
that allow female workers to express themselves, and establishing an advisory service for businesses that wish to encour-
age female participation (Figure 3-1-2).
Also, in autumn 2018, the construction career advance- Project to Support Female Participation
Figure 3-1-2
ment system, which is a mechanism that records and stores in the Construction Industry (PR)
the qualifications and work experience of each skilled
Your understanding
worker, began operation.
will change the field
Through this system, we will be able to maintain an ob-
jective understanding of the skills and experience of skilled
workers, which is expected to lead to the development of
an ability evaluation system that objectively divides people
according to general levels, and the creation of an environ-
le Participa
Fema tion
ment that is conducive to the appropriate evaluation and
ort in
pp th
Su e
to
Co
ct
ns
oje
tru
Pr
treatment of individual technicians by ensuring transparen-
ctio
n Indu
stry (PR)
cy of the construction capabilities of specialist construction
companies that hire technicians (Figure 3-1-3 and Figure
3-1-4). Aim for it!
A construction industry where women can flourish
We support
this project.
Source) MLIT
Figure 3-1-3 Establishing the Construction Career Advancement System
(1) Recording information on skilled workers, etc. (2) Issuing cards and reading them on site (3) Accumulating work history in the system
Beep! Example of skilled worker information
This makes it possible to
check the qualifications and
ID 123456789012
Name John Citizen
John Cit
social insurance participation
izen Date of birth 07/28/1980
Qualifications held
Registered principal skilled worker Formwork
Skilled worker training Slinging
06/20/2016
05/21/2008
status of skilled workers
Reading card when entering site Special education High-elevation rope work 11/09/2005 using the system.
[Business information] [Skilled worker information] Social insurance participation status
Health Japan Health Insurance Mutual aid
• Trade name • Personal information insurance
Pension
Association insurance
Employees’ pension
retirement allowance
Kentaikyo Example of work history information
• Address • Qualifications held Employment
• Construction license information • Social insurance participation The work history (record of Employer Site name Month and year of
initial employment
Length of
employment
[Site information] status, etc. John Cit when and where work was XX Construction XX Building 06/2019 22 days
izen
• Site name conducted) of skilled workers
XX Construction XX House 07/2019 19 days
XX Construction National route XX 08/2019 11 days
• Type of construction, etc. Issuing cards to skilled workers is accumulated. Total 3 sites 52 days
Creating an environment for improved treatment of skilled workers *System administrator
Construction Industry Promotion Fund
Source) MLIT
76 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Initiatives Related to Work
Figure 3-1-4
I
Treatment According to Experience and Skills
• Consideration of ability evaluation standards according to the level of the skilled worker, using the work
history and qualifications that are recorded in the system
Chapter 3
(Dividing career advancement cards by color according to level)
• Promoting transparency of the construction capabilities, etc., of specialist construction companies according
to the ability evaluations of skilled workers, developing quality workers and creating an environment where
the specialist construction companies that employ them are selected
Matters that are subject to the evaluation
Initiatives in the Land and Transport Sector
of the capabilities of skilled workers
•Experience (days worked)
•Knowledge and skill (qualifications held) It is possible to gain an objective
•Management capabilities understanding through the construction
(Training and superintendent experience for career advancement system.
registered principal skilled workers)
Evaluation takes a combination of *Actual colors of cards may differ
these factors into account.
ard
nt c
me
nce
d va
er a
are
o nc
ucti
nstr
Co
Cards divided by color in accordance ent
card
itiz
en
anc
em nC
with the evaluation standards care
er a
dv Joh
n
u ctio
ard nstr
Co
nt c
me
nce
nc
a ree
ra d va
nC
itiz
en
Level 4
tru
ctio Joh
ns
Co
Aim:
ard en
itiz
nce
me
nt c
nC Skilled worker with
Joh
care
er a
d va
Level 3 high-level management
on
ucti
Co
nstr capabilities
Level 2 Aim:
itiz
en (Registered principal skilled
Joh
nC Skilled worker who is able
Aim: worker, etc.)
to work as a superintendent
Intermediate skilled
Level 1 worker
(Qualified skilled worker)
Aim:
Beginner skilled worker Career advancement cards that are allocated to skilled
(Apprentice skilled worker) workers who are registered in the construction career
advancement system are divided according to color.
Source) MLIT
(2) Securing and training female and elderly workers, etc., in the automotive transportation industry
With regard to the automotive transportation industry, which includes trucks, busses, and taxis, drivers work in an
environment in which annual work hours are 10 to 20 percent longer, and annual wages are 10 to 30 percent lower when
compared to the average of all professions, so the lack of drivers is even more ingrained and securing workers is a pressing
issue.
The MLIT established the Committee for Consideration of Trucks That Are Easy to Drive for Female Drivers, etc., in
March 2018, and began discussions of vehicle designs from the perspective of female, etc., truck drivers, etc.
2 Initiatives for Quality of Work
(Initiatives to achieve work-life balance for the child-rearing generation)
■Promotion of telework
Creating an environment in which workers are not restricted to their place of work and shortening work hours will
achieve a flexible work-style that allows for both child-rearing and work, and lead to work-life balance, particularly for
the child-rearing generation, as well as contribute to the alleviation of traffic congestion and crowding on trains.
An example of such an initiative is telework, which uses information and communication technology (ICT), and the
MLIT is promoting wider acceptance of telework in cooperation with relevant government agencies and private orga-
nizations. As a step toward this, we designated July 24Note 21 as Telework Day in 2017, and on this day, approximately
63 thousand people at approximately 950 organizations simultaneously engaged in telework. 2018 will be the second
time Telework Day is held, but the period has been expanded to five days, from July 23 to July 27, and the event will
Note 21 The scheduled date of the opening ceremony of the 2020 Olympic Games
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 77
Section 1 Initiatives Related to Work
be rebranded Telework Days. During this period, we will Figure 3-1-5
I
Share Office SALT Satellite Office
call for workers to simultaneously engage in telework and
promote further initiatives.
Also, an example of a site that has utilized telework in
Chapter 3
recent years is a shared office known as SALT, for which
Smart Design Association Co., Ltd. and others in Fukuoka
City, Fukuoka Prefecture, have used vacant space by the
seaside, approximately 30 minutes by car from the center
Initiatives in the Land and Transport Sector
of Fukuoka City, with the support of the local community.
This initiative not only targets local residents, but also users
who wish to make use of the seaside location to engage in
resort work for a few days or even a few months, and the
companies are recommending or providing accommodation
in renovated vacant buildings in the vicinity. The concept
of this initiative is to achieve a new style of work, wherein
workers temporarily leave the location of their usual work
and life in order to improve their productivity while en-
joying sightseeing, before coming back refreshed, and it is
Source) MLIT
supported by the MLIT as a leading example of a telework
center (Figure 3-1-5).
(Initiatives for work efficiency through technological innovation, etc.)
■Promotion of i-Construction
As the population ages and declines, the construction industry bears the brunt of maintaining social infrastructure and
fills the role of a regional protector that is indispensable for national land conservation, so it is necessary to conduct
work-style reforms by increasing the level of wages and the number of holidays, etc., and increase productivity in the con-
struction industry, Therefore, it is necessary to increase construction productivity and create attractive construction sites
where a diverse workforce that includes women and the elderly, etc., can participate, by achieving work-style reforms
through increasing the level of wages, and providing regular holidays, etc.
The MLIT is promoting i-Construction, which utilizes ICT, etc., in all construction processes from exploration and
measurement through design, construction, inspection, maintenance and renewal, with the aim of increasing construction
site productivity by 20% by fiscal 2025 (Figure 3-1-6). As part of this, we are promoting initiatives to introduce drones
to increase the efficiency of measurement work, introduce construction machinery with semi-automated controls that
utilize ICT to increase the efficiency of on-site construction, and introduce robot technology to assist in inspection and
construction, etc., in locations where work is difficult, as specific measures to support the labor of workers at construction
sites (Figure 3-1-7).
Fiscal 2017 is the second year since the commencement of i-Construction, and we have been thoroughly promoting
ICT civil engineering as a Top-Runner measure, while also working to expand the varieties of work that incorporate ICT
to paving and dredging, to promote three-dimensional model design, to standardize concrete work standards, to level
construction schedules and to promote development and introduction of technology through a consortium featuring coop-
eration between industry, academia and government. Going forward, we will continue the initiatives we have promoted
until now and engage in expanding the introduction of ICT to the maintenance and construction fields, expanding three-di-
mensional design for large-scale construction, etc., promoting the introduction of new technology to create innovation in
public projects and providing comprehensive support to accelerate the initiatives of small and medium-sized businesses.
78 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Initiatives Related to Work
Figure 3-1-6
I
i-Construction
Surveying [Visualization of increased productivity]
Three-dimensional surveying (Introduction of a new surveying manual using UAVs)
Chapter 3
Work per person Achieving the same amount of
per day construction in a shorter time with
fewer people through i-Construction
Conventional surveying Three-dimensional surveying using UAVs (drones, etc.) i
-con
Construction Construction using ICT construction machinery (Introduction of estimation standards for ICT earthworks) 20% improvement
in site productivity
Initiatives in the Land and Transport Sector
Reduction in number of workers
Supplement for the medium- to
long-term reduction in skilled
Conventional construction Construction using ICT construction machinery
workers expected through the
Inspection Reduction in inspection days and paperwork Workers introduction of ICT, etc.
Reduction in length of term The term of work is reduced and holidays are
(Extension of holidays) extended through increased precision and
Term efficiency of on-site work.
200m
Measurement by Documentary confirmation Confirmation of
humans every 200 meters of measurement results three-dimensional data by computer
Source) MLIT
Figure 3-1-7 Underwater Robots and Welding Robots
Example of use of robots
Underwater robot Welding robot
Source) MLIT
■Supporting recurrent education
In order to increase productivity in the construction in- Figure 3-1-8 Recurrent Construction Education
dustry, it is necessary to increase the skill level of each
worker directly involved with construction at construction
sites and achieve a productivity revolution for small and
medium-sized construction businesses.
Against this backdrop, the MLIT provides support to
small and medium-sized construction businesses and local
educational institutions, etc., conducting effective and con-
tinuous re-education and training (recurrent construction
education) that is necessary to increase productivity (Fig-
ure 3-1-8).
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 79
Section 1 Initiatives Related to Work
■Increasing productivity at shipbuilding sites (deepening the i-Shipping maritime productivity revolution)
I To increase competitiveness in the ship-
Figure 3-1-9 Automatic Welders and Assistance Suits
building industry, it is important to secure
and train a range of personnel, including
Chapter 3
women and the elderly, etc., and to do this,
it is necessary to reform the work environ-
ment through increased site productivity,
etc.
Initiatives in the Land and Transport Sector
At present, the MLIT is promoting the
i-Shipping maritime productivity revolu-
tion, which aims to increase productivity Source) MLIT
in the maritime industry and secure a 30%
share of new ships produced globally for the Japanese shipbuilding industry (by 2025). To this end, we are providing
support for research and development, etc., conducted by private enterprise, etc., such as the automation of processing
using 3D design data, the introduction of efficient automatic welders that use revolutionary technology such as AI, the
introduction of assistance suits that reduce the workload on skilled workers and the creation of efficiency in shipbuilding
through optimal management of parts and materials using IT, as initiatives related to increased productivity at shipbuild-
ing sites (Figure 3-1-9).
■Initiatives for a revolution in logistics productivity and road logistics innovation
The MLIT is promoting a revolution in logistics productivity to significantly increase the smartness of logistics in
order to increase productivity, overcome future labor shortages, and contribute to economic growth. We aim to increase
labor productivity in the logistics industry by approximately 20% by 2020 by promoting improvements in work efficiency
through the promotion of joint transportation, etc., using the framework of the revised Act on Advancement of Integration
and Streamlining of Distribution Business, home delivery that is easier to receive, and increased added value such as
promoting international standardization of logistics systems (Figure 3-1-10).
80 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Initiatives Related to Work
Figure 3-1-10
I
Logistics Productivity Revolution
Project Overview
•In recent years, there have been a range of inefficiencies in Japanese logistics, including truck loading efficiency falling below 40%. It is necessary to improve productivity,
Chapter 3
overcome future labour shortages, and contribute to economic growth.
•To this end, we are promoting (1) improvements to business efficiency, such as reforming truck businesses in conjunction with senders and (2) improvements to added value, such
as promoting home delivery that is easier to receive and international standardization of logistics systems. We aim to increase labour productivity in the logistics industry by 20%.
Japan’s Logistics Situation
Distribution of waiting time per delivery
60% of truck transport capacity remains unutilized Waiting time of With a ceiling height of 3 m, more
Initiatives in the Land and Transport Sector
More than 3 hours
just under 2 hours 15.1% Less than 30 minutes than 70% of delivery trucks cannot
Truck Loading Efficiency fit in indoor parking lots.
per shipment 22.5%
60.0%
50.0% Compensation is not paid for 2 hours - 3 hours Average time Among developing countries in
13.6%
40.0% approximately 40% of loading 1 hour 45 minutes Asia, etc., there are countries that
30.0% and unloading work. 30 minutes - 1 hour do not have high-quality cold
1 hour - 2 hours 22.4%
chains, etc.
19 8
20 8
20 4
20 6
20 8
20 0
20 2
20 4
16
Approximately 20% of courier
8
9
0
0
0
1
1
1
26.4%
19
Source) “Annual Report of Motor Vehicle Transportation Statistics” prepared by the MLIT
deliveries are re-delivered.
Leading a logistics productivity revolution to increase the “smartness” of logistics through improved labour efficiency and improvements in added value
(1) Broadly streaming various types of waste, such as wasted transport time and (2) Improving added value through cooperation and cutting edge technology
waiting time and wasted space, and improving business efficiency
Discovering issues and implementing measures to combat
<Examples of initiatives> them at meetings that are also participated in by senders <Examples of initiatives>
Promoting the introduction of truck booking systems, swap body container •Promoting the establishment of delivery boxes by Promotion of international standardization of the Japanese
trucks and articulated trucks to reduce concurrent shipping and clarifying the operation of the Building Standards Act logistics system
transportation, including junction transportation, as well as waiting time •Reducing courier re-delivery by promoting the Development and proliferation of transportation
Promoting automatic gate reception at ports and centralizing sea traffic introduction of open-type delivery boxes, etc. technology to maintain a high-level of freshness
control Promoting design and operation of buildings that take Promotion of Hands-Free Travel
Creating an environment for delivery of goods by drones, etc. logistics into account
etc.
20% increase by fiscal 2020 with the aim of increasing the labour productivity of the logistics industry to the average level of all industries
Source) MLIT
In addition, we have established a major logistical road system, which conducts enhancement and priority assistance
for the arterial road network in order to ensure stable delivery irrespective of whether or not there has been a disaster, and
have actively developed initiatives to contribute to truck transport productivity, such as conserving labor through dou-
ble-trailer trucks, enhancing logistics modal connection, and enhancing flexibility of heavy truck transport, as innovations
in road-based logistics (Figure 3-1-11).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 81
Section 2 Initiatives Related to Leisure
Figure 3-1-11
I
Road Logistics Innovation
Initiative (1): Reduction in manpower through double-trailer trucks Initiative (2): Ensuring stable delivery irrespective of whether there has been a disaster
Now Regular large trucks In order to ensure stable delivery irrespective of whether or not there has been a disaster, the Minister of Land,
Chapter 3
Infrastructure, Transport and Tourism has designated the major road logistics network as major logistical roads, enhanced
functionality, and conducted priority assistance. International marine container transport trucks (40 ft tall)
Gross truck
•Strengthening road construction according Height weight 40 t
4.1 m
to the size of trucks
•Ensuring immediate clearing and Length 16.5 m
restoration of roads after disasters, etc.
Approx. 12 m Special vehicle permit is unnecessary (vehicle restriction ordinance)
Established Important Distribution Roads System in March 2018 (Road Act amendment)
Initiatives in the Land and Transport Sector
Double-trailer trucks: Possible to send the quantity Initiative (3): Enhancing logistics modal connection
Future
previously sent by two trucks using only one truck
Promoting enhancement of access to ports and airports, etc., and expressways,
and direct connection between expressways and private facilities
Smart IC to directly connect private facilities (example)
Approx. 25 m <Example of sign>
Examining relaxing the special vehicle permit standards from the current 21
Announcement of direct connection IC on July 7, 2017
meters to allow vehicles of up to 25 meters in length
Initiative (4): Enhancing flexibility of heavy truck transport
Conducted in preparation for future automated convoys
Enhancing a transport inspection system focusing on manual labour to create an automatic inspection system that
uses electronic data related to geometric design and bridges, and that enables immediate inspection of special
Trial underway, focusing on the Shin-Tomei Expressway vehicle permits Geometric design Bridges
(4 companies are participating in the trial using 12 trucks) Gathering electronic Utilizing electronic
data on intersection data, etc., gathered
Full-scale introduction planned for FY2018 shape, etc., using IT from bridge
inspections, etc.
Source) MLIT
Section 2 Initiatives Related to Leisure
As observed previously, making the most of time and securing time, etc., for leisure has become an issue in Japan.
With this in mind, initiatives related to the utilization of leisure are required, such as the creation of opportunities to fur-
ther enjoy increased tourism appeal, etc., and opportunities for re-education, etc., initiatives for the diversification and
intensification of leisure activities, the creation of opportunities to create connections with other people through social
involvement and leveraging this for social contribution activities.
1 Initiatives for the Diversification and Intensification of Leisure Activities
(Increasing the appeal of tourism)
■Increased development and the appeal of tourism resources
There are diverse and valuable tourism resources in locations around Japan, and developing these resources and im-
proving their appeal allows tourists to enjoy a more appealing trip and effects such as creating new demand are anticipated
by attracting tourists to many different regions.
The Japan Tourism Agency supports development of regional specialty products, regional networking for tourism
development through designated tourism resources such as breweries and related PR activities, etc. Furthermore, we are
considering night-time usage of facilities such as museums, to effectively utilize tourism resources. These kinds of ini-
tiatives are not only expected to maximize the leisure experience of foreign tourists, but also Japanese domestic tourists
(Figures 3-2-1 and 3-2-2).
82 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives Related to Leisure
Figure 3-2-1
I
Initiatives for Saijo Sakagura-dori (Higashi Hiroshima City, Hiroshima Prefecture)
Saijo Sakagura-dori Map To Mih
ara
Chapter 3
nter)
tion Ce
S a ijo Station o u ri s t Informa
0 100 200m JR yT
ima Cit Kamotsuru
i Hirosh
(Higash Brewery
Initiatives in the Land and Transport Sector
o shima
To Hir Saijotsuru Fukubijin-
Brewery syuzo
Kirei Brewery
Sanyotsuru Kugurimon
Bou
Brewery Hakubotan (Saijo Sakagura-dori
Brewery
leva
Tourist Information Center) Kamoizumi
Shuzou
rd
Source) Japan Tourism Agency
Figure 3-2-2 Example of Utilization of the Nighttime Economy
Source) Japan Tourism Agency
■Island Wind Vision
We are conducting various initiatives to attract people to offshore islands, such as providing hobby tourism depending
on the local situation, offshore exchanges where children from elsewhere live on the islands, and satellite offices and
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 83
Section 2 Initiatives Related to Leisure
telework centers. Figure 3-2-3
I
Example of Island Wind Vision
The MLIT promotes the Island Wind Vision, which is an
initiative to distribute information on the appeal of offshore
islands to cities, etc., (wind from the island) and create a
Chapter 3
non-resident population, etc., from cities, etc., (new wind Offshore islands
to the island) through the creation of portal sites that com-
prehensively showcase the islands, and the transmission
of information through media that reach young people and
Initiatives in the Land and Transport Sector
foreigners, etc. (social media, etc.) (Figure 3-2-3).
Wind from the island
(Transmission of information
■Promotion of infrastructure tourism about the appeal and possibilities
of islands, etc.)
Infrastructure tourism is an initiative that uses infrastruc- New wind to the island
(Non-resident population, etc.)
ture as regional assets and tourism resources to promote Centralized transmission
of information, etc.
regional revitalization, and is expected to contribute to the Transmission of information
through portal sights and
promotion of understanding of infrastructure development, social media, etc.
maintenance and management.
The MLIT creates plans for facility tours by regional de-
velopment bureaus and conducts tie-ups with private sector
travel agencies, as well as opening a tourism portal site that
showcases tours and observations, etc., and distributes in- Children, young people, and foreigners
formation as required (Figure 3-2-4).
Source) MLIT
84 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives Related to Leisure
Figure 3-2-4
I
Example of Infrastructure Tourism
Chapter 3
Initiatives in the Land and Transport Sector
Miyagase Dam (Kanagawa Prefecture)
Metropolitan Area Outer Underground
Discharge Channel (Saitama Prefecture)
Akashi Kaikyo Bridge (Hyogo Prefecture)
Tsugaru Dam (Aomori Prefecture) Provided by Honshu-Shikoku Bridge Expressway Company Limited
Source) MLIT
■Support for the creation of tourism areas
It is necessary to promote visits and stays by tourists in collaboration with interested local parties in order to promote
tourist travel to each region, including by foreign tourists visiting Japan.
The Japan Tourism Agency develops strategies in cooperation with various interested parties as a guide for the creation
of tourism areas, and has established a Japanese DMO, which is a corporation that plays the role of a coordinator to im-
plement these strategies. The DMO provides support, etc., for creating accommodation programs that leverage the appeal
of local resources when tourism area plans are created, such as holding conventions and sales fairs, etc. (Figure 3-2-5).
Figure 3-2-5 Japanese DMO
Source) Japan Tourism Agency
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 85
Section 2 Initiatives Related to Leisure
■Spreading sound minpaku (Private Residence Accommodation) Services
I For several years, so called minpaku services have rapidly spread in Japan. It is important to utilize minpaku services
in order to cater to the diversification of accommodation demand from the rapidly increasing numbers of foreign tourists
in Japan, as well as domestic tourists. Conversely, urgent attention must be paid to creating rules to ensure public health
Chapter 3
and prevent issues with local residents, etc., when utilizing said services.
With this in mind, the MLIT is working to spread sound minpaku services under the Private Lodging Business Act
enacted in 2017 (Figure 3-2-6).
Initiatives in the Land and Transport Sector
Figure 3-2-6 Outline of the Private Lodging Business Act
Private lodging Supervision Commissioner of the Information sharing
business operator Registration Japan Tourism Agency
te Pro Minister of Land, Infrastructure,
bsi vis Prefectural governors
e we ion Transport and Tourism
ug h th of
pro
thro pe
ment rty
inf
pay orm
and ati Registration Supervision
ing on Notification Supervision
Book
Private lodging Private residence lodging
Guest Provision of residential lodging business operator management business
Outsourcing of management (if owner is absent)
Source) Japan Tourism Agency
2 Initiatives Related to Utilization of Leisure
(Initiatives to create places that produce connections between people and leverage them in social contribution activities)
■Promotion of area management
For many people, participation in social contribution activities creates a sense of worth, and is a joyful aspect of life.
We must cater to these desires and utilize them for community development, etc. One of the initiatives that we hope will
achieve this is area management, which actively seeks to conduct community development and regional management in
a defined area, under the leadership of private citizens.
As initiatives to promote area management, the MLIT has amended the Act on Special Measures Concerning Urban
Reconstruction and provides support for granting of official status, etc., to companies that bear the burden of community
development by designating them as action groups. Sapporo Odori Machizukuri Co., Ltd., comprises six shopping dis-
tricts and retail facilities, etc., in the Odori district of the city of Sapporo, and is the first urban revitalization promotion
corporation. This company values connections, makes use of car-free malls, encourages open cafes, conducts civic events
and beautification activities, etc., forms a network among organizers, and brings together many young participants to
create a space of enjoyment with the concept of wanting people to utilize the city (Figure 3-2-7).
86 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives Related to Leisure
Figure 3-2-7
I
Area Management Initiatives by Sapporo Odori Machizukuri Co., Ltd.
Chapter 3
Initiatives in the Land and Transport Sector
Source) Sapporo Odori Machizukuri Co., Ltd.
■Conservation of the river environment through volunteer activities
Social contributions involving coming into contact with the local natural environment and conducting regular mainte-
nance activities may also provide a sense of worth and lead to a joyful lifestyle.
The MLIT has revised the River Act to promote these activities, and because of this, river administrators may designate
private organizations such as NPOs that conduct activities related to active river maintenance and conservation of the river
environment, etc., as being part of the River Cooperative Organization System, and provide assistance for river manage-
ment projects. Ecology Research Club Hiroshima, which is a river cooperative organization, conducts activities such as
participating in activities to beautify the Ota River, providing hands-on learning for children under the themes of let s
study, let s touch and let s enjoy, training instructors, and observing tidal flats at discharge channels (Figure 3-2-8).
Initiatives such as these are expected to create a better river area and lead to social contribution activities by increasing
communication between river administrators and river cooperative organizations, etc.
Figure 3-2-8 Group River Activities at the Ota River by Ecology Research Club Hiroshima
FY2014 Cooperative Group River Activities Report (Ota River) Designated Number 1
Ecology Research Club Hiroshima
[July 20] [September 28] [November 3] [October 3]
Organized by Ota River Seseragijuku Tidal flat observation
Participating in Clean Ota River (Koikko Fureai Coastline) RAC instructor training
at discharge channel
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 87
Section 3 Initiatives Related to Housing
Section 3 Initiatives Related to Housing
I
As observed previously, there are many uncertainties and needs related to housing as Japan s aging population and low
birth rate continue and the population continues decline nationwide. Against this backdrop, initiatives to provide regional
Chapter 3
and residential comfort, such as sustainable regional development and creating an environment in which people can feel
secure to continue to live, and initiatives, etc., to respond to the diversification of lifestyles, such as supporting lifestyles
involving human movement, including relocation to regional areas, are required.
Initiatives in the Land and Transport Sector
1 Initiatives for Regional and Residential Comfort
(Initiatives related to urban functionality, public transit, and community maintenance, etc.)
■Compact Plus Network
Going forward, if urban areas with low population density continue to expand, there is a risk that maintaining lifestyle
service facilities such as medical and retail facilities and public transit will become more difficult, and make it difficult to
conduct daily life by walking or public transport as the population continues to decline in Japan.
In response to this, the MLIT is promoting the Compact Plus Network. This initiative concentrates and guides urban
functions such as medical and retail functions and residences, etc., to a central area, with the aim of creating more compact
cities, and conducts restructuring of public transit networks in conjunction with community development. Through this,
maintenance and improvement of lifestyle convenience, revitalization of the local economy, reductions in administrative
costs, and reduced impact on the global environment, etc., are anticipated (Figure 3-3-1).
Figure 3-3-1 Compact Plus Network
Spread of urban areas and declining population Compact City + Network
Spread of low-density urban areas Reduction in public transit users Concentration of population by grouping and Rebuilding the public transit network
incentivizing lifestyle service functions and residences in conjunction with urban development
Worsening of conditions for public transit business operators
Risk of becoming unable to maintain urban functions, Ensuring sustainable and
Ensuring sustainable cities
such as medical, welfare and retail services, etc. stable operation of public transport
Reduction in level of public transit services
Expansion of public transit
Incentivizing urban functions, such
services that link central areas
as medical and welfare services,
Low-density All bus routes operate etc., to be located in the central area
expanded urban areas at low frequency. Forming a public transit network
that cycles within the station area
Private cars become Incentivizing residence Feeder transport using
the main method along public transit routes community busses, etc.
of transportation.
Central station
Central area
Establishing
transfer points
Establishing pedestrian spaces and
Introduction of
an environment conducive to bicycle use
on-demand
share taxis, etc.
Areas with no public Appropriate location plan
transit access Linked Achieving a virtuous cycle
Local public transportation restructuring plan
Source) MLIT
88 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Initiatives Related to Housing
■Small stations
In small villages in underpopulated areas with a declining and aging population, it is difficult to continue living due to I
the loss, etc., of services that are necessary for day-to-day life, such as stores and medical facilities. Going forward, there
are concerns that trends such as this will further spread around Japan.
Chapter 3
With this in mind, the MLIT is promoting the creation of small stations. This initiative aims to create new living areas
and revitalize the areas around villages by concentrating services that are necessary for day-to-day life, such as stores,
medical facilities and local activities within walking distance and linking that village with nearby villages by community
busses, etc., in areas with groups of small villages such as elementary school districts (Figure 3-3-2).
Initiatives in the Land and Transport Sector
Figure 3-3-2 Example of Small Stations
Sphere of village life
Example: Growing produce that
leverages local resources and selling
it at roadside stations
Village Village
Village
Example: Ensuring means of transport through community
busses, etc.
Village
Example: Incorporation of direct sales Example: Developing products from
facilities in roadside stations sixth sector industrialization through
village women’s organizations
Roadside station
Example: Processing plants for
high added value agricultural,
forestry and fishery products
Elementary school
Post office/ATM
Clinic Example: Utilization of empty spaces
at elementary schools and unused
school buildings as welfare facilities, etc.
Former public offices
Gasoline stand Example: Utilization of vacant
supermarkets as village
Example: Utilization of former convenience stores, etc.
public office buildings as
community centers, etc.
Source) Cabinet Secretariat Office for the Creation of Towns, People and Jobs
(Initiatives for housing in which the elderly, etc., feel confident conducting their daily lives)
■Promotion of proliferation of serviced housing for the elderly
As the population ages rapidly, the number of households comprising only single elderly people or elderly couples is
increasing, and providing services that support the elderly in their homes in conjunction with nursing and medical treat-
ment is becoming more and more important.
In response to this, the MLIT, in conjunction with the Ministry of Health, Labour and Welfare, is providing financial
support for serviced housing for the elderly, which incorporates barrier-free construction, etc., and services to assist the
elderly, such as services to confirm safety, and we are promoting the proliferation of this type of housing (Figure 3-3-3).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 89
Section 3 Initiatives Related to Housing
Figure 3-3-3
I
Serviced Housing for the Elderly
Chapter 3
Initiatives in the Land and Transport Sector
Source) MLIT and MHLW Guide to Serviced Housing for the Elderly
■Housing Safety Net Scheme
It is important to ensure housing in which Figure 3-3-4 General Depiction of the Housing Safety Net Scheme
people requiring special assistanceNote 22,
including the elderly, etc., can feel secure. Prefecture
In order to achieve this, the MLIT has es-
Registration Information provision
tablished the Housing Safety Net Scheme.
This scheme comprises (1) registration of
Financial support
Housing support
special assistance
People requiring
landlords with local governments, (2) fi-
Landlord
nancial support for landlords to renovate Residence
registered premises and (3) financial sup-
Reduction of rent
port for residences for people requiring and rent guarantee
special assistance in securing housing, Housing that does not refuse people
requiring special assistance (registered housing)
with regard to rental housing that does not
Source) MLIT
refuse people requiring special assistance
(Figure 3-3-4).
(Initiatives to support work-life balance for the child-rearing generation, etc.)
■Promotion of three-generation neighborhoods to support child-rearing and nursing care
As the declining birthrate and aging population progress rapidly and the population becomes concentrated in urban
centers, issues have arisen, such as childcare waiting lists in urban areas and insufficient nursing care staff in suburban
areas. Against this backdrop, neighborhoods within one hour by car or train for the parents and children s generations
are thought to loosely connect nuclear families and lead to the alleviation of issues facing the child-rearing and elderly
households.
In response to this, the Urban Renaissance Agency (UR) has established a rent discount scheme to promote neighbor-
hoods. Specifically, the scheme conducts rent discounts for households for which it is necessary to provide support, such
as child-rearing and elderly households and the households that support them, namely (1) the Kinkyowari rent discount
for new resident households if households begin living in the same neighborhood and both live in UR rental residences,
and (2) the Kinkyowari Wide rent discount for new resident households in UR rental residences if households begin
living in the same neighborhood, but one household lives in a residence other than a UR rental residence (Figure 3-3-5).
Note 22 Low income earners, the elderly, people with disabilities child-rearing households with single parent or multiple children, etc.,
recipients of public financial support, foreigners, homeless people, etc.
90 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Initiatives Related to Housing
Figure 3-3-5
I
Example of Kinkyowari and Kinkyowari Wide
Chapter 3
Initiatives in the Land and Transport Sector
Source) Urban Renaissance Agency (UR)
■Project to promote renovation to improve housing to the level of Long-life Quality Housing
Renovations that contribute to the Project to Promote Renovation to Improve Housing to the
Figure 3-3-6
achievement of long-life housing and co- Level of Long-life Quality Housing
habitation of multiple households, such as
three-generation households, are necessary •Conducting inspections •Creating maintenance plans/histories
•Renovating homes for three-generation households •Improving performance
to create high-quality existing residences
•Earthquake resistance •Measures to prevent deterioration •Energy efficiency
and an environment that is conducive to •Ease of maintenance and refurbishment •Barrier-free •Alterability
child-rearing.
Energy efficiency Earthquake resistance
In response to this, the MLIT is promot-
ing renovation to the level of Long-life
Quality Housing by supporting renovation
projects that contribute to improved earth- E.g. Insulation in external walls E.g. Reinforcement. such as framing
Renovating homes for
quake resistance, etc., and businesses that Measures to prevent deterioration
three-generation households
conduct renovation projects for three-gen-
eration households (Figure 3-3-6).
E.g. Under-floor damp-proofing E.g. Addition of kitchen
•Termite-proofing measures
*With regard to work to renovate homes for three-generation households, the condition is that there
are 2 or more kitchens, bathrooms, toilets or entryways in multiple locations after work is completed.
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 91
Section 3 Initiatives Related to Housing
2 Initiatives to Respond to Diversification of Lifestyles
I
(Initiatives to support living with more human interaction)
■Promotion of residence in two regions
Chapter 3
Figure 3-3-7 Example of Living in Two Regions
It is necessary to secure personnel who will shoulder the
burden of regional development in order to shape sustain- Example of Living in Two Regions
able regions with diverse appeal. In order to do this, it is
Urban area Regional area
necessary for residents of cities to not only move to regions
Initiatives in the Land and Transport Sector
such as rural villages, but also to promote diverse lifestyles
such as living in two regions, whereby a household will
simultaneously maintain life bases in a city and a regional
area (Figure 3-3-7).
The MLIT is conducting investigations related to pio-
neering initiatives through public-private cooperation to
work toward the promotion of living in two regions. These
investigations provide support for initiatives selected by
the committee comprising intellectuals, such as advice
from intellectuals and assistance for costs to conduct ini- Source) MLIT
tiatives. Furthermore, we examine the results of initiatives,
etc., and consider issues, etc., that must be dealt with to
promote living in two regions going forward.
■Promoting circulation and utilization of vacant homes and vacant land nationwide
The Vacant Homes/Vacant Land Bank is an initiative that posts information about properties such as vacant homes on
the websites of local public institutions, etc. It is gradually being implemented as a measure to deal with vacant homes,
which will lead to regional revitalization through support for relocation or living in two regions, with approximately 40%
of local governments having already set one up and another 20% either preparing to set one up or with plans to set one
up in the future (Figure 3-3-8). However, an issue that has been pointed out is that the matters that are disclosed by each
local government differ and searching and comparing can be difficult for users.
In response to this, the MLIT has standardized and collected the information on vacant homes, etc., provided by each
local government, and commenced trial operation of the National Vacant Homes/Vacant Land Bank in October 2017 to
enable users to easily access and search for information from anywhere in the country. In April 2018, we commenced
full operation with further increased functionality, such as displaying hazard information focusing on properties such as
vacant homes, as well as lifestyle support information, etc., on maps, in addition to introducing the appeal of the region
(Figure 3-3-9).
Figure 3-3-8 Example of Relocation Using a Vacant House Bank (Shiso City, Hyogo Prefecture)
Source) MLIT
92 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Initiatives Related to Mobility
Figure 3-3-9
I
Example of the National Vacant House/Vacant Lot Bank
Achieving relocation, living in two regions,
Note idealistic country-living, etc.
Chapter 3
There is no list function Nationwide properties
City A Bank and comparison is difficult are searchable
Collecting information on in one location.
when searching.
vacant houses nationwide
Consumer
City B Bank
Consumer
National Vacant
House/Vacant
Lot Bank
Initiatives in the Land and Transport Sector
Town C Bank
Promoting improved customer service,
such as introducing properties according
to diverse needs Contributing to regional revitalization!
Source) MLIT
Section 4 Initiatives Related to Mobility
As observed previously, with regard to mobility, in cities, and in the Tokyo area in particular, crowding of public
transport and traffic congestion have become issues, as have reliance on cars and securing means of transport as aging
of the population progresses in regional areas. Against this backdrop, initiatives to make movement more pleasant, such
as easing of crowding on public transport and easing of traffic congestion, are required in cities, and initiatives to make
movement possible, such as maintaining public transport systems and developing autonomous driving technology are
required in regional areas. Furthermore, the elderly and child-rearing generations need stations and sidewalks to become
more barrier-free, irrespective of their place of residence, and it is necessary to secure ease of mobility for the elderly, etc.
1 Initiatives for comfortable mobility in the city
(Initiatives to ease crowding of public transport and traffic congestion)
■Improvement of transport services using ICT
In the Tokyo area s rail system, there have been chronic short delays due to crowding, etc., and longer delays due to
abnormal weather events, which means that it has become important to expand the information provided to passengers.
Against this backdrop, Tokyu Corporation and others have developed an application to display information on the
train s position in real time and transmit crowding information for each car through the recent progress made in the field
of ICT (Figure 3-4-1), and aims to improve transportation services by providing detailed information to each passenger.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 93
Section 4 Initiatives Related to Mobility
Figure 3-4-1
I
Example of Tokyu Line App
Chapter 3
Initiatives in the Land and Transport Sector
Displays level of crowding for each car on the Den-en-toshi Line Train location
Source) Tokyu Corporation
■Indication of delays
The Tokyo area s rail network has become far more extensive than it was, with approximately 1,000 km more rails in
2015 than in 1956, for example, but easing of crowding, etc., remains an issue to be addressed.
In order to do so, the MLIT is conducting initiatives to indicate delays on 45 lines in the Tokyo area. These initiatives
gather information on delays on each line and put that information on a map, classify the delays as large or small, and
analyze the cause of the delays (Figure 3-4-2), as well as investigate strategies to combat delays by each operator, and
publish them. Through these initiatives, it has become clear that the main causes of delays vary according to the size of
the delays and other factors.
Figure 3-4-2 Causes of Delays in the Tokyo Area
[Small-scale delays (delays of less than 10 minutes)] [Large-scale delays (delays of 30 minutes or more)]
Railway crossings Caused by Other 1.8%
(crossing immediately in front of train, etc.) 1.7% Faulty electrical equipment, etc. 2.7% natural disaster
Earthquake 2.3%
Track entry 1.0% Faulty cars, etc. 1.7% (approx. 8%) Railway attendants 5.8%
Obstruction (rocks, etc.) 3.0% Snow 2.0%
Attendant error 1.3%
Dropped objects, etc. 4.3% Wind or flood 2.0%
Caused by
Caused by
internal factors
internal factors Cars (approx. 23%)
(approx. 6%)
7.1%
Other Other
8.6% 21.8%
Equipment
(track entry,
10.4%
track obstruction,
Emergency illness Excessive boarding time fire, etc.)
12.6% 47.2%
Door reopening Animals 2.7% Suicide
and closing 43.6%
Caused by 16% Caused by
external factors external factors
(approx. 94%) (approx. 68%)
*Answers indicating that the delay *Proportion of causal factors for 396 *Proportion of causal factors for 477 cases of large-scale
was caused by a delay on another cases of small-scale delays that
line were proportionally allocated occurred on 45 lines in the 20 delays that occurred on 45 lines in fiscal 2015 (26 cases
to factors other than the factor in business days of November 2016 per 20 business days)
question.
Source) MLIT
94 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Initiatives Related to Mobility
■Intelligent road use initiatives
Roads are a basic form of infrastructure that supports Japan s economy and the lifestyles of citizens, so it is extremely I
important to ease or eliminate congestion.
In order to achieve this, the MLIT is revising the toll structure in the Tokyo and Osaka areas, in order to optimize travel
Chapter 3
on existing networks, designating areas of congestion through big data related to traffic congestion through the use of ICT,
and easing or eliminating road congestion through effective pinpoint measures to combat congestion, etc., as intelligent
road use initiatives.
Initiatives in the Land and Transport Sector
Figure 3-4-3 Toll Structure for Intelligent Use of Expressways in the Tokyo and Kinki Regions
Progress of maintenance on
the Metropolitan Inter-city Expressway
Difference between fee levels such as Standardization of toll levels
Rates that prioritize maintenance Rates that prioritize usage
for maintenance conditions, and vehicle classifications, etc. and vehicle classifications
(1) Organization and standardization of toll structures (for inside loop of the Metropolitan Inter-city Expressway) (2) Achieving seamless tolls based on start and end points
[Toll levels] Standardization to the level of the current national expressway metropolitan suburbs section Determination of tolls based on the shortest distance between start and end points
[Vehicle classifications] Standardization to the five classifications (If tolls via the Metropolitan Inter-city Expressway would be greater than tolls via the Inner Circular Route)
Use of standard car Use of standard car Sakura Tsuchiura
on all roads on all roads Tolls via Metropolitan
(Ebina to Inter-city Expressway
Yen/km Kuki-Shiraoka) Yen/km
Alleviation of sudden change
36.6 Note 1
[29.52] Note 2 Tolls via Inner
National Expressway Circular Route
(metropolitan suburbs section)
[24.6] Note 2
National Expressway
(regular section) Atsugi
Pacific Ocean
Tokyo Bay
Atsugi Sakura Tsuchiura
Tolls 5,050
Lowered
3,930
Metropolitan Inter-city Expressway
Yokohama-Yokosuka Road
Chiba-Togane Road*2
Keiyo Road*1
Saitama Gaikan
Chuo Expressway flat-rate area
Shuto Expressway*1
Daisan Keihin Road
Inner Circular Route Metropolitan Inter-city Expressway
(Note 1) National Expressway (metropolitan suburbs section) uses the Tomei Expressway as an example
(Note 2) Toll levels excluding consumption tax and terminal charges
*1 In consideration of the impact on logistics, etc., measures to alleviate the sudden change will be implemented, such as by setting maximum toll fees (however, tolls for the Keiyo Road and
local tolls will remain unchanged)
*2 Adjustment of the Chiba Prefecture expressway network (Chiba-Gaikan and Metropolitan Inter-city Expressway (Matsuo-Yokoshiba to Daiei) will occur after completion of other sections
*Vehicle classifications will be standardized at five classifications (progressive rollout for Shuto Expressway)
Source) MLIT
■Railway crossing measures
Railway crossings are locations in which roads intersect with train tracks. They are locations in which traffic accidents
are likely to occur, and failure of crossings to open may cause traffic congestion.
The MLIT is promoting both soft and hard measures around railway crossings in all possible ways, based on the Act on
the Promotion of Railway Crossings, such as by creating multi-level railway crossings and widening railway crossings,
etc., as well as using colored pavement and implementing measures in the vicinity of railway crossings and stations. It is
believed that initiatives such as these have led to more efficient transport, such as the prevention of accidents and allevi-
ation of congestion, by halving the number of railway crossings and reducing the number of railway crossings without
crossing gates to approximately 10% in the 50 years since the Improving the Railway Crossings Act came into force.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 95
Section 4 Initiatives Related to Mobility
Figure 3-4-4
I
Number of Railway Crossings
Number of railway crossings [Status of Railway Crossings]
(locations)
80,000
Chapter 3
71,070
70,000
The number of railway crossings halved in 50 years
60,000 (70 thousand locations to 33 thousand locations)
Initiatives in the Land and Transport Sector
50,000
33,332
40,000
Type-3 and type-4 railway crossings
(railway crossings without boom gates)
30,000
20,000 Railway crossings without boom gates
account for 10% of railway crossings
Type-1 railway crossings
10,000 (railway crossings with boom gates)
1961 Operation of the Act on Promotion of Railway Crossings
0
61
66
71
76
81
86
91
96
01
06
11
16
19
19
19
19
19
19
19
19
20
20
20
20
FY
FY
FY
FY
FY
FY
FY
FY
FY
FY
FY
FY
Source) MLIT
2 Initiatives to Secure Mobility in Rural Areas
(Initiatives to ensure movement mechanisms through autonomous driving technology, etc.)
Autonomous driving technology is expected to have a major impact on the issues of reducing traffic accidents and
ensuring movement mechanisms, etc., for the elderly, etc., and it is a goal for the government as a whole to achieve au-
tonomous driving on highways and driverless transport services in limited areas by 2020. In order to achieve this goal,
the MLIT established the MLIT Autonomous Driving Strategy Headquarters in December 2016, and promoted initiatives
from the three perspectives of creating an environment for autonomous driving, promoting development and proliferation
of autonomous driving technology, and demonstrations and social implementation of measures to achieve autonomous
driving.
■Last-mile autonomous driving
With regard to last-mile autonomous driving, which serves as a link between the closest station and the final destina-
tion, demonstrations began in Wajima City, Ishikawa Prefecture, in December 2017 and in Chatan Town, Okinawa Pre-
fecture, in February 2018, in collaboration with the Ministry of Economy, Trade and Industry.
In FY2018, Eiheiji Town, Fukui Prefecture, and Hitachi City, Ibaraki Prefecture, were added, meaning demonstrations
are now being conducted in four locations around Japan. It is planned to hold trials and evaluate the social acceptance,
etc., of autonomous driving technology that allows a single remote observer/controller to be responsible for multiple
trains.
96 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Initiatives Related to Mobility
Figure 3-4-5
I
Example of Last-Mile Autonomous Driving
Final destination
Nearest station, etc. (home or hospital, etc.)
Chapter 3
Source) MLIT
Initiatives in the Land and Transport Sector
■Using roadside stations, etc., as bases for autonomous driving services in mountainous areas
In mountainous areas, including underpopulated areas,
ensuring the movement of people and the distribution of Using roadside stations, etc., as bases
Figure 3-4-6 for autonomous driving services in
goods in daily life has become a pressing issue as the aging mountainous areas
of society has progressed. Conversely, of the 1,134 roadside Information facility Mountainous area
stations nationwide, most are in mountainous regions, and Roadside station
Produce hall
Establishment of an autonomous
vehicle control center System to call using
these roadside stations are gradually integrating services Clinic
smartphones, etc.
that are necessary for daily life, such as shopping, medical Government office Maintenance of
an autonomous driving station
examinations, and government administrative services.
Using regional bases such as these roadside stations, etc.,
as focal points, we conducted demonstrations of autono-
mous vehicle services in 13 locations around Japan in fiscal Source) MLIT
2017 with the aim of maintaining regional lifestyles and
building a transportation system that links roads and vehicles in order to achieve regional revitalization through the use of
autonomous vehicles, for which technology is progressing. In these demonstrations, trials were conducted, such as deliv-
ering produce and processed goods, etc., by mixed freight and delivering produce collected by autonomous vehicles to the
city in collaboration with highway busses using roadside stations, etc., as bases, in order to consider business models that
are suited to the characteristics of the region. In FY2018, we plan to focus on long-term trials in order to create business
models based on the results of these demonstrations.
(Initiatives to maintain and revitalize public transit) Example of Business to Restructure Local
Figure 3-4-7
As the population declines and the declining birthrate Public Transit Networks
and aging population progress, it is extremely important to (1) Introduction and operation of LRT and BRT
maintain and revitalize public transit in regional areas, and (2) Rejuvenating local railways by separating operation from ownership
(3) Restructuring bus routes
in order to do this, we must build efficient and sustainable
(4) Introduction of an IC card and information and guidance system,
regional public transit networks. etc., for all methods of transportation
With this in mind, the MLIT is promoting assistance for
the restructuring of regional public transit networks, based
on the Act on Revitalization and Rehabilitation of Local
Public Transportation Systems. Specific initiatives include
restructuring bus routes for driving efficiency, etc., intro- (LRT) (BRT) (IC card)
ducing diverse services, such as on-demand taxis, provid- Source) MLIT
ing LRTNote 23/BRTNote 24, and maintaining the operation of
regional rails with operation separated from ownership (separation of operation and infrastructure).
Note 23 Abbreviation of Light Rail Transit (a next-generation streetcar system). One of the features of the cars is being easy to get on and
off due to having low floors, etc.
Note 24 Abbreviation of Bus Rapid Transit (bus rapid transit system). This system makes it possible to ensure speed and punctuality and
increase transport capacity through busses running on dedicated bus roads, etc.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 97
Section 4 Initiatives Related to Mobility
3 Ensuring Transport that Is Friendly to the Elderly, etc.
I
(Promoting barrier-free public spaces)
It is necessary to create an environment
Chapter 3
Public Transit Facilities and Buildings that Must Comply
Figure 3-4-8
in which all people, including the elderly, with Barrier-free Standards
people with disabilities, and the child-rear-
1. Promotion of barrier-free public transit facilities and buildings, etc.
ing generation, can live and move with
Compliance with the Accessibility Standards for Public Transportation is mandatory for new facilities and best efforts are mandatory for existing facilities.
confidence. In order to achieve this, it is es- Irrespective of whether facilities are new or existing, the Basic Policy sets development targets for each type of facility, and promotes development in
Initiatives in the Land and Transport Sector
sential to make public spaces barrier-free. accordance with them.
Mandatory best efforts for public transit business operators with regard to provision of information and education and training of staff
With this in mind, the MLIT has put
Passenger terminal facilities and vehicles, etc. Roads and off-street parking lots City parks Buildings
in place standards for ensuring that pub-
lic transit facilities and buildings are bar-
rier-free, and is encouraging compliance
with these standards (Figures 3-4-8). We
Source) MLIT
are also supporting initiatives aimed at
priority development districts designated
by municipalities, such as open spaces in
Example of Accessibility of Transportation in Local Re-
front of stations (Figure 3-4-9). Figure 3-4-9
gions, etc., Focusing on Stations
Furthermore, in February 2018, the Act
Example of Accessibility of Transportation in Priority Areas
to Partially Revise the Act on Promotion
Ensuring uninterrupted routes Areas that do not include passenger terminal facilities
of Smooth Transportation, etc. of Elderly to the inside of buildings
Persons, Disabled Persons, etc. was sub- Areas for passenger terminal facilities Hospital Welfare facilities
Welfare facilities
mitted to the Diet. The main content of that are not within walking distance
Government offices
Free passage
this act is to (1) promote initiatives that Railway station
Retail facilities
integrate hard and soft approaches through Bus
Government offices
Retail facilities
Parking lot
public transport operators and (2) enhance Government
Parking lot Welfare facilities
offices
regional initiatives, etc., to create barri- Parking lot
Park
System passages with Lifestyle facilities (passenger terminal facilities,
er-free towns and cities, in order to real- Welfare Promotion of accessibility of multiple managers in buildings, off-street parking lots, parks)
facilities transportation for off-street parking lots, stations or in buildings Lifestyle routes
ize the dynamic engagement of all cities city parks, and the routes to access them in front of stations, etc. (routes between lifestyle facilities)
and use the 2020 Olympic and Paralympic
Source) MLIT
Games as an opportunity to create a toler-
ant pluralistic society.
98 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Summary
Part I Summary
The arrival in Japanese society of full-scale depopulation, birthrate decline and population aging is expected to create
various issues and major changes to life in Japan. When that happens, we must do what it takes to be a society in which
each and every citizen can lead fulfilling daily lives̶where everyone can shine.
Part I of this white paper presented an overview of changes in the form of Japanese society and land, and the corre-
sponding issues. This part of the white paper also presented research and analyses as to citizens awareness and ideal
visions in four lifestyle categories: how Japanese people work, have fun, live and move. This part of the paper also pre-
sented efforts in national land and transportation related to those categories. I
In light of the above and to summarize Part I, let us review issues in terms of the four lifestyle categories, the path
ahead, the form of lifestyles and the role of the MLIT in moving toward the future.
Summary
1 The Path Ahead and the Form of Lifestyles
In terms of how Japanese people work, as the workforce dwindles and other problems persist, we must find ways to
engage women and elderly people, help the child-raising generation achieve work-life balance, improve productivity and
more. The path ahead for addressing these issues includes finding new employment for women and elderly people, help-
ing the child-raising generation achieve work-life balance, diversifying work styles based on life stages, and streamlining
work by reforming attitudes and innovating technology.
In terms of how Japanese people have fun, issues include finding ways to fully capitalize on elderly people s strong
motivation to contribute to society, increasing leisure hours for the working generation, finding places for young people
to enjoy themselves, and creating recurrent education opportunities. The path ahead for addressing these issues includes
creating leisure time through such efforts as continuing to promote work style reform, improving the appeal of tourism,
creating opportunities for social participation and other means of diversifying and intensifying fun.
In terms of how Japanese people live, issues include dealing with elderly people living alone or with a spouse only̶a
segment that is expected to increase in urban areas̶and maintaining community functions in rapidly depopulating rural
areas. The path ahead for addressing these issues includes building sustainable communities, securing housing and oth-
erwise creating environments in which elderly people and others can continue to live free of worry, and supporting ways
of living that increase interaction between people, such as moving to the countryside or spending part of retired life in the
countryside.
In terms of how Japanese people move, issues include traffic on roads and congestion on public transportation in urban
areas, and the progression of automobile dependency and situations that force elderly people to continue driving in rural
areas. The path ahead for addressing these issues includes mitigating traffic on roads and congestion on public transpor-
tation in urban areas, maintaining and reinvigorating public transportation and securing modes of transportation using
autonomous driving and the like in rural areas, and using universal accessibility to ensure that elderly people and others
can move around easily in both urban and rural areas.
Lifestyles should change significantly as progress is made in addressing these issues. As both structural and non-struc-
tural elements are made more universally accessible in the future, elderly people will be able to live with fewer worries;
we will achieve secure living. By giving the child-raising generation, women and elderly people access to more flexible
work styles, we will achieve diverse ways of living. By creating many places for enjoyment, activities that benefit society
and other opportunities, we will achieve fulfilling lives. Finally, achieving these kinds of lifestyles should help us become
a society in which everyone can shine.
2 The Role of the MLIT in Moving Toward the Future
Because national land and transportation are such important elements of the lifestyles of each and every person in
Japan, they contribute largely to lifestyle changes. In light of this fact, moving toward the future, the MLIT will work
diligently in its administration of national land and transportation to make infrastructure safer and more convenient in sup-
port of secure living, to promote work style reform through productivity revolution and other efforts that lead to diverse
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 99
Summary
ways of living, and through policies for diversifying and intensifying fun to create fulfilling lives, thereby making Japan
a society in which everyone can shine.
I
Summary
100 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
References
References I
Chapter 1
References
Section 1
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2016 (MLIT,
June 2017)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2015 (MLIT,
June 2016)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2014 (MLIT,
June 2015)
White Paper on Gender Equality 2017 (Cabinet Office, June 2017)
White Paper on Gender Equality 2016 (Cabinet Office, June 2016)
White Paper on Gender Equality 2015 (Cabinet Office, June 2015)
Annual Report on Government Measures for Persons with Disabilities 2017 (Cabinet Office, June 2017)
Annual Report on the Aging Society 2017 (Cabinet Office, June 2017)
Annual Report on the Japanese Economy and Public Finance 2017 (Cabinet Office, July 2017)
Annual Report on the Japanese Economy and Public Finance 2016 (Cabinet Office, August 2016)
Annual Report on the Japanese Economy and Public Finance 2015 (Cabinet Office, July 2015)
White Paper on Children and Young People 2017 (Cabinet Office, June 2017)
International Comparison of Labor Productivity 2017 (Japan Productivity Center)
Japanese Economy 2016-2017 (Cabinet Office, January 2017)
Annual Health, Labour and Welfare Report 2017 (MHLW, June 2017)
Annual Health, Labour and Welfare Report 2016 (MHLW, June 2016)
Annual Health, Labour and Welfare Report 2015 (MHLW, June 2015)
Annual Health, Labour and Welfare Report 2014 (MHLW, June 2014)
White Paper on the Labour Economy 2017 (MHLW, September 2017)
White Paper on the Labour Economy 2016 (MHLW, September 2016)
White Paper on the Labour Economy 2015 (MHLW, September 2015)
White Paper on Consumer Affairs 2017 (Consumer Affairs Agency, July 2017)
Long-Term Trend and Matching Changes in Youth Migration (The Japan Institute for Labour Policy and Training)
Hope for a Depopulating Society: Localization Past Globalization (Yoshinori Hiroi)
The Happy Youth of a Desperate Country (Noritoshi Furuichi, Kodansha Plus Alpha Bunko)
Section 2
Japanese Infrastructure 2017 (Cabinet Office, March 2018)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2015 (MLIT,
June 2016)
Office for Promoting Policies Related to Meiji 150 Years, Cabinet Secretariat
URL: https://www.kantei.go.jp/jp/singi/meiji150/portal/
The History of Japan s Railways (MLIT, July 2012)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2013 (MLIT,
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Final Report of the Association for Researching the Problem of Land with Unclear Ownership (Association for
Researching the Problem of Land with Unclear Ownership, December 2017)
Section 3
JAL Promotes Telecommuting, Work Style Reform (Japan Airlines, July 2017)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 101
References
Experience Workcation Event (Wakayama Prefectural Government)
I UNIMAT Retirement Community Co., Ltd., website
Live and Live website
Barrier-free map created by people like you! (WheeLog!)
References
Section 4
Japan s Plan for Dynamic Engagement of All Citizens (June 2016)
Action Plan for the Realization of Work Style Reform (Council for the Realization of Work Style Reform, March
2017)
Productivity Revolution Project: Version 3 (MLIT, September 2017)
MLIT Focus 2018 (MLIT, March 2018)
Chapter 3
Section 1
Initiatives for a Construction Industry that is More Conducive to Female Participation (MLIT)
Construction Career Advancement System (MLIT)
Truckgirl Promotion Project (MLIT)
Ministry of Internal Affairs and Communications, Ministry of Health, Labour and Welfare, Ministry of Economy,
Trade and Industry, Telework Days (April 2018)
Examples of Telework (MLIT, March 2017)
MLIT Productivity Revolution Projects (MLIT, September 2017)
MLIT Focus 2018 (MLIT, March 2018)
Support Businesses for Recurrent Construction Education, etc., for Small and Medium-sized Businesses (MLIT,
March 2018)
Outline of Results of Accepting Subsidies for Research and Development of Innovative Shipbuilding Technolo-
gy (MLIT, August 2017)
Initiatives to Promote Increased Shipbuilding Exports and Regional Development Through a Maritime Productivi-
ty Revolution (i-Shipping) (MLIT, April 2016)
Section 2
Committee for the Consideration of Revitalizing Tourism Resources to Realize Enjoy My Japan (Japan Tourism
Agency, October 2017)
Sake Brewery Tourism Promotion Council (3rd), Examples of Sake Brewery Tourism (2nd Edition) (Japan Tour-
ism Agency, March 2015)
MLIT Focus 2018 (MLIT, March 2018)
Infrastructure Tourism Portal Site (MLIT)
Summary of the FY2018 Budget (Japan Tourism Agency, January 2018)
UII Urban Development Letter, Urban Development Report Vol. 8 (Urban Innovation Institute, November 2012)
List of Designated Organizations and Examples of Main Activities (MLIT Chugoku Regional Development Bu-
reau, August 2015)
Section 3
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2016 (MLIT,
June 2017)
MLIT Focus 2018 (MLIT, March 2018)
MLIT Productivity Revolution Projects 3rd Edition (MLIT)
Guidebook for the Creation of Small Stations, Which Lead to Great Security and Hope for Village Communities
(MLIT)
Guide to Serviced Housing for the Elderly (MLIT and Ministry of Health, Labour and Welfare)
Up to 20% Off Rent for Living Nearby! Applicability of Kinkyowari Wide Extended Greatly (Urban Renaissance
(UR), January 2016)
102 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
References
Section 4
Future of Urban Railways in the Tokyo Area (Recommendations) (MLIT Council for Transport Policy, April 2016) I
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN, 2016 (MLIT,
June 2017)
References
Basic Policy on Intelligent Road Use Initiatives Focusing on Expressways (MLIT Panel on Infrastructure Devel-
opment, Road Subcommittee, National Arterial Road Taskforce, January 2015)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 103
Part II
Trend in MLIT Policies
Section 1 Current Status and Measures Towards Restoration and Reconstruction
II Initiatives towards Restoration and Reconstruction
Chapter 1
from the Great East Japan Earthquake
Chapter 1
Section 1 Current Status and Measures Towards Restoration and Reconstruction
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
Accelerating restoration from the Great East Japan Earthquake is one of the top priorities of the MLIT. Although the
number of refugees has decreased from the initial 470 thousand individuals at the time of the earthquake, around 71 thou-
sand peopleNote 1 currently lead lives in evacuation in approximately 1,044 municipalitiesNote 2 throughout 47 prefectures.
Although infrastructure-related recovery efforts, such as the completion of permanent housing, are progressing steadily,
many people are still forced to lead a life of inconvenience, and it is necessary to support them to rebuild their lives and
livelihoods as quickly as possible. MLIT will come together as a united body to be attentive to voices from disaster-af-
fected areas through the Regional Development Bureau, the District Transport Bureau, the Japan Meteorological Agency,
and the Japan Coast Guard, etc. in order to give people in disaster-affected areas a sense of having recovered by the com-
pletion of the recovery period in 2020.
Restoration and reconstruction of basic infrastructure such as ports and roads, and reconstruction of houses is progress-
ing steadily and we will continue to ensure we promote these measures. Furthermore, in order to promote the return of res-
idents and improve their quality of life, we will provide indirect support, such as by creating sustainable public transport
networks. In order to restore livelihoods in disaster-affected areas, it is important to promote tourism, so we have been
engaging in careful and detailed initiatives to encourage visitors to Tohoku according to the situation in each prefecture,
such as initiatives to eradicate rumors. We are providing support as necessary to establish special reconstruction and revi-
talization zones, etc., for the recovery and reconstruction of Fukushima.
Figure II-1-1-1 Status of Progress Towards Full-scale Restoration and Reconstruction of Public Infrastructures (as of the end of January 2018)
Item Progress Item Progress Item Progress Item Progress
Index name percentage Index name percentage Index name percentage Index name percentage
40 92 Traffic network Post-disaster town [District base] 50 100(Delivery of 100
(Complete) residential land (Commenced)
Coastal countermeasures*1 Traffic network (roads) 99
98 100 reconstruction commenced)
(Complete) (Commenced) (ports and harbors) (Complete) (Commenced) (Land readjustment project*3)
(Zones under direct control)
Percentages of coastal areas in which
Percentages of port facilities Percentages of the number of 0 50 100(%)
full-scale restoration work commenced Percentage of roads opened/extended stipulated in the restoration progress Site preparation work commenced [Number of houses base] 69 100
and coastal areas completed with full-scale restoration completed plan as having commenced full-scale Delivery of residential land commenced*4 (Complete)(Commenced)
*Includes the prepared areas for lifting *Includes the zones in preparation for the lifting of the reconstruction work and full-scale Site preparation work was completed
0 50 100 0 50 100 reconstruction work completed 0 50 100
evacuation directive except difficult-to-return evacuation order,. Limited to national road route 4, 6, *The provision plan is according to the Residence Recovery
(%) (%) (%)
areas and restricted habitation areas and 45 in Iwate, Miyagi, and Fukushima prefectures. Construction Timetable (as of the end of September 2017). 0 50 100(%)
98
River Countermeasures Traffic network (roads) Disaster public housing 94 (Construction commenced) 99 Post-disaster town 46 100
100 95 Percentage of the number of disaster (Construction completed) (Land procured) reconstruction (Site preparation) (Commenced)
(Zones under direct control) (Zones under control of prefectures public housing units on which:
Procurement of land was completed (Projects for establishing tsunami
Percentage of river control facilities /municipalities) reconstruction bases)
(zones under direct control) in which Construction work was commenced
full-scale restoration construction work Percentage of the number of roads on Construction work was completed
which full-scale restoration has been Percentage of the number of districts
has been completed *The progress percentage does not include disaster public for which:
*Earthquake and tsunami countermeasures continue 0 50 100 completed 0 50 100 housing plans for returning individuals. 0 50 100
(%) (%) Site preparation work was completed 0 50 100
to be implemented on the former Kitakami River *The provision plan is according to the Residence Recovery (%) (%)
(full-scale restoration work has been completed). Construction Timetable (as of the end of September 2017). Construction work commenced
Traffic network (roads) 52 100 Post-disaster town [District base] 96 99
(Complete)[District base] Post-disaster town
River Countermeasures 92 reconstruction 100
(Zones under control of prefectures
(reconstruction roads (Complete) (Commenced) (Disaster prevention groups reconstruction (Complete)
and reconstruction support roads) relocation project) (Preventing sliding and collapse of
/municipalities) Construction commencement rate of Percentage of the number of commenced 0 50 100(%) prepared residential land)
Percentage of river management site preparation works, and the number of [Number of houses base] 97 99
reconstruction roads and reconstruction (Complete) [District base]
facilities (zones under control of completed site preparation works Percentage of the number of
prefectures/municipalities) in which support roads, and development rate of
0 50 100 0 50 100 *Includes districts to which housing land will be supplied districts for which countermeasure
full-scale restoration work has been reconstruction roads and reconstruction only for disaster recovery public housing. 0 50 100
(%) (%) work was completed
completed support roads *The provision plan is according to the Residence Recovery
Construction Timetable (as of the end of September 2017). 0 50 100(%) (%)
Sewage system [Restoration] 100(Complete)
Traffic network (railways) *1 For coastal countermeasures, the Index includes reconstruction as well as restoration from the end of March 2015. “Restoration” is restoration work
Percentage of sewage treatment plants*2
97 performing in accordance with disaster restoration projects. “Reconstruction” is development work that applies the social capital development
that have resumed normal operation Percentage of extended distance general subsidy or development subsidy for rural agriculture, forestry and fisheries communities.
of railways that have resumed service*
0 50 100(%) *2 “Sewage treatment plants that have resumed normal operation” refers to the treatment plants that have recovered the ability to process sewage to
[Reconstruction] water quality levels that are equal to levels before the earthquake.
Of the number of districts for which sewage system
projects are planned pursuant to post-disaster town 4(Complete) 88(Commenced) *Includes the full-scale recovery of the JR Ofunato Line
reconstruction plans, and that include the and Kesennuma Line by BRT. *3 Includes districts in which housing land is provided only under disaster prevention group relocation projects and disaster public housing projects.
reconstruction of treatment plants and pump stations: *Includes the zones in preparation for the lifting of the
0 50 100
(%) *4 Includes districts in which residential land is partially delivered.
・The number of districts in which work on sewage
system projects has commenced evacuation order. (Includes the zone between Namie * The evacuation directive areas for Fukushima Prefecture have been excluded as a general rule.
・The percentage of districts in which sewage system 0 50 100(%) and Tomioka Stations of JR Joban Line (20.8 km).)
projects are complete * Some parameters for the indicators have been changed depending on the progress of the project.
Source) MLIT
Note 1 71,365 people. As of March 15, 2018. Reconstruction Agency study.
Note 2 As of March 15, 2018. Reconstruction Agency study.
106 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Steady Recovery and Reconstruction of Infrastructure and Transportation
Section 2 Steady Recovery and Reconstruction of Infrastructure and Transportation
II
(1) Outline
For the public infrastructure under the jurisdiction of the MLIT, we are steadily working toward transitioning to full-
Chapter 1
scale restoration and reconstruction based on the project plan and progress schedule. We will continue our endeavors now
and in the future to achieve a full recovery of northeastern Japan as soon as possible, while staying mindful of requests
from other disaster-stricken areas.
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
(2) Coastal Countermeasures
In terms of full-scale restoration and reconstruction work of coastal levees, etc., of the shores of the 677 districts where
restoration and reconstruction work is to be done, construction has begun in 649 districts and had been completed in 320
districts as of the end of March 2018. Of these, the approximately 40 km of national construction area (including the
section for which the national government will cover disaster recovery) had been completed along its entire length as of
the end of March 2017.
In proceeding with construction, whenever possible we are incorporating structures where the effects of the levees will
persistently demonstrate their capabilities, even when they are struck by tsunamis. In Iwanuma City and Yamamoto Town,
Miyagi, we have established a model in which the coastal levees are integrated with green coastal levees comprised of
coastal levees with vegetation planted throughout. We also actively use disaster waste for coastal levee material, while
paying careful attention to the surrounding landscape and natural environment during reconstruction.
(3) River Countermeasures
Full-scale restoration work to secure pre-earthquake safety levels has been completed for the affected river manage-
ment facilities in zones managed by the national government. Building on this, we are implementing the necessary earth-
quake and tsunami countermeasures, and aim to complete them by the end of FY2020. In addition, full-scale restoration
work has been completed in approximately 90 percent of locations in zones under control of prefectures/municipalities.
(4) Sewage System
With regard to wastewater treatment plants, Minami-Gamo Wastewater Treatment Plant in Sendai, which was severely
damaged, had been restored by the end of FY2015, and all 124 damaged plants have now been restored (excluding three
plants within the Fukushima evacuation order area and two plants that have been abolished). In regards to the 962 km of
sewer pipes affected by the disaster, 842 km was fully restored as of the end of March 2018. We will continue to work in
accordance with the reconstruction plan and aim for the earliest possible restoration and reconstruction.
(5) Countermeasures against Sediment Disasters
We will push ahead with countermeasures against sediment disasters in Iwate, Miyagi and Fukushima Prefectures,
where sediment disasters occurred at the time of the Great East Japan Earthquake.
(6) Roads
(1) In regard to expressways, the Joban Expressway, which was fully opened to traffic on March 1, 2015, is frequently
used. The Joban Expressway also encourages companies to move in the area along this expressway in Hamadori, Fukushi-
ma, which generates employment in this area. Work on the conversion of parts of the Joban Expressway into a four-lane
highway and the addition of lanes is expected to be completed within the Reconstruction and Revitalization Period.
Additional interchanges, Okuma IC and Futaba IC, were newly planned to develop on June 12, 2015.(2) In regard to the
national highways that are under direct control of MLIT, full-scale reconstructions were basically completed by the end
of FY2012. Furthermore, the major disaster areas were reconstructed based on the restoration plan, including the bridges
on national road route 45 and other structures. (3) In regard to the reconstruction of roads/support roads, to contribute to
the post-disaster reconstruction of afflicted areas, the goal is to complete reconstruction as soon as possible by using the
Project Promotion Process (PPP), which makes use of the private sector s technological skills. Projects were planned for
a total of 550 km of roads and support roads, including the section opened after the Great East Japan Earthquake. Over
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 107
Section 3 Promoting Post-Disaster Town Reconstruction and Securing Stability of Residency
90% (503 km) of the roads have opened or have moved a step forward toward reopening. In FY2017, we opened a total
II of 29 km that was planned as a new project after the earthquake including the Sanriku Coastal Road (Yamada to Miya-
ko-Minami).
Chapter 1
(7) Railroads
Of the railways that were damaged by the Great East Japan Earthquake, the Sanriku Railway resumed full operations in
April 2014, the Ishinomaki Line in March 2015, and the Senseki Line in May 2015. Regarding the Ofunato Line and the
Kesennuma Line, the BRTNote has been operated as a temporary restoration measure to secure public transportation, and
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
acceptance of full-scale restoration by BRT was agreed for the Ofunato Line in December 2015 and for Kesennuma Line
in March 2016. As a result, the only railway lines with zones where service is still suspended are two of Japan Railways
East Japan lines (Yamada Line and Joban Line).
As for the Yamada Line, JR East and relevant parties, including local government bodies, agreed to transfer the man-
agement of the line from JR East to Sanriku Railway in February 2015. Restoration work commenced in March 2015, and
is proceeding with an eye to the scheduled reopening date of March 23, 2019.
In regards to the Joban Line, the policy to resume operations for the entire line in the future was decided in March 2015.
In March 2016, the goal became to open the entire line by the end of FY2019. Of the sections that were not operating, the
section between Haranomachi and Odaka stations reopened in July 2016, the section between Soma and Hamayoshida
stations reopened in December 2016, the section between Odaka and Namie stations reopened in April 2017, and the
section between Tomioka and Tatsuta stations reopened in October 2017. In addition, the goal is to open the remaining
section between Namie and Tomioka Stations by the end of FY2019.
(8) Ports/Harbors
With regard to ports and harbors, the breakwaters at the ports of Soma and Kamaishi, and disaster restoration of major
port facilities, was completed in FY2017. Port/harbor facilities that are foundational to the economic recovery, such as
quay walls and breakwaters, have been repaired.
The Japan Coast Guard plans to complete the restoration of incomplete 5 (as of March 2018) of the 158 aids to nav-
igation that were damaged by the Great East Japan Earthquake in concert with the restoration of ports and harbors and
breakwaters.
Meanwhile, the sea area landfill sites of the Sendai Shiogama and Ishinomaki ports zone and the Ibaraki and Hita-
chi-Naka ports zone are undergoing maintenance in order to advance the disposal of disaster waste produced by the Great
East Japan Earthquake. Landfill disposal has started in the Sendai Shiogama and Ishinomaki ports zone in February 2013
and in the Ibaraki and Hitachi-Naka ports zone in July 2012.
Section 3 Promoting Post-Disaster Town Reconstruction and Securing Stability of Residency
To give the disaster victims a prospect as to when they will be able to secure a residence, we are working on the pro-
motion of post-disaster town reconstruction and securing the stability of residency, taking into account the Residence
Recovery Construction Timetable that organizes the prospects for the provision of building lots for private residences
and the completion of disaster public housing based on reports from local governments. As the reconstruction projects
progress full-scale in the disaster affected areas, we need to compensate for the lack of personnel and know-how in the
disaster affected municipalities to help the projects progress smoothly.
For these reasons, in addition to supporting the progress of projects by providing personnel support to disaster affected
local governments, implementing procurement methods for relieving the burden of procurement operations in disaster
affected local governments, and utilizing the Urban Renaissance Agency, we also disseminate information by providing
technical support through notifications regarding procedures for the efficient execution of reconstruction projects and by
posting the Reconstructive City Development Index , an online website for compiling support initiatives.
Note Abbreviation for Bus Rapid Transit, meaning a bus transportation system that is faster and more punctual than regular route
buses by operating trains on bus-only roads.
108 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Securing Local Public Transportation and Promoting Tourism
(1) Promoting Post-disaster Town Reconstruction
For post-disaster town reconstruction, various projects are being carried out, such as the Disaster Prevention Group II
Relocation Project, which helps people whose homes are in zones considered unsuitable for residence, and the Disaster
Urban Area Land Recovery and Readjustment Project, which supports comprehensive town building by combining work
Chapter 1
on public facilities, such as building sites and roads, with site reconstruction work on tsunami disaster-affected urban
areas, as well as the preparation of building sites for relocation to higher ground.
As of the end of March 2018, the Disaster Prevention Group Relocation Project had secured the consent of the Minister,
which is a statutory procedure required for starting the project, for all 330 districts in which implementation of the proj-
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
ect was planned under the Residence Recovery Construction Timetable; almost all districts have started site preparation
work and 321 districts have completed such work. As for Disaster Urban Area Land Recovery and Readjustment Project,
project approval was obtained and construction work started in all 50 districts under the Residence Recovery Construction
Timetable, and 29 of those districts have completed site preparation work.
(2) Securing Stability of Residency
For victims who are able to build or obtain housing on their own, interest rates are lowered for disaster recovery hous-
ing loans provided by the Japan Housing Finance Agency. Disaster recovery housing loans are also provided to victims
who only suffered damage to real estate. Pre-existing loans are given up to five-year extensions on payments and payment
deadlines, and interest rates are lowered for such loans when the borrowers meet certain criteria.
Victims who face difficulties in building or obtaining housing on their own are being provided public housing (disaster
public housing) by local governments. In addition to distributing grants to offset the cost of maintenance in these facilities
and expenses resulting from lowering rent for victims, we are devising special arrangements concerning the requirements
for occupant qualification and assignment of housing facilities.
Moreover, in response to the Fukushima No. 1 Nuclear Power Plant accident, we plan to secure stability of residency
for refugees residing in evacuation order areas (evacuees or returnees) by providing them the same accommodations as
disaster victims, such as moving into disaster public housing.
Figure II-1-3-1 Development Status of Disaster Public Housing (March 31, 2018)
Prefecture Procuring of land Design started Construction started Construction completed Overall plan
Iwate 5,700 houses 5,865 houses 5,577 houses 5,284 houses
5,865 houses
Prefecture 212 districts 215 districts 204 districts 186 districts
Miyagi 15,823 houses 15,823 houses 15,675 houses 15,415 houses
15,823 houses
Prefecture 443 districts 443 districts 440 districts 433 districts
Fukushima 8,040 houses 7,965 houses 7,797 houses 7,797 houses
8,066 houses(Note)
Prefecture 184 districts 183 districts 178 districts 178 districts
(Note) - The plan number is from the Residence Recovery Construction Timetable (as of the end of March 2018).
- Regarding Fukushima s disaster public housing, the overall plan is not finalized for disaster public housing for returnees from evacuation due to the nuclear disaster.
Source) MLIT
Section 4 Securing Local Public Transportation and Promoting Tourism
(1) Securing Local Public Transportation
In regards to local public transportation, which suffered damage from the Great East Japan Earthquake, we are imple-
menting exceptional measures, such as mitigating the auxiliary requirements for the Regional Public Transportation Se-
curement, Sustentation, and Improvement Projects to support the securing and maintaining of local public transportation
systems, such as buses, and to share taxis in disaster affected areas.
Specifically, these measures support the securing and maintaining of inter-regional mainline bus transportation net-
works, as well as community bus transportation for daily commutes between evacuation shelters, temporary housing,
remaining settlements, and hospitals, shops, and public agencies.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 109
Section 5 Ensuring the Smooth Execution of Reconstruction Projects
(2)Reviving Tourism
II According to the Overnight Travel Statistics Survey by the Japan Tourism Agency, the total number of guest nights
of international visitors in 2017Note 1 was 275.9% of the level of 2010, which was before the earthquake, while the total
number of guest nights of international visitors in the six prefectures of the Tohoku regionNote 2 was 187.1% of pre-earth-
Chapter 1
quake levels. Although this level exceeds the level prior to the earthquake, growth has been limited in comparison to the
national level.
In response, following on from its efforts in 2016, the Japan Tourism Agency and the Japan National Tourist Organiza-
tion (JNTO) conducted intensive promotion of the Tohoku Region, including showing footage that highlights the appeal
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
of the Tohoku region on major international broadcasters, inviting media influencers and travel agents from each market
to the region, conducting joint advertising campaigns, and encouraging online travel agents to send tourists to the region,
as a global destination campaign, in collaboration with Tohoku Tourism Promotion Organization, local governments, and
people in the tourism industry.
In addition, initiatives to attract tourists from overseas by capitalizing on the effects of the rapid increase in inbound
tourism to Japan, in order to accelerate the recovery of disaster-affected regions through tourism, are supported by the
Subsidy for Tohoku Tourism Revival established in FY2016. Initiatives include providing more fulfilling activities during
tourists stay (e.g. experiential programs conducted according to proposals made by the local communities), enhancing
promotion, and creation of an environment suitable for receiving foreign travellers. In addition, to facilitate the earliest
possible recovery of tourism in Fukushima Prefecture, we have supported tourism-related businesses that contributed to
the efforts for disaster recovery and reputation damage control, such as domestic promotions implemented by the prefec-
tural government, and a project to revive educational travel. Additionally, we have supported community efforts to create
far-ranging sightseeing routes throughout Tohoku.
Section 5 Ensuring the Smooth Execution of Reconstruction Projects
The restoration/reconstruction projects for the disaster areas are moving forward steadily and the home rebuilding/town
reconstruction is basically progressing according to the Residence Recovery Construction Time Table .
MLIT has been taking necessary measures to assist the smooth execution of reconstruction projects by cooperating with
the institutions concerned and related industries in Restoration Acceleration Meetings (held 8 times since March 2013)
and the Council to Secure Execution of Reconstruction Projects (held 8 times since December 2011). In order to set
predetermined prices that reflect current market prices, the unit price of design work for public works in the three affected
prefectures has been raised six times since April 2013, and reconstruction production rates, which are based on construc-
tion works conducted, and the reconstruction coefficient were introduced. Also, the national and prefectural governments
established public ready-mixed concrete plants.
Furthermore, the MLIT is also working on measures to ensure smooth execution of projects for public building con-
struction, such as disaster public housing, schools, government offices, and hospitals. These measures include the reflec-
tion of current market prices and the actual status of construction sites at predetermined prices, such as by continuing the
special measure on standard construction expenses for disaster public housing and promoting the use of the construction
and repair cost estimation method developed by the MLIT for the reconstruction of public buildings, as well as by provid-
ing individual consultation with care at the public buildings construction inquiry desk.
Note 1 Preliminary figures.
Note 2 The six prefectures in Tohoku Region: Aomori, Iwate, Miyagi, Akita, Yamagata, and Fukushima.
110 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 7 Building Tsunami-resistant Communities by Learning from the Great East Japan Earthquake
Figure II-1-5-1 Consultation at Public Buildings Construction Inquiry Desk (Nationwide Total)
Breakdown of Organizations using Consultation Service (April 2017 to March 2018) (nationwide) Breakdown of Use of Consultation Service by Content (April 2017 to March 2018)
II
Chapter 1
Total Number of Total Number of
Sole Private (*) Content of Consultation Consultations Consultations
Corporations 19% (nationwide) (Tohoku jurisdiction)
3%
Planning and budget measures 337 124
National Order and implementation (design,
46% 1,241 28
Municipalities quantity survey, bidding process and construction administration)
9%
Conservation 491 60
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
Other 145 3
Government- Prefectural Total 2,214 215
designated City 18%
5%
Inquiries on consultations should be directed to the public buildings construction inquiry desk
* Private: Private orderers, design offices, construction business operators, etc. on the MLIT website or to [email protected].
Source) MLIT
Section 6 Reconstruction and Revitalization of Fukushima
After the Tokyo Electric Power Fukushima No. 1 Nuclear Power Plant accident, the number of people instructed to
evacuate from the evacuation zones was approximately 24,000 individualsNote 1 (according to studies by the Cabinet Of-
fice), while the total number of refugees in Fukushima Prefecture, including self-imposed evacuees, climbed to approx-
imately 50,000 individualsNote 2 (according to studies by Fukushima Prefecture). Evacuation directives have been lifted
in most restricted residential zones and zones that are ready for the lifting of the directives. It is necessary to promote the
creation of an environment conducive to return and further deepen strategies to support return and support for new life-
styles, as well as to expand initiatives aimed at rebuilding businesses, livelihoods and lives, and achieving self-sufficiency.
In areas where return has been deemed to be difficult, a system of plans has been established under the Revised Act
on Special Measures for the Rebirth of Fukushima, which was promulgated and enacted in May 2017, to promote the
rebuilding and recovery of Special Reconstruction and Revitalization Zones, with the aim of lifting evacuation orders and
making resettlement possible within about five years. In September 2017, Futaba, Okuma, Namie, and Tomioka towns
became subject to reconstruction plans for Special Reconstruction and Revitalization Zones, and work has commenced
in some areas. It is necessary to promote the creation of an environment conducive for evacuees to return to their homes
as soon as possible and further deepen strategies to support return and support for new lifestyles, as well as to expand
initiatives aimed at rebuilding businesses, livelihoods and lives, and achieving self-sufficiency.
The MLIT strives to restore and reconstruct infrastructures in accordance with the Timetable, implement measures for
the toll-free use of expressways for refugees, and overcome harmful rumors. In addition, within the framework of the
amended Act on Special Measures for the Rebirth of Fukushima,, measures are taken so that we can carry out infrastruc-
ture improvement projects on behalf of municipalities and provide support for the establishment of new downtown areas
in Special Reconstruction and Revitalization Zones, so that allowing people to live in them.
Section 7 Building Tsunami-resistant Communities by Learning from the Great East Japan Earthquake
Based on the lessons learned from the Great East Japan Earthquake, in December 2011 the Law for Tsunami Disaster
Prevention District Building was established and put into effect. This law is based on the thinking that even when a maxi-
mum level tsunami occurs, people s lives are the number one priority, and the promotes building districts that are well for-
tified against tsunami disasters with the concept of multiple defenses that combine structural and non-structural measures.
Note 1 As of April 1, 2017.
Note 2 As of February, 2018.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 111
Section 7 Building Tsunami-resistant Communities by Learning from the Great East Japan Earthquake
The MLIT provided technical advice related to the enactment of the aforementioned law to support local govern-
II ments in building communities resistant to tsunamis, published guidance documents regarding the settings for tsunami
flood suppositions, and opened a consultation desk for inquiries related to tsunami flood suppositions. Also, in order to
configure a maximum class tsunami fault model for the Sea of Japan where the accumulation of scientific knowledge is
Chapter 1
insufficient, the MLIT is providing technical support by publishing reports of the Study Commission of a Large Scale
Earthquake in the Sea of Japan.
As of the end of March 2018, 34 prefectures had announced tsunami flood suppositions for maximum class tsunamis.
Furthermore, tsunami disaster prone areas have been designated in nine prefectures, and of these, Izu City in Shizuoka
Initiatives towards Restoration and Reconstruction from the Great East Japan Earthquake
Prefecture has been designated a special disaster prone area. Plans (promotion plans) have been created to generally pro-
mote the creation of tsunami disaster caution zones in 10 municipalities.
In the disaster affected areas, 24 districts are proceeding with recovery efforts using the Law concerning the Con-
struction of Tsunami-resistant Communities, like making city planning decisions regarding the Tsunami-resistant Urban
District Forming Facility by Building a Housing Complex (as of the end of March 2018).
Going forward, we must take into consideration the characteristics of the entire region and using the existing public
facilities to combine structural measures like sea embankments with non-structural measures like evacuation drills to
further proactively advance the construction of tsunami-resistant communities to protect the lives of citizens.
112 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Measures, etc. against Aging Social Infrastructures
Deploying Land, Infrastructure, Transport and Tourism II
Chapter 2
Administration Tailored to Urges of the Times
Chapter 2
Section 1 Driving the Implementation of a National Land Policy Package
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
In order to respond to drastic changes in the situations surrounding national land, including rapidly declining popu-
lation, low birth rates, and a possibly imminent large-scale disaster, the MLIT published the Grand Design of National
Spatial Development Towards 2050 in July 2014 to share the sense of crisis with the public and show the principles of
national land and regional development with a medium- to long-term view (generally 2050 in sight).Taking this into con-
sideration, in August 2015, changes to the Second National Spatial Strategy (National Plan) and the National Land Use
Plan (National Plan) for roughly the next 10 years were adopted through a Cabinet decision. In March 2016, the National
Spatial Strategies (Regional Plans) were adopted through a decision of the Minister of Land, Infrastructure Transport and
Tourism.
The National Spatial Strategies (National Plan) have the basic vision of building convection-promoting national land
that creates active movements of people, goods, money, and information between regions (convection) by refining region-
al individualities that are varied. Also, as national and regional structures for creating convection, the idea of compactness
and networks̶consolidating various functions that include life services into certain regions in a compact manner and
connect regions with networks̶was laid out. The building of the convection-promoting national land and compactness
and networks for that purpose should contribute to realization of the balanced development of national land that is suit-
able in the coming age and leveraging the unique individualities of nature, culture, and industries specific to each region.
The Fifth National Land Use Plan (National Plan) aims at land use to enhance resilience, sustainability and prosperity
in our country.
In order to give consideration to effective comprehensive policies under both plans, the four technical committees
that were established within the National Land Development Council plan promotion task force considered policies for
national land that promotes convection, and reported their findings to the National Land Development Council and plan
promotion task force. In addition, promotion of Regional Cooperation Projects based on characteristics and resources of
each of the eight regional blocks around Japan, as defined in the National Spatial Strategies (Regional Plans), is ongoing,
and support is being provided for the creation of early examples.
Furthermore, the formulation and modification of the National Land Use Plan (prefectural and municipal plans) contin-
ues to progress, and investigations and assistance are being implemented toward their promotion.
Section 2 Measures, etc. against Aging Social Infrastructures
(1) Measures against aging social infrastructure
Going forward, it is anticipated that Japanese infrastructure that was built during or after the period of rapid economic
growth will deteriorate simultaneously (Figure II-2-2-1). It is necessary to ensure the safety and security of citizens, and
to reduce and standardize the total cost of maintenance and replacement, by maintaining and replacing infrastructure that
will simultaneously deteriorate in a systematic manner.
With this in mind, in November 2013, the Basic Plan for Extending Service Life of Infrastructure was devised as a
whole of government initiative. It is a basic plan to indicate courses of action for systematic maintenance and replacement,
etc.
Based on this plan, MLIT devised the MLIT Plan for Extending Service Life of Infrastructure (action plan) in May
2014 ahead of all other ministries and agencies, which emphasizes preventative maintenance, as a plan to clarify medium
to long-term courses of action, in order to thoroughly promote maintenance and replacement of infrastructure under the
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 113
Section 2 Measures, etc. against Aging Social Infrastructures
jurisdiction of MLIT. Figure II-2-2-1 Present Status of Aging Social Infrastructure
II At present, according to the action plan,
Of all the infrastructure that was built after the rapid growth period of the nation’ s economy, including highway
managers of each facility conduct inspec- bridges, tunnels, rivers, sewage systems and ports and harbors, the proportion of those facilities that will reach 50
years of age or older will expand at an accelerating pace.
tion and repairs, etc., and strive to conduct * The status of aging facilities is not uniformly determined by when they were initially built, but varies depending on where they are located,
Chapter 2
how they have been maintained and managed and so on. For convenience’ s sake, an actual age of 50 years after initial construction is used as a measure of aging.
systematic maintenance and replacement,
<<Percentage of social infrastructure that is 50 years old or older >>
such as by devising life extension plans March 2018 March 2023 March 2033
(individual facility plans) that include spe- Highway bridges
Approx. 25% Approx. 39% Approx. 63%
[about 730,000 bridges Note 1 (2 m long or longer)]
cific policies for each individual facility. Tunnels
Approx. 20% Approx. 27% Approx. 42%
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
MLIT will continue to work on mea- [about 11,000 tunnelsNote 2]
River management facilities (such as water gates)
sures to tackle aging infrastructure in a [about 10,000 facilitiesNote 3]
Approx. 32% Approx. 42% Approx. 62%
focused and systematic manner so that the Sewerage pipes
Approx. 4% Approx. 8% Approx. 21%
[Total distance: approx. 470,000 kmNote 4]
required infrastructure will be sustainably Port and harbor quays
Approx. 17% Approx. 32% Approx. 58%
maintained. [Approx. 5,000 facilitiesNote 5 (4.5 m deep or deeper)]
Note 1: Of the approximately 730,000 highway bridges, approximately 230,000 bridges for which the year of initial
construction is unknown have been excluded from the calculation of percentage. (FY2017 total)
(2) Development and Expansion of the Note 2: Of the approximately 11,000 tunnels, approximately 400 tunnels for which the year of initial construction is
unknown have been excluded from the calculation of percentage. (FY2017 total)
Note 3: State-managed facilities only, including approximately 1,000 facilities whose year of initial construction is
Maintenance Industry unknown. (Since records generally exist for facilities built within the last 50 years, facilities whose year of initial
construction is unknown are sorted out as being approximately 50 years of age or older.)(FY2017 total)
Based on the report Recommendations Note 4: Including approximately 20,000 km of piping whose year of initial construction is unknown. (Since records
generally exist for facilities built within the last 30 years, facilities whose year of initial construction is unknown
on Maintaining, Managing and Renew- are sorted out as being approximately 30 years of age or older and their length proportionally distributed in the
ratio of construction by documented number of years elapsed.)(FY2017 total)
ing Social Infrastructures compiled in Note 5: Approximately 100 quays whose year of initial construction is unknown have been excluded from percentage
calculations. (FY2017 total)
December 2013, in FY 2014, the Social Source) MLIT
Infrastructures Maintenance Strategy Sub-
committee under the Infrastructure De- Figure II-2-2-2 System of Plans to Increase Lifespan of Infrastructure
velopment Council and the Traffic Policy
Basic Plan for Extending Service Life
Council investigated and deliberated mat- of Infrastructure (national)
ters that require continued discussions for Basic policy concerning increasing lifespan of infrastructure
Targets and roadmap
the development of specific measures, and Basic approach
Fundamental matters under Plan for Extending Service Life of Infrastructure
compiled recommendations on future di- Required policy direction
Roles of national and regional governments
Roles of industrial and academic sectors, etc.
rections concerning:
Plan for Extending Service Life of Infrastructure Plan for Extending Service Life of Infrastructure Comprehensive Management Plan
1. Establishment of a qualification sys- (action plan) (all national sectors) (action plan) (all local government sectors) for Public Facilities, etc.
tem for inspections and diagnoses *Devised by each
government office
Action plan for the achievement of targets under the basic plan *Devised by each local government
Subject facilities
2. Framework for conducting mainte- Period of plan
Current status of managed infrastructure and issues
nance and management smoothly and mea- Revision of medium to long-term maintenance and replacement costs
Specific initiatives and processes under required policies
sures for supporting local governments Follow-up plan
*Actualization of required policies according to the features of facilities
3. Sharing and visualizing information [Plan to increase lifespan for each facility
(individual facility plan)]
pertaining to maintenance, management
Roads Rivers Public buildings Roads Rivers Public buildings
and renewal. Detailed plan concerning inspection, repair, and replacement according to state of facilities
With regard to 1. establishment of a Source) MLIT
qualification system for inspections and
diagnoses , required knowledge and skills
were set forth according to job descriptions, a system for registering private qualifications was introduced, and the regis-
tered qualifications on inspections, diagnoses and the like have been used since the ordering activity of FY2015.
With regard to 2. framework for conducting maintenance and management smoothly and measures for supporting lo-
cal governments, we are having discussions in cooperation with local governments on the methods of comprehensively
outsourcing maintenance and management work to the private sector for multiple areas and facilities.
With regard to 3. sharing and visualizing of information pertaining to maintenance, management and renewal, in-
formation on maintenance and renewal that is especially important, such as the status inspections at each facility, will be
made visible via infrastructure maintenance portal sites.
Also, in an effort to take advantage of technology and know-how from various industries in each stage of the infra-
structure maintenance cycle, while striving to cultivate and revitalize the maintenance industry, we established the Japan
114 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Measures, etc. against Aging Social Infrastructures
Congress for Infrastructure Management in Figure II-2-2-3 Creation of a Maintenance Cycle Centering on Individual Facilities Plans
November 2016 as a platform for people
Creation of a maintenance cycle that includes inspection, diagnostics, repair, replacement, and recording and
II
in government, industry, academia and the utilization of information, centering on the plan to increase lifespan for each facility (individual facility plan)
private sector to mobilize their knowledge
Chapter 2
and technical skills, and we created the In- Based on standards, etc.
frastructure Management Award to recog- Inspection and diagnostics Individual facility plans Repair and replacement
nize outstanding efforts and excellent tech- Plan to effectively and
nical development regarding infrastructure efficiently conduct repair
and replacement as
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
maintenance. In FY2017, we worked to necessary based on the
supplement and expand the activities of the soundness, utilization
status, and importance,
Japan Congress for Infrastructure Manage- etc., of the relevant facility
ment to regional areas, and we held the first
Infrastructure Management Award presen- Recording and utilization of information
tation ceremony in July 2017. Gradual collection of information through initiatives such as inspection, diagnostics, repair, and replacement
In addition, in December 2017, we con- Centralization, including of local governments, etc.
Utilization of information that has been accumulated and centralized
vened the Social Infrastructures Mainte-
Source) MLIT
nance Strategy Subcommittee (third meet-
ing), which investigated the progress of
policies based on the responses and recommendations referred to above and the attitudes, etc., of local governments,
reviewed initiatives implemented up to this point, and gave consideration to the future direction of initiatives.
We will continue to work toward the realization of steady, efficient infrastructure maintenance and regional revitaliza-
tion by enhancing the efforts described previously, and by developing and revitalizing the maintenance industry.
Figure II-2-2-4 Publication of Checkup Implementation Status in Each Field
Checkup Implementation Status of Facilities (FY2016) Key
: Legal checkups
Once every five years Once every three years Every year Others*
: First year of tallying-up
100 : Year tallying-up
100 100 100 100 100
(%)
93 94
89
Bar Figure Values
Once every five years
58 Ratio of inspection implementation for the first three years of tallying-up
54
47 Once every three years
43
39
Ratio of inspection implementation for the first three years of tallying-up
30
Every year
Ratio of inspection implementation for the FY2016 alone
0 Others
Bridges H
Public
Dams
Railways H
housing
Parks
levees
Port and
buildings
River
harbor facilities
(playthings)
Coastal H
Government H
Sabo
navigation
Sewerage H
embankments
facilities
Tunnels H
Aids to H
Airports H
[First year of tallying-up: FY2015] (Sewerage)
- Ratio of inspection implementation from the first year of tallying-up to FY2016
[First year of tallying-up: FY2014] (Coastal levees)
H
- Ratio of inspection implementation from the first year of tallying-up to FY2016
26 26 26 28 26 28 28 28 28 26 25 27 28 13 [First year of tallying-up: FY2013 or earlier] (Airports, railways, aids to navigation)
~
- Ratio of inspection implementation from the first year of tallying-up to FY2016
*1 *2 *3 *4 *5 *6 *7 *8 *9 *10 *11 *12 *13 *14
*1 Bridges specified in the Road Act. The total number of bridges within the scope of the inspection: 723,495 (as of December 31, 2014)
*2 Tunnels on roads specified in the Road Act. Total number of tunnels within the scope of the inspection: 10,878 (as of December 31, 2014) Publication of Inspection Results Tallies
*3 Limited to key port and harbor facilities (mooring facilities, outlying facilities and port transport facilities). The total number of (Example of annual reports on road maintenance)
facilities within the scope of the inspection: 43,000
*4 Facilities to be inspected under the Building Standard Act (sites and structures only). 0.1%(140)
Implementation status of 605 business entities that have facilities within the scope of the inspection (excluding three quake-stricken
prefectures, Kumamoto Prefecture and municipalities under then).
*5 Facilities to be inspected under the Building Standard Law (sites and structures only). Total number of facilities within the scope of
9%
the inspection: 5,652 facilities. (11,911)
*6 River management facilities, excluding river embankments (sluicegate dams, locks, floodgates, intake and waste ports for irrigation/drainage 43%
pump stations, sluiceways and sluice pipes, and floodwall gates). Total number of facilities within the scope of the inspection: 29,133. (57,138)
*7 Dams in river management facilities. Total number of facilities within the scope of the inspection: 556.
*8 Regarding Sabo-related facilities (Sabo facilities, landslide control facilities), the ratio of Sabo facility construction project sites under
direct control in which inspections based on individual facility plans are conducted. 44 Sabo facility construction projects.
Approximately 62% of local governments out of 47 prefectures conduct inspections based on individual facility plans. FY2016 Bridges:
*9 City parks in which playground equipment is set up. Number of parks within the scope of the inspection: 82,848. 133,696 bridges
*10 Coastal levees in areas within the scope of the plan to increase lifespan by MLIT (embankments, revetments, parapets). Total
length within the scope of the inspection: approximately 5,700 km.
*11 Limited to aids to navigation of reinforced concrete structure (lighthouses, offshore fixed lights, and so on). Total number of aids to I Sound
navigation within the scope of the inspection: 2,400 (scheduled for completion by FY2023) 48%
*12 Ratio of local governments that are periodically inspected based on the business plan. II Preventive maintenance stage
(64,507)
*13 Limited to airport facilities (runways, taxiways, aprons). Number of facilities within the scope of the inspection: 114. III Early action stage
*14 Railway structures that are periodically inspected pursuant to the Technical Standard Ministerial Ordinance (enforced in FY2001).
Number of business operators within the scope of the inspections: 188 IV Emergency action stage
Coastal levees, aids to navigation: No statutory requirements for frequencies. As a guide, frequencies are indicated by .
* Sewer piping systems, airports, railways: Frequencies to be set by facility manager or entity manager. [Inspection results for municipality bridges (FY2016)]
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 115
Section 3 Driving the Social Infrastructure Development
(3) Development and Introduction of Monitoring Technologies
II Bracing for the development and introduction of monitoring technologies that provide an efficient insight into the
conditions of social infrastructures, the MLIT has directed studies on the field verification of monitoring technologies to
match field needs and seeds and to assess and analyze their effectiveness at the Committee for Exploring and Promoting
Chapter 2
Usage of Social Infrastructure Monitoring Technologies in October 2013. Monitoring technology hopefuls have been
sought from the general public since September 2014, and their field verifications, etc. are now underway.
(4) Development and Introduction of Robots
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
The MLIT promotes the development and introduction of robots of practical usefulness that are capable of checking
up growing volumes of infrastructures effectively and efficiently while probing disaster sites that are hardly accessible by
human beings and expediting recovery quickly and precisely.
Section 3 Driving the Social Infrastructure Development
Priority Plans for Social Infrastructure Development are formulated to drive the efficient and prioritized implemen-
tation of social infrastructure development projects in accordance with the Act on Priority Plan for Social Infrastructure
Development.
In September 2015, the Fourth Priority Plan for Social Infrastructure Development (FY2015–2020) was adopted
through a Cabinet decision. The Fourth Plan has the basic principles of maximizing stock effects of social infrastructures
in order to address the following four structural issues under severe fiscal constraint: (i) possibly imminent massive
earthquakes and increasingly severe weather disasters, (ii) accelerating aging of infrastructures, (iii) battered countryside
in association of declining population, and (iv) intensifying international competitions. Based on the basic principles,
the Plan aims to ensure selection and concentration on projects whose stock effects are high while pushing forward the
effective use (smart use) of existing facilities, as well as their consolidation and realignment. Also, the plan includes the
positioning of the stable securing and development of on-site and skilled human resources for supporting social infra-
structure development, stating that it is important to ensure stable and sustainable prospects for public investment in light
of systematic implementation of social infrastructure development and securing and developing personnel to conduct it.
Furthermore, in order to develop social infrastructures with medium- to long-term prospects, the Plan set four priority
goals (implementing strategic maintenance and renewal of social infrastructure; mitigating disaster risk in accordance
with characteristics of disasters and vulnerabilities of regions; building sustainable local communities that respond to
declining/aging population; inducing private investments and enhance infrastructures that support economic growth) and
13 policy packages, and positioned typical indicators as key performance indicators (KPIs).
The Planning Task Force under the Panel on Infrastructure Development and the Transport System Subcommittee of
the Council of Transport Policy conducts investigation and deliberation with regard to methods of identifying and visu-
alizing stock effects from the perspective of generating ideas from the perspective of smart investment and utilization, as
well as mechanisms, etc., to promote systematic initiatives to this end. The committee compiled its findings in A Proposal
of Practical Strategy for Maximizing the Stock Effect (November 2016). We will continue to make efforts to specifically
implement these policies and steadily promote the Fourth Priority Plan for Social Infrastructure Development based on
the committee s proposals.
Furthermore, the Priority Plans for Social Infrastructure Development of Regional Blocks was established in March
2016 based on the Fourth Priority Plan for Social Infrastructure Development as plans for developing social infrastructure
in a focused, efficient and effective manner in accordance with the characteristics of each region. Additionally, we com-
menced the Infrastructure Future Map Project in August 2016, which creates a map (visualization) based on the timeline
of future infrastructure management, and we are considering how to achieve it.
116 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Driving the Social Infrastructure Development
Figure II-2-3-1 The Fourth Priority Plan for Social Infrastructure Development
1. Four Structural Issues of Social Infrastructure Development
II
(1) Increasingly aging infrastructures (2) Vulnerable land (possibly imminent massive earthquakes, severer weather disasters) (3) Exhaustion of the countryside due to population declines (4) Intensifying international competitiveness
Chapter 2
Based on the National Spatial Plan (adopted on August 14, 2015, by a Cabinet decision), systematically implement social infrastructure development toward the realization of the Plan.
2. Basic policy toward the realization of sustainable social infrastructure development
Toward strategic infrastructure management aimed at maximizing stock effects of social infrastructure
Thorough management to maximize stock effects of social infrastructure
(i) Strategic maintenance of existing facilities including (ii) Effective use of existing facilities (efforts for smart use)
consolidation and realignment - Maximizing the functions of existing facilities (Example: expanding the
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
- Securing infrastructure safety by building maintenance cycles processing capacity of Haneda Airport by reviewing its flight routes)
- Cutting and leveling total costs in the medium to long term (including - Enhancing and advancing the functions of existing facilities (Example:
creation of proper sizes through consolidation or other means) establishing welfare facilities in association with public housing consolidation)
- Strengthening competitiveness of the maintenance industry - Increasing the functions of existing facilities (Example: establishment of power
generation facilities using the upper space of wastewater treatment facilities)
(iii) Ensuring selection and concentration according to the purposes and roles of social infrastructure (considering priorities and time horizon)
Safe and secure infrastructure Life infrastructure Growth infrastructure
Focus on projects for protecting human lives and properties with Focus on projects to secure sustainable and effective local Focus on projects that boost the production expansion effect
all-out efforts from both structural and non-structural perspectives, community services and enhance the quality of life. by strengthening competitiveness with international
such as countermeasures against the Nankai Trough, Tokyo Inland strategies and enhanced coordination with private business
earthquake, and increasing concentration and severity of operators.
precipitation.
Clear time horizon - Set the to-be state in the medium to long term (roughly 10–20 years), priority measures and numerical targets to achieve during the plan period (by FY 2020).
Revitalization of economy and fiscal improvement - Support stable growth around the consumption tax increase in FY 2017, 2020, and onwards, contributing to economic revitalization and fiscal improvement.
Active use of PPP/PFI
Structural reforms concerning workers on the ground and skilled talents who support social infrastructure development Necessity for stable and sustainable prospects of public investments
Secure and foster workers on the ground and skilled talents, who are the guardians of Sudden increases/decreases in public investments in the past gave rise to various
the region, in a stable manner. problems (Example: many cases of unqualified entrants and dumping, leaving talent).
Conduct structural reforms by increasing on-site productivity. It is necessary to ensure stable and sustainable public investments suitable to the size of
Promote initiatives by orderers to ensure the quality of public works and secure the economy to underpin sustainable economic growth so that social infrastructure
bearers of the works. development, including maintenance, will be conducted in a systematic and steady
Secure and develop various talents involved in social infrastructure development
(personnel who engage in maintenance and PPP/PFI)
Source) MLIT
Column Promotion of the Infrastructure Future Map Project: Release of Kamaishi City,
Iwate Prefecture Edition - Infrastructure Future Map Kamaishi (Trial Edition)
MLIT commenced the Infrastructure Future Map Project in 2016, which creates a map (visualization)
Column
based on the timeline of future infrastructure management, and we are now considering how to proceed.
The Priority Plan for Social Infrastructure Development of Regional Blocks, which was established in
March 2016, contains some 2,800 projects, and unlike previous plans, specifies the slated date of com-
pletion of major projects to the extent possible, to facilitate understanding of the outlook of infrastructure
management plans along a time axis.
By creating a map of such information and visualizing the future management of infrastructure, the In-
frastructure Future Map Project will provide a useful reference for creating life plans or making investment
decisions, such as deciding the location of residences and plants, or planning a store opening, with hopes
of contributing to attracting greater private investment and promoting regional revitalization.
In FY2017, we unveiled Infrastructure Future Map Kamaishi (Trial Edition), which enables consideration of
overlaid information using Kamaishi City, Iwate Prefecture as a model.
https://www.geospatial.jp/ckan/dataset/sougouseisaku-miraimap-kamaishi
In addition to being able to check management information for infrastructure such as the Sanriku Ex-
pressway and the new Kamaishi City Hall, as well as Kamaishi Unosumai Memorial Stadium, which will be
one of the venues of the 2019 Rugby World Cup to be held in Japan, it is possible to overlay various infor-
mation using GIS (Geospacial Information System) for use by private enterprise to draft investment plans for
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 117
Section 3 Driving the Social Infrastructure Development
II new locations, etc., and it is expected that even greater stock effects will become apparent.
We will continue to pursue the Infrastructure Future Map Project, and promote visualization of information
concerning infrastructure management.
Chapter 2
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Source) MLIT
Column Aiming to Maximize Stock Effects Column
Management of social infrastructure has flow effects and stock effects. Flow effects are effects that in-
vigorate the economy through public investment in the enterprise itself, such as employment, temporarily
growing the entire economy. On the other hand, stock effects are ongoing effects that are seen in the me-
dium to long term through the accumulation and operation of social infrastructure.
In addition to safety and security effects, such as increasing earthquake resistance and reducing flood
risk and improved quality of life effects, such as improving the living environment and increasing amenity,
stock effects include effects increased productivity effects that increase the productivity of society by
shortening travel time, etc. (Figure 1).
Shortening travel time, etc., through the creation of the Ken-O Expressway is a specific example of a stock
effect. At the same time, establish- Figure 1 Stock Effects of Social Infrastructure
ment of large-scale logistics facil-
Flow effects Creating industry
ities, etc., in municipalities along
the route has been encouraged Encouraging employment
as doing so leads to increased Effects of social infrastructure
Increasing consumption through increased income
logistics efficiency. Such facilities
Safety and security effects
have created local employment Stock effects •Improved earthquake resistance
•Reduced flood risk, etc.
with the number of employees
increasing by 9,000 people over Improved quality of life effects
•Improved living environment
5 years, and they have increased •Increased amenity, etc.
tax revenue for local governments Increased productivity effects
located along the route due to the •Shortened travel time
•Lower transportation costs
establishment of businesses, etc. •Increased volume of freight, etc.
Source) MLIT
118 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Promoting the Implementation of Transport Policy
(Figure 2).
Even though Japan s population is shrinking, creation of social infrastructure that maximizes stock effects
II
is needed, in order to ensure economic growth, safety, and security and achieve sustainable improvements
Chapter 2
in the quality of life of citizens.
To this end, MLIT aims to actively grasp the wide range of stock effects that occur and to visualize them,
as well as to ensure smart investment and utilization to further maximize stock effects, such as by promoting
initiatives including pinpoint measures to combat traffic congestion, effective utilization of existing infrastruc-
ture through rejuvenation of dams, and all-out hard and soft measures to prevent or mitigate disasters, etc.
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Figure 2 Examples of Stock Effects
■Large-scale logistics facilities in municipalities along the Ken-O Expressway ■Establishment of large-scale logistics facilities, etc.*2 *3 ■Number of operators of large-scale logistics facilities, etc.*2 *3
Opened on February 26, 2017 (Cases) (Growth rate) (People) (Growth rate)
GLP Atsugi
Kuki Shiraoka Junction Established December 2013, floor area: 107 thousand m2
Ken
-O E
xpre Ibaraki
ssw
Saitama ay Prefecture
ay
Prefecture
sw
res
xp
Tsurugashima Junction
nE
ba
Jo
Picture source: GLP Co., Ltd.
Tohpress
n y
ika swa
Ex
Ka
Ga pres
oku way
n-E
Ex Chiba Landport Hachioji II
tsu
Established September 2016, floor area: 37 thousand m2
Prefecture
Ex
Tokyo
pre
Ke Increased by Increased by approximate
iyo
Metropolis
ssw
Ro
ad approx. 90 cases 9,000 people
ay
Chuo Expressway
Hachioji 2009 2014 2009 2014
Junction Picture source: Nomura Real Estate Development Co., Ltd.
Dais
ay Source: Ministry of Internal Affairs and Communications Economic Census Source: Ministry of Internal Affairs and Communications Economic Census
sw LogiSquare Kuki
an K
es ute
pr Ro Established June 2016, floor area: 44 thousand m2 ■Corporate inhabitant tax*4 ■Fixed asset tax (buildings)*5
Kanagawa Prefecture Ex ore Aqu
eihin
ei ysh a-
Ebina Junction m Ba Lin (100 million yen) (Growth rate) (100 million yen) (Growth rate)
To e
Chigasaki Junction
Kamariya Junction
Picture source: CRE Inc.
All municipalities on route*1
Growth rate of all municipalities on route (since 2009)
Growth rate of whole of Kanto Region (1 metropolis and 4 prefectures*6) (since 2009)
*1 35 towns and cities that the Ken-O Expressway passes through (from Ebina Junction to the border Increased by Increased by
approx. 15 billion yen
of Ibaraki and Chiba Prefectures) approx. 6 billion yen
*2 Total of the industrial classifications (sub-classifications) road passenger transport, road freight
transport, warehousing, and services incidental to transport 2009 2014 2009 2014
*3 Excluding small enterprises as defined under the Small and Medium-sized Enterprise Basic Act
Source: Ministry of Internal Affairs and Communications Survey of Local Public Finance Source: Ministry of Internal Affairs and Communications Survey of Local Public Finance
(generally business where there are 20 or fewer employees under normal circumstances)
*4 Corporate inhabitant tax: Tax calculated depending on the profits and size of the corporation (in this document, corporate inhabitant tax refers to tax imposed on inhabitants of munic-
ipalities)
*5 Fixed asset tax (buildings): Tax calculated according to the appraised value of fixed assets (buildings)
*6 Value for the combined 1 metropolis and 4 prefectures of the Kanto Region (Tokyo Metropolis, and Saitama, Chiba, Kanagawa, and Ibaraki Prefectures), excluding the 35 towns and cities
that the Ken-O Expressway passes through (from Ebina Junction to the border of Ibaraki and Chiba Prefectures), and the 23 special wards of Tokyo
Source) MLIT
Section 4 Promoting the Implementation of Transport Policy
1 Developing Policies Based on the Basic Act on Transport Policy
Based on the Basic Act on Transport Policy, the Basic Plan on Transport Policy was adopted through a cabinet deci-
sion in February 2015. The Basic Plan on Transport Policy defines the period from FY2014 to FY2020 as the period of
operation and provides for basic policies, goals, and measures, etc., to be taken by the government on a comprehensive
and systematic basis.
More specifically, three basic policies have been set forth as follows: (A) Realize easy-to-use transportation conducive
to a wealthier national livelihood; (B) Create international and inter-regional passenger transportation and logistics net-
works to underlie growth and prosperity; and (C) Develop infrastructures for sustainable, safe and secure transportation.
For each of these basic policies, four measure goals have been presented along with specific measures to approach them.
Numeric indicators have also been defined to verify the progress of initiatives to follow up said plan, and to indicate
factors for consideration in implementing measures in accordance with the three basic policies above. We are promoting
policies accordingly.
In May 2017, the 2017 Transport Policy White Paper based on the Basic Act on Transport Policy was approved by a
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 119
Section 4 Promoting the Implementation of Transport Policy
Cabinet decision and reported to the Diet. The Transport Policy White Paper is to report annually to the Diet on transport
II trends and measures taken, and to be taken, by the government concerning transport, and the Paper follows up on the
progress of measures and numerical targets stated in the Basic Plan on Transport Policy.
Continuously, leveraging the Transport Policy White Paper that is prepared annually, we will appropriately follow up
Chapter 2
on the Plan to ensure the steady progress of the Plan.
Figure II-2-4-1 Summary of the Basic Plan on Transport Policy
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Planning period: FY 2014–2020
Closely linked to “Overcoming Population Decline and Vitalizing Local Economies: Comprehensive Strategy,” “Basic Plan for National Resilience,” and other national plans
[Socioeconomic conditions to be addressed by this plan]
(1) Creation of fully individualistic localities amid rapidly diminishing and aging populations (2) Progress of globalization (3) Imminent mega-disasters and aging infrastructures (4) Global environmental issues
(5) Advances in technological innovations, including dramatic leaps in ICT (6) Recovery from the Great East Japan Earthquake (7) Hosting of the 2020 Tokyo Olympic and Paralympic Games
A. Realize easy-to-use transportation B. Create international and inter-regional
the state under the policies
C. Develop infrastructures for sustainable,
Measures taken by Basic
conducive to a wealthier national passenger transportation and logistics
livelihood networks to underlie growth and prosperity safe and secure transportation
[Securing means of transport for daily lives] (Article 16) [Enhancing International Competitiveness of Industries and Tourism] (Article 19) [Sound Growth of Transportation and Other Businesses]
[Smooth movement of the elderly, persons with disabilities, and expectant and nursing mothers, [Improvement of Vitality in Local Areas] (Article 20) (Article 21)
Basic Act
etc.] (Article 17) [Promoting the Implementation of Measures from Tourism Nation’ s [Braking of Degradation of Functionalities in Times of
[Improvement of Convenience, Smoothing and Optimization of Transport Services] (Article 18) Standpoints] (Article 26) Large-scale Disasters and Quick Recovery] (Article 22)
[Promote the Implementation of Measures from Community Development Viewpoints] (Article 25) [Assuring International Coordination and Cooperation] (Article 30) [Reduce Environment Loads] (Article 23)
(1) Restructure local public transportation networks (1) Make Japan’ s international transportation (1) Get prepared perfectly for large-scale disasters
Objective of the measures
in coordination with community development networks more competitive and aging infrastructures
measures, such as making a compact city, in the
(2) Expand the sphere of inter-regional flow of (2) Bolter the infrastructure of transportation projects
local public entities’ initiative.
people and goods to ensure operational stability and safety
(2) Uphold diversified transport services tailored to
(3) Intensify approaches linked to tourism policies to (3) Acquire and foster human resources to
regional requirements
brace for 20 million foreign visitors undertake transportation
(3) Make barrier-free design ubiquitous
(4) Deploy transport infrastructures globally (4) Work to implement environmental measures
(4) Heighten the service levels of passenger leveraging Japan’ s expertise and know-how further aimed at reducing carbon emissions,
transportation and logistics energy saving requirements and so on
Factors that should deserve special notice in driving the implementation of measures
State measures taken under the basic act
(i) Take transportation measures from the citizens’ and users’ standpoints while visualizing or following up on their
[Liabilities and coordination among stakeholders concerned] (Article 8-12, 27) implementation properly (56 numeric indicators have already been factored into this plan)
[Development of Total Systems of Transportation] (Article 24) (ii) Stakeholders, such as the state, local public entities, operators, users and community residents, should assume their
[Research and study] (Article 28) respective shares of responsibility and roles to work in accord
[Development and dissemination of technology] (Article 29) (iii) Drive innovation through technological breakthroughs, including use of information ICT, etc.
[Measures taken from the citizens’ standpoint] (Article 31) (iv) Drive the implementation of measures to brace for the 2020 Tokyo Olympic and Paralympic Games and the
post-Olympic periods
Source) MLIT
2 Reconstructing Local Public Transportation Networks
While population progresses to decline in an aging society with falling birthrates, concerns grow over downsized public
transport networking and a degraded quality of services particularly in rural areas. In the meantime, local public trans-
portation is of vital importance particularly to those who are unable to drive car, such as students and elderly people. To
contribute to the realization of regional communities that are full of vitality, it is important to collaborate with efforts to
create compact towns, and strive to revitalize and revive local public transportation.
Based on these circumstances, the Act on Revitalization and Rehabilitation of Local Public Transportation was amend-
ed in 2014, thereby establishing a framework for achieving the formulation of optimum public transportation networks
and services for each region in agreement with relevant personnel, led by local governments in charge of regional admin-
istration with appropriate division of roles among relevant parties, and in collaboration with town development, tourism
revitalization and other regional strategies.
Under the amended Act, 410 local public transportation networking plans were submitted to the Minister of Land,
Infrastructure, Transport and Tourism by the end of FY 2017, and 23 local public transportation restructuring plans re-
ceived the Minister s approval. This indicates that efforts toward the formation of sustainable local public transportation
networks are gathering momentum.
Furthermore, the Japan Railway Construction, Transport and Technology Agency established a program for investing
in new companies that engage in businesses relating to rebuilding local public transportation networks, in order to diver-
120 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Promoting the Implementation of Transport Policy
sify and enhance support.
The MLIT will also continue to provide necessary support to the initiatives of local governments. II
Chapter 2
Figure II-2-4-2 Status of Local Public Transportation and Related Issues
Passengers carried by regional public transit was on a long-term declining trend; however, in recent years, a recovery has been observed,
centered on the three major metropolitan areas. The wide-ranging declining trend is also grinding to a halt in regional areas.
Regional public transport operators are in a difficult position, as local public transportation networks shrink due to withdrawing from
unprofitable routes, particularly in regional areas, and service levels such as the number of trains/busses per day decline greatly.
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Users of Local Public Transportation Services Decline of Local Public Transportation Services
(with Users in FY2000 Given a Value of 100)
105 Roughly 8,392 km of local bus routes were completely eliminated in
100 100 100 100 100 99 99 99 98
the seven years from FY2010 to FY2016.
100 98 98 98
97
97 97 97 96 97 39 railways (roughly 771 km) became defunct in the 17 years from
95 95
95 93
94 FY2000 to FY2016.
96 92 93 92 92 92 92 96 96
91
94 94 94 89
93 89 Existence of Areas Not Served by Public Transportation
90
91 90 87 87 87 87
90 86 86
89 88 89 89 Land Area of Unserved Area Population of Unserved Area
85 86
84 83 83 Nearest bus stop: 500 m+ 36,477 km2 (Approximately 30% 7,351 people
83 79
80 78 Nearest train station: 1 km+ of Japan’ s inhabitable land area) (5.8% of Japan’ s population)
76 76 77 77
76 76
75 Source) MLIT survey in FY2011
H12 H13 H14 H15 H16 H17 H18 H19 H20 H21 H22 H23 H24 H25 H26 H27 H28
Over 60% of local route bus operators and over 70% of local railway
Users (three major metropolitan areas) Users (outside of three major metropolitan areas)
operators are operating at a loss
Users (nationwide) Population (outside of three major metropolitan areas)
*Figures for passenger vehicle ownership are as of the end of March in each year and figures for passenger buses (users) are those for each fiscal year Local Route Bus Operators Local Railway Operators
* “Three major metropolitan areas” refers to Saitama, Chiba, Tokyo, Kanagawa, Aichi, Kyoto, Osaka, and Hyogo prefectures
*Source: Prepared by MLIT, based on the “Annual Report of Motor Vehicle Transportation Statistics” and the “Materials Released by the Automobile
Inspection & Registration Information Association”
26%
1991 2000 2010 2016 36%
Passenger bus 4.3 billion 64% 74%
6.5 billion 4.8 billion 4.2 billion (34% decrease from 1990) Surplus
services
Deficit
410 million
Local railways 510 million 430 million 380 million (20% decrease from 1990) (FY2016)
Source) Annual Report on Road Transport Statistics, Annual Report on Railway Transport Statistics, and surveys by MLIT (Operators that own at least 30 vehicles (FY2016))
The impending precipitous decline in population is expected to further restrict the regional public transportation situation.
Source) Materials created by the MLIT Policy Bureau, Public Transportation Policy Department
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 121
Section 4 Promoting the Implementation of Transport Policy
Figure II-2-4-3 Outline of the Revision of the Act on Revitalization and Rehabilitation of Local Public Transportation Systems, etc.
II Act on Partial Amendment of the Act on Revitalization and Rehabilitation of Local Public Transportation Systems (promulgated in May 2014, enacted in November 2014)
Maintaining and enhancing the vitality of local communities in a society whose population is in serious decline
Chapter 2
Principal scheme of the Amended Act on Revitalization and Rehabilitation of Local Public Transportation Systems
Points
Basic Policy Developed by the national government, paying
(i) Local governments led (ii) Community development efforts to attention to coordination with community development
(iii) Restructure local public transportation networks Developed by local governments,
Example of restructuring public transportation in Local public transportation networking plan holding meetings upon discussion with
unified efforts to create compact cities business operators
Current Restructuring of public transportation coupled with community development Coordination with community development efforts toward realization of compact cities
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Restructuring local public transportation networks in view of the region as a whole
Low frequency operation Formation of circulatory
public transportation networks
on all bus routes in base areas
Widespread
urban areas Car is the main means
Attracting urban functions, Local public transportation designating projects
such as healthcare and Strengthening transportation
of transportation welfare, to base areas services that connect base areas Local public transportation Track transportation Railway business restruct uring
restructuring projects development projects projects (separation
Hospital
Central
Attracting housing to
areas along a public
Feeder transportation by Implemented by business operators and (development of LRT) between infrastructures and
station
transportation line
Welfare
community bus or other means
other organizations with support of local operations lines)
Base area facility governments in order to restructure local
Local government
office
public transportation
Development
of transfer sites Local public transportation Implementation Implementation
Development of walking spaces
and bicycle-friendly environments Introduction of
restructuring plan plan plan
Areas clear of public on-demand
transportation shared taxes
Proper location plan Realize positive
Coordination
Local public transportation
networking plan
cycles
Approval of MLIT Minister to support realization of the plan
*Prepared in reference to initiatives by Toyama City, Kumamoto City, Toyooka City, Sanjo City and other municipalities
Act on Partial Amendment of the Act on Revitalization and Rehabilitation of Local Public
Transportation Systems and the Act on Japan Railway Construction, Transport and
Technology Agency (promulgated in May 2015, enacted on August 2015)
Enhance and diversify support by creating a framework for investing through Japan Railway Transport Private Financial
operators companies institutions
Construction, Transport and Technology Agency, by way of industrial investments in projects
etc.
for restructuring local public transportation networks approved by the Minister of Land,
Infrastructure, Transport and Tourism under the Act on Revitalization and Rehabilitation of
Investments
Dividends
Local Public Transportation Systems.
Transport and Technology Agency
Japan Railway Construction,
Government
Dividends Dividends
A new company to
engage in projects
Investments Investments for restructuring local
public transportation
networks
Monitoring and (stock company)
operational support
(LRT) (BRT) (IC Card)
Source) MLIT
3 Promotion of Comprehensive Logistics Policy
Japan has high-standard logistics services in terms of punctuality, safety, and conformity with shippers orders and
the like mainly through track transportation, which underpinned the just-in-time system of the manufacturing industry,
and contributed to the development of the distribution industry and the improved convenience of daily lives of citizens
through delivery and other services. On the other hand, in recent years, the socioeconomic circumstances surrounding lo-
gistics are changing dramatically, including declining/aging population, innovations in such areas as information commu-
nication technology (ICT), heightening disaster risk, increasingly frequent deliveries of smaller goods, and diversification
of customer needs. Moreover, labor shortages are especially evident and posing challenges in the logistics sector, with
aging truck drivers and possibilities of increased difficulties in securing personnel in the medium to long term; therefore,
actions need to be taken as early as possible.
Based on these circumstances, we are working to promote the Logistics Productivity Revolution project, which was
selected as one of the productivity revolution projects of the MLIT Productivity Revolution Headquarters in April 2016.
Its aim is to improve the productivity of logistics operations by 20% by FY2020, by promoting the approval of general
efficiency plans covering joint transportation, modal shifts, consolidation of the transportation network to warehouses
that have introduced truck reservation systems, etc., as well as promoting initiatives that contribute to increased efficiency
and high added value by reducing re-delivery by home-delivery services and promoting international standardization of
logistics systems, based on the Act on Advancement of Integration and Streamlining of Distribution Business, which was
revised in 2016 (Act No. 85 of 2005) (the Revised Act on Advancement of Integration and Streamlining of Distribution
Business) for the purpose of supporting a range of initiatives relating to integration and streamlining of logistics, in part-
nership with interested parties.
122 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Promoting the Implementation of Transport Policy
Initiatives under this Logistics Productivity Revolution, have been positioned as whole-of-government initiatives,
and the Comprehensive Logistics Policy Guidelines (FY2017-2020) received cabinet approval in July 2017, in order for II
multiple ministries and agencies to promote these policies in partnership. The guidelines set out goals for future logistics
policies from six perspectives, incorporating new perspectives such as work style reforms and utilization of new technol-
Chapter 2
ogy, in order to achieve resilient logistics to sustainably realize social infrastructure functions that will support Japanese
economic growth and the lifestyles of citizens as the social makeup surrounding logistics changes.
Furthermore, in January 2018, we developed the General Logistics Policy Promotion Program, based on the policy
direction indicated by these guidelines, to systematically conduct specific policies as whole-of-government initiatives.
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Column New Comprehensive Logistics Policy Guidelines
(FY2017-2020): Working to Achieve Resilient LogisticsColumn
In July 2017, new Comprehensive Logistics Policy Guidelines (FY2017-2020) received cabinet approval.
High-quality and low-cost logistics which was aimed for as part of the Comprehensive Logistics Policy
Guidelines initially developed in 1997, has supported Japanese economic growth; however, issues relating
to sustainability and stability in the logistics industry have become apparent, such as the aging and work-
force and labor shortages, etc. In addition, increasing the productivity of logistics has become a pressing
need, in order to respond to increasingly complicated needs such as small-lot high-frequency transport and
tight time constraints, due to the rapid expansion of the EC market, etc.
These guidelines set out goals for future logistics policies from six perspectives, including work style
reforms and utilization of new technology, in order to achieve resilient logistics to sustainably support Japa-
nese economic growth and the lifestyles of citizens.
(1) Creating efficiency and value throughout the entire supply chain and moving toward logistics that
produces high added value in and of itself (=connection): Moving from competition to co-creation
(2) Achieving transparency and efficiency, leading to work style reforms (=visualization)
(3) Achieving efficient logistics by enhancing the functionality of infrastructure, such as by manifesting
stock effects (=support): Improving the functionality of social infrastructure by treating hard infrastruc-
ture and soft infrastructure in a holistic manner
(4) Creating sustainable logistics to respond to risk such as disasters and global environmental issues
(=preparation)
(5) A logistics revolution through the utilization of new technology (IoT, big data, AI, etc.) (=revolutionary
change)
(6) Educational activities, etc., in order to secure and develop personnel deepen citizens understanding
of logistics (=nurture)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 123
Section 5 Driving the Implementation of a Tourism Policy Package
II Logistics is social infrastructure that is necessary to achieve strong industrial competitiveness for Japan, a fulfilling lifestyle for its citizens, and support regional development, and it must not be interrupted.
In recent years, the fourth industrial revolution and the expansion of online shopping, etc., have caused great social changes, and the aging population and declining birthrate are likely to progress going forward.
In order to create “resilient logistics” that is able to respond to changes in social conditions and new challenges, Comprehensive Logistics Policy Guidelines (FY2017-2020) received cabinet approval on July 28,
2017, and initiatives to improve logistics from six perspectives are currently being promoted.
Chapter 2
Improvements in logistics productivity
<Revolutionary changes> <Connection> <Support> <Nurture>
[5] A logistics revolution through [1] Creating efficiency and value throughout the entire [3] Achieving efficient logistics by enhancing the functionality [6] Educational activities, etc.,
the utilization of new technology supply chain and moving toward logistics that of infrastructure, such as by manifesting stock effects in order to secure
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
(IoT, BD, AI, etc.) produces high added value in and of itself Improving the functionality of social infrastructure by treating and develop
+ Moving from competition to co-creation hard infrastructure and soft infrastructure in a holistic manner personnel deepen citizens’
Creation of new industries that utilize understanding of logistics
new technology in the logistics field (1) Logistics efficiency through partnerships and collaboration (1) Improvements to transport efficiency through
enhanced modal connections, etc.
(1) Promotion, etc., of optimization of (2) Creation of an environment to facilitate partnerships and (1) Securing of diverse
the entire supply chain through collaboration (2) Enhanced functionality of road, sea, air, and rail personnel at logistics
the utilization of IoT, BD, and AI, (3) Creation of a seamless supply chain with high added (3) Enhanced functionality of logistics facilities sites and tr aining
etc. value, with a focus on Asia (4) Regional development that gives consideration to logistics personnel to conduct
(2) Transport efficiency through management of more
convoy travel and self-driving <Visualization> <Preparation> advanced logistics
vehicles systems, etc.
[2] Achieving transparency and efficiency, [4] Creating sustainable logistics to respond to risk (2) Education activities to
(3) Utilization of drones
leading to work style reforms such as disasters and global environmental issues deepen understanding
(4) Automation and mechanization of of logistics
logistics facilities (1) Creation of transparent links between services and cost (1) Preparation for disaster risks, etc.
(5) Introduction of the IoT to ships (2) Promotion of the creation of an environment to increase transparency
and self-navigating ships (3) Focus on tasks that create added value and (2) Preparation for global environmental
transition to logistics that allows participation by all issues
Promotion of policies for partnerships between citizens and government agencies
Source) MLIT
Through these initiatives, we aim for logistics that is able to respond to structural changes and new chal-
lenges, as well as catering to a range of different needs, while also achieving work style reforms for workers.
In January 2018, we developed the General Logistics Policy Promotion Program, which contains specific
measures based on the guidelines, and relevant government agencies are promoting comprehensive and
integrated policies based on the guidelines and this program.
Section 5 Driving the Implementation of a Tourism Policy Package
1 Steady Promotion of the New Tourism Strategy to Invigorate the Japanese Economy
In March 2016 Meeting of the Council for a Tourism Vision to Support the Future of Japan, chaired by the Prime
Minister, drafted the New Tourism Strategy to Invigorate the Japanese Economy, which aims to achieve new goals such
as attracting 40 million international visitors to Japan and achieving tourism consumption by international visitors to
Japan of 8 trillion yen in 2020.
We have formulated the Tourism Vision Realization Program 2017 as a government action plan aimed at one year
from now, in order to ensure the achievement of the goals laid out in the Tourism Vision in May 2017. Specifically, it
includes policies based on the 3 themes of (1) increasing the level of protection and utilization of tourist resources such
as by boldly opening attractive public facilities, (2) achieving Enjoy My Japan through development of new tourism
resources that are not limited to history or culture, and (3) boldly reforming JNTO, such as by following separate strat-
egies to promote Japan to each country.
Through initiatives based on the Tourism Vision, etc., in 2017, we achieved a 19.3% increase in international visitors to
Japan at 28.69 million visitors, and a 17.8% increase in tourism consumption by international visitors to Japan at 4.4162
124 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 6 Driving the Implementation of Ocean Policy (Oceanic State)
trillion yen, which were the highest figures ever. The number of international visitors has increased 3.5-fold and consump-
tion has increased 4-fold over the most recent 5-year period. II
Going forward, we will devote all of our resources to implementing more high-level tourism policies in order to achieve
the 2020 goals of 40 million international visitors and 8 trillion yen of tourism consumption by international visitors to
Chapter 2
Japan, etc., listed in the Tourism Vision, and become a world-class tourist destination .
Section 6 Driving the Implementation of Ocean Policy (Oceanic State)
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
1 Steadily Driving the Basic Plan on Ocean Policy
A nation surrounded by sea on its four sides, Japan recognizes the vast expanses of surrounding sea as a frontier, which
urges the nation to grow into an oceanic state in its true sense. The Ministry of Land, Infrastructure, Transport and
Tourism has been driving the implementation of ocean policies by working in conjunction with the governmental agen-
cies concerned pursuant to the Basic Plan on Ocean Policy, based on the Basic Act on Ocean Policy, as many of the
administrative fields relevant to oceans fall under its jurisdiction.
Specifically, we are working on, among other efforts, the use of marine renewable energy, development and use of ma-
rine resources, fostering of human resources in ocean development, efficient marine transportation of energy resources,
and promotion of marine industries. Furthermore, we are promoting the development of strategic maritime safety and
security systems, dealing with natural disasters originating in the ocean, conservation of Okinotorishima Island, preserva-
tion of the low-tide lines, and developing and managing bases of activities on specified remote islands.
In addition, Act on Special Meastures concerning Conservation of Inhabited Remote Border Islands and Maintaining
Local Communities on Specific Inhabited Remote Border Islands was enacted in April 2017, and we developed Basic
Policy on Conservation of Inhabited Remote Border Islands and Maintaining Local Communities on Specific Inhabited
Remote Border Islands in accordance with the Act. Based on the Act and the Policy, we are proceeding with development
of ports, etc., that play an important role as operating bases on inhabited remote border islands. In a message to herald
Marine Day in 2017, Prime Minister Abe announced the importance of all of Japan s municipalities, etc., working together
to further implement maritime education and the global coast guards working together to realize open and stable oceans.
In light of these announcements, we are proceeding with creation of maritime education programs for primary and sec-
ondary school education, and implementing efforts to encourage occupational outlooks (career education) to ensure that
Japan has the human resources to run maritime industries in the future. In September 2017, the world s first Global Coast
Guard Summit was held in Tokyo, which was participated in by heads of coast guards from countries and regions around
the world.
Furthermore, a new Basic Plan on Ocean Policy received cabinet approval in May 2018, and MLIT will continue to
steadily promote ocean policies under this plan.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 125
Section 6 Driving the Implementation of Ocean Policy (Oceanic State)
Figure II-2-6-1 Driving the Implementation of Ocean Policy
II Driving the Implementation of Ocean Policy
Present status of the sea around Japan Initiatives for the Realization of Oceanic State
Chapter 2
Illustrate as a matter of convenience including geographical The area of territorial sea and exclusive Basic Act on Ocean Policy (Effective July 20, 2007)
intermediate line on marine waters where boundaries
have not been determined with foreign countries. economic zone (4,470,000 km2 in total) <Basic principles>
Contiguous zone equals approximately 12 times the area a. Harmonization of the Development and Use of the Oceans with the Conservation of Marine Environment
of nation’ s land (380,000 km2). b. Securing the Safety and Security on the Oceans c. Improvement of Scientific Knowledge
d. Sound Development of Ocean Industries e. Comprehensive Governance of the Oceans f. International Partnership
Territorial sea (including internal waters) - Definition of the realization of a new Oceanic State as a national strategy - Inauguration of a Minister of State for Ocean Policy
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
- Inauguration of Headquarters for Ocean Policy in the Cabinet - Formulation of a Basic Plan on Ocean Policy
Sea of Japan
Basic Plan on Ocean Policy (cabinet decision May 2018), revised almost every 5 years
The coast line extends 35,000 km.
Takeshima
Japan Second Basic Plan on Ocean Policy Creation of Third Basic Plan on Ocean Policy
Pacific Ocean (cabinet decision April 2013) *from FY2018 to FY2022
Marine transport commands Current situation awareness based on recent circumstances
East China Sea
99% or more of the total Depopulation, dwindling birthrate and aging population/globalization/
volume of export and import accelerating technical innovation in the IT field
cargoes handled. Having promoted the steady improvement of the system responding
Senkaku Islands Ogasawara Islands to the changing circumstances concerning maritime security situation.
Yonagunijima Island Okidaitōjima Island Minami Ioto Island Minamitorishima Island Specific Measures in the Third Basic Plan on Ocean Policy
a. Maritime Security f. Preserve remote islands and develop Exclusive Economic Zones
Extended continental shelf* Okinotorishima Island b. Promote industrial use of the ocean (EEZ)
Exclusive economic zone c. Maintain and conserve marine environment g. Promote Arctic policy
* Waters as defined in Article 2, item (ii) of Act
(including contiguous zones) d. Strengthen capacity for Maritime Domain Awareness (MDA) h. Ensure international collaboration and promote
on Exclusive Economic Zone and the Continental Shelf
e. Promote research and development as to ocean surveys international cooperation
The preservation of maritime interests and the development,
and marine science & technology i. Develop human resources and promote public understanding
utilization, etc. of marine resources is of vital importance to Japan.
Source) MLIT
2 Protecting Our Country s Interests in Maritime Rights and Interests
(1) Promoting Ocean Surveys in Territorial Sea and the Exclusive Economic Zone and Integrating Marine-related Information
In our country s territorial sea and the exclusive economic zone there are waters lacking adequate survey data and the
Japan Coast Guard has been conducting intensive ocean surveys in these waters including sea bottom topography, crustal
structure, and the low-water lines to strategically and continuously implement the development of basic information that will
contribute to the safety of vessel traffic, protecting our country s maritime rights and interests, and development in the sea.
Also, under the comprehensive coordination of the Cabinet Secretariat for the Promotion of General Ocean Policy, the
Marine Information Clearinghouse, which centrally gathers, manages, and provides sources of marine information, and the
Marine Cadastre, which is a web service that overlays various natural information (sea bottom topography, ocean currents,
water temperature, etc.) and social information (port areas, fishing rights areas, etc.) on maps, are being operated. Further-
more, based on Efforts to Consolidate the Capability of Maritime Domain Awareness, which was adopted in July 2016 by
the Headquarters for Ocean Policy, we are promoting the establishment of the Maritime Situation Indication System, which
is an information system for aggregating, sharing and providing marine-related information, including satellite information.
(2) Initiatives to Delineate the Limits of the Continental Shelf
On April 20, 2012, the UN Commission on the Limits of the Continental Shelf adopted the recommendations on the
limits of the continental shelf beyond 200 nautical miles in regard to the submission made by Japan in November 2008 in
accordance with the United Nations Convention on the Law of the Sea. Since the recommendation granted an extension
to Japan s continental shelf with an area equivalent to approximately 80% of her land area, the Shikoku Basin sea area
and the Oki-Daito Ridge sea area were newly designated as Japan s continental shelf by a cabinet order in October 2014.
In the meantime, since the review of some sea areas has been postponed, the Japan Coast Guard is working towards the
establishment of the extended continental shelf in those areas by partnering with the ministries and agencies concerned
under coordinated supervision of the National Ocean Policy Secretariat of Cabinet Office.
126 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 6 Driving the Implementation of Ocean Policy (Oceanic State)
(3) Conservation of Okinotorishima Island, Preservation of the Low-Tide Line and Developing the Base of Activities
(i) Conservation and Maintenance of Okinotorishima Island II
Okinotorishima Island is Japan s south- Figure II-2-6-2 Conservation and maintenance of Okinotorishima Island
ernmost territory and is a very important
Chapter 2
island that forms the foundation of the Okinotorishima Island
400,000-km2 area exclusive economic
zone, which exceeds the area of national Surveying facilities Reef
crest
land, so the observation and gathering of Higashikojima
Island
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
basic data, checkups of damages, and re-
Kitakojima Island Inspection and maintenance Crack repair
pairs are carried out. The state is taking of the shore (injection method)
direct control to ensure adequate measures Source) MLIT
to preserve the entire island.
(ii) Preservation of low-tide lines
In accordance with the Law on the Development of Base Facilities and Preservation of the Low-Tide Line for the Pro-
motion of Use and Conservation of the Exclusive Economic Zone and Continental Shelf (Low-Tide Preservation Act),
185 domestic locations are designated by government decree as low-tide lines preservation areas to implement restrictions
on excavation in the area. Furthermore, surveys are conducted on low-tide lines and the surrounding conditions, using
patrols by disaster prevention helicopters and ships, as well as satellite images, in order to check whether any restricted
activities took place or any topographical changes were caused by natural erosion. Also, information related to the low
tide lines is appropriately managed so that preservation activity will be carried out in a steady and efficient manner.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 127
Section 7 Protecting Territorial Land and Territorial Waters Firmly
Figure II-2-6-3 Preservation of the Low-Tide Lines
II Promoting Measures Regarding the Law on the Development of Base Facilities and Preservation of the Low-Tide Line for the Promotion of Use
and Conservation of the Exclusive Economic Zone and Continental Shelf (Low-Tide Preservation Act) (effective in June 2010)
Chapter 2
<<Preservation of Low-Tide Lines>> Contiguous zone
- In the waters surrounding the low-tide lines that form the basis for demarcating the limits
of the exclusive economic zone and others, areas requiring conservation are specified as Territorial sea
the low-water line preservation areas (185 areas) where activities are restricted. (including internal waters)
- Satellite images, disaster prevention helicopters, and ships are used to monitor and
research the conditions of the low-tide line and any artificial damages or natural erosion. High seas
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
<<Developing and Managing Bases of Activities on Specified Remote Islands>>
Ap
- In order to ensure that the development and usage of maritime resources and maritime research activities are implemented pro
km
safely and steadily in waters located far away from the mainland, the MLIT Minister implements the development and fro x. 1
m ,95
Chic . 900 from Tokyo
. 1,700
management of port facilities (the development details are stated in the basic plan based on the Low-Tide Preservation Act). To 0 k
k m
Chichijima yo
Approx
Island
(Minamitorishima Island) Project started FY2010 Approx
from C . 1,200 km
hijim m
land
hichijim
k
(Okinotorishima Island) Project started in FY2011 a Islan
a Is
d
from pprox
Minamitori-
A
shima Island
Okinotorishima Exclusive economic zone
Extended continental shelf Island (including contiguous zones)
<Exclusive Economic Zone and position of Minamitorishima Island and Okinotorishima Island>
(Quoted from the website of the marine information division of the Japan
Coast Guard, with additions made)
<Okinotorishima Island> <Minamitorishima Island> <Patrol and Status Survey>
Project location
Breakwater (Length 160 m, water depth 8m) Breakwater (Length 160 m, water depth 8 m)
Project location Anchorage (water depth 8m) Anchorage (water depth 8 m)
Harbor road (including subsidiary facilities) (including subsidiary facilities)
Source) MLIT
(iii) Developing and managing bases of activities on specified remote islands (Minamitorishima Island and
Okinotorishima Island)
In accordance with the Low-Tide Preservation Act, port facilities are being developed on Minamitorishima Island
and Okinotorishima Island, which are located in areas remote from the mainland, to enable the mooring and berthing of
vessels and cargo handling as operational bases for the conservation and usage of the exclusive economic zone and con-
tinental shelf, with management of the ports by the government.
Section 7 Protecting Territorial Land and Territorial Waters Firmly
(1) Situation in Recent Years
Since September 2012, Chinese government-owned vessels have navigated into the contiguous zone around the Senka-
ku Islands almost every day, except in bad weather, and have repeatedly intruded into Japanese territorial waters at a fre-
quency of about three times per month. Increases in the size, armament, and number of Chinese government-owned ves-
sels has been confirmed recently. We must remain vigilant, as there have been cases such as Chinese government-owned
vessels repeatedly intruding into Japanese territorial waters following Chinese fishing vessels in August 2016, an object
that appeared to be a drone being spotted above a Chinese government-owned vessel in Japanese territorial waters in May
2017, and Chinese naval vessels repeatedly entering Japan s contiguous zone in January 2018.
Under the policy of protecting Japan s territories and waters at all cost, the Japan Coast Guard is responding to these
circumstances in a calm but firm manner by taking such measures as deploying patrol vessels in the waters so that the
128 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 7 Protecting Territorial Land and Territorial Waters Firmly
situation will not escalate. Figure II-2-7-1 Patrol Boat Guarding the Territorial Sea
In addition, in Japan s exclusive eco- II
nomic zone around the East China Sea,
surveys and other activities of foreign
Chapter 2
ocean survey vessels without Japan s con-
sent were found. The Japan Coast Guard
is taking appropriate measures on a case-
by-case basis according to the situation,
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
such as by requesting suspension of such
activities and ongoing monitoring by pa-
trol vessels in coordination with relevant
organizations. Furthermore, in addition to
the illegal operation of foreign fishing ves-
sels, North Korea s repeated nuclear tests
and ballistic missile launches and other de-
velopments have increased the seriousness Source) MLIT
of the situation surrounding not only the
Senkaku Islands, but all Japanese territo-
rial waters.
Figure II-2-7-2 Number of Chinese Government Vessels Entering the Contiguous Zones and Intruding into Territorial Waters
35
Number of intrusions into territorial waters
30 Number of days when vessels were identified within the contiguous zone 29 29
28 28
27 27 27 27
25 25 25 25
25 24 24 24
23 23 23
22 22 22 22
21 21 21 21 2121 21
20
20 19 19
18 18 1818
17 17 17 17
16 16
15 15 15 15
15 14 14 14
13 13 13
12 12 12
1111 11
10
10 9 9 9
8 8 8
7 7 7 7 7 7
6 6 6
5 5 5
5 4 4 4 4
3 3 3 3 3 33 3 3 3 333333333333 33333 33333 333 33333
2 2 2 2 2 2 2 2 2 2 2 22 2 22 22222
11 1 11 1 1 1 1 11 1 1 1
0
12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2
H20 H21 H22 H23 H24 H25 H26 H27 H28 H29 H30
Status of Chinese government vessels intruding into territorial waters (as of the end of March 2018)
• Intrusion into territorial waters: 215 cases (217 days) • Vessels intruding into territorial waters: 689
• Maximum number of vessels intruding into territorial waters: 8 • Longest duration of intrusion into territorial waters: 28 hours 15 minutes
Source) MLIT
(2) Promotion of Strengthening the Maritime Security System
Based on the increasing severity of the situation in Japanese territorial waters, the Ministerial Council on the Strength-
ening of the Coast Guard System held on December 21, 2016. The Council adopted the Policy on Strengthening the Coast
Guard System, which is based on the following five pillars, in order to enhance the maritime law enforcement, maritime
monitoring and marine research capabilities. The Japan Coast Guard has been promoting enhancement to the maritime
security system according to the policy.
・Strengthening of the security system of the territorial sea around the Senkaku Islands and the improvement of systems
to respond to simultaneous occurrences of large-scale incidents (cases)
・Strengthening of the maritime monitoring systems capable of monitoring the vast sea area around Japan
・Strengthening of the response system for important cases such as countermeasures against terrorism and security of the
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 129
Section 7 Protecting Territorial Land and Territorial Waters Firmly
territorial sea in the remote islands and in areas of ocean The Ministerial Council on the Strength-
II far from the land
Figure II-2-7-3
ening the Maritime Security System
・Strengthening of the marine research system to protect
our marine interests
Chapter 2
・Improvement of the infrastructure such as training human
resources to support the above systems
With regard to the recent status of Japanese territorial
waters, Chinese official vessels in the waters surrounding
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
the Senkaku Islands have been growing in size and arma-
ment. With regard to North Korea, it has been confirmed
that there have been many North Korean fishing boats in
the waters surrounding the Yamatotai in the Sea of Japan,
and wooden boats supposed to be from Korean Peninsula
have been successively drifting/drifted ashore. Source) MLIT
Under these conditions of increasing severity, the sec-
ond Ministerial Council on the Strengthening of the Coast
Guard System was held on December 18, 2017. The Coun-
cil confirmed that the necessity to promote the strengthen-
Figure II-2-7-4 Global Coast Guard Summit
ing of the Coast Guard System, such as by increasing the
number of large patrol vessels including patrol vessels that
carry helicopters, new-model jets, and large hydrographic
survey vessels, and securing necessary personnel. In addi-
tion, it also confirmed that the necessity to promote interna-
tional collaboration for a free and open maritime order that
is based on the rule of law.
Furthermore, the next Basic Plan on Ocean Policy new-
ly included policies relating to maritime security, as well
as policies based on the Policy on Strengthening the Coast
Guard System and international collaboration, etc. There-
fore, the Japan Coast Guard will implement these policies
Welcome reception
steadily.
(3) Holding the Global Coast Guard Summit
In recent years, there have been environmental chang-
es on a global scale, and the scale of natural disasters has
increased due to climate change, while dramatic changes
in the navigation environment have occurred in regions
around the world. Furthermore, the social environment is
changing on a global scale, and the threat of terrorism and
extremism is growing in regions around the world, so the
importance of cooperation between coast guards that oper-
ate on the front line is increasing. Japan Coast Guard and Nippon Foundation logos
The Japan Coast Guard jointly held the world s first
Global Coast Guard Summit with the Nippon Foundation
in September 2017, inviting heads of coast guards, etc.,
of 34 countries, one region, and three international orga-
nizations, in order for coast guards from around the world
to tackle the issue of global climate change without being
bound by regional borders. Source) MLIT
130 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 8 Protecting Territorial Land and Territorial Waters Firmly
The Summit involved presentations and discussions of leading initiatives under the three themes of maritime safety
and marine environmental protection, maritime security, and human resources development, and the chairman s sum- II
mary confirmed the importance of strengthening cooperation and expanding dialog, etc., to overcome the issues facing
the world today.
Chapter 2
Furthermore, prior to the Summit, a welcome reception was held at the State Guest House in Akasaka, which was at-
tended by Prime Minister Abe. Prime Minister Abe gave a speech in which he stated that coast guards play an important
role in achieving maritime peace and safety, and that it is extremely valuable for coast guards around the world to form
connections across the sea, deepen mutual understanding, and concentrate their capabilities to solve difficult issues.
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Section 8 Protecting Territorial Land and Territorial Waters Firmly
1 Developing Policies Based on the Basic Act on Water Cycles
The Basic Act on Water Cycle, which was promulgated in April 2014 and enacted in July of the same year, stipulates
the establishment of the Basic Plan on Water Cycle in order to promote water cycle measures in a comprehensive and
systematic manner. The Water Cycle Basic Plan was adopted through a Cabinet decision on July 10, 2015.
The Basic Plan on Water Cycle sets out nine measures, including promotion of river basin coordination, to serve as
a framework for the comprehensive and integrated management of river basins, and as measures for the government to
undertake comprehensively and systematically regarding measures regarding the water cycle, and relevant ministries and
agencies are engaged in efforts based on this plan.
Furthermore, in May 2017, the 2017 White Paper on Water Cycles, based on the Basic Act on Water Cycles, was
approved by a Cabinet decision and reported to the Diet. The White Paper on Water Cycles stipulates measures to be
undertaken by the government and reported to the Diet each year with regard to water cycles.
Part 1 contains simple explanations, including examples, such as the relationship between people and water, as well as
recent initiatives and future developments relating to water cycles, etc., and it can be used as a teaching resource.
2 River Basin Management Promotion
River basin management is defined as the coordinated activity of relevant government and other public agencies, busi-
nesses, groups, residents and others through water cycle-related measures aimed at maintaining and improving natural
environments that concern human activities, water volume and quality and water in forests, rivers, agricultural land, cities,
lakes, coastal area and the like in river basins, and we are promoting further dissemination of information and revitaliza-
tion of activities.
In FY2017, we implemented the Model Study Regarding Visionary River Basin Management, which comprised ac-
tivity support and fact-finding surveys in collaboration with six groups, and released 10 plans in April 2017 and two plans
in January 2018 (for a total of 29 plans as of March 2018) as River Basin Water Cycle Plans for various regions to work
toward maintenance and recovery of healthy water cycles.
Furthermore, in March 2018, we established the River Basin Water Cycle Councils and released River Basin Man-
agement Procedures, which showcase River Basin Water Cycle Plan planning knowhow, and Examples of River Basin
Management Initiatives, which showcases key points of river basin management initiatives using specific examples.
Furthermore, with the allocation of the General Grant for Social Infrastructure Maintenance from FY2018, which will
be our first ever financial support, we will give a certain amount of consideration to whether maintenance plans include
projects based on a River Basin Water Cycle Plan.
In addition, with regard to public awareness, the Cabinet Office of Water Cycle Policy held its first ever symposium
(Water Cycle Symposium 2017) on November 24, 2017, which gathered suggestions to accelerate initiatives to strengthen
cooperation between organizations and managers that conduct initiatives relating to water cycles throughout Japan.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 131
Section 9 Promotion of Policies to Increase Bicycle Use
Figure II-2-8-1 FY2017 River Basin Management Promotion Measures (Model Study/River Basin Water Cycle Plan)
II
Chapter 2
Key
Released January 2017
Released April 2017
Released January 2018
e
tur Kitakamigawa River Watershed Water Cycle Plan
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
ec
ref
aP
im
go
sh Narusegawa River Watershed Water Cycle Plan
Ka
e
tur
Pr
efec Natorigawa River Watershed Water Cycle Plan
wa
ina
Ok Utsukushima Water and Coexistence Plan
Toyama 21st Century Water Vision
Saitama City Water Environment Plan
Azumino City Water Environment Basic Plan (Second edition)
and Azumino City Water Cycle Action Plan Integrated Watershed Management Plan for Restoration
Echizen Ono Spring Water Culture Revival Plan of Lake Inba-numa and The 2nd Stage Action Plan
Kyoto City Water Coexistence Plan Chiba City Water Environment Conservation Plan
Hyogo Water Vision Kunitachi City Water Cycle Basic Plan
Fukuoka City Basic Plan Hachioji City Water Cycle Plan
for a Water Cycle City
Zama City Groundwater Conservation Basic Plan
Second Shimabara Peninsula Hadano City Comprehensive Groundwater
Nitrogen Load Reduction Plan Conservation Management Plan
Comprehensive Groundwater Conservation
Nara Water Cycle Vision Shizuoka Water Vision
Management Plan in Kumamoto Region
Takamatsu City Water Environment Basic Plan the Second Shizuoka City Environment Basic Plan
Kumamoto City Second Groundwater
Conservation Plan Second Niyodogawa River Clear Stream Conservation Plan Common Vision for the Water Environment (*Toyota City)
Basic Plan for Nitrate Nitrogen Reduction Shimantogawa River Watershed Restoration Vision Okazaki City Water Environment Creation Plan
Measures in Miyakonojo Basin Compiled and processed by the Cabinet Office of Water Cycle Policy based
on the MLIT Policy Bureau’s “digital national land information (local government data)”
Source) MLIT
Section 9 Promotion of Policies to Increase Bicycle Use
1 Development of the Plan to Promote the Use of Bicycles Based on the Act on Promotion
of Use of Bicycles
Bicycles are an environmentally-friendly means of transportation, and it is more important than ever to have policies
to further promote their use in Japan, where the environment, traffic, and improving health, etc., are all important issues,
as they provide transport and delivery in the event of a disaster, improve the health of citizens, and contribute to easing
traffic congestion, etc.
To this end, the Act on the Promotion of Use of Bicycles (Act No. 113 of 2016) was enacted on May 1, 2017, and the
Bicycle Utilization Promotion Headquarters was established at MLIT with the Minister as the general manager, to pro-
mote comprehensive and systematic planning as a government, with regard to the use of bicycles.
A basic principle under the Act is that we must promote the use of bicycles by expanding the role that bicycles play in
transportation systems, while ensuring traffic safety, with the fundamental awareness that promotion of the use of bicycles
contributes to the public good. Furthermore, there are 15 basic policies that must be given priority when considered and
implemented, including the establishment of bicycle lanes, and bicycle-only times, etc.
Based on the Act, the Bicycle Utilization Promotion Headquarters is going to draft a Plan to Promote the Use of Bicy-
cles, which includes targets and measures to be taken to promote bicycle use by the summer of 2018, in accordance with
these basic policies.
132 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 9 Promotion of Policies to Increase Bicycle Use
Figure II-2-9-1 Outline of the Act on Promotion of Use of Bicycles (Promulgated on December 16, 2016, Enacted on May 1, 2017)
II
Basic Principles Basic Policy
Chapter 2
Consider and implement the following policies as priority measures
Bicycles do not produce carbon dioxide and are a more versatile option in the event of a disaster a. Establishing dedicated bicycle lanes, etc. b. Establishing off-street parking, etc.
c. Establishing bicycle-sharing facilities d. Establishing bicycle competition facilities
Reduction in reliance on automobiles will have financial and social impact, e. Establishing a system to supply bicycles with a high level of safety f. Conducting staff education, etc., to contribute to bicycle safety
such as by improving health and easing traffic congestion g. Ensuring appropriate management by utilizing information and communication technology, etc.
h. Education and provision of information relating to traffic safety i. Maintaining and improving the health of citizens
Expansion of the role of bicycles in transportation systems j. Improving the physical fitness of young people k. Promoting partnerships with public transport institutions
l. Establishing systems that can be effectively used in the event of a disaster m. Promoting international exchange using bicycles
Ensuring traffic safety n. Promoting tourism and support regional revitalization efforts o. Other necessary measures
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Plan to Promote the Use of Bicycles
National government: Plan to be determined by the cabinet and reported to the Diet in accordance with the basic policy
Comprehensively and systematically promoting bicycle use Prefectural and local governments: Work to create plans according to the situation in the relevant regions
Bicycle Utilization
Promotion Headquarters
Responsibilities of Governments, etc. Establish an Bicycle Utilization Promotion Headquarters
The general manager shall be the Minister of Land, Infrastructure, Transport and Tourism, and office staff shall be relevant cabinet staff
National government: Comprehensively and systematically promoting bicycle use Bicycle Day/Month
Local governments: Divide responsibilities with the national government as appropriate,
May 5 shall be “bicycle day,” and May shall be “bicycle month”
and implement policies according to the circumstances
Public transport operators: Work to form partnerships, etc., between cyclists
and public transport institutions Matters to be Considered as Required by Ordinance
Citizens: Cooperate with bicycle use promotion policies of national
Consideration of the state of administrative organizations responsible for promoting bicycle use, and implementing legislative measures as necessary
and local governments
State of response to breaches of the Road Traffic Act in relation to riding of bicycles
System to provide compensation if a person’ s life is endangered, etc., due to travelling by bicycle
Source) MLIT
2 Creation of a Safe and Comfortable Environment for Bicycle Use
While the total number of traffic accidents has decreased by 40% over the last 10 years, the number of accidents in-
volving both bicycle and pedestrian has decreased only by 10%, which calls for a creation of a safer and more comfort-
able bicycle usage environment. To this end, we published the Guidelines for Creating a Safe and Comfortable Cycling
Environment in conjunction with the National Police Agency, and we are promoting creation of bicycle network plans,
establishment of bicycle lanes in spaces that are generally utilized by automobiles, and effectively raising public aware-
ness of complying with bicycle traffic rules.
3 Promotion of Cycling Tourism by Improving the Cycling Environment
Although regional development through cycling is a promising prospect to spread the effects of inbound tourism
throughout Japan, the environment for receiving cyclists and the cycling environment are still insufficient. Therefore, we
are promoting initiatives including selected routes that will serve as models in each region, creating a cycling environ-
ment through public-private partnership, and establishing an environment for receiving cyclists, in order to improve the
environment for cyclists.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 133
Section 10 Efficient, Prioritized Deployment of Measures
Section 10 Efficient, Prioritized Deployment of Measures
II
1 Promoting i-Construction: Improving Construction Site Productivity
Chapter 2
The construction industry is not only responsible for the development of social infrastructure, but as the protector of
communities, which is a vital role in the conservation of Japanese national land, it is also tasked with ensuring the safety
and security of our society. In order for the construction industry to continue to fulfill these roles even as the population
continues to decline and age, they must reform the way they work by raising the level of wages or increasing holidays,
and in addition, it is crucial to improve productivity. The MLIT is continuing its work on i-Construction, an initiative that
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
incorporates the use of ICT and other technologies to drastically improve productivity in all construction and manufac-
turing processes, from studies and surveying to designing, execution of construction work, inspections, maintenance and
renovations.
From FY2016, ICT has been introduced to earthworks, and we have confirmed that this has reduced hours by approxi-
mately 30%. Since FY2017, we have extended ICT into the fields of paving and dredging, and we have been conducting
trials in the field of bridges through i-Bridge. In FY2017, we undertook 815 earthworks projects, 79 paving projects, 24
dredging projects, and used CIM for 35 i-Bridge projects.
Furthermore we are working towards leveling construction time through standardization of concrete construction stan-
dards, and acts incurring treasury liability, etc. With regard to leveling, we confirmed that projects in the off-season, from
April to June 2017, were up by a factor of 1.2 year on year.
With regard to utilization of three-dimensional data, which is important for the on-site introduction of new technology
such as ICT and robots, we developed the 3D Data Utilization Policy in November last year, which indicates methods and
future initiatives for the utilization of three-dimensional data at each stage of the construction process.
Additionally, the i-Construction Promotion Consortium, which was established in January last year through a collabo-
ration between industry, academia and government and has over 800 members is working to accelerate the development
and introduction of technology by matching on-site needs with technological seeds in five projects.
In addition, we instituted the i-Construction Award, which recognizes initiatives that have led to improved productivity
at construction sites. The first award was granted to a total of 12 organizations (Minister of Land, Infrastructure, Transport
and Tourism Award x 2 and Award for Excellence x 10) as an initiative to spread and promote i-Construction.
Going forward, we will further promote the initiatives we have promoted until now and engage in expanding the intro-
duction of ICT to the maintenance and construction fields, expanding three-dimensional design for large-scale construc-
tion, etc., promoting the introduction of new technology to create innovation in public projects and providing comprehen-
sive support to accelerate the initiatives of small and medium sized businesses. We will also further extend i-Construction
initiatives to create attractive construction sites that are conducive to participation in work by young and female workers.
134 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 10 Efficient, Prioritized Deployment of Measures
Figure II-2-10-1 i-Construction
[ICT Earthwork] [Vision of Productivity Improvement]
II
Surveying Three-dimensional surveying (introduction of manuals for surveying using UAV)
Chapter 2
Amount of
work per man-day i-Construction makes it possible to complete
(Work) the same amount of construction work in fewer days,
with fewer people than ever before
Conventional surveying Three-dimensional surveying with UAV (drones, etc.) i
Construction Construction work using ICT machinery and equipment (introduction of estimation standards for ICT earthwork) -con
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Work 20% improvement in productivity
on construction sites
Fewer workers required
Conventional construction work Construction work using ICT machinery and equipment The introduction of ICT and other technologies
Reducing inspection timeframes/documentation supplements the projected medium- and long-term
Inspections
reduction in skilled labor
Workers
(Men)
200m Reduced work schedule Upgrading and streamlining on-site work
Taking measurements Verifying measurement Verifying three-dimensional data (increased holidays) reduces construction schedules,
by hand every 200 m results on paper on a PC Number of days (Term) increases the number of holidays
Source) MLIT
2 Assuring Public Works Quality and Securing and Developing Leaders
With the aim of ensuring the present and future quality of public works and securing and developing leaders of public
works over the medium to long term, the Act for Promoting the Assurance of Quality of Public Works (Public Works
Quality Assurance Act), the Act for Promoting Proper Tendering and Contracting for Public Works (Proper Tendering
and Contracting Act), and the Construction Business Act were amended in June 2014 (the so-called Three Public Work
Bearers Acts), and the amendment of the Basic Policy under Article 9 of the Public Works Quality Assurance Act and
the Rationalization Guidelines under Article 17 of Tendering and Contracting Act was adopted by a Cabinet decision in
September 2014.
Furthermore, Guidelines on Implementation of Order Administration (Operation Guidelines) (an agreement of an ad-
visory committee of relevant ministries and agencies for promoting quality assurance of public works) pursuant to Arti-
cle 22 of the Public Works Quality Assurance Act were developed in January 2015 to enable commissioning entities to
appropriately and efficiently implement order administration in order to fulfill the responsibilities of orderers set out in
Article 7 of the Act.
Given the full-scale implementation of the Three Public Works Bearers Acts, the MLIT requires municipalities and
all other commissioning entities of public works to move forward with specific efforts based on the Guiding Principles.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 135
Section 10 Efficient, Prioritized Deployment of Measures
Figure II-2-10-2 Key Points of the Guidelines on Implementation of Order Administration (Operation Guidelines)
II Key Points of the Guidelines on Implementation of Order Administration (Operation Guidelines)
The national government prepared the Operation Guidelines under Article 22 of the Quality Assurance Act, listening to the opinions of local governments, academic experts and private business operators and others.
Chapter 2
The Guidelines were put together in a systematic manner as common guidelines for orderers so that they can operate order administration appropriately and efficiently.
The national government periodically conducts surveys on whether order administration is conducted appropriately in accordance with the Guidelines, and puts together the results for publication.
Mandatory action items Action items to work on
Appropriate setting of predetermined prices Selection and use of tendering and contracting methods according to the characteristics and other factors of works
In setting predetermined prices, estimates must correctly reflect transaction prices of Orderers select appropriate tendering and contracting methods among various methods according
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
labor, materials and the like in the market as well as state of affairs of construction so to the characteristics of works and regional conditions, or apply a combination of methods.
that appropriate profits will be secured. In calculating estimates, the up-to-date estima-
tion standards should be used on the assumption of a proper construction period. Leveling of order and construction periods
The leveling of ordering and construction periods should be a goal in order to devise better ways to execute
Elimination of Bugiri practice
budgets, such as by actively leveraging the multi-year budget system and ensuring budget execution from
The bugiri practice must not be conducted as it violates the provisions of Article 7, the first fiscal year, as well as devising contracting methods, such as setting leeway periods, and setting
Paragraph 1, Item 1 of the Act for Promoting the Assurance of Quality of Public Works. construction periods that take into consideration non-operating days by securing two days off a week.
Ensuring setting up and use of survey standards on low bid prices or the lowest price limits Use of quotations
In order to prevent the practice of winning orders by presenting extremely low prices, In the case of inviting bids, if a gap between a standard estimate and actual situations at
appropriate use of the low bid price survey system or the lowest price limit system construction sites is assumed, such as when there has been no bidder or no successful
must be ensured. In principle, predetermined prices are published after bidding. bid, predetermined prices should be reviewed appropriately using quotations.
Appropriate design changes Expediting information sharing and discussions with contractors
If construction conditions and actual state of construction sites do not match
Orderers strive to respond to consultations from contractors speedily and appropriately.
or there are other similar situations, the design documents and associated
Hold meetings of all relevant parties of both orderers and contractors as necessary to
contract prices and construction period must be changed appropriately.
discuss and deliberate the appropriateness of the design changes and suspension of
Establishment of a system for support among orderers construction works and the like with the aim of expediting design change procedures.
In addition to capturing the order administration status of orderers through the Confirm and evaluate construction status after elapse of specified periods after completion
regional council of orderers, orderers make necessary coordination and adjustments,
and municipalities and other orderers that require assistance seek support from the Implement confirmation and evaluation of construction status as
national and prefectural governments through the regional council of orderers. necessary after elapse of specified periods after completion.
Source) MLIT
(1) Approaches to Fulfilling Duty of Orders
The MLIT is taking various initiatives for the appropriate implementation of order administration based on the Ratio-
nalization Guidelines and Operation Guidelines. In addition, to verify whether orderers are properly implementing order
administration based on these Guidelines, we are conducting fact-finding investigations of tendering and contracting
procedures pursuant to the Tendering and Contracting Act, and organizing and publicizing the results.
(i) Appropriate setting of predetermined prices
As an effort to eliminate so-called bugiri, which is the practice of deducting part of construction specification amounts
that are based on fair estimation, the MLIT (with collaboration from the Ministry of Internal Affairs and Communica-
tions) has requested that local governments rectify the practice as soon as possible through every opportunity. As a result,
all local governments (459 organizations) that engaged in bugiri as of January 2015 due to precedents, fiscal reforms of
municipalities, and other reasons, decided to abolish the practice as of April 2016. In addition to the popular version of
the Implementation Manual for the Repair Cost Estimation Method, which is a compilation of public construction works
estimation standards and efforts regarding their implementation that was created in January 2015, we created a version
for affected regions in Kumamoto in January 2017, and have continued efforts to develop and spread the word about the
latest standards and manuals regarding estimation.
(ii) Measures against dumping
Dumping inhibits the healthy development of the construction industry, and MLIT has been using every opportunity to
consider options for the prompt introduction of the low bid price survey system or the lowest price limit system at regional
public organizations that have not yet introduced them. As a result, the number of organizations that has not yet introduced
these systems has reduced from 181 as of March 2015 to 126 as of March 2017.
136 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 11 Forming a New Phase of Relationships between the Central and Local Governments and Private Sectors
(iii) Appropriate design changes
The MLIT aims for the appropriate stipulation of construction conditions in design documents, as well as appropriate II
changes of design documents if deemed necessary, and has revised the Guidelines on Design Changes to facilitate design
change work.
Chapter 2
(iv) Leveling of construction work schedules, etc.
We are steadily promoting actively leveraging the multi-year budget system, incorporating and announcing order out-
looks on a regional basis, setting appropriate construction work schedules, and using systems that allow leeway. We are
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
working to promote further leveling of construction periods, etc., such as by revising and disseminating The ABCs of
Leading Cases of Leveling, which is a collection of forward-thinking examples of efforts by local governments, in March
2017.
(v) Review of varied tendering and contracting options, etc.
New additions to the Public Works Quality Assurance Act include the selection and utilization of various tendering
and contracting options, phased screening systems, technical proposal integrated negotiation systems, and systems that
contribute to the maintenance and management of regional social capital (multi-year contracts, bulk orders, joint order
acceptance). In May 2015, the MLIT drafted Guidelines Regarding the Implementation of Tendering and Contracting
Options for Public Works to enable various orderers to select the tendering and contracting options that correspond to the
peculiarities of each project.
(2) Coordination and Support Among Orderers
With regard to initiatives to contribute to assuring quality of public works, etc., MLIT is working to share information
and achieve further coordination between orderers through the Regional Council of Orderers, the MLIT Committee of
Ordering Institutions for Public Works, and the Regional Committee on Public Works Contracts, etc. In addition, in the
public construction works sector, we are working toward the uptake of the Ideal State of Orderers in Public Agency
Facility Improvement, which was released by the Panel on Infrastructure Development in January 2017, and Recommen-
dations and Explanations, etc., which was developed in June 2017 at local government offices and the like based on the
responsibilities of orderers set out in the Quality Assurance Act.
Section 11 Forming a New Phase of Relationships between the Central and Local Governments and Private Sectors
1 Promoting Public-Private Partnerships, etc.
In order to promote the formation of public-private partnerships (PPP/PFI), MLIT provides support to local gov-
ernments, etc., and facilitates the formation of forums for industry-academia-finance-government discussions (regional
platforms).
In FY2017, we adopted 25 pioneering public-private partnership projects, including considering rejuvenation and revi-
talization of city parks through the introduction of Park-PFI, etc.
In addition, within regional platforms established in each of the nine blocks throughout Japan, we are conducting prac-
tical training, etc., for the sounding of specific projects and acquisition of knowhow through public private dialogue, and
we supported 31 local governments to create local government platforms.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 137
Section 12 Policy Evaluations, Project Evaluations, and Interactive Administration
Section 12 Policy Evaluations, Project Evaluations, and Interactive Administration
II
1 Driving Policy Evaluations
Chapter 2
Based on the MLIT Basic Plan for Policy Evaluations under the Government Policy Evaluations Act, the MLIT uses
three basic policy evaluation methods̶(i) checking policies by periodically measuring and evaluating the achievement
of each measure, (ii) reviewing policies by conducting in-depth analysis on specific focused themes and (iii) conducting
policy assessment by analyzing the necessity of new measures̶and runs management cycles for policies by linking those
methods. In FY2017, (i) 13 policy objectives/44 measure goals/141 performance indicators, (ii) 4 themes, and (iii) 12 new
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
measures were evaluated by the respective systemsNote.
In addition, policy evaluation of individual public-works projects, individual research and development issues, regu-
lations, and special taxation measures are conducted as a method of policy evaluation according to the characteristics of
policies, and the results of the evaluations are reflected in budget requests and the development of new measures.
Also, in accordance with the Act on General Rules for Incorporated Administrative Agencies, performance evaluations
of 15 incorporated administrative agencies as the competent minister were performed.
2 Implementation of Project Evaluations
A fully integrated scheme of evaluating individual public-works projects is built in place to enhance the efficiency and
transparency of their implementation. Under this scheme, new public-works projects are evaluated upon initial adoption
and then reevaluated and post-evaluated upon completion. Project appraisal charts are organized to present a background
of the evaluations of public-works projects, including supporting data relevant to their cost effective analyses upon initial
adoption, reevaluation, and post-evaluation upon completion, and are posted on the Internet and elsewhere. In addition,
MLIT conducts planning-phase evaluations on public-works projects implemented under its direct control as its own
approach in the preliminary phase of new project evaluation upon initial adoption.
Furthermore, in FY2017, we revised the business evaluation procedures, such as flexibly conducting reevaluation,
having confirmed the progress of the project in a timely and appropriate manner.
3 Driving Administrative Management Open to the Public, and Interactive Administration
(1) MLIT Hotline Station
In driving the land, infrastructure, transport, and tourism administration that has a very close bearing on people s living,
it would be essential to gain a broad insight into people s views, requests and so on and deploy administrative actions
directly related to the people. To this end, the MLIT has opened the MLIT Hotline Station to receive about 1,100 views
on a monthly average.
(2) Keeping Consumers Informed
The MLIT has opened the Negative Information, Etc. Search Site at its website to provide a summary listing of the
records of contractors, etc. relating to buildings, such as housing, and public transportation facilities, including admin-
istrative dispositions imposed on them, to ensure safety and security through proper selection by consumers, etc. and
supervision by markets, as well as by administration as in the past.
(3) Making the Planning Process in the Development of Social Infrastructures More Transparent
In driving the development of social infrastructures, it is important to ensure the transparency and fairness of the
planning process and win understanding and cooperation from the local residents. The MLIT is working to make the
planning process more transparent by using guidelines that stipulate present key conceptual approaches to formulating
plans efficiently with socioeconomic, environmental, and all other relevant perspectives taken into consideration while
Note Ministry of Land, Infrastructure and Transport and Tourism Policy Evaluations Website: http://www.mlit.go.jp/seisakutokatsu/
hyouka/index.html
138 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 13 Approaches to Hosting Tokyo 2020 Olympic and Paralympic Games
encouraging the participation of various entities, including local residents, in the process.
II
Section 13 Approaches to Hosting Tokyo 2020 Olympic and Paralympic Games
Chapter 2
Act on Special Measures for the 2020 Tokyo Olympics and Paralympics was enacted on June 25, 2015, and the govern-
ment has established promotion headquarters to contribute to smooth preparation toward Tokyo Olympics and Paralym-
pics to be held in 2020. Also, in accordance with the Act, the Basic Policy was adopted on November 27, 2015, by a
Deploying Land, Infrastructure, Transport and Tourism Administration Tailored to Urges of the Times
Cabinet decision.
The MLIT launched the MLIT Preparatory Headquarters for the 2020 Olympic and Paralympic Games headed by
the MLIT Minister on April 18, 2014 to render all-out assistance. It will take whatsoever responses necessary to get the
Games running smoothly, including assuring safety and keeping lodgings and transportation comfortable. In addition, the
Games belong not only to Tokyo, but to the whole of Japan, and MLIT will promote initiatives to lure foreign visitors into
every little locality of Japan to create vibrant regional areas.
Specifically, MLIT will work on such measures as the development of road transportation infrastructure, enhancement
of the functionality of Tokyo s airports, which are Japan s gateway, enhancement of barrier-free measures, development of
an environment for receiving foreign travelers that includes multi-language information signs/maps and free public wire-
less LAN, strategies to combat heat for athletes and tourists through greening of roadsides and environmentally-friendly
paving, etc., improvement of the waterfront environment, disaster-prevention measures against typhoons and other disas-
ters, security measures, such as maritime security, and issuance of special license plates, in coordination with interested
parties, including the Games Committee and Tokyo.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 139
Section 1 Trends in Tourism
II Realizing a World-Class Tourist
Chapter 3
Destination and Building a Beautiful Nation
Chapter 3
Section 1 Trends in Tourism
Realizing a World-Class TouristDestination and Building a Beautiful Nation
1 Significance of a Tourism Nation
Tourism is an industrial segment of vital importance to Japan, for it helps the nation maintain regional vitalities to keep
up with its social development by capturing global demands, as from rapidly advancing Asian nations, to expand the
nonresident population visiting from both at home and abroad in a decreasing population and aging society with falling
birthrates, and also consolidate its position in an international community by promoting deeper global mutual understand-
ing through two-way exchanges with the nations abroad.
2 Tourism Situation
(1) Japanese Domestic Tourism Consumption
Japanese domestic tourism consumption in 2017, including overnight trips and same-day trips, was 21.1 trillion yen
(up 0.8% from the previous year).
Breaking down Japanese domestic tourism consumption, spending on overnight travel was 16.1 trillion yen (up 0.3%
from the previous year) and spending on same-day trips was 5.0 trillion yen (up 2.3% from the previous year).
(2) Number of international Visitors to Japan
The number of international visitors in 2017 increased to 28.69 million (up 19.3% from the previous year), and has been
reached record high for the fifth consecutive year.
By nationality and region, China accounted for about 7.36 million, followed by South Korea with about 7.14 million.
Each number of visitors from China and South Korea exceeded 7 million for the first time ever in all markets. By market,
the following 20 markets registered their annual record highs: South Korea, China, Taiwan, Hong Kong, Thailand, Sin-
gapore, Malaysia, Indonesia, the Philippines, Vietnam, India, Australia, the United States, Canada, the United Kingdom,
France, Germany, Italy, Russia and Spain.
140 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Trends in Tourism
Figure II-3-1-1 Change in the Number of international Visitors
Up 19.3% vs
II
(10,000 persons)
previous year (2016)
2,900
Chapter 3
2,800
2,700 Achieved
2,600 20
2,500 million
2,400
2,300
2,200
2,100
Realizing a World-Class TouristDestination and Building a Beautiful Nation
2,000
1,900
1,800
1,700
1,600
1,500
1,400 2,869
1,300 Achieved
Lehman
1,200 10 2,404
shock
1,100 Great East Japan million
1,000 Earthquake
Visit Japan 1,974
900
campaign started
800
700 1,341
600
500 1,036
400 835 835 861 836
673 733 679
300 614 622
521
200
100
0
2003 04 05 06 07 08 09 10 11 12 13 14 15 16 17
(Year)
(Note) Definite values for 2016 and before and preliminary value for 2017.
Source) Japan National Tourist Organization (JNTO)
(3) Tourism Consumption by Foreign Visitors to Japan
With the increase in the number of foreign visitors, tourism consumption by foreign visitors in 2017 reached a record
high of 4,416.2 billion yen (up 17.8% from the previous year).
By nationality and region, China accounted for 1,694.7 billion yen (up 14.9% from the previous year), followed by
Taiwan with 574.4 billion yen (up 9.5% from the previous year), South Korea with 512.6 billion yen (up 43.3% from the
previous year), Hong Kong with 341.6 billion yen (up 15.9% from the previous year), and the United States with 250.3
billion yen (up 17.5% from the previous year). These top five countries accounted for 74.6% of total travel spending by
foreign visitors in 2017.
(4) Number of Repeaters among Foreign Visitors to Japan
The number of repeaters among foreign visitors in 2017 was 17.61 million (up 23.5% from the previous year).
Taiwan and Hong Kong especially produced high rates of repeaters, with the percentage of travelers in 2017 visiting
for their second time or more being 83.4% and 80.1%, respectively.
(5) Total Number of Guest Nights of International Visitors in the Outlying Areas
The total number of guest nights of international visitors in the outlying areas in 2017 (Preliminary figures) was 31.88
million (up 15.8% from the previous year). Year on year, this exceeds that for the three major metropolitan areas (which
were up 10.2%), with large increases by prefecture in Aomori (up 60.3% from the previous year), Oita (up 59.3% from
the previous year), and Saga (up 51.9% from the previous year).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 141
Section 2 Initiatives to Realize a World-Class Tourist Destination
(6) Percentage of International Conferences of Those Held in Major Asian Countries
II The number of international conferences held in Japan in 2017 was 414 (up 1% from the previous year), ranking 7th in
the world after France. Japan s share of international conferences out of those held in major Asian countries was 27.8%,
remaining in the top position in Asia.
Chapter 3
(7) Number of Japanese Going Overseas
The number of Japanese who went overseas in 2017 was 17.89 million (up 4.5% from the previous year), an increase
for the second year in a row.
Realizing a World-Class TouristDestination and Building a Beautiful Nation
Section 2 Initiatives to Realize a World-Class Tourist Destination
On May 30, 2017, the Ministerial Council on the Promotion of Japan as a Tourism-Oriented Country decided on a
Tourism Vision Realization Program 2017 as a short-term action plan for the New Tourism Strategy to invigorate the
Japanese Economy. Based on this program, the government made united efforts to promote various measures to realize
a world-class tourist destination.
1 Enhancing the Appeal of Tourism Resources as a Cornerstone of Regional Revitalization
(1) Opening Appealing Public Facilities and Infrastructure to the Public
The MLIT promoted infrastructure tourism to encourage regional promotion by utilizing and opening infrastructure as
tourism resources, such as expanding the number of tours held at the Metropolitan Area Outer Underground Discharge
Channel.
Column Promotion of Tourism and Regional Development
through Infrastructure Tourism Column
There has been a surge of interest in infrastructure tourism, which utilizes dams, bridges, ports, and world-
class civil engineering technology as tourism resources to promote tourism and regional development. In
addition to its role in revitalizing regions around infrastructure, infrastructure tourism is also expected to con-
tribute to promoting greater understanding of infrastructure development, maintenance and management
when visitors observe, experience and enjoy up close infrastructure that are assets specific to each region.
Regional development bureaus and other public agencies are actively organizing facility tours and tie-up
schemes with private sector travel agencies, and information on nationwide infrastructure tours is provided
through an infrastructure tourism portal site that opened in January 2016. Many people join these tours, as
they allow visitors to see things that they cannot see every day. The number of tours offered by private sector
companies has increased from 32 in FY2016 to 80 in FY2017, and tours are offered with cooperation between
infrastructure and the local community, such as discharge of water from a dam for tourists plus local dinning.
Additionally, we are incorporating new perspectives, such as through solicitation of ideas from university stu-
dents around the country, and promoting regional revitalization using infrastructure as tourism resources. We
invite you to also participate in an infrastructure tour and see, learn, enjoy and experience infrastructure in Japan.
142 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives to Realize a World-Class Tourist Destination
II
Chapter 3
Realizing a World-Class TouristDestination and Building a Beautiful Nation
Yanba Dam (Gunma Pref.) Amagikita Road (Shizuoka Pref.)
Port of Ube (Yamaguchi Pref.) Sendohirakomon Lock (Aichi Pref.)
Source) MLIT
(2) Increasing the Attraction of Tourist Sites through the Preservation and Utilization of Tourism Assets with Excellent Scenery
From such viewpoints as creating pleasing landscapes, promoting tourism, keeping the driving environment safe and
comfortable, and making roads disaster-ready, we promoted the removal of utility poles by promoting simultaneous
development during construction of new roads or widening of existing roads and by implementing model construction
works to introduce low-cost methods.
Additionally, based on the Act on Promotion of Utility Pole Removal, we moved forward with the formulation of a plan
to comprehensively, systematically, and quickly promote the removal of utility poles.
Furthermore, through workshops for all prefectures and municipalities, we encouraged municipalities that are major
tourist sites to develop landscape plans. We also made multilingual information boards in national government parks.
Through cooperation with private-sector operators, we integrated rivers and towns, promoting the formation of fa-
vorable spaces that appeal to travelers, such as the establishment of open cafes and riverbeds by private-sector operators
using measures to ease permission rules on exclusive use for river sites.
(3) Promoting Tourism Town Development Using Historical Resources such as Japanese Traditional Houses
In order to make use of historical resources such as Japanese traditional houses as an accommodation, etc., which are
unused assets in local communities, and connect that to regional revitalization, we cooperated with ministries concerned
to respond to inquire from local communities by setting up a consultation hotline about Japanese traditional houses and
providing support such as dispatching experts. Also, in order to promote the revival of Japanese traditional houses using
small investments, such as through crowd funding, we amended the Act on Specified Joint Real Estate Ventures in De-
cember 2017 and worked on spreading and raising awareness of the newly created small-scale specified joint real estate
ventures.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 143
Section 2 Initiatives to Realize a World-Class Tourist Destination
(4) Development of New Tourism Attractions
II From September 2017, we began holding meetings to consider enhancement of tourism resources to make foreign
visitors stay enjoyable and raise their consumption. Then in March 2018, we compiled tourism policies to enhance the
experiential tourism and to improve satisfaction of experiences.
Chapter 3
(5) Improving Extensive Sightseeing Routes to a World-class Level
In order to encourage the formation of extensive sightseeing routes with themes and stories that help draw foreign
visitors to the countryside, we supported initiatives to encourage foreign visitors to tour an area, including enhancement
Realizing a World-Class TouristDestination and Building a Beautiful Nation
of stay-contents using regional tourism resources and promotion of target cities, focusing on specific model courses in 11
routes across Japan. We also dispatch experts to each region to help identify an area s attractions and challenges, suggest
measures, and help improve the skills of relevant persons in the community.
We also used a Theme-based Tourism Program for Drawing Visitors to the Countryside to support networked regions,
in order to attract visitors to the countryside with specific tourism resources such as sake breweries or movie/TV shooting
locations.
Additionally, as part of the promotion of sake tourism, in a 2017 tax system revision we created an export alcohol
market system that exempts from liquor tax as well as consumption tax alcoholic beverages sold to foreign visitors by
alcoholic beverage manufacturers at places of manufacture that have received approval as a location selling for-export
alcoholic beverages. The purposes include increasing awareness of alcoholic beverages made in Japan and promoting
their export.
Furthermore, in October 2017, we released the latest two-years (2015 and 2016) of FF-Data, which enables users to
grasp the movement of foreign visitors in Japan (modes of transportation used and routes taken within the country). It
is expected that this information will be used to analyze sightseeing routes and for the planning and revision of strategic
promotion measures.
We also used big data in an effort to strengthen quick-impact congestion measures by making smart use of the capac-
ity and space of existing roads and parking lots. Specifically, in the Furano/Biei region of Hokkaido, we implemented
congestion measures using wide shoulders to separate vehicles waiting to park from through traffic as well as a park &
bus ride scheme from a temporary parking lot. At the Hitachi Seaside Park in Ibaraki, we conducted a pilot program of a
reservation system to encourage the use of surrounding parking lots through smooth, reliable parking during the season
when the Bassia scoparia (summer cypress) are displaying their autumn colors.
(6) Promoting Formation of Tourism Nation Showcases
In order to form model cases for drawing foreign visitors to the countryside, we selected Kushiro City, Kanazawa City,
and Nagasaki City and are supporting the promotion of Tourism Nation Showcase Implementation Plans which each of
the cities formulated through opinion-exchanging meetings for relevant ministries and the three cities.
(7) Revival of Tourism in Tohoku Region and Responses to Natural Disasters such as the Torrential Rain in
Northern Kyushu
We designated 2016 as the First Year of Tohoku Tourism Recovery and are taking various measures to further pro-
mote tourism revival initiatives in TohokuNote.
In response to the torrential rain that struck northern Kyushu in July 2017, we disseminated information on the allure
of tourist sites in northern Kyushu through bloggers and media to Japanese travelers and through travel company solici-
tations and SNS to foreign visitors.
When Mt. Kusatsu-Shirane (Mt. Moto-Shirane) erupted in January 2018, we disseminated accurate information through
the websites of the Japan Tourism Agency and the Japan National Tourist Organization (JNTO) in an effort to prevent
reputational damage.
Note Refer to Section 4-2, Chapter 1 for Revival of Tourism in Tohoku.
144 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives to Realize a World-Class Tourist Destination
2 Innovating the Tourism Industry to Boost its International Competitiveness and Develop It into a Core Industry
II
(1) Comprehensive Review of Tourism-related Regulations and Systems and Response to minpaku (Private Lodging) Services
On January 4, 2018, the Act to Amend the Licensed Guide Interpreters Act and the Travel Agency Act went into effect,
Chapter 3
in order to respond to the overwhelming shortage of interpreter guides and cases such as malicious land operators bringing
tourists to souvenir shops on condition of receiving large kickbacks. The act s contents included the abolition of regula-
tions on monopolization of the interpreter guide business while keeping in place a monopoly on the name, ensuring the
quality of interpreter guides, introduction of a registration system for land operators, and deregulation of travel services
Realizing a World-Class TouristDestination and Building a Beautiful Nation
limited to a specific area.
Also, in light of the content of a plan to implement regulatory reform (approved by the Cabinet on June 2, 2016) and
of the final report of the review meeting on minpaku services (complied in June 2016), the Private Lodging Business Act
was established in June 2017 to promote minpaku services that meet needs under appropriate regulations, and we prepared
governmental and ministerial ordinances.
Column Spread of Sound Minpaku through Enactment of the
Private Lodging Business Act
The Private Lodging Business Act was passed on June 9, 2017 and promulgated on June 16.
Column
In recent years, the number of foreign visitors to Japan has been increasing rapidly and is expected to
continue increasing in the future. Reliably securing accommodation for these travelers has become a press-
ing issue. Additionally, some foreign visitors would like to use accommodation services in residential houses.
At the same time, residential houses that are empty or that have empty rooms are on the increase, and their
owners who provide accommodation services would like to make effective use of them as accommodation
facilities.
Given this situation, minpaku (private lodging) services have been increasing in Japan, creating a press-
ing need to utilize them for becoming a world-class tourist destination. On the other hand, issues with min-
paku services include the fact that safety and hygiene are not ensured and neighborhood trouble caused
by noise and trash handling is a societal problem. The Private Lodging Business Act was enacted to deal
with these issues.
The act stipulates that persons who engage in the private lodging business must notify their prefectural
governor, etc. and take measures to run the business in an appropriate manner, including measures to en-
sure hygiene and explanations for preventing noise.
After the act was passed, we made preparations, in coordination with organizations concerned, for
spreading sound minpaku, and formulated relevant regulations, including government and ministerial ordi-
nances and guidelines. The act went into effect on June 15, 2018.
Supervise Information sharing
Private Lodging Agent Japan Tourism Agency Commissioner
Register
Lis
site ting Prefectural governors, etc. Minister of Land, Infrastructure
rough info and Transportation
th rm
ent atio
paym np
/ rov
ion isio Register Supervise
vat Notify Supervise
eser n
R
Lodger Private Lodging Operator Private Lodging
Residence provision Administrator
Delegate management (where landlord is absent)
Source) Japan Tourism Agency
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 145
Section 2 Initiatives to Realize a World-Class Tourist Destination
(2) Developing and Enhancing Tourism Management Personnel Based on Industry Needs
II We took initiatives at each level̶the top, core, and working levels̶to develop and secure personnel in the tourism
field.
With respect to the top level, with the objective of developing human resources who can drive Japan s tourism industry
Chapter 3
overall, we considered curricula through industry-university-government cooperation and conducted symposia including
publicity and awareness building. Our aim was to establish bases to continually develop management personnel for tour-
ism at the graduate school level (including MBAs) at Hitotsubashi University and Kyoto University in 2018.
Regarding personnel at the core level, we horizontally extended an educational program conducted at Otaru University
Realizing a World-Class TouristDestination and Building a Beautiful Nation
of Commerce in FY2015 and offered courses at six universities̶Wakayama University and Oita University, chosen in
FY2016, and Aomori University, Kagoshima University, Toyo University, and Meikai University, chosen in FY2017̶to
increase managerial capabilities in the regional lodging industry.
As for working level personnel, as a response to the labor shortage in the tourism industry, we conducted a survey of
long-term internships for students hoping to enter the tourism industry and held online courses and seminars on lead-
ing-edge model cases, in order to encourage the use of the latent workforce of seniors and women wanting to work.
(3) Quick Resolution of the Shortage of Accommodation Facilities and Provision of Accommodation Facilities
that Meet Diverse Needs
Based on notifications sent out in June 2016 related to the creation of a system for relaxing floor area ratios, which is
focused on development of accommodation facilities, we carried out positive initiatives and also made accommodation
facilities eligible for financial support from the general incorporated foundation Organization for Promoting Urban De-
velopment (hereinafter simply called MINTO).
(4) Formation and Development of World-class DMOs
Toward the formation and development in each part of the country of DMOsNote, which are corporations that handle
the management and marketing of tourism regions, we registered 198 corporations in a DMO registration system and
provided assistance for initiatives in each region in three ways: information, personnel, and financial/monetary support.
(5) Continual Operation of the Tourist Area Regeneration/Revitalization Fund and Deployment of Fiscal Resources
to Become a Next-generation Tourism-oriented Country
The Regional Economy Vitalization Corporation of Japan (REVIC), which has entered into a comprehensive collabora-
tion with the Japan Tourism Agency, had set up 12 tourism revitalization funds by the end of FY2017 in different regions
together with local financial institutions. These funds have provided investment and loans to 39 projects, contributing to
area-wide regeneration/revitalization of tourist areas. The Japan Tourism Agency supported REVIC s initiatives, includ-
ing the provision of information on businesses with high relevance to REVIC s initiatives and efforts to get the word out
about the funds, including through its website.
Also, with a view toward expanding and reinforcing the foundations of tourism, in order to make Japan an advanced
tourism nation, an International Tourist Tax was created as a tax for promoting tourism (the system is expected to begin on
January 7, 2019). The source of funds is to be applied to uses that win the understanding of those paying the tax, includ-
ing Japanese traveling abroad, based on the relationship between the benefits and burden, that are highly advanced and
demonstrate good cost effectiveness, and that are in line with the important policy issues, including regional development,
that Japan faces.
Note DMO: Destination Management/Marketing Organization.
146 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives to Realize a World-Class Tourist Destination
Column
Column
Establishment and Utilization of the International Tourist
Tax to Promote Tourism
II
Chapter 3
○ Background
In order to grow tourism into a key industry of the nation, and make Japan an advanced tourism nation ,
there is a need to secure stable fiscal resources for developing higher-level tourism measures that will ac-
commodate the expected further increase in tourism demand. The Tourism Vision to Support the Future of
Japan, established in March 2016, called for examination the securing of fiscal resources from the bene-
Realizing a World-Class TouristDestination and Building a Beautiful Nation
ficiaries of a tourism nation, with a view toward achievement of goals including 40 million foreign visitors in
2020. Accordingly, a council of experts established in the Japan Tourism Agency in September 2017 carried
out the examination. We requested amendment of the tax system based on the interim report issued by the
council in November 2017, and the International Tourist Tax was created in the FY2018 Large Package of
Tax Revisions compiled in December. Under the tax scheme, 1,000-yen tax will be levied per departure for
overseas beginning January 7, 2019, as a tax for the promotion of tourism.
○ How the revenues from the International Tourist Tax will be used
The Basic Policy for the Use of the International Tourist Tax (Provisional Name) (decided by the Ministeri-
al Council on the Promotion of Japan as a Tourism-Oriented Country in December 2017) allocates revenues
from the tax to the three purposes indicated below. In the FY2018 budget, revenues of 6 billion yen from
collection of the tax starting on January 7, 2019, will be allocated, in accordance with the policy, to mea-
sures/projects with especially high novelty and urgency.
(i) Development of an environment for stress-free and comfortable travel
• Development of the CIQ structure by installing facial recognition gates and computerized gates for cus-
toms inspection areas using state-of-art technologies
• Multilingual support etc. using ICT and construction of information platforms regarding travel safety
information
(ii) Simplification of access to information on Japan s diverse attractions
• Utilization of digital marketing using the JNTO website etc.
(iii) Improved satisfaction levels with regard to experiences and stays in regions, through the devel-
opment of tourism resources
• Preparation of multilingual commentaries regarding cultural properties and national parks etc.
• Development of new tourism content for sightseeing in Japan and nurturing of state-of-the-art tourism
that exploits the latest technologies such as VR
For the FY2019 budget forward, when tax revenues will be collected for the entire fiscal year, rigid budget
allocation is to be avoided and, to ensure renewal each fiscal year, revenue uses are to be considered, in
light of the opinions of private sector experts, in the process of budget compilation.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 147
Section 2 Initiatives to Realize a World-Class Tourist Destination
II Taxpayers
International tourists departing from Japan by aircraft or ship regardless
their purpose or nationality (international tourists)
(Reference) Image of Uses
• Crew members
• Persons subject to deportation
Chapter 3
• Persons leaving Japan by an official airplane or ship such as presidential aircraft
• Transit passengers who leave Japan within 24 hours after entry Improvement for smooth entry and
Exclusion and • Passengers who planned to travel between third countries but happened to stop by Japan departure using latest technology
Exemptions due to emergency condition such as inclement weather
• Passengers who planned to depart for a foreign country but happened to return to Japan
due to emergency condition such as inclement weather
• Passengers under 2 years of age
(Note) Certain foreign diplomats and military personnel dispatched to Japan departing for official purpose
Tablet for Muslim friendly
Tax rate
Realizing a World-Class TouristDestination and Building a Beautiful Nation
JPY1,000 per departure for overseas multilingual guide services
(i) Collection and payment by carriers Acquiring big data Utilizing analysis data
Airlines and cruise lines shall collect tax from their passengers and make payment —
Collection / —by the end of the month after the next month of departure.
payment (ii) Payment by tourists
If leaving not with carriers but with private vessel such as private jet, passengers—
—shall make payment by the time of boarding. Data accumulation/analysis
Application Effective from Monday, January 7th, 2019
period (Excluding certain departures based upon a contract of carriage signed prior to the date)
Effective Monday, January 7, 2019
Preparation of
multilingual commentary Utilizing VR / AR
date
Source) Prepared by the MLIT based on the About the International Tourist Tax Bill by the Ministry of Finance Source) Japan Tourism Agency
(6) Strategic Advancement of Visit Japan Promotions With the Post Olympic and Paralympic Period in Mind
and Strengthening of Foreign Publicity on Japan s Diverse Attractions to Encourage Inbound Tourism
In February 2018, the Japan Tourism Agency and JNTO commenced the Enjoy My Japan Global Campaign with the
objective of increasing recognition of Japan as a travel destination, in order to further promote in-bound tourism from
Europe, North America, and Australia. Digital technologies were used to disseminate advertisements and information
mainly online.
We established a new department dedicated to digital marketing in the JNTO and staffed it with personnel experienced
in ICT. We also renovated the organization s website, started using an app and Instagram, established a system to begin
analyzing access across the website, and took other steps to develop the infrastructure for digital marketing.
(7) Promotion of MICE
With a view toward further strengthening Japan s international competitiveness in MICE events, in July 2017, we
established Relevant Ministries MICE Support Interim Action Plan, regarding measures to be implemented by relevant
ministries cooperatively, and in August 2017, we established Interim Report of MICE International Competitiveness En-
hancement Committee, regarding the MICE industry and measures related to relevant ministries and organizations. In line
with these guidelines, we strengthened our initiatives, including with the creation, in November 2017, of a Committee on
Enhancing Competitiveness of Global MICE Cities to enhance the functions of each convention bureau. We also provided
support to improve conference facilities that help the business activities of global companies.
(8) Strategic Relaxation of Visa Requirements
China and India are target markets for strategic relaxation of visa requirements under the Tourism Vision. We partially
simplified application procedures for travelers from those countries and, for China, we issued multiple-entry visas to
visitors going to the six prefectures of the Tohoku regionNote and, for India, we expanded the kind of people eligible for
multiple-entry visas. Also, we adopted a visa waiver for United Arab Emirates nationals based on a pre-registration sys-
tem and took measures to relax visa requirements for CIS and Eastern European countries.
Note Aomori Prefecture, Iwate Prefecture, Miyagi Prefecture, Akita Prefecture, Yamagata Prefecture, and Fukushima Prefecture
148 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives to Realize a World-Class Tourist Destination
(9) Stimulation of Educational Travel to Japan
In light of the Tourism Vision, we conducted inbound matching for educational travel to Japan through a centralized II
point of contact at the JNTO. We also conducted invitation programs for educators and others from cities in Taiwan and
elsewhere.
Chapter 3
(10) Enhancement of Tourism Education
We collected advanced case examples and formulated model classes so that children can learn about attractive histor-
ical and cultural tourism resources in their communities and other parts of Japan and communicate the appeal of those
Realizing a World-Class TouristDestination and Building a Beautiful Nation
resources on their own.
(11) Stimulation of Outbound Travel by Young People
We established the Outbound Promotion Council in the Japan Association of Travel Agents and conducted seminars.
Also, in order to consider concrete policies for stimulating outbound travel by young people, we launched the Review
Committee for Stimulation of Outbound Travel by Young People in the Japan Tourism Agency in December 2017 and
held three review meetings to produce guidelines for stimulation measures.
3 Ensure All Visitors May Enjoy a Satisfying, Comfortable and Stress-free Sightseeing Experience
(1) Realization of Innovative Immigration Control Using Cutting-edge Technologies
In coordination with the relevant ministries, installation of Bio Carts that use the waiting time for passport control to
acquire biometric information in advance were .expanded from 3 to 15 airports. In October 2017, Haneda Airport became
the first to install the facial recognition automated gates for Japanese people returning to Japan.
Furthermore, body scanners were installed at eight airports, including Naha and Kagoshima, and high performance
automatic explosives detectors were newly installed in some major airports, including Haneda Airport.
(2) Promotion of Integrated Tourism/Town Revitalization through Private Sector Town Development Activities
We are promoting the establishment of networks of clear, easy-to-use walking spaces by supporting the development of
information signs around terminal stations and barrier-free transportation facilities and walking spaces.
In order to attract investments from abroad and promote exports of urban development, we also moved forward with
examination of the City Future Gallery concept (tentative name) that introduces the attractions of Japanese cities.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 149
Section 2 Initiatives to Realize a World-Class Tourist Destination
(3) Improving the Environment for Visitor Experience in Japan
II We provided support for multilingual
Figure II-3-2-1 Change in the Number of Tax-Free Shops
services in public transportation and tour-
ist information centers, the development (Unit: Shop)
Chapter 3
50,000
of free public wireless LAN environment,
42,791
and installation of sit-down toilets in pub- 38,653
40,532
40,000
35,202
lic restrooms.
We also provided support for costs to 30,000
29,047
Realizing a World-Class TouristDestination and Building a Beautiful Nation
cope with inbound travelers in approxi-
18,779
mately 600 Japanese inns, hotels, and oth- 20,000
er accommodation facilities. 9,361
10,000
We continued to spread information 4,173 4,622 5,777
about the consumption tax-free system for
0
foreign visitors, including the reduction of 2012.4.1 2013.4.1 2014.4.1 2014.10.1 2015.4.1 2015.10.1 2016.4.1 2016.10.1 2017.4.1 2017.10.1
the lower limit purchase amount for gen-
October 1, 2016 October 1, 2017
eral goods, in an effort to expand tax-free 38,653 Increased by 1,617 shops in local areas 42,791
shops, including in the countryside. Also,
from the perspective of improving con-
Three major Three major
venience for foreign visitors and making Other Other
prefectures metropolitan areas prefectures metropolitan areas
tax-free sales procedures more efficient for 14,827 shops (Tokyo, 16,444 shops (Tokyo,
(38.4%) Kanagawa, (38.4%) Kanagawa,
tax-free shop operators, under certain con- Chiba, Saitama, Chiba, Saitama,
Aichi, Osaka, Aichi, Osaka,
ditions (special packaging, etc.) we will Kyoto, Hyogo) Kyoto, Hyogo)
make transactions where the total amount 23,826 shops 26,347 shops
(61.6%) (61.6%)
of general goods and consumables is 5,000
yen or more eligible as tax-free sales from
Source) Prepared by the Japan Tourism Agency based on documents from the National Tax Agency
July 2018, and from April 2020 we will
make tax-free sales procedures electronic.
We also carried out initiatives to make Michi-no-Eki (Roadside Stations) into sites for the dissemination of local infor-
mation by encouraging inbound responses such as the establishment of tax-free shops and tourist information centers and
the development of free public wireless LAN spots at Michi-no-Eki.
(4) Enhancing Systems for Receiving Foreign Patients to Enable Adequate Responses to Emergency and Non-emergency Cases
In FY2017, in coordination with the Ministry of Health, Labour and Welfare and with the cooperation of prefectural
governments, we created and disseminated a list of approximately 1,260 medical institutions that can receive foreign
travelers. Also, we continued to encourage foreign visitors to subscribe to travel insurance that they can get after arriving
in Japan so that they can receive treatment without worrying about medical costs.
(5) Establishing Regional Economic Development Corridors
To enhance the system of sales outlets for Japan Rail Pass tickets so as to help further draw foreign visitors to the coun-
tryside, in March 2018, we expanded the sales locations in Japan from 16 to 55 train stations and airports.
Furthermore, to accelerate the flow of people, goods and encourage local revitalization by creating an environment with
choices among diverse, easy-to-use modes of transportation, we promoted the strengthening of inter-mode connections,
focusing on buses. In April 2016, the Shinjuku Expressway Bus Terminal, which is one of the largest bus terminals in
Japan, opened at the Shinjuku Station South Exit, consolidating 19 expressway bus stops that had been scattered around
the Shinjuku Station West Exit. In FY2017, we moved forward with an examination aimed at development of consolidat-
ed transportation terminals, using a system that allows the construction of highways and buildings in the same space, in
the areas around Shinagawa Station and Kobe-Sannomiya Station. On March 28, 2018, at the Shinjuku Expressway Bus
Terminal, we began a demonstration testing for a new expressway bus location system that uses ETC2.0 as a common
platform. Going forward, we will expand the companies and routes participating in the demonstration testing in an effort
150 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Initiatives to Realize a World-Class Tourist Destination
to further enhance convenience, and we will also look into expansion to other terminals.
In order to create road signs that are easy for all users to understand, including foreign visitors, we introduced a num- II
bering system for expressways, in addition to route names, for Japan s developing expressway network. Cooperating
with the different road administrators, we pushed forward with the development, aiming to be almost complete by 2020.
Chapter 3
Also, we improved the display of English on road information signs at 49 major tourist sites nationwide and other places
in coordination with the information signs of various organizations and also promoted the display of the names of tourist
sites on intersection name signs at famous tourist destinations and places of interest.
Expressway companies have implemented fixed-price expressway passes for given areas, such as the Hokkaido area,
Realizing a World-Class TouristDestination and Building a Beautiful Nation
for foreign visitors using rental cars, and the first fixed-price expressway pass covering the entire country began in Oc-
tober 2017.
Additionally, to encourage the creation of new services related to boat travel, 18 zones have been established as of the
end of March 2018 under the Model Zones for Boat Travel Revitalization system that began in April 2016.
To secure means of transportation for tourists in depopulated areas, the Private Car Compensated Passenger Transport
System was expanded to tourists, including foreign visitors, in National Strategic Special Districts. We established a
review committee in Yabu City, Hyogo Prefecture and conducted a review. In December 2017, a plan for the Yabu City
district was established and approved.
The new transportation-policy-guide-book Pearls of Wisdom for Ensuring Regional Mobility 2017̶was made to help
municipal officers plan transportation policies to attract foreign tourists visiting rural areas in Japan.
(6) Strengthening Regional Airports Gateway Function and Encouraging LCC Services
In order to encourage the attraction of visitors to Japan through the opening of international air routes, in July 2017, we
approved 27 airports nationwide as airports that help encourage travels to Japan. We also provided support to open new
international routes and increase the number of flights, including by LCCs, and to upgrade the environment for receiving
travelers.
Additionally, the JNTO exhibited and engaged in business negotiations at international aviation trade fairs and carried
out joint advertising in each market in conjunction with the new routes and the increase in the number of flights.
Also, we advanced procedures and examination for consignment of airport operation to the private sector, including
Takamatsu Airport, Fukuoka Airport, Kumamoto Airport, seven airports in Hokkaido, and Hiroshima Airport, with the
aim of revitalizing airports by making use of private-sector wisdom and funds.
Furthermore, we carried out initiatives to expand the arrival and departure capacity at airports, including facility main-
tenance needed to revise flight routes at Haneda Airport, construction of rapid exit taxiways at Narita Airport, construction
of a terminal exclusively for LCCs at Chubu Airport, and construction of additional runways at Fukuoka Airport and Naha
Airport.
(7) Further Expanding the Ability to Receive Cruise Ships
To attain the goal of achieving five million foreign visitors from cruise ships in 2020, which was set out in the Tourism
Vision, we carried out initiatives aimed at zero rejections of cruise ship port calls. This included the upgrading of moor-
ing posts and fenders for receiving large cruise ships using existing stock and the establishment in FY2017 of a subsidy
system (project to make functional improvements for receiving international cruise passengers) for local governments and
other organizations conducting projects to ensure the convenience and safety of cruise passengers.
Also, a bill to amend the Port and Harbor Act so as to create an arrangement system that would allow priority use of
quays to private businesses that develop passenger facilities and make them available for use by the general public at ports
designated by the Minister of Land, Infrastructure and Transportation was enacted in June 2017 and went into effect in
July. On July 26, 2017, we designated six ports as international passenger ship hub formation ports that apply the new
system based on the law. On February 27, 2018, we additionally selected Kagoshima Port as a port at which to form an
international cruise hub through private-public partnership .
Furthermore, we held seminars for local travel companies in Malaysia and Philippines as well as business negotiation
meetings between cruise ship companies and port administrators with the cooperation of the National Cruise Vitalization
Conference. We also enhanced the website for centrally disseminating specifications of port facilities and tourist infor-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 151
Section 2 Initiatives to Realize a World-Class Tourist Destination
mation around ports of call.
II
Column
Column
Chapter 3
Economic Effect of Port Calls by Cruise Ships
When a cruise ship calls at a port, a lot of tourists go ashore all at once, which not only has a direct economic
effect through their dinning, tourism, and shopping but also creates ripple effects such as spurring production and
employment in related industries due to this tourism consumption. For example, when a large cruise ship called at
Realizing a World-Class TouristDestination and Building a Beautiful Nation
Kumamoto Prefecture s Yatsushiro Port in January 2017, a local company supplied it with Japanese sake, which
resulted in the items supplied, such as soy sauce and salmon, increasing gradually. In September 2017, a group of
local companies established a specialized trading company with the purpose of widely procuring provisions such as
beverages and agricultural, livestock, and fisheries products from local producers and selling them to cruise ships.
In this way, tourism consumption and new businesses are being created all over the country as a result of the
acceptance of cruise ships.
Example of economic effect of a port call by a cruise ship (Yatsushiro Port)
Main business content
Cruise ship company Examples of local products supplied
Orders Supplies Pays Three brands of Japanese sake (24 bottles), two brands of shochu (12 bottles),
one brand of soy sauce (12 bottles).
Specialized trading company (ship food company)
Orders Ships Pays
Local Kumamoto / Yatsushiro producers
Tuzyun Shuzo Co., Ltd. Reizan Sakagura Yamamura Shuzo Co., Ltd. Zuiyo Co., Ltd. Sengetsu Shuzo Co., Ltd. Sengetsu Shuzo Co., Ltd.
Soigner Rose Shirakawa Suigen Daiginjo “Kin” Kawabe Mugon
Photo: Kumamoto Marine Inc. website
Local Kumamoto / Yatsushiro food products
Source) MLIT
(8) Innovating the Environment for Using Public Transportation
We created a common format for delivering the information, such as timetables and routes, needed for route searching
between transportation operators and route searching service providers, in order to enable route searching that covers
public transportation nationwide. We also conducted demonstration testing to organize issues, with a view toward efficient
utilization of the common platform.
Beginning in March 2018, the Central Japan Railway Company gradually introduced station numbering at 176 stations
on nine lines heavily used by foreigners in the Nagoya/Shizuoka urban area as well as the Takayama Line and the Central
Line. The West Japan Railway Company introduced station numbering at 266 stations on 12 lines in the Kinki area by
March 2018. Also, discussions were held in a review committee composed of relevant persons, established in February
2018, with a view toward improving routes on which numbering has already been introduced and encouraging its intro-
duction on routes that do not yet have numbering.
Demonstration tests were conducted on an app that calculates taxi fares in advance of journeys from August to October
2017 and on ride sharing from January to March 2018. Also, a demonstration test was conducted on a luxury taxi reser-
vation service that can handle foreign languages.
To reduce foreign travelers inconvenience of carrying large suitcases onto trains, we promoted hands-free travel that
offers temporary storage of luggage at airports and stations as well as delivery of luggage to airports, hotels, and homes
outside Japan. (Locations approved to use the common Hands-Free Travel logo mark: 222, as of March 2018)
152 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Building a Beautiful Nation Blessed with Pleasing Landscapes, etc.
(9) Promoting Universal Design Ahead of the 2020 Tokyo Olympics and Paralympics
Based on the Universal Design 2020 Action Plan decided in February 2017, it has been decided to make large train II
stations more barrier-free and to promote the development of a high level of barrier-free environments across Japan,
with a view toward assuring the success of the 2020 Tokyo Olympics and Paralympics and the future beyond the Games.
Chapter 3
In conjunction with this, in February 2018, we submitted to the Diet a bill to partially amend the Act on Promotion of
Smooth Transportation, etc. of Elderly Persons, Disabled Persons, etc., and in March 2018, we amended the barrier-free
transportation standards.
We encouraged the introduction of barrier-free buses and taxis. With respect to tourism, we examined the production of
Realizing a World-Class TouristDestination and Building a Beautiful Nation
customer reception manuals for lodging facilities, tour businesses, and tourism regions. We also examined the ways that
travel consultation counters and lodging facilities should disseminate information. We also started a program to support
the renovation of local inns and hotels to make them barrier-free.
We formulated Policies on Road Sign Improvements toward the Tokyo 2020 Olympic and Paralympic Games for To-
kyo Metropolis as well as Chiba, Saitama, and Kanagawa prefectures. We improved road signs based on these policies,
including the improvement of English signs, use of route numbers, use of pictograms and reversed characters. (As of
November 2017, we started upgrading the signs in Tokyo Metropolis and three prefectures.)
Furthermore, with regard to roads around major railway stations and tourist destinations nationwide, we focused on
supporting the adoption of universal design in walking spaces, such as the plazas in front of stations.
Additionally, we supported barrier-free improvements, such as the construction of elevators and platform doors at sta-
tions related to the 2020 Tokyo Olympic and Paralympic Games.
At airports, we established numerical targets related to the handling of passenger terminal buildings. In order to im-
prove traveler convenience, we relocated the taxi stands at Haneda Airport s international terminal.
Section 3 Building a Beautiful Nation Blessed with Pleasing Landscapes, etc.
1 Pleasing Landscape Formation
(1) Accelerating Community Development Leveraged by the Landscape Act, etc.
Efforts to form pleasing landscapes have been accelerated by landscape administrative bodiesNote based on the Land-
scape Act, which numbered 698 groups as of the end of March 2017, with 538 of them pursuing their own landscape
plans. Further, the number of municipalities that formulated ministerial ordinances pursuant to the Outdoor Advertisement
Act, which is prefectural administrative affairs, by becoming landscape administrative bodies, rose to 89 groups as of
April 1, 2017, and comprehensive formation of pleasing landscape is ongoing.
Note A landscape administrative body is a prefecture, government-ordinance-designated city, core city or any municipality that han-
dles landscape administrative affairs (those based on the provisions of Section 1 to 4 of Chapter 2 and Chapters 4 and 5 of the
Landscape Act) upon prior consultation with the governor of its prefecture.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 153
Section 3 Building a Beautiful Nation Blessed with Pleasing Landscapes, etc.
(2) Approaching Landscape Discussions as Part of Present Status of Underground Utility Cables in Japan
II Social Capital Development
Figure II-3-3-1
Compared with Major European and Asian Cities
To move ahead with landscape-conscious social capital [Present status of the removal of utility poles in Japan compared with major European and Asian cities]
development, a scheme of making post-project predictions London and Paris 100%
Chapter 3
and assessments of landscapes and factoring them into Hong Kong 100%
project plans while hearing diverse opinions from the local Singapore 100%
residents, academic experts and others has been pursued. Taipei 95%
Seoul 49%
Realizing a World-Class TouristDestination and Building a Beautiful Nation
(3) Accelerating Removal of Utility Poles Jakarta 35%
From the viewpoints of creating pleasing landscapes, 23 Wards of Tokyo 8%
promoting tourism, keeping the driving environment safe Osaka City 6%
and comfortable, and making roads that are prepared for di- *1 2004 status for London and Paris, surveyed by overseas power
survey companies (in terms of total cable length)
sasters, we moved forward with the removal of utility poles *2 2004 status for Hong Kong, surveyed by the Infrastructure
through simultaneous development when constructing new Development Institute (in terms of total cable length)
*3 2001 status for Singapore, according to “POWER QUALITY
roads or widening existing roads and through demonstra- INITIATIVES IN SINGAPORE, CIRED2001, Singapore, 2001” (in
terms of total cable length)
tion testing for introduction of low-cost methods. *3 2013 status for Taipei, surveyed by the MLIT (in terms of road extension)
Also, based on the Act on Promoting Removal of Utility *4 2017 status for Seoul, according to 2017 Korean electricity
statistics (in terms of total cable length)
Poles, we moved ahead with the formulation of a plan for *5 2014 status for Jakarta, surveyed by the MLIT (in terms of road
extension)
promoting removal of utility poles, in order to comprehen- *6 End of FY2016 status for Japan, surveyed by the MLIT (in terms of
sively, systematically, and swiftly promote such measures. road extension)
Source) MLIT
(4) Promoting the Japan Scenic Trails campaign
The Japan Scenic Trails campaign has been promoted with the view of furthering roadside landscape designs and
greening by leveraging regional resources and collaborating with various entities in order to help realize a tourism-ori-
ented country and contribute to regional revitalization. As of the end of March 2018, 141 routes had been registered as
Scenic Trails. Activities include those that help form pleasing landscapes and add to the charms of roadside localities by
working in conjunction with Michi-no-Eki (Roadside Stations).
(5) Promoting Landscape-conscious Road Design
We revised draft Road Design Guidelines, which are general and technical guidelines on road improvement combining
aspects of aesthetic landscape safety, smoothness of traffic, and comfort, in light of social requests such as reconstruction
of road spaces. At the same time, we formulated Guidelines on Landscape-conscious Auxiliary Road Structures setting
forth landscape considerations when considering the installation or updating of road furniture, with the purposes of mak-
ing qualitative improvements in roads and contributing to the formation of a beautiful, refined country and the creation of
pleasant, enriched living environments.
(6) Promoting the Development of Waterfront Spaces, etc.
The practice of the concept of nature-rich river works has been promoted in all river restoration projects to preserve
and create the habitat, growing and breeding environments of living organisms inherent in rivers and diversities of river
landscape while keeping the rivers in harmony with local livelihood, history, and cultures with the workings of nature
taken into consideration. In order to revitalize rivers and towns connected to them from the mouth of river to the source,
we use resources such as regional landscape, history, culture and tourism infrastructure and wisdom with regional
ideas, formulate river-town planning with coordination among municipalities, private businesses, local residents, and
river administrators, and promote the formation of favorable spaces where rivers and towns integrate. Specifically, we
provide support through the river environment project to preserve/restore and create a favorable river environment, make
exceptions to the permission rules on exclusive use for river sites in order to open river spaces, create a water resource area
vision that aims to revitalize water source regions leveraging dams, and promote the Mizubering Project, which provides
the wide public with opportunities to find value in rivers.
Other ongoing efforts directed at regenerating and creating waterside environments include putting treated sewage wa-
154 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Building a Beautiful Nation Blessed with Pleasing Landscapes, etc.
ter to use in babbling water channels. The conservation and creation of excellent waterside environments is also ensured
by the implementation of appropriate wastewater treatment. II
2 Community Development Leveraging Nature and History
Chapter 3
(1) Developing National Government Parks to Contribute to the Preservation, Utilization, etc., of Japan s Indigenous Culture
The development of National Government Parks has been driven to ensure the preservation, utilization, etc. of Japan s
superb indigenous culture. A total of 17 National Government Parks are already open. In FY2017, facilities were con-
Realizing a World-Class TouristDestination and Building a Beautiful Nation
structed in Asuka-Nara Palace Site Historical National Government Park and other locations. Also, in November 2017,
the cabinet approved the establishment of the Meiji Kinen Oiso Teien (Meiji Memorial Oiso House and Garden) as part
of measures related to the 150th anniversary of the Meiji Restoration.
(2) Preserving Historic Landscapes in Ancient Capitals
In Japan s ancient capital, such as Kyoto, Nara, and Kamakura, restrictions are placed on constructing new buildings,
etc., making additions and modifications to existing ones, developing housing land and so on under the Act on Special
Measures for Preservation of Historic Natural Features in Ancient Cities (Ancient Capitals Preservation Law). The Act
also provides for the implementation of ancient city preservation projects, such as purchasing land, and publicity, educa-
tional and other activities, to help preserve historic landscapes in these cities.
(3) Preserving and Utilizing Historic Public Buildings of Historical Value, etc.
With the aim of contributing to regional town development, we are promoting the preservation and utilization of historic
government facilities locally known for a long time. We have developed the environment of historic Sabo facilities (Two
Important Cultural Properties and 193 Registered Tangible
Cultural Properties as of March 31, 2018) by positioning Promoting Tourism and Exchange Events Around
Figure II-3-3-2 Historical Flood and Sabo Facilities in the Araka-
them and their surrounding environment as a core of tour- wa River Basin (Fukushima City, Fukushima)
ism resources, thereby encouraging efforts that contribute
to the formation of a new forum of human interaction.
(4) Community Development Leveraging Histories
and Cultures
Historic landscape maintenance and improvement plans
for 66 municipalities (as of March 31, 2018) have been
accredited in order to promote community development
leveraging local histories and traditional cultures and ap-
proaches pursuant to the plans supported, based on the Law
on the Maintenance and Improvement of Historic Land-
scape in a Community (Historical Urban Development
Law). In addition, we have provided renovation and other Source) MLIT
support for buildings that serve as landscape and historic
resources in order to encourage the formation of pleasing
scenic and historic landscapes.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 155
Section 3 Building a Beautiful Nation Blessed with Pleasing Landscapes, etc.
(5) Promotion of Mizubering Project
II Mizubering is an initiative to provide opportunities to
Riverbed Sketch (Miyagawa River,
find a new value in rivers from outside to people and pri- Figure II-3-3-3
Takayama City, Gifu)
vate companies leading daily lives or engaging in economic
Chapter 3
activities without being conscious of rivers around them.
Mizubering is an activity taking place in more than 60
locations nationwide aimed at realizing regional revitaliza-
tion, starting from waterfronts across Japan, while creating
Realizing a World-Class TouristDestination and Building a Beautiful Nation
a new social design that uses rivers as a new frontier and
has various entities collaborating with each other.
The MLIT will support efforts of regional people and
private companies through Mizubering so that the value of
Source) Junior Chamber International Takayama
rivers can be leveraged further in order to allow them to
serve their roles as regional treasures.
Riverbed Created (Miyagawa River,
Figure II-3-3-4
Takayama City, Gifu)
(6) Promoting Green Infrastructure Initiatives
Green infrastructure aims to utilize the natural envi-
ronment s diverse functions (e.g., providing habitats for
wildlife, forming pleasing landscapes, and controlling
atmospheric warming) and obtain diverse effects such as
improving local charm and the living environment and pre-
venting/reducing disasters, in terms of both structural and
non-structural issues, such as social infrastructure develop-
ment and land use. With regard to this, we carry out initia-
tives in various fields, including the creation of rich river
environments and the development of green coastal levees
as well as parks and greenery that function to prevent the Source) Junior Chamber International Takayama
spread of fires.
156 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Approaches to Regional Revitalization
II
Chapter 4 Promoting Regional Revitalization
Chapter 4
Section 1 Approaches to Regional Revitalization
Promoting Regional Revitalization
In order to properly respond to the declining birth rate/aging population to put a brake on population declines, while
correcting the excessive concentration in Tokyo Area and maintaining vitality of Japanese society in the future by secur-
ing a comfortable living environment in each region, the Basic Policy for Overcoming Population Decline and Vitalizing
Local Economy in Japan 2016 was formulated in 2017 and the Overcoming Population Decline and Vitalizing Local
Economies: Comprehensive Strategy was revised, in accordance with the Act for Overcoming the Population Decline and
Vitalizing Local Economy in Japan passed in November 2014. Also, with the aim of deepening the regional revitalization,
ideas such as using vacant stores and other idle properties and promoting regional universities were examined, and in-
formation, human and financial support to promote specific initiatives based on the regional comprehensive strategy was
provided to local governments.
To help local governments achieve sustainable development goals (SDGs), the Local Government SDG Promotion
Project for Regional Revitalization was established. From February to March of 2018, the Japanese government solicited
proposals for initiatives to help local government units (prefectural governments and municipal governments) achieve
SDGs, and will eventually select up to 30 cities and regions that submit excellent proposals as SDG Cities of the Future.
Roughly 10 of the most advanced initiatives of that group will be selected for a Local Government SDG Model Project,
and will receive financial support. In addition, efforts will be made to promote the diffusion of initiatives to achieve SDGs,
with the goal of 30% of prefectural and municipal governments working on these initiatives by 2020.
In February 2018, the Cabinet approved and submitted to the National Diet the Bill to Partially Amend the Regional
Revitalization Act. The bill includes provisions for revisions to the Tax Credit System for Regional Cores, a system for
creating quality employment opportunities and regional areas to correct the overconcentration of the Japanese population
in Tokyo; the establishment of a System for the Expenses of Regional Revitalization Area Management, a public-private
partnership that collects expenses required for area management activities to contribute to regional revitalization from
beneficiaries and distributes them to area management groups; measures for promoting the Project to Promote the Rein-
vigoration of Shopping Districts, a project that strives to reinvigorate shopping districts for such activities as using vacant
stores; and the fulfillment of a so-called small-core tax system, an investment incentive tax system to promote invest-
ment in corporations that work to provide employment opportunities and life services in hilly and mountainous areas.
In order to realize regional revitalization through regulatory reform, the National Strategic Special Districts system
has successfully reformed regulations that had been difficult to change due to stiff opposition in a wide range of fields,
including medical care, nursery care, employment, education, agriculture, urban reconstruction and community-building.
In addition, the 10 designated districts have visibly moved forward with specific projects that capitalize on these regula-
tory reforms. Furthermore, six fields were specified for intensive efforts in a two-year intensive reform assistance period
ending at the end of FY 2017, and reform of regulations that had been difficult to change due to stiff opposition was
promoted during that period.
The MLIT pushes forward the development of tourism regions, having the Destination Marketing/Management Or-
ganization (DMO) as its core, creating various regional contents and establishing an environment to receive tourists to
become a world-class tourist destination under the keywords of region and consumption. The MLIT also drives efforts
to create jobs by promoting the securing and development of human resources engaged in the construction, shipbuilding,
transportation and other industries that underpin regional economies.
Furthermore, with the aim of reviving regional communities, we are pushing forward efforts to make regional cities
compact and create transportation networks, form small stations in hilly and mountainous areas, and develop houses and
towns for multi-generation residents in coordination with the comprehensive regional care system in suburban metropoli-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 157
Section 2 Promoting Measures Supporting Regional Revitalization
tan areas. We are also promoting multi-habitation in earnest and establishing an environment for making relocation easier
II by facilitating the distribution of existing homes in order to create new flows of people into rural areas.
The MLIT has also been driving nationwide urban renaissance, through the development of public and public-benefit
facilities in a public-private partnership, as well as urban renaissance aimed at the enhancement of international compet-
Chapter 4
itiveness of cities by mainly private developers.
Section 2 Promoting Measures Supporting Regional Revitalization
Promoting Regional Revitalization
1 Efforts Directed at Augmenting Regional and Private Self-reliance and Discretion
(1) Supporting Local Regional Revitalization Efforts
Regional revitalization is not an effort to be taken uniformly throughout Japan; it involves individual regions capi-
talizing on their distinct resources and characteristics to tackle their own distinct challenges to overcome depopulation.
As local governments continue to devise plans for measures, promote projects and verify effects in line with their own
individual strategies, the national government has continued to play the supporting role of providing assistance on infor-
mation, personnel and financial aspects.
To provide assistance on information aspects, the government provides the Regional Economy and Society Analyzing
System (RESAS), which takes big data from the public and private sectors regarding regional economies and makes
it visible and intuitive. The system is used to fully understand the current state and challenges of each region; analyze
strengths, weaknesses and future visions; set basic targets and KPIs, and establish PDCA cycles, thereby supporting the
regional revitalization efforts of local governments, private companies, residents, NPOs and others.
To provide assistance on personnel aspects, regional revitalization colleges train and secure the human resources re-
quired for regional revitalization, while the government provides support through the regional revitalization concierge,
which sets up a consultation desk at each ministry and the regional revitalization personnel support system in which gov-
ernment, private company and other organizations personnel are dispatched to small local governments.
To provide assistance on financial aspects, we are providing support through such efforts as a regional revitalization
promotion subsidy that consistently and continuously supports multi-year, forward-thinking projects undertaken by local
governments, and a regional revitalization support tax system that provides preferential treatment in the form of tax cred-
its for corporate donations to regional revitalization efforts undertaken by local governments (a corporate version of furu-
sato nozei, which is a system of remitting local taxes to regional municipalities of the remitters choice), thereby enabling
regions to make consistent efforts toward regional revitalization from medium- and long-term perspectives.
The MLIT is engaged in similar efforts as well. To promote further approaches to individualistic and charming regional
planning across Japan, the MLIT awards regional activities related to favorable social overhead capital with Handmade
Hometown Prizes (Minister of MLIT Prizes) since 1987. In FY2017, the MLIT hosted the Handmade Hometown Prize
Grand Prix 2017: Refined, Shining, Hometown Pride. At the event, 19 prize-winning groups (3 for grand prize division,
16 for general division) gathered to give presentations, and judges selected the Grand Prix and best presentation prize-
winners in each of the grand prize and general division. Furthermore, the information was sent by newsletter as good case
examples that are useful for regional developmentNote.
(2) Promoting Use of Know-how and Funds Originating from Private Sectors
In order to enhance the growth and competitiveness of local cities, MINTO provided support in the forms of investment,
joint operation, and so forth in private urban redevelopment projects, such as those linked with an urban renaissance and
development project undertaken by a local public entity and accredited by the Minister of MLIT. Accordingly, MINTO
has established a Community-Building Fund Support Program (Management-Style) that sequentially promotes multiple
renovation projects and the like, while collaborating with local financial institutions to launch community-building funds
and perform area management.
Note Regional Planning Information System-Repis website: http://www.mlit.go.jp/sogoseisaku/region/chiiki-joho/index.html
1,971 e-newsletter registrants as of the end of FY 2017 (as of the end of March 2018)
158 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Measures Supporting Regional Revitalization
In its bid to realize and maintain the concept of sustain- Kyoto Minamiza Kabuki Theater (Shijo, Kyoto City, Kyoto Prefec-
able community development with community participa- Figure II-4-2-1 ture), an Example of Joint Implementation and Other Forms of
Support for Excellent Private Urban Redevelopment Projects
II
tion through maintenance and betterment of community
charms and vitalities, the MLIT supports projects related to
Chapter 4
the diffusion and promotion of know-how, etc., that is pos-
sessed by private associations with experience in the prac-
tice of community development activities and that leads to
continuing sources of certain profitability in the course of
Promoting Regional Revitalization
such activities, so that such knowledge can be horizontally
extended to other associations about to embark on similar
activities, or to experimental approaches, etc., relevant to
ingenious, advanced private community development ac-
tivities.
In addition, consideration is in progress toward the reali-
zation of measures aimed at combatting aging expressways
in conjunction with urban redevelopment, using the Tsukiji
River and other sections of the Metropolitan Expressways
as model cases, on the basis of the Road Act amended in FY
2014 that allows for usage of upper open spaces on roads.
Regarding the project to bury the Nihombashi section
of the Metropolitan Expressway, the MLIT has cooperat- Source) MLIT
ed with Tokyo Metropolitan Government, Chuo City; , and
Metropolitan Expressway to push forward with discussions
toward organizing a specific plan to link the project with community-building efforts around the expressway in that area
by the summer of 2018. In February 2018, the Cabinet approved and submitted to the National Diet the Bill to Partially
Amend the Act on Special Measures Concerning Urban Reconstruction, which includes provisions for measures to pro-
mote the proactive use of the grade-separated road system by expanding its scope to include ordinary roads.
Moreover, public-private partnership efforts leveraging road spaces are pushed forward in order to create forums for
regional activity/exchanges and maintain/improve road quality.
In FY2015, the Act to Partially Amend the Act on Special Districts for Structural Reform, which enables private-sector
operators to operate toll roads managed by public corporations, was passed and enacted, and since October 2016, toll
roads in Aichi Prefecture have been operated by the Aichi Road Concession Corporation, established by the Maeda Group
(Representative corporation: Maeda Corporation).
2 General Endeavors to Build an Intensive Urban Structure
Compact cities and development of surrounding transportation networks such as by rebuilding public transportation
networks should be worked on continuously with the mid- to long-term perspectives as they are effective policy means
to realize specific administrative purposes such as maintaining and improving convenience of lives of residents, revitaliz-
ing regional economies by enhanced productivity in the service industry, and reducing administrative costs by improved
efficiency in administrative services.
With the aim of pushing forward initiatives of municipalities toward the realization of compact cities, the Act on Spe-
cial Measures concerning Urban Regeneration was amended in 2014 to create the appropriate location plan system for
encouraging establishment of residential and urban functions with economic incentives. As of the end of FY 2017, 407
municipalities made specific efforts on creating appropriate location plans, of which 142 cities prepared and published
the appropriate location plan. 579 local governments has tackled with local public transportation networking plans and
410 of them has published the plans.
In addition, we are working to improve support measures in line with actual needs, formulate and horizontally develop
model cities, and make the outcomes of efforts visible through the Compact City Formation Support Team (secretariat:
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 159
Section 2 Promoting Measures Supporting Regional Revitalization
MLIT), which comprises relevant ministries and agencies, so that these initiatives of municipalities will be promoted as
II comprehensive efforts in coordination with various relevant measures concerning healthcare/welfare, housing, realign-
ment of public facilities and the optimum use of government owned facilities.
In FY 2017, we worked to improve important support measures based on the actual issues and needs of municipalities,
Chapter 4
and provided them with an overall collection of support measures in list form. In addition, we selected 10 model cities
that are implementing initiatives that clearly indicate target values and their ideal state as cities and are expected to exhibit
the effects of a Compact Plus Network, and also released the second version of the Collection of Cases of Proceeding
and Efforts, a collection of positive cases from individual projects. Furthermore, regarding smart planning, which is a
Promoting Regional Revitalization
method of planning in which optimal facility locations and other factors are examined from users viewpoints, we con-
ducted observations in multiple cities to further improve advanced systems, and made efforts to provide a wider array of
quantifiable measures and evaluation indices.
In addition, the Cabinet approved and submitted to the National Diet the Bill to Partially Amend the Act on Special
Measures Concerning Urban Reconstruction. The bill includes provisions for appropriate measures to undertake to count-
er the spongification of Japanese cities, a phenomenon in which vacant land, houses and other properties occur with tem-
poral and spatial randomness, hollowing out the urban structure and obstructing the formation of Compact Plus Networks.
3 Urban Planning and Infrastructures Development Taking Advantage of Regional Characteristics
(1) Emergency Development of Urban Planning Roads Instrumental in Encouraging Private Investment
The development of urban planning roads is instrumental in facilitating urban reconstruction because it encourages the
reconstruction, etc., of roadside buildings. For those routes under construction whose completion is bottlenecked because
of small plots of land yet to be purchased, the local governments (project-implementing entities) have announced their
pledges to complete the construction within a certain period of time (completion time declaration routes; as of April 2017,
130 routes were declared by 73 project-implementing entities) to speed up the development of the project benefits.
(2) Developing Transport Nodes
Transport nodes, such as railway stations and bus terminals, are very convenient and have great potential as the core of
urban reconstruction, because they attract numerous people to use the various kinds of transport facilities that converge
upon them.
The MLIT leveraged the implementation of transport node improvement projects, urban and regional transport strategy
promotion projects, integrated railway station improvement projects, and other projects at the transport nodes, such as
the Shinjuku St. South Exit District, and in the surrounding areas, in order to improve the ease with which passengers
transition from one means of transportation
to another, to consolidate the urban areas Figure II-4-2-2 Example of a Transport Node Improvement Project (Shinjuku Station South Exit)
disrupted by railways, to improve station Shinjuku Station South Exit
functions, and to streamline urban traffic
and augment the functions of these trans- To Hachioji To Yotsuya
port nodes.
The MLIT also encouraged the upgrad-
ing the station facilities for the general
goals of safe and comfortable regional
living through building child-support and
medical facilities on the premises of exist-
ing railway stations. This idea was devel-
oped from the viewpoint of regional con-
centration, which brings medicine, work,
and living into closer vicinity.
To Yoyogi
Source) MLIT
160 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Measures Supporting Regional Revitalization
（3）Strengthening Connections between Modes of Transportation (Modal Connections)
Regarding concentrated transportation terminals, including the Shinjuku Expressway Bus Terminal, the MLIT devel- II
oped strategic implementation via road projects while strengthening public-private partnerships, and is promoting the
strengthening of bus service and other modal connections to accelerate the flow of people, goods and accelerate regional
Chapter 4
revitalization by creating a place in which people can choose a transportation mode from a wide variety of options, all of
which are easy to use.
As for the user environment for buses in Japan, from the users point of view, bus services are of much lower quality
than railway and airway services in Japan and bus services in foreign countries. As user-oriented road measures that boost
Promoting Regional Revitalization
stock effects are promoted in the future, it is important that the road measures also include efforts to accelerate the im-
provement of the convenience of public transportation, including buses, while taking into account the state of the network
between expressways, railways, Shinkansen and other modes of transportation in regional areas.
Under these circumstances, as an effort focused on buses, we will implement the Basuta (Bus Terminal) Project to
improve the convenience of bus hubs while making full use of ITS and PPP, thereby strengthening modal connections,
realizing the revitalization of regions, and improving productivity in the strengthening of disaster responses.
In April 2016, Basuta Shinjuku, the largest bus terminal in Japan, opened at the South Exit of Shinjuku Station. Basu-
ta Shinjuku was developed through a public-private partnership initiative in which infrastructure was developed under
a road project (for National Route 20), while the private bus terminal operates the facility. The bus terminal is directly
connected to railways, and the 19 expressway bus stops formerly located near the West Exit of Shinjuku Station are now
concentrated in one place. We solicited opinions from users after opening the facility, and continued to improve its con-
venience, adding full-scale convenience stores, women s washrooms, benches and other facilities. We also promoted the
strengthening of traffic countermeasures on National Highway Route 20 through such efforts as rerouting expressway bus
traffic and extending right turn lanes at intersections.
The MLIT will continue to improve convenience by effectively using space within facilities and providing operational
information to users through the full-scale introduction of an expressway bus operations support system, and to promote
traffic countermeasures through countermeasures for cargo-handling vehicles on National Highway Route 20, transporta-
tion flow countermeasures through cooperation with transportation managers and the like.
In addition, in FY 2017, for Shinagawa Station and in the Kobe-Sannomiya area, we promoted the examination of con-
centrated transportation terminal improvement projects that make use of the grade-separated road system.
We are also promoting the effective use of transfers between expressway buses at expressway service areas and park-
ing areas, junction transportation, and expressway bus stops, as well as the improvement of environments for using local
buses.
As for the new modes of transportation of car-sharing and bicycle-sharing, we are promoting efforts that strengthen
connections with other modes of public transportation while making effective use of roadway spaces.
We built Japan s first on-road car-sharing station adjacent to the Otemachi subway station complex in Chiyoda City,
Tokyo, and are implementing a pilot program to verify the possibilities of encouraging the use of public transportation. In
addition, in March 2018, we added a car-sharing station near Shimbashi Station, which is in a different type of location.
We are also implementing a separate pilot program to verify the effects of locating a bicycle-sharing port, which would
be the first in the metropolis, on the national route near this car-sharing station. We will take into account the results of
these pilot programs while continuing discussions toward improving convenience for road users through the effective use
of roadway spaces.
(4) Wide-area Development of Infrastructures to Induce Firm Location
Competition, collaboration, and regional buoyancy in East Asia should benefit greatly by inviting and accumulating
internationally competitive growing industries in the individual regions. Motivated by this recognition, measures have
been promoted to support expanding regional employment and more buoyant economy by concentrating investment on
the development of those infrastructures that are truly needed to carry out unique regional approaches, such as developing
airports, ports and harbors, railroads and wide-area expressway networks.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 161
Section 2 Promoting Measures Supporting Regional Revitalization
(i) Airport development
II Aviation network connecting distant cities at home and abroad are greatly instrumental in revitalizing regional com-
munities, boosting the tourism industry and corporate economic activities. It is expected that the aviation sector will play
a key role to boost Japanese economy taking advantage of global economic growth, in particular booming economy in
Chapter 4
Asia. In an effort to enhance Japan s international competitiveness and regional competitiveness in the hinterlands of the
airports, MLIT has been making efforts to enhance airport capacities and relocate or change the internal layout of airport
terminal area in order to improve user-friendliness.
Promoting Regional Revitalization
(ii) Port and harbor development
In Japan, which is surrounded by the sea, the majority of international trades are conducted by marine transportation,
and domestic marine transportation serves important roles in logistics and interactions between regions. Ports and har-
bors are the gateway for international trades and support Japanese industries as places of corporate activities. In order to
enhance international competitiveness of Japanese industries by improving logistics efficiency and to maintain and create
employment and income, international logistics terminals are being developed at ports and harbors that underpin regional
key industries.
(iii) Railway development
The nationwide network of trunk railways is the lifeblood of passenger and freight transport, accelerating interaction
between blocks and between regions, encouraging industrial location, and activating regional economies to energize
regional living. Rail freight transport, in particular, plays a dominant role in moving industrial commodities that support
regional economies.
(iv) Road development
The MLIT is strengthening Japan s international competitiveness by accelerating and facilitating logistics, and from
the perspective of regional revitalization, is forming a new network of trunk highways, such as high-standard arterial
highways.
(5) Accelerating the Development of Transport Infrastructures
Regarding the method for determining whether considerations for awarding sectional surface rights, etc., related to
projects authorized to use the deep underground pursuant to the Act on Special Measures Concerning Public Use of Deep
Underground (Deep Underground Act) are to be treated as transferred income or not, the FY2015 tax reform has taken
measures to have such considerations set based on the vertical range of the sectional surface rights, etc., in which the profit
from use is limited, instead of one-fourth of the land price. This measure taxes, as transfer income, a certain amount of
the considerations for awarding sectional surface rights, etc., relevant to the projects that are implemented as an integral
part of a project accredited under the Deep Underground Act. Granting a special credit of 50 million yen for exchanges on
expropriation, etc., promotes the earlier appearance of project effects.
(6) Promoting Community-conscious Projects and Programs
(i) Michi-no-eki (Roadside Station)
Located roadside, a Michi-no-eki is a facility that combines a mix of roadside amenities, including parking spaces and
restrooms, sources of information, including highway and regional information, and a forum of regional partnerships,
which encourages interaction between a region and users of the roads in that region and between regions. As of November
2017, there were 1,134 registered Michi-no-ekis.
Efforts have progressed in recent years to set up Michi-no-ekis as hubs of regional revitalization nationwide, thereby
creating regional employment, reactivating economies, and helping improve resident services. As a framework to provide
focused support to these efforts in coordination with relevant organizations, the priority Michi-no-eki system was created
in FY 2014. In addition to six national model Michi-no-ekis and 35 priority Michi-no-ekis selected for the establishment
of the system, 38 priority Michi-no-ekis were newly selected in FY 2015. Furthermore, in FY 2016, we began an initiative
in which we establish specific themes, and certify as models Michi-no-ekis that exhibit exemplary performance according
162 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Measures Supporting Regional Revitalization
to those themes. In FY 2016, we certified six Michi-no-ekis under the theme of resident services, and in FY 2017, we
certified seven Michi-no-ekis under the theme of regional transportation hub. II
Chapter 4
Figure II-4-2-3 Locations of Model Michi-no-ekis
Legend
○○ Model Michi-no-ekis certified in 2017 (Theme: Regional Transportation Hub): 7
○○ Model Michi-no-ekis certified in 2016 (Theme: Resident Services): 6
○○ Michi-no-ekis selected as national models in 2014: 6
Promoting Regional Revitalization
Tono Kaze-no-Oka
Ashoro Ginga Hall 21
(Tono City,
(Ashoro Town, Hokkaido Prefecture) Kawaba Denen Plaza Iwate Prefecture)
(Kawaba Village,
Gunma Prefecture)
Wajima
(Wajima City,
Ishikawa Prefecture) Jobon-no-Sato
(Ishinomaki City,
Koigakubo Sakura no Sato Shokawa Miyagi Prefecture)
(Niimi City, (Takayama City, Gifu Prefecture)
Mai Road IC Chiyoda
Okayama Prefecture)
Miyama Fureai Hiroba
Hagi Seamart (Kitahiroshima Town,
Hiroshima Prefecture) (Nantan City,
(Hagi City,
Kyoto Prefecture)
Yamaguchi Prefecture)
Motegi
Ryokami Onsen Yakushi no Yu (Motegi Town,
Munakata (OganoTown, Saitama Prefecture) Tochigi Prefecture)
(Munakata City, Shodoshima Olive Koen
Fukuoka Prefecture) (Shodoshima Town,
Kagawa Prefecture) Tomiura
(Minamiboso City, Chiba Prefecture)
Niji-no-Koen Matsuno
Sakatani
(Nichinan City, (Matsuno Town, Ehime Prefecture)
Miyazaki Prefecture) Uchiko Fresh Park Karari
(Uchiko Town, Ehime Prefecture) Yoshinoji Kurotaki
(Kurotaki Village, Nara Prefecture)
Source) MLIT
(ii) Creation of hubs through the use of expressway rest areas
Expressway rest areas were typically thought of as only available to users of expressways, but the development of
welcome gates, highway oases, and the like in recent years has opened the facilities to regions along the expressways
to promote regional revitalization, and to encourage those efforts, we are collaborating with relevant organizations to
provide support in line with the progress of those efforts.
Toward that end, in March 2017, we installed a welcome gate at the Takahashi Service Area on the Okayama Express-
way to encourage people in the surrounding areas to use it.
(iii) Improvement of road management through public-private partnerships
Past efforts to work together with regions in the course of road management include cooperation with private groups
and others through the Volunteer Support Program (VSP) and the like. In April 2016, the Road Act was amended and a
road cooperation organization system was created in an effort to further improve road management through cooperation
with private groups and others who resolve common road-related problems, take targeted action to address the needs of
road users, and voluntarily implement other activities. As of the end of FY2017, we had designated 30 groups for national
highways under government control.
Road cooperation organizations implement activities in roadway spaces to improve the appeal of roads, and the benefits
reaped from those activities make it possible to improve road management activities. In addition, road cooperation orga-
nizations are undertaking measures to streamline and facilitate administrative procedures regarding the construction and
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 163
Section 2 Promoting Measures Supporting Regional Revitalization
maintenance of roads and their exclusive use of roads.
II
(iv) Support system for river-town planning
In order to revitalize rivers that show various shapes from the mouth to the source and communities connected to them,
Chapter 4
we are promoting the formation of favorable spaces where rivers and towns integrate by formulating plans for river-town
planning that utilizes rivers with practical use of resources; such as landscape, history, culture and foundation for tourism;
and inventive wisdom of the district, under coordination among municipalities, private businesses, local residents, and
river administrators. By FY2017, 191 locations had been registered in the support system for river-town planning.
Promoting Regional Revitalization
(v) Managing rivers with resident participation to suit regional characteristics
Those individuals who possess an expert knowledge of river environments and who are zealous for the good river de-
velopment are appointed as river environment preservation monitors to help create and preserve river environments and
carry out meticulous activities aimed at ensuring and promoting orderly river usage. Love river monitors are also at work
in order to gather information about river management, such as illegal garbage dumping in to river or defects in river
facilities, to report that information to river administrators and to promote the philosophy of river protection.
Furthermore, the MLIT designates private organizations, etc., that pursue voluntary activities relevant to the mainte-
nance of rivers, the preservation of river environments, or other types of river management as river cooperation organiza-
tions, and legally accredits them as organizations working in conjunction with river administrators, with a view to promot-
ing organized voluntary activities and driving diverse modes of river management tailored to specific regional conditions.
(vi) Supporting efforts to take advantage of the regional features of the seaside
With the aim of stimulating the use of the seaside and enhancing its charm as a tourist resource, we support seaside en-
vironment development projects in which seaside preservation facilities are developed according to active seaside usage
plans.
The MLIT designates those corporations and associations that are accredited to be capable of voluntarily conducting
various activities, such as cleaning and planting seashores for preservation, protecting rare species of animals and plants
along the seaside, getting prepared for natural disasters and hosting sessions of environmental education, as seaside
cooperation organizations to reinforce the
ties of collaboration with localities and Figure II-4-2-4 National Map of Minato Oases
thus to enhance coastal management to suit Wakkanai Port
regional characteristics. Through FY 2017, Kafuka Port
Kutsugata Port
the MLIT has designated 14 organizations. Oshidomari Port
Monbetsu Port
Abashiri Port
Tomakomai Port
Muroran Port
(vii) Regional promotion built around Logo
Hakodate Port Oma Port
Ominato Port
Esashi Port
ports Uozu Port
Aomori Port
Yasumiya Port
Miyazu Port Fushiki-Toyama Port Iwafune Port
Those facilities at which continual ap- Kumihama Port Ogi Port Niigata Port
(Niigata)
Hachinohe Port
Kuji Port
Tottori Port Kobe Port Iida Port
Miyako Port
proaches to regional development are car- Setoda Port
Saigo Port (Suma)
(Kobe)
Wajima Port
Ushitsu Port
(Seiro)
Ryozu Port Funakawa Port
Beppu Port Akita Port
ried on have been accredited as Minato
Onomichi Itozaki Port Himeji Port Anamizu Port
Sakai Port Honjo Port
(Onomichi) Tobi Port Aioi Port Nanao Port
(Mihara) Sakata Port
Tsuruga Port
(Port) Oases by Ports and Harbors Bureau Tadanoumi Port
Ushimado Port
Uno Port Wada Port
Kamo Port
Nezumigaseki Port
Takehara Port
Director-Generals to promote community Koyo Port
Hamada Port Sendai-Shiogama Port
Onahama Port
Hiroshima Port
development around the core of ports to (Ujina)
(Saka)
Ibaraki Port(Oarai)
Chiba Port
Kisarazu Port
help revitalize localities by promoting ex- Yuu Port
Agenosho Port Kawasaki Port
Mitajiri Yokohama Port
changes of local residents and tourism (107 Nakanoseki Port
Numazu Port
Oigawa Port
Tateyama Port
Shimonoseki Port
ports as of the end of March 2018). Oshima Port
Omaezaki Port
Mikawa Port Motobu Port/Minna Port
Karatsu Port Osaka Port Nagoya Port
Minato Oases help generate excitement Fukue Port
Beppu Port
Huke Port/Tannowa Port Tsu Matsusaka Port
Naha Port
Nakagusukuwan Port
Wakayama-Shimotsu Port Toba Port
in communities through various activi- Oita Port
Tsukumi Port
Koza Port
Hidaka Port
Hamajima Port Kashikojima Port
Ushibuka Port Nahari Port
ties such as the All Japan Sea-kyu Gour- Hososhima Port Tei Port Tokushima Komatsushima Port 107 registered ports
Kagoshima Port Edakoshi Port Kure Port Kitaura Port
met Competition hosted by the National Uwajima Port Ashizuri Port Udazu Port
Yawatahama Port Sukumo-wan Port (As of March 31, 2018)
Council on Minato Oases. These facilities Source) MLIT
164 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Measures Supporting Regional Revitalization
are also expected to serve new needs, such as accepting the rapidly increasing number of inbound tourists who arrive by
cruise ship in recent years, and providing support during and after disasters. II
In addition, to respond to diversifying needs of ports and harbors, such as providing Japanese-style hospitality when
cruise ships dock at Japanese ports and harbors, and for purposes such as promoting management of ports and harbors
Chapter 4
through public-private partnerships, the Ports and Harbors Cooperation Association system through which port and har-
bor administrators designate appropriate private groups and the like is used to make further efforts to revitalize commu-
nities centered around ports.
Column
Promoting Regional Revitalization
Column Minato Oases Registrations Break the Century Mark!
Minato Oases are port-centered areas that contribute to community-building and help generate excitement in communi-
ties by serving as places for exchange between local residents and tourists as well as places to rest, obtain information and
more. Minato Oases have spread throughout Japan since their establishment in November 2003 by the Chugoku and Shi-
koku Regional Development Bureaus. In addition, in February 2017, a transition was made to a new, nationwide system in
which Port and Harbor Bureau Director-Generals accredit Minato Oases in an integrated manner. This transition was made
to further promote regional development through efforts to promote the registration and enhance the recognition of Minato
Oases, as well as to serve new needs, such as accepting the increasing number of inbound tourists who arrive by cruise ship
in recent years, and serving as a support base during and after disasters. The transition resulted in 14 new registrations in
FY 2017, which pushed the nationwide number of Minato Oases into triple digits. More registrations are expected in the
future, and as more Minato Oases appear far and wide throughout Japan, we can expect them to help generate excitement
in communities through events such as the Minato Oasis All Japan Sea-kyu Gourmet Competition.
Trends in the Number of Registered Minato Oases
Number of Minato Oases
120
107
100 93
88
80
76
80 A facility that is part of a Minato Oasis
68
(Minato Oasis Shimonoseki)
60
60 54
46 48
40 35
27
20 15
5
2
A regional development event held
0
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 at a Minato Oasis
(Minato Oasis Sakaiminato)
Source) MLIT
(viii) Building centers of marine leisure
The MLIT also promotes the establishment of Umi-no-ekis to leverage existing port facilities, marinas, fish arenas
(fishing + arena) and the like. As of the end of March 2018, 161 Umi-no-ekis have been registered. The MLIT also pro-
vides support for diverse, regionally distinctive efforts such as cruising on rental boats, the sale of marine products, hands-
on experiences with fishing, events and the like so that visitors can enjoy Umi-no-ekis as places where the sea meets the
land. In addition, the MLIT works together with relevant organizations to expand the appeal and enhance the recognition
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 165
Section 2 Promoting Measures Supporting Regional Revitalization
of Umi-no-ekis, and to make full use of them as bases for disaster risk reduction and rescue.
II
(7) Promoting the Active Maintenance of Cadastral Maps
Cadastral surveys are conducted by municipal authorities to reveal the boundaries and the areas of individual lots of
Chapter 4
land, and contribute to the promotion of prevention measures to be taken in advance of major disasters, faster restoration
and reconstruction after disasters, smoother development of infrastructure and the promotion of urban development by
private sectors. The MLIT, to accelerate cadastral surveys, not only provides financial support to cadastral surveys, but
also develops public-private boundary information in urban areas and preserves boundary information in mountainous
Promoting Regional Revitalization
areas under direct state control, and promotes the utilization of non-cadastral survey results.
In addition, the MLIT also promotes the streamlining of cadastral surveys through efforts such as considering efficient
survey methods using satellite images and other surveying technique, and creating operation guidelines for these methods.
(8) Deep underground utilization
Regarding deep underground utilization, a deep underground utilization council exchanges information on deep under-
ground space, in addition to technical discussions facilitation of examination.
4 Self-Reliance and Revitalization of Wide-Area Blocks, and Formation of National Land
(1) National Land and Regional Development for Creation of Convection Promoting National Land
To achieve regional revitalization and sustainable growth, it is important to deploy measures in an integrated manner
while drawing out regional wisdom and devices. Therefore, with the aim of forming convection promoting land that
encourages innovations by dynamically inducing convection across Japan under the National Spatial Strategies and Re-
gional Plans, measures are being taken according to the characteristics of regions while working to form multi-layered
national land and regional structures. The MLIT also works on strategies for regional revitalization through public-private
partnerships and government support in developing foundations that underpin private sector activity and measures to
drive forward autonomous and sustainable regional development with cooperation among various entities.
(i) Promotion of infrastructure development for revitalization of wide-area regions
To form self-reliant wide-area blocks, in FY 2017, 33 prefectural governments established 32 common goals to work
on together in groups of two to four and each government created a total of 72 wide-area regional revitalization infrastruc-
tures development plans to revitalize the regions through buoyant human and material traffic. The MLIT granted subsidies
to implement structural and non-structural projects based on these plans.
(ii) Promoting the development of infrastructures for regional revitalization with partnership between the public
and private sectors
In order to implement smooth and speedy transition from the planning stage to the implementation stage, at the time
of private sector decision-making without missing opportunities for infrastructure development projects that have been
worked out in a partnership between the public and private sectors to contribute to wide-area regional strategies, subsidies
were provided to local governments in FY2017 for 29 feasibility studies including outline designs and implementation
of PPP/PFI.
(iii) Promoting regional planning with diverse entities interworking
In its bid to further self-supporting, sustainable community development through the interworking of local diverse
entities, the MLIT promotes efforts to build a support system with various entities interworking with one another to craft
project-type community development activities (regional businesses).
(iv) Formation of vibrant economic and living zones through allied core metropolitan areas
In metropolitan areas that have a certain size of population and economy, the formation of allied core metropolitan areas
that aim to lead economic growth, consolidate and strengthen high-level city functions and enhance services related to
166 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Measures Supporting Regional Revitalization
people s daily lives is promoted.
Originally metropolitan areas in scope were mainly regional ordinance-designated cities and core cities (population of II
200,000 or more). However, the Overcoming Population Decline and Vitalizing Local Economies: Comprehensive Strat-
egy (revised in 2015) added metropolitan areas centering on adjacent two neighboring cities with population of more than
Chapter 4
100,000 each to the scope under certain conditions. As of the end of March 2018, the scope included 27 areas.
(2) Promotion, etc. of regional center formation
(i) Developing centers of self-reliant growth of diverse wide-area blocks
Promoting Regional Revitalization
In core citiesNote based on the Multi-Polar Patterns National Land Formation Promotion Act, business facilities are
being relocated and various other functions are being concentrated as we continue to promote development. In addition,
the MLIT has driven the construction of Tsukuba Science City to pursue urban revitalization by taking advantage of an
accumulation of science and technology Based on the Tsukuba Science City Construction Act. Furthermore, as the pace
of urban development accelerates along the Tsukuba Express railroad line, environmentally friendly cities are being built
along the Tsukuba Express railroad line by leveraging the characteristics of Tsukuba Science City. In addition, to form a
new hub for the deployment of cultural, academic and research activity based on the Kansai Science City Construction
Act, the construction of Kansai Science City is under way with a partnership among affiliated ministries, local govern-
ments, economic circles and so on according the Basic Policy on the Construction of Kansai Science City.
(ii) Promoting Small Station development within a village area
In some hilly and mountainous areas and other regions with declining and aging population, it is increasingly difficult
to maintain life service functions, including shopping and healthcare, and community functions. Therefore, in regions that
have multiple villages, including elementary school districts, we are promoting the formation of small stations in which
required functions and bases of regional activities are concentrated within walking distance, and transportation networks
with nearby villages are secured.
Specifically, we support the realignment and consolidation of life service functions leveraging unused facilities, and are
working on penetration and boosting awareness in coordination with relevant ministries.
(iii) Reviews of the relocation of the Diet and other organizations
The MLIT aids the Diet in its reviews of the relocation of the Diet and other organizations based on the Act for Reloca-
tion of the Diet and Other Organizations by conducting surveys on the relocation of the Diet, disseminating information
to the nation and so on.
(3) Actions on Land for Which Owners and Their Whereabouts Are Difficult to Find
Changes in the Japanese socioeconomic landscape are causing an increase in land for which owners and their where-
abouts are difficult to find. The existence of this land inhibits the implementation of projects in situations such as improv-
ing public works. To facilitate the use of land for which owners and their whereabouts are difficult to find, the Bill on
Special Measures Concerning the Facilitation of the Use of Land for which Owners and their Whereabouts are Difficult
to Find was submitted to the National Diet in March 2018.
Note Core cities are cities other than the special wards of Tokyo that serve as the cores of considerable widespread areas around them
(There are 14 core cities.).
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Section 2 Promoting Measures Supporting Regional Revitalization
5 Promoting Regional Partnerships and Interaction
II
(1) Forming a Trunk-line Network to Support Regions
To achieve safe, comfortable travel to the central part of an area that has urban functions, such as medical care and
Chapter 4
education, the MLIT supports the elimination of bottlenecks by widening existing roads and developing road networks.
Furthermore, in order to promote the integration of merged municipalities, the development of roads that connect the
central area of a municipality to each of its centers, such as public facilities, bridges, and so on, is being promoted by
implementing municipal merger support road development projects in collaboration with the Ministry of Internal Affairs
Promoting Regional Revitalization
and Communications.
(2) Promoting Human Interaction between Cities and Rural Agriculture, Forestry and Fisheries Communities
The MLIT forms axes of human wide-area interaction and partnership through the development of trunk road networks,
supplies housing and housing land to help realize country life, develops ports and harbors to serve as centers of human
interaction, and more. It also promotes the creation of new types of tourism, such as green tourism, and the activities of
All Right! Nippon Conference and so on in collaboration with the Ministry of Agriculture, Forestry and Fisheries and
other ministries concerned, to promote human interaction between rural agriculture, forestry and fisheries communities.
(3) Promoting Regional Settlement, etc.
In order to support information dissemination by municipalities that work on expanded interactions and relocation to
rural areas through hands-on exchange programs for young people in rural areas, such information is put together in the
MLIT website. Information about dual habitation is also being disseminatedNote.
The MLIT also supports the utilization of vacant houses and buildings by local governments through the appropriation
of General Social Infrastructures Development Subsidies to address a wide range of regional issues.
(4) Introduction of Local Design License Plate
To promote regions and tourism and to foment a sense of unity in regions, and based on proposals from municipal
governments, we have decided to allow 41 areas nationwide to issue license plates with designs that feature regional
characteristics, starting around October 2018.
6 Securing Means of Regional Transport
(1) Securing, Maintaining and Improving Means of Regional Transport
Maintaining day-to-day means of regional transport is of vital importance to the revitalization of regional communi-
ties. Out of this recognition, the MLIT supports efforts directed at forming comfortable and safe public transport, as by
securing and maintaining community transport, such as regional bus routes and sea and air routes to remote islands, in
collaboration with diverse stakeholders, developing facilities that help add to the safety of local railways, and implement-
ing barrier-free measures. In FY 2017, we continued to facilitate the realization of efficient and sustainable local public
transportation through such efforts as supporting the realignment of local public transportation, leveraging the framework
of the Act on Revitalization and Rehabilitation of Local Public Transportation Systems.
Note MLIT Regional Development website: http://www.mlit.go.jp/kokudoseisaku/chisei/kokudoseisaku_chisei_mn_000016.html
168 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Measures Supporting Regional Revitalization
Figure II-4-2-5 Local Public Transport Securing, Management and Improvement Projects
Support for efforts toward the realization of sustainable local public transportation networks based on
FY2018 budget: 20.9 billion yen
II
legislation such as the Act on Revitalization and Rehabilitation of Local Public Transportation Systems
Chapter 4
Securing and maintaining community transport based on regional characteristics
development support when implementing a local public
Drive the development of plans for forming local public transportation networks
Enhancing support in coordination with community
<Support breakdown>
Mainline bus services
Support for vehicle purchasing and operation of mainline bus <Support breakdowns>
Surveys related to formulation of local Local public transportation
services that form interregional transportation networks.
transportation restructuring plan
public transportation networking plans networking plans
Intraregional transportation services
Promoting Regional Revitalization
Support for vehicle purchasing, operation and other factors of Surveys related to formulation of local Local public transportation
community buses, demand-responsive taxis and other intraregional public transportation restructuring plans restructuring plans
transportation services in underpopulated areas, etc.
Usage promotion/project evaluation
Sea and air route services to and from remote islands based on local transportation
Support for sea and air route services to and from remote islands, network formulation plans, etc.
which residents rely on daily as their mode of transportation.
Government
certification
Building comfortable and safe public transportation service Promoting restructuring of local public transportation networks
<Support breakdown> <Support breakdown>
Introduction of low-floor buses, installation of tactile tiles Implementing projects based on local public transportation
with lines for delineating railway station platform edges, etc. restructuring plans certified by the government
- Improving convenience of local buses in rural areas, restructuring bus routes to streamline
Support of the renovation of the facilities that help enhance the safety of local railways operations, introducing a variety of services, including demand-responsive services, etc.
Source) MLIT
(2) Activating Regional Railroads and Supporting Safety Assurance, etc.
While regional railroads not only support the livelihood of the local residents living along the railroads as a means
of their daily transport but also play an important role in providing them with public transport of critical importance in
supporting regional interaction between tourist resorts. However, their management is in an extremely tough situation.
For this reason, the MLIT supports not only the maintenance of safety facilities by implementing local public transport
securing, management and improvement projects or offering tax incentives, but also the construction, etc., of new sta-
tions on local routes that have high potential needs for railway use by implementing projects designed to activate trunk
railways, etc.
(3) Subsidizing Local Bus Routes
To address the pressing issue of securing and maintaining service buses and other regional transport services that are
vital to local residents (such as interregional bus transport networksNote or bus, demand-responsive and other forms of
regional transport closely related to trunk transport networks), the MLIT is providing support for the operation of regional
transport services, updating of buses and other needs to help secure and maintain optimal networks of regional transport
tailored to specific regional characteristics and conditions. In addition, the MLIT is also working closely with key people
in local areas to improve productivity with full attention paid to regional characteristics in order to secure and maintain
these regional transport networks amidst projections of further depopulation.
(4) Maintaining and Revitalizing Regional Air Routes
Regional air routes face many challenges. Regional airlines must deal with vulnerable business infrastructure, high cost
structures due to operating small numbers of aircraft, canceled flights due to problems with aircraft and other factors, and
a limited ability to expand due to their collaboration with certain major airlines. Major airlines must deal with mismatches
between aircraft and demand, such as when they use large craft that seat over 100 people, and limits to internal support as
a result of intensifying competition on high-demand routes.
Note Wide-area, integral bus routes that satisfy standards set out by the Japanese government (routes that connect multiple munici-
palities with service at least three times per day, etc.) and are deemed by the Council as requiring maintenance and securement
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 169
Section 3 Promoting the Private Urban Development
Furthermore, there is concern over a variety of issues that could appear in the future, including updating old, small
II aircraft once they are no longer being manufactured, the increased supply of seats inevitably due to those updates, and the
difficulty of securing pilots and other human resources.
In light of these issues, we must seek out some way for regional airlines to engage in better initiatives to make regional
Chapter 4
air routes sustainable. Therefore, in June 2017, the MLIT published an interim summary of the findings of the Committee
on Sustainable Regional Air Transport, which had been meeting since June 2016, and is using these findings to continue
to examine ways to realize sustainable regional air transport.
Promoting Regional Revitalization
(5) Supporting Transport to and from Remote Islands
Residents of remote islands rely daily on sea routes to remote islands as their mode of transportation. In FY 2016, pas-
senger transport demand for the nation s 296 sea routes fell to 43 million (an 11% decrease over the preceding decade),
and most of these routes face extremely severe business conditions because they serve areas that are dealing with more
pronounced depopulation and aging than mainland Japan. Therefore, projects to secure, maintain and improve regional
public transportation are implemented to subsidize running costs, fare discounts for residents of remote islands, and the
construction of better ships for operational efficiency on sea routes that are projected to run a deficit or are the only option
in their areas (121 sea routes eligible for subsidies as of the end of March 2018).
Furthermore, the operation of bus transportation with land and sea connection that enables the elderly and those who
have walking problems to use a ferry while riding on a bus started from April 2015, and 18 business operators are provid-
ing the service as of the end of FY 2017.
Air routes to remote islands are an integral mode of transportation that supports life on the islands, namely through
securing medical care for the regions. Therefore, to ensure consistent air transportation to remote islands, air carriers
extending their air routes to remote islands are granted comprehensive support (budget: airframe purchase grants, opera-
tional cost grants, tax and public dues: landing fee alleviation, aviation fuel tax alleviation and so on).
In FY2017, 56 remote island air routes were in service, and the national treasury subsidizes 17 routes of them.
Section 3 Promoting the Private Urban Development
1 Promoting Urban Development by Private Sectors
(1) Promoting Urban Development by Private Sectors Based on the Specific Urban Renaissance Emergency
Development Area Program
While rapidly growing Asian nations have resulted in a proportionate decline in Japan s international competitiveness,
it has become an essential task to provide a powerful boost to the development of the urban areas in the nation s major
cities, a source of impetus to the national growth, in a partnership between the public and private sectors to turn them into
attractive urban centers that lure businesses, human resources and more from overseas. In order to achieve this, the sys-
tem of Specific Urban Renaissance Emergency Development Areas to enhance urban international competitiveness of the
designated areas was established. And 13 areas nationwide are now designated as such (as of March 2018). In 11 of them
(as of the end of March 2018), development plans were formulated by councils formed in a partnership between the public
and private sector. The International Competition Base City Development Project has also been launched to provide pri-
oritized, concentrated support to the development of urban center infrastructures in accordance with development plans.
In order to support the formation of international business and living environments, we are providing comprehensive
support for the improvement of urban functions that contribute to improving these environments, both non-structural and
structural measures regarding city sales, and the development of foreign language-capable medical facilities and other
facilities that improve international competition through the Project Supporting the Improvement of International Com-
petition and City Sales.
As of the end of March 2018, a total of 53 Urban Renaissance Emergency Development Areas were registered in govern-
ment-ordinance-designated cities and prefectural capitals, including Tokyo and Osaka, hosting a variety of urban develop-
170 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Promoting the Private Urban Development
ment projects by private sectors in steady Status of Designation of Specific Urban Renaissance Emergency Development Areas
progress. Mezzanine support servicesNote
Figure II-4-3-1
and Urban Renaissance Emergency Development Areas (as of the End of March 2018) II
supporting the procurement of middle-risk <<Legend>>
Urban Renaissance Emergency Development Areas
funds are carried out by MINTO.
Chapter 4
Naha City: 1 area, 11 ha
Specific Urban Renaissance Emergency Development Areas Sapporo City, 1 area, 225 ha
In addition, the Bill to Partially Amend Sapporo urban center area, 145 ha
the Act on Special Measures Concerning Sendai City, 1 area, 79 ha
Saitama City, Kawaguchi City, 3 areas, 245 ha
Urban Reconstruction submitted to the Na-
Chiba City, Kashiwa City 4 areas, 185 ha
tional Diet in February 2018 includes pro- Kyoto City, 2 areas, 375 ha Hamamatsu City, 1 area, 40 ha
Tokyo, 7 areas, 2,944 ha
Gifu City, 1 area, 30 ha
Promoting Regional Revitalization
visions for measures to create a program Kobe City, 2 areas, 371 ha Tokyo urban center/seaside area, 2,040 ha
Kobe Sannomiya Station, surrounding/seaside area, 45 ha Shinagawa Station/Tamachi Station, surrounding areas 184 ha
for arranging parking facilities for urban Okayama City, 1 area, 113 ha
Shinjuku Station, surrounding areas, 220 ha
Shibuya Station, surrounding areas, 139 ha
reconstruction, add entities for proposing Hiroshima City, Fukuyama City, 2 areas, 84 ha Ikebukuro Station, surrounding areas, 143 ha
finalized urban plans, and more. Fukuoka City, 2 areas, 790 ha
Kitakyushu City, 1 areas, 102 ha
Tokyo, Kawasaki City
(crossing prefectural border) 1 area, 339 ha
Fukuoka, urban center area, 231 ha Haneda Airport South, Kawasaki Tono Town,
Daishigawara area, 66 ha
(2) Status of Application of the Mea- Takamatsu City, 1 area, 51 ha
Osaka City, Sakai City, Toyonaka City, Takatsuki City, Nagoya City, 2 areas, 546 ha Yokohama City, 3 areas, 266 ha
sures to Support Urban Recon- Moriguchi City, Neyagawa City, 12 areas, 1,139 ha Tokoname City, 1 area, 378 ha Kawasaki City, 2 areas, 170 ha
Sagamihara City, Atsugi City, 2 areas, 109 ha
struction Projects Osaka Station / Nakanoshima / Midosuji, surrounding areas, 209 ha Nagoya Station surrounding area,
Osaka Cosmo Square Station, surrounding areas, 53 ha Fushimi/Sakae area, 303 ha Yokohama urban center/seaside area, 233 ha
(i) Zoning for Special Districts for Ur-
Source) Cabinet Secretariat and MLIT
ban Renaissance
A Special District for Urban Renais-
sance is a new concept of an urban district, with greater latitude for zoning (exempt from existing zoning restrictions).
A total of 87 Special Districts for Urban Renaissance were zoned as of the end of March 2018, 62 of which had been
proposed by private entrepreneurs, etc.
(ii) Accreditation of private urban reconstruction project plans
Private urban reconstruction project plans accredited by the Minister of Land, Infrastructure, Transport and Tourism
(113 plans as of the end of March 2018) are financially supported by the Organization for Promoting Urban Development
or by tax incentives.
(3) Promoting the Formation of Larger Blocks
Since many of the central areas of Japan s major cities have been organized into blocks through the land readjustment
projects for war reconstruction, etc., the scales of these blocks, with the structure of the local streets, are not fully respon-
sive to the prevailing needs for land use, transport infrastructure and disaster prevention functions. To enhance the interna-
tional competitiveness of large cities, revitalize regional cities, and seek advanced and effective land use to fill present-day
needs, the MLIT promotes the aggregation of land that has been segmented into multiple blocks, the consolidated usage
of sites, and the restructuring of public facilities.
2 Approaching National Strategic Special Districts
In addition to the special exemptions from the Building Standards Act, the Road Act, the City Planning Act and the like
introduced as regulatory reforms in the Act on National Strategic Special Zones passed in December 2013, the amendment
to the Act on National Strategic Special Zones passed in July 2015 included special exemptions concerning the establish-
ment of nursery schools in city parks to address the increase in the number of children on waiting lists for admission to
nursery schools in recent years, and an amendment to the Urban Park Act in 2017 nationalized the exemptions. The MLIT
intends to promote specific projects and proceed with visible progress on the reform of regulations that have been difficult
to change due to stiff opposition.
Note A mezzanine support service is defined as among all services that involve the development of public facilities with environmen-
tally friendly architectural structures and sites, those that are accredited by the Minister of Land, Infrastructure, Transport and
Tourism and that are entitled to the procurement of a middle-risk fund (such as a loan granted with an option to leave principal
and interest subordinated) by MINTO.
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Section 5 Promoting Comprehensive Development of Hokkaido
Section 4 Promoting Localized Promotion Measures
II
1 Measures Directed at Heavy-snowfall Areas
Chapter 4
The MLIT promotes the availability of transportation, the development of facilities related to living environments
and conservation of national land, and the availability of people responsible for snow disposal and other measures for
heavy-snowfall areas based on the Act on Special Measures concerning Countermeasures for Heavy-snowfall Areas in
an effort to contribute to the economic development and improvement of residents lives in regions where the inevitable,
annual accumulation of snow inhibits improvement of residents standards of living and industrial development. Note
Promoting Regional Revitalization
that 532 municipalities have been designated as heavy-snowfall areas (201 of which have been designated as special
heavy-snowfall areas), and that these municipalities account for the vast area of 51% of Japan s land area (the special
heavy-snowfall areas account for 20%).
2 Promoting Remote Islands Development
The MLIT is supporting remote islands development pursuant to the remote islands development plans formulated by
the prefectures in accordance with the Remote Islands Development Act not only by appropriating lump-sum budgets
for the implementation of public works projects, but also extending Remote Islands Rejuvenation Grants, to encourage
settlement in remote islands, as by fostering industries and increasing employment, accelerating the scope of exchanges,
as by promoting tourism, improve and consolidate safe and secure settlement conditions and so on.
In FY 2017, the MLIT published the Plan to Revitalize Remote Islands through Tourism Involving Overnight Stays
and Exchange, a policy that calls for making full use of attractive island resources to create an economic ripple effect that
permeates throughout the islands.
3 Promoting and Developing the Amami Islands and Ogasawara Islands
In addition to implementing the development of social infrastructures through promotion and development projects,
etc., based on the Act on Special Measures for Promotion and Development of the Amami Islands and Act on Special
Measures for Promotion and Development of the Ogasawara Islands, the MLIT leverages grants, etc., to assist with re-
gional efforts directed at boosting employment and encouraging settlement by promoting tourism, agricultural and other
industries suited to regional characteristics in pursuit of more self-supporting, more sustainable growth.
4 Promoting Peninsulas
To support peninsula promotion measures through peninsula promotion plans developed by prefectural governments
based on the Peninsular Areas Development Act, the MLIT implements projects to encourage wide-area cooperation on
peninsular development in peninsula promotion measure implementation areas (as of April 2017, 23 areas (194 munici-
palities in 22 prefectures)), assists efforts to contribute to the facilitation of exchanges that leverage resources and char-
acteristics of peninsular areas, promoting industry and regional settlement, and promoting industry and developing roads
that encircle peninsulas.
Section 5 Promoting Comprehensive Development of Hokkaido
1 Promoting Comprehensive Development of Hokkaido
(1) Promotion of the Hokkaido Comprehensive Development Plan
Japan has pursued an active policy of developing Hokkaido to help resolve the problems facing the nation and to
achieve powerful regional growth by taking advantage of the excellent resources and characteristics of Hokkaido.
172 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Promoting Comprehensive Development of Hokkaido
The 8th term Hokkaido Comprehensive Development Plan covers the period from FY 2016 to roughly FY 2025 and
was adopted by Cabinet decision in March 2016. Under the plan, the government is promoting various measures with the II
goals of creating local communities where people shine, industries that look to the world, and strong, sustainable national
land that comprise an image of Hokkaido that is recognized the world over.
Chapter 4
In June 2017, the Hokkaido Development Subcommittee reported the results of its discussions by its plan promotion
task force. The report describes approval for intensive efforts toward the formation of world-class tourist attractions to
lead the actualization of Japan as a world-class tourist destination, and the sustainable development of food product sup-
ply bases; the establishment of numerical targets to serve as guidelines for ideals and action; the promotion of policies
Promoting Regional Revitalization
to extract and share issues for striving for the realization of objectives; and the hosting and follow-up of plan promotion
task force meetings roughly once per year to manage the progress of the plan. The MLIT will continue to promote the
development of Hokkaido with respect to the Hokkaido Comprehensive Development Plan.
Figure II-4-5-1 Overview of Hokkaido Comprehensive Development Plan
Chapter 1 Significance of Plan Developed Chapter 4 Key Measures of the Plan
Section 1 Background of Hokkaido Development
- Hokkaido development was promoted under special a development policy to contribute
to the safety and development of Japan as a whole. Section 1 Formation of local communities where people can shine
- Growth industries are growing, with exports including foods doubling and the number of
foreign tourists topping 1 million. On the other hand, the economy and population are (1) Maintaining and enhancing settlement and human interaction environment
shrinking. Concerns exist in relation to areas in which networks have yet to be toward the keeping and formation of Hokkaido-type regional structures
developed and to the maintenance of regional communities. (i) Formation of basic zones (ii) Production space in rural areas
Section 2 Trends of the Time Facing Japan (iii) Urban districts in rural areas (iv) Core cities in basic zones
(1) Coming of the era of drastic population declines (v) Sapporo Area (vi) Promotion of areas around the borders
(2) Further globalization and changes in international environments (2) Promoting the hiring and convection of a variety of human resources toward
(3) Imminent large-scale disasters enhanced value creation capabilities of Hokkaido
Section 3 Significance of New Hokkaido Comprehensive Development Plan - Create a society of mutual assistance, secure an active population
- Fundamental significance of Hokkaido development: contributing to the resolution of - Human convection with North Japan and overseas
Japan’s tasks to be addressed by leveraging resources and characteristics of Hokkaido - Find and develop human resource for regional development.
- There is the risk that it may become difficult for Hokkaido to maintain its production (3) Steady promotion of Northern Territory neighboring region
space, which contributes to Japan by providing strength in such areas as food and (4) Promoting the Ainu Culture, etc.
natural environments, due to a rapidly declining and aging population.
- The next ten-year period is critical, with the survival of production space and region at
stake. Section 2 Promotion of Industries that Look to the World
- In addition, the period could provide opportunities for the region to leap forward with the
opening of the Hokkaido Shinkansen, the extension of the expressway network to (1) Promotion of the agriculture, forestry and fishery industries, and the
eastern Hokkaido, and the 2020 Tokyo Olympic and Paralympic Games. food-related industries
- By utilizing these opportunities, create a leading example of local communities where (i) Promotion of the agriculture, forestry and fishery industries through innovation
people can have good lives without losing vitality, regardless of drastic population (ii) Higher added value of foods and comprehensive base development
declines. (iii) Overseas development of foods
(iv) Vitalization of rural areas utilizing regional resources
(2) Formation of world-class tourism sites
Chapter 2 Plan Goals - Create appealing world-class tourism areas, further boost tourism consumption
by foreign visitors
Catch-phrase: The World’s Hokkaido - Conditioning the Environment to Host Foreign Tourists
Vision: Creating a world-standard value creation space with 2050 in sight. - Strategic efforts toward an era of inbound tourists
<<Goals>> - Promote venues for MICE, and attract foreign business guests
(1) Local communities where people can shine (2) Industries that look to the world (3) Developing industries that take advantage of regional strengths
(3) Strong and sustainable national land
- Leverage the north’s superiority
- Further development of industry accumulation
Chapter 3 Basic Policy on Plan Implementation - Vitalize regional economies, including local consumption industries
- Promote investments within the region
- Develop human/logistics networks that support industries
Section 1 Plan Period: 10 years from FY2016 to FY2025
Section 2 Basic Strategic Approaches
Maintaining and forming regional structures specific to Hokkaido Section 3 Formation of strong and sustainable national land
- Forming basic zones where people’ s daily lives take place in a three-layered
structure: Production space, urban district and core city. (1) Formation of sustainable local communities that co-exist with rich and
- Sapporo Area: Lead Hokkaido as a whole, leveraging its concentration. abundant nature
Enhancing Hokkaido’ s value creation capabilities (i) Securing sustainability of the environment and economy/society
- People are resources in an era of declining population. - Formation of a society that co-exists with nature
- Improve regional value creation capabilities by developing and utilizing human - Formation of a recycle-oriented society
resources and attracting a variety of people. - Formation of a low-carbon society
Section 3 Plan Implementation Strategies (ii) Realization of an energy supply/demand structure that has a low environmental impact
(1) Forming multi-layered platforms through industry-academia-government-finance - Efforts toward further adoption of renewable energy
collaboration - Efforts based on Hokkaido’ s regional characteristics, such as heating source
- Develop regional or Hokkaido-wide industry-academia-government-finance and automobile fuels
(2) Contributing to the development of a strong national land and formation of a
collaboration platforms based on themes, such as human resources
safe and secure social infrastructure
development or regional development, and manage the efforts in a sustainable (i) Responding to more severe and more diversified disasters
manner. - Develop systems for protecting human lives
(2) Pioneering and proactive adaptation of innovations—promotion of Hokkaido - Respond to disasters during winter
Initiatives - Respond to large-scale natural disasters, such as earthquake/tsunami disasters
- Adjust for population declines using the power of technology, and resolve and volcanic eruptions
regional issues innovatively without being caught up on adverse effects. - Respond to flood and landslide disaster risks due to such causes as climate
(3) Strategic social infrastructure development changes
- Demonstrate the stock effects of social infrastructure to the maximum extent. (ii) Contributing to stronger national land for Japan as a whole
Ensure the strategic maintenance of infrastructure and enhance efforts to use it - Secure backup site functions in times of national-scale disaster
smartly, leveraging technological development. - Secure a stable supply of foods in times of disaster
(4) Plan management (iii) Safe and secure utilization of social infrastructure
- Promote countermeasures against an aging infrastructure
- Management cycle: “Planning → implementation → evaluation → - Promote traffic safety measures
improvement” ; Conduct comprehensive inspections in roughly five years’ time - Develop human resources that support the creation of a strong national land
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 173
Section 5 Promoting Comprehensive Development of Hokkaido
(2) Promoting Measures that Support Plan Realization
II The new plan was formulated to respond to various impending issues facing Japan, namely the coming of an era of full-
scale population decline, further development and changes to the international environment due to globalism, and major
disasters. We are promoting the following types of measures.
Chapter 4
(i) Local communities where people can shine
In addition to establishing regional social structures that enable people to continue to live a long time across Hokkaido,
covering vast production spaces that form communities dispersed in wide areas on a scale different from other regions,
Promoting Regional Revitalization
to city areas, it is also important to promote lively convection by attracting a variety of people to Hokkaido, where the
population is declining faster than in other regions in Japan. Thus, the MLIT is promoting the creation of systems to main-
tain and form a Hokkaido-style regional structures in addition to the formation of wide-area transport networks including
national high-grade trunk highways, improving the functions of Michi-no-ekis and Minato Oases, establishing prosperous
living environments that accommodate child raising, aging and other concerns, and securing stable transport to and from
remote islands as a system for maintaining and improving settlement and exchange environments. We are also promoting
efforts such as the development of the Hokkaido Value Creation Partnership Activity, a wide-area, interdisciplinary sup-
port and cooperation system for human resources engaged in regional development.
(ii) Industries that look to the world
Hokkaido has competitive advantages in the agriculture, forestry, and fishery industries; the food and tourism related
industries; and other industries for export to other regions in the country and other countries; and it is important to stra-
tegically develop these industries. Therefore, we are promoting, among other measures, the enhancement of productivity
and competitiveness in the agriculture, forestry and fishery industries by larger division of farmland, advanced sanitation
management measures at fishing ports and other means; the creation of a comprehensive base for food by attracting food
companies from outside Hokkaido; the promotion of foreign tourists driving around Hokkaido by car and the Scenic By-
way Hokkaido program, which encourages the development of scenery, communities and tourist attractions; holding of
international conferences (MICE) in Hokkaido; and the strengthening of functions of New Chitose Airport and strategic
international bulk ports including Kushiro Port.
(iii) Strong and sustainable national land
Hokkaido, which has beautiful and magnificent natural environments and abundant renewable energy sources, is ex-
pected to take a leading role in forming a sustainable regional society. Ensuring safety and security is the foundation of
economic social activities, and it is important for the region to minimize damages in the event of a disaster and contribute
to strengthening Japan as a whole. Therefore, we are promoting, among other measures, preservation and regeneration
of lakes and wetlands; public awareness relating to the formation of hydrogen society through Hokkaido s platform for
developing hydrogen communities; the Hokkaido Emergency Flood Control Measures Project, which was devised in light
of the series of tropical cyclone disasters in August 2016; measures to improve the seismic resistance and prevent the
deterioration of social infrastructure; regional support in the event of a disaster by dispatching TEC-FORCE (Technical
Emergency Control Force); and efforts to enhance safety and reliability of transportation in winter.
174 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Promoting Comprehensive Development of Hokkaido
Column Protect Hokkaido s Production Spaces! Column II
Chapter 4
Production spaces are spaces for production in terms of agriculture, forestry, fisheries and tourism,
and are a new concept positioned in the Hokkaido Comprehensive Development Plan. In Hokkaido Pre-
fecture, agricultural and fishing industry production takes place mainly in the countryside, and tourism and
community resources are also widely distributed throughout the countryside. However, given that Hokkaido
alone features widely dispersed communities and has experienced more rapid depopulation and aging than
Promoting Regional Revitalization
anywhere else in Japan, life may become difficult for people who live in these food and tourism production
spaces. Therefore, it is important to form and maintain Hokkaido-style community structures that make it
possible for people to continue to live in these production spaces while relying on cities (regional cities) for
life services and the closest major cities (regional hub cities) for life security.
In light of these circumstances, three model areas were established for their industrial structure and
geographical characteristics: the Nayoro Model Area, the Tokachi-Minami Model Area and the Kushiro
Coast Model Area. Diverse entities including national government entities, local government entities and
local residents from these model areas gathered to begin investigating efforts to consider and take action in
concert with one another. Academics and private corporations active in each of those areas joined national
and local government entities in these investigative commissions in which participants introduced issues
each region faced and efforts of each entity, and discussed matters such as policies for each region to take
going forward.
At the first model area investigations held in November 2017 and in January and February 2018, partici-
pants discussed social infrastructure in addition to a variety of other issues, including regional medical care,
human resources development and smart agriculture. Looking ahead, each model area will organize a policy
package involving cooperation and collaboration between diverse entities, and commission members will
lead the promotion of those policies. Future plans call for the deployment and dissemination of these efforts
throughout Hokkaido Prefecture.
Distribution of Production Spaces, Regional Cities, and Regional Hub Cities in Hokkaido Prefecture
Production spaces
Regional cities
Regional hub cities
Regional borders
Note 1: Example of regional connections focused mainly on outpatient and inpatient destinations. Regions can change depending on configurations.
Note 2: This map does not necessarily or comprehensively depict Japanese territory.
Source) Prepared by the MLIT based on the FY 2010 Population Census (Ministry of Internal Affairs and Communications)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 175
Section 5 Promoting Comprehensive Development of Hokkaido
II Examples of Production Space Initiatives (Diagram)
Examples of Initiatives I can drive my car with
Chapter 4
confidence even during the
winter because the roads to
Regional hub cities
IC
the nursery school and clinic in
the nearby town are always
cleared of snow. IC Expressway, etc.
IC Expressway bus
Now I only have to go as far as the bus stop to take my
mother to and from the hospital. Since I have more free Now I can take the bus to and
time, I recently started working at the agricultural product from hospitals in the big city.
Promoting Regional Revitalization
processing facility. Elementary I feel secure because the
Supermarkets schools doctor helicopter is available
Branch offices of
public offices for emergencies, even during
Clinics Nursery schools the winter.
We cannot change where our house is located, Michi-no-eki
but because connections to town have improved, (Roadside Station)
we should be able to live more free of worry than Urban area
before. *The infrastructure is
maintained to the
Production spaces extent that it takes
the same amount
of time to access
Demand-responsive bus the doctor helicopter
Doctor helicopter
helipad in winter as
in summer.
Larger plots Marine product
The productivity of my
processing facilities
farmland has improved, and
Farmland
整備前の農地 before I feel more secure thanks to
improvement
flood control measures. It
looks like I should be able to
Agricultural product continue farming.
processing facilities
*We are also investigating
the ideal state of transportation
systems in low-density areas.
Source) MLIT
2 Promoting Distinctive Regions and Cultures
(1) Promoting the Regions Neighboring the Northern Territories
Targeting the Northern Territory s neighboring regions where desirable development of regional society is inhibited be-
cause of unresolved territorial issues, we are promoting necessary measures in a comprehensive manner under the Seventh
Northern Territory Neighboring Regions Revitalization Plan (FY 2013 to FY 2017), which is based on the Act on Special
Measures concerning Advancement of Resolution of Northern Territories Issues.
More specifically, the MLIT pursues a mix of structural and non-structural measures to build appealing regional com-
munities in these neighboring regions, including the promotion of agricultural and fishery industries, implementation of
public-works projects for development of transportation systems, supporting the implementation of non-structural mea-
sures by providing subsidies for project implementation expenditures, such as for Northern Territory neighboring region
revitalization.
(2) Promoting the Ainu Culture, etc.
Based on the Basic Policy on the Development, Man-
agement, and Administration of Spaces Symbolic of Ethnic Image of the Core Zones of the Space
Figure II-4-5-2
Harmony for Promoting the Restoration of Ainu Culture Symbolic of Ethnic Harmony
(adopted by a Cabinet decision on June 13, 2014, partially
amended on June 27, 2017) and the like, spaces symbolic of
ethnic harmony will open to the public on April 24, 2020̶
in advance of the Tokyo 2020 Olympic and Paralympic
Games̶and the National Park for Ethnic Harmony and
a memorial facility will be established, and development
preparation will be promoted in pursuit of realizing the tar-
get of 1 million visitors.
Source) MLIT
176 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Promoting Comprehensive Development of Hokkaido
In addition, we are working on public awareness activities such as the hosting of music festivals, implementation of
onboard guidance in the Ainu language on buses, and other efforts as part of the i ran karap te (an Ainu greeting meaning II
how are you ) campaign developed through industry-academia-government collaboration in accordance with the Act on
the Promotion of Ainu Culture, and Dissemination and Enlightenment of Knowledge about Ainu Tradition.
Chapter 4
Promoting Regional Revitalization
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 177
Section 1 Realizing Affluent Residential Living
II
Chapter 5 Creating a Comfortable Living Space
Chapter 5
Section 1 Realizing Affluent Residential Living
Creating a Comfortable Living Space
1 Securing Stability of Residential Living and Advancing its Betterment
The Basic Housing Policy (National Plan), which covers the period from FY2016 to FY2025 and was adopted by a
Cabinet decision in March 2016, was devised in light of changes to the socioeconomic climate, namely the full-scale
emergence of an aging society with falling birth-rates and declining population and families. The plan sets out eight tar-
gets and fundamental measures: From the perspective of inhabitants, (i) Anxiety-free housing situation for child-rearing
households and member of young generation wishing to marry and have children, (ii) Housing that allows the elderly to
live independently, and (iii) Ensure a steady supply of housing for individuals requiring special consideration from the
perspective of housing stock, (iv) Structure a new housing circulation system exceeding the property ladder, (v) Upgrade
to safe and higher-quality housing stock through rebuilding and renovation, (vi) Promote use or elimination of increasing
vacant homes; and from the perspective of industry and community, (vii) Housing industry growth that contributes to a
strong economy, and (viii) Maintain or improve the appealing aspects of residential area. Based on this plan, the MLIT is
driving forward with efforts to provide residential living that meets the needs of each and every citizen, as well as mea-
sures toward the realization of safe, secure, high-quality living environments.
(1) Goals and Basic Policies
(i) Anxiety-free housing situation for child-rearing households and member of young generation wishing to
marry and have children
To establish an environment in which child-rearing households and member of generation wishing to marry and have
children can choose and be ensured of obtaining desired housing, we are executing support to enable them to live in a
house meeting the required quality and area according to the income of household.
In addition, in order to establish an environment that enables people to want to have and raise children, leading to de-
sired birthrate of 1.8, we are promoting measures to ensure families the ability to live with or near grandparents to enable
childrearing with the help of grandparents.
(ii) Housing that allows the elderly to live independently
To improve and supply housing that elderly individuals can live in safety without anxiety, we are continuing work to
promote barrier-free homes and heat shock measures (the effects of sudden increases in temperature on the human body),
and promoting elderly housing with supportive services attached for elderly life support facilities.
We are also working to ensure housing in the area in which elderly residents wish to live and on environment where
elderly individuals receive nursing, medical and life services.
(iii) Ensuring a steady supply of housing for individuals requiring special consideration
We are striving to establish an environment in which individuals with difficulty ensuring residence in the housing
market independently can find housing and live without anxiety. Such individuals include low-income earners, elderly,
handicapped, single-parent household, multiple birth households, public financial support recipient, foreigners, homeless,
etc. (persons requiring special assistance in securing housing).
178 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Realizing Affluent Residential Living
a. Creating a new housing safety net that comprises private rental housing and vacant houses
In order to promote the offering of rental housing to persons requiring special assistance in securing housing, the MLIT II
established a new housing safety net consisting of a system in which private rental housing and vacant houses are regis-
tered as rental housing for persons requiring housing support in accordance with the amendment to the Act on Housing
Chapter 5
Safety Net (the Act to Partially Amend the Act on Promotion of Offering of Rental Housing to Persons Requiring Special
Assistance in Securing Housing (promulgated on April 26, 2017, enacted on October 25, 2017)).
b. Supplying public rental housing
Creating a Comfortable Living Space
To adequately support the delivery of public housing supplied by local governments to low-income earners in serious
need of housing, and to promote the supply of quality rental housing to households consisting of elderly people who need
special consideration to stabilize their housing in each area, the MLIT set up the Regional Excellent Rental Housing Pro-
gram as a scheme that complements public housing by subsidizing the expenses required to develop public rental housing
and reduce rents.
Figure II-5-1-1 Purposes and Results of Public Rental Housing
Purpose Number of houses managed
About 2.16 million houses
Public housing Supplies quality rental housing to low-income earners who are in serious need of housing with low rent.
(FY2016)
Supplies public rental housing to existing residents who are in serious need of housing in a deteriorating About 145,000 houses
Improved housing
residential area. (FY2016)
Supplies quality rental housing that is conveniently located for access to work, focusing on family-oriented
rental housing not in ample supply from private business operators, in major urban areas, as well as develops About 740,000 houses
UR Rental Housing
residential districts (In FY2002, a support program for privately supplied rental housing was launched to (FY2016)
support the supply of family-oriented rental housing from private business operators.)
About 132,000 houses
Agency rental housing Supplies quality rental housing to meet the regional demand for rental housing
(FY2016)
- About 94,000 designated quality
Quality regional rental Provides subsidies to private land owners to fund maintenance and other expenses and cover rent cuts to rental houses (FY2016)
housing provide quality rental housing for households consisting of elderly people, childraising families, etc. - About 42,000 designated quality rent-
al houses for elderly people (FY2016)
(Notes) 1 The number of rental houses managed by the Urban Renaissance Agency includes designated quality rental houses for elderly people
2 The number of public rental housings does not include Specified Quality Rental Housing and Subsidized Quality Rental Housing for the Elderly.
3 The Specified Quality Rental Housing Institution and Subsidized Quality Rental Housing for the Elderly Institution were reorganized and the Quality Regional Rental Housing Institution was established in FY2007.
Source) MLIT
c. Using private rental housing
In order to facilitate the promotion of smooth move-ins to private rental housing by elderly people, disabled people,
foreigners and families with small children, we are providing housing assistance such as information services and con-
sultation services through residential support corporations based on the amended Act on Housing Safety Net, in addition
to the 70 Residential Support Councils nationwide (in 47 prefectures and 23 municipalities) established as of the end of
FY2017 that comprise local government, real estate related organizations and housing assistance organizations.
(iv) Structuring a new housing circulation system exceeding the property ladder
The revitalization of the existing housing circulation market is crucial toward effectively using housing stock, creat-
ing economic effects from market expansion, and realizing prosperous residential living through the streamlining of the
process of moving in different life stages; thus, we are developing measures to improve the quality of existing housing,
to form markets that properly appraise high-quality existing housing, and to develop environments in which people can
confidently purchase and sell existing housing.
a. Improving the quality of existing housing
The MLIT pursues the dissemination of housing that is structured and equipped to meet or exceed certain levels of
performance requirements, such as durability and ease of maintenance and management ( Long-life Quality Housing )
under the Act on the Promotion of Dissemination of Long-life Quality Housing. (Certified houses in FY2016: 109,373).
In addition, in FY2016, we launched a system for certifying Long-Lasting Quality Housing regarding renovations and
additions to existing housing. (Certified houses in FY2016: 127)
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 179
Section 1 Realizing Affluent Residential Living
Furthermore, we provide support concerning aid and taxes for renovations that strive to extend the life, strengthen the
II earthquake resistance, or improve the energy efficient performance of existing housing.
b. Formation of markets that properly appraise high-quality existing housing
Chapter 5
The general thinking in Japan is that housing has absolutely no market value 20 to 25 years after it is built; it is import-
ant to correct this convention and create an environment in which high-quality existing housing is properly appraised.
Toward that end, we are continuing to define and diffuse proper appraisal methods for real estate brokers and appraisers
so that the performance and renovated condition of buildings is properly reflected in their appraisals.
Creating a Comfortable Living Space
In addition, in order to establish a market environment in which high-quality housing stock is appropriately assessed,
we are providing support for integrated efforts to develop and diffuse systems for renovating, assessing, circulating and
financing housing stock.
c. Developing environments in which people can confidently purchase and sell existing housing
A 10-year defect liability obligation has been mandated for the basic structural part of new housing in accordance with
the Housing Quality Assurance Promotion Act. In addition, a housing performance marking program has been put into ef-
fect to objectively assess the basic performance characteristics of new and existing houses, such as earthquake-resistance,
energy-saving measures, preventing measures against deterioration, etc.
In addition, to promote the smooth enactment of the amended Real Estate Brokerage Act (established in June 2016),
which encourages real estate brokers, who are experts in real estate transactions, to use surveys of building conditions (in-
spections) by experts, we have held briefings about the details of the amendment throughout the country and undertaken
other rigorous efforts to fully educate consumers and real estate brokers.
In addition, we established the Anshin-R-Jutaku program to bestow existing housing with recognition when its earth-
quake-resistance and other characteristics are of a high enough quality that consumers can purchase them with a sense of
security. We began implementing the program in December 2017.
(v) Upgrade to safe and higher-quality housing stock through rebuilding or renovation
Housing investment has major ramifications for the economy, and plays a substantial role as a key element of internal
demand. We are driving forward with housing investment to improve housing quality by encouraging the improvement of
earthquake resistance, insulation and other energy-efficient properties, and durability through such efforts as rebuilding
housing that is not sufficiently earthquake resistant and otherwise updating old stock, and renovating housing to make it
universally accessible.
In addition, the Act to Partially Amend the Act on Special Measures concerning Urban Reconstruction, etc., for en-
couraging the reconstruction of housing complexes was established in June 2016 and enacted in September of that year.
a. Preparing the market environment in which consumers can remodel their homes without worry
Consumers planning to remodel their homes are concerned about how much the remodeling will cost them and how to
select the right contractors. Reassuring worried consumers is essential to expanding the home remodeling market.
Efforts currently taken in this regard include the Check Quoted Remodeling Costs for Free service available from the
Housing Telephone Consultation Desk at the Center for Housing Renovation and Dispute Settlement Support, in which
consumers can receive consultation on specific quotations, and Free Expert Consultation Programs at local bar associa-
tions.
In addition, the MLIT is promoting initiatives so that consumers can remodel their homes without worry, such as the
Remodeling Defect Liability Insurance Program, an insurance package that combines an inspection on remodeling works
in progress with warranties against possible defects in the works or the large-scale repair work liability insurance program
for large-scale apartment building repairs.
Also, the Association of Housing Warranty Insurers website features a list of general contractors who fulfill the require-
ments that make their work eligible for the insurance; consumers can refer to this list when selecting general contractors.
Further, under the Housing Renovation Business Organization Registration System, we are working on building an
environment in which there is a healthy development of the housing renovation business and consumers renovate their
180 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Realizing Affluent Residential Living
homes with confidence, by having housing renovation business operators that meet certain standards registered to ensure
that the work of housing renovation businesses is properly managed and information can be provided to the consumers. II
(vi) Promote the use or elimination of increasing vacant homes
Chapter 5
The MLIT encourages municipal governments to develop the Vacant Housing Countermeasure Plan, depending on
their local circumstances, based on the Vacant Houses Special Measures Act, which was fully enforced in May 2015 (447
municipalities have completed their plans (as of October 1, 2017)), which promotes the use and removal of vacant houses
and buildings, and reinvigorates circulation of housing.
Creating a Comfortable Living Space
(vii) Housing industry growth that contributes to a strong economy
To contribute to the realization of a strong economy, we are encouraging the expansion of the housing industry by pro-
moting the development of high-quality wooden housing and buildings, supporting the cultivation of skilled woodworkers
and other people to build them, the development and diffusion of new technologies such as cross-laminated timber (CLT),
and the creation and expansion of new business markets involving housing, such as the use of IoT.
(viii) Maintain or improve the appealing aspects of residential areas
In line with the features of the region, including nature, history, culture etc. aiming to create not only individual houses
but also to enrich the living environment and the community and are striving to maintain and improve the appeal of res-
idential areas by forming prosperous communities and improving the safety of residential areas by improving crowded
urban areas and the like.
(2) Comprehensive, Systematic Promotion of Measures
(i) Housing finance
It is important that a variety of mortgages, which include short-term adjustable-rate or long-term fixed rate type, are
stably available so that consumers can choose and obtain houses in the housing market.
The Japan Housing Finance Agency offers securitization support businesses to support the availability of long-term,
relatively low fixed-rate mortgages from private financial institutions. Its operations include Flat 35 (Purchase Program),
which consolidates housing loan receivables of private financial institutions, and Flat 35 (Guarantee Program), which
supports private financial institutions themselves becoming originatorsNote to handle the securitization. For houses that are
entitled to Flat 35, property inspections are carried out against a defined set of technical requirements, such as durability,
to assure their quality. In addition, the framework of the securitization support service has been leveraged to launch Flat
35S, which reduces the interest rate of loans for the acquisition of houses that meet any one of the performance require-
ments: earthquake-resistance, energy-saving performance, barrier-free readiness, and durability/modifiability, for the first
5 years of repayment (for the first 10 years for long-life quality housing, etc).
The Agency also provides direct financing services in those areas that are significant in policy but difficult to be con-
ducted by private financial institutions, such as financing housing designed for disaster recovery or elderly rental housing
with supportive services.
Note A business enterprise that possesses assets to be liquidated. An originator raises funds by securitizing its assets, by transferring
its credit, real estate properties, etc. to a special-purpose company.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 181
Section 1 Realizing Affluent Residential Living
(ii) Housing tax system
II In order to promote the circulation of existing housing and the invigoration of the market for renovated houses, the
FY2018 tax reform introduced a two-year extension of the preferential tax measures for the registration and license tax
in cases where buyback-resale businesses acquire existing housing that was improved to a certain level, and expanded
Chapter 5
the scope of preferential tax measures to reduce the real estate acquisition tax imposed on buyback-resale businesses
when they sell existing housing that they have acquired and renovated to an extent to end-users to include the property
as well as the house in cases where the house in question is a Anshin-R-Jutaku. The scope of preferential tax measures
for the real estate acquisition tax imposed when existing housing that does not satisfy earthquake-resistance standards is
Creating a Comfortable Living Space
acquired, and repair work to make the housing meet earthquake-resistance standards is performed prior to move-in, was
also expanded to include the property as well as the house. Furthermore, in view of reducing the initial burden of those
who acquire housing, improving residential standards and forming quality housing stock, the application of property tax
reduction for new housing was extended for two years.
2 Supply and Utilization of Good Housing Land
(1) Land Price Trends
The official land prices in Japan for 2018 (as of January 1, 2018) showed that the average residential land price in-
creased for the first time in 10 years; the average prices of commercial land and those of all categories of land use in-
creased for the third consecutive year. In each of the three major metropolitan areas, the average land price increased for
both residential and commercial land. In Greater Osaka, although residential land prices increased only slightly, commer-
cial land prices increased at the greatest rate of the three major metropolitan areas. In regional cities, the rate of decline
of residential land prices continues to decrease, and commercial land prices increased for the first time in 26 years. In
addition, the average land price of all categories of land use held steady against decline for the first time in 26 years. In
the four cities of Sapporo, Sendai, Hiroshima and Fukuoka, the average land prices increased in all categories of land use,
and are showing signs of increasingly strong growth.
(2) Present Status and Problems in Housing Land Supply
We are steadily implementing housing land measures based on population and household trends. The Urban Renais-
sance Agency now works only on the new town projects that have already been initiated. The MLIT also supports the de-
velopment of public facilities relevant to the development of housing land, and offers preferential tax measures to promote
the supply of housing land furnished with a good dwelling environment.
(3) Using Fixed-term Land Leases
A fixed-term land lease̶in which the land lease ends for certain at the determined contract term and there is no renewal
of the land lease̶is an effective system for making residential acquisition at a low cost possible.
In order to spread this system smoothly, we are conducting the Fact-finding Investigations of the Use of Fixed-term
Land Leases by Public Entities.
(4) Revitalizing Aging New Towns
The large-scale urban housing areas (New Town) that were systematically developed mainly in the suburbs of the
metropolitan areas during the economic boom period are facing issues of decline in community vitality resulting from the
quickly aging population and the continued decrease in population. There is a growing need for renewing the dilapidated
housing and communal facilities as well as improving the functions that support daily life, in order to renovate these new
town areas into cities that are easy to live in for everyone.
Also, in order to promote initiatives by residents, business owners, landowners/leaseholders and others with the aim of
maintaining and enhancing good regional environments and regional value to contribute to the revitalization of aging new
towns, we establish liaison councils that comprise local governments, private business operators and others for the revi-
talization of housing developments, and provide information, hold discussions and make other efforts regarding methods
of promotion and examples of initiatives.
182 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Realizing Comfortable Living Environments
Section 2 Realizing Comfortable Living Environments
II
1 Developing City Parks and Creating a Good Urban Environment
Chapter 5
City parks are key urban facilities that fulfill a wide variety of functions, from serving as recreation spaces for people
and as hubs for regional tourism and activity to creating good urban environments and improving urban disaster prepared-
ness. Thus, we are systematically establishing national parks throughout Japan, and using general subsidies for social
infrastructure development to support local governments efforts to establish city parks and the like.
Creating a Comfortable Living Space
In addition, in April 2016, Subcommittee for Urban Management for a New Era under the Panel on Infrastructure
Development set out policies for improving stock effects, accelerating public-private collaboration, and creating more
flexible usage of city parks and the like to realize the potential of city parks of the future.
As of the end of FY2016, city parks were maintained at 108,128 locations nationwide, covering approximately 125,423
ha, or about 10.4 m2 per capita. In FY2017, 40.05 million people visited national parks, with 17 locations being developed
and maintained.
Regarding green spaces, etc., in urban Miharashi Hills of Hitachi Seaside Park, a Reviving Tourism
Figure II-5-2-1
areas, the MLIT is providing comprehen- Base (Hitachinaka City, Ibaraki Pref.)
sive support in financial and technical
aspects, pursuant to the initiatives based
on the Green Master Plan formulated
by municipalities to properly respond to
global environmental issues, such as glob-
al warming and biodiversity preservation,
and to aim at realizing green-rich city en-
vironments by preserving and creating
good natural environments.
In addition, we are driving forward
with efforts to realize city development in
which cities coexist with greenery and ag-
riculture, such as by surveying initiatives
that contribute to the formation of good ur-
Source) MLIT
ban environments that are in harmony with
green spaces and farmland and the exhibi-
tion of the multitude of functions of urban agriculture. In addition, along with holding events such as national Protecting
Greenery gatherings and National City Greening Fairs to gain public awareness regarding greening, the MLIT is working
on various measures such as awarding certificates of commendation for people promoting greening, as well as evaluating/
certifying greening/green area conservation efforts by businesses.
To intensify efforts to form a green urban environment, open spaces such as parks, green spaces and farmland must ex-
hibit a multitude of functions, and measures must be taken to tackle various challenges, such as the existence of areas with
low parkland area per capita, the progression of the deterioration of park facilities, and the decrease of urban farmland that
constitutes valuable green space in cities. In addition, the Basic Plan on Promotion of Urban Agriculture was adopted by
a Cabinet decision in May 2016, and urban policy has changed to include urban farmland as a crucial part of cities, while
indicating the direction of important measures.
In light of the above, the Bill to Partially Amend the Urban Green Space Conservation Act was promulgated in May
2017, and portions of it were enacted in June of that year with the goals of further promoting the conservation of green
spaces in cities, the greening of cities and the appropriate management of urban parks, and contributing to the formation of
quality urban environments through efforts to systematically conserve farmland within cities. The bill contains provisions
to, among other things, relax area requirements in productive green zones and to establish several systems, including a
system to certify plans to establish and manage green spaces opened to citizens through the establishment of green spaces
on the same level as parks by NPOs and other private entities using open land and the like, a system to determine through
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 183
Section 2 Realizing Comfortable Living Environments
public invitation who can establish and manage park facilities, and a rural residential area system for preserving good
II living environments in harmony with agriculture. In addition, the FY2018 tax reform called for the implementation of
measures required for the tax breaks associated with the enforcement of the rural residential area and specified productive
green zone systems scheduled for April 1, 2018.
Chapter 5
2 Advancing Roads that Prioritize Pedestrians and Bicycle Riders
(i) Creating people-oriented, safe, and secure walking spaces
Creating a Comfortable Living Space
To achieve social safety and security, it is important to make people-oriented walking spaces that assure pedestrian
safety. In particular, based on the results of an emergency joint inspection that was carried out in FY2012, we are ad-
vancing efforts to improve school routes used by children who walk to school. Schools, the Board of Education, road
administrators, police, and other related organizations have worked together to implement traffic safety measures such
as maintaining sidewalks, painting colors on curbs, and installing guardrails, as well as implementing joint periodic in-
spections based on the School Route Traffic Safety Program to ensure the safety and security of children through these
enhanced measures.
In addition, on March 30, 2018, the Act to Partially Amend the Road Act was established with the addition of cases
where specifically required due to extremely narrow walkways to the scope of occupancy restrictions in order to ensure
the safe, smooth passage of pedestrians and wheelchairs.
(ii) Creating a safe and comfortable cycling environment
Over the past 10 years, the total number of traffic accidents that resulted in death or injury has decreased by 40%, but
the number of accidents involving bicycles colliding with pedestrians has decreased by 10%, which indicates a need for a
safer, more comfortable cycling environment. Therefore, the MLIT is working together with the National Police Agency
to spread the word about Guidelines for Creating a Safe and Comfortable Cycling Environment. In addition, the Act on
Promotion of Use of Bicycles was enacted in May 2017, and efforts are continually made to promote the use of bicycles,
such as the increased promotion of the creation of bicycle network plans and bicycle lanes, mainly in roadways, effective
public awareness campaigns on compliance with the traffic rules, and the dissemination of information that contributes to
the promotion of tourism in regions where bicycles are used.
(iii) Developing quality walking spaces
The MLIT supports the development of pedestrian roads and rest facilities that create high quality pedestrian environ-
ments and that also tie together rich scenery and abundant nature with historical sites, in order to develop regions that are
attractive and that promote health through walking.
(iv) Developing road signs that are easy to understand
The MLIT is working on the installation of road signs that are easy to understand to help guide pedestrians who are in
an unfamiliar place to their destinations.
(v) Building a flexible system of road administration
To implement a flexible system of road administration that provides a diversity of road functions tailored to the needs
of the local residents - including safe walking spaces and places of regional buoyancy and human exchange, and making
motor-vehicle traffic smoother and safer - the MLIT is implementing: (a) preferential measures, such as the construction
of new sidewalks on national or prefectural highways by municipalities other than the designated cities; (b) a system for
suggesting that municipalities refurbish pedestrian safety facilities; (c) preferential measures for road occupancy, such as
boulevard trees planted by NPOs or others, street lamps, etc.; (d) preferential measures for the administration of offstreet
convenience facilities to keep roads and roadside facilities under integrated management; (e) preferential measures for
road occupancy regarding facilities installed by road cooperation groups, etc.; and (f) flexible management of permits for
road occupation for regional activities involving the use of roads.
184 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Realizing Traffic with Enhanced Convenience
Section 3 Realizing Traffic with Enhanced Convenience
II
(1) Advancing Implementation of Integrated Urban/Regional Traffic Strategies
Intensive city planning that ensures safe, smooth traffic requires a cross-sectional approach to the available transpor-
Chapter 5
tation modes̶such as cycling, railway, and bus̶from the users standpoint, rather than reviewing the transportation
modes or their operators individually. To this end, each local government should inaugurate a council composed of public
transportation operators and other stakeholders and allow the council to define a future vision of its cities and regions, and
the types of transportation services to be made available, so that it can formulate Integrated Urban/Regional Transporta-
Creating a Comfortable Living Space
tion Strategies that cover relevant traffic measures and working programs, with the stakeholders taking their respective
shares of responsibility for implementing measures or projects. (As of March 2018, Integrated Urban/Regional Transport
Strategies had been formulated or were being formulated in 101 cities.) The national government is expected to support
the implementation of integrated and strategic packages of traffic projects, such as the development of LRTNote pursued
according to the Strategies, as well as city planning programs.
(2) Approaches to Improve Public Transportation Usage Environment
For local public transportation, the MLIT supports the deployment of LRT, BRT, IC cards and other less constrained
systems through the implementation of local public transportation assurance, maintenance and improvement projects,
etc., to accelerate the improvement of local public transportation usage environment as part of its barrier-free community
planning effort. In FY2017, efforts such as deploying light rail vehicles were made on the Iyo Railway and others.
(3) Upgrading Urban Railway Networks
Traffic congestion in the major metropolitan areas during commuting to and from work and school by train is improv-
ing substantially as a result of efforts such as establishing new lines, quadruple tracking and adding cars onto trains. How-
ever, the rate of congestion on some routes exceeds 180%, and requires continued efforts to mitigate congestion. Efforts
in progress include quadruple tracking of Odakyu Electric Railway s Odawara Line and the like funded by the Designated
Urban Railway Development Reserve Program.
In addition, we are driving forward with efforts to improve user convenience by, among other things, continuing
to develop the Kanagawa Eastern lines (Sotetsu - JR/Tokyu Through Line) by leveraging the Act on Enhancement of
Convenience of Urban Railways, etc., a piece of legislation aimed at upgrading the speediness of existing urban railway
networks, to further enhance the urban railway networks.
In April 2016, the Council of Transport Policy issued a report regarding the future of urban railways in the Tokyo Met-
ropolitan Area, which sets out ways for urban railways and the like to contribute to the strengthening of competitiveness
on the world stage and other ways for the urban railways of the Tokyo Metropolitan Area to reach their potential, and we
are engaged in efforts to realize that potential.
Note Short for Light Rail Transit. A next-generation rail transit system that offers excellent characteristics derived from the use of light
rail vehicles (LRV), improvements to rails or stops̶such as ease of getting on and out̶punctuality, speediness and passenger
comfort.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 185
Section 3 Realizing Traffic with Enhanced Convenience
Changes in the Average Rate of Congestion, Transportation Capacity and Passenger Capacity in the Three
II Figure II-5-3-1
Major Metropolitan Areas (Index: FY1975 = 100)
(Tokyo Area) (Osaka Areas) (Nagoya Area)
(%) (%) (%)
Chapter 5
230 230 230
221
220 214 220 220
212
210 210 210 205
202
204
199
200 197 200 200
Creating a Comfortable Living Space
192
188
190 190 187 190
183
180 180 180
171
171 168 173
165 165 175
170 167 170 170
166 165 165 166
164 164
162 161
160 164
163 163 162 160 160 157 159 159 162 161
162 163 162 162161 159 158 158
161 162 158
152
156 147 155
150 150 150 146
149
139
140 137
140 140 140 137
136 134
139 135
136 130 131 130
137 127 123 130
130
133
130 124 124 124 125 130 128 131
131 122 132 122 123
123 127
127 121 121 121 128 127 125
127
120 124 125 122 121 122 121 120 125 126 122 122 120 116
124 122 121 119
117 118 113
121 110
110 110 114 110
106 115 105
108 105
103
107 106
100 100 100 100 103 102
103 103
100
97
90 90 90
91
80 80 83 80
80 79
78
76 76 75 75 75
70 70 70
S5055 60 H1 5 10 15 20 21 22 23 24 25 26 27 28 S5055 60 H1 5 10 15 20 21 22 23 24 25 26 27 28 S5055 60 H1 5 10 15 20 21 22 23 24 25 26 27 28
: Rate of Congestion (%) Tokyo Area 31 sections
: Transportation Capacity (Index: FY1975 = 100) Osaka Areas 20 sections
: Number of Passengers (Index: FY1975 = 100) Nagoya Area 8 sections
Source) Prepared by the MLIT from Urban Transport Annual Report compiled by the Institution for Transport Policy Studies and other relevant literature
(4) Development of Urban Monorails, New Transport Systems, and LRTs
The MLIT promotes the development of LRTs to encourage users migration to public transportation facilities in order
to streamline urban traffic flow, lighten environmental loads, and revitalize central urban areas, while keeping vulnerable
road users assured of mobility in this era of aging population and falling birthrates. In FY2017, in Fukui City, the im-
provement of the plaza in front of Fukui Station that linked the streetcar and railway lines was completed. In many cities,
efforts continue to rebuild public transportation networks through initiatives such as making streetcar services universally
accessible.
186 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Realizing Traffic with Enhanced Convenience
Figure II-5-3-2 Development of Mutual Accessibility/Extension of Service into Plaza in Front of the Railway Station (Fukui City)
II
Washizuka-Haribara
Higashi-Fujishima
Echizen Railway
Chapter 5
Mikuni Awara Line Nakatsuno
Echizen-Shinbo
Oiwakeguchi
Echizen-Kaihatsu
Morita
Nittazuka
Fukuiguchi
Yatsushima
Nikkakagaku
Mutual accessibility zone
Extension of service
Creating a Comfortable Living Space
Fukudaimae-Nishi-Fukui into plaza in front of
Jin-ai Joshikoko the station
ki-bo: Mutual access Shiyakushomae
Shin-Fukui
vehicle
Koenguchi
Station Plaza Improvement (March 2018)
Lines connect at Tawaramachi Station Kida Yotsutsuji
Fukui
(Image of completed work)
Echizen Railway
(opened March 27, 2016) Sekijuji-mae
Fukui-Ekimae
Fukui Railway/Echizen Hanando Echizen-
Railway shared zone Hanando
(Echizentakefu to Bell-mae
Washizuka-Haribara) Ebata
Through service improves
Seimei Fukui Railway
convenience
Harmony Hall Connector road North plaza South plaza
Asozu
Fukui Railway (streetcar) Taicho no Sato Odoro Tawaramachi Garden Outdoor stage Multipurpose waiting room
Fukubu Line Sanjuhassha
Source) Fukui City
(5) Augmenting the Convenience of Bus Usage
The convenience of bus usage has been augmented by improving the punctuality and speediness features of bus services
by using a Public Transportation Priority System (PTPS) and bus lanes, introducing bus location systems that provide
information about the location of buses in service, and IC card systems that facilitate smooth boarding and disembarking.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 187
Section 1 Constructing Traffic Networks
II
Chapter 6 Building Competitive Economy and Society
Chapter 6
Section 1 Constructing Traffic Networks
Building Competitive Economy and Society
1 Developing Trunk Road Networks
(1) Developing Trunk Road Networks
Since the First Five-Year Road Construction Plan formulated in 1954, Japanese highways have been continually con-
structed. For example, the construction of national highway networks, including expressways, has provided a major impe-
tus in the rejuvenation of regional economies by encouraging plant locations near expressway interchanges. Additionally,
it has helped enhance the quality and safety of national life by making broad-area medical services accessible to rural
areas and allowing broad rerouting to avoid highway disruption by natural disasters.
Examples are seen in Shin-Meishin Expressway where a total of 44km was connected, including a section between
Joyo JCT/IC and Yawata-Kyotanabe JCT/IC opened on April 30, 2017, a section between Takatsuki JCT/IC and Kawan-
ishi IC opened on December 10, 2017, and a section between Kawanishi IC and Kobe JCT opened on March 18, 2018.
This development is expected to attract more companies and tourists and have other stock effects.
The MLIT will continue to advance the development of Japan s trunk road network in order to maximize stock effects
of this type, with a focus on accelerating development of the metropolitan ring roads that form the core of the nation s
logistical networks utilizing the current low interest rate and the Fiscal Investment and Loan Program.
Meanwhile, improvements, including expressways, are being systematically carried out to connect regions that are not
yet part of the nationwide highway network.
188 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Constructing Traffic Networks
Figure II-6-1-1 State of Current National High-Grade Trunk Highway Improvement
II
In service 6-lane 4-lane 2-lane
Project under way Survey under way Other major routes
Chapter 6
Planned extensions Completed extensions Improvement rate
National high-grade trunk highway 約 14,000km 11,604km 83%
Building Competitive Economy and Society
As of March 31, 2018
Note 1: Names for interchanges and junctions under development include pending names
Note 2: Other major routes shown on this map show major roads in the region (including those under development and in-service routes) and not the necessity of or order of priority for individual
routes.
Source) MLIT
(2) Promoting Smart Use of the Roads
In the interest of improving productivity and thereby achieving economic growth and improving traffic safety, efforts
are under way to make intelligent use of all road network functions by developing necessary networks, as well as improv-
ing operations and small-scale enhancements. Electronic toll collection (ETC) 2.0 is one of these efforts, which started
full service in August 2015.
(i) ETC 2.0 that supports smart use
With data communication in both ways between about 1,700 roadside units across Japan and vehicles on road, ETC 2.0
compared to the previous version of ETC is capable of:
- Sending and receiving a large volume of data
- Capturing route information, in addition to IC entry/exit data
With these much more advanced functionalities, ETC 2.0 greatly contributes to the promotion of ITS.
(ii) Smart toll system
New expressway tolls were introduced in April 2016 in the Tokyo Metropolitan Area and in June 2017 in the Kinki
region. These new tolls have begun to show effects including diversion of traffic to the outer ring roads to deconcentrate
the inflow to the city center. We will continue to review these effects.
We have also conducted flexible toll tests at 20 locations nationwide in which vehicles equipped with ETC 2.0 devices
were allowed to temporarily exit expressways to use rest facilities while being able to continue to use their original toll
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 189
Section 1 Constructing Traffic Networks
payment without interruption. The inten- Toll System for Making Intelligent Use of Tokyo Metropolitan
II tion of this initiative is to eliminate sections
Figure II-6-1-2
Area Expressways (Implemented April 2016)
of road with no rest facilities or gas stations Due to maintenances in maintenance background, etc.,
Development of Ken-O Expressway
and other expressways progressed
Development-oriented tolls there were differences in toll levels and vehicle classification User-oriented tolls Standardize toll levels and car categorizes
nearby in order to improve the driving en-
Chapter 6
(i) Consolidating/standardizing toll structure (inside of Ken-O Expressway) (ii) Realizing seamless tolls based on entry and exit points
vironment. [Toll level] Standardization to be in line with the current sections around major metropolitan areas of National Expressways Determining tolls based on the shortest
[Vehicle classification] Standardized into 5 vehicle classifications distance between the entry and exit points
Passenger vehicles Passenger vehicles
All roads (Ebina – All roads Tolls via Ken-O Sakura Tsuchiura
Kukishiraoka) Expressway
yen/km yen/km
Mitigate drastic changes
36.6 注 1
[29.52] 注 2
Building Competitive Economy and Society
National Expressways Tolls via
[24.6] N o t e 2 （Sections near major city center
National Expressways metropolitan areas）
(Normal sections)
Daisan Keihin
Keiyo Expressway*1
Chiba Togane Road*2
Saitama Gaikan
Chuo Expressway flat toll section
Metropolitan Expressway*1
Ken-O Expressway
Yokohama Yokosuka Road
Atsugi --> Sakura Tsuchiura
Toll 5,050
(yen) 3,930 Cut
Via city center Via Ken-O Expressway
Note 1: National Expressways (near major metropolitan areas) are examples of Tomei Expressway
Note 2: Toll levels excluding consumption tax and terminal charges
*1 In consideration of logistics impact and other factors, measures to mitigate drastic changes such as setting of upper
limits on tolls were taken (however, tolls inside the district of Keiyo Expressway were unchanged).
*2 To be organized after expressway networks in Chiba (Chiba Gaikan, Ken-O Expressway (between Matsuo-Yokoshi-
ba and Daiei)) become almost complete.
*Also, vehicle classifications are consolidated into five categories (to be implemented for Metropolitan Expressway in phase)
Source) MLIT
Figure II-6-1-3 Toll System for Making Intelligent Use of the Kinki Region Expressways (Implemented in June 2017)
(1) Consolidating/standardizing toll structure, and network improvement
(i) Implement a distance-based toll system based on sections running through major cities connected to national expressways, and create five standardized vehicle classifications.
(ii) In the case of the Hanshin Expressway, in order to secure the necessary funding to improve Yodogawa-Sagan Route extensions and Osaka Wangan Route western extensions in line
with local government proposals, a range of initiatives are being taken and the necessary toll rates will be set so as to offset 50% of costs for toll road projects.
Distance-based** Organize and standardize** 36.6 NOTE1
[29.52] NOTE2
Flat toll sections, etc. Passenger vehicles 47.0 National Expressways
All roads (Sections near major
Hanshin Expressway (Hanshin area) yen/km metropolitan areas)
(¥510 – ¥930) ※ ※
(About ¥100 increase for every 6 km)
Kinki Expressway (Suita – Matsubara) (28.4 km)
Meishin / Chugoku Expressways, etc.
Nishi-Meihan Expressway
Hanwa Expressway
Kinki Expressway
Expressway
Hanshin
Highway
Second Keihan
Hanwa Expressway (Matsubara – Kishiwada Izumi) (22.6 km)
(Hanshin area)
National Expressways
(Sections near major metropolitan areas)
(¥510 x 2 sections)
Nishi-Meihan Expressway (Tenri – Matsubara) (27.2 km)
(¥410 x 2 sections) **Take measures to mitigate drastic changes
Note 1: National Expressways (near major metropolitan areas) are examples of Meishin Expressway
etc. Note 2: Toll levels excluding consumption tax and terminal charges
*In order to secure the necessary funding to improve the Yodogawa-Sagan Route and Osaka Wangan Route western extensions,
a range of initiatives are being taken and the necessary toll rates are being set in line with local government proposals
(2) Realizing seamless tolls by unifying management bodies
(iii) Sections on routes that comprise an integrated network with expressway companies and that are (iv) In the interest of distributing traffic to address increasing traffic flows to the city centers of Osaka and Kobe,
managed by local public road corporations, etc., will, in the interest of ensuring practical and efficient tolls will be determined based on the shortest distance between the entry and exit points, regardless of route.
management, be centrally managed by expressway companies in accordance with regional aims.
Hirakata Gakken
B Second Keihan Highway, Hanshin Expressway
Osaka Prefectural Road Corporation: Minami-Hanna Toll Road and Sakai Senboku Toll Road Hirakata Gakken IC Loop Route
Toll
Abura-Koji Route and Naname-Kuzebashi Interval on the Hanshin Expressway’s Kyoto Route (yen) 2,060
City 1,690
Transfer to West Nippon Expressway Company (April 2018) center A 1,610
A B C Reduction
Shin-Jujo Dori on the Hanshin Expressway’s Kyoto Route Hanshin Expressway
Loop Route C A B C A C
B
Transfers to Kyoto City and becomes toll-free (April 2019)
Note: Tolls are for passenger vehicles
Source) MLIT
190 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Constructing Traffic Networks
(iii) Smart toll stations
Towards introduction of stress-free
Figure II-6-1-4 ETC 2.0-Based Stress-Free Smart Toll Stations
II
smart toll stations based on ETC, we are
<Before test>
experimenting with the operation of keep-
Chapter 6
(Current) Detour for ETC (Future) Mainstream for ETC
ing ETC bars open at Ken-O Expressway
toll stations and mainstreaming the use of
ETC lanes at Metropolitan Expressway toll
現金
ETC
ETC
現金
現金
現金
ETC
ETC
<During test>
stations.
Building Competitive Economy and Society
In Metropolitan Expressway
Subject: 28 toll stations
<Introduction of new toll stations without the bars>
Source) MLIT
(iv) Smart investments
As part of efforts to achieve maximum effect with the existing networks at minimum cost, we are implementing a spe-
cific point congestion measure to identify places where deceleration or traffic congestion occurs from structural factors,
such as uphill sections and tunnels, by using detailed deceleration, acceleration, and other big data collected through ETC
2.0 and other means for effective measures. Until now, additional lanes and other features have been implemented within
the existing road width at nine locations, including at Yokkaichi Junction on the Higashi-Meihan Expressway. Congestion
relief measures are being taken at specific points at 10 locations, such as near the Takasaka SA on the Kan-etsu Express-
way.
(v) Enhancement of smart functions
Provisional two-lane highways create problems with of two-way traffic safety, travel performance, and large-scale
disaster response. Therefore, in order to enhance the safety and comfort of drivers and driving performance, a Cabinet
Order to Partially Amend the Enforcement Order for the National Expressway Act came in effect on November 18, 2015.
In addition, tests projects for the creation of additional lanes to relieve slowing traffic speeds are being conducted on four
routes across Japan, and wire rope has been laid across approximately 100 km of road nationwide to test measures for
preventing head-on collisions.
(vi) Other initiatives
In order to promote cooperation among Figure II-6-1-5 Example of Smart IC Impact
local areas, the MLIT is improving acces-
Establishment of Shirakawa Chuo Smart IC resulted in reduction of time required for access to Shirakawa Kosei General
sibility, including direct connections be- Hospital, which was used by approximately 800 vehicles per year for emergency transportation (FY2014 results)
tween expressways and facilities. By being Shirakawa Kosei General Hospital
flexible in building additional Smart ICs,
we are increasing accessibility to the dis- wa
y
ress
tribution centers and tourism hubs from Exp
ku
oho
expressways through the consolidation T
and sophistication of measures based on Shirakawa Chuo Smart IC Shirakawa Chuo Smart IC
Opened in August 2009
the concept of compact and networked Traffic volume in FY2014 was about 2,600 units per day
roads and reducing traffic congestion
Source) MLIT
around the existing ICs. In July 2017, we
established concrete rules for a Smart IC system that would directly connect expressways and private-sector facilities.
In addition, in order to facilitate the development of these Smart ICs, we will create a new system in which part of the
development costs incurred by the private-sector businesses engaged in IC development is provided as interest-free loans,
and introduce measures to exempt private-sector businesses from the registration and license tax when they acquire land
related to IC development. Based on preparation phase surveys, the national government is implementing the preparation
and examination of Smart ICs in systematic and efficient manner in places where necessity is found.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 191
Section 1 Constructing Traffic Networks
The Council for Traffic Congestion Relief Measures was established in order to institute effective measures for con-
II gested areas around the country. In FY2017, we enhanced cooperation between the Council for Traffic Congestion Relief
Measures and user groups for buses, trucks and other modes of transportation, and, after identifying areas of congestion
based on the perspective of these road users, advanced initiatives towards the implementation of measures that would
Chapter 6
have a rapid effect.
Advanced traffic assessments targeting developers of commercial facilities and other structures, as well as new ini-
tiatives for requesting additional measures after siting, are being planned with the goal of reducing congestion as more
people begin to use the land along roads.
Building Competitive Economy and Society
In tourist destinations that are prone to traffic congestion across wide areas, we will integrate ETC2.0, a range of sen-
sors and analytic technologies using AI in order to strengthen traffic management that takes fluctuations in space and time
into consideration.
2 Constructing Arterial Railway Networks
(1) Development of Shinkansen Railways
A rapid transit system of vital value to Japan, Shinkansen [bullet train] Lines significantly cut the time spent moving
from region to region and help greatly boost regional activities and rejuvenate local economies. Shinkansen Lines feature
safety (no record of passenger death accidents since opening of the Tokaido Shinkansen Line in 1964) and eco-friendli-
ness (the railway CO2 emissions per unit of energy (g-CO2/passenger-kilometer) being one fifth of aircraft and one sixth
of automobiles). With regard to the New Shinkansen routes specified by the Development Plan established in 1973 based
on the Nationwide Shinkansen Railway Development Act, since the opening of the Hokuriku Shinkansen (between Taka-
saki and Nagano) in October 1997, the Tohoku Shinkansen, Kyushu Shinkansen, Hokuriku Shinkansen and Hokkaido
Shinkansen have been successively opened.
Steady improvements are being made in preparation to complete and open the Hokkaido Shinkansen line (between
Shin-Hakodate Hokuto and Sapporo), the Hokuriku Shinkansen line (between Kanazawa and Tsuruga) and the Kyushu
Shinkansen line (between Takeo Onsen and Nagasaki), in accordance with the Handling of New Shinkansen Lines (agreed
upon between the government and the ruling party on January 14, 2015). In addition, with respect to the not-yet-com-
menced Tsuruga to Osaka section of the Hokuriku Shinkansen, in March 2017 the ruling coalition reached a decision to
create a route connecting Tsuruga Station, the vicinity of Obama (Higashi-Obama), Kyoto Station, the vicinity of Kyo-
tanabe (Matsuiyamate), and Shin-Osaka Station. At present, the Japan Railway Construction, Transport and Technology
Agency is conducting detailed surveys
(from 2017 to 2018) towards public an- Figure II-6-1-6 Present Status of Nationwide Shinkansen Railway Network
nouncement of stations and routes. Fol-
New Shinkansen refers to the following five routes under development pursuant to the
lowing this announcement, environmental Development Plan of 1973 based on the Nationwide Shinkansen Railway Development Act.
impact assessment procedures will move Hokkaido Shinkansen
Tohoku Shinkansen
(between Aomori and Sapporo)
(between Morioka and Aomori)
forward, taking approximately four years. Hokuriku Shinkansen (between Tokyo and Osaka)
Kyushu Shinkansen (Kagoshima Route) (between Fukuoka and Kagoshima) Hokkaido Shinkansen
In relation to the securing of financial re- Kyushu Shinkansen (Nishi-Kyushu Route) (between Fukuoka and Nagasaki) Between Shin-Hakodate Hokuto
and Sapporo <211 km>
Trunk railway lines in primary section of which trains can speed at 200 Scheduled to be completed by Sapporo
sources for the development, the ruling km an hour or faster.
the end of FY2030
Between Shin-Aomori and
Constructed and owned by the Japan Railway Construction, Shin-Hakodate Hokuto <149 km> Shin-Hakodate Hokuto
coalition will conduct a study during the Transport and Technology Agency, an independent administrative Started service on March 26, 2016
Tohoku Shinkansen
agency, and loaned to the operating entities (JR) (two-tiered system). Shin-Aomori
period of this detailed survey and environ- Hokuriku Shinkansen
Hachinohe Started service in December 2010
mental assessment. In the case of the Ni- Kyushu Shinkansen
Between Kanazawa and Between Nagano and
Tsuruga <113 km> Kanazawa <240 km>
Morioka Started service in December 2002
(Nishi-Kyushu Route) Scheduled to be completed Started service on
shi-Kyushu route of the Kyushu Shinkan- by the end of FY2022 March 14, 2015
Between Takeo Onsen Niigata
sen, the introduction of free-gauge trains and Nagasaki <66 km>
Scheduled to complete
Kanazawa
by the end of FY2022 Nagano Started service in October 1997
is a prerequisite. However, wear marks (To be pushed forward
as much as possible)
Hakata Tsuruga
Takasaki
Takeo Onsen Omiya
have been identified on axles following Nagasaki
Shin-Tosu
Osaka
Nagoya
Shinagawa
Tokyo
Legend
the durability tests that are a necessary Shin-Yatsushiro Between Nagoya
and Osaka (152 km)
Between Tokyo
and Nagoya (286 km)
Existing Shinkansen
Subject of Development Plan (section in service)
Started service in March 2011 Kagoshima-Chuo Scheduled to be completed up to Scheduled to be
condition for the introduction. Because Started service in March 2004 eight years ahead of 2045 completed in 2027
Subject of Development Plan (Section under construction)
Subject of Development Plan (Section construction not started yet)
Kyushu Shinkansen
the implementation of countermeasures (Kagoshima Route) Chuo Shinkansen Chuo Shinkansen
for this wear will take time, the introduc- Source) MLIT
192 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Constructing Traffic Networks
tion of the free-gauge trains will be delayed. In addition to this, the cost of the trains is higher than that of standard Shink-
ansen trains. The operator, JR Kyushu, has therefore expressed the opinion that introduction of the trains will be difficult. II
As a result, the Kyushu Shinkansen (Nishi-Kyushu Route) Review Committee of the ruling coalition s New Shinkansen
Development Promotion Project Team held discussions, and formulated guidelines for future studies in relation to the
Chapter 6
direction for the development, etc. in September 2017. Based on the contents of these guidelines, we conducted a survey
of essential items for studies of the future direction of the development (including cost, investment effect, construction
period, and linkage to the Sanyo Shinkansen) for the cases of introduction of free-gauge trains, development for full-spec-
ification Shinkansen and development for mini-Shinkansen, and submitted a report to the Kyushu Shinkansen (Nishi-Ky-
Building Competitive Economy and Society
ushu Route) Review Committee in March.
Turning to the Hokkaido Shinkansen, we are continuing to advance a study of high-speed operation on sections on
which both Shinkansen trains and freight trains operate, seeking to give adequate consideration to the twin functions of
high-speed Shinkansen operation and rail freight transportation, while making absolutely certain that safety is ensured.
In addition, given that the operator, JR Hokkaido, is currently facing a difficult business situation, we will also give con-
sideration to matters including the status of efforts to contribute to increased profits on the Shin-Aomori to Shin-Hako-
date-Hokuto section and the effect of opening the Shin-Hakodate-Hokuto to Sapporo section.
In addition, since FY2017 we have been conducting surveys related to the optimal direction for the trunk rail network.
In concrete terms, our efforts include the collection of fundamental data concerning matters including transport density
between major cities, research concerning efficient methods of Shinkansen line development, such as development based
on single tracks, and research concerning increasing speed on conventional lines and methods of connecting conventional
lines to the arterial network.
Turning to the Chuo Shinkansen, the opening of all lines will connect Tokyo and Nagoya in approximately 40 minutes
and Tokyo and Osaka in approximately one hour. This will place Japan s three major cities within a traveling time of
one hour from each other, and form an immense metropolitan area with a population of 70 million people. In addition to
significantly changing Japan s national land structure and increasing the nation s international competitiveness, this devel-
opment will generate growth potential that will ripple throughout the country, spurring the development of the Japanese
economy as a whole. With regard to the opening of the lines, the use of the Fiscal Investment and Loan Program will see
the opening of all lines to Osaka, originally scheduled for 2045, brought forward by a maximum of eight years. Revisions
were made to the Act on the Japan Railway Construction, Transport and Technology Agency, an Independent Adminis-
trative Agency, in 2016, and from November of the same year the Agency commenced the provision of FILP loans to
Central Japan Railway Company, the entity responsible for construction. The provision of the entire scheduled 3 trillion
yen sum was completed by July last year. At present, in accordance with the Plan for Constructing the Chuo Shinkansen
Line Section between Shinagawa and Nagoya Stations (No. 1) and (No. 2) approved by the Minister of Land, Infrastruc-
ture, Transport and Tourism, Central Japan Railway Company is proceeding with work including new construction at
Shinagawa Station and the construction of tunnels in the Southern Alps, looking towards the opening of the Shinagawa
to Nagoya section in 2027.
(2) Driving Technical Development
(i) Superconducting maglev trains
In the area of efforts to develop superconducting maglev trains, based on the basic plan for the technological develop-
ment of the superconducting magnetically-levitated transport system, development will proceed aiming at the realization
of greater maintenance efficiency and increased comfort in already developed technologies.
(ii) Gauge Changeable Train
Based on results of deliberations held by the Gauge Changeable Technological Evaluation Committee in March 2018,
development technologies which can contribute to improve durability will proceed aiming at the operation of gauge cha-
geable trains. At the same time, we will drive forward technological development activity meant to address snow hazards
(snow and cold resistance) for the sake of greater safety.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 193
Section 1 Constructing Traffic Networks
3 Constructing Aviation Networks
II
The Basic Policy Committee, Aviation Group, Transport Policy Council had explored the future directions of Japan s
aviation in recurring sessions of discussions since October 2012 and finally came up with a report in June 2014. The report
Chapter 6
sets forth mid- and long-term directions in the three areas of aviation: laying a firm ground for building an aviation net-
work, building an enhanced aviation network and developing aviation demand, and providing quality aviation and airport
services. Based on this direction, we are working on developing specific measures.
Building Competitive Economy and Society
(1) Expanding Aviation Networks
(i) Enhancing metropolitan airports functionalities
Enhancing the functions of Tokyo s air- Figure II-6-1-7 Overview of Tokyo International Airport
ports (Tokyo International Airport [Hane-
Haneda Airport (Tokyo International Airport)
da Airport] and Narita International Air- Total area: 1,516 ha
Number of passengers: 85.30 million (domestic 68.18 million, international 17.12 million)
port [Narita Airport]) is essential from the Cargo volume: 1,280 thousand tons (domestic 730 thousand tons, international 550 thousand tons)
Annual arrival and departure slots: 447,000
perspectives of achieving the targets of 40 Operation: 24 hours
Runway D
*Preliminary figures of FY2017 for the numbers of passengers and cargo volumes
(2,500m × 60m)
million overseas visitors in 2020 and 60 Runway C
Commercialized in FY2004
(3,360m × 60m)
million in 2030 established in the Tour- In service since October 2010
Second passenger terminal
ism Vision to support the Future of Japan,
strengthening Tokyo s international com- Control tower Domestic
cargo zone Maintenance zone
petitiveness, revitalizing the nation s re- Runway B
(2,500m × 60m) First passenger terminal
gions, ensuring the smooth holding of the Runway A
(3,000m × 60m)
[International airline zone]
2020 Olympic and Paralympic Games, and International
cargo zone
Commercialized in FY2005
In service since October 2010
more. Efforts are now underway to enable
the two airports together to achieve arrival Former maintenance
International passenger terminal
zone
and departure capacity at the world s top
level (approximately one million per year), Source) MLIT
rivaling London and New York.
In concrete terms, efforts are being Figure II-6-1-8
Trend in Number of Passengers and Number of Arrivals
and Departures at Tokyo International Airport
made to increase the arrival and departure
The number of passengers at Haneda Airport in FY2017 was 85.30 million.
capacity for Haneda Airport by approxi- This figure includes 17.12 million international air passengers and 68.18 million domestic air passengers.
mately 40,000 by 2020, by means of mea- (10,000 arrivals/departures)
sures including reviewing the flight paths (10,000 passengers)
8,000 Familiarization with Runway D
Familiarization with Runway D
operations 410,000
Facilities, such as international
passenger terminals,
developed 447,000 arrivals/departures 50
arrivals/departures
to and from the airport. At present, steady
operations 390,000
arrivals/departures 44.7
45
7,000 6,495 41.0
progress is being made in areas including 6,181
6,196
6,164 6,229
6,527 6,316
5,933 5,881
39.0
6,582
6,818
40
6,000 Annual arrival and departure slots 5,855
6,141 6,266 6,255
the development of necessary facilities and 5,142
5,4175,569 37.1
5,642
5,875 35
4,864 29.6 30.3 68.18 million passengers
5,000
the establishment of countermeasures for 4,302 4,446
4,630
25.6
27.5 28.5
Runway D in-service
371,000 arrivals
30
4,085
noise and falling objects. In addition to 23.4 /departures
4,000 25
Construction, etc., of rapid
Control operation exit taxiways 303,000
New Runway B in-service
this, we held our fourth series of citizens 21.9 improvement 285,000 arrivals/departures 20
3,000 256,000 arrivals/departures
19.6 20.4 arrivals/departures 17.12 million passengers
Control operation 15
information sessions between Novem-
Familiarization with new
New Runway C in-service Familiarization with new improvement 296,000
2,000 Runway C operations
219,000 arrivals/departures 234,000 arrivals/departures Runway B operations 275,000 arrivals/departures
1,712
arrivals/departures 1,343 10
ber 2017 and February 2018, and we will 1,000 Number of domestic air passengers 727 795
804
1,156 1,565
482 5
continue in our efforts to provide detailed 80 73 82 88 84 86 86 97 96 15 35 85 130 162 195 244
276
Number of international air passengers
0 0
information and obtain the understanding H 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 (Bulletin)
(Yearly Progress Report)
of citizens. The route selection process for Source) MLIT
the expansion of the airport s arrival and
departure capacity is scheduled for com-
mencement, and will focus on important routes that will allow strategic progress to be made towards the realization of the
target numbers of overseas visitors and routes on which demand for direct flights from Japan is high, which will contribute
to the strengthening of the nation s international competitiveness.
With regard to Narita Airport, in addition to increasing arrival and departure capacity by approximately 40,000 by
194 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Constructing Traffic Networks
means of initiatives including the con- Figure II-6-1-9 Overview of Narita International Airport
struction of high-speed exiting taxiways
Ken-O Expressway
II
by 2020, agreement was reached in March Ken-O Expressway (under development)
2018 by a four-party council made up of
Chapter 6
the national government, Chiba Prefecture,
surrounding municipalities, and Narita In- Runway B (2,500m × 60m)
ternational Airport Corporation regarding Second passenger
Higashi Kanto
Third passenger terminal
the further enhancement of the airport s Expressway
(LCC terminal)
terminal
Building Competitive Economy and Society
functions looking beyond 2020, including Control tower
First passenger
Cargo zone terminal Aircraft
the development of a third runway and maintenance zone
the easing of restrictions on night flights. Runway A (4,000m × 60m)
Based on this agreement, countermeasures
Total area: 1,111 ha
for noise and falling objects will be intro- Passengers: 38.97 million (domestic 7.46 million, international 31.50 million)
Cargo volume: 2,310 thousand tons (domestic 32 thousand tons, international 2,280 thousand tons)
duced and the establishment of facilities in Annual arrival and departure slots: 300,000
Operation: 24 hours (Curfew: 23:00 – 6:00)
the surrounding area will be promoted via *Preliminary figures for FY2017 for the numbers of passengers and cargo volumes.
the Act on State s Financial Special Mea- Source) MLIT
sures for Improvement of Areas around
Narita International Airport, and further Trend in Number of Passengers and Number of Arrivals
Figure II-6-1-10
functional enhancements will be pushed and Departures at Narita International Airport
ahead, increasing the airport s annual ar- The number of passengers at Narita International Airport in FY2017 was 38.97 million.
This figure includes 31.50 million international air passengers and 7.46 million domestic air passengers.
rival and departure slots to 500,000. (10,000 passengers) (10,000 arrivals/departures)
3,500 LCC terminal 31.50 million 35
development passengers
300,000 arrivals/departures 3,150
3,036 3,018 3,0873,100 30 3,004
3,000 2,862 2,8442,8122,792 2,795 30
2,692 2,688 27 2,847
2,519 2,560 2,420 25
2,4792,439 2,422 Parallel runways 2,666
2,500 2,389 2,384 24 25
2,272 lengthened to 2500m
22
2,159 Provisional parallel 220,000 arrivals/departures
runways commissioned 20 Construction of taxiways, etc.
2,000 into service 270,000 arrivals/departures 20
200,000 arrivals/departures Concurrent parallel
arrival/departure system
Number of international air passengers introduced 240,000
1,500 13 14 arrivals/departures 15
7.46 million
passengers
1,000 10
Annual arrival and departure slots 689 721 746
600
Number of domestic air passengers
518
500 372 5
193
106 96 84 78 80 78 78 80 67 111 110 114 111 115 123 113 133 169
0 0
1993 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 (Bulletin)
(Fiscal year)
Source) MLIT
(ii) Enhancing functions at Kansai International Airport and Chubu Centrair International Airport
The operation of Kansai International Airport has been
Kansai International Airport Smart
contracted to a private-sector operator since April 2016. Figure Ⅱ-6-1-11
Security System Smart Lane
Kansai Airports Co., Ltd., the airport operator, is applying
private sector ingenuity and innovation to the enhancement
of the airport s functions; for example, the company intro-
duced walk-through duty-free stores to Terminal 2 (inter-
national routes) coinciding with the opening of the dedicat-
ed LCC terminal in January 2017, and, following on from
Terminal 2, is introducing smart security to Terminal 1.
In 2017, the number of airport users broke past records,
and the number of travelers on international routes topped
Source) Kansai Airports Co., Ltd.
20 million for the first time since the airport was opened.
At Chubu Centrair International Airport, the construc-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 195
Section 1 Constructing Traffic Networks
tion of a dedicated LCC terminal (scheduled to commence Commercial facility Flight of Dreams,
II operation in the first half of FY2019) is proceeding in order Figure Ⅱ-6-1-12 located adjacent to Chubu Centrair Inter-
national Airport dedicated LCC terminal
to respond to new LCC services and other flights, and in
addition the construction of a commercial facility (sched-
Chapter 6
uled to be opened in summer 2018) adjacent to the airport
is being advanced as a business project by the airport op-
erator.
Building Competitive Economy and Society
Source) Central Japan International Airport Co., Ltd.
(iii) Enhancing functions at regional airports
For further revitalization of Okinawa at Naha Airport, which plays critical roles as a travel and logistics base connecting
Okinawa and mainland Japan/overseas, the project to increase runways was carried out. At Fukuoka Airport, the project to
increase runways continued with the aim of fundamentally resolving the issue of chronic airport congestion at peak times.
Measures taken at New Chitose Airport include increasing the number of departures and arrivals per hour from 32 to 42
from the end of March 2017. Additionally, in order to relieve facility congestion caused by a sudden increase in interna-
tional flight passengers, among other factors, and to accommodate greater demand for international flights, development
projects are underway to expand the apron for international flights, construct a new taxiway, and improve the functions
of the terminal building servicing those flights (CIQ facility). At other regional airports also, initiatives including apron
expansions and CIQ facility renovations are being advanced in response to increases in the number of aircraft and the
introduction of new flights.
Also, the MLIT has been implementing countermeasures against aging airport facilities based on strategic maintenance
to ensure safe flights of airplanes, while pushing forward with quake-resistant technologies and structures at airports so
that airports can maintain their operations in the event of an earthquake.
(iv) Driving the Open Skies strategically
The Ministry has strategically pursued the Open SkiesNote 1, including a metropolitan airport (Narita Airport), to respond
to changes in the competitive climate resulting from global trends towards air services liberalization while accommodat-
ing vigorous economic leaps in Asian and other overseas nations. Open Skies with a total of 33 nations and regionsNote 2
were realized by March 2018. Also, discussions with ASEAN are ongoing with a view to concluding a regional air service
agreement between Japan and ASEAN.
(v) Fostering and securing aircraft pilots, etc.
In the Japanese aviation industry, while drastic leaps in the demand for aviation focusing on international lines and
massive retirement of pilots in their 40s, who form a primary workforce at present, are predicted in the future.
In response to this situation, in July 2014 the Joint Subcommittee for Studying Crew Policies, established under the
Basic Policy Taskforce and Technology and Safety Taskforce of the Transport Policy Council s Aviation Group, compiled
a report concerning the orientation for concrete measures to be taken in future. In addition, the formulation of the Tourism
Vision to support the Future of Japan in March 2016 set targets of 40 million overseas visitors to Japan in 2020 and 60
million in 2030. Against the background of increased demand for flights, the training and securing of pilots is becoming
Note 1 Refers to the bilateral scrapping of restrictions on the number of companies involved in international air transportation, and on
routes and the number of flights, in order to boost the level of service (for example by reducing fares) by means of realizing new
entries to the market and increased flight numbers, and promoting competition between companies. Recently, numerous coun-
tries have advanced this type of measure.
Note 2 The number of passengers between Japan and these 33 countries represents approximately 96% of the total number of passen-
gers arriving in or departing from Japan.
196 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Constructing Traffic Networks
an increasingly important issue. Figure II-6-1-13 Age Compositions of Japan s Major Airline Pilots
Initiatives to secure work-ready pilots
(Number of pilots)
II
include the use of Self-Defense Force pi- 400
lots, the easing of residency requirements (As of January 1, 2017)
Captains Copilots
Chapter 6
350 Pilots: 6,389
and other measures to allow the use of Captains: 3,747
300 Copilots: 2,642 Future
overseas pilots, and raising the upper age Major airlines: JAL, JTA, JAC, ANA, AKX, AJX,
NCA, SKY, ADO, SFJ, SNA, APJ, JJP, VNL, SJO, Mount position to be shifted
limit for pilots. In addition to this, as ini- 250
JAIR, HAC
tiatives to boost the supply of young pilots, 200
Building Competitive Economy and Society
we are planning to expand the training ca- 150
pacity of the Civil Aviation College from
100
72 to 108 trainees from FY2018 and, also
50
from FY2018, to commence a scholarship
program that will provide interest-free 0 21
22 (Age)
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
loans in order to defray the considerable Source) MLIT
expenses incurred when receiving training
at private sector institutions such as pri-
Figure II-6-1-14 Age Compositions of Japan s LCC Pilots
vate universities.
(Number of pilots)
30
(As of January 1, 2017) LCC : APJ, JJP, VNL, SJO Captains
Pilots: 506
25 Copilots
Captains: 259
Copilots: 247 Large numbers of
captains will retire
20
in the next several years
15
10
0
(Age)
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
Source) MLIT
(2) Enhancement and Optimization of Airport Operations
(i) Driving airport management reforms
Using the Act on Operation of National Airports Utilizing Skills of the Private Sector (Private Utilizing Airport Oper-
ation Act), the MLIT is committed to driving airport management reforms at national airports and the like to suit specific
local conditions through utilization of private-sector capabilities, integrated management of airline and nonairline busi-
nesses and so on in order to expand the amount of population who are engaging in domestic and international interactions,
etc. on the support of the airports and thus to encourage regional revitalization.
Amid these initiatives, in July 2016, Sendai Airport became the first of Japan s national airports to begin undergoing
privatization. Following on from Sendai Airport, procedures are now being advanced for the privatization of Takamatsu
Airport, Fukuoka Airport, Kumamoto Airport, seven airports in Hokkaido, and Hiroshima Airport.
(ii) Efforts to achieve sustainable growth for LCCs
An LCC originating from Japan went into service in March 2012. As of January 2018, Peach Aviation operated 15
domestic routes and 14 international routes; JetStar Japan, 17 domestic routes and nine international routes; Vanilla Air,
six domestic routes and seven international routes; and Spring Airlines, two domestic routes and four international routes,
and Air Asia Japan, one domestic route.
Promoting the entry of LCC is expected to create new demand, for example increasing the number of overseas visitors
to Japan and expanding domestic tourism. The government has set a target for LCC passengers to make up 14% of total
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 197
Section 1 Constructing Traffic Networks
passengers on domestic routes and 17% of Figure II-6-1-15 Trend in Number of LCC Passengers in Japan
II total passengers on international routes by
LCC domestic and international passenger share in Japan in 2016 was 9.7% and 18.9%, respectively.
2020, and a variety of measures are being
Trend in number of LCC domestic air passengers Trend in number of LCC international air passengers*
put in place nationally and at airports in or-
Chapter 6
(10,000 passengers) (%) (10,000 passengers) (%)
der to promote the entry of LCC. 1,600 20 1,600 20
18.9
Government measures are being studied 1,400 18 1,400 18
16 16
and implemented based on the following 1,200 1,200
14 13.5 14
three perspectives: (1) Changing the air- 1,000 12 1,000 12
10.0 9.7 9.8
Building Competitive Economy and Society
port fee structure; (2) Reforming airport 800
7.6
10 800 1,506 10
8 7.1 8
management; and (3) Upgrading the en- 600 5.8 600
5.2 967
6 6
400 400
vironment for receipt of passengers by 2.1
928 916 4
18 44
66
2.2
3.2 609 4
200 700 200 1.5 410
LCC. With regard to the airport fee struc- 0.0 0.0 0.0 0.0 0.0
172
514 2 0.4 0.9
110 156
291 2
0 0 0 0
ture, in order to promote LCC flights air- 2007200820092010201120122013201420152016 2007200820092010201120122013201420152016
port usage fees including landing fees are Number of LCC domestic air passengers (left axis) Number of LCC domestic air passengers (left axis)
Share of LCC domestic airlines (right axis) Share of LCC domestic airlines (right axis)
being reduced or reconsidered at Narita
International Airport and Kansai Interna- * Aggregation based on data as of August 2017
Source) MLIT
tional Airport, which are LCC hubs. Since
FY2017, measures to provide relief for
landing fees for domestic routes originating at Narita, Kansai or Chubu Centrair International Airports and landing at
domestic airports have also been expanded. In addition, in July 2017, 27 airports throughout the country were certified
as airports that help encourage travels to Japan, and the government is providing a full range of support, for example by
providing support for the introduction of new international routes or the addition of more planes (including by LCC),
and upgrading the environment for receiving passengers by LCC. In the area of reform of airport management, initiatives
including integrating the operation of runways and other airport facilities with the management of airport buildings by
introducing private sector operators will enable the introduction of strategic fee systems and business activities, revitaliz-
ing airports utilizing private sector knowledge and funding. Active efforts are being made to realize these benefits, and in
FY2017, the necessary procedures for the privatization of Takamatsu Airport, Fukuoka Airport, Kumamoto Airport, seven
airports in Hokkaido, and Hiroshima Airport were implemented. In relation to upgrading the environment for receiving
passengers by LCC, dedicated LCC terminals are being constructed. The LCC terminal under construction at Chubu Cen-
trair International Airport is scheduled to commence operation in the first half of 2019.
(iii) Accelerating the reception of business jets
A business jet is a small aircraft with the capacity to hold a few to more than a dozen passengers at the most. Business
jets are typically used by businesspersons valuing time because they are able to adjust times according to their schedules
or utilize the plane as a secure space to carry on business meetings and such on board.
Business jets have become a means of global corporate activity in the U.S. and Europe. As Japan s economy goes on
global, further capitalizing on economic growth in Asia through mainly Tokyo International Airport and Narita Interna-
tional Airport has been an important aim, recent years have seen greater importance placed on winning more affluent
passengers and otherwise capturing inbound tourism demand.
As a result, initiatives including the upgrading of facilities, in particular at airports in the Tokyo metropolitan area, in
order to improve the environment for acceptance of business jets are being advanced. For example, at Tokyo International
Airport, development is proceeding in order to increase the number of aircraft parking spots at the same time as the oper-
ation of existing parking spots is being modified in order to realize the maximum possible number of parked aircraft. In
addition to this, parking spot information is being made more visible in order to increase convenience for users. Discus-
sions are also being held at Narita Airport towards upgrading the airport s business jet acceptance system, in particular in
relation to providing an adequate number of parking spots at the time of the 2020 Olympic and Paralympic Games.
Going forward, we will continue to examine measures aimed at entrenching the use of business jets, including the ac-
tive provision of information and the easing of regulations related to business jets.
198 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Constructing Traffic Networks
(iv) Promotion of international flight services at regional airports
Enabling visitors to Japan to arrive and depart from regional airports via international flights will be extremely import- II
ant to realizing the targets of 40 million overseas visitors to Japan in 2020 and 60 million in 2030 set out in the Tourism
Vision to support the Future of Japan formulated in March 2016.
Chapter 6
In the case of national airports, landing fees for international flights have already been reduced by 30% for regular
flights and by 50% for charter flights. In FY2016 a measure was introduced as a cooperative scheme with regional areas
seeking to be added to flight routes, under which landing fees are reduced by a further 50% when new routes are creat-
ed or additional flights are added for international passengers at regional airports. In addition, in July 2017, 27 airports
Building Competitive Economy and Society
throughout the country were certified as airports that help encourage travels to Japan, and these airports are the target of
measures including the reduction of landing and ground handling fees in order to support the introduction of new routes
or additional flights, and support for efforts to improve passenger acceptance facilities, such as the upgrading of boarding
bridges and CIQ facilities.
(3) Upgrading Our Air Traffic System
In FY2010, air traffic experts from the industrial, academic and governmental sectors formulated a long-term vision for
future air traffic systems as CARATS (Collaborative Actions for Renovation of Air Traffic Systems) with a view to real-
izing a globally interoperable air traffic system and addressing increases in long-term demand for air traffic capacity and
diversified needs. Studies are underway to make this vision a reality in conjunction with ICAO s Global Air Navigation
Plan (GANP).
As an initiative involving the introduction of new technologies and new methods in order to improve the operational
efficiency of aircraft and the service rate in bad weather in FY2017, the high-standard approach method RNP-AR, which
employs GPS for precise navigation, was introduced to four airports that do not have ILS or have restrictions on their ap-
proach routes due to their runways, geographical location, etc. Also, with the aim of realizing the use of precision landing,
which is currently limited to straight lines, we are examining the introduction of the Ground Based Augmentation System
(GBAS) to allow for curved lines to improve safety and convenience.
(4) Strategic Promotion of Overseas Aviation Infrastructures
The Asia and Pacific region is expected to grow into the world s largest aviation market before too long. Under these
circumstances, important issues for the growth strategy of Japan are not only to contribute to strengthening of the aviation
networks in this region, but also to actively capture the impetus of the emerging countries in which numerous aviation
projects are in progress.
Early identification of projects is an important factor in winning them, and for this reason a working group has been
established to conduct surveys and identify potential airport operation-related projects under the Council for International
Deployment of Aviation Infrastructure in which numerous related companies participate, enhancing the system of infor-
mation collection via public-private partnership.
In FY2017, a contract for the transfer of business rights was concluded (in August 2017) in relation to the refurbishment
and operation of the Palau International Airport passenger terminal building on Palau. Sales activities and invitations to
key government officials (in FY2017 officials from Vietnam were invited) were among other efforts made in FY2017 in
order to seize opportunities and promote the involvement of Japanese enterprises in projects including the refurbishment/
operation of the domestic terminal at Khabarovsk Novy Airport in Russia, Long Thanh International Airport in Vietnam,
Hanthawaddy International Airport in Myanmar, and New Ulaanbaatar International Airport in Mongolia.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 199
Section 2 Implementing Comprehensive and Integrated Logistics Policies
4 Facilitating Traffic Access to Airports
II
With respect to the rail networks for accessing these airports, efforts have been made to further improve railway access
to international hub airports in accordance with the Approaches to Future Urban Railways in the Tokyo Area Report from
Chapter 6
the Council of Transport Policy, which was put together in April 2016. This includes promoting barrier-free construction
at stations providing access to airports, as well as promoting specific discussions between stakeholders regarding project
implementing entity, project schemes, and other matters, with the goal of improving access routes to major airports in the
Tokyo Metropolitan Area and Kansai International Airport, among others.
Building Competitive Economy and Society
In addition, to improve bus access to airports within National Strategic Special Zones, all necessary measures are being
taken to ensure greater procedural flexibility, including shortening the time given to submit fare and service schedule
plans.
Section 2 Implementing Comprehensive and Integrated Logistics Policies
We are advancing a logistics productivity revolution that seeks to improve the operational efficiency of logistics busi-
nesses and increase added value. In addition, logistics policies are being implemented in a comprehensive and integrated
manner in coordination with related ministries and agencies and the public and private sectors in accordance with the
Comprehensive Logistic Policy Guidelines (FY2017-FY2020).
1 Implementing Logistic Policies to Correspond with Deepening Global Supply Chains
To keep up with deepening global supply chains, efforts directed at reinforcing Japan s international logistic facilities
are underway, including driving overseas deployment of the nation s logistic systems.
(1) Promoting Overseas Deployment of Japan s Logistics Systems
As supply chains continue to get globalized at a deeper level than ever, grabbing the evolving Asian markets would be
essential to sustaining and enhancing the international competitiveness of Japan s industries. The formation of a sophis-
ticated international logistics system should be of prerequisite importance to meet this urge. Capturing the Asian markets
has become an urgent task for Japanese logistics companies that support the business expansion of the nation s industries
in Asia.
However, the existence of institutional and customary constraints in the partner countries is posing challenges to Japan
in expanding its high-quality logistics systems into Asian nations. Therefore, the MLIT is developing an environment to
encourage overseas expansion of Japan s logistics systems in collaboration with the private sector through logistics pilot
projects, intergovermental logistics policy dialogues, support for the development of logistics-related infrastructure, proj-
ects for development of human resource, international standardization of logistics systems, and other means.
200 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Implementing Comprehensive and Integrated Logistics Policies
Column Realization of AI Terminals Column II
Chapter 6
Today, as a result of factors including further increases in the size of container ships and the ongoing re-
structuring of shipping company alliances, the number of ports of call on international trunk routes is being
narrowed down. Against this background, it is essential to stably maintain and expand the international
trunk routes that connect Japan to North America and Europe in order to enhance the international com-
Building Competitive Economy and Society
petitiveness of Japan s economy and maintain and create jobs for Japanese citizens. In order to do so, it
will be necessary to have Japan s ports selected as ports of call, and this will necessitate that we increase
productivity in our container terminals and ensure with the reliable shipping schedules.
To this end, we are seeking to increase the productivity of container terminals through the realization of AI
terminals, which incorporate the AI, IoT and automation technologies which are today displaying dizzying
progress in order to realize the world s highest level of productivity and an excellent working environment.
Looking towards the realization of AI terminals, we will commence initiatives including proving trials related
to the realization of increased efficiency in or optimization of container terminals operations through the use
of AI and other technologies from FY2018. To provide one concrete example: The increasing number of
containers to be handled when receiving container-based imports is increasing the frequency of container
retrieval work; in response, we are studying a proposal for the use of AI when receiving containers in order
to enable the proposal of storage plans that minimize the amount of retrieval work.
In addition, the realization of AI terminals would make it possible to package AI terminal technologies
with infrastructure provision for overseas markets. By tapping into the enormous global demand for infra-
structure, this could be expected to stimulate investment from Japan s private sector and realize strong
economic growth.
Direction to be Aimed For Minimization of length of stay of Minimization of cargo Improvement of working Reduction of cost through economization
container vehicles on premises handling time for container ships environment for operators on fuel for cargo handling equipment
Image of Deep learning
AI terminal Reading KPI Optimization of logistics
Cargo handling of data Accumulation Proposal Data collection
Vehicle Ship Cargo Equipment
Autonomous
learning by Data accumulation
Big data repetition
Analysis / Proposal
Automatic collection Accumulation Collection Control improves KPI
of information of log data Time Control
IoT IoT Centralized control
Use of AI allows proposal of container storage
plans that minimize container retrieval work
IC
Speeding up of loading and
IC unloading of cargo through use
of information technology, etc.
Remote operation and automation
maximize ability of cranes (RTG*)
and improve working environment
for operators
Equalization of inflow of vehicles Obtaining container loading and
through visualization of state of unloading information in advance allows *RTG: Rubber-tired gantry
congestion in front of gate equalization of container retrieval work
Packaging of AI terminal technology with infrastructure provision and deployment in overseas markets by specified port operating companies and other Japanese companies
Tapping into enormous global demand for infrastructure will stimulate investment from Japan’s private sector and realize strong economic growth
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 201
Section 2 Implementing Comprehensive and Integrated Logistics Policies
(2) Strengthening the Functioning of the International Marine Transportation Network
II As the globalization of economy progresses, the volume of international marine transportation continues to grow year
to year. From the perspective of optimizing marine transportation through large bundle shipments, container carriers and
bulkers continue to grow in size. In the meantime, key Asian ports have successfully increased their volumes of freight
Chapter 6
handling, resulting in concentrated ports of call, international trunk routes making fewer calls at Japan. Furthermore, slow
responses to larger vessels to carry bulk cargoNote raise concerns over diminishing competitiveness in domestic industries
forced into a mutually disadvantageous business environment.
In light of such conditions, Japan carries on its effort to streamline the flow of logistics that supports economic activ-
Building Competitive Economy and Society
ity in Japan and life of citizens, improving the shipping entities at their location at home, which would in turn augment
Japan s industrial competitiveness and realize economic reconstruction by maintaining and expanding the calls of inter-
national trunk routes at Japanese ports and simplifying and stabilizing imports of lifeblood materials, such as resources
and energies.
In parallel with these approaches, efforts to shape an efficient network of marine transportation in which international
and domestic transport services are integrated will be carried on, and relevant measures will be enhanced and developed
at a deeper level of refinement.
(i) Enhancing the facilities of International Container Hubs
To strengthen Japanese economy s international competitiveness and to maintain and create citizens employment, the
international shipping trunk routes that directly connect Japan to North America, Europe, and other places need to be
consistently maintained and even expanded.
For this purpose, the government of Japan chose Hanshin Port and Keihin Port as International Container Hubs in
August 2010 to implement a full package of structural and non-structural measures. However, tumultuous change has
been the defining feature of conditions surrounding Japanese ports: the size of container vessels are becoming larger and
alliance between shipping companies is progressing. Based on these, the government of Japan promotes the policy of
International Container Hubs that consists of three measures: (1) Cargo collection at International Container Hubs from
wide area, (2) Cargo creation through industry accumulation behind International Container Hubs, and (3) Reinforcing
the competitiveness of International Container Hubs by, among other efforts, strengthening the functions of deep-water
container terminals, collaborating with port authority and port operating company.
At Hanshin Port, the government of Japan gives Kobe-Osaka International Port Corporation – port operating com-
pany which is partially invested by the government – subsidy for projects to collect cargo. As a result, the number of
international feeder services connecting between Hansin port and ports in western Japan increased about 50%, from 68 to
101 per every week. The container throughput at the port of Kobe in 2017 recorded high.
At Keihin Port, the partially government-funded Yokohama-Kawasaki International Port Corporation has also com-
menced cargo collection. As a result, the number of international feeder services from ports in eastern Japan has increased
by about 50%, from 33 to 48 per week. The effects of this increase are beginning to manifest, for example in the estab-
lishment of a new North American trunk route at Yokohama Port in April 2017.
Going forward, we will continue our efforts to realize container terminals ( AI terminals ) that bring together AI, the
IoT and automation technologies in order to achieve the world s highest level of productivity together with an excellent
working environment, focusing even more vigorously on the maintenance and expansion of Japan s international trunk
lines.
(ii) Development of an LNG Bunkering Hub
In response to developments such as a tightening of regulations on SOx in general sea areas after 2020 by the Inter-
national Maritime Organization (IMO) in October 2016, it is predicted that the number of vessels fueled by LNG (liquid
natural gas) will increase, which produces cleaner emissions. The international competitiveness of ports may be largely
determined by whether or not it has an LNG bunkering (fuel supply) hub. Japan is the world s largest LNG importer,
and already possesses adequate infrastructure, including a large number of LNG bases at its ports. Given this, based on a
Memorandum of Understanding signed in April 2017, a joint Singapore-Japan survey was commenced in August of the
Note Generic name for cargoes that are shipped without being packaged, such as grain, iron ore, coal, oil and timber.
202 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Implementing Comprehensive and Integrated Logistics Policies
same year towards the realization of cooperation with Singapore, which possesses the world s largest fuel oil bunkering
base, in promoting the creation of an international network. Going forward, we will continue to cooperate with Singapore, II
seeking to establish Japan as a pioneering LNG bunkering hub in Asia and increase the number of calls at Japanese ports
by containers and other ships.
Chapter 6
(iii) Forming a marine transportation network for moving resources, energy sources and so on with stability
and efficiency
Supply-demand balances for resources, energy, and so on, assuring Japan of stable, low-cost imports of these sub-
Building Competitive Economy and Society
stances to build up industrial competitiveness of the nation s industries and to maintain and even create employment and
revenues should be one of the tasks of foremost importance as the nation depends on imports for virtually 100% of its
requirements.
Ten strategic international bulk ports were therefore chosen in May 2011 to serve as bases for resources and energy.
In order to enhance the functions of these ports to allow them to serve as marine transport network hubs for bulk freight,
the development of quays that can accommodate large vessels and the promotion of cooperative transportation using large
vessels through corporate partnerships are being targeted, and both structural and non-structural measures are being taken
with the help of subsidies and preferential tax measures.
At present, we are advancing the development of Onahama Port and Tokuyama-Kudamatsu Port as bases for handling
coal imports, and Kushiro Port, Mizushima Port and Shibushi Port as bases for handling grain imports, and private sector
investment related to our strategic international bulk ports is also becoming increasingly vigorous.
Going forward, we will seek to dramatically increase productivity and strengthen Japan s international competitiveness
by means of efficient transportation using large ships and joint transportation involving cooperation between companies.
(iv) Building functionally core ports on the Japan Sea
Among the ports located on the coastal line of the Japan Sea geographically close to the fast economically growing
nations across the sea, core ports were selected in November 2011 in an effort to capture the economic booms in these
nations into Japan s growth through selection of functions and concentration of measures and through port-to-port linkage
and to build a disaster-resistant logistics network following the Great East Japan Earthquake. We will continue to follow
up on the progress and other aspects of the plans formulated by port management bodies.
(v) Enhancing functionalities of international ports
The MLIT not only develops international physical distribution terminals, etc. in the international maritime transport
network or at regional hub ports for consolidated competitiveness, etc. of local key industries but also pushes efforts
directed at enhancing the functionalities of these ports, as by pushing their migration to ICT. To address increasingly
sophisticated and diversified needs for East Asian logistics, which is not much different from domestic logistics in both
terms of time and distance and build a low-cost logistics system, the Ministry pushes ahead with functional enhancements
to unit loading terminalsNote and with the construction of facilities designed to smooth the flow of cargo transshipment.
(vi) Developing a marine transportation environment
Among all international backbone routes, those that could interfere with bay navigation because of shallow waters, etc.
have been improved and Aids to Navigation have been established to develop a marine transportation environment that
combines the safety of navigation with the efficiency of marine transportation.
Note Terminals compatible with transportation systems that consolidate cargoes into chassis, containers, etc. (break them down into
units) for loading and unloading, in order to increase the speed and efficiency of logistics.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 203
Section 2 Implementing Comprehensive and Integrated Logistics Policies
II Column Towards the Creation of LNG Bunkering Hubs Column
Chapter 6
The stringency of regulations on exhaust gases from ships is today being increased, and it is predicted
that the number of ships using clean LNG will increase. The inadequate provision of bunkering hubs able to
supply fuel to these LNG-fueled ships is therefore becoming an international issue. Given this, the creation
of LNG bunkering hubs could be expected to both promote the use of LNG fuel in ships and increase the
number of ships calling at Japanese ports, increasing the productivity of the ports.
Building Competitive Economy and Society
Japan is the world s largest importer of LNG and possesses large numbers of LNG bases sited at its
ports, giving the nation an advantageous environment for the creation of LNG bunkering hubs. Given this,
in addition to proceeding with studies focused on ports such as Yokohama, as has been the case up to the
present, we are also taking the initiative in an international effort towards the creation of a network of LNG
bunkering hubs that positions cooperation with Singapore, which possesses the world s largest heavy oil
bunkering hub, as its central axis.
In October 2016, in an effort to promote the introduction of LNG-fueled ships, a memorandum of un-
derstanding (MOU) concerning cooperation in the development of LNG as a maritime fuel was signed by
eight representatives of seven countries, including the Port and Harbor Bureau of MLIT and the Maritime
and Port authority of Singapore, looking toward the creation of an international network of LNG bunkering
bases. In July 2017, a further three representatives of three countries joined the agreement, strengthening
international cooperation still more.
In April 2017, the International Symposium on LNG Bunkering in Yokohama was co-hosted in Japan by
the MLIT and the Ministry of Economy, Trade and Industry. Stakeholders involved in the promotion of LNG
bunkering from throughout the world, including shipping companies, energy businesses and port authori-
ties, came together in one place (the symposium had approximately 550 attendees from Japan and inter-
nationally) to share their awareness of the direction for efforts to be taken in order to create LNG bunkering
hubs and establish an international network.
In addition, the commencement of the Joint Japan-Singapore LNG Bunkering Survey was announced
at Singapore & Japan Port Seminar 2017 in Singapore in August 2017, further accelerating cooperation
between the two nations.
In FY2018, we will create a support system for the establishment of the necessary facilities for bunker-
ing hubs, and promote the creation of hubs in Japan. Going forward, while continuing to cooperate with
Singapore, Japan will pioneer the creation of LNG bunkering hubs in Asia, and by this means maintain and
expand the number of container routes and other shipping routes that call at Japanese ports, increasing the
nation s international competitiveness.
Opening greetings from Keiichi Ishii, Minister of Land, Infrastructure, Simultaneous fueling and cargo handling (Image)
Transport and Tourism, at Singapore & Japan Port Seminar 2017 in
Singapore (August 28, FY2017)
204 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Implementing Comprehensive and Integrated Logistics Policies
II
Chapter 6
Building Competitive Economy and Society
Commemorative photograph of organizers, co-organizers and speak- Discussion between Minister Ishii and Khaw Boon Wan, Singapore s
ers at international symposium (April 3, 2017) Transport Minister (August 28, FY2017)
Source) MLIT
(3) Developing Advanced Aviation Logistics Facilities to Pursue Increased International Competitiveness
The MLIT pushes efforts to consolidate the functionalities of the metropolitan airports, drive an airfreight hub imple-
mentation of Japan s hub airports, such as Kansai International Airport and Chubu International Airport, and simplify the
transportation process flow in its bid to positively capture airfreight originating from and arriving in Asia as it promises
further leaps.
(4) Improving Logistics for Promoting Exports of Agricultural and Marine Products and Food Products
In 2017, the export value of agriculture, forestry and fisheries products and foodstuffs from Japan was 807.1 billion
yen, and 2017 was the fifth consecutive year of increase. Seeking to realize the government s target of an export value of
1 trillion yen for these products in 2019, we are promoting the more widespread use of technologies and equipment that
will prevent damage during transportation and maintain freshness, conducting research and development of a new type of
refrigerated container for air transport that is suited to the needs of air transportation from regional production areas, and
the initiative for the international standardization of cold chain logistics services.
(5) Strategic Development and Utilization of a Logistically-Important Road Networks
Building an efficient logistics network is of crucial importance to motor-truck transportation, which accounts for about
90% of domestic transportation. Because of this, the construction of ring roads in the three major metropolitan areas, ac-
cess roads to airports and ports is underway. In March 2018 the Road Act and other laws were revised in order to ensure
stable transportation during both normal periods and natural disasters. The Minister of Land, Infrastructure Transport and
Tourism designated the most important road transport network for logistics as Logistically-Important Roads, and creat-
ed a Logistically-Important Road System to enhance functions including strengthening the structure of roads to respond
to the increasing size of trucks and speeding up the opening and restoration of roads following disasters and to provide
priority support. In addition, we are steadily pushing forward with initiatives using ETC 2.0, such as the simplification of
the special vehicle passage permit for vehicles with ETC 2.0 and a demonstration experiment of the operation manage-
ment support services for ETC 2.0 vehicles. In another initiative, a strategy to save labor in truck transport and improve
productivity saw the November 2016 launch of a demonstration project for double-trailer trucks (trucks able to transport
the equivalent of two large trucks in a single unit) in the field, primarily on the Shin-Tomei Expressway. The aim is to
realize fully-fledged introduction of these trucks in FY2018. Efforts are also underway to effectively utilize and enhance
the functions of existing road networks, for example by promoting the use of a smart IC system that directly connects
expressways and private-sector facilities, and continuing to construct smart ICs.
(6) Measures That Help Strengthening of International Logistics Facilities
The MLIT will push the development and redevelopment of physical distribution sites and facilities around internation-
al ports, etc., which are nodal areas for international physical distribution in metropolitan zones. They will also undertake
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 205
Section 2 Implementing Comprehensive and Integrated Logistics Policies
this at the ports that are the strongpoints of physical distribution and industry. This will be done to build up international
II competitiveness and form an efficient network of physical distribution as an integral part of urban environment improve-
ment activity, while also seeking better disaster preparedness to deal with massive disasters as they occur.
Chapter 6
2 Measures Aimed at Building an Efficient and Sustainable Logistics System in Japan
Additional approaches are underway to build an efficient and sustainable logistics system at home to toughen Japan s
industrial competitiveness and increase logistics productivity while easing environmental loads.
Building Competitive Economy and Society
(1) Flow of Interregional Logistics
The MLIT proceeds to develop nodal points of logistics, such as ports and freight stations, to drive combined multi-
modal transportation. Cargo transportation by rail can be used more efficiently by utilizing the facilities that have been
developed to increase capacities of cargo transportation by rail. The construction of combined multimodal transport ter-
minals is also being proceeded at Toyo Port and elsewhere to consolidate coordination between marine transportation and
other modes of transport.
Key road networks will also be constructed to streamline the flow of truck transportation.
(2) Optimizing Local Logistics in Cities, Depopulated and Other Areas
Urban distribution centersNote have been developed in 20 cities and 29 locations (27 of which were already in service)
by the end of March 2017, in accordance with the Act on the Improvement of Urban Distribution Centers, to enhance the
urban functions of logistics and streamline road traffic through the intensive location of distribution facilities.
To prevent roadside parking for cargo handling purposes, the Ministry has encouraged local governments to include the
mandatory installation of parking spaces for cargo handling in their municipal parking ordinances. As of the end of March
2017, municipal ordinances that stipulate mandatory installation of parking spaces for cargo handling at commercial fa-
cilities of above certain size were established in 88 cities.
In addition, we have publicized a handbook concerning the design and operation of buildings that take logistics into
consideration in order to promote design of large buildings that consider logistics, and we are promoting its use.
Measures taken to optimize traffic flow include making focused attempts at eliminating congestion bottleneck points,
constructing graded intersections, and resolving railway crossings that are closed at nearly all times. In parallel, nonstruc-
tural measures, such as those aimed at encouraging joint transportation and delivery pursuant to the Low Carbon City
Promotion Act to boost loading efficiency, have been promoted.
Furthermore, while the number of people having difficulty in daily shopping is increasing in depopulated and other ar-
eas, the logistics efficiency is on the decline. Therefore, a model project on achieving sustainable logistics was conducted
in FY2015 that has led to the accumulation and spreading of practical expertise with respect to problems and solutions
that have been brought to light.
In order to ensure the sustainability of human movement and logistics services in depopulated areas, etc., the system
was revised in August 2017 to enable passenger transportation and cargo transportation businesses to perform each other s
duties under specific conditions.
The Panel for Reducing Redeliveries through the Promotion of Greater Parcel Receiving Method Diversity, a body
made up of representatives of delivery businesses, mail order businesses, and other companies involved in the industry, is-
sued a report in September 2015. We are working to reduce redeliveries in accordance with the findings of this report. For
example, in cooperation with the Ministry of the Environment and the Ministry of Economy, Trade and Industry, MLIT
is conducting the COOL CHOICE Campaign -Why Not Receive Packages For The First Time to increase awareness of
reducing redelivery of courier delivery items. We are also cooperating with the Ministry of the Environment to promote
the more widespread use of open-type delivery lockers. In addition, we are conducting a pilot program in a public-private
partnership where we have installed delivery lockers at a specific core Michi-no-eki in the region to seek potential of these
lockers as a scheme of reducing redeliveries in rural areas.
Note A built-up area constructed in a suitable location, such as close to an expressway interchange, as a large-scale logistics hub, and
featuring intensive siting of logistics-related facilities (truck terminals, warehouses, etc.)
206 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Implementing Comprehensive and Integrated Logistics Policies
(3) Further Efforts to Implement Logistic Services That Are More Sophisticated, Comprehensive, and Efficient
In response to a declining labor force and a rising volume of frequent, small-lot deliveries in the logistics sector, efforts II
are underway to economize on labor in logistics businesses and reduce their environmental impact. The Act to Amend
the Act on Advancement of Integration and Streamlining of Distribution Business seeks to support wide-ranging logistics
Chapter 6
integration and streamlining efforts conducted via collaboration between companies and organizations involved in the
sector. The Act has certified and provided support (subsidization of operating expenses, etc., introduction of preferential
taxation measures, etc.) for a total of 81 (as of March 31, 2018) integration and streamlining plans that detail initiatives in
areas including joint transpotation, modal shifts, and the consolidation of transport networks using warehouses equipped
Building Competitive Economy and Society
with truck scheduling systems and other software. In addition to this initiative, we are also advancing the harmonization of
physical quantities by means of cooperation between logistics companies, shippers and others, and increasing the efficien-
cy of loading and facilitating cooperation between businesses through measures including standardization of packaging
and data usage.
Figure II-6-2-1 Results for number of total efficiency plans certified as of the end of March 2018, and effects of the plans
By type Certified as good plans CO2 reduction
34,000 t-CO2/year
Equivalent to CO2 absorbed by
approximately 3.81 million cedars
Modal shift (When converting the number of
Transport network 36 cases cedars to area, approximately 38.1km2
consolidation project 40% = approximate area of Koto Ward)
47 cases
52%
Source) Formulated by MLIT using formula on Forestry Agency homepage
Joint transportation:
7 cases, 8%
Note) Initiatives corresponding to multiple cumulative totals are aggregated for each type
Amount of labor saved Equivalent to labor saving of 460,000 hours
By type Rail 60%, domestic ship 40% Securing of labor power corresponding to
approximately 224 truck drivers
Source) Formulated by MLIT from Monthly Labour Survey
(Ministry of Health, Labour and Welfare)
Both ferry
RORO ship: and RORO ship
6 cases : 1 case
Shift to coastal
Reduction of load waiting time Introduction of 27 truck reservation
Shift to rail freight reception systems
shipping: Ferry: transport:
14 cases, 7 cases 22 cases, Reservation for arrival time Truck arrival times are equalized,
39% by truck driver and load waiting times are reduced
61%
(4) Realizing a Logistics Revolution through the Use of New Technologies (the IoT, BD, AI, etc.)
The utilization of new technologies in the field of logistics will turn current approaches on their heads and bring about
revolutionary changes.
Unmanned aircraft (i.e. drones, etc.) have the potential to be used for transporting cargo to remote islands, depopulated
rural areas and urban areas, and for transport when natural disasters occur. However, when applied to logistics, they must
be capable of performing complex processes accurately and safely while flying outside of visual range. These include
flying to their delivery destinations and taking off and landing when loading and unloading cargo. The development of a
logistics drone port system, which will enable unmanned aircraft to take off and land safely and autonomously even when
outside of the operator s visual range, was therefore commenced in FY2016. In September 2017, the system was used
in a cargo delivery trial in which an unmanned aircraft transported goods from a Michi-no-eki to an aged care home in
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 207
Section 2 Implementing Comprehensive and Integrated Logistics Policies
Ina, Nagano Prefecture. This initiative exemplifies current efforts to make cargo delivery via unmanned aircraft a reality.
II The operation of unmanned convoy trucks can be expected to have a significant effect in increasing productivity,
for example by alleviating the shortage of drivers. Given this, we are making efforts in areas including technological
development, and as one initiative, we have commenced proving trials of manned convoy operation on the Shin-Tomei
Chapter 6
Expressway from January 2018.
(5) Reform of Work Styles in the Field of Logistics
Against the background of a falling birthrate and an aging and declining population, the aging of the workforce is also
Building Competitive Economy and Society
affecting the field of logistics, in particular the trucking and coastal cargo transportation industries, making measures to
respond to large-scale retirement and the difficulty of securing human resources in the face of the decline of the produc-
tive-age population an ongoing necessity.
The Liaison Committee among Relevant Ministries and Agencies on the Reform of Work Styles in the Motor Carrier
Industry was formed with a view towards the establishment of an environment allowing correction of the issue of long
working hours in the trucking industry, and has compiled a list of 63 measures for immediate implementation.
With regard to the coastal shipping industry, measures, such as improving the onboard living and working environ-
ments, are being advanced to promote the employment of young seafarers.
Column
Column
Efforts to reduce Redelivery by Home Delivery Services
Factors including the diversification of Japan s lifestyles are seeing e-commerce sales increase year by
year. According to a survey by the Ministry of Economy, Trade and Industry, the industry reached a scale of
15.1 trillion yen in 2016, having grown approximately 1.8-fold in the preceding five years. As a result, the
number of deliveries handled by home delivery services is also increasing year by year. In FY2012, approx-
imately 3.5 billion items were handled; this figure had risen to more than 4 billion in FY2016. At the same
time, the shortage of truck drivers, who ensure that items actually arrive, is intensifying, and the workforce
is aging.
Against this background, the rate of redeliveries of home-delivered items has increased to approximately
15.5%. According to estimates conducted by the MLIT in 2015, the time expended on redelivery has risen
to 180 million hours. If this is converted into labor power, it corresponds to the labor power of approximately
90,000 drivers for a year. Reducing the amount of redeliveries is an urgent task if we are to steadily ensure
the realization of sustainable home delivery services as the shortage of drivers becomes increasingly visible.
In addition, the MLIT estimates that these redeliveries are responsible for the emission of approximately
420,000 tons of CO2 per year, making it essential to consider responses from the environmental perspective
also.
In order to respond to this issue, the MLIT is encouraging the use of an application that makes it easy
to change details such as the date on which you can receive an item from your smartphone, by means of
initiatives including the COOL CHOICE Campaign-Why Not Receive Packages For The First Time?, which
promotes a movement to reduce deliveries, conducted in cooperation with the Ministry of the Environment
and the Ministry of Economy, Trade and Industry. In addition, as a new initiative to promote the further diver-
sification and increased convenience of methods of receiving deliveries, in cooperation with the Ministry of
the Environment, we are supporting the installation of open-type delivery lockers, able to be used by multiple
home delivery businesses and members of the public, in public spaces in stations, convenience stores, etc.,
providing a further option for receiving deliveries in addition to the offices of home delivery businesses and
convenience store.
208 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
II
Chapter 6
Building Competitive Economy and Society
Source) MLIT
Seeking to ensure the sustainability of highly convenient delivery services and increase convenience even
further, the MLIT will continue to cooperate with home delivery businesses and other stakeholders towards
reducing the amount of redeliveries of home-delivered items.
Section 3 Reactivating Industries
1 Trends in Railway Industries and Measures
(1) Railway Business
(i) Trends and measures in the railway business
The number of railway passengers carried in FY2016 increased from its year earlier level. At Japan Railway, transpor-
tation on the Shinkansen increased and as did transportation on conventional railway lines, with transportation on private
railways on the increase, too.
In FY2016, the annual volume (tons) and distance (kilometers) of railway freight increased from the previous fiscal
year for container freight, while carload freight slightly decreased.
The railway operators are working on such initiatives as presenting guidance information in multiple languages, show-
ing route and station names along with their alphanumeric notation and offering free public wireless services in order to
enhance railway competitiveness, increase convenience in coordination with livelihood services and be better prepared
in receiving inbound foreign tourists.
Additionally, traffic IC cards continue to gain growing popularity across the nation since their pioneer Suica was
launched by JR East in 2001. Since March 2013, 10 kinds of traffic IC cards used by JR and major private railways and
the like have been made interoperable. As IC cards penetrate more railway operators and areas, they could help improve
passenger convenience and reactivate regional economies.
(ii) Initiatives towards the complete privatization of Japan Railways
Japan s national railways were once operated as a centrally-managed organization run under a state-owned corporation.
Improper business management and a failure to account for actual conditions in the areas of service led to high levels of
long-term debt and eventual bankruptcy. This led to the division and privatization of Japanese National Railways in April
1987 and a rebirth of the rail business in Japan. April 2017 marked 30 years since the formation of the JR companies.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 209
Section 3 Reactivating Industries
The breakup and privatization of Japanese National Railways resulted in the formation of a system characterized by
II efficient and responsible management. This led to a dramatic increase in the comfort and reliability of rail services as a
whole. On the management front also, the anticipated goal of reform of Japanese National Railways is being fulfilled, for
example with Kyushu Railway Company becoming a fully private entity following on from East Japan Railway Compa-
Chapter 6
ny, West Japan Railway Company, and Central Japan Railway Company.
At the same time, however, Hokkaido Railway Company, Shikoku Railway Company, and Japan Freight Railway
Company have not yet reached the stage at which they are able to post sufficiently stable profits to enable them to be listed
on the stock exchange, and the government is also providing each company with a variety of support to enable them to
Building Competitive Economy and Society
achieve business independence, for example providing assistance with capital investment and offering interest-free loans.
Of these companies, Hokkaido Railway Company in particular is facing a difficult business situation. The company has
announced that sections of its routes will be difficult to maintain independently, and has commenced holding explanatory
meetings and discussions with regional stakeholders regarding subjects including the status of specific sections, and the
best direction for the realization of more efficient and convenient transportation services, depending on the specific re-
gion. For its part, the national government is working closely with the Hokkaido Government Office, actively taking part
in regional discussions between stakeholders and providing support for initiatives towards the building of traffic systems
in rural areas that will be sustainable into the future.
(2) Rolling Stock Industry
The production value of newly manufactured rolling stocks moved flatwise for domestic shipment and varied depend-
ing on the status of orders for overseas shipment. The production value in FY2016 stood at 160.1 billion yen (1,761 cars).
The composition ratio of production value is 88.8% (142.2 billion yen) for domestic shipment and 11.2% (17.9 billion
yen) for overseas shipment, the former declining by 2.8% over FY2015 and the latter declining by 49.2% over FY2015.
The production value of rolling stock parts (such as power generators and bogies) was 326.1 billion yen and that of sig-
nal protection devices (such as automatic train control devices and electrical interlocking devices) was 100.6 billion yen.
Rolling stock manufacturers and others are working to develop rolling stocks that fill diverse social needs, such as
speed, safety, passenger comfort, low noise and being barrier-free, by partnering with railway operators and also to set up
and even expand local production bases and maintenance bases in the U.S., U.K. and elsewhere with the recent of orders
for overseas projects as an impetus.
2 Trends in Motor Truck Transport Business and Measures
(1) Passenger Vehicle Transport Business
(i) Motor bus business
While motor buses in major cities in which populations have increased have seen slight increases in passenger volume
and revenues, factors that include increasing ownership of private vehicles in rural areas continue to push down the de-
mand for public transport. The climate surrounding the motor bus business remains extremely harsh.
210 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
Changes in the Number of Passengers Carried by Motor
Figure II-6-3-1
Buses and Operating Revenues II
(Operating revenue: 100 million yen) (Number of passengers carried: million passengers)
10,000 3,000
Chapter 6
2,635 2,653
2,550 2,537 2,563 2,571 2,555 2,485 2,549 2,577 2,628
9,500 2,474 2,493 2,477
2,500
9,000
2,000
8,500
1,602 1,560
1,524 1,496 1,486 1,459
1,381 1,368 1,346 1,350 1,358 1,332 1,327 1,322 1,500
Building Competitive Economy and Society
8,000
7,500
1,000
7,000 8,058
7,780 7,670
7,551 7,555 7,456
6,500 7,180 7,142 7,146 7,137 7,150 7,119 7,210 7,247 500
6,000 0
2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 (Fiscal year)
Operating revenues Number of passengers carried in the three major metropolitan areas Number of passengers carried in other areas
Source) MLIT
(ii) Chartered bus business
Since deregulations in February 2000,
Figure II-6-3-2 Chartered Bus Business Overview
the chartered bus business has sponsored
(Yen, Cars, 10 thousand passengers) (Companies)
low-cost, diversified bus tours in its effort 95,000 5,000
Number of operators (companies) * 4,392 4,492 4,533 4,536 4,512 4,477 4,508 4,524
to deliver better user services, but com-
1
90,000 86,283
85,000 80,519 4,110 4,159 4,196 81,950
petition is stiffening with increase in the 80,000 76,886 3,743
3,923 81,955
4,000
73,3553,521 3,581
population of operators in play. Mean- 75,000
Per-day car operating
70,000 revenues (yen) *
while, chartered bus industry conditions 69,725 2
71,691
65,000 3,281 68,563 67,815 68,813 3,000
66,845 67,328 66,226
are improving: Despite a previous down- 60,000 2,864 64,246 63,435
62,129 63,308
ward trend for transport revenues due to 55,000 Number of cars (cars) * 1
50,182 51,539
2,336 48,135 48,808 48,995
50,000 2,122 46,676 47,452 47,693 2,000
developments such as smaller group sizes 45,000 42,718
44,685 45,625 45,668 44,832 45,785
39,806 41,115
for group tours and lower prices for trav- 40,000 36,508 37,661 36,815 Number of passengers carried (10 thousand) * 1
32,936 32,534
el packages, revenue growth is now being 35,000
29,060 30,156 29,640 29,604 30,336 29,858 30,005 29,605
31,226
29,534 29,443
1,000
30,000 26,096 27,230 27,838
seen as a result of factors that include new 25,000
24,786 25,161 25,471
fares and costs systems being implement- 20,000
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 (Fiscal year)
0
ed that properly factor in safety costs and
*1 Surveyed by MLIT
the increasing number of foreign travelers *2 Surveyed by Nihon Bus Association (No data listed for FY2012 because subject operators are different)
Source) MLIT
visiting Japan.
The Committee of Experts to Investi-
gate Measures in Response to the Ski Bus Accident in Karuizawa put together comprehensive measures in response to the
Karuizawa ski bus accident that occurred in January 2016. Based on these measures, efforts are being made to ensure safe
and secure chartered bus services that include strengthening rules for charter bus operators.
(iii) Taxi business
In the taxi business, the Act on Special Measures Concerning the Optimization and Revitalization of the General Pas-
senger Car Transportation Business in Specified and Semi-Specified Areas was put into effect in January 2014 in order to,
among other things, improve working conditions for drivers while providing better taxi services.
Pursuant to provisions of the law, the MLIT has designated 27 specified areas and 114 semi-specified areas, working to
improve taxi business productivity by making efforts to rectify the current oversupply and stimulate demand.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 211
Section 3 Reactivating Industries
Figure II-6-3-3 Developments in Per Day-Vehicle Reviews of Hires and Taxes
II Number of passengers carried
Transport revenue Per-day-car revenues
Number of cars 32,000
Chapter 6
221,677 222,316 222,522 220,724
219,419
220,000 216,387
30,951 211,808 214,791
31,000
Global financial crisis
208,053 30,099 200,758 30,125
30,071
200,000 196,502
193,948 193,876 193,229 193,899 194,110 194,666 30,000
Building Competitive Economy and Society
29,703 192,736 191,363 29,549
191,028
189,993 189,641 188,792
193,385
191,339 187,415 189,974
189,556 28,950 190,127
29,337 186,966
29,153 178,881 29,000
180,000 29,044
28,355
174,213 28,473
27,763 28,000
161,802
160,000 157,546 156,359
159,294 154,294 153,474
27,154 152,018
155,720 150,188
152,793 151,573 147,528 27,000
149,767
140,000 144,582
142,200
26,266 139,621 26,000
Number of passengers carried (10 thousand) Transport revenues (10 million yen)
26,005
Number of cars Per-day-car revenues (Note)
120,000 25,000
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
(Fiscal year)
Easing of regulations (Note) Per-day-car revenues: Putting into effect of the Act for Optimization
(Regulations on adjustment of supply and demand, etc.) Revenues from transport per car per day worked and Revitalization of the Taxi Transportation Business Surveyed by MLIT
Source) MLIT
(2) Replacement Driver Service
The replacement driver service is used as an alternate means of transport for drunken drivers. As of the end of Decem-
ber 2017, 8,850 replacement driver service providers are in operation. Keen to add to further soundness of the replacement
driver service, the MLIT has formulated Measures for Making the Replacement Driver Service More Sound for Added
Safety and Security in collaboration with the National Police Agency in March 2012 as part of its continuing effort to
drive various relevant measures. Furthermore, the MLIT developed measures to address issues concerning user protec-
tion toward appropriate operation of replacement driver services in March 2016 in order to further ensure protection of
users in replacement driver service, and these measures were implemented from April 2016.
(3) Truck Transport Business
The number of motor truck carriers had been on the rise for long, but the number of carriers has been moving crabwise
at about 63,000 since 2008.
Because 99% of truck transport business operators are small and medium-sized businesses, they face issues such as
being forced to accept long waiting times due to the circumstances of shippers, resulting in long working hours for drivers,
and being in a weak position in relation to shippers and thus unable to demand appropriate fares. Therefore, in July 2017,
in an attempt to understand the actual status of waiting times in order to reduce them, a measure was introduced obliging
trucking business operators to record waiting times occurring at due to the circumstances of shippers. In other initiatives,
the shipper recommendation system used when shippers have been involved in violations of laws and regulations by
trucking businesses has been revised in order to increase its effectiveness, and a new approach to the operation of the
system has been adopted; for example, the standards for judgment of the involvement of shippers have been clarified, and
action is demanded from shippers at an early stage. In addition, as part of a framework devised by a council that has been
meeting since FY2015, a pilot program was conducted in FY2016 seeking to shorten the currently long working hours of
truck drivers through efforts that include decreasing standby time by means of collaboration between shippers and truck
transport business operators. At the same time, an Investigative Commission for Proper Trucking Industry Fares and Fees
has been established, and has begun holding discussions aimed at ensuring that the appropriate fares and fees are received.
212 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
In order to clarify the scope of fares, the compensation for transportation, and fees, the compensation for services other
than transportation, the standard truck freight transportation contract was revised in August 2017, and the revision went II
into effect on November 4 of the same year.
Efforts have also been made toward improving business terms for truck transport business operators and conducting
Chapter 6
projects that seek to improve productivity.
As changing working arrangements is important to make working in the truck transport industry more attractive, efforts
will continue to carry out these policies on a comprehensive scale.
Building Competitive Economy and Society
Figure II-6-3-4 Trends in the Number of Motor Truck Carriers
Total number of carriers Increase/decrease in carriers
Unit (carrier) Compared to when regulations were eased in 1990, the number of carriers has increased by approximately 1.6-fold. Unit (carrier)
70,000 3,500
(FY1990-2016) 62,567 62,892 62,989 62,936 62,637 62,276
61,040
Number of newly participating carriers 48,744 58,146 3,000
60,000 Number of retiring carriers 26,540 55,427 62,056 63,122 62,712 63,082 62,905 62,176
Number of increase 22,204 52,119 59,529
56,871 2,542 2,500
48,629 54,019 2,495 2,468
50,000 45,015 2,337 2,243
50,481 2,399 2,133 2,115 2,218
42,308 2,250 2,090 2,000
40,072 46,638 2,413 2,476 1,860 1,598
43,450 1,900
40,000 1,995 1,852
41,053 1,638 1,604 1,663 1,611 1,418 1,628 1,500
1,514 2,042 1,511 1,269
1,823 1,590 1,565
1,623 1,991 1,408 1,444
1,275
1,383 1,418
1,334 1,272 1,128
1,219
1,046
1,255 1,142 1,031 1,228 1,167
30,000 1,220 1,085 1,015 1,175 1,097 1,000
981 951 946
617 842 893
725 500
517 624 612 511 555
20,000 477 422 499
335 372 372 277 100
100 94 0
−230 −180 −146 −31 −268
10,000 −461 −500
0 −1,000
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 (Fiscal year)
Increase/decrease Number of newly participating carriers Number of retiring carriers Total number of carriers
(Note) The number of retiring carriers includes that of carriers that have terminated as a result of a merger or transfer.
Trucking Business Act was enforced on December 1, 1990.
Source) MLIT
(4) Securing and Fostering Bearers of Motor Carrier Businesses, etc.
Motor carrier businesses that undertake the movement of people and goods (trucking, bus and taxi businesses, and auto-
motive maintenance business that contributes to safety assurance in these businesses) are a social infrastructural industry
of vital importance to sustaining Japan s economy and means of regional transportation.
A look into the employment structure of the motor carrier businesses, however, suggests that the workforce more or less
depends on middle-aged and elderly workers, with female workers accounting only for about 2%. If this condition lasts,
a serious shortage of bearers of these businesses is feared to occur in the future.
Because of this, motor carrier businesses (trucking, bus and taxi businesses), the Liaison Committee among Relevant
Ministries and Agencies on the Reform of Work Styles in the Motor Carrier Industry, chaired by Deputy Chief Cabinet
Secretary Kotaro Nogami, was launched in 2017, and is cooperating with related ministries and agencies to promote
appropriate measures.
With regard to trucks, along with addressing issues concerning and carrying out policies aimed at driving a wider
adoption of and achieving the practical application of relay transport, we are working on measures to secure bearers by,
for example, disseminating information about the license for quasi-medium-size trucks program, enhancing information
dissemination and awareness of business managers, leveraging Female Truck Driver Promotion Project Site.
The bus industry is advertising the job of bus driver as a choice for employment, and is creating flyers and leaflets
targeting young female jobseekers. Bus companies are also working to recruit and train more bus drivers by creating
recruiting and training handbooks.
In the taxi industry, June 2016 saw the launch of the Female Driver Support Enterprise certification program, which
seeks to get and keep more women in the taxi workforce by supporting and advertising efforts aimed at improving female
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 213
Section 3 Reactivating Industries
driver employment and by businesses try- Figure II-6-3-5 Employment Structure of the Motor Carrier Businesses, etc.
II ing to make it easier for women with chil-
Automotive Total industry
dren to continue working. Bus Taxi Truck
maintenance average
In the automotive maintenance industry, Number of
Chapter 6
drivers and 130,000 340,000 830,000 400,000
―
public and private entities are working to- maintenance
technicians
(FY2015) (FY2015) (2017) (2017)
gether to conduct PR and improve the per- Female ratio
1.7% 2.7% 2.4% 1.4% 43.8%
(FY2016) (FY2016) (2017) (2017) (2017)
ception of being a maintenance mechanic 49.8 59.3 47.8 45.0 42.5
Average age
(2017) (2017) (2017) (2017) (2017)
among women and younger people by 210 hours 189 hours 217 hours 187 hours 178 hours
Working hours
Building Competitive Economy and Society
means of initiatives including visiting high (2017) (2017) (2017) (2017) (2017)
JPY 4.57 million JPY 3.32 million JPY 4.54 million JPY 4.27 million JPY 4.91 million
schools and putting up posters. In addition Annual income
(2017) (2017) (2017) (2017) (2017)
to this, based on the results of a survey of (Notes) 1 Number of drivers and maintenance technicians: Figures for buses and taxis based on Road Transport
Bureau survey
the actual status of the working environ- 2 The ratio of female in automotive maintenance is that for second level automotive mechanics.
3 Figures for working hours were estimated by the MLIT s Road Transport Bureau from scheduled hours
ment and conditions for mechanics con- worked + nonscheduled hours worked in the Basic Survey on Wage Structure.
Scheduled working hours indicate the number of hours actually worked during the hours from start time
ducted by a panel of experts, further mea- and finish time on scheduled work days in June each year as stipulated in employment rules or other such
documents of the business office.
sures tailored to business type, size, etc. are Nonscheduled working hours indicate the number of hours actually worked outside the scheduled working
hours and the number of hours actually worked on prescribed days off.
4 Annual income is the figures estimated by the MLIT s Road Transport Bureau from regular salary paid in cash
being planned and initiatives pushed ahead x 12 + annual bonuses and other special salary in the Basic Survey on Wage Structure.
Regular salary paid in cash means six-months worth of salary paid in cash (before deducting income tax,
in collaboration with industry stakeholders. social insurance premiums, etc.) and includes base salary, rank allowance, attendance allowance, commut-
ing allowance, family allowance, overtime allowance and the like.
In December 2017, Guidelines to Facili- Annual bonuses and other special salary means the amount of bonuses and special salary such as fiscal
year-end special allowance paid during the January-December period of the year preceding the survey year.
tate the Involvement of Female Workers Source) Prepared by the MLIT s Road Transport Bureau from Labor Force Survey by the Ministry of Internal Affairs and
Communications, Basic Survey on Wage Structure by the Health, Labour and Welfare Ministry, Japan s Bus
in the Automotive Maintenance Industry Service by the Nihon Bus Association and Hire-Taxi Year Book by the Japan Federation of Hire-Taxi Associ-
ations, and Automotive Maintenance White Paper by the Japan Automobile Service Promotion Association.
were formulated and announced. Seminars
focusing on securing human resources are
also being held for the operators of automotive maintenance businesses in order to promote the securing and fostering of
human resources in the industry.
3 Trends in Maritime Industries and Measures
(1) Achieving Stable Marine Transportation
(i) Achieving Japanese-flagged vessels and Japanese seafarers
As Japan is a nation with limited resources surrounded by the sea in all its sides, international shipping, which depends
on 99.6% of the Japan s trade, plays a significant role in ensuring the country s economic security. As such, even in times
of emergency, it is critical to maintain a sufficient number of Japanese vessels and Japanese mariners to eliminate juris-
dictional competition with the country of vessel registry, and these numbers have been in decline as a result of weakened
cost competitiveness brought about by a yen that has appreciated since the Plaza Accord.
To address this situation, a tonnage tax systemNote went into effect in FY2009 for Japanese vessels owned by Japanese
overseas ship operators who have been certified under the Japanese-flagged Vessels and Japanese Seafarers Securing Plan
in accordance with the Marine Transportation Law. In FY2013, the system sought to supplement the number of Japanese
vessels by expanding the scope of the system to vessels that are owned by the foreign subsidiaries of Japanese overseas
vessel operators and that have taken measures to be flagged as Japanese-flagged vessels when navigation orders are given
(referred to as Deemed-Japanese-flagged vessels). These efforts are helping to increase the number of Japanese vessels
and mariners.
Furthermore, as a move to promote the more rapid achievement of stable marine transport, the Revised Marine Trans-
portation Law and Mariners Act went into effect in October 2017. Among other things, this law allows foreign vessels
that are owned by the foreign subsidiaries of Japanese vessel owners to be added to the list of Deemed-Japanese-flagged
vessels if the vessels satisfy certain conditions. With this as a precondition, a new standard tonnage tax system will be
launched in FY2018.
These initiatives aim to stabilize the marine transport business in Japan as quickly as possible.
Note A tax system in which the amount of corporate tax is calculated in relation to a fixed deemed profit based on the tonnage of the
company s ships rather than annual profit. This system has been introduced by major shipping nations throughout the world.
214 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
(ii) Acquiring and fostering seafarers (Seamen)
Acquiring and fostering Japanese ship s
Trend in Number of Japanese Seafarers Aboard International
II
seafarers, human resources of marine Figure II-6-3-6
Vessels, Japanese Merchant Fleet
transportation, is of essential importance
Chapter 6
(Number of vessels) (Person)
to boosting Japan s economy and main- 3,000 56,833 60,000
taining and upgrading national life. The
2,500 50,000
ratio of coastal shipping seafarers aged 0 844
60 or older is increasing, but the number 2,000 655 1,817 40,000
1,028 1,864 1,519 1,462 1,432
Building Competitive Economy and Society
of young seafarers is also on the increase, 38,425
30,013 855
1,809 1,676 1,892 1,304
1,362 1,506
in part as an effect of public-private ef- 1,500 485 1,097 1,083 30,000
1,169
forts to secure young seafarers. However, 529
1,000 20,000
it is also essential to secure and foster an 1,580
615
11,167
931 920 932 888
adequate number of young seafarers in the 500
1,176 613 759
766 708 746 752 731
808 881
10,000
878 5,573 628
future. In response, efforts are underway 532 8,781 3,008 2,650 2,505 2,315 2,187 2,306 2,325 2,208 2,263 2,271 2,237 2,188
280
154
to expand employment opportunities for 0 99 95 92 98 107 119 136 150 159 184 197 219 0
1972 80 85 89 94 99 2004 06 07 08 09 10 11 12 13 14 15 16 (Year)
new seafarers. One such effort involves
Japanese vessels 219
strengthening the system for supplying Peak in Japanese vessels Ocean-going Japanese sailors 2,188
seafarers, for example by diversifying the
Japanese vessels Controlled foreign chartered vessels
avenues by which seafarers are able to find Foreign chartered vessels Number of Japanese seafarers aboard international vessels (right axis)
employment through measures including Source) MLIT
providing support for conducting short-
term training courses for individuals who
Figure II-6-3-7 Changes in the Number of Japanese Seafarers
have not graduated from a mariner training
institute, and offering direct invitations to (Person)
140,000
culinary schools to participate in company Number of international ship seafarers
120,000 Number of coastal ship seafarers
briefing sessions. Another effort involves Number of fishing vessel seafarers
supporting business operators that system- 100,000
atically employ and foster new seafarers. 80,000
On the other hand, a certain number of 60,000
ocean-going Japanese sailors need to be
40,000
secured and fostered from economic se-
curity and other perspectives. Therefore, 20,000
we are making efforts to secure Japanese 0
1974 80 85 90 95 2005 06 07 08 09 10 11 12 13 14 15 16 (Year)
seafarers, including steady implementation Source) MLIT
of the plan to secure Japanese vessels and
seafarers.
As Asian seafarers account for a greater proportion of the total seafarers aboard Japanese merchant fleet, training aimed
at improving the skills of mariner s instructors in the developing nations has been conducted to help secure and foster
more capable Asian seafarers.
Japan agency of Maritime Education and Training for Seafarers (JMETS) is Maritime Education and Training institu-
tions over which the MLIT holds jurisdiction. JMETS is the largest Maritime Education and Training institute in Japan. It
provides education and training for newcomers, practical training according to needs of shipping companies, and on board
training for students of maritime universities and colleges of technology.
Going forward, JMETS is steadily pushing forward the securing and fostering young seafarers by advancing training
contents and making the best use of its resources.
In addition to these efforts to secure and foster seafarers, continued efforts will be directed at promoting On-board
Occupational Health and Safety Management System and Work Improvement on Board (WIB), a continual approach to
reducing seafarers accidents to add to the vocational charms of the job of being a seafarer.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 215
Section 3 Reactivating Industries
(iii) Promotion of the understanding of ocean by the public
II While achieving stable marine transportation is crucial in supporting the Japanese economy and national life, the un-
derstanding of sea by the public is not necessarily sufficient. To this end, the MLIT is working with local governments,
businesses, related groups, schools, boards of education, and other organizations to promote the understanding by the
Chapter 6
public -young people in particular- on maritime affairs through initiatives that include a variety of events such as the
Sea-Festa (held in Kobe City in 2017) in Ocean Month, which centers on Marine Day, and commending those who have
been instrumental in helping Japan to grow into a maritime nation (Prime Minister s Commendation). In addition, we
worked on The Ocean and Japan Project throughout the year.
Building Competitive Economy and Society
Further to this, maritime education programs for elementary and secondary school education have been created in
response to the fact that the description of the importance of the oceans and maritime affairs has been enhanced in the
Ministry of Education s curriculum guidelines for elementary and junior high schools (revised in March 2017). Going
forward, we will further strengthen cooperation between regional transportation bureaus/related organizations and Boards
of Education, etc. working to realize maritime education with a focus on elementary and junior high schools that is firmly
based on the particular characteristics of specific regions.
(2) Marine Transportation Industry
(i) International shipping
The volume of cargo movement on ocean in the world for 2016 stood at 11.091 billion tons (up 2.7% year-on-year) with
Japan s volume of seaborne trade for the same year at 0.93522 billion tons (down 1.2% year-on-year).
Despite an improvement in the business environment for the international shipping sector as a result of factors includ-
ing a moderate economic recovery and a decline in fuel oil prices centering on the US and China from the second half
of the previous year, overall, international shipping business conditions were severe in FY2017 due to a historically low
level of shipping fares.
(ii) Domestic passenger shipping business
Domestic passenger shipping business Trends in the Number of Domestic Passenger Ship Opera-
Figure II-6-3-8
demand was 87 million passengers (0.5% tors and Number of Passengers Carried
down from the previous year) in FY2016. (Number of operators) (Million)
1,200 160.0
The trend is downward on a long-term ba-
Number of operators Number of passengers carried
sis attributable to changes in Japan s de- 1,000
148.8 148.1
144.9 127.4
968 951 953 967 985 968 969 970 964 968 960 950 953 952 963
140.0
120.1 906
mographic structure, among other factors. 888 893 897 884 120.0
890 882
Fuel prices are recently stable, but business 800 110.1 110.8 108.8 107.3
100.0
100.9 103.2 99.2 100.8 99
environment is still in difficult situation. 92.2
600 85 84.1 87.1 88.0 86.3 87.9 87.5 80.0
The domestic passenger shipping business
60.0
plays an important role as a means to trans- 400
port people and daily commodities from 40.0
200
region to region, and holds promise as a 20.0
way to increase tourism among those inter- 0 0.0
平成 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 (Fiscal year)
ested in maritime scenery and other oppor-
(Notes) 1 Sum total for general passenger liner routes, specified passenger liner routes and passenger non-liner routes
tunities. The ferry business has modal shift 2 Number of operators as of April 1 of each year (as of August 1 for 1965-1969)
Source) MLIT
potential and serves a key role in providing
transport after natural disasters occur.
This has prompted the MLIT to provide support for the construction of highly energy-efficient vessels through pref-
erential tax measures and a joint shipbuilding program administrated by the Japan Railway Construction, Transport and
Technology Agency. In addition, in order to further promote modal shift in shipping, we have established the Council for
the Promotion of Maritime Modal Shift in November 2017, made up of RORO ship, container ship and ferry operators, in
addition to actors including consigned freight forwarding businesses, trucking businesses, shipper, and the authorities, and
the council is proceeding with discussions towards the creation of a creation of centralized search system for operating in-
formation on modal shift ships and the establishment of a new award, the Maritime Modal Shift Award (tentative name).
216 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
At the same time, the MLIT is supporting the development of new tourism-related services under the Model Zones
for Boat Travel Revitalization system, which was launched in April 2016 (18 zones had been established as of the end II
of March 2018). In addition, the Project for Emergency Measures to Develop the Environment for Receiving Foreign
Tourists Visiting Japan is advancing necessary measures to increase convenience for overseas visitors, for example by
Chapter 6
supporting the establishment of free public wireless LAN environments and the use of multiple languages on information
signs, etc.
(iii) Coastal shipping
Building Competitive Economy and Society
The coastal shipping volume in FY2016 was 180.4 billion ton-km. Although recent years have not seen any significant
decline, the long-term view trends downward for transport demand for industrial base materials, in particular, due to
factors that include a stagnant domestic economy, intensifying international competition, and business mergers among
shippers. Coastal shipping accounts for 44% of domestic logistics and roughly 80% of industrial basic materials transport,
and constitutes a core transport infrastructure supporting Japan s economy and the lifestyles of its people. Along with ferry
transport, it is a key element for achieving modal shift. However, overage vessels comprise 70% of all domestic vessels
at sea and more than 50% of seafarers are 50 or older. This dual aging of vessels and seafarers presents a systematic
problem.
In response to these issues, the Panel to Consider Future Measures for Coastal Shipping Revitalization was estab-
lished in April 2016, and commenced discussing directions for measures to promote development of coastal shipping that
ensure the sustainable provision of safe, high-quality transport services. In June 2017, the panel compiled the Plan for
the Future Creation of Coastal Shipping as a new industrial policy. As a future vision for the coastal shipping, the plan
positions ensuring stable transportation and increasing productivity as its twin axes, and sets out concrete measures
towards the realization of these goals, including strengthening the business foundation for coastal shipping operators,
developing and popularizing advanced ship and ensuring the stable and effective securing and fostering of seafarers, etc.
Figure II-6-3-9 Future vision and concrete measures specified by the Plan for the Future Creation of Coastal Shipping
■ The functions of coastal shipping as a core transportation infrastructure that transports basic resources for industry and supports modal shift will be
essential into the future. In addition to this, it is necessary to increase productivity of society as a whole. Given this, in order to rapidly solve the issues
facing the current coastal shipping, it is necessary to put measures in place after clarifying the future vision that the industry should aim for. To this end,
we have positioned “ensuring stable transportation” and “increasing productivity” as the twin axes of a future vision for the industry.
■ Looking towards the realization of each of these goals, we have formulated a range of concrete measures including the strengthening the business
foundation for coastal shipping operators, developing and popularizing advanced ship and ensuring the stable and effective securing and fostering of
seafarers, etc, and we have also specified schedules for the respective measures.
“ Robust Supporting Japan Evolving ”
Future vision to be aimed towards
Increasing productivity
Innovation by the authorities, the industry and
Ensuring stable transportation
all stakeholders in order to create the future
<Concrete measures towards the realization of the future vision>
1. Strengthen the business foundation 2. Develop and popularize 3. Stable and effective securing and
for coastal shipping operators advanced ship fostering of seafarers
Promotion of utilization of ship management Develop and popularize ships employing IoT technologies Fundamental reforms of the seafarer education
companies ～ Realization of i－Shipping in coastal shipping field ～ system towards the realization of high-level
・Development of Auto-Shipping (2025 tentative target) education in maritime skills
・Creation of registration system for “Minister of Land, ・Educational reform in the fourth grade marine engineer
Infrastructure, Transport and Tourism-registered ship Support for smooth alternative shipbuilding training course of the Japan Agency of Maritime
management companies” (tentative name) (2018 - ) ・Enhancement of preferential treatment under a joint Education and Training for Seafarers (expansion of
shipbuilding program administrated by the Japan Railway student capacity, etc.)
Enhancement of initiatives via cooperation Construction, Transport and Technology Agency (2018 - )
Advancement of energy-saving and CO2 emission Creation of attractive working environments for
between shippers and maritime transport seafarers
businesses reduction measures in ships
・Even when the living quarters of ships under 499 tons
・Creation and promotion of an “energy conservation are expanded, consideration of application of existing
・Establishment of “Stable and Efficient Transport
rating system” for coastal ships (2017: Provisional crew allocation standards and relaxation of safety
Council” (tentative name) (2017 - ) standards (2017 - )
tests; 2019: Fully-fledged introduction)
・Efforts towards promotion of the use of alternative fuels ・Securing of human resources able to cook onboard
Identification of new transport demand (Promotion of use of LNG-fueled ships as “advanced ship” ) ships · Review of standards for approval of seafarer
・Establishment of “Council for the Promotion of dispatch businesses (2017 - ), etc.
Realization of increased productivity in shipbuilding industry
Maritime Modal Shift” (Tentative name) (2017 - )
Realization of increased productivity through
・Creation of centralized search system for operating reform of work styles
information on modal shift ships. (2017 - ) ・Review of optimal crew allocation, etc. (2017 - )
4. Responses to other issues
Improvement of port infrastructure, reinforcement
Responses based on status of and future outlook for businesses related to provisional coastal shipping measures
of logistics network functions at port Promotion of thinking about maritime affairs
Responses to regulation of concentration of sulfur in fuel oil employed in ships
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 217
Section 3 Reactivating Industries
(iv) Port and harbor transportation business
II The port and harbor transportation business plays a sig-
Figure II-6-3-10 Japan s Maritime Industry Cluster
nificant role as an interconnecting node between marine
sea and land transportation in support of Japan s economy Cargo owner
Chapter 6
and national life. As of the end of March 2017, there were
865 transporters (0.3% down from the previous year) in the Cargo transport
general port and harbor transportation business at the 93 Shipping business
ports nationwide that are governed by the Port and Harbor Number of operators: About 200 ocean-going operators, about 2,450 coastal shipping operators
Number of employees: About 7,000 for ocean-going, about 66,000 for coastal shipping
Building Competitive Economy and Society
Transportation Business Act. Vessel loading and unloading Operating revenues: About 4.7347 trillion yen for ocean-going, about 1.3 trillion yen for coastal shipping
volumes for FY2016 were approximately 1.4 billion 1,128 Ship availability
(Charter contract)
million tons nationwide (up 0.9% from the previous year). Ship owner
Number of operators: About 700 ocean-going operators, about 1,600 coastal shipping operators
Number of employees: About 1,400 (estimate) for ocean-going, about 21,000 for coastal shipping
(3) Shipbuilding Industry
63% for Japanese 86% of fleets
(i) Present status of the shipbuilding industry merchant fleet procured domestically
(by vessel)
Japan s shipbuilding industry is an extremely important (by vessel)
industry that contributes to regional economy and em- Shipbuilding business
Number of offices: About 1,100
ployment by providing a stable supply of quality vessels Number of employees: About 81,000
Operating revenues: About 2.3 trillion yen
tailored to ship owner s varied needs. Japan possesses a
85% of ship articles
clustered integration of maritime industries in which the 57% bound for
domestic shipbuilders
procured domestically
(by value)
(by value)
marine transport business, shipbuilding business and ship
Ship machinery and equipment industry
machinery business are closely linked to one another. Number of offices: About 1,020
Number of employees: About 48,000
In the shipbuilding industry, due to factors including Production: About 1 trillion yen
the improvement of conditions for competition as a result
of the correction of the excessive appreciation of the yen Source) MLIT
since the end of FY2012, the market for
high-performance, high-quality Japanese Figure II-6-3-11
Developments in the Volume of Newly Built Ships in the
World
vessels demonstrated a recovery, with or-
(10 thousand gross tons)
der volume in Japan increasing for three 12,000
consecutive years. However, in 2016, Japan China Korea 2017
10,000 China: 36%
the volume of orders received by Japan Europe Other
Korea: 35%
dropped precipitously, linked to a decline Japan: 19%
8,000 Europe: 4%
in the global order volume as a result of
6,000
the effect of factors including worsening
of the maritime shipping market and an 4,000
excess of freight space.
2,000
The 2017 domestic construction vol-
ume was 13.17 million gross tons (versus 0
1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 (year)
67.63 million gross tons globally), giving
Source) Prepared by MLIT from HIS (former Lloyd s Register of Shipping)
Japan 19.5% of the global market (a 0%
year-over-year increase). The manufacture
of ship machinery products for 2016 was valued at 975.7 billion yen (down approximately 4.5% year-over-year), with an
export amount of 387 billion yen (up about 9.8% year-over-year).
218 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
Trends in manufacture and import and export of marine
Figure II-6-3-12
engineering products for Japan II
(100 million yen)
16,000
Chapter 6
14,000
12,000
10,000
8,000
6,000
4,000
Building Competitive Economy and Society
2,000
0
19 20 21 22 23 24 25 26 27 28 (year)
Production value Export value Import value
Source) MLIT
(ii) Approaches to consolidating the international competitiveness of the shipbuilding industry
In order to help ensure that the domestic shipbuilding industry wins out in fierce competition into the future, it will be
essential to actively utilize technologies including ICT, which has displayed rapid development in recent years, in Japan s
shipbuilding and shipping industries, seeking to further increase the level of production efficiency and improve the ener-
gy-saving technologies that are particular strengths of the shipbuilding industry.
To this end, since 2016, the MLIT has been using ICT and other technologies through all phases of seagoing vessel
preparation, including development, construction, and sending into service. The result is an initiative known as i-Ship-
ping, which seeks to improve production site productivity, cut down on the wasteful use of fuel, and completely eliminate
losses of time due to malfunctions.
Specifically, efforts are underway to speed up the development of new types of vessel, improve the productivity of pro-
duction sites, and introduce high value-added ships. Support is being provided to businesses that are making active efforts
to increase productivity by means of initiatives including subsidization of technological development and the introduction
of tax measures related to capital investment. Discussions have also been commenced regarding the formulation of a
roadmap towards the practical realization of Maritime autonomous surface ship . In addition, seeking to provide impetus
to the practical realization of advanced ships, the revision of the Marine Transportation Act and Mariners Act in April
2017 established a certification system for plans regarding the introduction of advanced ships. The system commenced
operation in October 2017, and has been providing support for the formulation of relevant plans.
Coordinated efforts by government, industry, and academia are under way with the goal of acquiring and training more
personnel for the shipbuilding industry, one of the core principles of i-Shipping. These efforts include promotion of in-
ternships for high school teachers and students to deepen their understanding on appeals of shipbuilding, and improving
the quality of shipbuilding education provided at technical high schools. As an urgent and time-critical measure, in order
to enable the utilization of foreign human resources, we have modified the system in relation to businesses that accept
foreign shipbuilding workers to allow, for example, workers who commenced employment by the end of FY2020 to con-
tinue working until FY2022 at the maximum. By means of these measures, we are working to bolster Japan s international
competitiveness, seeking to increase the global market share of Japan s shipbuilding industry to 30% by 2025.
(4) Offshore Industries
Offshore development, represented by offshore oil and natural gas production, is an area in which medium- to long-
term growth is expected. In addition, there are many types of vessels used in this field and the revenue per construction is
considerable. As such, offshore development is an important field for Japan s maritime industries (e.g. marine transporta-
tion and shipbuilding). However, as there is no domestic field for offshore resource development, the offshore industries
in Japan are still immature. j-Ocean, one element of the MLIT s Productivity Revolutionization Project, is therefore
aiming to improve such areas as the technical capabilities of Japan s maritime industries in a wide range of fields, from
the design to the construction to the operation of facilities used in the area of offshore development, and gain business
in offshore development market. Setting the continuing development and improvement of educational materials for the
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 219
Section 3 Reactivating Industries
training of offshore development engineers, which represents a pressing need, as our first agenda, we have developed
II educational materials for university students.
(5) Promoting Awareness of Maritime Affairs (C to Sea Project)
Chapter 6
On Marine Day in 2017, the Prime Minister issued a message expressing his hope that each and every citizen of Japan
would bring interest and understanding to the ocean, would make contact with the ocean, and would come to know the
ocean. Based on this message, as part of The Ocean and Japan Project , MLIT commenced the C to Sea Project , which
seeks to help a greater number of people, in particular children and young people, to get to know the pleasures of the ocean
Building Competitive Economy and Society
and boats in summer 2017. This project is advancing a diverse range of initiatives, such as the holding of events to allow
citizens to become more familiar with the oceans and the strategic issuing of information, on the basis of public-private
collaboration.
4 Trends in Air Transport Business and Measures
In regards to circumstances surrounding
Developments in the Number of Air Passengers
the aviation industry, demand was robust Figure II-6-3-13
(Japan-based Airlines)
overall due to a rise in the number of in- (10 thousand) (10 thousand)
bound foreign visitors during a moderate 100.00 92.87 million
25.00
Number of domestic passengers
recovery in domestic and overseas econo- Number of international air passengers 94.48 million
80.00 78.10 million 20.00
mies. A survey of Japan s air transport re-
82.21 million
65.25 million
sults shows that numbers began to increase 60.00 19.54 million
15.00
17.68 million
from FY2012 as a result of factors includ- 40.42 million 43.78 million
14.56million 13.71 million
ing demand generated by efforts towards 40.00 25.44 million
10.00
10 36 million
recovery from the Great East Japan Earth- 15.43 million .
Number of air passengers for FY2016
20.00 5.00
quake and increased demand with the en- 6.56 million Number of domestic air passengers (left scale) 98.12 million (up 2.1% from previous year)
5.02 million Number of international air passenger (right scale) 21.05 million (up 11.7% from previous year)
try of LCC to the market. In FY2016, the 0
1.71 million 2.68 million
0
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
number of domestic passengers reached
98.12 million (up 2.1% year-over-year),
Source) Prepared by MLIT from the Air Transportation Statistical Year Book
and the number of international passengers
reached 21.05 million (up 11.7% year-
over-year). Both of these figures represented new records against past figures.
Since March 2012, LCC have successively entered the Japanese market, and as of March 2018, five Japanese LCC were
in operation. Peach Aviation operates 15 domestic and 14 international routes; JetStar Japan, 17 domestic routes and nine
international routes; Vanilla Air, six domestic routes and seven international routes; Spring Airlines, two domestic routes
and four international routes; and Air Asia Japan, one domestic route. In FY2016, Japanese LCC held a 9.7% share of
passengers on domestic routes, and an 18.9% share of passengers on international routes.
5 Trends in the Consigned Freight Forwarding Business and Measures
The consigned freight forwarding businessNote is combined with multiple means of transport to provide services specific
to varied user needs. Recent years have witnessed growing entry into the aircraft- and ship-based segments of internation-
al shipment to reflect the cargo owners needs for globalization.
Further, while international trade becomes increasingly important and its speediness is globally required, safety as-
surance during transportation is also essential. The MLIT works to ensure the availability of safe and secure logistics
services, as by conducting audits, etc. to consolidate thorough operator code compliance.
Note Businesses that provide cargo transportation services using the transport methods (motor freight vehicles, rail, airplanes, ships)
of actual transportation companies (i.e., companies that actually transport freight themselves) to provide door-to-door service,
from cargo collection to delivery.
220 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
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6 Trends in the Warehousing Business and Measures
II
Commercial warehouses play a significant role as nodal points for logistics. With an increase in the scale of logistics
facilities in order to increase operational efficiency and introduce a greater range of functions in warehouse work in
Chapter 6
response to an increase in mail order sales and the need to concentrate functions, demand for human resources to work
in logistics facilities including warehouses is increasing. At the same time, an increase in factors such as the siting of
these facilities in the suburbs, beyond a ready supply of labor, is making it difficult to secure human resources, including
resources for warehouse work. Against this background, we are advancing efforts that will contribute to saving labor and
Building Competitive Economy and Society
increasing productivity in warehouse work.
7 Trends in the Truck Terminal Business and Measures
The truck terminal business plays a significant role in streamlining the flow of transport, mitigating congestion and
so on as a nodal point of trucking between a trunk line and a terminal. In recent years, the construction of facilities that
provide the functionality of a distribution center (sorting, processing for distribution and so on), as well as loading and
unloading, is in progress to meet the sophisticated and diversified needs for logistics.
8 Trends in the Real Estate Business and Measures
(1) Real Estate Business Trends
The real estate business is one of the key industries that command 3.0% of the total sales of all industries and 11.6% of
the total number of corporations (FY2016).
According to 2018 official land prices (as of January 1, 2018), with regard to the average rate of fluctuation, the na-
tional average for residential land prices increased for the first time in 10 years after leveling out in the previous year,
while commercial land prices increased for the third consecutive year, and industrial land prices increased for the second
consecutive year. Average prices for residential properties, commercial properties and industrial properties increased in
each of the three major metropolitan areas. In addition, the amplitude of decline in residential land prices in rural areas
continued to shrink, while commercial and industrial land prices increased for the first time in 26 years. In FY2014 the
number of housing starts dropped to 880,000, a decline against the previous year, against the backdrop of a last-minute
surge in demand in the previous year in response to a consumption tax hike. The number then increased to 920,000 in
FY2015, and increased further, to 970,000, in FY2016.
In the existing housing distribution market, the number of successful deals was 1,790,000 in FY2017 (up 0.4% from
the previous fiscal year) according to the Real Estate Information Network System (REINS)Note.
(2) Status of the Real Estate Industry
The Ministry endeavors to ensure precise administration of the Real Estate Brokerage Act to protect consumer interest
involved in housing land and building deals and to expedite distribution. The number of real estate dealers was 123,416
at the end of FY2016.
The MLIT, along with prefectural and municipal governments, endeavor to prevent complaints and disputes by work-
ing in conjunction with the bodies concerned while imposing severe supervisory dispositions on those entities that have
breached the law. In FY2016, 251 supervisory dispositions were imposed (including 168 revocations of licenses, 55
suspensions of business and 28 orders).
To ensure the proper management of condominiums, the MLIT is taking measures aimed at registering condominium
managers and ensuring proper business operations in accordance with the Act on Advancement of Proper Condominium
Management. As of the end of FY2016, the number of condominium management service entities was 2,131.
Moreover, on-site inspections are being conducted and the necessary guidance and oversight is being provided to con-
Note A system by which the parties to a real estate transaction register information regarding the transaction with a designated
distribution mechanism, and the information is exchanged between businesses. Information including the transaction price of
contracted properties is accumulated by the designated distribution mechanism.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 221
Section 3 Reactivating Industries
dominium management service entities in the interest of, among other things, preventing wrongdoing.
II Since December 2011, a system of rental housing management entity registration that places a certain set of rules on
the fulfillment of rental housing management services has been put into effect to foster and develop a good-quality rental
housing business. As of the end of FY2016, the number of registered rental housing management entities was 3,896. In
Chapter 6
response to revision of the system in August 2016, we organized a review meeting and reconsidered the standard leasing
agent and property management agreements.
In addition, in June 2017 the Residential Accommodation Business Act was passed in order to promote min-paku ser-
vices based on appropriate regulation. The residential accommodation business was defined as a new form of business
Building Competitive Economy and Society
related to short-term leasing. Following this, we worked to ensure the smooth entry of the law into effect in June 2018,
through initiatives including the formulation of standard management subcontracting agreements and the organization of
explanatory briefing sessions regarding the system.
(3) Conditioning the Environment for Market Reactivation
(i) Status quo of the real estate investment market
Japan s real estate had a total asset value of about 2,562 trillion yen as of the end of 2016Note 1.
The book value of the real estate or the trust beneficiary interest in real estate that were acquired by J-REITs (real estate
investment corporation), real estate specified joint enterprises, specific-purpose companies and so on as objects of securi-
tization during FY2017 stood at about 4.8 trillion yen.
J-REITs play a central role in the real-estate investment market. As many as three brands were newly listed in just one
year in FY2017. As of the end of March 2018, 60 brands were listed on the Tokyo Stock Exchange. Total book value
of assets under management of J-REITs amounts to 18.6 trillion yen and the market value of the real-estate investment
securities adds up to about 11.9 trillion yen.
The Tokyo Stock Exchange REIT Index, which indicates price movements across the entire J-REIT market, declined
from around 1,850 points to around 1,600 points as a result of factors including instability in long-term interest rates and
the cancellation and sale of monthly dividend-type investment trusts in 1H 2017. At the beginning of the second half of
2017, the index rose to around 1,700 points due to a focus on the high level of yield consequent upon a decline in REIT
stock prices. Following this, after declining again to close to 1,600 points due to factors including an increase in long-term
interest rates, geopolitical risk (the situation in East Asia, etc.), and the price of US stocks, buying proceeded as a result
of a perception that prices were undervalued, and the index rose to higher than 1,650.
The amount of yearly property acquisition in J-REITs stood at about 1.3 trillion yen for 2017.
(ii) Conditioning the environment for real estate investment market
In June 2017, we formulated the Action Plan for the Growth of the Real Estate Investment MarketNote 2, which seeks to
realize a target of approximately 30 trillion yen in assets held by J-REITs, etc. by 2020.
(iii) Promotion of utilization of public real estate
By means of dispatching experts to local governments and conducting consultations with stakeholders such as pri-
vate-sector businesses, we surveyed and considered the conditions for proceeding with the securitization of public real
estate (PRE), and we revised our handbook for local government employees.
Note 1 Total asset value of buildings, structures and land based on national economic accounting.
Note 2 The pillars of the concrete measures are: 1. Reform of CRE, etc. (Invigoration of corporate/organization real estate market); 2.
Reform of J-REIT market, etc.; 3. Reform of investment environment for real estate investors; 4. Reform of development of human
resources
222 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
(iv) Promotion of diversification of J-REITs
Up to the present, J-REITs have mainly focused on offices, residences and commercial facilities when acquiring assets, II
but more recently the acquisition of assets including hotels, logistics facilities and healthcare facilities has been progress-
ing. In order to contribute to the further expansion of the J-REIT market, we held seminars concerning healthcare REITs
Chapter 6
for nursing care and medical facilities in cooperation with related ministries and agencies.
(v) Promotion of spread of environmental real estate
Based on the global trend of ESG investment, which is seeing investors demand that companies consider the environ-
Building Competitive Economy and Society
ment, society and governance, we conducted reviews towards the promotion of the spread of an approach to real estate
that focuses on factors such as health and comfort. In addition, in order to facilitate the formation of high-quality real
estate including environmental real estate, in FY2017 we decided to contribute to a public-private fund that will invest in
four environmental refurbishment projects as part of our project for the promotion of the formation of earthquake-resis-
tant/green buildings.
(vi) Promotion of specified joint real estate ventures
The Act for the Partial Revision of the Act on Specified Joint Real Estate Ventures, which has among its chief points
of focus the creation of small-scale specified joint real estate ventures, the establishment of an environment to respond to
crowdfunding, and the creation of projects limited to Qualified Special Investors, was promulgated in June 2017, and went
into effect in December of the same year. In addition to holding explanatory briefing sessions and seminars regarding the
law throughout the country, providing an overview of the revision to businesses and other stakeholders, we have put in
place the necessary measures to ensure the appropriate implementation of the law, for example by formulating procedural
handbooks and model contractual provisions, in addition to making efforts to promote the utilization of the new system,
for example by dispatching experts to businesses considering receiving registration in relation to specified joint real estate
ventures.
(vii) Creation of an environment for real estate information
MLIT is publishing information related to real estate by the following means, in order to increase the transparency of
the real estate market and facilitate and invigorate transactions in the market.
(a) Real estate transaction price information
We conduct surveys of real estate transaction prices throughout the country. Based on the information that we obtain
by means of these surveys, we publish information including the location, area and price of the real estate subject to the
transactions via the Internet (in the Land General Information System), taking care to ensure that individual transactions
cannot be identified. As of the end of March 2018, information concerning 3,265,830 transactions had been presented, and
site access had reached approximately 790 million.
(b) Property price index
Based on standards formulated by the IMF and other international organizations, we publish a property price index
(residential) every month. We also publish property price index (commercial) on a quarterly basis, but this is currently at
the stage of test operation.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 223
Section 3 Reactivating Industries
Figure II-6-3-14 Land General Information System
II
Since April 2006, transaction price information based on questionnaires conducted among parties to real-estate deals has been
posted every quarter on an MLIT website, with care to protect the properties in question from being identified easily.
Chapter 6
As of the end of March 2018, information on 3,265,830 properties was posted, attracting a total of about 790 million Web accesses.
不動産取引価格情報検索
Building Competitive Economy and Society
Source) MLIT
(viii) Conditioning the existing home circulation market
The MLIT is working to condition the existing home trading environment to promote the circulation of existing homes,
which have a low share of the total volume of housing in circulation when compared with the U.S. and Europe.
In FY2017, looking towards the putting into effect of the Revised Real Estate Brokerage Act (formulated in June 2016
and going into effect in April 2018), which will promote the use of building condition surveys (inspections) conducted by
experts by the parties to transactions involving residential buildings, we worked to ensure that stakeholders were aware of
the system, for example by holding explanatory briefing sessions concerning the details of the system.
In addition, in order to enhance intermediary and buyer matching functions in relation to empty houses, we revised
the Remuneration NotificationNote in order to allow, in relation for example to low-price empty houses for which a higher
amount of on-site survey expenses than normal are required, an amount of remuneration that considers these fees in ad-
dition to the standard upper limit for remuneration to be received from the seller. In addition, we have commenced trial
operation of a National Empty House/Vacant Land Bank that allows users to search information on empty houses and
vacant land throughout the country in one location.
Note The Amount of Remuneration receivable by a Building Lots and Buildings Transaction Business in relation to the Buying and
Selling, etc. of Residential Land or Buildings (1970, Ministry of Construction Notification 1552)
224 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
(ix) Utilization of land tax system
In addition to extending measures for adjustment of the burden of land-related fixed asset taxes and the reduction II
system ordinance, the 2018 reform of Japan s taxation system also extended the deadline for the application of special
measures to the real-estate acquisition tax related to land.
Chapter 6
(x) Improvement of institutional infrastructure supporting the real estate market
The Panel concerning the Real Estate Appraisal System, convened to consider the issues of the real estate appraisal
system, compiled a Future Orientation for the Real Estate Appraisal System (Proposals for Immediate Measures).
Building Competitive Economy and Society
In addition, in order to further increase the reliability of real estate appraisal, we monitored appraisals, for example by
accompanying appraisers during appraisals.
9 Building a Sustainable Construction Industry
(1) Conditions Surrounding the Construction Business
As an essential player in developing social infrastructure, the construction industry plays a major role in helping to
achieve a bright future for Japan through efforts that include urban revitalization and rural area development. It is also a
very important defender of Japan s communities, helping with recovery from earthquakes, taking measures to prevent and
mitigate disasters, carrying out strategies to address aging facilities, and performing maintenance.
However, the rising proportion of elderly citizens in Japan is leading to systemic problems that include a declining
number of young workers in the construction industry and a greater proportion of older workers. Addressing these prob-
lems, and building a sustainable construction industry, will be critical.
Under this circumstance, the Construction Industry Policies Research Group was launched in October 2016, and con-
ducted studies regarding the basic framework for systems related to Japan s construction industry, seeking to ensure that
the industry maintains its capacity at the construction site while also boosting its productivity 10 years into the future. In
July 2017, the Research Group compiled the report Construction Industry Policy 2017 + 10 – Talking to Young People
about Tomorrow s Construction Industry. Taking this report into consideration, MLIT has been working with a sense of
urgency to steadily implement and materialize the policies it proposes, for example by conducting a survey of manage-
ment items and revising the standard contractual provisions for construction contracting in July 2017, and formulating the
Guidelines for Appropriate setting of Construction Periods, etc. in August 2017.
In addition, a Basic Plan based on the December 2016 Act ensuring the Safety and Health of Construction Industry
Employees was approved by the Cabinet in June 2017.
Figure II-6-3-16 shows trends in construction investment, the number of licensed contractors and number of employees.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 225
Section 3 Reactivating Industries
Figure II-6-3-15 Trend in Construction Investment, Number of Licensed Contractors and Number of Employees
II
The amount of construction investment, after peaking at about 84 trillion yen in FY1992, dipped to about 41 trillion yen in
FY2010, but is now forecast to get back to about 55 trillion yen in FY2017 (about 35% down from its peak).
Chapter 6
The number of contractors was about 460,000 as of the end of FY2017, down about 23% from its peak (at the end of FY1999).
The number of construction employees (2017 average) was 4.98 million, down about 27% from its peak (1997 average).
(Trillion yen) (Thousand contractors, 10 thousand employees)
Peak in construction investment
90 900
84.0 trillion yen (FY1992)
Amount of private investment (trillion yen) Number employees: 6.19 million
Number of contractors: 531 thousand
80 Amount of governmental investment (trillion yen) 800
Building Competitive Economy and Society
Number of employees (10 thousand) Peak in the number of employees Peak in number
Number of licensed contractors (thousand) 6.85 million (1997 average) of employees
70 700 Down 27.3%
Peak in the number of licensed contractors
601 thousand (end of FY1999) 4.98 million
60
48 600 (2017 average)
52 47
54 45 44
56 42 37 Peak in number of
50 37 500 licensed contractors
49 36 Down 22.6%
43 33
39 465 thousand
40 31 400 (End of FY2017)
33 30 33
32 33 29 28 30 31
30 30 28 29 31 34
29 30 31 31 26
30 25 25 24 25 300
24 Peak in construction
22 investment
20 200 Down 34.5%
32 34 33 35 35 33 34 32 30 Construction
29 28 26
10 23 23 24 26 23 21
20 23 23 21 21 22
100 investment
18 19 20 20 20 20 19 19 21 19 18 17 17 18 18 19 55.0 trillion yen
12 15
0 0
19 6
19 7
19 8
19 9
19 0
19 1
19 2
19 3
19 4
19 5
19 6
19 7
19 8
19 9
19 0
19 1
19 2
93
19 4
19 5
96
19 7
19 8
99
20 0
20 1
20 2
20 3
20 4
20 5
20 6
20 7
20 8
09
20 0
20 1
20 2
20 3
20 4
20 5
20 6
17
7
7
7
7
8
8
8
8
8
8
8
8
8
8
9
9
9
9
9
9
9
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
19
19
19
20
20
(Notes) 1 The amount of investment is the actual results up to FY2014, estimates for FY2015 and FY2016 and a forecast for FY2017.
2 Number of licensed contractors at the end of each fiscal year (end of March of the next year)
3 The number of employees is a yearly average. Supplementary estimates for the three quake-stricken prefectures (Iwate, Miyagi, Fukushima) in 2011 have been calculated by retro-
spectively correcting the estimated population based on the findings of the 2010 National Census.
Source) Construction Investment Forecasts and Licensed Constructor Count Survey by the MLIT and Labor Force Survey by the Ministry of Internal Affairs and Communications
(2) Securing and Fostering Human Resources to Work for the Construction Industry
The construction industry is an industry made up of large numbers of people. While the number of construction industry
employees in Japan has been holding steady in recent years, large-scale age-related resignations are expected in future,
and in order to ensure that the construction industry continues in its role as a pillar of support for Japan s rural areas, it
will be important to secure and foster workers, in particular young people, in addition to making efforts to reform work
styles in the industry.
To this end, based on the Construction Industry Work Style Reform Acceleration Program formulated in March 2018,
we are working to improve conditions in the industry by attempting to correct the problem of long working hours, in addi-
tion to advancing initiatives including guaranteeing appropriate wage levels, ensuring enrolment in social insurance, and
creating a system to allow construction industry employees to develop their careers. In addition, taking into consideration
the future decline in Japan s workforce, we are working to increase productivity via initiatives including the introduction
of i-Construction to worksites, the improvement of the multilayered subcontracting structure, and the provision of effec-
tive and recurrent construction industry education, using ICT to enable industry employees to acquire the necessary skills.
To enable young people to get up to speed in the industry as quickly as possible, we are also proceeding with reform of
the skills certification system, and, in order to ensure the smooth passing on of skills, enhancing education and training.
In addition to this, we are promoting the further participation of female employees in the industry.
These initiatives are being advanced on the basis of public-private cooperation, and we are working to create an envi-
ronment that encourages the seeking of employment in the construction industry and allows workers to devote themselves
to their jobs with pride.
In addition, the project of receiving foreign construction workers is in place since April 1, 2015 as a time limited
measure to handle increased construction demand due to one-off factors such as hosting of the 2020 Tokyo Olympic and
Paralympic Games. Under this framework, 2,983 foreign construction workers entered Japan (as of March 31, 2018).
226 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Reactivating Industries
(3) Establishing a Framework of Fair Competition
The construction industry must establish a framework of fair competition among contractors, including thorough legal II
compliance, to enable those of them who are superior in their technical strength, construction capability and management
power to keep up with their growth. Accordingly, MLIT has conducted surveys including surveys of the status of subcon-
Chapter 6
tracting transactions and on-the-spot surveys, established the Construction Business Transaction Normalization Center
as a liaison for consultation regarding issues such as problems related to contracts for construction work, and established
Construction Business Normalization Promotion Month. In addition, we are working to ensure appropriate transactions
between prime contractors and subcontractors in the construction industry by formulating and distributing a Handbook
Building Competitive Economy and Society
for Appropriate Transactions in the Construction Industry.
(4) Measures Aimed at Supporting Construction Companies
(i) Regional construction business management-incentive finance program
The regional construction business Regional Construction Business Management-Incentive
Figure II-6-3-16
management-incentive finance program Reinforcement Finance Program
allows prime contractors to acquire loans
Purchasers for public works, etc.,
from money lending business operators Construction Business and removal of waste from disasters
(e.g., cooperative association) on security Stabilization Fund
of the public works contract price credit (v) Payment of contract amount
(i) Application for the transfer (ii) Approval of the transfer
of receivables, etc., of receivables, etc.,
Financial institutions
obligations, according to the completed Debt guarantee
on contract on contract prices
amount of works. Its purpose is to smooth
(iv) -1 Sublease fund (iii) Transfer of contract
their cash flow. This program aims to se- procurement amount receivables, etc.
cure loan funding and reduce the borrow- Project cooperative
Prime contractor enterprise
associations
ing rate and other costs by providing debt (iv) -2 Sublease loans
*43 business cooperatives and other groups throughout Japan
guarantee to sublease loans, which the
Source) MLIT
money-lending operator borrows from fi-
nancial institutions when extending loans.
Effective since November 2008, this program will be carried forward through FY2018 and onwards.
(ii) Subcontracting receivables preservation support program
The subcontracting receivables preser-
Figure II-6-3-17 Subcontracting Receivables Preservation Support Program
vation project aims to prevent chain-re-
action bankruptcies of subcontractors in Construction Business Receivables Preservation
Fund (until the end of March 2019) Prime contractor
association with failure of their primary Emergency risk abatement Guarantee charge burden mitigated enterprise
contractor by reducing the burden of guar-
antee charge when the payment of such Compensation for loss Guarantee charge - Execution of - Orders for work
Payment of operating (up to 75% of loss) burden subsidized (one-third of work - Payment of
receivables is guaranteed by a factoring expenses for when receivables are the guarantee charge)
- Furnishing of subcontracting
compensation for hard to collect (up to 1.5% per annum)
companyNote and by indemnifying the fac- loss 1.0%
materials or charges
equipment
toring company for part of losses, it may
suffer upon fulfillment of the guaranteed Factoring Guarantee charge Receivables
obligations. company Subcontracting
Preservation of receivables, such as guarantee charges and subcontracting money
construction firm, etc.
This program has been implemented
Source) MLIT
since March 2010 and will be carried on
through FY2018.
Note Finance business companies that guarantee or purchase and collect accounts receivable held by other parties. At present, 10
factoring companies, including bank companies, pre-payment guarantee companies and leasing companies are operating this
type of business.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 227
Section 3 Reactivating Industries
(iii) Project to support the realization of increased productivity in the construction industry
II Our project to support the realization of increased productivity in the construction industry is an initiative in which
advisors offering consultation and support (specialists in the development of human resources, SME diagnosticians,
etc.) provide advice to small and medium-sized construction companies, which support regional communities in areas
Chapter 6
including the provision, maintenance and management of social capital and the prevention and mitigation of disasters, re-
garding approaches to resolving the various problems faced by the construction industry. In addition, as a priority support
measure, we provide partial support for expenses in the implementation stage of planned initiatives that contribute to the
realization of increased productivity by means of cooperation between multiple companies and other entities and serve as
Building Competitive Economy and Society
excellent models. In FY2017, we selected five initiatives for support.
(5) Promoting Construction-related industry
Information about the total number of companies registered in the construction-related industry (such as surveying,
construction consulting and geological surveying) is published each month and analyses of the financial conditions by
sector based on that information are released at the end of the next fiscal year. In addition, the MLIT works to encourage
sound development of the construction-related industry and make effective use of the registration system, as by holding
explanatory sessions for students before attending society in collaboration with the associated bodies.
(6) Present Status of Construction Machinery and Growth of Construction Production Technologies
The number of units of major construction machinery owned by organizations and people in Japan totaled approximate-
ly 870,000 in FY2013. Market share by industry for units of construction machinery purchased was about 54% for the
builder s equipment leasing industry and around 25% for construction businesses.
Pursuant to the second phase Computer-Aided Construction Promotion Strategies (formulated in March 2013), to
encourage and diffuse the practice of computer-aided construction, the MLIT seeks to promote proactive use of machine
control/machine guidance technologies realizing high-precision and efficient construction under automated control. As
current deployment of computer-aided construction equipment is inadequate to encourage and diffuse the practice of com-
puter-aided construction, it will be essential to develop the construction industry, as well as to support a healthy builder s
equipment leasing industry, since this industry accounts for a major share of construction machinery purchases.
(7) Settling Disputes Arising from the Execution of Construction Works
To promptly resolve disputes arising from the execution of construction work contracts, the Construction Works Dis-
pute Review Panel implements dispute settlement procedures. In FY2016, the Panel received 33 applications (four of
arbitration, 23 for conciliation and six for mediation) at the central level and 99 applications (17 for arbitration, 63 for
conciliation and 19 for mediation) at the prefectural level.
228 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Realizing a Universal Society
II
Chapter 7 Building a Safe and Comfortable Society
Chapter 7
Section 1 Realizing a Universal Society
Building a Safe and Comfortable Society
1 Realizing Accessibility through a Universal Design Concept
The Act on Promotion of Smooth Transportation, etc. of Elderly Persons, Disabled Persons, etc. embodies the uni-
versal design concept of freedom and convenience for anywhere and anyone , making it mandatory to comply with
Accessibility Standards when newly establishing various facilities (passenger facilities, various vehicles, roads, offstreet
parking facilities, city parks, buildings, etc.), mandatory best effort for existing facilities as well as defining a development
target for the end of FY2020 under the Basic Policy on Accessibility to promote accessibility.
Also, in accordance with the local accessibility plan created by municipalities, focused and integrated promotion of
accessibility is carried out in priority development district; to increase caring for accessibility , by deepening the nation-
al public s understanding and seek cooperation for the promotion of accessibility, accessibility workshops are hosted in
which you learn to assist as well as virtually experience being elderly, disabled, etc.; these efforts serve to accelerate ac-
cessibility measures (sustained development in stages).
Taking the opportunity of changes in the
environment surrounding the Barrier-free Figure II-7-1-1 Current Accessibility of Public Transportation
Law and the 2020 Tokyo Olympics and
(as of March 31, 2017)
Paralympics, in February 2018, we sub- ○Passenger Facilities (over 3,000 persons/day using on average)
mitted to the Diet a bill to partially amend Percentage of
Target value
total number of
Percentage of facilities with Elimination of (percentage) as
the Act on Promotion of Smooth Trans- elimination of steps
Total Facilities
steps complete
facilities
of the end of
(as of the end of
FY2020
portation, etc. of Elderly Persons, Disabled FY2016)
Railway stations 3,559 3,098 87.0% 100%
Persons, etc. in order to further promote Bus terminals 46 42 91.3% 100%
accessibility nationwide, with the aim of Passenger ship terminals 15 15 100.0% 100%
Airport passenger terminals 35 31 88.6% 100%
realizing an inclusive society.
(Notes) 1 Regarding the elimination of steps , it is calculated in accordance with conformity to Article 4 (which covers
Specifically, we intend to take measures width of the travel path, ramps, elevators, escalators, etc.) of the Standard for Smooth Transport, Etc., with
Public Transportation based on the Barrier-Free Law.
such as: (1) establishment of a plan and ○Vehicles
system to promote integrated initiatives Total Number
Vehicles Compliant
Percentage of
with Accessibility Target value
of Vehicles, total number of
for structural and non-structural measures Percentage of Vehicles
compliant with smoothness of etc.
Standards for Pub-
vehicles (percentage) as
lic Transportation of the end of FY
by public transport operators; (2) estab- transport
As of the end As of the end As of the end 2020
of FY2016 of FY2016 of FY2016
lishment of a policy and system to encour- Railway carriages 52,212 35,343 67.7% About 70%
age smoother transportation, in order to Low-floor buses (excluding ex-
45,467 24,241 53.3% About 70%
emption-certified vehicles)
strengthen initiatives in local communities Lift-equipped buses (excluding
14,962 901 6.0% About 25%
exemption-certified vehicles)
aimed at accessible town planning; and (3) Welfare taxis − 15,128 − About 28,000 cars
application of the Barrier-free Law to gen- Passenger ships 663 267 40.3% About 50%
Airplanes 612 594 97.1% About 90%
eral chartered passenger vehicle operators,
(Notes) 1 Compliance with smoothness of transport vehicles is calculated based on each vehicle s compliance with
in order to enhance initiatives aimed at en- the Accessibility Standards for Public Transportation.
Source) MLIT
suring greater user friendliness, provision
of a wide range of accessibility informa-
tion, including on buildings, and creation
of opportunities to evaluate the content of measures with the participation of physically-challenged people.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 229
Section 1 Realizing a Universal Society
(1) Accessibility of Public Transportation
II In accordance with the Act on Promotion of Smooth Transportation, etc. of Elderly Persons, Disabled Persons, etc. ,
public transportation administrators are required to comply with Accessibility Standards for Public Transportation when
carrying out new development of passenger facilities or large-scale improvements as well as introducing new vehicles
Chapter 7
and for existing facilities. Efforts must be made to comply with these standards and staff must be educated and trained as
needed to strive for accessibility as part of the stipulated requirements for mandatory efforts. In addition, assistance mea-
sures are available to support the accessibility of passenger ships as well as train stations and other passenger terminals
along with the implementation of non-step (low-floor) busses, lift-equipped busses, welfare taxis, and other initiatives.
Building a Safe and Comfortable Society
Furthermore, in March 2018, we revised the content of the Accessibility Standards. The revisions included requirements
to create several accessible paths in rail stations, to shorten accessible paths in stations and other passenger facilities, and,
when installing elevators, to decide their number and size in consideration of use by the elderly and physically-challenged
people.
(2) Accessibility of Living and Housing Environments
(i) Accessibility of housing and architecture
In order for those such as the elderly and disabled to have secure, safe, and comfortable housing in communities, the
conversion of housing to barrier-free housing is supported by measures such as reducing interest rates on the Japan Hous-
ing Finance Agency s (Incorporated Administrative Institution) Flat 35 S Loan for obtaining houses that meet a certain
standard of barrier-free criteria; providing subsidies for barrier-free renovations; making new public housing and Urban
Renaissance Agency rental housing constructed as part of the housing rehabilitation project barrier-free as a standard
specification; and providing assistance and other options for the development of serviced housing for the elderly by pri-
vate sector businesses and others.
In addition, for architectural structures used by the general public, including those such as the elderly and disabled,
architecture that is greater than a certain scale is required to be accessible in accordance with the Barrier-free Law. Spe-
cific approved buildings that meet certain requirements are eligible for support measures such as subsidy programs. For
government facilities that are used by many unspecified users, development is promoted in accordance with the standards
for encouraging smooth travel for buildings based on the Barrier-free Law, thereby ensuring that all people including
the elderly and disabled can use the facilities safely, comfortably and smoothly. For this, initiatives are being carried out
to reflect the opinions of facility users such as the elderly and disabled in facility development.
Figure II-7-1-2 Approval of Architecture for Specified Designated Buildings in Accordance with the Barrier-free Law
Fiscal year 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
Number of certified
11 120 229 320 382 366 332 232 280 367 386 348 331 289 255 184 208 130 196 174 208 187 162
plans (Fiscal year)
Number of certified
11 131 360 680 1,062 1,428 1,760 1,992 2,272 2,639 3,025 3,373 3,704 3,993 4,348 4,432 4,640 4,770 4,966 5,140 5,348 5,535 5,697
plans (Total)
Source) MLIT
(ii) Accessibility of walking spaces
In accordance with the Barrier-free Law, areas such as roads and station squares that are connected to facilities, such
as stations, government facilities, and hospitals, must allow everyone, including the elderly and disabled, to pass through
comfortably. This is achieved by promoting the barrier-free design of pedestrian spaces through measures that include the
following: creating wide sidewalks, reducing unevenness, slopes, and grades, eliminating utility poles, and laying down
guiding blocks for the visually impaired.
(iii) Accessibility of urban parks and other areas
For the development of urban parks, there are standards and subsidies under the Barrier-free Law for safe and com-
fortable usage, such as eliminating grade disparities at entrances, exits, and passages, as well as ensuring that facilities
such as restrooms are usable by the elderly and disabled, among others. In addition, to ensure that anyone can enjoy
230 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Realizing a Universal Society
natural spaces such as rivers and ports, development of waterfronts and renovation of passenger ship terminals for better
accessibility are being promoted as an integral part of town planning. II
2 Creating an Environment that Supports Child-rearing Under an Low Birthrate Society
Chapter 7
(1) Supporting the Balance of Work and Child-rearing
(i) Supporting the supply of housing suitable for child-rearing households
In order to secure housing and living environments suitable for child-rearing households, a relocation system that al-
Building a Safe and Comfortable Society
lows comparatively spacious housing owned by those such as the elderly to be provided as rental housing to those such
as child-rearing households and for this the Japan Trans-housing Institute s (General Incorporated Association) owned
home leasing program is being promoted. Also, support is provided through local government for the development and
reduced rent of rental housing (high-quality regional rental housing) for child-rearing households as well as integrated
development of public rental housing with child care support and other facilities.
(ii) Promotion of teleworking
Teleworking is a flexible work style that uses information and communication technology (ICT) to make effective use
of time and place. It must be promoted, as it helps ensure employment continuity for workers engaged in raising children
or caregiving, contributes to the realization of the dynamic engagement of all citizens through the participation in society
of such people as women, seniors, and people with disabilities, and leads to the revitalization of regional cities through the
creation of new places to work as well as to improvements in productivity of corporate activities and work-life-balance.
The Declaration to Become the World s Most Advanced IT Nation: Basic Plan for the Advancement of Public and
Private Sector Data Utilization, decided by the Cabinet on May 30, 2017, as well as the Plan for Dynamic Engagement
of All Citizens, the Future Investment Strategy 2017, and the Basic Policy on Economic and Fiscal Management and
Reform 2017, all promote teleworking. The Action Plan for the Realization of Work Style Reform also mentions its
importance. In ways such as this, the momentum to promote teleworking has increased greatly.
Relevant ministries and agencies, in cooperation with Tokyo Metropolis, business groups, companies, and others, des-
ignated July 24, on which the opening ceremony of the 2020 Tokyo Olympics is slated to take place, as Teleworking Day.
In 2017, the first year, over 60,000 people in more than 900 organizations participated in a nationwide day of teleworking.
The MLIT has quantitatively ascertained the actual conditions associated with the teleworking style of work and the
population of teleworkers and conducted a study of policies for promoting the development of locations at which tele-
working can be deployed.
(2) Creating a Relaxed and Safe Environment for Children to Grow
To ensure the safety and comfort of children and other park users, various facility administrators are made aware of
Guidelines for Safety of Playground Equipment at Urban Parks (Edition 2), Pool Safety Standards Guidelines, and
Guidelines for Safety Inspections of Park Facilities, and social capital development general subsidy provide focused
support to local governments for safety and comfort measures of park facilities.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 231
Section 1 Realizing a Universal Society
3 Ageing Society Measures
II
(1) Creating a Living Environment for the Elderly to Live Comfortably
The Silver Housing Project provides a package including the supply of public housing and other accessible facilities,
Chapter 7
life support advisors to counsel daily living needs, and emergency response services and as of FY2016 is implemented at
969 housing projects (24,963 housing units).
Also, in order to promote development of the Housing and City for smart wellness where various families with the
elderly and small children can live and act actively, the promotion projects for the housing for smart wellness supports the
Building a Safe and Comfortable Society
development of housing with service for the elderly, welfare facilities etc. in housing developments etc. and pioneering
living and town planning measures for the elderly.
(2) Providing Transport Services That Meet the Needs of an Aging Society
In order to respond to the demand for the transportation of disadvantaged such as the elderly and disabled to hospitals
and other care facilities, the implementation of welfare taxisNote is being promoted, and as of the end of FY2016, 17,197
vehicles were in operation. In addition, the Investment Subsidy to Ensure the Procurement, Maintenance and Improve-
ment Regional Public Transportation is being utilized to support the implementation of welfare taxis needed in regional
areas and since FY2012, universal design taxis that are easy for the elderly and various people have been granted preferen-
tial measures regarding motor vehicle tonnage tax and vehicle excise tax if the vehicle meets standard specifications and is
certified by the government. As of the end of FY2016, 3,131 organizations were providing fee-based passenger transport
services to allow municipal governments and NPOs to provide fee-based transport services using private vehicles in cases
in which the parties representing regional residents agree that services by bus or taxi companies are deemed difficult to
provide and the private fee-based passenger transport services are required to ensure passenger transport that is necessary
for local residents.
4 Promotion of the Dissemination of Pedestrian Mobility Support
We are promoting the dissemination of pedestrian mobility support services that utilize ICT to establish a society in
which anyone, including foreign visitors, elderly and physically-challenged people, can participate in social activity freely
and without stress both inside and outside buildings.
In light of the recommendations of the Study Committee for Promoting ICT-assisted Pedestrian Mobility Support (led
by Ken Sakamura, Dean of the Faculty of Information Networking for Innovation and Design at Toyo University), we
considered methods to continually gather, as well as means to efficiently maintain and update data needed for mobility,
such as information on facility and route accessibility. We also provided a tool to input and digitize such information as
slopes and steps in pedestrian spaces. Also, we developed a seamless indoor/outdoor digital map containing such infor-
mation as slopes and steps, covering the area from Shin-Yokohama Station to International Stadium Yokohama (Nissan
Stadium), and conducted a demonstration test of a navigation system that guides users along routes with no steps.
Note Taxi vehicles with lifts and other facilities so that those using wheelchairs or gurneys (stretchers) can board and disembark as is
or taxi vehicles serviced by those with various qualifications, such as home care workers.
232 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
Conception of Pedestrian Mobility Support
Figure II-7-1-3
Services II
Detailed information, such as one’s current location and routes to
a destination, are obtainable, whether indoors or outdoors.
Chapter 7
Airport
Building a Safe and Comfortable Society
Major train stations
Seamless movement to one’s destination
Friendly route such as the
one without steps for elderly
and physically-challenged
people, and people with
baby strollers
Tourist spots, Competition
etc. venues
Provision of multilingual Guidance to one’s
sightseeing information seat in the venue
Source) MLIT
Section 2 Natural Disaster Measures
Japan s national land is subject to severe conditions in such terms as climate, geography, and geology. Such natural
disasters as earthquakes, tsunamis, floods, and sediment disasters occur almost yearly. The year 2017 saw a series of
natural disasters in different parts of the country including the Northern Kyushu Heavy Rain in July, heavy rain with the
seasonal rain front from July 22, and typhoons Talim and Lan making landfall as well as eruption of Mt. Kusatsu-Shirane
(Mt. Moto-Shirane) the following year. The Northern Kyushu Heavy Rain in July 2017 in particular caused enormous
damage from outflows of debris and drift woods in addition to flooding of small and medium-sized rivers in Fukuoka and
Oita prefectures. The importance of natural disaster measures is more urgent than ever before because there is concern
over water- and sediment disasters that are occurring more frequently and seriously due to climate change as well as over
the occurrence of giant earthquakes that are expected to strike, including Nankai Trough Mega Earthquake and Tokyo
Inland Earthquake. To this end, disaster prevention and mitigation must be fundamentally bolstered, and structural and
non-structural measures are being taken to protect lives and living standards.
1 Shifting to a Society with Higher Disaster Prevention Awareness
In light of the lessons of the many disasters that occurred recently, we are undertaking a general mobilization of struc-
tural measures with major impacts and non-structural measures from the perspective of residents, in a shift to society to
raise disaster prevention awareness that all actors, including government, residents, and companies, are sharing knowl-
edge and perspectives of disaster risks prepare for all kinds of disasters, including ̶ flooding, earthquakes, and sediment
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 233
Section 2 Natural Disaster Measures
disasters.
II Given the notion that major flooding exceeding the capacity of facilities engineering will inevitably occur, we are carry-
ing out integrated structural and non-structural initiatives to restructure society with higher flood prevention awareness,
so that society as a whole prepares for flooding, in response to water disasters that are becoming more frequent and more
Chapter 7
serious. Based on the Small and Medium-sized River Project of emergency countermeasures, which was organized in
light of issues such as the Northern Kyushu Heavy Rain in July 2017, we will urgently advance flood control measures
over the next three years (aiming for completion in FY2020) in small and medium-sized rivers nationwide.
Given the concerns about the growing frequency and intensity of water disasters, sediment disasters, and droughts
Building a Safe and Comfortable Society
caused by climate change, we are making steady progress with facilities improvement and also working on measures
against external forces that significantly exceed the capacity of facilities. In particular, with regard to measures to prevent
catastrophic damage to society and the economy, the Kanto, Chubu, and Kinki Regional Development Bureaus published
projected damage and countermeasure plans, including for areas outside flood zones, by August 2017. Building on these
projections and plans, the MLIT is making an all-out effort to implement integrated structural and non-structural disaster
prevention and disaster mitigation measures, in order to minimize damage to society and the economy.
In response to the projected Nankai Trough Mega Earthquake and Tokyo Inland Earthquake, which are thought to be
steadily approaching, we are promoting effective measures, including the development of evacuation routes and evacu-
ation shelters, and the strengthening of levees in zero meter areas against earthquakes, according to the specific damage
features anticipated.
In particular, with around two and a half years until the 2020 Tokyo Olympic and Paralympic Games, we are expend-
ing all possible means to ensure disaster-prevention measures in the capital region based on the Roadmap of Measures
Against the Tokyo Inland Earthquake Ahead of the Tokyo Olympic and Paralympic Games established in August 2017.
(1) Accelerating the Rebuilding Flood-Conscious Societies
(i) Policy Vision on Rebuilding Flood-Conscious Societies
In order to shift awareness to the notion that major flooding exceeding the capacity of facilities engineering will inev-
itably occur, in light of the fact that water disasters have been becoming more frequent and more serious in recent years,
we established the Policy Vision on Rebuilding Flood-Conscious Societies in December 2015. We have set up councils
composed of river administrators, local governments, and others to share goals for natural disaster reduction, and are
carrying out structural and non-structural measures in an integrated, systematic manner for all rivers under ministerial
jurisdiction and municipalities along the rivers.
Under these circumstances, torrential rain brought by tropical cyclones that struck successively in August 2016 caused
flood damage, including levee breach on small and medium-sized rivers in Hokkaido and Tohoku regions. The Omoto
River, which is administered by Iwate Prefecture, especially was a scene of tragic harm, when residents of a facility for
people requiring assistance became victims because they were unable to escape. In response, in January 2017, the Infra-
structure Development Council reported on its recommendations for Rebuilding Flood-Conscious Societies regarding
small and medium-sized rivers.
(ii) Responses based on torrential rain disasters such as the Northern Kyushu Heavy Rain in July 2017
We established an Small and Medium-sized River Project of emergency countermeasures based on the results of emer-
gency inspections of small and medium-sized rivers nationwide conducted in light of torrential rain damage in recent
years, such as the Northern Kyushu Heavy Rain in July 2017. Under the project, we will further accelerate initiatives for
the Rebuilding Flood-Conscious Societies by carrying out structural and non-structural measures over the next three years
or so (aiming for completion in FY2020). These will include construction of open-type Sabo dams that are highly effec-
tive at capturing debris and drift woods, excavating river channels to reduce flood damage to lots of homes and important
facilities, and the installation of risk management-type water level gauges (low-cost water level gauges specialized for
floods).
234 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
Figure II-7-2-1 Policy Vision on Rebuilding Flood-Conscious Societies
II
In response to torrential rains that fell in the Kanto and Tohoku regions, the Rebuilding Flood-Conscious Societies is to be newly
incorporated into FY2020 targets applicable to all rivers under ministerial jurisdiction and municipalities along such rivers (109
water systems, 730 municipalities) in accordance with the Policy Vision on Rebuilding Flood-Conscious Societies.
Chapter 7
<Non-structural measures> - Carry out a shift to more effective non-structural measures from the perspective of residents and implement these
measures on a priority basis by the 2016 flood season in order to enable residents to detect risks themselves and
evacuate autonomously.
<Structural measures> - In addition to structural measures to safely channel away floodwaters, adopt crisis management-type structural
measures to mitigate damage in the event of inundation and implement these measures by FY2020.
Set up new councils comprising river administrators, prefectural government officials, municipal officials, and
Building a Safe and Comfortable Society
Key measures other members in each region, share targets for disaster mitigation, and promote structural and non-structural
measures in an integrated, systematic manner.
<Structural measures to <Non-structural measures
<Structural measures safely discharge flood flow> from the perspective of residents>
for flood damage mitigation> Raise levee and take measures to prevent
Disseminate information on risks to induce
Promote measures to devise ways of infiltration in sections requiring development actions on residents and the others:
constructing levees that can extend the time on a priority basis. - Disclosure of zones in which houses are at
to collapse even in the event of an overflow. risk of collapse and from which forced
evacuations are required;
Town C
<Ideas for constructing levees to mitigate damage (example of measure)> - Upgrade to hazard maps indicating, in an
The asphalt levee crown protects the Drainage gates easy-to-understand manner, actions that
Damage behind the slope
levee body from erosion caused by
overflowing water should be taken by residents;
(Yoshida River, which feeds the Naruse - Hold briefing sessions for real-estate-
River water system; torrential rains in the City A
Collapse
Kanto and Tohoku regions in September 2015). related business operators.
Cross-sectional view
Produce preliminary action plans and
H=3m promote drills:
- Formulate timelines
City D Provide information prompting evacuation
actions in real time:
Protected by asphalt
- Install water-level gauges and live cameras;
Upgraded levees
- Provide push-type flood forecasts to smart
phones and other such terminals.
City B
Inundation blocks
Zones where houses are at risk of collapse*
*Zones in which house are at risk of collapse due to
flooding caused by the breaching of river levees.
Source) MLIT
Column The Future of Weather Disaster Prevention Work in
Regional Areas
In order to contribute to the shift to a society with higher disaster prevention awareness, the Japan
Column
Meteorological Agency gathered experts and held a Review Meeting on the Future of Weather Disaster
Prevention Work in Regional Areas (chaired by Atsushi Tanaka, Professor at University of Tokyo Graduate
School) to examine the direction of work at meteorological observatories that could contribute further to
weather disaster prevention in regional areas. In August 2017, The Future of Weather Disaster Prevention
Work in Regional Areas (a report) was compiled as a product of the review.
- Contribute further to weather disaster prevention in regional areas through cooperation among local
governments and relevant organizations
- Advance initiatives in normal times further so as to ensure municipalities can more deeply understand
and utilize (decode) weather information for disaster prevention in their decisions on disaster prevention
responses during emergencies
In response, the Japan Meteorological Agency decided to strengthen initiatives during normal times,
including establishing face-to-face relationships and to carry out weather disaster prevention work in re-
gional areas in cooperation with persons concerned with weather disaster prevention, gradually advancing
initiatives such as providing strong backing for municipalities disaster prevention responses by providing
timely and precise explanations during emergencies, such as through hotlines.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 235
Section 2 Natural Disaster Measures
Image of role and initiatives of Local Meteorological Offices in weather disaster prevention in regional areas
II Promote more effective and efficient actions by participating
in frameworks such as councils in cooperation with local
governments and organizations concerned
Chapter 7
Local branch offices
Municipalities
Residents
Prefecturesa
Effectively Decide
Local understand and disaster Implement disaster
prevention responses
Meteorological Offices Information/explanations in emergency utilize (decode) prevention such as timely and precise
information responses
Building a Safe and Comfortable Society
evacuation advisories
Cooperate with news media to device how to show and convey information
Initiatives during normal times (make improvements habitually by “reflecting” together on disasters after they pass)
Source) Japan Meteorological Agency
[Establishment of JMA Emergency Task Teams (JETT)]
In May 2018, the Japan Meteorological Agency established JMA Emergency Task Teams (JETT) to sup-
port local governments disaster responses by swiftly dispatching meteorological observatory personnel as
TEC-FORCE members to prefectural or municipal governments in order to provide explanations of weather
conditions according to needs on the ground in disaster responses, when a disaster is predicted or has
occurred. JETT are composed of personnel with a thorough knowledge of the local area around Local Me-
teorological Offices on-site and in the vicinity.
[Example of Hotline Utilization]
During torrential rain that fell on Akita Prefecture in July 2017, the head of the Akita Local Meteorological
Office used hotlines to the mayors of municipalities expected to suffer damage to make direct phone calls
and strongly urge them to go on heightened alert against heavy rain. The head of the River Office also used
a hotline to provide information about river water levels and directly consult with mayors about the dispatch
of personnel and pump trucks. In such ways, we supported evacuation advisory decisions and disaster
prevention activities.
Column Promotion of the Small and Medium-sized River Project of emergency countermeasures Including
Construction of Open-type Sabo Dams and Installation of Risk Management-type Water Level Gauges
(1) Damage from the Northern Kyushu Heavy Rain in July 2017
Column
During the Northern Kyushu Heavy Rain in July 2017, floodwaters from multiple simultaneous slope
failures associated with intensive rainfall surged downstream with large amounts of debris and drift woods.
This resulted in sediment clogging the river channel and the accumulation of drift woods at bridges blocking
the river channel. Additionally, floodwaters exceeding the flow capacity of the river channel overflowed, to-
gether with debris and drift woods, into the surrounding area, causing the destruction of houses and human
damage.
(2) Small and Medium-sized River Project of emergency countermeasures
A Chikugo River Right Bank Watershed Technical Review Committee for River and Sabo Restoration was
established in response to the Northern Kyushu Heavy Rain in July 2017. Issues in the Northern Kyushu
Heavy Rain identified by the committee were: (i) amplification of damage by large amounts of debris and drift
woods in rivers in mountainous areas, (ii) occurrence of repeated flood damage by small and medium-sized,
and (iii) inability to grasp the river s situation in real time during the flooding. It is thought that these issues are
shared in common between the river that produced damage during the Northern Kyushu Heavy Rain and
rivers in other regions with similar characteristics.
236 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
Accordingly, we conducted emergency inspections of small and medium-sized rivers nationwide from the II
above three perspectives. In light of the results, we organized measures to implement over the next three
years or so (aiming for completion in FY2020) on small and medium-sized rivers nationwide into the Small
Chapter 7
and Medium-sized River Project of emergency countermeasures. Specifically, it was decided to construct
open-type Sabo dams that are highly effective at capturing debris and drift woods*1, excavate river channels
and construct levees to reduce flood damage to lots of homes and important facilities, and install risk man-
agement-type water level gauges*2.
Promotion of the Small and Medium-sized River Project of emergency countermeasures
Building a Safe and Comfortable Society
<Issues revealed by recent torrential rain disasters>
(i) Amplification of damage by large amounts of debris and drift woods in rivers in mountainous areas
(ii) Occurrence of repeated flood damage by small and medium-sized rivers
(iii) Inability to grasp the river's situation in real time during the flooding
Emergency inspections conducted in cooperation with prefectures
<Sediment/drift woods countermeasures> <Countermeasures to prevent repeated flooding> <Water level monitoring during flooding>
Construct open-type Sabo dams on around Excavation and construction of levees along around Installation of risk management-type water level gauges
700 mountain streams nationwide with a high risk of 300 km of rivers nationwide with a high risk of (low-cost water level gauges specialized for floods) at
damage from debris and drift woods repeated flooding around 5,800 locations with a high need of water level
monitoring during flooding
the Northern Kyushu
Locations with a high risk of flood inundation
Heavy Rain in July 2012
Katsura River (Asakura City, Fukuoka)
Locations with important facilities
Representative locations for grasping
the flood situation for the entire river
the Northern Kyushu
Katsura River (Asakura City, Fukuoka)
Heavy Rain in July 2017 Water level gauge sites
Example of sediment/drift woods damage (Akatani River) Repeated flood damage Image of countermeasure locations
*1
Open-type Sabo dams that are highly effective at capturing debris and drift woods: Mechanism of capturing drift woods
In sediment disasters, there are many examples of damage to houses, etc., increasing due to drift woods flowing down-
stream together with sediment when torrential rain or an earthquake causes a mountainside to collapse. The construction
of open-type Sabo dams that are highly effective at capturing debris and drift woods is an important countermeasure.
Sabo dams are divided roughly into two types: closed-type Sabo dams and open-type Sabo dams. Both have the ability
to capture drift woods. The open-type is especially efficient at capturing drift woods, since it can capture drift woods and
sediment together without holding the water back. That is why we are promoting the construction of open-type Sabo dams
in locations where there is a risk of debris flows. At the same time, at locations where sediment can flow constantly, there
is a need to use closed-type Sabo dams to prevent new slope failures and sediment sliding.
アタリ
Closed-type Sabo dam Some logs float over the dam and flow downstream
Open-type Sabo dam Logs are captured together with sediment
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 237
Section 2 Natural Disaster Measures
II *2
Development and installation of management-type water level gauges through government-led open innovation
The technological development of risk management-type water level gauges (low-cost water level gauges specialized
for floods) was carried out with a sense of speed, beginning with open recruitment in November 2016 for participation in
Chapter 7
open innovation. A pitch event was held in January 2017, development teams formed in March, field-testing conducted in
August, and device development completed in December. What enabled the speedy development of the device in about a
year were the fact that MLIT clearly defined the required standard and the fact that matching that drew on the strong points
of companies (12 teams began development) was used. The characteristics of the water level gauge are a cost under 1/10
of a conventional device (less than 1 million yen per device) and long-term maintenance-free operation (five years or longer
without supplying electricity). We will install the devices at high priority sites on rivers under ministerial jurisdiction within
Building a Safe and Comfortable Society
FY2018 and will encourage their installation by FY2020 on rivers managed by prefectural governments.
Column Column
Implemented First River Improvement through National Government Since Amendment of the Rivers Act, and Sediment Disasters
Countermeasures Directly Managed by the National Government in Region Afficted by the Northern Kyushu Heavy Rain in July 2017
Of the rivers that sustained major damage in the Northern Kyushu Heavy Rain in July 2017, the damage
was especially large in the Akatani River basin. Here, new river improvement was carried out through na-
tional government agency. Also, measures were implemented to restrain the discharge of sediment through
emergency construction of Sabo dams as projects directly managed by the national government. In such
ways, measures were carried out that coordinated river projects with Sabo projects.
<<National government agency for disaster recovery construction on rivers managed by prefectural
governments (river projects)>>
There was considerable accumulation of large amounts of debris and drift woods that were discharged in
slope failures in the upper reaches of the Akatani, Oyama, and Otoishi Rivers, which are part of the drainage
system of the Chikugo River managed by Fukuoka Prefecture. Emergency countermeasures were needed,
as there was an extremely high risk of secondary damage with even a little rain. Moreover, as the highly
fluid nature of the discharged sediment made construction difficult, a high level of technological capability
was required. Accordingly, upon request from the governor of Fukuoka, the national government carried
out an emergency response through national government agency beginning on July 18, 2017. This national
government agency system was newly created based on the Rivers Act, which had been amended in June
2017. This was the first time it had been applied.
Also, the full-scale restoration work conducted following the emergency countermeasures also required a
high level of technological capability, since, in addition to the nature of the soil, changes in the riverbed due
to sediment during the stage of construction had to be monitored and adaptive responses taken. Accord-
ingly, a request was received from the governor of Fukuoka on November 30, 2017, and on December 1 it
was decided to conduct the work through national government agency.
Over the next five years or so, we will conduct full-scale restoration work, including widening the river, im-
proving bank protection, improving flow by easing areas with sharp bends, and improving storage facilities
for drift woods.
Immediately after disaster Emergency countermeasures completed
Akatani R
r
ve
Ri
ani
at
Ak
er iv
238 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
<< Sediment disasters countermeasures directly managed by the national government in the Aka- II
tani River basin (Sabo project)>>
The Northern Kyushu Heavy Rain in July 2017 caused many incidents of sediment disaster due to debris
Chapter 7
and drift woods associated with slope failures. A Sabo project directly managed by the national government
was carried out in the Akatani River basin̶which is part of the drainage system of the Chikugo River̶
where damage was especially large.
In order to prevent secondary disasters due to debris and drift woods remaining upstream moving again,
Building a Safe and Comfortable Society
in response to a request from the governor of Fukuoka, it was decided on August 10, 2017 that the national
government would conduct an Urgent Sabo Project for Sediment Disaster. Construction work began on
August 16. The emergency construction included building Sabo dams and sand pocket.
Also, on December 1, 2017, it was decided that, following the emergency construction, the national gov-
ernment would focus on improving Sabo dams over the next five years or so, in order to prevent wide-area
sediment and flood damege.
Emergency Sabo construction is underway in the Akatani River basin, which is part of the drainage system of the Chikugo River, in
order to prevent secondary disasters due to unstable sediment, etc. accumulated in the basin moving again. (Urgent Sabo Project for
Sediment Disaster)
Following the Urgent Sabo Project for Sediment Disaster, efforts are to be focused on improving Sabo dams over the next five years or
so, in order to prevent wide-area sediment and flood damage. (Specified Sabo Project for Sediment Disaster)
Furthermore, in order to manifest the effect of the Specified Sabo Project for Sediment Disaster as soon as possible, “emergency funds
for disaster countermeasures” are to be used to quickly construct Sabo dams.
Special Control
Map of location Project Disaster Prevention Emergency funds
Fukuoka Pref. (included in Special Control Project)
Work location Cost Approx. 2.7 billion yen Approx. 17.5 billion yen 540 million yen
Sabo dams: 2
Oita Pref. Content Sand pocket: 1 Sabo dams: 24 Sabo dams: 1
Saga Pref. Strong wire nets: 4
Sabo dam (image)
Period FY2017 FY2017 – FY2017
Chikugo River
FY2022
Kumamoto Pref.
Top view
Akatani Ri
Legend
ver
Sabo dam Ot
oi
Strong wire net sh
iR
ive
Sand pocket r
Ogou Sand pocket (image)
Urgent Sabo Project for Sediment chi R
Disaster (implemented in 2017) iver
Specified Sabo Project for Sediment
Sisaster (to be implemented from 2018)
Emergency funds for disaster Akatani River
countermeasures (implemented in 2017)
Specific locations subject to change Strong wire net (image)
(2) Preventing and Mitigating Water Disasters
Large-scale water disasters caused by tropical cyclones or the like (for example, disasters caused by Typhoon Wipha
visited Izu Oshima Island and other regions in Japan in 2013 and storm surge disasters caused by Hurricane Sandy in US
in 2012) are occurring more frequently and seriously. With this situation in mind, the Underground Mall, Subway, Etc.
Working Group, Disaster Action Plan Working Group and Catastrophic Damage Prevention Working Group have
been set up under the Water Disaster Prevention and Mitigation Headquarters, MLIT chaired by the Minister of Land,
Infrastructure, Transport and Tourism in January, 2014, to study the measures to be taken when water disasters occur.
The Underground Malls, Subways, Etc., Working Group has summarized responses to issues concerning underground
settings and disseminated this summary to the relevant organizations. Accordingly, flood measures have been applied on
a coordinated basis to underground malls, subways, and connected buildings in the three major metropolitan areas.
The Disaster Action Plan Working Group provides support to enable the heads of municipalities to issue evacuation
instructions at appropriate times and has formulated timelines focused on the issuance of evacuation instructions for rivers
under the direct jurisdiction of the national government, as well as timelines for bringing together many concerned parties,
including local governments, railways, electricity power operators, telecommunications operators, and welfare facilities,
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 239
Section 2 Natural Disaster Measures
in the downstream basin of the Arakawa River. Modeled on this approach, councils have been established for Ishikari
II River (Hokkaido), Kuma River (Kumamoto), and other blocks throughout the country and are conducting studies on
timelines for bringing together many concerned parties. In August 2016, we established and announced the first version of
a Policy on Formulating and Using Timelines (Disaster Action Plan) and disseminated it to municipalities and organiza-
Chapter 7
tions concerned with disaster prevention. We are also preparing timelines for rivers managed by prefectural governments,
focusing on flood forecast rivers and water level alert rivers.
In the Catastrophic Damage Prevention Working Group, the objective is to protect lives and preventing catastrophic
damage being caused to society and the economy in the context of an ideal way of engaging in disaster prevention and
Building a Safe and Comfortable Society
mitigation for the new stage, as declared in January 2015. The group aims to prevent catastrophic damage caused to so-
ciety and the economy in accordance with the necessity of a collective societal response informed by a shared sense of
crisis. In Tokyo, Nagoya, and Osaka, Regional Development Bureaus, in cooperation with companies and other entities,
studied projected damage and countermeasure plans, including for areas outside flood zones, for things such as power
outages and suspended railways. These were published by August 2017.
In August 2017, we convened the Fifth MLIT Water Disaster Prevention and Mitigation Headquarters and accelerated
initiatives for the Rebuilding Flood-Conscious Societies. We decided that MLIT would put an all-out effort into struc-
tural and non-structural disaster prevention and disaster mitigation measures, in order to minimize damage to society and
the economy by avoiding catastrophic damage from large-scale floods. We also decided responses to take in light of the
Northern Kyushu Heavy Rain in July 2017 and priority measures for FY2018. As specific examples of priority measures
for FY2018, it was decided to: (i) study measures to lower storm surge risk in harbor land not protected by levees, and (ii)
strengthen weather disaster prevention support in local communities.
(3) Responding to Climate Change
There are growing concerns about the intensified frequent occurrence of water disasters (river water flooding, inland
water flooding, storm surges), sediment disasters, and drought damage caused by climate change. In August 2015, the
Infrastructure Development Council issued a report entitled Approach to Climate Change Adaptations in the Field of
Water-related Disasters: Becoming a Society that Strives to Reduce Natural Disasters by Sharing Disaster Risk Informa-
tion and a Sense of Crisis.
Regarding natural hazards that could occur relatively frequently, continue to steadily promote improvements that have
been ongoing to date for the construction of levees, flood control structures, and sewer systems. Regarding natural hazards
that exceed the capacity of facilities, endeavor to reduce risk by making improvements in facilities operations, design and
implementation procedures. For natural hazards that significantly exceed the capacity of facilities, aim for the protection
of human life to the greatest extent possible and avoid catastrophic damage to the society and the economy, considering
worst-case scenarios, and by developing measures with an emphasis on nonstructural measures.
In the future, we will work on measures to adapt to the effects of climate change based on the Plan for Adaptation
to the Impact of Climate Change, adopted by a Cabinet decision in November 2015, and on the MLIT Climate Change
Adaptation Plan of November 2015.
(4) Responding to Nankai Trough Mega Earthquake and Tokyo Inland Earthquake
If Nankai Trough Mega Earthquake occurs, it is predicted that a wide Pacific-side area from the Kanto region to Kyushu
will experience strong shaking with a seismic intensity of weak 6-7 and a huge tsunami will attack the wide Pacific-side
coastal area within a short period of time. Deaths will reach a maximum of about 320,000 people, a critical situation in-
cluding the interruption of transport infrastructure and paralysis of urban functions along the coast will be created, and the
lives and economic activities of Japanese citizens are expected to suffer extremely serious effects all over Japan.
If the Tokyo Inland Earthquake occurs, it is expected to cause strong shaking with a seismic intensity of weak 6-7 along
the entirety of the Tokyo Metropolitan area. In the Tokyo Metropolitan area, population, buildings, economic activities
and others are concentrated extremely compared with other areas, and so it is expected that human, property, and eco-
nomic damages become tremendous. In addition, in the Tokyo Metropolitan area, political, administrative, and economic
functions of the capital are concentrated, and so it is expected that the Tokyo Inland Earthquake exerts impacts upon
national economic activities and others as well as overseas countries.
240 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
In order to cope with such a national crisis, the Ministry of Land, Infrastructure, Transport and Tourism̶which is in
charge of the development and management of a lot of infrastructures and the protection of human lives and properties II
at sea and which has many field agencies all over Japan̶established the Ministry of Land, Infrastructure, Transport and
Tourism Nankai Trough Mega Earthquake and Tokyo Inland Earthquake Response Headquarters and a Response Plan
Chapter 7
Making Working Group in 2013, and formulated the Ministry of Land, Infrastructure, Transport and Tourism Nankai
Trough Mega Earthquake Response Plan and Ministry of Land, Infrastructure, Transport and Tourism Tokyo Inland
Earthquake Response Plan on April 1, 2014, in order to determine the reality-based responses to be taken by collective
effort. Regarding Nankai Trough Mega Earthquake, more specific and practical Regional Response Plans were developed
Building a Safe and Comfortable Society
for each regional block along with the abovementioned plans. In August 2017, under the purview of the Seventh Nankai
Trough Mega Earthquake and Tokyo Inland Earthquake Response Headquarters, we decided to accelerate initiatives to
shift to a society with higher disaster prevention awareness. We also decided Ver. 1 of the Roadmap for Tokyo Inland
Earthquake Responses in Preparation for Hosting the Tokyo Olympic and Paralympic Games. The roadmap reflects the
Ministry of Land, Infrastructure, Transport and Tourism Tokyo Inland Earthquake Response Plan. Additionally, we decid-
ed the TEC-FORCE Action Plan for Tokyo Inland Earthquake, which plans for the prompt dispatch of TEC-FORCE and
other response teams after an earthquake. Finally, priority measures were determined after taking into account the status
of implementation to date of both response plans.
As specific examples of priority measures for FY2018, it was decided to: (i) establish a portal site on Tokyo Inland
Earthquake responses, with a view toward the Tokyo Olympics and Paralympics (disaster prevention portal), (ii) enhance
the road re-opening plan, and (iii) implement marine transport countermeasures in the deployment of regional support
teams.
Roadmap for Tokyo Inland Earthquake Responses in Preparation for Hosting the Tokyo Olympic and Paralym-
Figure II-7-2-2
pic Games [Ver. 1]
Based on the Ministry of Land, Infrastructure, Transport and Tourism Tokyo Inland Earthquake Response Plan [Ver. 1], established in April 2014,
a roadmap was compiled to work with full force on various measures, with hosting of the Tokyo Olympic and Paralympic Games as one goal.
Roadmap overview
Makeup 1. How to support hosting of the Tokyo Olympic and Paralympic Games? 2. MLIT’s mission and main responses in a Tokyo Inland Earthquake
Number of
- Information provision and evacuation guidance, etc., to ensure - Quakeproofing houses and architectural structures
- Safety measures for trains and aircraft
roadmaps
Main safe- Quakeproofing houses and architectural structuresforeigners
roadmaps - Reduce damage to Games venues and infrastructure to venues - Transportation of disaster relief supplies, etc., using the full strength of MLIT
53
- Carry out rapid relief activities - Development of coastal and river levees, and reliable control
- Rapidly secure means of transportation to venues, etc. of floodgates, etc.
- Evacuation measures to ensure safety etc. - Rapid infrastructure restoration through all means etc.
Roadmap example
Information provision and evacuation guidance, etc. to ensure safety of travelers, including foreigners Carry out rapid relief activities
Release common API for “Safety tips” in FY2018 Introduce ICT in FY2017, deploy appropriately and enhance
(Improved) Medical institution information
TEC-FORCE mobilization plan Conduct operation
drills with relevant
- Information on medical
institutions that can accept organizations
Drill with JSDF Rescue drill
foreigners in each prefecture
- Approx. 900 Use ICT technology
Using “Safety tips” (Improved) Heatstroke information Mobilize maximum
Main features improvements in “Safety tips” TEC-FORCE members
- Heatstroke explanation Pamphlet: “Travel Safety and machinery and
- Transition to response flow conduct TEC-FORCE
Recommendations
for the Travel Industry” operations Damage survey using a drone Laser measurement
Up to FY2017 FY2018 FY2019 FY2020 FY2021 and later Up to FY2017 FY2018 FY2019 FY2020 FY2021 and later
Information Promote spread of app Olympics/Paralympics Enhance Formulate TEC-FORCE Olympics/Paralympics
Improve and Action Plan
provided to app
travelers features Study creation strengthen Conduct
of common API Release common API TEC-FORCE drills Conduct operation drills based on TEC-FORCE Action Plan
Use pamphlets to encourage travel companies to develop systems Introduce ICT, deploy Use ICT to increase sophistication Improve continually
that can respond appropriately when disasters occur appropriately and enhance and efficiency of TEC-FORCE operations with new ICT, etc.
While coordinating with the Tokyo Olympic and Paralympic Games Committee’s specific measures and
government-wide measures, MLIT will put its full power into disaster prevention measures for the capital region.
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 241
Section 2 Natural Disaster Measures
Figure II-7-2-3 Overview of the TEC-FORCE Action Plan for a Tokyo Inland Earthquake
II
○A mobilization plan for TEC-FORCE and a timeline for wide area deployment have been prescribed in order to conduct
emergency response operations swiftly and smoothly in immediate response to the enormous damage of a Tokyo Inland Earthquake.
Chapter 7
○TEC-FORCE from areas providing aid advance to wide area staging bases, which are the first goal to reach. Following
instructions from the areas receiving aid, they move to various operations bases, secure emergency transportation routes,
perform emergency water drainage, and conduct damage surveys, etc.
* Formulated based on the Basic Plan for Carrying Out Tokyo Inland Earthquake Emergency Measures (March 2015, Cabinet decision) and the Tokyo Inland Earthquake Response
Plan (April 2014, MLIT).
■ TEC-FORCE mobilization plan (maximum deployment from each area) ■ Conception of wide area deployment timeline
Building a Safe and Comfortable Society
Day 1: Dispatch teams to wide area staging bases immediately after the disaster occurs
Day 2: TEC-FORCE from areas receiving and providing aid start unified operations
Hokkaido
approx. 380
people/day Day 3: Maximum number of TEC-FORCE members and machinery in action
Hokuriku area
Tohoku area
approx. 190 people/day
approx. 290 ■ Arrangement of wide area staging bases
people/day Musashi Kyuryo
National
y
pw
Ka
Toh
Chugoku area Kinki area Government Hanyu PA
n-E
Ex
Park
oku
approx. 170 people/day approx. 220 people/day
n
tsu
ba
Exp
Jo
Ex
Yatabehigashi
pw
wy
Areas receiving aid PA
y
Chubu area Kanto area approx. 400 people/day Takasaka SA
Kanto District Transport Bureau, Nihon University
approx. 210 Omiya Campus
people/day Tokyo Regional Civil Aviation
Shikoku area
Ken-O Exwpy
Bureau approx. 20 people/day College of Land, Infrastructure, Kanto Technical and
approx. 120 people/day Transport and Tourism Engineering Office
Kyushu area Ke
iyo
approx. 290 Rd
people/day Chuo Expwy
Shisui PA
* Additionally, District Transport Bureau to deploy approx. 70 people/day Dangozaka SA
◆Maximum mobilization of TEC-FORCE people and machinery
Ashigara
Expwy
- TEC-FORCE: Approx. 8,900 people (max. 2,360 people/day) SA Tomei d
iR
- Helicopters for disaster measures: 8 sug National Institute for Land
r a -At and Infrastructure Management Wide area staging bases
a
- Machinery for disaster measures: Approx. 514 aw (Yokosuka Building No. 2)
Od Staging bases
- Ships for disaster measures: 26 Seismic intensity: strong 5 Seismic intensity: weak 6 Seismic intensity: strong 6 Seismic intensity: 7 Vehicle standby base
Source) MLIT
2 Shaping National Land that is Safe and Resilient to Disasters and Enhancing and Strengthening the Framework of Preparedness for Crisis Management
(1) Flood Measures
Many of Japan s major cities are positioned on low-lying districts that are lower than the river level during flooding,
making the latent danger of flood inundation quite high. Water control measures, such as those involving the expansion of
the river channel to safely flush away floods, embankments, the development of discharge channels, dams to temporarily
hold back floods, and retarding basin, have steadily improved the degree of water control safety. However, flooding oc-
curred in various locations throughout the country in 2017 due to the Northern Kyushu Heavy Rain in July and typhoons
Talim and Lan making landfall. In order to mitigate and reduce damage caused by flood disasters which occur frequently
and seriously, structural measures such as preventative flood control measures and measures to prevent re-occurrence as
well as non-structural measures such as strengthening of the flood defense system and provision of river information are
being promoted in a comprehensive manner taking into account the influence of climate change.
In incidents involving inundation and other forms of flooding that occurred in 2017, the value of flood control proj-
ects implemented previously was demonstrated. For example, during the Northern Kyushu Heavy Rain, there was re-
cord-breaking rainfall, exceeding 400 mm in total, in the Satagawa River Basin, and the Terauchi Dam recorded the
largest volume of flow since its management began. However, through disaster prevention operation, the flow released
downstream from the dam was reduced by up to 99%, reducing the water level in the downstream river by around 3.4
meters and capturing a large amount of drift woods in the dam s reservoir.
242 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
Figure II-7-2-4 Effect of Disaster Prevention Operation of Terauchi Dam (the Northern Kyushu Heavy Rain in July 2017)
Disaster prevention operation of Terauchi Dam Estimated flooding if there were no Terauchi Dam
II
(Average hourly rainfall in the Terauchi Dam river basin, mm/h) (mm) Flood depth
0.0-0.5 m
0 0 0.5-1 m
Chapter 7
0.2 1.6 0.2 0.7 0.6 3.4 0.7 0.9 100 Terauchi Dam
50 0 0.2 1.8 0 5.5 3.1 32.5 27.5 17.7 13.7 200 1-2 m
Hourly rainfall (mm/h) 44.5 54.8 300 2-5 m
100 400 ≥5 m
Total rainfall (mm) 101.3 500
150 115.1 Total rainfall 426 mm 600 Flooded area: approx. 1,500 ha
Flooded households: approx. 1,100
(Flow rate, m3/s) (Reservoir level, EL. m)
1,000 150 r
Inflow to dam Peak inflow: ve No flooding this time
900 Highest reservoir level: 145 Ri
Outflow from dam approx. 888 m /s
3
w a
EL.130.93 m 140
800 Flow released downstream ga
Building a Safe and Comfortable Society
Reservoir level ta
700 decreased by 99% 135 Sa
600 Highest water level during flood (EL.131.50 m) 130
500 125 Chikugo River
Highest reservoir level during normal times (EL.121.50 m)
400 Volume of water in dam: 120
300 approx. 11.70 million m3
115
200 110
100 Outflow during peak inflow: approx. 10 m3/s 105 * The ground height uses data from the Fundamental Geospatial Data published by the Geospatial Information
0 100 Authority of Japan.
6:00 7:00 8:00 9:00 10:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 * The flood depth if there were no dam is estimated based on the results of a simulation (levee overflow flood).
July 5 July 6 (Time) * The flooded area and flooded households are in the area of Asakura City and Tachiarai Town (2010 National Census).
* Figures are preliminary and could change with a detailed examination in the future.
* There were many slope failures upstream of Terauchi Dam’s catchment area, and the effect of sediment associated with slope failures could be included in inflow to Terauchi Dam.
(ha) Flooded area (Households) Flooded households
Estimated highest water level if there were no dam: 6.88 m Captured drift woods 1,500 Approx. 1,200 Approx.
Effect of storing water in the dam: reduction by approx. 3.38 m 1,250 1,500 1,000 1,100
1,000 800
750 600
500 400
Overflow danger level: 3.87 m Highest level observed: 250 200
3.50 m No damage No damage
Evacuation decision level: 3.50 m 0 0
Overflow warning level: 2.50 m No dam With dam No dam With dam
Flood fighting team standby level: 1.50 m * The damage if there were no dam is estimated based on the results of a simulation.
* “With dam” is given as “no damage” because there was no damage due to
overflowing of the Satagawa River from flooding this time.
Cross-section near Kanemaru Bridge Gauging Station * Figures are preliminary and could change with a detailed examination in the future.
* Figures are preliminary.
Source) MLIT
(i) Preventative water control measures implemented systematically
In light of the increasing frequency and intensity of flood damage associated with climate change, it is important to
systematically carry out water control measures against floods that have a comparatively high frequency of occurrence.
For this reason, we are systematically promoting such measures as developing levees, excavating river channels, flood-re-
tarding basins, discharge channels, and dams. In addition, in order to use the existing facilities effectively, we are working
on dam improvement, including through such measures as raising the height to increase a dam s storage capacity and the
flexible operation of dams to make use of service water capacity for flood control and making use of flood control capacity
for other purposes.
Additionally, we are developing high standrad levees, in cooperation with town planning, in low-lying areas such as
zero meter areas in the capital region and Kinki region, where population and assets are concentrated. The development
of high standard levees will produce a variety of effects, including avoidance of severe damage caused by levee breaches,
function as evacuation sites for residents living in the vicinity during disasters, and provision of good living environments
and urban spaces.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 243
Section 2 Natural Disaster Measures
II Column Toward Efficient High Standard Levee Promotion Column
Chapter 7
The highest priority in developing high standard levees is to protect human life. They are constructed to
avoid levee breaches caused by overflow, infiltration, and erosion in low-lying areas such as zero meter ar-
eas in the capital region and Kinki region. Also, where they have been developed in some sections of a series
of sections or when the basic cross-sectional shape has not been completed, the safety of places where
the high standard levees have been constructed improves dramatically. These places function as evacuation
Building a Safe and Comfortable Society
sites for residents living in the vicinity during flooding and as bases for various activities. They also provide
good living environments. High standard levees therefore have diverse effects. In the Komatsugawa district
on the right bank of the Arakawa River, for example, after a high standard levee was constructed, it has
served as a park where residents can relax during normal times and a center of disaster prevention as an
evacuation site for approximately 200,000 people during disasters.
A review committee for efficient development of high standard levees, composed of individuals with rele-
vant knowledge and experience, was formed to widely discuss the current state of and issues with past high
standard levees. The committee met three times, beginning in May 2017, and compiled recommendations
for measures to more efficiently promote high standard levee development.
The main promotion measures recommended were for promoting the development of high standard
levees through joint projects with private sector businesses. The recommendations included establishing a
system to give incentives to project partners, such as utilizing the site on the reverse slope from the river,
which becomes usable with the development of high standard levees, for parks and roads, and factoring it
in as a site area for buildings. Another recommendation was to establish a system that would allow integrat-
ed construction of buildings and foundations together with embankment and foundation improvement for
a high standard levee, with a view toward shortening the construction period and expanding the discretion
of project partners.
Going forward, we will actively call for promotion of high standard levee development based on the
recommendations and also flesh out promotion measures and steadily promote the development of high
standard levees.
Few elevations to seek refuge during a flood
Inhibits connection Dense neighborhoods of wooden
between river and town houses and many narrow streets
Flood risk, such as zero meter areas
Reduces flood risk Secures evacuation Resolves crowded city Improves river access
with wide levee site on high ground blocks through town planning and creates views
Connects river and town, Evacuation sites can be secured on Crowded city blocks can be resolved
improving the view. high ground with the creation of new open spaces. through town planning integrated with
high standard levee construction.
High standard
levee embankment
A wide high standard levee
reduces the flood risk.
Source) MLIT
244 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
II
Used as a park during normal times and an evacuation site during
disasters (Arakawa River, Komatsugawa district)
Chapter 7
Building a Safe and Comfortable Society
Source) MLIT
Utilizing the site on the reverse slope from the river
Current situation
State-owned land
Private land (original river zone)
Plan
State-owned land
Private land (original river zone)
Should make system Reverse slope from river
allowing integrated utilization
Source) MLIT
Column
Column
Productivity Innovation Project: dam upgrading under operation –Early Upgrading
of Water Utilization and Flood Control Capacities to Support Local Economies–
Effective ways to quickly reduce the risk to corporations production activities posed by the frequent
droughts and floods seen in recent years are introducing new construction technologies and making the
best possible use of the storage capacity of existing dams.
Under the Vision on Upgrading Dams under Operation (enacted June 2017), structural and non-struc-
tural measures that maximize the use of existing dams (smart and flexible operation × smart improvement)
will be strategically and systematically implemented to achieve early effects in both water supply and flood
control operations.
At present, we have conducted a general review of the operation rules for 123 dams nationwide managed
by the national government or the Japan Water Agency and have made facilities improvements, including
heightening the body of existing dams and constructing additional facilities for discharging water, at 19
dams nationwide (as of March 2018).
In FY2018, we started three projects: Uryugawa Dam Upgrading Project, Yahagi Dam Upgrading Project,
and Sameura Dam Upgrading Project. We also established A subsidy for planning of dam upgrading under
operation to support the planning of dam upgrading by prefectural governments by expanding eligibility for
General Social Infrastructures Development Subsidies (dam improvement projects).
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 245
Section 2 Natural Disaster Measures
II Wise, flexible operations (review of operational rules) × Wise development (dam upgrading projects)
Introduce a method for the flexible operation of dams Significantly increase the capacities of existing dams by
discharging additional facilities for discharging water to
Chapter 7
in response to times of drought and flood, in accordance with
improvements in the precision of rainfall forecasting. the body of existing dams or heightening existing dams.
<Utilization of flood control capacity for using water> <raising the dam body> <Capacity expansion by constructing
Flood control capacity will be used for using water
Flood control capacity additional discharge facilities>
in consideration of the needs of water users Increased
Water use capacity, etc. Utilization for using water capacity Flood control capacity Flood control capacity
New D
(strengthening of drought countermeasures). : To be used by power plants
Building a Safe and Comfortable Society
and industries, as city water, etc.
Power generation capacity
m a
<Utilization of water use capacity for flood control> Dead water capacity
Power generation capacity
(shared use with flood control)
Flood control capacity
Water use-capacity shall be discharged in part Sedimentation capacity Sedimentation capacity
before the occurrence of a flood, Water use + secured amount
capacity, etc.
as a flood control measure. Flood control
advance discharge [raising the dam body] [Construction of additional discharge facilities]
Raising the dam body even by The utilization of dead water capacity
<Operations to minimize the amount of water flowing downstream during a flood> a small amount would increase would increase flood control capacity.
In cases where no further heavy rain or subsequent flooding is expected for a while, a dam’s water storage capacity
the amount of discharge will be reduced compared to regular times, to accumulate significantly and ensure industrial
more water in the dam. water, etc.
■ Additionally, dam upgrading under operation are to be promoted further in light of the
Vision. (Examples of initiatives) Reduction of flood risks in production
- Conduct surveys to promote dam upgrading under operation through facilities improvement
centers in river basins, etc.
- In order to fulfill dam flood control function, implement river improvements at the sections
where lack of flow capacity is restricting dam discharges
(ii) Preventing the reoccurrence of flood disasters
In regions where the frequent occurrence of flood damage and inundation above floor level have caused loss of life and
serious problems in people s daily lives, river channel excavation and levee construction, among other measures, are being
implemented intensively over a short time span in order to improve the flow capacity of rivers, in an effort to prevent the
recurrence of disasters.
(iii) Flood control measures tailored to river basin characteristics
For rivers that experience a significant decline in flood control safety due to river basin development or existing urban
areas regularly subject to flood damage, it is important to ensure the water retention and flood dissipation functions of the
river basin. Rivers such as these require the promotion of river basin measures and a variety of methods that taken into
consideration regional characteristics to ensure safety and comfort.
a. Comprehensive flood control measures
With factors, such as an increase in the impermeable land area following the development of urban areas and peripheral
areas, as well as an increased discharge from flooding rivers, for urban rivers where flood control safety is significantly
compromised, it is important to carry out comprehensive flood control measures, in addition to river development, such
as securing the water retention and flood dissipation functions of the river basin, directing land use in regions at high risk
of disasters occurring, and establishing a precautionary evacuation framework. As part of these efforts, we are cooperating
with the relevant local authorities to promote the suppression of rainwater drainage through the development of infiltra-
tion facilities for storage of rain water, as well as measures to reduce civilian damage.
In addition, to prevent the disruption of urban functions due to flooding as well as the flooding of underground malls
in accordance with the Act on Countermeasures against Flood Damage of Specified Rivers Running Across Cities, river
administrators, sewage system administrators, and local government are working together to promote river basin flood
damage countermeasures such as developing rainwater harvesting and infiltration facilities as well as regulations to sup-
press the drainage of rainwater.
246 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
b. Localized downpours measures
In recent years, due to inundation damage caused by phenomenon such as concentrated heavy rains in localized areas, II
to ensure that residents can live safely even during localized heavy rains exceeding planned levels, a plan created with the
support of residents (groups), private sector companies, and others that stipulates a comprehensive approach implemented
Chapter 7
to reduce flood damages known as the 100 mm/h security plan is registered and initiatives to promote mitigation mea-
sures against flood damages are being implemented in addition to the development of rivers and sewerage.
Figure II-7-2-5 Examples of Measures Based on a 100 mm/h Security Plan in Mito City, Ibaraki
Building a Safe and Comfortable Society
Flood damage reduction plan in the Sakuragawa River (Sawawatari River) basin [Mito City, Ibaraki]
Outline of basin Main causes of inundation damage
○The Sakuragawa River (Sawawatari River) basin has been the site of inundation As outside water caused inundation because rainwater that flowed suddenly into the river
damage due to loAcalized heavy rains that have been occurring often in recent could not flow safely, inside water could not drain properly, resulting in expansion of
years. inundation damage.
○Increase in rainfall above drainage capacity
○In recent years, torrential rain in May 2012 caused 12 cases of inundation ○Delays in river improvement for safe flow of floodwater
above the floor level, 2 cases of inundation below the floor level, and ○Increase in outflow due to progress of urbanization and changes in land usage, etc.
interruption of operation of the JR Joban Line in the river basin. → There is a need for relevant organizations in the basin to effectively combine and carry out anti-flood measures.
○Number of events with an hourly rainfall of 50 mm or more in Ibaraki
- 30 years from 1980 to 2009: average 1.9 times/year Comprehensive anti-flood measures for the Sakuragawa River (Sawawatari River) basin have been studied by
- From 2010 to 2015: average 4.7 times/year the Sakuragawa River (Sawawatari River) Basin Comprehensive Flood Control Measures Council, composed of
The number of events with an hourly rainfall of 50 mm or more is increasing. Ibaraki Prefecture, Mito City, companies and others, and relevant organizations have implemented measures.
○Rainfall event subject to the flood damage reduction plan Torrential rain in May
2012 with rainfall up to 56 mm/h Sakuragawa River (Sawawatari River) Basin Comprehensive Flood Control Measures Council
Organization Department, etc.
MLIT Hitachi River and National Highway Office
JR Joban Line Ibaraki Prefecture Civil Engineering Section Rivers Department, City Bureau Sewerage Department, Parks and Streets Division, Mito Civil Engineering Office
Sewage pipe
River basin storage and infiltration improvement Mito City Waterworks Division Sewerage Management Department, Construction Division Construction Planning Department, Rivers and Municipal Drainage Department
Sawa facilities improvement (Azumacho Athletic Park)
wa
(prefe tari River Companies, etc. JR East Mito Branch Office, Ibaraki University
ctural) Near Kairakuen
(local downpour, Oct. 2014)
Overview of initiatives
Sawawatari River Natio
Kairakuen Park nal R
channel improvement oute
50 ○Rivers / sewer systems
Kairakuen (seasonal) - Sawawatari River channel improvement
Pump expansion Sewage pipe - Sewage pipe improvement, rainwater pump increases
Station (rainwater) improvement
○Basin measures
Sakuragawa River Mito Station - Storage and infiltration facilities improvement (Azumacho Athletic Park, etc.)
(prefectural) - Promotion of installation of rainwater storage and infiltration facilities for
Lake Senba P residents and septic tank diversion facilities
Sakuragawa River ○Disseminating danger warnings / flood control activities
(branch Sawawatari River), Sakuragawa Riv - Providing disaster prevention information through Mito City’s website, an e-mail
Mito City, Ibaraki er
(national) newsletter, LINE, Twitter, emergency e-mails, Facebook, and FM radio, etc.
- Dissemination of flood hazard maps
- Installation of water gauges and publication of water level information
Legend
Effect (goal) of initiatives
ctura er
Location of flooding
(prefegawa Riv
l)
River project (prefectural) Reduce inundation damage to houses and reduce interruption of operation of the JR Joban
Sewer project (city)
sa
Line due to track flooding in event of rainfall of the same scale as the rainfall in May 2012.
Saka
Basin project (city)
Source) MLIT
c. Integrating flood control measures with land use
Land use combined with a circle leveeNote and the regulation of land use, such as designation of disaster risk areas,
is promoted with local governments when the measure is more efficient and effective than constructing levees from the
viewpoint of recent damage from flooding and situation of land use.
d. Inland water measures
To prevent flooding through inner water inundation and strive for the steady development of cities, the improvement
of facilities such as sewer pipes and drainage pump stations are being promoted. However, in recent years, the frequency
of concentrated downpours that far exceed planned scales the increased rainwater drainage due to the advancement of
urbanization, the increased complexity of the urban landscape including the concentration of population and wealth as
well as the increased use of underground spaces make the risk of damage due to inner water inundation even greater. For
this reason, measures such as integrated projects for the reduction of sewer flooding damages and integrated projects for
Note A levee that surrounds districts with housing and other structures
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 247
Section 2 Natural Disaster Measures
inland water emergency measures are being utilized with the cooperation of relevant parties including regional authorities
II and affected residents to carry out structural measures such as proactively implement rainwater drainage reduction facil-
ities; non-structural measures such as providing rainfall information, land use regulations, and creation of inland water
hazard maps; and self-help initiatives such as the placement of water stops and sandbags as well as evacuation activities
Chapter 7
in combination for the promotion of integrated inundation measures.
(iv) Strengthening the flood prevention framework
In collaboration with prefectural governments, flood prevention administrative bodies, neighborhood associations,
Building a Safe and Comfortable Society
and other stakeholders, we have been implementing joint inspections of sections at high risk of flooding prior to the
arrival of flood season, carrying out information-transmission drills, holding flood-prevention technical workshops and
flood-prevention drills, endeavoring to disseminate flood-prevention technologies, and otherwise providing support for
the strengthening of the flood prevention framework in order to minimize damage caused by flooding.
In order to reinforce the ability of local areas to prevent floods with the participation of various key players, we are
also supporting initiatives tied to plans for the securing of evacuations and the prevention of inundation in underground
malls (including those slated to be constructed and those that are under construction) situated in areas expected to become
inundated, facilities for people with special needs, and large-scale factories.
(v) Announcing forecasts and warnings of flooding and providing river information
The Minister of Land, Infrastructure, Transport and Tourism or the Prefectural Governor designate rivers with large
river basins that are at risk of causing great damage to the nation s economy or other great losses as flood forecast rivers
and announce flood forecasts indicating the water level or flood volume jointly with the Director-General of the Japan
Meteorological Agency. Also, aside from flood forecast rivers, important small and medium-sized rivers are designated
as water level alert rivers, and during floods, when the hazardous water level (special caution water levels of flood), this
information is also released. As of the end of March 2017, there are 421 flood forecast rivers and 1,597 water level alert
rivers. Additionally, the Director-General of the Japan Meteorological Agency releases flood warnings when there is a risk
of flooding due to the weather conditions.
The water level, precipitation amount, flood forecasts, flood prevention warnings and other river information is collect-
ed, processed, and edited in real-time and made available to river administrators, municipalities, residents, and others on
the website River Flood Information Note to be utilized in issuing warnings and evacuation during flooding.
The push-based flood risk information service, which began in September 2016 in Joso City, Ibaraki and Ozu City,
Ehime, which are local governments in the Kinu River and Hiji River basins, was expanded in June 2017 to 412 munici-
palities in 68 river systems that are flood forecast rivers managed by the national government.
In addition, the data broadcast function of digital terrestrial television is being used in cooperation with broadcasters
for efforts to provide river water levels and precipitation amount.
XRAIN (eXtended RAdar Information Network), which can accurately monitor concentrated heavy rainfall and local-
ized heavy rainfall with high-resolution and high-frequency in order to help facilitate appropriate river management and
disaster prevention activities, is used in rainfall observation. Rainfall information is also made available on the Internet.
(vi) Designation of expected inundation area by flooding
To reduce the flood damage by means of smooth and rapid evacuation and prevention from inundation when a flood
occurs, districts that are likely to be inundated when the river floods (expected inundation area by flooding) are designated
and information such as the depth of inundation is publicized in accordance with the Flood Control Act. With the 2015
amendments to the Flood Prevention Act, expected inundation area by flooding because of conceivable maximum-scale
rainfall will be sequentially designated and publicly disclosed.
In order produce hazard maps that are directly tied to more effective evacuation actions in municipalities located in
expected inundation area by flooding, for the benefit of users, we have revised and published guidelines for the production
of flood damage hazard maps and are providing support tools that make it easy to produce hazard maps containing the
Note River Flood Information website: http://www.river.go.jp [PC version], http://www.river.go.jp/s [smartphone], http://i.river.go.jp
[mobile]
248 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
minimum information required as well as technical support for their dissemination and utilization.
Expected inundation area by flooding have been designated and publicly disclosed for approximately ninety-eight II
percent Note of flood-forecasted rivers and rivers for which water levels are publicly disclosed. Flood hazard maps have
been produced for approximately ninety-eight percent Note of municipalities included in areas that are expected to become
Chapter 7
inundated.
Additionally, with the 2017 amendments to the Flood Control Act, when the mayor of a municipality has a record of
past inundations for small and medium-sized rivers that are not designated as flood-forecasted rivers and rivers for which
water levels are publicly disclosed, this information is publicly disclosed as water damage risk information.
Building a Safe and Comfortable Society
MLIT not only allows for tax subsidies for inundation prevention facilities obtained by the owner or managers of under-
ground malls, etc. in probable inundation zones in accordance with inundation prevention plans, it also supports voluntary
flood defense initiatives carried out by underground malls, facilities for people with special needs, and large-scale facto-
ries via the disaster information dissemination office established within the river-related office of Regional Development
Bureaus across the nation as a contact point for businesses and others.
(vii) Strategic maintenance and management of rivers
The condition of river channels and facilities are assessed and appropriate maintenance and management is carried out
in accordance with any changes to ensure that the river administration facilities function as intended during floods and
other situations.
In the course of river development carried out, the number of facilities, such as levees, weirs, floodgates, and drainage
pump stations, under management greatly increased, and the age degradation of these facilities is advancing. For river
management facilities, a transition to condition-based maintenance is being implemented where conditions are known
through inspections so that measures are taken at appropriate times. Also, lifetime extension plans have been formulated
for major river infrastructure administered by the nation so as to extend facility life cycles and updating in a planned
manner. In addition, necessary technological development for extending lifetime will be furthered and technical standards
for middle to small rivers will be studies in cooperation with prefectures for appropriate maintenance and management. In
addition, technical support is provided through permanent consultation services made available by regional development
bureaus.
The River Law, which was partially revised in 2013, clarifies the need for the administrator of river management fa-
cilities or authorized structures to maintain river management facilities or permitted structures in good condition through
maintenance and repair. Based on this, we have revised the Technical Criteria for River Works: Maintenance (River) and
have developed various procedures such as for the inspection of levees and other river management facilities and river
channels for the promotion of appropriate maintenance.
(viii) Measures against illegally moored vessels in rivers
Illegally moored vessels in rivers can impede flood control (such as by impeding river construction work, blocking the
downstream flow during flooding, and damaging river management facilities) and otherwise impede the management of
rivers (such as by causing water pollution through the leakage of fuel and impeding river usage). For these reasons, river
administrators are providing administrative guidance to the owners of unlawfully moored vessels on relocation to lawful
mooring and storage facilities and, if necessary, they remove unlawfully moored vessels themselves.
In May 2013, the Plan for Promoting Comprehensive Measures for the Proper Management of Pleasure Boats and
Improvements to Their Usage Environment was formulated. In June 2015, the results of a nationwide survey on the con-
ditions surrounding pleasure boats that was conducted on a consolidated basis for three areas of water (ports and harbors,
rivers, and fishing harbors) in order to verify the effects of measures implemented under this plan were publicly disclosed.
In accordance with the 2013 amendments to the Order for the Enforcement of the River Act, river administrators are
strengthening prosecution of those who abandon vessels inside river areas.
(ix) Road submergence measures
Road underpasses in Tochigi and Hiroshima Prefectures were submerged in water due to the concentrated heavy rain-
Note As of the end of March 2017.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 249
Section 2 Natural Disaster Measures
fall that occurred in August and September of 2008, causing vehicles to sink. To prevent such accidents, information
II concerning submergence risk locations is shared with road administrators, police agencies, fire departments, and other
relevant authorities. The framework for information exchange and passage prohibition is established, and the develop-
ment and installation of submergence alert systems and monitoring facilities, as well as the publication of submergence
Chapter 7
risk locations that are publicized on the websiteNote, are promoted.
(2) Countermeasures Against Sediment Disasters
Japan has a steep geography and vulnerable geology over a wide area. In addition, Japan has a low number of plains
Building a Safe and Comfortable Society
and development of residential land has extended to hills and piedmont slopes along with the development of economy as
well as the increase in population. As a result, there are about 520,000 areas vulnerable sediment disasters such as debris
flows, landslides, and slope failures where a lot of people are forced to live cheek by jowl with a risk of sediment disasters.
There have been 1,000 cases of sediment disaster caused by heavy rain and earthquake annually on average in the past 10
years (from 2008 to 2017). In 2017, there were 1,514 cases, causing great damage and leaving 24 people dead or missing.
In order to prevent and mitigate the damages by sediment disasters, combination of non-structural and structural mea-
sures, such as construction of sediment disaster prevention facilities and improvement and enhancement of early warning
and evacuation systems are being promoted.
The Northern Kyushu Heavy Rain in July 2017 caused several sediment disasters in Fukuoka and Oita that resulted in
significant damage, including 23 deaths and missing persons. In Asakura City, Fukuoka Prefecture, debris and drift woods
logs from a slope that collapsed in the torrential rain flowed downstream, but existing Sabo dams captured much of the
drift woods, demonstrating their effectiveness in mitigating damage. Additionally, sediment disaster prevention facilities
already constructed in each area also demonstrated their effectiveness.
(i) Fundamental countermeasures against sediment disasters
Large-scale sediment discharge from
devastated mountainous areas can cause Effect of Sabo Dams in the Northern Kyushu Heavy Rain
Figure II-7-2-6
serious damages to important community in July 2017 (Asakura City, Fukuoka)
facilities such as downstream towns, roads,
Volume of drift woods captured:
and railways. Construction of sediment
Approx. 16,500 m3
disaster prevention facilities is being pro-
(estimate, includes gaps)
moted to prevent large-scale sediment dis-
charge from devastated mountain areas and
riverbed rise in the downstream area, and
to protect lives, property, and important
community facilities from the damages by
sediment discharge.
(ii) Emergency countermeasures against
sediment disasters in sediment di-
saster-affected areas
In order to ensure safety and security,
and to maintain and promote socio-eco- Sugawa Sabo Dam No. 1 (Myoken River)
nomic vitality in the areas where sediment Dam height: 7 m, dam length: 75 m
disasters caused loss of life and great dam-
Photographed July 14, 2017
ages to people s living, concentrated con-
Source) MLIT
struction of sediment disaster prevention
facilities for preventing recurrence of di-
sasters is being promoted.
Note Road Disaster Information Web Map web site: http://www.mlit.go.jp/road/bosai/doro_bosaijoho_webmap/index.html
250 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
(iii) Countermeasures against sediment disasters to protect those requiring support in evacuation
The elderly and children, who cannot evacuate by them- II
selves, are liable to fall victim to sediment disasters. Among Percentage of People Requiring support
the dead and missing of sediment disasters, the percentage Figure II-7-2-7 in evacuation among Sediment Disaster
Chapter 7
Dead and Missing (1998-2017)
of elderly and children is high. So, in order to protect the
social welfare facilities, and medical facilities, etc., used by
the elderly and children, construction of sediment disaster
prevention facilities such as Sabo dams is promoted in a
Building a Safe and Comfortable Society
focused manner.
In accordance with the Act for Promotion of Measures 45% 55%
to Prevent Sediment Disasters in Sediment Disaster Risk
Areas, etc., (Sediment Disaster Prevention Act), measures
combining structural and non-structural elements are being
promoted, such as by stipulating the names and addresses of
facilities for persons requiring support in evacuation and the
information transmission system in sediment disaster risk the elderly and children Other
areas in municipal plans for the prevention of local disasters Source) MLIT
and by restricting certain development in sediment disaster
special risk areas.
Furthermore, the Sediment Disaster Prevention Act, as amended in light of inundation damage to a social welfare facil-
ity caused by typhoon Lionrock in August 2016, went into effect in June 2017. The act requires the managers of facilities
for persons requiring support in evacuation indicated in municipal plans for the prevention of local disasters to prepare a
plan to ensure evacuation and to conduct training based on the plan. In light of this fact, we provided support to ensure
smooth and rapid evacuation at facilities for persons requiring support in evacuation.
(iv) Countermeasures against sediment disasters for urban areas near mountain base slopes
For urban areas near mountain base slopes, forestry bands are fostered as green belts on the mountain base slopes adja-
cent to urban areas to enhance sediment disaster safety and maintain and create urban environments and landscapes with
abundant greenery.
(v) Countermeasures against sediment disasters for slopes near roads
Slope disaster prevention measures are taken for the slopes which have a risk of landslide near roads.
(vi) Countermeasures against sediment disasters to promote regional disaster prevention
In hilly and mountainous areas at high risk of sediment disasters which has a large impact on community people,
construction of sediment disaster prevention facilities for protecting people s lives, as well as maintaining the important
facilities, such as evacuation shelters, evacuation routes, and town offices, that play an important role in regional disaster
prevention is promoted for sustention and development of regional society. Also, we are providing support for initiatives
to enhance and reinforce evacuation systems in sediment disaster alert areas.
(vii) Promoting countermeasures against sediment disasters based on the Sediment Disaster Prevention Act
a. Promoting sediment disaster prevention measures through designation of sediment disaster hazard areas
In accordance with the Sediment Disasters Prevention Act, in order to reveal areas of land where there is a risk of a sed-
iment disaster occurring, areas where a sediment disaster could threaten the lives of residents, etc., or cause them bodily
harm are designated as sediment disaster hazard areas while areas where a sediment disaster could damage architectural
structures and threaten the lives of residents, etc., or cause them serious bodily harm are designated as special sediment
disaster hazard areas. Furthermore, prior to area designation, the results of basic surveys are made public to inform resi-
dents, etc., of the danger of sediment disasters at an early stage.
Non-structural countermeasures taken include the development of warning and evacuation systems through the speci-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 251
Section 2 Natural Disaster Measures
fication of evacuation shelters and evacua- Designated Sediment Disaster Hazard Areas Nationwide
II tion routes, etc., in municipal plans for the
Figure II-7-2-8
(End of the March, 2018)
prevention of local disasters for sediment (Number of Areas)
600,000
disaster hazard areas and the restriction
Chapter 7
550,000 531,251
of certain development activities and the 500,000 487,899
placement of structural controls on build- 450,000 438,321
395,894
ings in special sediment disaster hazard 400,000 378,983
349,844
areas. Also, we release guidelines and case 350,000
309,539
331,466
300,000 282,516
Building a Safe and Comfortable Society
studies for the development of warning and 258,504
236,453
250,000 219,903
evacuation systems as well as the creation 200,000 178,448
201,828
169,890
of hazard maps and encourage municipali- 150,000 132,256 129,787
103,268
ties to take initiatives. 100,000 85,190 74,158
55,202
50,000 35,688
Additionally, sediment disaster warning
0
information has been clearly denoted as End of End of End of End of End of End of End of End of End of End of End of
March 2008 March 2009 March 2010 March 2011 March 2012 March 2013 March 2014 March 2015 March 2016 March 2017 March 2018
information that contributes to decisions Special sediment disaster hazard area Sediment disaster hazard area
on evacuation advisories and efforts have Estimated total number of sediment disaster risk areas nationwide: 663,329
been made to establish an information Source) MLIT
transmission system, including obligating
prefectural governors to notify relevant municipal mayors of such information and to disseminate it to the general public.
b. Promoting the relocation of housing at risk
Houses near cliffs vulnerable to slope failures are prompted to relocate using the program for relocating at-risk housing
located near cliffs. In FY2017, this program decreased risky houses by 30 and 16 new houses were built to replace risky
houses.
(viii) Countermeasures for large scale sediment disasters
In order to reduce the damages caused by deep-seated landslide, combination of structural and nonstructural measures
are taken by, for example, development of sediment disaster prevention facilities as well as strengthening of the warning
and evacuation system by use of deep-seated landslide risk evaluation maps.
If there is a risk of a natural damming of a river (landslide dams) or debris flows following volcanic eruptions, Emer-
gency Investigation are conducted in accordance with the Sediment Disaster Prevention Act to provide municipalities
with information on the land areas vulnerable to sediment disasters as well as the timing of occurrence. In recent years,
sediment disasters have occurred frequently due to localized rainfalls more concentrated and intensified and volcano
getting more active. So, training for enhancing the ability to respond for implementation of Emergency Investigation and
strengthening cooperation with relative organizations are promoted.
(ix) Issuing a Sediment Disaster Alert
In case that the risk of sediment disas-
Sediment Disaster Alert Information, and Real-time
ters (or landslides*) increases due to heavy Figure II-7-2-9 Landslide Risk Map and High-resolution Precipitation
rainfall, Sediment Disaster Alert is jointly Nowcasts
issued by prefectures and the Japan Mete-
orological Agency over the respective-mu-
nicipalities. Issuance of the Sediment Di-
saster Alert is expected to lead issuance of
evacuation orders announced by the mu-
nicipalities and/or self-evacuation of resi-
dents. In order to support such operation, Source) Japan Meteorological Agency
the Agency also provides Real-time Land-
slide Risk Map indicating the risk of landslides as well as detailed rainfall data.
252 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
Column Enhancing Warning and Evacuation Systems for Sediment
Disasters Column II
Chapter 7
The Northern Kyushu Heavy Rain in July 2017 caused tremendous damage, including over 40 people
dying or going missing. However, the government and local residents had worked together to raise disaster
prevention awareness, including conducting evacuation drills for sediment disasters, and informing peo-
ple of evacuation shelters through production and distribution of voluntary disaster prevention maps. It is
thought that this led to smooth and quick evacuation by residents, thereby reducing damage.
Building a Safe and Comfortable Society
Specifically, Toho Village in Fukuoka Prefecture conducted drills in which nearly half the village residents
participated. The drills were conducted so that residents could evacuate based on their own judgment
when given the heavy rain situation and evacuation advisories. Also, an evacuation assistance plan was
prepared for each district, and assistance givers decided in advance conducted confirmations of people s
whereabouts and led evacuees. Thanks to such routine training, there are cases in which calling on elderly
persons in the neighborhood helped with evacuation, thereby reducing damage during the Northern Kyushu
Heavy Rain.
Number of participants (per year) in sediment disaster
The MLIT, in cooperation with prefectural govern- and nationwide disaster prevention drills
ments and others, conducts sediment disaster and (No. of participants, 10,000 persons)
180
Approx. 1.64
nationwide disaster prevention drills with resident 160 million people
Participation increased
participation in an effort to enhance the evacuation 140 greatly with rising public
awareness following a
system and increase disaster prevention awareness 120 sediment disaster in Approx. 7.4 times
Hiroshima in 8/14. (Vs. 2014)
regarding sediment disasters. In light of the Hiro- 100
shima sediment disaster in 2014, public awareness 80
increased and in 2017 a record 1.64 million people 60 Approx.
40 220,000 people
participated in the drills. In 2018, we will continue
20
conducting sediment disaster and nationwide di-
0
saster prevention drills under the slogan, Everyday 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
preparation saves lives!
Case of drills conducted in Toho Village, Fukuoka, and damage mitigation
Practical evacuation drills with participation by many residents (Toho Village, Fukuoka) Hoshuyama River
[Features of drills]
- Evacuation drills for sediment disasters were conducted (for
three years) so that residents could evacuate based on their
own judgment.
- A list of people needing evacuation assistance was created and flow
ris
a system of assistance givers (residents) established. Deb
(i) [Participation in evacuation drills for sediment disasters]
w
(Toho Vil. population (as of 5/17): Approx. 2,200)
Debris flo
June 25, 2017: Approx. 1,050 (about half population) House on high ground to
- Evacuation upon hearing evacuation advisories giving which people evacuated
heavy rain situation and warnings.
- Meetings held to consider evacuation assistance for
people needing evacuation assistance in each district. Resident evacuation drill [Evacuation case: Evacuation and disaster in Yashii District, Toho Vil.]
(Interview with resident during on-site survey of the Northern Kyushu Heavy Rain in 7/17)
July 5, 2017
Just past 15:00: - Rain at workplace (about 6 km downstream from Yashii
District) exceeded the torrential rain in 2012, so I left work
to check my house and neighborhood.
- Neighbors had evacuated to my house, as there is no hill
Sign that evacuation complete “Evacuation towels” with the “seven rules of evacuation” distributed to each household behind it. I went around to make sure no one had failed
to escape and then went back home.
(ii) [List of people needing evacuation assistance and drills]
Around 16:30: Debris flow occurred
- A list of people needing - After the debris flow, the water stopped flowing. I thought
evacuation assistance was it could be dangerous if water collected upstream, so my
created for each district. neighbors and I moved to Iwaya Shrine and escaped harm.
- In the drills, assistance givers [Resident opinion]
confirm the whereabouts and The disaster prevention drills made me think to go call on my
guide/help people to a shelter neighbors during a disaster.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 253
Section 2 Natural Disaster Measures
(3) Volcanic Disaster Countermeasures
II (i) Countermeasures for sediment disasters following volcanic activity
In preparation for the volcanic mudflow
caused by volcanic eruptions and the de- Development of volcanic hazard maps, formulation of volcanic
Chapter 7
eruption emergency disaster-mitigation measures and Sabo
bris flow caused by rainfall, Sabo dams, plans, and the state of the operations of eruption warning levels
training dikes, and so on for preventing Figure II-7-2-10
for fifty volcanoes that have been selected by the Coordinating
Committee for the Prediction of Volcanic Eruptions as volcanoes
or reducing damage are being construct- requiring an upgraded system of monitoring and observations
ed. In addition, for facilities that are un- for the prevention of volcanic disasters
Building a Safe and Comfortable Society
able to properly maintain their functions
Name of Volcanoes for which a Taisetsuzan
due to continued and massive debris flow, volcano volcanic hazard map has been
developed (44 volcanoes) Usuzan Tokachidake
Atosanupuri
Name of Volcanoes for which plans
removing sediment deposition and other volcano consisting of emergency measures
to mitigate damage from volcanic
Hokkaido-Komagatake
eruptions and the establishment of
measures are being carried out to keep ef-
Esan
Sabo facilities have been
formulated (29 volcanoes) Iwakisan
fectiveness. Name of Volcanoes for which
volcano volcanic alert level system is
a
Akita-Yakeyama Meakandake
in effect (39 volcanoes) Akita-Komagatake Tarumaesan
Sediment disasters following volcanic Kusatsu-Shiranesan Chokaisan
Hakkodasan
Towada
Kuttara
Yakedake
eruptions could lead to large-scale disas- Norikuradake
Niigata-Yakeyama Bandaisan Iwatesan
Kurikomayama
E140° E144°
Midagahara
ters. In addition, it is very difficult to pre- Tsurumidake and Garandake
Hakusan Zaozan N32°
Ontakesan Azumayama
dict the position or scale of an eruption, that Unzendake
Adatarayama
Nasudake
causes serious damage, with good accura- Nikko-Shiranesan
N28°
Izu-Oshima Asamayama
cy beforehand. For this reason, a Sabo plan Satsuma-Ioto
Kuchinoerabujima
Kujusan
Fujisan
Hakoneyama
Niijima
Miyakejima
for the emergency mitigation of the effects Suwanosejima
Asosan
Kirishimayama
Izu-Tobu Volcanoes
Hachijojima
Ioto
N24°
Kozushima
of a volcanic eruption is being formulated Sakurajima Aogashima
in order to mitigate damage through agile As of March 2018
responses to volcanic conditions in combi- Source) MLIT
nation with the development of facilities in
advance; this plan targets forty-nine volcanoes that exhibit active volcanic activity and that are at risk of causing sediment
disasters in the wake of an eruption. The amended Active Volcanoes Act came into force in December 2015 and prefec-
tural governments, Regional Development Bureaus, and other Sabo departments, as members of the Volcanic Disaster
Management Council, decided that they would study volcanic hazard maps from the standpoint of sediment disasters
caused by eruptions. Thus, by developing volcanic Sabo hazard maps (volcanic hazard maps that relate to sediment disas-
ters), support was provided for a series of studies on alerts and evacuation systems by the Volcanic Disaster Management
Council.
In response to the eruption of Mt. Shinmoedake in October 2017, observation of topographical changes was conducted
using survey aircraft equipped with SAR equipment. Also, a survey of ash fall was conducted by helicopter and on land,
and information was provided to the relevant local authorities. In response to the eruption of Mt. Kusatsu-Shirane (Mt.
Moto-Shirane) in January 2018, observation of topographical changes was conducted using survey aircraft equipped with
SAR equipment. Also, a survey of ash fall was conducted by helicopter, etc., new observation equipment was set up, and
information was provided to the relevant local authorities.
(ii) Measures against ash falling due to active volcanoes
Since the ash falling on roads due to volcanic eruption has a great social impact, such as traffic obstruction, a framework
is being developed in order to remove ash quickly and appropriately from roads using street sweepers.
(iii) Japan Meteorological Agency initiatives
To prevent and mitigate volcanic eruption disasters, domestic volcanic activity is monitored and volcanic warnings are
issued in a timely manner. Especially for the fifty volcanoes in need of more intensive monitoring/observation for volcanic
disaster mitigation selected by the Coordinating Committee for Prediction of Volcanic Eruption observation facilities have
been deployed and volcanic activity is being monitored around the clock (volcanoes subject to continuous observations).
Also, Volcanic Alert Levels are being applied and improved through coordination of evacuation planning at local Vol-
canic Disaster Mitigation Councils (applied to thirty-eight volcanoes as of the end of January 2018).
254 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
In accordance with recommendations (March 2015) issued at an investigative meeting of the Coordinating Committee
for Prediction of Volcanic Eruptions held in response to the disaster caused by the eruption of Ontakesan (Mt. Ontake) in II
September 2014, the Japan Meteorological Agency (JMA) has upgraded and strengthened systems to observe and eval-
uate volcanic activity and release disaster prevention information. The agency is also continuing to strengthen volcanic
Chapter 7
activity observation, evaluation systems, and information provision through an ongoing close study and publication of
volcanic alert level criteria, etc.
(iv) Japan Coast Guard initiatives
Building a Safe and Comfortable Society
Airborne observations are routinely conducted on submarine volcanoes and volcanic islands, and the information on
eruptions or discolored water as a precursor phenomenon of eruptions is immediately provided to mariners. In addition,
to serve as basic data to predict the eruption of submarine volcanoes and volcanic islands, comprehensive surveys are
conducted to gather basic information such as seafloor topography, geological structure and so on. Continuous GNSS
observations in the Izu Islands area are also conducted to monitor crustal movements.
With respect to the Nishinoshima Island Volcano, which erupted in November 2013, JMA reduced the precaution scope
for the volcanic warning on August 17, 2016, and navigational warning was canceled in response to the canceling of a
marine warning. The Japan Coast Guard also conducted a survey to produce a nautical chart, including land, from Octo-
ber to November 2016 and published the chart for Nishinoshima Island in June 2017. The volcano erupted again in April
2017, and the area of the island had increased to approximately 3.0 km2 as of August 2017, but no volcanic activity has
been observed since August 2017. Monitoring of volcanic activity and status of the island using aircraft will be continued
in the future.
(v) Geospatial Information Authority of Japan initiatives
a. Improved observation and monitor- Movements of Japan Archipelago Captured by Continu-
Figure II-7-2-11
ing of volcanic activities ous Observation with GNSS
At active domestic volcanoes, continu-
Crustal deformations over a one-year period from December 2016 to
ous three dimensional crustal deformations December 2017 relative to a GNSS-based control station in Goto City, North American plate
Nagasaki Prefecture. Vectors indicate the magnitude and direction of
are monitored by GNSS-based control sta- 45° displacement at the observation points. Post-seismic deformation following
the 2011 off the Pacific coast of Tohoku Earthquake was observed over a
tions (continuous GNSS Note 1 observation wide area around the eastern Japan. In addition, crustal deformation in Ioto
Island is considered to be caused by volcanic activity. In other regions,
network called GEONET), automatic dis- secular crustal deformation due to tectonic plates was observed.
tance and angle measurement devices, and
Remote GNSS Monitoring System (REG- 40°
MOS). In addition, the GNSS observation Eurasian plate
data conducted by other institutions are
integrated into the analysis to monitor the
35°
crustal deformation around volcanoes in
Pacific plate
more detail. Ground surface deformation of
volcanoes are being monitored with SAR
interferometry Note 2, by using the data of 30°
Advanced Land Observing Satellite DAI- Philippine Sea plate
CHI-2 .
25°
硫黄島
b. Development of geospatial informa- 南鳥島
tion about volcanoes 20cm
Volcanic Base Maps that show details, 20°
沖ノ鳥島
such as a volcano s distinctive geographical
125° 130° 135° 140° 145° 150° 155°
features, are being developed and updated.
Source) Geospatial Information Authority of Japan
With respect to Nishinoshima Island,
Note 1 Global Navigation Satellite System
Note 2 Technology that monitors ground surface deformation from satellites in space.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 255
Section 2 Natural Disaster Measures
which erupted in November 2013, the first 1:25,000 topographical map and volcanic base map data since the eruption
II were produced based on aerial photographs taken in December 2016 and provided in June 2017.
c. Research on natural disasters following volcanic eruptions
Chapter 7
Research and development is being conducted to improve precision of observation by use of GNSS and SAR inter-
ferometry as well as to reveal the mechanism of volcanic activities by analysis of the abovementioned observation data.
(4) Storm Surge and Coastal Erosion Measures
Building a Safe and Comfortable Society
(i) Promoting storm surge and high wave measures
To protect human lives and assets from disasters caused by frequently occurring storm surges and high waves, we pro-
mote structural measures, such as development of coastal levees, and non-structural measures, such as the designation of
coastal areas for which water levels pertaining to storm surges are publicly disclosed and areas vulnerable to inundation,
in accordance with the Flood Control Act. In FY2017, areas vulnerable to inundation due to storm surge were designated
in Tokyo Metropolis (Tokyo Bay) and Fukuoka Prefecture (Genkai Sea).
Also, since distribution and industrial functions are concentrated in ports, in order to protect these areas from damage
caused by storm surges, we will forward the storm surge countermeasures in which port administrators and relevant per-
sons in companies that operate in ports cooperate.
(ii) Promoting coastal erosion measures
Since a variety of factors contribute to coastal erosion across the nation, the administrators of rivers, coasts, ports, and
fishing ports are coordinating to implement erosion measures such as sand bypasses Note 1 and sand recycling Note 2.
(iii) Providing disaster prevention information regarding storm surges
To enhance disaster prevention activities at municipalities, the Japan Meteorological Agency provides each municipal-
ity with storm surge warnings and advisories for individual municipalities.
Also, to assist victims and aid restoration efforts in regions that ground subsidence occurred following the Great East
Japan Earthquake, an Hourly Tide Level Calendar consolidating astronomical tide level (forecast values for tide level)
is published along with other information regarding storm surges.
(5) Tsunami Measures
(i) Promoting tsunami measures
In preparation for the large scale tsunami disasters created by earthquakes, such as Nankai Trough Mega Earthquake,
region building for tsunami disaster prevention through multiple defenses that combine structural and non-structural mea-
sures against the biggest tsunami is being promoted through support extended to local governments for matters such as
establishing tsunami inundation projections, designating warning areas, and drafting evacuation plans.
In the tsunami measures for coasts, we carry out structural measures such as constructing and earthquake-proofing
seawalls with a tenacious structure that fulfill the function of reducing wall damage, consolidating floodgates and land
locks, and enabling their automatic/remote operation. We also promote non-structural measures such as supporting the
production of tsunami hazard maps and establishing safe and reliable operation systems for floodgates and land locks.
With respect to floodgates and land locks, we have mandated the formulation of operating rules and through the Manage-
ment System Guidelines for Floodgates and Land Locks in Tsunami and Storm Surge Measures, which we revised in April
2016, and we attempt to instill operation and retreat rules in onsite operators.
For tsunami measures for ports and harbors, in order to maintain the harbor functions when a large-scale tsunami oc-
curs, development of breakwater with a tenacious structure, creation of plans for elimination of obstacles in sea routes
(reservation of sea routes in case of emergency), and other disaster prevention and mitigation measures are promoted.
Note 1 When the transport of sand is cut off by coastal structures, this construction method takes the sediment accumulated on the
upper hand side to move and supply it to the lower hand side coast to restore sands.
Note 2 This construction method takes the sand accumulated on the coast along lower hand side of the flow and restores it to the upper
hand side of the coast subject to erosion to restore sands.
256 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
Also, we created the Hamaguchi Award, for individuals and/or organization that, have made significant scientific or prag-
matic contributions to the enhancement of coastal resilience against tsunami, storm surge and other coastal disasters, and II
have conducted activities to raise awareness related to tsunami disaster prevention.
Also, specified ports (87 ports) under the Act on Port Regulations have established Councils on Tsunami Measures for
Chapter 7
Ships to further improve tsunami measures for ships at each of the ports with the cooperation of relevant organizations.
With respect to tsunami measures applicable to roads, agreements have been concluded with local governments in
tsunami-prone areas. To provide embankment as temporal evaluation locations, stairs and open spaces are developed for
the evacuation purpose. Efforts to reinforce disaster prevention functions have also been made by developing a system of
Building a Safe and Comfortable Society
signs providing evacuation guidance and by providing user training to local residents.
Regarding tsunami measures for airports, at airports likely to experience tsunami disasters, tsunami evacuation plans
that determine evacuation methods and other matters for airport users and others to protect human life has been drafted,
and tsunami evacuation training and other matters will be carried out in accordance with these plans. In addition, a plan
was formulated for rapid recovery of airport functions following a tsunami disaster and initiatives to establish a coopera-
tive framework with relevant organizations based on the plan is being promoted.
Regarding tsunami measures of railways, policies and concrete examples for ensuring the railway passenger safety
when tsunami occurs were compiled based on the basic idea of evacuation from the largest class tsunami caused by the
Nankai Trough Mega Earthquake etc. (speedy evacuation is the most effective and important measure, etc.), and the ef-
forts of railway operators are prompted.
Additionally, the raising of river levees and liquefaction countermeasures are being advanced in areas at significant risk
of flooding from a tsunami in order to prepare for the imminent arrival of a massive earthquake or tsunami.
(ii) Providing disaster prevention information regarding tsunamis
To prevent and mitigate disasters caused by tsunamis, the Japan Meteorological Agency (JMA) monitors seismic activ-
ities across the nation around the clock in order to make prompt and appropriate issuance for tsunami warnings/advisories
and information. Based on the lessons learned from the tsunami disaster caused by the 2011 Great East Japan Earthquake,
JMA started new tsunami warning system operation in March 2013, in which, for example, the word of huge for Major
Tsunami Warnings was introduced as an expression of estimated tsunami height in the case of large earthquakes with
magnitude 8 or more to emphasize that it is an emergency situation.
As of the end of March 2018, JMA monitors tsunamis with 216 Ocean-bottom tsunami meters, 18 GPS wave gauges,
and 173 coastal tsunami gauges for issuance of tsunami information and update of tsunami warnings/advisories.
To facilitate tsunami measures for vessels, the Japan Coast Guard creates and publishes 143 tsunami information maps,
as of the end of March 2018, depicting the behavior of a maximum level tsunami caused a Nankai Trough Megathrust
Earthquake and the tsunami caused by a Tokyo Inland Earthquake.
(iii) Tsunami evacuation measures
Given concerns over tsunami damage occurring in the wake of Nankai Trough Mega Earthquake or any other massive
earthquake that is expected to arrive sometime in the future, technical guidelines summarizing ways of properly allocating
evacuation facilities based on the use of basic urban planning data were formulated and publicly disclosed in June 2013.
In ports, we are promoting to establish a tsunami evacuation plan and construct tsunami evacuation facilities by local
governments or manager of port. Also, the Organization for Promoting Urban Development is assisting private enterpris-
es develop distribution facilities that can be used for evacuation from tsunamis and other disasters. In 2016, our support
was used to improve a distribution facility with an evacuation function in Yokkaichi Port̶the first such instance in the
country̶creating expectations for a higher evacuation function of the port.
(iv) Development of parks and greenery that effectively function to reduce tsunami damage
Taking the lessons learned from the Great East Japan Earthquake, The Technical Guidelines for Development of Urban
Parks Towards Reconstruction from the Great East Japan Earthquake was put together in March 2012 for utilization by
local government in evaluating town building for reconstruction in which parks and greenery is considered to have four
functions, that of multi-layered defense; evacuation path and evacuation space; assisting restoration and reconstruction;
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 257
Section 2 Natural Disaster Measures
and disaster prevention education, so the concept of planning and designing parks and greenery to realize disaster miti-
II gation effects is presented.
(v) Tsunami measures for government facilities
Chapter 7
Government facilities act as the central facility for disaster emergency measure activities as well as temporary evacu-
ation space and is something that contributes to the rescue of human lives, therefore securing necessary functions when
tsunamis and other disasters occur is important.
In February 2013, the combination of structural and non-structural measures for tsunami measures indicated by the
Building a Safe and Comfortable Society
Basics of Ensuring the Function of Government Facilities in Preparation for Tsunamis, etc. prepared by the Council for
Social Infrastructure will be used in coordination with the organizations that operate and maintain government facilities
to promote integrated and effective tsunami measures.
(6) Earthquake Measures
(i) Improving the earthquake resistance and safety of housing and architecture
Based on the Act on Promotion of Seismic Retrofitting of Buildings to achieve goals of making at least 95 percent of
housing and architecture used by many people earthquake-resistant by 2020 and to generally resolve housing with inade-
quate earthquake resistance by 2025, the reporting of earthquake-resistance diagnosis results for large-scale architectural
structures and others used by an unspecified number of people has been mandatory, and the creation of display require-
ments for the earthquake-resistance has been implemented among other measures in its aim to promote earthquake-resis-
tance.
Regarding the earthquake proofing of housing and buildings, Social Capital Development Integrated Grant and other
measures are implemented for support but from FY2013, for architectural structures requiring mandatory seismic diagno-
sis, intensive and emergency assistance is being implemented in addition to usual subsidies.
(ii) Promoting the earthquake resistance of housing land
In order to prevent damage caused to existing residential areas by landslides and ground liquefaction in the wake of
a large earthquake, we are providing support for the conducting of change-prediction surveys and prevention measures
carried out by local governments.
(iii) Implementing danger assessments for housing land in disaster-stricken areas
To prevent secondary disasters and ensure the safety of residents, frameworks are being developed in cooperation with
the Disaster Stricken Housing Land Danger Assessment Liaison Council consisting of prefectures and designated cities
to evaluate the degree of danger of housing land swiftly and accurately after disaster strikes.
(iv) Development to improve crowded areas
Development activity to rapidly improve crowded areas that are problematic in terms of disaster prevention and the
residential environment is a pressing matter to be generally resolved by ensuring a minimum level of safety for crowded
urban areas that extremely dangerous in the event of an earthquake (4,450 hectares as of the end of FY2015) by FY2020
(densely built-up areas that are highly vulnerable in the event of an earthquake as of the end of FY2017: 3,422 hectares).
To realize this, fireproofing architectural structures along trunk roads to cut off fire paths and serve as evacuation paths
in combination to form a skeletal disaster prevention axis (disaster prevention axis) and the development of disaster pre-
vention parks to serve as evacuation areas, disaster prevention block improvement projects, and comprehensive urban
residential projects will be used to eliminate decrepit architecture and joint rebuilding of fireproof architecture, expansion
of narrow roads to improve evacuation and firefighting efforts.
(v) Securing open space
To improve disaster prevention functions and strive for safer and more comfortable town buildings, the development
of disaster prevention parks is being promoted to serve as the center of restoration and reconstruction when earthquake
disasters occur, center of disaster prevention as a relay hub for supplies, and as an evacuation area to protect the lives
258 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
of evacuees form urban fires. A project for Figure II-7-2-12 Development Illustration of Densely Built-Up Areas
developing disaster-prevention parks and II
urban areas is being carried out to develop
Development of narrow roads Development of public facilities
and upgrade disaster-prevention parks and
Chapter 7
urban areas in an integrated manner.
Fireproofing roadside buildings
(vi) Promoting construction and im- Joint rebuilding
provement of government buildings
Building a Safe and Comfortable Society
as disaster prevention centers, etc. Earthquake resistant retrofitting
It must be possible to secure the func- Removal of decrepit buildings
tions of government buildings as centers
Ensuring evacuation path
for disaster emergency response activities
and to ensure the safety of people s lives.
Accordingly, government buildings that do Source) MLIT
not meet the required seismic performance
are being renovated for earthquake resistance, with the goal of making at least 95% of government buildings satisfy
quake-resistance standards by 2020. We are also promoting the construction and improvement of government buildings
as disaster prevention centers, etc., in preparation for large-scale disasters, in cooperation with many parties concerned,
including local governments.
(vii) Improving the earthquake resistance of public works facilities
For river works, earthquake resistance inspections are carried out and necessary measures are implemented so that le-
vees, floodgates, and other river structures remain functional even under what is referred to as level 2 seismic movement.
For coastal works, earthquake resistance measures are promoted taking into account facility functions, degrees of im-
portance of areas behind levees and other factors to prevent large-scale submergence of zero-meter areas due to damage
to levees caused by earthquakes and to prevent the functions of levees and other protective facilities from being impaired
before arrival of tsunamis when earthquakes such as Nankai Trough Mega Earthquake occurs.
For road works, to ensure smooth emergency and rescue activities, transportation of emergency supplies, and deploy-
ment of emergency transport essential to recovery efforts when earthquake disasters occur, we are conducting seismic
strengthening of overpasses over emergency transport roads, bridges, including those supported by rocking columns, over
these roads, and also removing utility poles by burying cables.
For port and harbor works, we are endeavoring to enhance the quake and tsunami resistance of port facilities and fortify
industrial ports and harbors to encourage the formation of coastal disaster prevention bases that can serve as base for the
transport of emergency supplies and deployment of support teams during a disaster, as we prepare for Nankai Trough
Mega Earthquake, a Tokyo Inland Earthquake, or any other large-scale earthquake.
For airport works, in addition to serving as the base of emergency transport when earthquakes and other disasters occur,
seismic strengthening of government facilities to ensure necessary control functions and basic facilities that are absolutely
essential is being implemented for airports considered important for maintaining air transport as well as the aviation net-
work and ensuring the continuity of hinterland economic activity.
For railway works, in preparation for a Tokyo Inland Earthquake and Nankai Trough Mega Earthquake, we are pro-
moting quakeproofing measures for major stations, elevated bridges, and other railway facilities, in order to maintain the
railway network and ensure functioning as temporary shelters during earthquakes.
For sewage works, to ensure the functions required of sewers during earthquakes, disaster prevention, such as strength-
ening the earthquake and tsunami resistance of water pipeline infrastructure and water treatment facilities that connect
disaster prevention bases with treatment plants and disaster mitigation that aims to minimize damage in anticipation of
disasters striking are being combined for the promotion of integrated earthquake measures.
(viii) Countermeasures against sediment disasters to large-scale earthquakes
In preparation for large-scale earthquakes such as Nankai Trough Mega Earthquake, implementation of effective sed-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 259
Section 2 Natural Disaster Measures
iment disaster countermeasures with combination of structural and non-structural measures are being promoted for the
II areas at risk of sediment disasters where important facilities and important transportation networks will be damaged and
communities will be isolated by the landslides.
In the wake of a major earthquake, it will be important for us to collaborate with relevant organizations and entities,
Chapter 7
promptly ascertain disaster conditions, and properly carry out emergency measures. For this purpose, we are reinforcing
ties to relevant organizations, carrying out practical training, and otherwise promoting the development of a crisis-man-
agement system.
Building a Safe and Comfortable Society
(ix) Japan Meteorological Agency initiatives
To prevent and mitigate disasters caused by earthquakes, the Japan Meteorological Agency (JMA) monitors seismic
activities in and around Japan, as well as crustal deformation in the Areas under Intensified Measures against Earthquake
Disaster (Tokai Region), around the clock to provide Earthquake Early Warnings and other earthquake information as
promptly and accurately as possible.
With respect to Earthquake Early Warnings, in March 2018, JMA began using techniques to estimate seismic intensity
correctly even for a large earthquake in which strong tremors cover an extremely wide area.
With regard to long-period ground motion, information on observation of long-period ground motion has been issued
on a trial basis on JMA s website since March 2013. In addition, JMA is carrying out studies, including demonstration
experiments, aimed at putting forecast information to practical use.
Column Releasing Information related to a Nankai Trough
Earthquake Column
A Nankai Trough earthquake is a massive earthquake with a hypocenter on the plate boundary along the
Nankai Trough running from Suruga Bay to the sea off the Kii Peninsula / Shikoku. Nankai Trough earth-
quakes occur roughly every 100 to 150 years while showing diversity in the spread of the rupture zone. It
has been over 70 years since the 1944 Tonankai Earthquake and the 1946 Nankai Earthquake, and so the
occurrence of the next massive earthquake in the Nankai Trough is growing imminent.
The study results of the Working Group for Studying Disaster Response Measures Based on Seismic
Observation/Assessment Along the Nankai Trough (hereinafter WG ) were reported in a meeting of the
Central Disaster Prevention Council s Disaster Management Implementation Committee held on September
26, 2017. The WG found that: (1) although it is difficult to predict an occurrence with a degree of certainty,
it can be estimated that the potential for earthquake occurrence is higher than normal; (2) it is important to
make an effort to release timely and accurate information so that analyses and assessment results of obser-
vations of phenomena that could lead to a Nankai Trough earthquake can be utilized in disaster response
measures; and (3) the national and local governments need to establish provisional disaster prevention
systems in advance.
260 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
In response to this study, the Japan Meteorological Agency decided to release information related to a II
Nankai Trough earthquake when abnormal phenomena are observed along the Nankai Trough and when
it assesses that the potential for an earthquake occurrence is relatively higher than normal. It put this policy
Chapter 7
into effect on November 1, 2017. When releasing this information, an Assessment Review Meeting related
to an Earthquake along the Nankai Trough will be convened to review the potential of earthquake occur-
rence somewhere in the Nankai Trough region.
Building a Safe and Comfortable Society
About the Nankai Trough Kinds of information related to a Nankai Trough earthquake
and their release conditions
Information Release conditions
Information related
Released when abnormal phenomena* have been observed
to a Nankai Trough
along the Nankai Trough or when there is a relatively height-
earthquake (ex-
ened potential for earthquake occurrence
traordinary)
Information related Release of study results assessed at regular meetings of the
to a Nankai Trough Assessment Review Meeting related to an Earthquake along
earthquake (regular) the Nankai Trough
* Phenomena that will trigger an investigation by the Japan Meteorological Agency,
such as occurrence of a magnitude 7 or higher earthquake along the Nankai Trough
or observation of significant change in strain meters installed in the Tokai region
Countermeasures promotion areas
for a Nankai Trough earthquake
(Partially revised Cabinet Office materials) (Areas with a risk of serious damage
due to a Nankai Trough earthquake)
Probable source region of a Nankai Trough Mega earthquake*
* The biggest earthquake scientifically foreseeable along the Nankai Trough
Source) Japan Meteorological Agency Source) Japan Meteorological Agency
(x) Japan Coast Guard initiatives
To elucidate the physical mechanism of huge earthquakes, observations of seafloor crustal movements are conducted
under Japan s Pacific waters, such as along the Nankai Trough, where massive ocean trench earthquakes are forecast to
occur in the future. The Japan Coast Guard is also striving to understand the coupling at plate boundaries in the presumed
source region of such earthquakes. It also uses GNSS observations to monitor crustal movements in coastal areas and the
Izu Islands.
(xi) Geospatial Information Authority of Japan initiatives
a. Observing crustal movements and strengthening monitoring frameworks
Across the nation and earthquake disaster prevention measure regions, the monitoring of crustal movements is boosted
by continuous GNSS observations at about 1,300 GNSS-based control stations (GEONET) and leveling. Also, analysis
of data from the Advanced Land Observing Satellite DAICHI-2 and monitoring of ground surface deformation using
interferometric SAR are taking place.
b. Development of basic disaster prevention information
We are developing and updating location information of active faults as well as basic disaster prevention information
related to the natural conditions of the land. This work is being conducted in the regions with the main active faults and
in the regions where population and social infrastructure are concentrated.
c. Research on natural disasters resulting from earthquakes
From the results of geodetic observations, such as GNSS, SAR interferometry and geodetic leveling, the mechanism
of earthquake occurrence is being elucidated and research is being conducted to improve observations and analysis. We
are conducting research and development work and evaluations as concerns the rapid provision of information during
disasters through analytical processes that combine basic geospatial information corresponding to Japanese territory and
earthquake intensity. Additionally, for exchanging information on surveys, observations and research outcomes regarding
earthquake prediction between relevant government organizations and universities, as well as to conduct academic delib-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 261
Section 2 Natural Disaster Measures
erations based on this, the Coordinating Committee for Earthquake Prediction is operated. Moreover and for research on
II crustal movements, the Coastal Movements Data Center is being operated in order to gather, archive, and provide tidal
records observed by relevant government organizations.
Chapter 7
(xii) Measures for stranded commuters
If a major earthquake were to strike a major metropolitan area, it is expected that urban functions would become para-
lyzed and that there would be more stranded commuters than when the Great East Japan Earthquake happened. Thus, in
order to ensure the safety of people in areas where there is a concentration of people and urban functions, plans for pro-
Building a Safe and Comfortable Society
moting urban reconstruction and ensuring safety was established in 2012. In areas subject to Urban Renaissance Emergen-
cy Development Areas (fifty-three areas nationwide as of the end of March 2018), efforts are being undertaken to improve
urban disaster preparedness through public-private partnerships by way of the production of plans for promoting urban
reconstruction and ensuring safety, the conclusion of agreements concerning facilities for promoting urban reconstruction
and ensuring safety, and the easing of various regulatory constraints. Comprehensive support for the production of plans
for promoting urban reconstruction and ensuring safety and for both structural and non-structural elements based on such
plans is being provided through projects for ensuring and promoting urban safety for which areas around key stations are
also regarded as areas subject to aid. In addition, in order to secure beforehand the capacity to handle stranded commuters
as an urban function, we are supporting the development of disaster prevention bases through a program for urgent pro-
motion of reinforcement of disaster bases, with areas around major stations as those subject to a subsidy.
(xiii) Ensuring business-continuity functions in the event of a disaster
A shortage of energy in areas that serve as hubs for disaster responses, and that are also where urban functions are
concentrated and energy is consumed at high density, would hinder business continuity and disaster responses, producing
a big socioeconomic impact on this country.
That is why there is a need to overcome vulnerability to disasters, which is a weakness of our cities, and so we are
promoting the development of area-wide energy networks to ensure business continuity during disasters.
(xiv) Safety and security measures for the underground malls
Underground malls serve as important public spaces within the city, but there are concerns that evacuees will be disor-
dered when a large-scale earthquake occurs along with the fact that facilities are aging, therefore, a guideline was created
on safe evacuation measures for underground malls to promote disaster prevention measures for the safe evacuation of
users and others.
(7) Snow Damage Measures
(i) Securing winter road transportation (snow and cold weather works)
In accordance with the Act on Special Measures concerning Maintenance of Road Traffic in Specified Snow Coverage
and Cold Districts, to support safe and comfortable living, strengthen exchanges and cooperation between regions, the
Five Year Plan to Secure Road Transport in Special Snow and Low Temperature Regions was established in November
2013. The Cabinet made this decision, along with promoting projects for removing snow, preventing snow, snow and frost
damage on roads (snow and winter works). In addition, the Hokuriku Snow Damage Measures Technology Center was
established in July 2012 and is promoting research and development, human resources development, assistance to local
governments, as well as providing information and raising public awareness related to snow damage measures across
the country. We are reinforcing clearing snow systems, such as by establishing clearing snow priority zones, removing
snow rapidly by imposing road closures, and promoting collaborations among road administrators and with relevant or-
ganizations. In the event that vehicles become stuck in traffic, the Basic Act on Disaster Control Measures (amended on
November 2014) will be applied and measures to move the vehicles that block the road will be promptly taken to quickly
restore the flow of traffic.
(ii) Avalanche disaster measures in heavy snowfall regions
In Japan, 21,000 areas are prone to snow avalanche and the development of avalanche prevention facilities is being
262 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
promoted to protect human lives from avalanche disasters in settlements.
II
(8) Sophistication of Disaster Prevention Information
(i) Aggregation of disaster prevention information
Chapter 7
The MLIT Disaster Prevent Information Center Note 1 enables citizens to easily obtain and utilize disaster prevention
information by aggregating and providing information available such as rainfall as well as provide a comprehensive array
of information on disaster responses and disaster prevention from a single source.
Building a Safe and Comfortable Society
(ii) Development of hazard maps
In order to enable residents to take appropriate evacuation actions when a disaster strikes, we are promoting the produc-
tion of hazard maps by municipalities and their dissemination and use by residents, as well as opening an Internet portal
site that allows users to browse hazard maps developed by municipalities across the countryNote 2.
Figure II-7-2-13 Present Status of Hazard Map Development
Flood hazard maps Inland water flooding hazard maps Tsunami hazard maps Storm surge hazard maps Sediment disaster hazard maps Volcanic hazard maps
Published for 1,303 municipalities Published for 342 municipalities Published for 617 municipalities Published for 138 municipalities (As of the end of March 2017) (As of the end of March 2017)
(As of the end of March 2017) (As of the end of March 2017) (As of the end of March 2017) (As of the end of March 2017) Published for 1,457 municipalities Published for 41 volcanoes
Unpublished Unpublished Unpublished
Unpublished
Unpublished
1,331 484 670 645 1,605 49
municipalities municipalities municipalities municipalities municipalities volcanoes
targeted targeted targeted targeted targeted targeted
Unpublished
Source) MLIT
(iii) Improvement of disaster prevention weather information
In order to prevent and mitigate weather disasters, the Japan Meteorological Agency issues precautionary information
in stages such as Emergency Warnings, Warnings, Advisories, and Bulletins related to weather conditions. The Agency
also provides Real-time Landslide Risk Map and Real-time Flood Risk Map, which can be used to forecast and actually
check on a map where risks are heightened in real time. Landslide Alert Information and flood forecasts for designated
rivers are jointly issued by the MLIT, prefectural governments and the Agency.
In response to recommendations received in July 2015 from the Meteorological Subcommittee of the Council of Trans-
port Policy, in May 2017 the Agency started providing Probability of warnings and, in July 2017, it started providing
Real-time Risk Map for heavy rain and flood warnings.
(9) Strengthening the Crisis Management System
Initial response systems have been established to respond to natural disasters, including forecasting natural phenomena
that could lead to a disaster, rapid collecting of information, conducting inspections and emergency rehabilitation of fa-
cilities during disasters, rescue operations at sea, and supporting affected local governments. In order to increase disaster
response capabilities, further expedite and enhance disaster responses, such as strengthening the system for collecting
and sharing information during the initial response to a disaster by Integrated Disaster Information Mapping System
(DiMAPS).
(i) Disaster response by TEC-FORCE (Technical Emergency Control Force)
In order to respond to the occurrence or likelihood of large-scale natural disasters, the TEC-FORCE was established
in FY2008 and is available for deployment to smoothly and rapidly implement technical support in carrying out various
emergency disaster measures such as assessing the extent of the disaster, preventing expansion of damage, and rapid
recovery of affected areas. In FY2017, TEC-FORCE dispatched approximately 1,300 members, who rendered around
Note 1 MLIT Disaster Prevention Information Center web site: http://www.mlit.go.jp/saigai/bosaijoho/
Note 2 MLIT Hazard Map Portal Site : http://disaportal.gsi.go.jp/
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 263
Section 2 Natural Disaster Measures
5,000 man-days of service to 72 municipalities and 26 prefectures that sustained damage as a result of numerous natural
II disasters, including the Northern Kyushu Heavy Rain in July, torrential with the seasonal rain front from July 22, and
typhoons Talim, Lan, and Severe Tropical Storm Saola.
Chapter 7
(ii) Initial response in the Northern Kyushu heavy rain in July 2017
From July 5, MLIT dispatched liaisons to the affected local governments in Fukuoka and Oita prefectures to ascertain
the status of damage at the site and assistance needs and coordinate the dispatch of TEC-FORCE and other personnel.
TEC-FORCE started arriving on-site on July 5 and from the following day TEC-FORCE from Regional Development
Building a Safe and Comfortable Society
Bureaus around the country started operations (providing a total of 3,648 man-days of service to 11 municipalities in
2 prefectures up through August 16). TEC-FORCE surveyed the status of damage caused to around 1,800 facilities
under the jurisdiction of local governments in Fukuoka and Oita, gave local governments plans/proposals on recovery
construction methods, gave technical advice on approach routes to search and rescue organizations, and helped to move
up announcement of plans to designate the event as a major disaster. TEC-FORCE also contributed to the prevention of
secondary disasters by assisting emergency inspections of around 570 of 1,300 sites at risk of suffering sediment disasters
and helped clear the way for emergency vehicles by eliminating obstacles from National Route 211 and Prefectural Route
52, which are managed by the prefectures.
(iii) Strengthening business continuity systems
In order to implement disaster prevention services immediately in the case of Tokyo Inland Earthquake, the Ministry
of Land, Infrastructure, Transport and Tourism Business Continuity Plan (Third Edition) was compiled on April 1, 2014.
Furthermore, the operational continuity framework is being strengthened through such measures as annual emergency
staff assembly drills based on the scenario of a Tokyo Inland Earthquake. Also, in August 2017, we established a TEC-
FORCE Action Plan for a Tokyo Inland Earthquake and strengthened the wide-area support structure for a Tokyo Inland
Earthquake.
(iv) Deploying information and telecommunication systems and machinery in preparation for disasters
To secure information communication systems in the case of a disaster, the MLIT headquarters, Regional Development
Bureau, and related organizations are connected with a highly reliable information communication network consisting
of microwave networks and optical fibers, in addition to satellite communication channels to strengthen the system for
gathering information from the disaster site, are used to create a high mobility system. Also, in order to respond disasters
rapidly, the development of helicopters, satellite communication vehicles, pump vehicles, lighting vehicles, and other
disaster response machinery are being developed at Regional Development Bureaus across the nation, so that in the event
of a large-scale disaster, the framework will be able to execute rapid development. During the disasters that occurred in
FY2017, this disaster response machinery was dispatched to afflicted areas and helped with recovery operations.
(v) Implementing practical and wide-area disaster prevention drills
In order to increase capabilities to cope with flood disasters in cooperation with relevant organization such as flood
fighting teams, Regional Development Bureaus implement practical drills in Flood Fighting Drill, including conduct-
ing flood fighting operations according to the situation, information transmission, and emergency rehabilitation while
considering the timeline in a large-scale flood disaster. We also conducted operational drills of the emergency disaster
measures headquarters based on the scenario of a Tokyo Inland Earthquake and conducted road obstacle elimination drills
at Regional Development Bureaus based on the scenarios of a Tokyo Inland Earthquake and Nankai Trough Mega Earth-
quake, in an effort to strengthen the ability to respond to a large-scale earthquake. Furthermore, in comprehensive drills
for large-scale tsunami disaster, we conducted evacuation drills and emergency drainage drills by TEC-FORCE based
on the scenario of a tsunami caused by Nankai Trough Mega Earthquake in an effort to strengthen the ability to respond
to a tsunami. In light of the fact that Japan s Tsunami Preparedness Day (November 5) is also World Tsunami Awareness
Day, we obtained the participation of international students and foreign government officials in these drills, as well as
observation by consulates, in order to disseminate Japan s disaster prevention knowledge and techniques to the world.
264 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
(vi) Disaster responses by the Japan Coast Guard
The Japan Coast Guard operates patrol vessels and aircraft around the clock to allow for rapid responses and rescue op- II
erations in the event of a disaster. During the Kumamoto Earthquake in FY2016, the Japan Coast Guard conducted coastal
damage assessment surveys immediately after the earthquake struck. It also conducted emergency transport for injured
Chapter 7
people and hospitalized patients, among others, and provided resident assistance such as supplying water and food. In
FY2017, during the Northern Kyushu Heavy Rain in July, it conducted coastal damage assessment surveys using patrol
vessels and aircraft and rescued 40 people who were isolated.
Building a Safe and Comfortable Society
(10) Management of Existing Stock with ICT (Information and Communications Technology)
An optical fiber network is being used to
Conception of Automatic Closure System for Floodgates
enable the management of public facilities Figure II-7-2-14
and Land Locks, etc. (Iwate Prefecture)
and the sophistication of crisis manage-
Antenna Control office
ment by taking advantage of ICT (Infor- Information from satellite Automatic closure order
Prefectural government
mation and Communications Technology). Kamaishi Government
Office Complex
Specifically, measures are being promot- Speaker
ed for safe road use, such as sophisticat- Siren, then voice
ed management of optical fibers for con- A tsunami warning
has been issued.
tinuous monitoring of the road slope and Evacuate to high
ground immediately.
providing disaster information through the
Internet. Also, in addition to remote control Revolving light
Attract attention with light
of floodgates and the remote monitoring of
river flow conditions and volcanic regions,
Trapping prevention device
sewage treatment plants and pump stations Detects people and vehicles getting caught
are connected with optical fibers for remote
Source) Iwate Prefecture
monitoring and control as well to make
management more sophisticated.
In addition, in order to safely, quickly, and reliably close floodgates and land locks using satellite communications in
response to a disaster caused by a tsunami, we provide support through subsidies for disaster preparedness and safety for
enabling automation and remote control of floodgates and land locks that need to remain in place.
(11) Disaster Recovery of Public Works Facilities
Damage caused to public civil-engineering facilities under the jurisdiction of the MLIT (including rivers, Sabo struc-
tures, roads, coastal areas, sewage systems, parks, and ports) in 2017 is reported to have totaled approximately 423.7
billion yen (at 13,855 sites) due to the frequent occurrence of disasters nationwide, including heavy rain with the seasonal
rain front, especially the Northern Kyushu Heavy Rain, and torrential rain brought by Severe Tropical Storm Nanmadol
in July, Typhoon Noru in August, Typhoon Talim and torrential rain in September, and Typhoon Lan and Severe Tropical
Storm Saola in October.
In response to the damage caused by these natural disasters, technical advice, including recovery policies and construc-
tion methods, as well as other forms of support for affected local governments were provided, such as dispatching TEC-
FORCE to local areas immediately after each area was hit by a disaster to eliminate obstacles from roads and conduct
damage surveys, etc., and dispatching Senior Deputy Directors for Disaster Assessment from MLIT, in order to support
the formulation of disaster recovery and rehabilitation plans.
Previously, in order to help local governments dealing with especially heavy damage recover quickly, we would consult
with the relevant organizations for each disaster individually about improving the efficiency of various disaster assess-
ments (such as raising the maximum amount for paper-based assessments, raising the limit on money immediately avail-
able for disaster recovery, and simplification of design documentation) and about implementing those measures in order
to accelerate disaster recovery. In addition, in order to prepare for quicker recovery and reconstruction of afflicted regions
following the large-scale disasters that are anticipated to occur in the future, we predetermined how to streamline disaster
assessments and, in 2017, we put into effect a policy that will start the streamlining immediately after the government
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 265
Section 2 Natural Disaster Measures
decides that it anticipates designating an event as a major disaster.
II Furthermore, in response to the Northern Kyushu Heavy Rain, in areas buried by large-scale landslides over a wide
area, we decided to treat public works facilities as a total loss (completely destroyed) without excavating them, thereby
enabling affected local governments to receive disaster assessments quickly and begin full-scale disaster recovery work
Chapter 7
as soon as possible. Regarding serious disasters with considerable burying by a landslide, we expanded the handling of
what is called the prescribed disaster scheme so that it can be used for improvement recovery construction projects such
as the widening of rivers and decided to ease the paperwork, such as the production of assessment design specifications,
and financial burden on affected local governments. In addition, for rivers in northern Kyushu that received serious
Building a Safe and Comfortable Society
damage, we established the Northern Kyushu Project of emergency countermeasures to urgently carry out structural and
non-structural measures in an integrated manner. Through the project, rehabilitation construction will be carried out to
urgently and intensively enhance flood control functions over the next five years or so while coordinating river projects
with Sabo projects. At the same time, support will be provided for the installation of risk management-type water level
gauges (water level gauges specialized for floods) and the examination of town planning using the past record of flood
and topographical information.
Additionally, emergency funds for disaster countermeasures were allocated to 44 areas that were damaged by natural
disasters, including torrential rain associated with the seasonal rain front and Typhoon Talim, and other such weather
events, in order to carry out disaster prevention measures to ensure the safety and security of residents.
With respect to roads damaged in the 2016 Kumamoto Earthquake, restoration of National Route 57 is advancing with
the north side restoration route and, through national government agency in accordance with the Road Act and the Act on
Large-scale Disaster Restoration, restoration work is continuing on Aso Ohashi Bridge on National Route 325, Kumamo-
to-Takamori Prefectural Road, and Tochinoki-Tateno Village Road.
In addition, regarding damaged expressways, with the restoration in April 2017 of the approximately 17 km between
Mashiki-Kumamoto Airport Interchange and Matsubase Interchange on the Kyushu Expressway, which had all-day lane
closures imposed, transit has been restored to all lanes.
(12) Promoting non-structural Measures Including Information and Public Relations for Safety and Comfort
To ensure safety and comfort, non-structural measures were promoted in addition to structural measures for natural
disasters and the status of progress was subject to annual inspections in accordance with the MLIT General Framework
of Non-structural Measures Promotion for Safety and Comfort , however, the Great East Japan Earthquake brought to
light the need for congruent and integrated evaluations of structural and non-structural aspects and currently deliberations
are in progress following the re-evaluation of the Social Capital Improvement Priority Plan/MLIT Disaster Prevention
Operation Plan.
3 Secure Transportation Systems Resistant to Disasters
(1) Ensuring Redundancy and Substitutability
Rails, ports, airports, and other facilities are being made disaster resistant and an emergency transport framework for
rescue, restoration activities, business continuity is being established to ensure redundancy and substitutability efforts are
being made to secure the safety of users.
The road network is necessary to overcome weakness in terms of disasters, such as a community s susceptibility to
becoming isolated by a disaster, and we will carry out improvements systematically.
(2) Road Disaster Prevention Measures
To support the emergency lifesaving and restoration assistance activities in the event of large-scale disasters, develop-
ment of missing links for securing substitutability, disaster measures (measures for slopes, embankments, etc.), earthquake
disaster measures (seismic reinforcement, etc.), and snow/cold region measures (development of anti-snow facilities) are
being promoted. Additionally, supplementing traffic facilities with disaster prevention functions (turning Michi-no-Eki,
service and parking areas into disaster prevention bases, as well as developing emergency lines of communication and fire
escapes) were promoted. Disaster alliances with private sector businesses to implement swift road openings are conclud-
266 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
ed, and a council for road administrators to create a framework that keeps roads open was established. In addition, based
on the Disaster Countermeasure Basic Act amended in November 2014, development of the system and equipment that II
allow road administrators to smoothly move vehicles for swift removal of road obstacles is being promoted.
Also, in addition to motorcycle squads, cameras, and UAV (unmanned aerial vehicles), big data such as ETC 2.0 probe
Chapter 7
information and private probe information are used effectively to grasp early damage situations, thus enhancing initial
responses.
Additionally, in order to support rapid emergency lifesaving activities and transportation of emergency relief goods
during disasters, the Act to Partially Amend the Road Act, etc., was enacted on March 30, 2018. The Act requires the Na-
Building a Safe and Comfortable Society
tional Government to hold wider responsibilities for reopening damaged Logistically-Important Roads and their alterna-
tive routes and performing disaster recovery activities on behalf of the original road administrators in the event of disaster.
Meanwhile, for regions that sustained devastating damage from the tsunami caused by the Great East Japan Earth-
quake, road development is being carried out as part of urban area development prioritized in the recovery plan and the
development of access roads to expressway interchanges is being promoted. Additionally, as one measure to reduce tsuna-
mi damage, sea level indicator sheets are being added to road signposts to promote the provision of sea level information
to road users.
(3) Accelerating Removal of Utility Poles
We are committed to removing utility poles to prevent them from falling down and blocking the traffic of emergency
vehicles in the event of earthquake. Also, we have implemented measures to prohibit the installment of new utility poles
on emergency transport roads and special measures for the property tax.
Furthermore, in accordance with the Act on Promotion of Utility Pole Removal, we moved forward with the formula-
tion of a plan for accelerating removal of utility poles, in order to promote measures related to the removal of utility poles
comprehensively, systematically, and quickly.
(4) Disaster Prevention Measures for Various Transportation Modes
For railways, in an effort to ensure safe and stable railway transport that is resilient to disasters, subsidies are provided
to partially cover the costs of disaster prevention projects carried out by passenger rail companies, including rockfall and
avalanche measures as well as countermeasures conducted by the Japan Railway Construction, Transport and Technology
Agency (Incorporated Administrative Agency) against deformation that has occurred in pilot and service tunnels of the
Seikan Tunnel, which has been open for 30 years.
For ports, in light of the lessons of the Kumamoto Earthquake, a system was established in June 2017 for the national
government to administer port facilities based on a request from the port authority during an extraordinary disaster. Ef-
forts are being made to strengthen disaster preparedness by conducting disaster prevention drills based on this system and
ports BCPs in cooperation with parties concerned.
For airports, we are promoting the formulation of evacuation and rapid recovery plans in the event of an earthquake or
tsunami striking an airport, taking into consideration disaster prevention-related plans for the area in which an airport is
located as well as coordination with other airports.
(5) Building a Logistics System Resistant to Disaster
The Great East Japan Earthquake and Kumamoto Earthquake highlighted the importance of utilizing the expertise
and facilities of private sector logistics companies from the perspective of ensuring the smooth transport of relief sup-
plies. That is why we are pushing initiatives aimed at the establishment of a logistics system that is resistant to disasters
through the coordination of central government, local government, and logistics companies, including promoting the use
of private logistics facilities as bases for the distribution of relief supplies (1,458 facilities listed as of March 31, 2018)
and encouraging the signing of cooperation agreements between distributor associations and local governments. Going
forward, we will continue promoting the establishment of cooperative frameworks for coordination between the public
and private sectors across the nation and will conduct operation drills to achieve smooth distribution of relief supplies.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 267
Section 2 Natural Disaster Measures
II Column
Column
Initiatives Related to Railway Restoration in Response
to More Frequent and Serious Disasters
Chapter 7
Natural disasters occurring one after another across the country in recent years have caused immense
damage to railways.
As of April 2018, service is suspended on nine lines of four railway operators.
When quick restoration has been difficult with just the operators own resources, the MLIT has promoted
swift restoration by subsidizing restoration expenses based on the Act on Improvement of Railroads and Rail
Building a Safe and Comfortable Society
Tracks. Also, while we have provided individual support in the past according to the scope of damage and
business conditions, such as with Sanriku Railway, which suffered damaged during the Great East Japan
Earthquake, we established a new support system under a supplementary budget in FY2017, in order to
provide strong support in the future for the restoration of railways that sustain tremendous damage, like in
the Great East Japan Earthquake and Kumamoto Earthquake.
Under the new system, when a railway operator in a tough operating situation is hit by a remarkably
abnormal and severe disaster, the national and local governments will split the cost burden half and half
(current system: national government ¼, local governments ¼, railway operator ½) for lines that meet certain
conditions such as the scale of the disaster and changes being made in the business structure to ensure
sustainable business operation after restoration. The system is applicable to future disasters as well, since
there is a need to quickly secure funds for disaster recovery.
Also, in light of the fact that damage to railway facilities caused by natural disasters is occurring frequently
and more seriously, we have increased the budget for disaster recovery from 68 million yen to 910 million
yen from the FY2018 budget, with a view toward stable and agile disaster recovery projects.
Groundbreaking ceremony for disaster recovery work Damage on the Minami Aso Railway
on the Minami Aso Railway (between Tateno Station and Choyo Station)
Column
Column
Practice Transporting Disaster Relief Supplies to Shelters in Cooperation with Saitama
City: Establishing Smooth Transportation of Relief Supplies, Including Over the Last Mile
During the Kumamoto Earthquake of April 2016, facilities managed by distribution companies were used
as transportation hubs for relief supplies, reminding us of the utility of using private sector distribution facili-
ties and the importance of cooperation from private businesses during a disaster.
At the same time, there is the challenge of the last mile , where supplies do not reach shelters even
though they have made it to the municipal supply points that come before the shelters.
268 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Natural Disaster Measures
In light of the Kumamoto Earthquake, Saitama City is working actively on partnering with distribution com- II
panies, including signing a cooperation agreement to use a distribution facility belonging to Sagawa Express
Co., Ltd. as the city s hub for transportation of supplies.
Chapter 7
Then, it was decided to strengthen the collaboration among parties concerned and increase their readi-
ness by conducting drills, with cooperation from Saitama City and distribution companies, aimed at ensuring
a smooth system for transporting supplies to shelters.
During the drills, point-to-point truck transportation from Saitama Prefecture s wide-area supplies trans-
Building a Safe and Comfortable Society
portation hub to shelters was conducted with cooperation from the Saitama Trucking Association and
Sagawa Express. Additionally, assuming a scenario in which the road traffic network is not working in Saita-
ma City, transportation was also conducted via helicopter from a wide-area supplies transportation hub to
the local transportation hub in the Saitama City with the support of the Japan Ground Self-Defense Force
(JGSDF).
At Sagawa Express large delivery center, which is the local transportation hub in the Saitama City, relief
supplies brought in by large truck and helicopter were sorted and loaded onto trucks going to shelters.
Overview of relief supplies transportation drill
- Date: Thu., Jan. 11, 2018 *Some information transmission drills conducted on Wed., Jan. 10
- Relief supplies transportation drills and information transmission drills conducted in the following two patterns:
(i) Point-to-point transportation by truck from the wide-area supplies transportation hub to shelters
(ii) Assuming roads in Saitama City are damaged, air transportation by JGSDF helicopter from
the wide-area supplies transportation hub to the local transportation hub
Saitama Prefecture Wide-area Supplies Transportation Hub
Supplies
supplier Saitama Prefecture Kumagaya Disaster
Prevention Base (scenario) Dispatch distribution expert (scenario)
(JGSDF Camp Tachikawa / Saitama Warehousing Association
Japan Trucking Association Saitama City Wide-area Hub
Supplies (designated public institution) Emergency Stockpile Warehouse)
supplier
(i) ( ii )
One 10-t truck from the Saitama One JGSDF helicopter
Prefecture Trucking Association
Saitama City Local Transportation Hub
Shelters (scenario)
Sagawa Express Saitama Sales Office
(Saitama City Wide-area Hub ( i ), ( ii )
Emergency Stockpile Warehouse)
Shelter A
Shelter B Operation + information
Shelter C transmission drills
Shelter D Information transmission
Four 2t Sagawa Express trucks drill only
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 269
Section 3 Ensuring the Safety of Architecture
II During this drill, cooperation among the parties
concerned was strengthen in addition to con-
firming that relief supplies could be transported
Chapter 7
smoothly with the cooperation of Sagawa Express,
which has extensive distribution knowhow, and by
using its facility as Saitama City s supplies hub.
Saitama City has positioned the company s facility
Building a Safe and Comfortable Society
as the Relief Supplies Transportation Hub During
a Disaster in its regional disaster prevention plan.
In order to achieve a smooth and reliable re-
lief supplies transportation system by leveraging
the knowledge of transportation companies and
through cooperation among the national and local Source) MLIT
governments and private businesses, we will strive
to establish a distribution system that is resilient to disasters, so as to spread such initiatives throughout the
country in the future.
Section 3 Ensuring the Safety of Architecture
(1) Securing Trust for the Production and Supply System for Housing and Buildings
After the amended Building Standards Law went into effect in 2007, the building confirmation process became back-
logged, leading to a large decrease in the number of building confirmations; therefore, in light of this, the operation of
building confirmation procedures was improved on two occasions in 2010 and 2011 to speed up the building confirmation
review and simplify the application documentation among other improvements.
The Minister of Land, Infrastructure, Transport and Tourism inquired the Panel on Infrastructure Development about
the ideal for future standards policies in August 2012, and review was proceeded on the items that were requested most
for review by priority at the Building Standards Sub commission established at the Building Subcommittee of the same
Panel in September of the same year. Of this, regarding the scheme for promoting the seismic resistance of housing and
buildings, the first findings were compiled in February 2013 and based on this the revised Law for Partial Amendments
to the Act for Promotion of Renovation for Earthquake-Resistant Structures of Buildings was enacted in November 2013.
Also, regarding the ideal standards regarding wood structures and ideal efficient and practically implementable con-
firmation and inspection regulations the second report was compiled in February 2013. Accordingly, the Act to Partially
Amend the Building Standards Act came into force in June 2015.
As measures pertaining to Kenchikushi (architects and building engineers), initiatives to make operations to design
and construction administration appropriately in accordance with the Act to Partially Amend the Kenchikushi Law, which
came into force in June of the same year, have been undertaken.
Additionally, when defects are discovered in new houses the defect warranty will be reliably fulfilled so that consum-
ers can purchase housing with peace of mind and in accordance with the Act on Assurance of Performance of Specified
Housing Defect Warranty (Housing Defect Warranty Performance Act), requiring construction companies and real estate
transaction agents to secure funds (house defect warranty security deposit or a valid housing defect warranty liability in-
surance contract), the insurance underwriting system of housing defect warranty liability insurance entities will continue
to be improved and initiatives to raise awareness among consumers and other measures to publicize the system are being
carried out.
In FY2017, at the Research Committee for Newly Developing a Housing Defect Warranty Performance System, backed
by key personnel (a fresh opportunity to engage in ongoing studies for future reviews of this system), issues to date have
270 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
been subject to follow-up action and opinions have been exchanged for future reviews.
II
(2) Ensuring the Safety of Elevators and Amusement Facilities
While surveys to elucidate the causes of accidents involving elevators, escalators, and amusement facilities and the
Chapter 7
training of staff members at local governments and regional development bureaus in terms of safety and accident mea-
sures continue to be carried out, initiatives for ensuring safety have been advanced by making active use of guidelines for
the appropriate maintenance and management of elevators and escalators and spreading awareness of the need to install
Unintended Car Movement Protection devices in existing elevators.
Building a Safe and Comfortable Society
Section 4 Strengthening Safety Measures in the Transport Sector
Ensuring safety is a central and fundamental issue in the transport sector and once an accident occurs, not only can it
cause significant damage, but also has an enormous impact on society so various measures are being undertaken to pre-
vent accidents from occurring.
1 Building and Improving the Safety Management System in the Transportation Business
The Transportation Safety Management
Figure II-7-4-1 Outline of the Transportation Safety Management System
System was introduced in October 2006
based on the lessons of JR Fukuchiyama Based on lessons learned from past serious accidents in the transportation business, it is important for each transportation
business operator to spiral upward (with an awareness of the PDCA cycle) concerted, company-wide efforts related to
line derailment accident and other acci- safety and the establishment of a safety management system under the leadership of top management.
For this reason, business laws related to land, marine, and air transportation were amended and the transportation safety
dents. The system requires transportation management system was started in October 2006.
Evaluations have been conducted on approx. 5,700 transportation business operators (as of the end of March 2017),
contributing greatly to the improvement of their safety.
business operators to a Chief Safety Man-
agement Officer and to establish safety Transportation safety management system
Transportation business operators MLIT
management rules. It encourages the estab- In accordance with each business law, required to (i) appoint a Chief Evaluation of transportation safety management
lishment of a safety management system Safety Management Officer (executive) and (ii) set out safety
management rules
An evaluation team belonging to the MLIT/District
Transport Bureau visits the business operator and
Establishment and operation of voluntary safety management systems conducts an evaluation to promote continuous
encompassing the whole company under under the leadership of top management Evaluation improvement.
Education Seminars and symposiums
<Main content of safety management system>
the leadership of top management and is
Provide education and awareness building mainly
(i) Formulate and promulgate safety policies (iv) Collect and use information on accidents and near-miss events to small- and medium-sized business operators
(ii) Formulate and review priority safety measures (v) Implement education and training across the country to encourage them to take
used by MLIT to conduct transportation (iii) Ensure communication (vi) Conduct internal audits, etc. (14 items) voluntary initiatives
safety management evaluations (verifica- Transportation safety management evaluation Security audit
Acts in a mutual, complementary, and close manner
tion of the status of a transportation oper- Support system for establishing a voluntary safety management system, After-the-fact supervisory system implemented through checks of
implemented through interviews and other measures directed at a business the status of the implementation of operations at the business
ator s initiatives and provision of needed operator’s management division, including top management executives
[Key features]
operator’s site
[Key features]
Follow guidelines to evaluate a business operator’s safety management Verify the status of the compliance of the business operator with
advice). system and provide advice;
Expect that an autonomous safety management system will be
laws, ordinances, and orders and issue an improvement order
accordingly
established and improved ( “spiral up” ) with the proactive involvement Intent to ensure conformity to laws and ordinances at on-site
In FY2017, 1,094 parties (63 railway of top management facilities and in the contents of initiatives
Promotion of independent initiatives Improvement through improvement orders
parties, 818 automobile parties, 196 ship- Generation of medium- to long-term results Generation of short-term effects
Source) MLIT
ping parties, and 17 airline parties) were
subject to a transport safety management
evaluation.
In FY2017, a transportation safety management seminar hosted for transportation operators by the national government
in order to deepen understanding of this system was attended by 3,183 persons. In FY2017, 13,493 persons attended
seminars as part of an accredited seminar program established in July 2013 for the purpose of further disseminating and
shedding light on this system for small to medium-sized business operators (a program through which transportation safe-
ty management seminars organized by private-sector organizations are accredited by the MLIT).
October 2016 marked 10 years since the Transport Safety Management System began. While certain results have ap-
peared, there are still a number of issues, including the need to deploy further initiatives in the automobile transportation
sector, the need to respond to operators that are still on the way to implementing initiatives and to encourage the deep-
ening of initiatives, and the need to strengthen the national government s system for conducting effective evaluations.
Accordingly, the Transport Council deliberated these issues and we obtained its report in July 2017. In light of the report,
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 271
Section 4 Strengthening Safety Measures in the Transport Sector
we will strive to strengthen and expand the How the Transportation Safety Management System Should
II Transportation Safety Management Sys-
Figure II-7-4-2
be in the Future(Transport Council Report (July 2017))
tem by carrying out initiatives such as the Deliberation contents
following: Need to deploy further initiatives in the automobile transportation sector
Chapter 7
Need to respond to operators that are still on the way to implementing initiatives and to encourage the deepening of initiatives
- Verify the safety management system Need to strengthen the national government’s system for conducting effective evaluations
of all chartered bus operators by FY2021; Report contents
- Deepen top management s awareness I Measures in the automobile transportation sector
for dealing with issues such as aging per- 1. Priority measures to improve the 2. Measures to encourage initiatives in
safety of chartered bus operators the automobile transportation sector
Building a Safe and Comfortable Society
sonnel due to a shortage of labor̶which is
(i) Verify the safety management system of all (i) Expand scope of application for truck
a contemporary problem̶aging transpor- chartered bus operators over the next five years operators and taxi operators (fleet of
(ii) Make transportation safety management
tation facilities, natural disasters, terrorism, evaluation a requirement for business license
300+ vehicles fleet of 200+ vehicles)
renewal in cases where a chartered bus (ii) Give various incentives to operators
and infectious diseases, and encourage or- operator has received administrative penalties who are mandated to make efforts
ganization-wide initiatives; II Measures common to all sectors
- Establish a Chief Safety Management 3. Measures to encourage the deepening of 4. Strengthen the national government’s system
initiatives by transportation operators
Officer Council (safety managers forum) Strengthen the training of national government
(i) Encourage top management’s awareness and organization-wide personnel who conduct evaluations
with the aim of creating a place for hori- initiatives for dealing with a changing business environment and
social environment (aging personnel and new risks such as
zontal collaboration to deepen interaction terrorism and infectious diseases, etc.)
5. Utilize ICT in the transportation safety
management sector
among transportation operators chief safe- (ii) Establish a Chief Safety Management Officer Council
Examine the utilization of ICT, including big data
(iii) Create a Minister of Land, Infrastructure and Transportation Award
ty management officers and safety man- (iv) Promote measure to facilitate initiatives by small to medium-sized analysis and technical progress in IoT and AI
business operators
agement personnel; and
- Create a Minister of Land, Infrastruc- Source) MLIT
ture and Transportation Award to support
establishment/entrenchment of a safety culture in transportation operators and initiatives toward continuous revision/
improvement.
2 Railway Transportation Safety Measures
Driving accident numbers for railway
Transition in Number of Casualties and Number of Driving
Figure II-7-4-3
traffic show a declining trend over the long Accidents in Railways
termNote due to factors such as the promo- 2,000
tion of driving assistance facilities includ- 1,800
Number of fatalities (people)
Number of injuries (people)
ing automatic train stop systems (ATS) 1,600
1,605
Numbers (cases)
1,468
and rail crossing measures, but since many
1,400 1,456 1,479
people may be killed or injured if a train 1,241
1,180
1,200 1,308
collides or derails, the promotion of further 1,046
1,154 964
safety measures must continue. 1,000
1,423
1,073
1,003
927
881
833 857
892
851 867
838 893 939 934 790
800 751 674 872 727
709 843 847 849 849
644 606 811
953 758
(1) Improving Railway Safety 600 492 489 444
511 376
619
473 394
715
365 415 375 466 451
364 398 392 417 357 455 420
In the light of past accidents, measures, 400
339 337
like creation of necessary standards, will 466 436 423 451 430 444
200 408 413 392 366 343 360 328 349 336
311 313 350 330 324 319 333 315 317 353 314 295 276 287 286 308
be implemented, and direction will be giv-
0
en to railway operators to ensure imple- 1986 88 90 92 94 96 98 2000 02 04 06 08 10 12 14 16 (Fiscal year)
mentation, as well as, confirm the status of Source) MLIT
implementation for safety audits, and give
feedback on audit results for further implementation of measures to improve the safety of railways.
JR Hokkaido has been instructed to implement the Measures to be taken by JR Hokkaido as business improvement
order and supervision order, in January 2014, and carryout supervision and guidance through periodic reports, permanent
Note The number of casualties increased in the years which driving accident caused severe human damage, such as 2005 in which
JR-West Fukuchiyama line derailment accident occurred.
272 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
audit systems (for five years) to reliably execute the same.
In accordance with the results of an investigation pertaining to reviews of the approach taken for safety audits conduct- II
ed in FY2014, railway operators are subject to modulated, more effective safety audits, including planned safety audits
and provisional safety audits conducted whenever similar types of problems occur.
Chapter 7
(2) Promotion of Railway Crossing Measures
Unopened grade crossingsNote primarily in urban areas are a factor behind crossing accidents and chronic traffic con-
gestion and measures to promptly address this problem are needed. For this reason, the road administrators and railway
Building a Safe and Comfortable Society
operators work together to prevent railroad crossing accidents, by developing crossing facilities, such as flyovers, struc-
ture improvement, and pedestrian bridges, and through the maintenance of railroad crossing safety equipment, such as
railway crossing barriers, based on the Improving the Railway Crossings Act and the 10th traffic basic traffic safety plan.
In FY2017, in accordance with the Act on the Promotion of Railway Crossings, 237 new locations were designated
as crossings to be improved, which with the 587 crossings designated in FY2016 brought the total up to 824 crossings.
Regional Railroad Crossing Improvement Councils were gradually held regarding the designated crossings, and road
administrators and railway operators made efforts to advance crossing measures based on the local circumstances.
In the future, in addition to countermeasures, such as the construction of crossing facilities including flyovers and
structural improvements, as well as the construction of railroad crossing safety equipment, crossing countermeasures will
be further promoted based on studies by the Regional Railroad Crossing Improvement Council, which cooperates with
community stakeholders. This will include a general mobilization of measures in both structural and non-structural terms,
including immediate measures involving the use of colored pavement and measures affecting areas surrounding crossings,
such as the development of parking spaces.
(3) Promoting the Development of Platform Doors
To improve the safety of the visually impaired and other rail station users, the installation of platform doors to prevent
falling from the platform is being promoted (installed at 686 stations as of the end of FY2016). In accordance with the Ba-
sic Policy on Promoting the Facilitation of Mobility (March 2011), Basic Plan on Transport Policy (February 2015), and
Priority Plan for Social Infrastructure Development (September 2015), we have been implementing structural measures,
such as by promoting the development of platform doors and tactile paving with boundary lines and the development of
technologies for new types of platform doors to address the problem that arises when train doors do not line up properly
with the platform, as well as non-structural measures, such as encouraging users to reach out to and help guide visual-
ly-impaired riders to where they are supposed to go.
An investigative commission for improving the safety of station platforms met on August 26, 2016, and studied com-
prehensive safety measures related to the prevention of falls, in terms of structural and non-structural measures. It released
an interim summary in December 2016. It was decided that, as a structural measure, platform doors are to be installed by
2020 as a general rule at stations serving 100,000 people or more, and where construction conditions are met, such as fixed
locations for train doors and adequate space on the platform. Where the development conditions are not met, we have
studied ways to meet them, such as installing new types of platform doors and making fixed door locations by updating
train cars. Where new types of platform doors are to be installed, we have decided to construct them or start construction
within about five years. Regarding stations that serve fewer than 100,000 people, we have decided to carry out priority
development at the same level as stations serving 100,000 people or more, if such development is deemed necessary after
taking the station s condition into consideration. Through such initiatives, we will work to achieve the development goals
of approximately 800 stations by FY2020, set out in the Basic Plan on Transport Policy, as far in advance as possible.
Also, in the interim summary, it was decided to construct tactile paving with boundary lines by FY2018 at stations
that serve 10,000 people or more. In addition, the main non-structural measures indicated in the summary include station
employees offering to guide visually impaired riders at stations without platform doors, enhancing the service provided
by station employees, including calling out clearly to visually impaired riders, encouraging other riders to reach out to and
help guide visually impaired riders, promoting understanding of the barrier-free heart mindset, and cooperating with the
training of guide dogs in stations, among other measures.
Note Railway crossings that are closed for more than 40 minutes/hour, during the hours when the train frequency is high.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 273
Section 4 Strengthening Safety Measures in the Transport Sector
Furthermore, at the seventh meeting of the investigative commission, held in July 2017, the status of railway operators
II initiatives to improve platform safety were summarized and shared in an effort to encourage further initiatives by relevant
parties, including railway operators, through horizontal spread of best practices.
Chapter 7
(4) Studying Measures Related to Railway Transportation Trouble
We established an investigative commission to examine measures related to railway transportation trouble. The com-
mission, which held its first meeting in February 2018, is to review how railway car inspections ought to be. It will
examine measures to prevent the recurrence of transportation disturbances and mitigate their effects, in light of railway
Building a Safe and Comfortable Society
transportation trouble that has occurred in recent years, such as a crack in Shinkansen bogie, a transportation disturbances
caused by overhead wire damage, and a standstill for a long time due to snow damage. It will also examine and study
the structural causes that are thought to be behind the trouble, such as the declining birthrate and aging personnel. The
commission aims to compile the necessary measures by the summer of 2018.
Figure II-7-4-4 Platform doors Figure II-7-4-5 Tactile Paving with Boundary Lines
30 cm
30 cm
9 cm
- 25 tactile bumps (5 × 5)
- Line bump (boundary line) indicating the
side of the platform close to the track
Source) MLIT Source) MLIT
3 Safety Measures for Maritime Traffic
In the sea areas surrounding Japan, around 2,200 vessels are involved in marine accidents every year. Once a marine
accident occurs, not only are precious lives and property lost, but Japan s economic activities and marine environment
may be adversely affected in a major way, requiring the promotion of further safety measures.
(1) Improving Ship Safety and Ensuring Ship Navigation Safety
(i) Improving ship safety
In order to ensure ship safety globally, the international regulations and standards have been developed at the Interna-
tional Maritime Organization (IMO), and Japan has been participating actively in discussions at IMO.
Based on proposals from Japan and other countries, the IMO started to consider international rules related to maritime
autonomous surface ships that use the latest ICT technology, in order to increase maritime safety through the prevention
of human error, etc.
Also, it has been pointed out that fire accidents on passenger ferries have been occurring frequently in recent years. The
IMO is therefore studying fire safety measures for passenger ferries. Japan has contributed to the discussion by suggesting
to the IMO measures based on cases of fires in Japan.
274 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
Port State Control (PSC)Note 1 has been implemented to ensure that foreign ships entering ports in Japan comply with
such international regulations and standards, and to eliminate substandard shipsNote 2. II
As an initiative focused on ship safety measures in Japan, a the guidelines including effective firefighting strategies,
the features of fire-fighting equipment, and training methods to enhance preparations for ro-ro passenger ship operators to
Chapter 7
engage in firefighting was compiled and publicly released in response to a fire of a ferry occured off the coast of Tomako-
mai, Hokkaido, in July 2015. We continued to provide guidance to ro-ro passenger ship operators nationwide in FY2017.
Also, in light of the fact that a revision to a relevant ordinance made the wearing of lifejackets mandatory for all pas-
sengers as a general rule from February 1, 2018, as a safety measure for small craft, we produced posters, leaflets, and
Building a Safe and Comfortable Society
an awareness-raising video in an effort to spread awareness of the rule in cooperation with relevant ministries, agencies,
and organizations. Additionally, in order to use smartphones to prevent maritime accidents, we studied a system to share
location information among different smartphone apps.
(ii) Ensuring ship navigation safety
In accordance with the Seaman and Small Craft Operator Act, which complies with the STCW ConventionNote 3, the
qualifications for seafarers are defined, as are the qualifications and compliance matters for small craft operators, to ensure
ship navigation safety from human factors.
Also, in order to reduce the number of small boat accidents, which account for around 80 percent of all maritime
accidents, we publicized compliance matters and conducted re-education courses for violators. In accordance with the
Pilotage Act, qualifications for people who can perform pilotage are defined for the safety of vessel traffic. In light of the
second report by an investigative commission related to the securing and training pilots, which was established to secure
a stable supply of pilots, we partially revised an ordinance in January 2018, establishing a new system of partial passing
of exam requirements as part of efforts to encourage people to apply to be pilots.
Investigation and inquiry, in accordance with the Act on Marine Accident Inquiry, are conducted for a marine techni-
cian, a small craft operator, or a pilot who causes a marine accident intentionally or negligently in the course of duties
and in 2017 there were 316 cases of determinations and a total of 423 marine technicians, small craft operators, or pilots
were performed disciplinary actions of suspension of business operation (one to two months) or admonition to prevent
the occurrence of marine accidents.
Since 2003, the Japan Coast Guard has organized the direction and specific measures for vessel traffic safety measures
to work on over a period of roughly five years into a Traffic Vision. In April 2018, it formulated its Fourth Traffic Vision
and is carrying out various measures to ensure maritime safety over a wider area.
Since human factors such as inadequate vigilance and inappropriate maneuvering account for approximately 80% of
ship accidents, in order to prevent accidents caused by such carelessness, the Japan Coast Guard, in cooperation with rel-
evant organizations and private associations carries out accident prevention measures according to the type of vessel and
operation season, in light of the results of its daily analysis of maritime accidents that have occurred.
Note 1 Supervising of foreign vessels by port state
Note 2 Vessels not conforming to standards of international convention
Note 3 The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978. This international
convention stipulates the training and certification of mariners for the purpose of improving the safety of human lives and assets
at sea, and also promotes the protection of the marine environment.
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Section 4 Strengthening Safety Measures in the Transport Sector
Also, the Coast Guard provides information, such as Maritime Information and Communication System (MICS)Note,
II to the broader public in order to prevent marine accidents due to insufficient information.
In order to quickly and smoothly get vessels to safe sea areas when a tsunami or other emergency disaster occurs and,
during non-emergency periods, in order to ease congestion and ensure the safe and efficient operations of vessels, the
Chapter 7
Coast Guard coordinated the Tokyo Wan Vessel Traffic Service Center with port traffic control offices in the ports of Chi-
ba, Yokohama, Kawasaki, and Tokyo and established a new Vessel Traffic Service Center in Yokohama to carry out these
operations in an integrated fashion. The new center began operations in January 2018.
With respect to nautical charts, we are endeavoring to upgrade electronic navigational charts, which have gained in
Building a Safe and Comfortable Society
importance thanks to the dissemination of the Electronic Chart Display and Information System (ECDIS). Additionally,
we have published English-only nautical charts for foreign seafarers as part of measures to prevent marine accidents. In
FY2017, with the enforcement of a law to partially amend such laws as the Maritime Traffic Safety Act in relation to
centralization of maritime traffic control in Tokyo Bay, the amendments are reflected in the relevant charts of Tokyo Bay.
Regarding the navigational warnings and notices to mariners, visual information that constitutes valid information
displayed on a map is provided over the Internet.
Figure II-7-4-6 Establishment of Integrated Maritime Traffic Management in Tokyo Bay
Integration of the Tokyo Wan Vessel Traffic Service Center and four port traffic management offices Moved Oct. 23
Moved Oct. 30 Moved Nov. 8
Tokyo Port
Chiba Port Chiba Coast Guard Office
Kawasaki Coast Guard Station Tokyo Coast Guard Office Kawasaki Port Port Traffic Management Office
Port Traffic Management Office Port Traffic Management Office
Moved Dec. 1
Moved Oct. 26 Consolidated
Yokohama Port
Yokohama Coast Guard Office
Port Traffic Management Office
Kannonzaki
Tokyo Wan Vessel Traffic Service Center
(Kannonzaki)
New vessel traffic service center
(Yokohama No. 2 Joint Government Office Building)
Effects
Maintenance of maritime traffic functions and minimization of damage during a disaster
January 31, 2018: Start of operations at new Tokyo Wan Vessel Traffic Service Center Contribution to enhancement of Tokyo Bay’ s international competitiveness (economic growth)
Source) MLIT
Note A service that provides information such as local weather and hydrographic conditions, including wind direction, wind speed, and
wave heights, as observed at lighthouses and other stations nationwide, as well as the status of offshore construction, and live
images from cameras giving a picture of sea conditions via the Internet and through distribution via email of emergency informa-
tion released by the Japan Coast Guard
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Section 4 Strengthening Safety Measures in the Transport Sector
In addition, to improve the safety and navigation efficiency of ships in narrow waterways, tidal current information for
Kurushima Strait is provided on the Internet through entire region simulation. II
For Aids to Navigation, development is performed effectively and efficiently in accordance with the vessel traffic envi-
ronment as well as needs and in FY2017, improvements and renovation was carried out in 257 locations.
Chapter 7
The Marine Accident Analysis Center established under the National Maritime Research Institute (National Research
and Development Corporation) conducts highly specialized analysis of accidents as well as rapid analysis and transmis-
sion of information when major marine accidents occur, and contributes to consider measures to prevent its recurrence.
Ensuring the safety of ship navigation in the Straits of Malacca and Singapore, highly important maritime transporta-
Building a Safe and Comfortable Society
tion routes through which eighty percent of crude oil imported to Japan passes, is important. Cooperation for the financing
of the Aids to Navigation FundNote 1 is being provided under the cooperative mechanismNote 2 with the involvement of
littoral states and users. In addition, Japan is providing technical cooperation through the dispatch of experts, by maritime
stakeholders, in order to conduct hydrographic surveys on the straits, a move that was approved as a Japan-ASEAN Inte-
gration Fund (JAIF) project, by Japan and three littoral states (Indonesia, Malaysia, and Singapore). Japan will continue
this cooperation for the safety of navigation and the protection of the environment in the straits through public-private
partnerships, together with our good relationships with the littoral states.
(2) Promotion of Safety Measures for the Passengers
About 43% of cases reported about the dead or missing passengers are due to fall accidents into sea. In order to survive
after the fall, first thing to do is to float, and then promptly request a rescue. In addition, the passenger mortality due to falls
into the sea from small boats (fishing boats or pleasure boats), is eight times higher in the passengers who do not wear a
life jacket than those who do. Life jackets therefore contribute greatly to saving passengers from falls into the sea. That is
why the Japanese Coast Guard takes various opportunities to spread and raise awareness about ensuring self-rescue means
based on three principles: wear a life jacket at all times, ensure appropriate contact means such as a portable telephone
packed in a waterproof package, and effective use of the 1-1-8 emergency telephone hotline to the Japan Coast Guard.
(3) Strengthening the Rescue System
In order to engage in prompt and precise rescue activities, the Japan Coast Guard operates the 1-1-8 emergency tele-
phone hotline and endeavors to rapidly ascertain information on the occurrence of accidents, such as by receiving infor-
mation on marine accidents at any time, day or night, through the Global Maritime Distress and Safety System (GMDSS).
Also, along with improving the rescue technology and capabilities of those such as special rescue team, mobile rescue
technicians, and divers, enhancements and fortifications of the medical control framework to ensure, from a medical per-
spective, the quality of emergency life-saving treatment that emergency response personnel perform as well as advancing
the functionality of patrol vessels and aircraft is being carried out as part of efforts to enhance and fortify the rescue and
emergency system. Also, the enhancement and fortification of coordination between ministries, agencies, local govern-
ments, and private rescue organizations is also being carried out.
Note 1 A fund established to cover costs incurred to replace or repair lighthouses and other facilities used for aiding navigation installed
in the Straits of Malacca and Singapore.
Note 2 A mechanism that substantiates, for the first time in international history, the cooperation of littoral states and states using these
straits in accordance with Article 43 of the United Nations Convention on the Law of the Sea. This mechanism comprises three
elements: the Cooperation Forum, the Project Coordination Committee, and the Navigation Aids Facilities Fund.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 277
Section 4 Strengthening Safety Measures in the Transport Sector
4 Air Traffic Safety Measures
II
(1) Strengthening Aviation Safety Measures
(i) State Safety Program (SSP)
Chapter 7
Since April 2014, the Civil Aviation
Figure II-7-4-7 Number and Frequency of Accidents on Domestic Airlines
Bureau has been implementing the State
Safety Program (SSP), which sets forth tar- (Cases) (Incidence rate)
5 1
gets for civil aviation safety and measures Pilot Equipment trouble Turbulence Other
0.9
Under investigation Number of accidents per 100,000 departures
Building a Safe and Comfortable Society
to be taken for their attainment, in accor- 4 0.8
dance with Annex 19 of the Convention on 0.7
International Civil Aviation. In FY2015, 3 0.6
the Civil Aviation Bureau, formulated a 0.5
Medium-term orientation for the admin- 2 0.4
istration of aviation safety, which out- 0.3
1 0.2
lines the orientation of safety targets for
0.1
the next five years. In FY2016, a direction
0 0
for further safety measures related to small 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 (fiscal year)
aircraft was added in light of the frequent Source) MLIT
occurrence of accidents involving private
small aircraft in recent years.
The Voluntary Information Contributory to Enhancement of the Safety (VOICES) program has been operated since
July 2014 in order to collect more information relating to aviation safety that is not subject to mandatory reporting and
harness such information for the improvement of safety.
While dissemination activities have been yielding results and the number of reports issued in FY2017 increased by
about 20 percent over the preceding year, attempts will be made to further use the system through continued work to
highlight the importance of safety information. Efforts will also be made to improve safety by making use of obtained
recommendations.
(ii) Air transport safety measures
While passenger deaths aboard specific Japanese air carriersNote have not occurred since 1986, efforts are being made
to reinforce the safety management system adopted by airlines and preventive safety measures are being promoted to
appropriately deal with safety-related issues. As well, preliminary reviews upon the launch or expansion of a domestic
airline and strict (including unannounced) and systematic on-site audits are properly conducted. Also, in accordance with
the increased entrance of foreign airlines following the promotion of the open sky policy, monitoring of foreign airlines
entering Japan were strengthened with site inspections and other measures.
In September 2017, there was a case of an object falling from an aircraft. In order to promote measures to prevent fall-
ing objects and to quickly investigate and respond to the case after the fact, in November 2017 we set up a commission,
composed of experts and working-level personnel, to promote comprehensive countermeasures related to the prevention
of falling objects. In March 2018, the commission compiled a set of proposals for falling object prevention standards for
airlines to follow. Since November 2017, in cases where parts are missing from aircraft taking off or landing at airports
with lots of international routes, we have been demanding a report from all airlines, etc., including foreign airlines.
(iii) Certification of domestic jetliners
With the development of Japan s first domestic jetliner, the MLIT, as the national government of design and manufac-
turing, established and expanded a certification organization to implement certification of compliance with safety and
environmental standards more appropriately and smoothly and is carrying out reviews with close coordination with the
aviation authorities of the United States and Europe. At present, four test aircraft have been transported to the United
Note Domestic air carriers that operate air transport businesses that use aircraft with 100 or more passenger seats or with a maximum
takeoff weight of more than 50,000 kilograms.
278 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
States, where test flights and on-ground tests have been implemented. MLIT has stationed personnel in the United States
to monitor and supervise the development activities, including test flights. We will continue appropriate and smooth safety II
reviews, anticipating delivery of the first aircraft, scheduled for mid-2020.
Chapter 7
(iv) Safety measures applicable to unmanned aircraft
In December 2015, an amendment to the Aeronautical Act was issued to enforce basic rules for unmanned aircraft, such
as flying airspace and flying methods. In FY2017, 14,065 permits/approval were granted as of the end of December. Also,
in July 2016, a public-private council composed of relevant government ministries and agencies, manufacturers, and user
Building a Safe and Comfortable Society
organizations put together the Direction for System Development to Ensure Further Safety of Small Unmanned Aircraft.
Based on these recommendations, we established a commission to study how to ensure the mutual safety and harmony
of aircraft and unmanned aircraft in March 2017. Based on the commission s discussions, we compiled an interim report
about matters such as measures to avoid collisions between aircraft and unmanned aircraft and between one unmanned
aircraft and other. Furthermore, in September 2017, a commission to study the flying of unmanned aircraft outside the
field of vision and above third parties was established in MLIT and the Ministry of Economy, Trade and Industry. In
March 2018, it compiled requirements for flying unmanned aircraft outside the field of vision.
(v) Safety measures for small aircraft
We have conventionally implemented various measures regarding small aircraft, including establishment of a system
of periodic skills reviews for pilots. Nevertheless, there have been numerous accidents in recent years, including one in
which a plane crashed into a house in Chofu City, Tokyo in July 2015. In response, MLIT s Civil Aviation Bureau held
safety courses at major airports nationwide, developed new courses for small aircraft mechanics, and took additional
measures such as encouraging enrollment in aviation insurance for private aircraft. Additionally, the accident investiga-
tion report on the Chofu crash was released in July 2017, and recommendations were issued to MLIT. In response, we
produced and distributed safety awareness leaflets based on the content of the recommendations and implemented other
initiatives such as checking the understanding of pilots through periodic skills reviews. Going forward, we will continue
to further promote comprehensive safety measures for small aircraft while taking into account the opinions of experts
and relevant organizations through the Small Aircraft Safety Improvement Committee, which has been meeting regularly
since December 2016. For sky leisure enthusiasts who enjoy pursuits such as ultralights, paragliding, skydiving, gliders,
and hot air balloons, we carry out sky leisure safety measures, such as enhancing safety training and providing informa-
tion on aviation safety through such organizations as the Japan Aeronautic Association and relevant sports associations.
(2) Developing Air Traffic Systems for Aviation Safety
In order to ensure safe operation and on-time performance of aircraft, and to support the smooth implementation of traf-
fic control functions, we are continuing to develop a new air traffic control data system that merges the existing systems.
In FY2017, we introduced a trajectorized airport traffic data processing system at Kagoshima Airport and Miyazaki
Airport.
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Section 4 Strengthening Safety Measures in the Transport Sector
5 Finding the Causes of Aircraft, Railway, and Marine Accidents/Incidents, and Preventing Recurrence
II
During FY2017, accidents subject to investigations by
Figure II-7-4-8 J-MARISIS (mobile version)
the Japan Transport Safety Board consisted of 31 aircraft
Chapter 7
accidents and serious incidents, 14 railway accidents and Top page http://jtsb.mlit.go.jp/hazardmap/mobile/index.html
serious incidents, and 873 marine accidents and incidents,
and those investigations looked into finding causes and pre-
venting recurrence.
Building a Safe and Comfortable Society
Investigation reports for 31 aircraft accidents and serious
incidents whose investigations were finished in FY2017
were released. These included the release in July 2017 of
the results of an investigation into an accident in July 2015
in which a small aircraft crashed into a house in Chofu City,
killing two passengers and one resident and injuring three
passengers and two residents.
Likewise, investigation reports for 28 railway accidents
and serious incidents were released. These included the re-
lease in November 2017 of the results of an investigation Example of display of accident information
into an accident in April 2016 in which a Kyushu Shinkan- Source) MLIT
sen train derailed with the Kumamoto Earthquake.
Investigation reports for 966 marine accidents and incidents were also released. These included the release in Novem-
ber 2017 of the results of an investigation into an accident in December 2016 in which the fishing vessel Daifuku Maru
capsized and sank off the north coast of Mihonoseki Lighthouse in Matsue City, Shimane Prefecture, resulting in the
deaths of four crewmembers, with another five crewmembers missing.
The Japan Transport Safety Board has released the Japan-Marine Accident Risk and Safety Information System
(J-MARISIS) that, by displaying digital maps on the Internet, can be used to search for marine waters where multiple
marine accidents and incidents have occurred, and the results of those investigations. Additionally, it has released a global
edition of J-MARISIS, to which information for 11 countries has been added to contribute to safe international ship nav-
igation, as well as a mobile version of J-MARISIS that can be used on a smartphone or a tablet.
6 Support for Victims and Families of Public Transport Accidents
In order to support the victims and their families in public transport accidents, the Public Transportation Disaster
Victims Assistance Office was established in April 2012. The Assistance Office relays requests from accident victims to
public transportation business operators concerned and introduces appropriate organizations to accident victims depend-
ing on the content of the requests.
In FY2017, when a public transport accident occurred, the Assistance Office made the consultation service well known
to victims, as well as responded to consultation from victims. When no public transport accidents needed to be dealt with,
the Assistance Office was involved in numerous other activities, such as by providing education and training to staff
members who provide support, building networks with relevant outside organizations, holding support forums for the
victims of public transport accidents, and urging public transport operators to formulate plans for the provision of support
to victims.
In response to the ski bus accident in Karuizawa that occurred in January 2016, MLIT held meetings to explain mea-
sures for preventing a recurrence and to listen to the opinions of victims and their families. We also continue to hold
meetings to exchange opinions with an association for the bereaved.
280 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
7 Safety Measures for Road Traffic
II
In 1970, the number of traffic accident Changes in the Number of Traffic Accidents and Number
Figure II-7-4-9
fatalities peaked at 16,000. This figure de- of Casualties
Chapter 7
clined to less than a quarter of this level, or 18 18
Number of accidents (hundreds of thousands of accidents) and
16,765 persons
3,694 fatalities (a decrease of 210 from the
number of casualties (hundreds of thousands of persons)
1,191,053 persons
16 (1970) Highest to date 16
(2004) Highest to date
Number killed (thousands of persons)
preceding year) in 2017, the lowest level
14 952,720 accidents 14
since statistics started to be kept in 1948. (2004) Highest to date
584,541 persons
Building a Safe and Comfortable Society
However, elderly drivers caused many 12
(2017)
12
traffic accidents, and approximately half 10 10
of them occurred while walking or riding a 8 8
bicycle. With half of these incidents taking
6 6
place within 500 meters of each victim s
472,165 accidents
home, the situation remains grim. For this 4 (2017) 4
Number killed 3,694 persons
reason, efforts will be made to further re- 2 Number of accidents resulting in death or injury (2017) 2
Number of casualties
duce traffic accidents and various measures
0 0
will be implemented in coordination with 1967 1972 1977 1982 1987 1992 1997 2002 2007 2012 2016
the National Police Agency and others. * Figures for 1971 and earlier do not include Okinawa.
* Number of accidents resulting in death or injury and number of casualties: Based on materials provided by the
National Police Agency
* Vehicle-km: Based on Economic Research, Traffic Survey and Census Data Collection [2016 Edition] (2010 and 2011
based on notes in the data)
* Number of automobiles: Based on Economic Research, Traffic Survey and Census Data Collection [FY2016 Edition]
* Population: Population Estimates (October 1 of each year), Ministry of Internal Affairs and Communications
* Death toll per 100,000 persons calculated based on the previous year s population (National Police Agency s cal-
culation method)
Source) Prepared by the MLIT using materials provided by the National Police Agency
(1) Road Safety Measures
(i) Promoting road safety measures using big data for arterial roads and residential streets
By promoting the functional differentiation of roads, we are working to divert automobile traffic to expressways which
are safer than other types of roads. Through measures applicable to accident-prone black spots and zero-traffic accident
plans (tactics for the priority elimination of accidents at black spots) carried out in collaboration with prefectural public
safety commissions, we are effectively and efficiently promoting accident measures in order to further improve the safety
of arterial roads, which account for approximately sixty percent of traffic accident fatalities.
With respect to residential streets, where the number of fatal accidents is not on a stable downward trend compared to
arterial roads, big data such as ETC 2.0 will be used to identify in advance key points such as places where people speed
and brake suddenly, in order to secure safe walking spaces by restricting the through-traffic and forcing a reduction in
vehicular speeds. Comprehensive measures to inhibit traffic accidents are being advanced in collaboration with prefectur-
al public safety commissions, through such measures as decreasing the width of vehicular roads and widening roadside
strips in combination with zonal speed limits, engaging in sidewalk development projects, and carrying out effective
measures such as the installation of speed bumps and curb extensions.
The number of fatal traffic accidents involving bicycles and pedestrians has decreased by no more than 10% over the
past 10 years, so we are promoting a configuration that separates pedestrians from bicyclists, who as a basic rule should
travel on roadways.
(ii) Promoting Safety Measures for School Commute Routes
For school-commuting roads, in the wake of a series of accidents in April, 2012 involving groups of children commut-
ing to schools, a school route emergency joint inspection program was implemented and included coordination among
schools, boards of education, police, and other stakeholders. Intensive support was directed toward the measures based
on the results above.
In addition, Japan has instituted a school-commuting roads safety program in each municipality to ensure the sus-
tained safety of school-commuting roads, and has implemented regular joint inspections and improved and enhanced
other measures as well.
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Section 4 Strengthening Safety Measures in the Transport Sector
(iii) Initiatives to improve the safety, reliability, and user friendliness of expressways
II We will systematically carry out initiatives to improve the safety, reliability, and user friendliness of expressways, from
the user s perspective, by using new technologies, with a view toward effective and efficient utilization of the express-
way network. Specifically, in order to efficiently resolve such issues as driving performance and safety in provisional
Chapter 7
two-lane sections, we will use data to identify problematic areas and will move forward turning those sections into four
lanes and creating additional lanes. Also, in order to ensure the safety of two-way traffic in provisional two-lane sections
to be improved immediately, we are studying wire rope set up along approximately 100 km of 12 routes across Japan
managed by expressway companies to see the effect on preventing head-on collisions and whether or not there are issues
Building a Safe and Comfortable Society
with driving performance and maintenance, etc. In addition, in response to the problem of cars driving in the wrong way
on expressways, which is highly likely to lead to a major accident, we are implementing physical and visual measures
at locations such as interchanges and junctions based on the Roadmap to Future Measures against Wrong-way Driving
on Expressways. Also, with new technology for dealing with wrong-way driving, solicited from private companies and
selected by expressway companies, going into practical use from FY2018, we are aiming to achieve zero wrong-way
accidents on expressways by 2020.
These specific measures related to safety and security will be compiled into a medium-term improvement policy as the
tentatively named Safety and Security Plan and will be promoted systematically and steadily.
Additionally, leveraging the current low-interest rate situation, we will use fiscal investment and loan programs to en-
sure the safety and security of expressways by accelerating the reinforcement of bridges against earthquakes.
(2) Systematic Road Facilities Management to Provide Safe and Secure Road Services
Nationwide, there are approximately 730,000 road bridges and approximately 10,000 road tunnels. But bridges and
tunnels, which were intensively developed during Japan s period of high economic growth, face rapid aging in the future.
To achieve appropriate management of roads in light of this situation, the Road Act was amended in 2013, technical
standards were established for the maintenance and management of roads, and the obligations of road administrators were
clarified, such as visual inspections in close proximity of bridges and tunnels once every five years.
Having received recommendations on the full-scale implementation of measures to deal with the aging roads, as sum-
marized by the Infrastructure Development Council s Road Subcommittee on April 14, 2013, we are working on building
a framework for carrying out required actions as part of maintenance cycles. In particular, we are providing various kinds
of support for local governments with many facilities to be managed. This support includes sharing technical information
related to maintenance through the use of road maintenance councils that have been set up in all prefectures, the placement
of lump sum ordering for inspection operations at the local level, the implementation of direct assessments and repairs
by national government personnel on behalf of local governments, and support through subsidy systems for large-scale
repair and upgrading jobs. Also, as a new financial support offered from FY2017, we expanded the eligible projects for
the subsidy systems for large-scale repair and upgrading jobs to include consolidation and removal.
Additionally, in order to deal with the aging expressways, we are systematically carrying out large-scale upgrades and
repair projects newly outlined in operational implementation plans according to amendments to the Road Act enacted in
June 2014. Also, in October 2016, we issued a ministerial ordinance to set out the methods of maintenance and repair of
bridges over railways in advance through discussions with railway operators, so as to encourage the systematic main-
tenance and repair of bridges over railways, and are working to prevent injury to third parties and ensure the safety of
railways.
Additionally, in order to prevent impediment to road structures and traffic as a result of damage to property that occu-
pies a road, an act to partially amend the Road Act was enacted on March 30, 2018, stipulating that persons with property
that occupies a road have a duty to maintain that property and providing authority to order violators of that duty to take
measures.
(3) Measures in Response to the Ski Bus Accident in Karuizawa
In light of the ski bus accident in Karuizawa that occurred in January 2016, we are implementing the Thorough Mea-
sures to Achieve Safe and Secure Chartered Bus Operations, which consist of 85 items compiled in June 2016, in order
to prevent such a tragic accident from ever occurring again.
282 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
(4) Steady Implementation of the Expressway and Chartered Bus Safety and Security Recovery Plan
In response to the Kan-Etsu-Do Expressway tour bus accident that occurred in April 2012, the Expressway and Char- II
tered Bus Safety and Security Recovery Plan was formulated in April 2013 to shift and unify expressway tour buses into
the new share-ride expressway bus and already established standards for driver replacement shifts and for the remaining
Chapter 7
measures, these have been definitely implemented in the two years between 2013 and 2014. The MLIT continues to en-
sure the effectiveness of each measure of this plan such as implementation of street audit and understanding of bus opera-
tors that must be continuously monitored, and promotes measures to improve the safety and regain trust of bus operations.
Building a Safe and Comfortable Society
(5) Promoting Safety Measures According to a Safety Plan for Commercial Vehicles
In June 2017, we formulated the 2020 Comprehensive Safety Plan for Commercial Vehicles as a new plan to replace the
2009 Comprehensive Safety Plan for Commercial Vehicles that was established in 2009. The plan sets out new accident
reduction targets of 235 or fewer deaths caused by commercial vehicle accidents and 23,100 or fewer accidents by 2020.
We are advancing various measures toward achievement of those targets.
(i) Accident-prevention measures based on accident patterns by industrial sector and key factors
In order to promote transportation safety, we are evaluating accident-prevention initiatives based on characteristic acci-
dent patterns for each industrial sector̶trucks, buses, and taxis̶and are conducting follow-ups, including revisions of
initiatives where necessary, so as to reduce accidents even further.
(ii) Establishing a framework for safety through the management of transportation safety
In order to promote initiatives for establishing and improving safety management systems in the automobile transpor-
tation sector through the transportation safety management program, the scope of application of the program for truck
operators and taxi operators was expanded from operators with a fleet of 300 or more vehicles to operators with a fleet
of 200 or more vehicles (a ministerial ordinance partially revising the relevant regulations went into effect on April 1,
2018). We have also decided to check the safety management systems of all chartered bus operators by FY2021. In 2017,
evaluations of transportation safety management, where by the national government verifies the status of implementation
of initiatives related to these systems, were conducted on 818 automobile transportation operators.
(iii) Ensuring compliance on the part of motor carrier businesses
In order to thoroughly ensure that motor carrier businesses comply with relevant laws and ordinances and practice ap-
propriate operations management, business operators who flagrantly violate the law and those who have caused a major
accident will be subject to thorough audits, while business operators who are suspected of violations will be subject to
high-priority audits.
Also, in November 2016, we began operating a comprehensive safety information system for commercial vehicles with
functions to identify and analyze business operators deemed to be at high risk of causing an accident.
Furthermore, in accordance with thorough measures for chartered buses compiled in response to the ski bus accident
that occurred in Karuizawa, in December 2016 we introduced a system to correct legal violations promptly and have im-
plemented measures to tighten administrative penalties to force business operators who are repeat violators to withdraw
from the market. Since August 2017, we have also been conducting undercover investigations in which private sector
investigators board actually operating chartered buses as a general user and investigate compliance with the law, such as
the securing of rest time.
(iv) Eliminating drunk driving
In order to eliminate driving by business drivers while under the influence of alcohol, stimulants or dangerous drugs,
thorough checks are conducted using alcohol analyzers during roll calls and guidance is being provided to business oper-
ators and operating managers whenever the opportunity arises through the use of workshops, nationwide transportation
safety campaigns, general transportation safety checks conducted during the year-end and New Year s period, and other
such initiatives in order to thoroughly ensure that drivers are guided and supervised on a daily basis regarding correct
knowledge of drugs and the prohibition on their use.
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Section 4 Strengthening Safety Measures in the Transport Sector
(v) Promoting safety measures based on the use of IT and new technologies
II We are providing support for the deployment of equipment that will contribute to the advancement of operation man-
agement such as digital operation recorder and for advanced initiatives such as preventing overwork driving, from the
point of view to support the efforts made to prevent the traffic accidents caused by the automotive transportation oper-
Chapter 7
ators. Also, to prevent accidents caused by health or driving while incapacitated by fatigue, we are accumulating such
information as driving characteristics and physical condition management as big data, and have started using it to study
accident prevention operation models, such as the possibility of establishing routes suited to the physical condition of the
driver.
Building a Safe and Comfortable Society
(vi) Measures based on the recommendations of the Committee Investigating Accidents Involving Commer-
cial Vehicles
The Committee Investigating Accidents Involving Commercial Vehicles conducts more advanced, complex investiga-
tive analyses of accident factors for major accidents involving commercial vehicles that have a large impact on society.
As of March 2018, it has publicly released 25 reports on cases concerning incidents subject to special important inves-
tigations, such as the accident in which a chartered bus fell off the road in Karuizawa Town, Kitasaku County, Nagano
Prefecture on January 15, 2016.
284 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
Figure II-7-4-10 Accident Investigation Report
II
Overview of an investigation report for an accident involving a commercial vehicle
–Fall of a large chartered bus–
Chapter 7
(National Route 18 (Usui Bypass) in Karuizawa Town, Kitasaku County, Nagano Prefecture)
The front of the
Overview of accident Causes Diagram of accident rolled bus
circumstances collided with an
embankment.
Embankment The roof
- At around 1:52 on January 15, 2016, a chartered bus It is presumed that the accident occurred because the collided with a
carrying 39 passengers fell about 4 meters off a cliff on standing tree.
chartered bus could not make the curve as a result of
National Route 18 Usui Bypass in Karuizawa Town, Kitasaku traveling, at approximately 95 km/h, through a sharp Standing tree
Building a Safe and Comfortable Society
County, Nagano Prefecture. downgrade left-hand curve in excess of the regulatory
- A total of 15 people (13 chartered bus passengers, the speed.
driver, and the relief driver) were killed, 22 passengers were The road to the accident site is a series of downhill curves Bus collides
with right-hand
severely injured, and four passengers received minor injuries after crossing Iriyama Pass. It is thought that the driver of Tire marks guardrail
in the accident. the chartered bus continued to drive while focusing on
- The accident occurred approximately 1 km down a sudden steering without braking sufficiently where engine braking,
succession of downhill stretches after the long uphill section etc., should have been used to drive at a safe speed. It is
Contact with
of the Usui Bypass comes to an end at Iriyama Pass. The the left-hand
thought that the direct cause of the accident was the loss guardrail
chartered bus strayed into the oncoming lanes while going about 100 m
of control of the vehicle as the vehicle’s speed increased
around a left-hand curve on a single-lane downgrade, before
as a result of driving in such a way that would not be accident site
smashing through a guardrail on the right-hand side of the
road and falling approximately 4 meter while rolling over. expected from a normal driver.
The driver had just been hired 16 days before the
accident, and the business operator had not made the Marks from contact
with guardrail
Aerial photograph of accident scene driver have a health checkup or aptitude test. Moreover, Tire marks on the
the driver had a blank period of at least five years when he curbstone
did not drive large buses, and it is conceivable that he did
not have sufficient experience or skill to drive a large bus
on a mountain road. It is thought that the fact that the
business operator allowed such a driver to drive the bus
without providing adequate guidance and education and
without checking his driving skills was a factor that led to Direction of travel
the accident.
The operation manager produced and used inadequate
operation instructions without investigating the route. A roll
call was not conducted before starting work, and selection
of the route and rest stops was left up to the driver.
The business operator entered the business at a time A camera for road
when demand for tour buses had grown greatly with the management caught
the bus crossing the
increase in inbound tourism. It is thought that a centerline.
circumstance leading to the accident was the fact that the
operator managed the business with little regard to safety,
with the securing and training of drivers having not kept up
with the rapid expansion in the scale of operations.
(Provided by Nagano Police)
Recurrence prevention measures Camera for road
management
(Chartered bus operators)
When selecting drivers, make sure that they have enough ability, after providing guidance and supervision according to the operational conditions
Make sure that drivers have health checkups and aptitude tests, as mandated by law, and provide labor management according to each driver’s condition of
health and appropriate guidance and supervision according to driving characteristics
Educate drivers on methods of safe driving according to the vehicle structure and route, and sufficiently check and evaluate drivers’ driving skills through
escort training
Operation managers are to always perform roll calls with drivers, give them written operation instructions that clearly state such matters as the route and
departure/arrival times, and make sure to provide instructions needed for safe operation.
Drivers are to make sure to encourage passengers to wear a seatbelt, even when sleeping at night.
(MLIT)
Enhance and strengthen the audit system, and verify that business operators have made appropriate corrections regarding legal violations identified in audits
Introduce a business license renewal system for chartered buses and make sure operators maintain a safety management system
Establish a system of onsite guidance, using private-sector institutions, to complement audits, and check the status of safety management at all chartered
bus operators at a frequency of about once a year-
Source) MLIT
(vii) Promoting measures to prevent accidents caused by rapid physical changes affecting drivers
The Council for Discussing Measures to Deal with Health-Attributable Accidents Involving Commercial Vehicles
was established in September 2015 to promote screenings as a more effective tool contributing to the early detection of
sleep-disorder breathing, cerebrovascular diseases, heart disease, and other key diseases, as recommended in the Manual
on Health Management for Drivers of Commercial Vehicles, which was revised in April 2014. Also, in order to encourage
operators to have their drivers have brain checkups, etc., we established guidelines on cerebrovascular disease counter-
measures for automobile transportation operators in February 2018.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 285
Section 4 Strengthening Safety Measures in the Transport Sector
(viii) Safety measures for the land transportation of international maritime containers
II In order to enhance the safety of the land transportation of international maritime containers, Guidelines for the Safe
Land Transportation of International Maritime Containers were compiled on June 2013. We are working to disseminate
these guidelines and ensure the effectiveness of them in collaboration with the stakeholders through stakeholders meet-
Chapter 7
ings and training sessions by related industries in rural areas.
(6) Comprehensive Safety Measures for Automobiles
(i) Considering vehicle safety measures for the future
Building a Safe and Comfortable Society
In light of a report in June 2016 by the Automobile Task Force of the Road Transport Subcommittee under the Trans-
port Policy Council, we are working to promote safety measures for children and seniors, safety measures for pedestrians
and bicyclists, countermeasures against serious accidents involving large cars, and vehicle safety measures focused on
handling new technologies such as automatic driving. Also, as a measure to prevent accidents involving elderly drivers,
we carried out a study, in the UN, with the aim of establishing international standards regarding advanced emergency
breaking systems based on an interim report compiled in a Vice Ministers Council among relevant ministries and agen-
cies in March 2017. Before the standards were established, we worked at promoting public awareness and encouraging
the adoption of Safety Support Cars (Support Car S) , such as by establishing a national government-run performance
certification system.
(ii) Expanding, enhancing, and strengthening safety standards
Through the adoption in Japan of international standards established in the UNECE World Forum for Harmonization
of Vehicle Regulations (WP.29) to improve the safety of automobiles, we expanded and strengthened security standards,
such as expanding the seats for which it is mandatory to have an unfastened seatbelt warning system. We also examined
measures to ensure the safety of carts that drive on public roads, such as improving visibility by other traffic and installing
seatbelts.
(iii) Promoting the development, commercialization, and popularization of advanced safety vehicles (ASV)
We promoted the full-scale spread of commercially viable ASV technology, such as advanced emergency braking sys-
tems, through cooperation among government, industry and academia. Also, under the sixth-term ASV promotion plan,
which began in FY2016, we worked at studying technical requirements for successor models of handling systems in cases
of driver abnormality, such as pulling over on the shoulder of the road.
(iv) Providing safety information through automobile assessment
In order to promote the development of safer automo-
Figure II-7-4-11 Lane departure prevention system
biles, and enable consumers to choose safe automobiles
and child restraint systems, the results of the assessment
of automobile safety were published. Assessment of lane
departure prevention systems began in FY2017.
(v) Efforts toward realization of automatic driving
Established under the purview of the UNECE World Fo-
rum for Harmonization of Vehicle Regulations (WP.29),
the Automatically Commanded Steering Function Informal
Working Group, co-chaired by Japan, has spearheaded the
formulation of international standards on automatic driv- Source) MLIT
ing, such as by proposing standards for automatic steering
that could allow for automatic driving on expressways. Among the different types of self-steering, international standards
on self-parking systems and lane keeping assist systems were established in March 2017 and, as a result, introduced in
Japan. Also, in Japan, we have begun studying the safety requirements that vehicles with advanced automatic driving
systems should have as well as measures to ensure safety.
286 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Strengthening Safety Measures in the Transport Sector
(vi) The vehicle type designation system
In response to inappropriate handling, by several automakers, on completion inspection for the type designated vehi- II
cles, we established a task force in November 2017 and examined whether there were any points that ought to be revised
regarding the reliable implementation of completion inspection by automakers, prevention of fraud, and the form of on-
Chapter 7
the-spot inspection by MLIT.
(vii) Swift and steady implementation of automobile recalls and informing users and others
In order to carry out vehicle recalls promptly and reliably, information is collected from vehicle manufacturers and
Building a Safe and Comfortable Society
users. In addition, checks are conducted and guidance is provided when audits are performed with respect to recall op-
erations carried out by vehicle manufacturers. Technical verifications are conducted by the National Traffic Safety and
Environment Laboratory of the National Agency for Automobile and Land Transport Technology on vehicles that are
questionable in terms of conformity with safety or environmental regulations. To encourage recall repairs, we stepped up
the dissemination of information to users through websites and social media. In order to reinforce the collection of infor-
mation on defects, dissemination activities in connection with the hotline concerning information on automobile defects
(www.mlit.go.jp/RJ/) are being proactively undertaken.
In addition, the information collected by the MLIT including malfunctions, accidents, and fires are made public and in-
formation is provided to users regarding matters that require the attention of users or details necessary for the appropriate
usage or maintenance and management or to take appropriate measures when malfunctions occur. In particular, we used
press releases and other means to call on users to be wary of non-type approved child restraint systems that threaten the
safety of children.
Also, in FY2017 the number of recall notifications was 377 and the number of recalled vehicles was 7,700,000.
(viii) Sophistication of vehicle inspections
In order to prevent illegal secondary modificationsNote and the early detection of vehicular malfunctions, information
technology is being utilized to make vehicle inspections more sophisticated.
(7) Victim Support
(i) Protecting victims with the automo- Figure II-7-4-12 Automobile Liability Security System
bile liability security system
The automobile liability security system, Policy holder
(car user) Confirm correctness MLIT
implements various victim relief measures Insurance
Insurance
of payment
fee
such as insurance payments of Compulsory company
Automobile Liability Insurance, govern- Part o
f insu
rance
mental indemnity services (relief for vic- Accident victim Insurance premiu
m, etc
money .
tims of hit-and-run and uninsured car acci-
dents), and payments for nursing care fees
Victim relief for those not adequately
and administration of nursing care centers covered by insurance payout
for those with severe residual disabilities
based on the principle of the mutual support Measures for road traffic injury prevention and victim assistance
of the car society and is fulfilling a big role Victim relief Prevention of accidents
Victims of
in protecting victims of traffic accidents. hit-and-run
incidents
or accidents
involving
(ii) Promoting traffic accident consulta- uninsured Government Indemnity services
vehicles
tion activities
In order to promote the activities of traf- Source) MLIT
fic accident consultation offices set up by
local governments, we are supporting consultation activities in communities, such as by increasing the handling capa-
Note Conduct whereby, after a vehicle undergoes a new inspection with components removed, the given components are re-attached
to the vehicle and used accordingly.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 287
Section 5 Crisis Management and Security Measures
bilities of counselors through training and the publication of practical manuals, and by holding meetings for liaison and
II coordination and the sharing of information, as well as by publicizing the availability of consultation activities through
websites. In this way, we are helping to improve the welfare of traffic accident victims.
Chapter 7
(8) Safety Measures for Mechanized Car Parking
In May 2017, JIS standards were established for standards related to the safety of mechanical parking equipment in
order to improve quality based on international mechanical safety thinking and to create standards that are applicable to
many kinds of mechanical parking equipment.
Building a Safe and Comfortable Society
Also, in December 2017, the City Facilities Working Group of the Town Planning Fundamental Issues Subcommittee
in the Infrastructure Development Council compiled a report on the specific direction for measures aimed at ensuring the
safety of mechanical parking equipment in the future.
Section 5 Crisis Management and Security Measures
1 Promoting Crime and Terrorism Counter-measures
(1) Coordinating with Other Countries for Crisis Management and Security Measures
(i) International initiatives for security
In addition to participating in meetings and projects in the field of transport security at international conferences and
organizations such as Group of Seven (G7), International Maritime Organization (IMO), International Civil Aviation
Organization (ICAO), and Asia-Pacific Economic Cooperation (APEC), this knowledge is applied to domestic security
measures while promoting initiatives for international cooperation and harmony. In the maritime affairs sector, Japan,
together with the United States and other countries, proposed draft guidelines on maritime cyber security. Guidelines
developed based on that proposal were approved at an IMO meeting held in June 2017.
The International Working Group on Land Transport Security (IWGLTS) established in 2006 currently has a partic-
ipation of over 16 nations and is expected to further evolve as a framework for bilateral dialogue with the United States
of America and European Union on land transport security and it will be utilized to improve domestic security and inter-
national contributions.
(ii) Anti-piracy measures
According to the International Maritime Bureau (IMB), there were 180 instances of piracy and armed robbery in 2017.
Broken down by region, the sea area around Somalia accounted for 9 instances, Africa (the Gulf of Guinea) accounted for
45 instances, and the sea area around Southeast Asia accounted for 76 instances.
While the number of heinous cases of piracy increased rapidly in the sea area around Somalia beginning in 2008, such
cases have declined to low levels in recent years thanks to anti-piracy efforts by the navies of different countries, the im-
plementation of self-defense measures based on best-management practices (BMP)Note on the part of merchant ships, and
the initiatives of the international community, such as in terms of the presence of armed security on board merchant ships.
Nevertheless, in 2017 there was an instance of hijacking̶the first in four years in 2013̶and circumstances in terms of
the navigation of merchant ships remain unpredictable.
Under this situation, a Japan Maritime Self-Defense Force destroyer is conducting escorts of merchant ships in the
Gulf of Aden as well as surveillance patrols by the P-3C patrol aircraft based on the Law on Punishment of and Measures
Against Acts of Piracy. The MLIT provides a contact point for escort requests from shipping companies and others and
selects vessels to be escorted. The MLIT also steadily applies the Act on Special Measures Concerning the Guarding of
Japanese Ships in Pirate-infested Waters (in force since November 30, 2013), which allows security guards employed
by commercial security companies to guard Japanese-flagged vessels with which certain requirements are satisfied and
Note Stipulations of self-defense measures (such as measures to avoid piracy and the development of escape compartments onboard
a ship) to prevent or minimize the harm caused by Somali piracy as produced by the International Chamber of Shipping and other
international shipping organizations.
288 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Crisis Management and Security Measures
ensures the complete navigational safety of State of the Occurrence of Piracy and Armed Robbery
Japanese-flagged vessels. Figure II-7-5-1 Against Japanese-related Ships as Reported to the MLIT
(2017)
II
In order to deal with pirates off the coast
of Somalia and in the Gulf of Aden, the
Chapter 7
Japan Coast Guard dispatches eight of its
officers to Japan Maritime Self Defense
Force destroyers to conduct judicial po-
lice activities in cases of piracy incidents.
Building a Safe and Comfortable Society
These Coast Guard officers are engaged
in vigilance against piracy and the collec-
tion of information together with Maritime
Self-Defense Force officials. The Japan
Coast Guard also dispatches airplanes to lit- : Incidents in which articles from the ship
and other items were stolen
toral states in those areas to conduct pirate : Incidents in which the ship was boarded
but harm and losses were avoided
escort and extradition drills with the coast
guard agencies of the relevant countries. Source) MLIT
In the seas of Southeast Asia, the Japan
Coast Guard dispatches patrol ships and airplanes to conduct cooperative anti-piracy drills and to exchange opinions and
information with the coast guard agencies of countries where port calls are made. These are part of its efforts to promote
links and cooperative relationships.
In addition, we are working actively to help increase law-enforcement capabilities, including conducting trainings for
members of coast guard agencies of littoral states in these regions. We also contribute to international coordination and co-
operation through international bodies, such as by dispatching personnel to the Information Sharing Center (ISC), which
was established according to the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against
Ships in Asia (ReCAAP).
Changes in the Number of Incidents Involving Piracy and Armed Robbery Worldwide (According to the IMB
Figure II-7-5-2 Report) and Number of Incidents Involving Piracy and Armed Robbery by Sea Area in 2017 (According to
an IMB Report)
(Number of incidents) Somalia and the Gulf of Aden,
500 Red Sea 9
445 439
410
400
293 219 237 297
300 218 264 Other 39
245 246
75 15 191
111 11 180 Indonesia 43
200 70 2
46 104 128 147 9
54 80 141 68
48 39 76 Venezuela 12
100 59 53 62 51 31 55
117 41 45
69 98 69 70 68 66
56 52 50 Philippines
0 Nigeria
08 09 10 11 12 13 14 15 16 17 (Year) 22
33
Other Southeast Asia
West Africa (Gulf of Guinea) Sea area around Somalia
Malaysia 7
Bangladesh 11
Straits of Singapore 4
(Notes) 1 In the years between 2003 and 2009 and in 2014, the number of incidents of piracy in the waters around Somalia involved incidents occurring in Somalia, the Gulf of Aden, and the Red
Sea; in the years between 2010 and 2013, the number of incidents of piracy in the waters around Somalia involved incidents occurring in Somalia, the Gulf of Aden, and the Red Sea,
as well as incidents occurring in the Arabian Sea, Indian Ocean, and Oman.
2 The number of incidents for West Africa consists of incidents occurring in Angola, Benin, Cameroon, Congo, Gabon, Ghana, Guinea, Guinea-Bissau, Cote d Ivoire, Liberia, Nigeria,
Republic of Congo, Senegal, Sierra Leone, and Togo.
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 289
Section 5 Crisis Management and Security Measures
(iii) Security measures for ports
II Through the sharing of information with other countries and other international efforts related to port security, such as
meetings with Japan-ASEAN port security experts, we are improving port security throughout the region.
Chapter 7
(2) Comprehensive and Strengthened Counter-Terrorism Measures for Public Transport
The threat of global terrorism continues to be a serious one, and so it is important to carry out anti-terrorism measures
for public transportation and key infrastructure. Preparing for the Tokyo Olympics and Paralympics in 2020, MLIT estab-
lished the Antiterrorism Working Group, chaired by a Senior Vice-Minister of Land, Infrastructure, Transport and Tour-
Building a Safe and Comfortable Society
ism, to promote security measures. Under that working group, we established the Soft Target Antiterrorism Team and are
proceeding with a cross-ministerial study. Going forward, we will strengthen both structural and non-structural anti-ter-
rorism measures within our fields of jurisdiction and continue to carry out initiatives in coordination with relevant minis-
tries and agencies.
(i) Promoting counter-terrorism measures Implementing Displaying Security and User Participation
Figure II-7-5-3
for railways as the Axis of Railway Counter-Terrorism Measures
In addition to increasing security cam-
eras within stations and strengthening pa-
trols, crisis management levels are set
and operated as well as displaying secu-
rity and user participationNote as the axis (Picture 1) “Crisis management
(Picture 3) Displaying request for
cooperation relating to any suspicious
poster” displayed inside the station
of promoting counter-terrorism measures. objects, etc. discovered on the platform
ticker
(Picture 2) “Anti-terrorism
cooperator emblem” on sales staff, etc.
(Picture 5) Warning messages (Picture 6) Utilization of train intercom for the discovery of suspicious
(Picture 4) Patrols by security (such as “This area monitored by security objects, etc. (State “For the discovery of suspicious activity”
guards and staff. cameras” ) are conspicuously displayed. prominently on the explanation sticker as grounds for reporting
Source) MLIT
Security Measures for International Voyage
Figure II-7-5-4
(ii) Promoting counter-terrorism measures for ships Ships and International Port Facilities
and ports International voyage ship
( ( ( ( )) ) ) Installation of ship security
MLIT has been engaged in ensuring security, through alarm system
Management of cargo handling
approval of the Ship Security Plan of the Japanese ships (confirming that manifest matches the loaded cargo, etc.)
engaged in international voyage and ship verification of Monitoring inside and
outside the vessel
them, approval of the Port Security Plan of the international Manage the boarding and disembarking of ships
(guarding entry and exit, etc.)
port facilities in Japan, and control of all the ships entering Appointing the ship security officer
(Person responsible for implementing the ship security plan)
into the ports, such control includes verification of them
and Port State Control (PSC), in accordance with Act on International port facilities Appointing the port’s security officer
(Person responsible for implementing the port’s security plan)
Assurance of Security of International Ships and Port Fa-
cilities. In addition, we will continue to implement joint Managing entry and exit to port facilities Manage the handling of cargo
inspections of security systems with the police, Japan Coast
Guard and others in an effort to further strengthen security Monitoring inside and outside of port facilities
Establishing restricted areas
(prevent unlawful entry)
measures. Establishing restricted areas (installing fences)
Install security lighting, surveillance cameras, etc. (Prevent unlawful entry)
Source) MLIT
Note Displaying Security: Measures to proactively prevent terrorism by making security highly visible to people.
User Participation: Measures to promote each individual railway user to be aware of preventing terrorism and take appropriate
actions to strengthen the network for monitoring terrorist activities.
290 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Crisis Management and Security Measures
(iii) Promoting counter-terrorism measures for aviation
In order to do every possible thing to prevent terrorist attacks toward aircraft in our country, the aviation security frame- II
work is being strengthened in accordance with the international standards defined by the Convention on International
Civil Aviation. In such situation, corresponding to the cases of terrorism and the unlawful intrusion inside and outside our
Chapter 7
country, in addition to strengthening the fences for intrusion preventive measures against vehicles and people, prompt
measures are being taken such as installing sensors on every airport, which are able to cope with intrusion. Furthermore,
as part of efforts to strengthen aviation security measures, in FY2017, new body scanners were installed at eight airports,
including Naha and Kagoshima, and high-performance automatic explosives detectors were newly installed in some
Building a Safe and Comfortable Society
major airports, including Tokyo International Airport. Also, information exchanges with major countries are carried out
through active participation in international conferences and other opportunities to share Japan s experience with the latest
security measures.
(iv) Promoting counter-terrorism measures for automobiles
Relevant businesses are instructed to carry out inspections inside vehicles, strengthen patrol of the inside and perim-
eters of business offices and garages, and dispatching security officers to major bus stops during seasons with increased
travelers.
(v) Promoting counter-terrorism measures for major facilities
For various river facilities special attention is paid for suspicious objects during river inspections and sight patrols; the
lockout of entries and exits of dam management offices and dam body inspection corridors is also being strengthened. For
various road facilities, special attention is paid to suspicious objects when patrolling expressways and directly managed
roads and the trash boxes of rest facilities is also being aggregated. For national parks, security patrols are strengthened
and caution is called for with various bulletins. At construction sites signboards are installed along with other measures
calling for greater caution.
(3) Balancing Security and Efficiency of Logistics
For international logistics, initiatives to balance security and efficiency are spreading to each country, even in our
country, the dissemination of AEO systemNote 1 for logistics companies is being promoted. At present, the cargo for which
the export declaration is done by AEO exporter, and AEO bonded transporter transports the cargo up to the bonded area,
export declaration for the cargo is entrusted to AEO customs broker, also receiving the export permission before the cargo
is stored in bonded area.
For the security system of air cargo with the purpose of protecting air cargo from the shipper to loading on aircraft, the
KS/RA systemNote 2 based on international standards established by the ICAO is adopted. Then, based on the request of
the United States for further security strengthening, the system was revised while maintaining the smooth performance of
the logistics, applied from October 2012 for the United States for international passenger flights equipped with cargo, the
same system was also expanded for application of all international passenger flights equipped with cargo from April 2014.
Also, in the container terminals of major ports, an access control system is being implemented to accurately confirm the
identity and association of truck drivers and full-scale system operation started from January 2015.
(4) Information Security Measures
The sophistication of cyber attacks on government institutions and businesses has been growing in recent years. Amid
the increasing importance of initiatives for information security measures, measures will need to be further fortified as we
head toward the Tokyo Olympic and Paralympic Games in 2020.
For this reason, MLIT is taking information security measures, including at incorporated administrative agencies and
critical infrastructure operators under its jurisdiction (aviation, railway, and logistics). These measures include carrying
Note 1 A system for the customs to certify international trade related business operators with well developed system of security man-
agement of cargos and compliance with laws and to grant the benefit of simplifying customs clearance.
Note 2 A system that confirms the safety of all air cargo before loading the aircraft for designated shippers (Known Shipper), designated
air cargo shipping businesses or designated air shipping agents (Regulated Agent), or air carriers.
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Section 5 Crisis Management and Security Measures
out initiatives to enhance and strengthen preparedness for dealing with cyber attacks. For especially important infra-
II structure, we plan to begin provisional operation from FY2018 of the tentatively named Transportation-ISAC, which is a
system for business operators to share information and conduct analyses and countermeasures in coordination with each
other.
Chapter 7
2 Establishing a Response System for Accident Disasters
When accident disasters such as accidents involving multiple fatalities occur on rail, air, etc. or ships are involved in
Building a Safe and Comfortable Society
oil spill accidents, a disaster response headquarters is established within the MLIT to develop a system to collect and
aggregate precise information quickly and be able to implement disaster emergency measures with relevant government
agencies.
For accident disasters at sea, coordination with relevant organizations is being furthered such as ensuring a dispatch
system for patrol vessels and aircraft and readying disaster mitigation equipment and rescue equipment, in addition to
implementing joint training. Also, environmental protection information on coastal waters needed to contain oil, etc., is
being compiled and provided.
3 Ensuring Public Safety at Sea
(1) Promoting Counter-Terrorism Measures
As measures to prevent terrorism, nuclear power plants, petroleum complexes, and other important facilities in coastal
areas are subject to surveillance and detection functions carried out by patrol vessels and aircrafts. Passenger terminals,
ferries, and other soft targets where large numbers of people can be found are also subject to surveillance and detection
functions on a priority basis.
Counter-terrorism measures are also being carried out by public-private partnerships formed through close ties with rel-
evant organizations and local governments. Such measures include the provision of thorough guidance to business opera-
tors on the matter of self-security, encouragement of counterterrorism drills, raising passengers awareness of the risks of
terrorism and calling on them to quickly report suspicious matters, the implementation of joint trainings on antiterrorism
measures, and the holding of conferences on maritime and coastal antiterrorism measures. Also, we are now discussing
how to strengthen antiterrorism measures in anticipation of the Tokyo Olympic and Paralympic Games in 2020.
(2) Promoting Measures Against Suspicious Vessels and Spy Ships
It is well known that suspicious vessels and spy ships are probably engaged in serious crime in our country s territorial
waters and to shed light on their objectives and activities, suspicious boats needs to be stopped for boarding inspection
and if crime is discovered, it needs to carry out a proper criminal investigation. For this reason, in response to suspicious
vessels and spy ships, the Japan Coast Guard which is a police organization deals with them as the primary agency in
cooperation with relevant government agencies.
The Japan Coast Guard conducts various training as well as closely works with relevant agencies, etc. to exchange
information, and thereby strives to detect suspicious vessels and spy ships early as well as to maintain and improve capa-
bilities to cope with them.
(3) Promoting Measures Against Maritime Crimes
Examples of recent trends that we are seeing in terms of maritime crimes include cases in which domestic poaching is
carried out by poachers and buyers working in tandem and cases in which funding is provided by crime syndicates. Mar-
itime environmental offences, such as cases in which waste products are illegally dumped into the ocean to avoid having
to pay for treatment costs, continue to be perpetrated. Furthermore, in crimes in which foreign fishing vessels operate ille-
gally, some vessels operate unlawfully under cover of darkness to evade control. International criminal organizations are
also getting involved in the smuggling and the illegal migration. Regarding various maritime crimes, there is still a need
for vigilance and Japan Coast Guard is strengthening surveillance and law enforcement, gathering and analyzing crime
information, and strengthening boarding inspections by effectively utilizing patrol vessels and aircraft as well as sharing
292 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Crisis Management and Security Measures
information with relevant domestic and foreign organizations as part of the efforts to pursue effective measures and take
strict yet appropriate measures against maritime crimes. II
Column
Chapter 7
Column First Detection of a Gold smuggling case-into Japan
through transshipment
In May 2017, the Japan Coast Guard, in conjunction with relevant authorities, detected an incident of
smuggling gold bullion into the country through delivery at sea (handing over cargo at sea).
Building a Safe and Comfortable Society
In this incident, Chinese nationals who had come to Japan and Japanese nationals used a small boat
to receive around 206 kg of gold from a vessel of unknown nationality on the East China Sea and tried to
smuggle it into a fishing port in Karatsu City, Saga Prefecture. This was this first incident in Japan of smug-
gling gold into the country through transhipment and also the largest-ever amount seized in a single incident.
Also, in October 2017, an incident was detected in which Chinese crewmembers and Hong Kong pas-
sengers used a cruise ship to smuggle about 27 kg of gold into a port in Naha City, Okinawa Prefecture.
The gold seized in 2017 through the detection of these incidents amounted to a record-breaking 233 kg.
In addition, the Japan Coast Guard has also cracked down on the smuggling of drugs including meth-
amphetamine via the sea and has detected incidents of transshipment-using small boats and smuggling of
drugs hidden in sea cargo containers.
Situation during detection Gold seized (approx. 206 kg)
Source) MLIT Source) MLIT
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Section 5 Crisis Management and Security Measures
II Column
Column
Dealing Strictly with North Korean Fishing Boats Increasing Rapidly in Japanese
Waters Called Yamatotai: Ensuring the Safety of Japanese Fishing Boats
Chapter 7
An area in the middle of the Japan Sea called Yamatotai is Rough map of Yamatotai
a good fishing ground for squid and crab. The area is named
Yamatotai for the fact that the Yamato, a survey vessel in the
then-navy s Hydrographic Department conducted a detailed
survey of the area in 1926. Japan’s exclusive
Building a Safe and Comfortable Society
economic zone
The average depth of the Japan Sea is about 1,700 meters,
but the water is shallow (236 meters at the shallowest) in Ya-
matotai, which is the site of an oceanic ridge that developed
when the Japan Sea spread apart in the past. Ocean cur- Yamatotai
rents hitting Yamatotai, which can be described as a mountain
range in the sea, cause an upwelling of nutrient-rich deep-
sea water. This results in growth of plankton, which are food
for fish, turning Yamatotai into one of Japan s leading fishing
grounds. Source) MLIT
In recent years, North Korean fishing boats operating ille-
gally in Japan s exclusive economic zone have
Patrol vessel using water cannon at North Korean fishing boats
been increasing rapidly near Yamatotai, creating
a situation that threatens the safety of Japanese
fishing boats.
In addition to patrol by aircraft, the Japan Coast
Guard has been dispatching multiple patrol ves-
sel, including large patrol boats, to the area since
early July 2017, in order to ensure the safety of
Japanese fishing boats and respond the illegal
operations by North Korean fishing boats. These
patrol vessel have made over 1,900 North Korean
fishing boats leave Japan s exclusive economic
zone near Yamatotai by giving warning to leave Source) MLIT
using steam whistles and loud sounds as well as North Korean fishing boat leaving after being warned
water cannon at over 300 of those boats.
The Japan Coast Guard will continue to re-
spond strictly, in close cooperation with authori-
ties concerned, such as the Fisheries Agency.
Source) MLIT
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Section 5 Crisis Management and Security Measures
4 National Security and Protecting Citizens Lives and Assets
II
(1) Responding to North Korea Issues
In view of the international situation surrounding Japan, including North Korea s announcement in October 2006 that
Chapter 7
it had conducted a nuclear test, Japan prohibits certain ships connected with North Korea from entering its ports, in ac-
cordance with the Act on Special Measures Concerning the Prohibition of Entry of Specified Ships into Ports. In January
2016, North Korea conducted a nuclear test and in February it launched a ballistic missile referred to as a satellite. In
light of these developments, the government decided in a Cabinet meeting on February 19 to bar from entering Japanese
Building a Safe and Comfortable Society
ports any third-country ships verified through procedures set forth under Japanese law as having made a port call in
North Korea, in addition to ships registered in North Korea, beginning on that day. Also, in a Cabinet meeting on April
1, it was decided to include those ships among the ships subject to sanctions based on a decision of the United Nations
Security Council. Furthermore, in light of such facts as North Korea s nuclear test conducted in September, at a Cabinet
meeting on December 9, it was decided to also include from that day forward ships registered in Japan that were verified
through procedures set forth under Japanese law as having made a port call in North Korea. To ensure the implementation
of these measures, the Japan Coast Guard is conducting the confirmation of information regarding the arrivals of North
Korea-flagged ships. Also, to ensure the effectiveness of the measures banning exports to North Korea, such as United
Nations Security Council Resolution 1874, in accordance with the Special Measures Law Regarding Cargo Inspections,
etc., of Japan in Accordance with United Nations Security Council Resolution 1874, etc., close coordination with relevant
administrative agencies is promoted to ensure the effectiveness of measures stipulated by the law.
Based on the repeated occurrences of North Korean transgressions, the MLIT has fortified immediate response systems
in close coordination with relevant ministries and agencies, and a system for monitoring and keeping track of North Korea
remains in effect. Even in cases of nuclear testing and ballistic missile launches, we collect information and provide nec-
essary information to ensure the safety and security of the nation. In particular, in such cases as the possibility of a North
Korean ballistic missile coming near Japan, we transmit information directly, or through business operators, to aircraft
and ships near Japan, warning them to be alert. Moreover, the Japan Coast Guard is making system improvements with
the aim of automating the transmission of information to ships near Japan.
(2) Responding to Armed Attacks and Other Situations Under the Civil Protection Plan
In accordance with the Act concerning the Measures for Protection of the People in Armed Attack Situations and Ba-
sic Guidelines for Protection of the People that stipulates measures regarding the evacuation, rescue and minimization
of losses due to armed attacks, etc., the MLIT, the Geospatial Information Authority of Japan, the Japan Meteorological
Agency, and Japan Coast Guard stipulate Plan for the Protection of the People. The MLIT has stipulated that support for
engaging in communications and coordinating with designated public institutions as public carriers in connection with the
transporting of refugees in response to local government requests shall be provided. The Japan Coast Guard has stipulated
that the implementation of measures for alarms and evacuations shall be communicated and that required measures, such
as those to be taken to help guide refugees, shall be implemented.
5 Infectious Disease Measures
We are coping with the infectious diseases, by close cooperation with the relevant ministries and agencies, including
the Ministry of Health, Labor and Welfare and the Cabinet Secretariat for the measures.
For countermeasures against pandemic influenza and new infectious diseases, the Act on Special Measures for Pan-
demic Influenza and New Infectious Diseases Preparedness and Response (hereinafter Act on Special Measures) was
established in May 2012 and put into effect in April 2013. The Act on Special Measures is designed to limit the spread of
infections as much as possible, protect the life and health of national citizens, and minimize impact on citizen s lives and
the national economy by:1) businesses in general must work to cooperate with prevention and countermeasures and con-
sider impacts due to epidemics and work to implement appropriate measures in conducting business, 2) Registered busi-
ness operations eligible for prior vaccination must continue to carry out business activities that contribute to the stability
of citizen s lives and economy even during outbreaks, and 3) designated public institutions are required by regulation to
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 295
Section 5 Crisis Management and Security Measures
implement measures against breakouts of new type influenzas, etc., and designated public institutions that serve as trans-
II port operations must establish individual business plans in the event of new type influenzas, etc., emergency situations and
carry out necessary measures to appropriately implement the transport of passengers or cargo.
In June 2013, the National Action Plan for Pandemic Influenza and New Infectious Diseases of JAPAN based on the
Chapter 7
Act on Special Measures was approved by the Cabinet and it includes countermeasures against pandemic influenza and
new infectious diseases such as the basic policy, the implementation system, surveillance and intelligence gathering,
prevention and stopping of outbreaks, medical treatment, and ensuring the stability of citizen s lives and the national
economy for the various outbreak stages of pandemic influenza and new infectious diseases.
Building a Safe and Comfortable Society
In accordance with this, MLIT amended the MLIT Action Plan or Pandemic Influenza and New Infectious Diseases in
June 2013 and for the implementation of the newly incorporated various measures in the Act on Special Measures: 1) the
role of designated (local) public institutions which are transport business operators, and 2) responses when a declaration
of an emergency situation regarding Pandemic Influenza were defined. Additionally, during overseas outbreak phase,
cooperate with preventative measures to delay domestic epidemics as much as possible and when quarantine airports and
harbor are aggregated, call for cooperation between airport and port administrators, and after the early phase of domestic
outbreak, make transport requests for emergency supplies such as medical and food supplies in case of urgent need.
Since 2013, we have conducted an annual information transmission drill based on the scenario of an outbreak of a new
strain of pandemic influenza. Additionally, in 2016, we conducted an operations drill at the MLIT Headquarters for Pro-
moting Measures Against New Strains of Pandemic Influenza and Other New Infectious Diseases to verify the responses
that would be necessary during the spread of a new strain of pandemic influenza within Japan.
296 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Global Warming Countermeasures
Creating and Preserving a Beautiful II
Chapter 8
and Healthy Environment
Chapter 8
Section 1 Promoting Global Warming Countermeasures
Creating and Preserving a Beautiful and Healthy Environment
1 Implementing Global Warming Countermeasures
At the 21st session of the Conference of the Parties to the Framework Convention on Climate Change (COP21) held
in 2015, the Paris Agreement was adopted as a new international framework for reducing greenhouse gas emissions be-
ginning in 2020, with participation by all countries. The agreement went into effect in November 2016, and Japan is a
signatory nation.
Based on the Paris Agreement, Japan adopted the Plan for Global Warming Countermeasures by a Cabinet decision in
May 2016, and has committed to efforts toward the achievement of the mid-term objective to achieve a 26.0% decrease in
the FY2013 level of greenhouse gases by FY2030, and as a long-term objective aims to reduce emissions 80% by 2050.
The MLIT has committed to a wide array of policy development initiatives for achieving the mid-term objective based
on this plan, including making housing and buildings more energy efficient, measures for individual vehicles, and the
promotion of low-carbon urban development. In addition, we partially amended our Environmental Action Plan in March
2017, and set out long-term roles for the MLIT in mitigation policies and other environmental policies.
In March 2018, the Bill to Partially Amend the Act Concerning the Rational Use of Energy, which includes provisions
for certifying energy-saving efforts through the collaboration of multiple transportation operators and allowing corpo-
rations to allocate energy-saving credits amongst one another and report regularly, was submitted to the National Diet.
In addition, we are working toward the promotion of adaptation measures based on the Climate Change Adaptation
Plan devised in 2015 to counter the effects of climate change.
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Section 1 Promoting Global Warming Countermeasures
Figure II-8-1-1 Examples of MLIT Efforts in the Plan for Global Warming Countermeasures
II
Japanese government’s overall CO2, etc.,
Examples of MLIT Efforts in the Plan for Global Warming Countermeasures
emissions reduction targets for FY2030
Chapter 8
*These are only a portion of the efforts the MLIT is making in each sector.
-26.0% from FY2013 (-25.4% from FY2005)
Individual Sector Emissions of Carbon Dioxide as an Energy Source Making buildings energy efficient
Unit: 1 million tons Promotion of obligation to comply with energy efficiency standards in new buildings, repair of existing buildings, etc.
- Required energy efficiency standards compliance rates in new buildings (floor area of 2,000 m2 or more)
FY2030 FY2013 (Reference) From 93% in FY2013 to 100% in FY2030
Creating and Preserving a Beautiful and Healthy Environment
Emissions Target (FY2005) Reduction Rate - Percentage of building stock that satisfies energy efficiency standards
From 23% in FY2013 to 39% in FY2030 [Examples of devices that improve energy efficiency]
Industrial 401 429 (457) -6.5%
Promotion of energy efficiency and creation methods in sewage systems
Business, Low-carbon urban development via thermal environment improvement through heat
168 279 (239) -39.9% island countermeasures
other High-efficiency
air conditioning units
Insulated window sashes/glass
Residential 122 201 (180) -39.3%
Making housing energy efficient
Transportation 163 225 (240) -27.6% Promotion of compliance with energy efficiency standards in new houses, LED lighting
repair of existing houses, etc.
High-efficiency hot water
- Percentage of new houses that comply with energy efficiency standards
Energy supply systems
73 101 (104) -27.7% From 52% in FY2013 to 100% in FY2030
conversion
- Percentage of housing stock that satisfies energy efficiency standards
Total 927 1,235 (1,219) -24.9% From 6% in FY2013 to 30% in FY2030
* “Greenhouse gases” refers to non-energy source CO2, nitrous oxide,
methane and others in addition to the energy source CO2 described Diffusion of next-generation automobiles, improvement of fuel efficiency
previously. The overall greenhouse gas reduction target is -26.0%. Support for realization of world-class fuel efficiency performance, adoption of next-generation automobiles, etc.
- Average fuel efficiency of privately owned vehicles: From 14.6 km/L in FY2013 to 24.8 km/L in FY2030
- Percentage of next-generation automobiles out of the total number of new cars sold: From 23.2% in FY2013 to 50%-70% in FY2030
(Other MLIT Efforts)
Promotion of low-carbon urban development (cross-sector measure) Promotion of traffic flow improvement
Promotion of the use of public transportation
Reduction of CO2 emissions from construction machinery (industrial sector)
Streamlining/modal shift of logistics
Installation of small hydraulic power generation facilities, etc. (energy conversion sector) Improvement of energy efficiency in rail,
Enhancing incineration at sewage sludge incineration facilities, etc. (nitrous oxide) ocean and air transport
Promotion of urban greening, etc. (CO2 sink measures), etc.
FC (Fuel Cell) bus Micro mobility CNG truck
Source) MLIT
2 Promoting Global Warming Countermeasures (Mitigation Measures)
(1) Promoting Low-carbon City Development
In urban areas with a considerable concentration of human residents and buildings, low-carbon urban development
plans produced by municipalities according to The Low- Carbon City Act, which came into force from the standpoint
of the desire to advance low-carbon urban development in accordance with the consolidation of urban functions, the
promotion of the use of public transit in connection with this consolidation, and the promotion of green conservation
and greening initiatives, came to be formulated by twenty-four cities by the end of fiscal year 2017. Low-carbon urban
development will continue to be promoted for initiatives under these plans through statutory special measures, taxation
systems, fiscal measures, and other means.
(2) Promoting the Development, Distribution and Optimal Utilization of Environment-friendly Vehicles
(i) Improving mileage of vehicles
Based on the Law Concerning the Rational Use of Energy (Energy Saving Act), we are formulating fuel efficiency
standards and the like, and are striving to improve the fuel efficiency performance of automobiles. In December 2017, the
Automobile Fuel Efficiency Standards Subcommittee (a subordinate committee operating under the Council of Transport
Policy) and others began discussions regarding the formulation of next-generation fuel efficiency standards for heavy
vehicles.
(ii) Framework for promoting improvements in fuel efficiency
To make it easier for consumers to identify and select vehicles that offer exceptional performance in terms of fuel ef-
298 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Global Warming Countermeasures
ficiency, we have obligated automobile manufacturers and others to publish fuel efficiency information in their catalogs,
and a program for evaluating and publicizing performance in terms of the fuel efficiency of automobiles is being run. II
To ensure that fuel efficiency information published in catalogs more closely applies to actual driving conditions, in
July 2017, the Automobile Fuel Efficiency Standards Subcommittee and others organized methods of publishing fuel
Chapter 8
economy information based on different driving situations̶including driving in cities, in suburbs and on expressways̶
and amended relevant laws and regulations.
Stickers are affixed to vehicles to enable fuel performance in terms of fuel efficiency to be outwardly discerned by
consumers.
Creating and Preserving a Beautiful and Healthy Environment
(iii) Promoting the dissemination of environment-friendly vehicles
We are implementing tax breaks through tax reductions for eco-cars and the green tax system to promote the spread of
automobiles that offer superior environmental performance.
We are promoting urban development based on the use of environmental vehicles by providing subsidies for the ac-
quisition of fuel-cell vehicles, electric vehicles, and micro-mobility vehicles from the standpoint of promoting global
warming countermeasures. In addition, subsidies are being granted to truck and bus business operators for the acquisition
of CNG automobilesNote 1, hybrid vehicles, and advanced environmental diesel trucks.
(iv) Development, application, and creating a usage environment for next generation heavy vehicles
Since FY2015, we have been pursuing scientific research to promote the development and commercialization of tech-
nologies related to high-efficiency next-generation diesel engines and next-generation large-sized vehicles known as
large-sized liquefied natural gas automobiles, from the standpoint of reducing carbon footprints and emissions.
(v) Promoting and disseminating ecological driving
MLIT has promoted holding symposiums and events all over the country in cooperation with the relevant ministries and
agencies of the government and the District Transport Bureaus. We also worked on promoting and spreading ecological
driving based on the 10 Reasons for Driving Ecologically. Furthermore, in order to promote and disseminate ecological
driving by the Automobile Carrier businesses, MLIT supports the introduction of the Ecological-driving Management
System (EMS)Note 2.
(3) Promotion of Traffic Flow Improvement
Various traffic flow measures are being tried, since improving the driving speed by smoothing the traffic flow will
improve the actual as mileage rate and decrease the carbon dioxide emissions from automobiles. Specifically, we are
developing ring roads and other arterial road networks that are effective in reducing through-traffic in the urban center
by providing them with alternate routes, working on grade separation of intersections and promoting serial railroad
grade-separation projects to eliminate unopened grade crossings. In order to realize smooth, safe transportation services,
we are also promoting initiatives for the smart use of roads in which the functions of the entire road network are used
optimally, such as improving the maintenance of and making small-scale improvements to existing roads. In addition, we
are improving the road environment to encourage the use of bicycles, and introducing LED road lights in order to reduce
carbon footprint of road facilities.
(4) Promoting the Use of Public Transportation
The shift from private vehicles to public transportation, which is more energy efficient and emits less CO2, is a neces-
sary facet of global warming countermeasures. Thus, we are helping to make public transportation more convenient by
introducing an LRT/BRT system, promoting transitions to universally accessible stations, and promoting the introduction
of public transit IC cards and other computerization initiatives. In addition, we have made efforts to provoke the diffusion
of ecological commuting at the individual business level through a program to certify Eco-Commuting Excellence Offic-
Note 1 Compressed Natural Gas Vehicles (Natural Gas Automobiles)
Note 2 Plan for the implementation of planned and continuous ecological driving of motor vehicles with the integration of evaluation and
guidance
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 299
Section 1 Promoting Global Warming Countermeasures
es. Furthermore, information analysis and Promotion of Ecological Commuting through Mobility
II validation results of past activities for the
Figure II-8-1-2
Management
Environmentally Sustainable Transport Promoting ecological commuting in business facilities of enterprises, etc., through mobility management
(EST) Model Project are being provided. After implementation
Chapter 8
Before implementation
(Mostly targeting commuters using personal vehicles) Train station Train station
Workplace
(5) Optimizing Logistics Park
and ride Commuting with
Commuter
bus
public transportation
Exceeding 50% of the total domestic “Ecological commuting”
transportation modes in Japan, trucks ac-
Creating and Preserving a Beautiful and Healthy Environment
count for the majority of the share ratio Efforts lead by enterprises
Carpool
commuting
(ton kilometer basis in transportation). Encouragement for employees
Provision of information for
<Issues>
The CO2 emissions base unitNote 1 of trucks Residence, - Occurrence of a traffic jam
trains and buses
Review of commuting system
Bicycle
dormitory, etc. - Deterioration of surrounding environment commuting Workplace
is greater than that of mass transportation - Tardiness or traffic accidents of employees Introduction of commuter bus, etc. Residence,
dormitory, etc.
such as railroads and domestic shipping, Eco-commuting Excellence Office Certification Scheme established in June 2009
and trucks account for 90% of the CO2 Secretariat of Scheme: MLIT, Foundation for Promoting Personal Mobility and Ecological
Transportation
emissions in logistics. In order to reduce Certification and registration of business facilities that actively implement ecological
commuting by the Conference on the Promotion of Public Transportation (MLIT, Ministry
of the Environment, METI, traffic businesses, economic organizations, individuals with
CO2 emissions while sustaining domestic relevant knowledge and experience).
640 business facilities registered as of March 2018
logistics, we must strive to utilize energy
Source) MLIT
efficient transportation modes such as rail-
roads and domestic shipping in addition to
improving energy efficiency and transportation efficiency of trucks. With a view to establishing an efficient system of
logistics with a lower environmental impact, we are providing support for initiatives concerning efforts to promote the
dissemination of freshness-preserving containers that leverage new technology and large CNG trucks and other environ-
mental vehicles, and smaller carbon footprints generated by logistical sites, ports and harbors. We are also promoting
the dissemination of equipment containing natural coolants for use in warehouses for frozen and refrigerated goods. In
addition, we are providing support for promoting joint transportation and modal shifts and for introducing new container
freight cars capable of high speeds and advanced transportation performance, as well as working to revitalize coastal
shipping and ferries through such efforts as promoting the construction of energy-saving ships. We are also working to
disseminate the Eco Rail Mark (188 products (213 items) and 85 cooperating enterprises certified as of the end of Septem-
ber 2017), and the Eco Ship Mark (127 consignors and 143 logistics businesses enterprises certified as of the end of March
2018). In ports and harbors that are a hub for maritime and overland transportation, we are endeavoring to reduce overland
transportation distances for cargo by promoting the development of international maritime container terminals, interna-
tional logistics terminals, and domestic logistics sites compatible with combined multimodal transportation. In ports and
harbors, we are also engaged in efforts to support the introduction of energy-saving systems, promote modal shifts and
transportation streamlining based on the use of marine transportation for reverse logistics, facilitate the introduction and
promote the use of recyclable energy, develop green tracts to contribute to CO2 absorption, and create seaweed beds and
other such ecosystems. In addition, we will continue discussions regarding blue carbonNote 2 in conjunction with relevant
ministries and agencies and others.
In addition, in cooperation with the relevant ministries and related organizations, we hold the Green Logistics Partner-
ship Conference to give awards to the excellent operations through the collaboration of logistics operators and shipping
companies and to raise public awareness.
Note 1 The amount of CO2 emitted by shipping 1ton of cargo for a distance of 1km.
Note 2 Carbon absorbed and fixed by sea algae, etc., in the ocean
300 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Global Warming Countermeasures
Figure II-8-1-3 Promotion of Activities through the Green Logistics Partnership Conference
Green Logistics Partnership Conference (Manager: Takehiko Sugiyama, Promoter of Green Logistics Partnership Conference Express Highway Research Foundation of Japan)
II
- This conference was launched as a conference for promoting awareness of the importance of green logistics and stimulating interactions among cargo owners, logistics
Chapter 8
companies, and other concerned parties in order to advance CO2 reductions in the logistics sector. Since FY2015, this conference has been promoting not just initiatives to
reduce amounts of CO2 emissions but also initiatives to reduce other burdens on the environment, improve the productivity of logistics, and otherwise contribute to the estab-
lishment of sustainable systems of logistics.
- Organized by: Ministry of Land, Infrastructure, Transport and Tourism; Ministry of Economy, Trade and Industry; Japan Federation of Freight Industries, Japan Institute of Logis-
tics Systems Supported by: Japan Federation of Economic Organizations
- Established: April 2005
- Membership: 3,411 members (as of March 23, 2018) --- Logistics Companies, Cargo Owners, each of the industry associations, think tanks, research institutes, etc.
- Introduction and commendation of excellent businesses as well as holding discussions regarding Green Logistics aimed towards the expansion of voluntary efforts in the
private sector aimed at reducing CO2 emissions.
Creating and Preserving a Beautiful and Healthy Environment
Summary of the awarded enterprises
[Purpose] To encourage enterprises to autonomously engage in initiatives and promote the dissemination and growth of the concept of green logistics by recognizing
meritorious achievements in connection with initiatives carried out to successfully reduce burdens on the environment in the logistics sector, improve the productivity
of logistics, or otherwise establish a sustainable system of logistics.
[Types of Awards] Ministers Award, Director-Generals Award, and a Special Award have been created.
Ministers Award --- Award from Minister of Land, Infrastructure, Transport and Tourism; Award from Ministry of Economy, Trade and Industry
Director-Generals Award --- Award from Ministry of Logistics Deputy from the Ministry of Land, Infrastructure, Transport and Tourism Secretariat;
Award from Ministry of Commerce and Distribution Safety Deputy from the Ministry of Economy, Trade and Industry Secretariat
Special Award --- Award on the level of the Ministers Award and the Director-General Awards for particularly superior initiatives (created in 2013)
Examples of Cases Awarded by the MLIT (FY2017)
◆Award from the Minister of the MLIT
Initiative Name: Expanding Cooperation Work in the Logistics Sector for Asahi Breweries and Kirin Brewery Company: Opening of the Kanazawa
Distribution Center and Shared Use of Container Railway
Companies: Nippon Express Co., Ltd., Asahi Breweries, Ltd., Kirin Brewery Company, Ltd., Japan Freight Railway Company Example recipient of the Award from the Minister
of the MLIT: Shared use of container railway
◆Award from the MLIT Minister’s Secretariat Deputy Vice-Minister of Logistics
Initiative Name: Efforts toward Modal Shifts for Frozen Food Products
Companies: Logistics Network, Inc., Nichirei Foods Inc., Ocean Trans Co., Ltd., Nippon Express Co., Ltd.
◆Special Award from the Green Logistics Partnership Conference
Initiative Name: Efforts toward Modal Shifts for Frozen Food Products
Companies/Organizations: Hitachiota Industrial Development Co., Ltd.; Michi-no-eki Hitachiota Association of Farmer’s Market Shippers of Agricultural
Products, etc.; Marusho New Foods Co., Ltd.; Ibaraki Kotsu Co., Ltd.; Nakano-ku, Hitachiota City Award from the Minister of the MLIT
Source) MLIT
(6) Promoting Low Carbonization of Railways, Ships, and Aviation
(i) Initiatives contributing to further enhance environmental performance in the railway sector
While rail has a smaller environmental impact than other modes of transportation, we are promoting the adoption
of railroad-related facilities tied to the Ministry of the Environment and systems that help railway carriages generate a
smaller carbon footprint and save energy and promoting the development of technologies to help improve environmental
performance in order to further reduce the impact that rail has on the environment.
(ii) Initiatives for energy conservation and low carbonization in shipping
We are promoting a shift to energy-saving, low-carbon ships in the area of coastal shipping by advancing the con-
struction of vessels that contribute to energy conservation and supporting the demonstration of innovative energy-saving
technologies. In pursuit of advancing the development of an international framework and disseminating and promoting
the development of technologies on an integrated basis in the area of international shipping, we have been supporting the
private-sector development of technologies for the purpose of further reducing CO2 emissions from vessels since FY2013
and spearheading international negotiations in IMO with proposing reduction targets and measures for realizing them to
devise and adopt the Initial IMO Strategy on reduction of GHG emissions from ships.
(iii) Initiatives to reduce CO2 emissions in aviation
We are advancing the implementation of area navigation (RNAV), which enables shortening flight time and distance
and the User Preferred Route (UPR) method, which allows the flight to have the most efficient altitude desired by the pilot,
as well as enhancing aerial traffic systems by implementing the Continuous Descent Operation (CDO) which sustains
minimal engine output by continuously descending without leveling out at any point during descent. We also promote the
use of ground power units (GPU) for airplanes and ecological cars such as Ground Service Equipment (GSE) vehicles
as a part of Eco Airport (eco friendly airport) activities. In addition, we are spearheading discussions on the creation of
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Section 1 Promoting Global Warming Countermeasures
global frameworks for reducing CO2 emissions in aviation by participating in discussions regarding detailed rules for the
II implementation of the emissions trading system for the international aviation sector agreed upon at the ICAO Assembly
held in October 2016, and in the Asia and Pacific Initiative to Reduce Emissions (ASPIRE), in which air traffic control
authorities and airlines cooperate to attain efficiency in air transport. Furthermore, efforts to promote the use of alternative
Chapter 8
aviation fuels are being conducted in collaboration with the various stakeholders.
(7) Enhancing Energy-saving Capabilities in Housing and Buildings
The rise in the amount of energy consumed by the civilian sector is more prominent than in other sectors, which makes
Creating and Preserving a Beautiful and Healthy Environment
improving energy-saving capabilities in housing and buildings an urgent task.
In response to the fact that the basic energy plan will progressively mandate that new dwellings and buildings comply
with energy-saving standards by 2020, the Act on the Improvement of Energy Consumption Performance of Buildings
(Building Energy Efficiency Act), which sets forth regulatory measures such as measures for mandating compliance with
energy-saving standards on the part of buildings above a certain size other than dwellings, and guidance measures such
as measures with respect to a program for certifying buildings demonstrating excellent energy-saving performance and
a program for indicating energy-saving performance, was promulgated in July 2015. The guidance measures went into
effect in April 2016 and the regulatory measures went into effect in April 2017.
In order to communicate energy-saving performance to consumers in an easy-to-understand manner, efforts are un-
derway to upgrade and disseminate a housing-performance indication system, CASBEE, the Building Energy-efficiency
Labeling System (BELS), and other such programs.
Aside from this, the MLIT is supporting various efforts, such as the introduction of cutting edge CO2 emissions reduc-
ing technology and energy-saving renovation, as well as efforts by small and medium-sized contractors to work together
to build ZEH (net zero energy housing) and certified low carbon buildings, while also lowering the interest rate by using
the Japan Housing Finance Agency s securitization support business framework. In addition, it is working for the devel-
opment and dissemination of things like the design and construction technology of energy-saving houses and buildings
through holding workshops for design and construction professionals and providing support for the technological devel-
opment of the leading private firms.
Furthermore, in order to stimulate energy-saving measures in pre-existing establishments, we are formulating sup-
portive taxation measures for renovation work towards energy conservation in already existing residences and buildings.
(8) Promotion of Energy-saving Methods in Sewage
The reduction of carbon monoxide is being advanced by the implementation of energy-saving measures such as high
efficiency equipment for sewage treatment, and with new energy measures such as the processing of raw sewage into solid
fuel, and the high temperature incineration of raw sewage.
(9) Promotion of Environmental Measures for Construction Machinery
MLIT is implementing a system that gives type approval for construction machinery, such as hydraulic shovels and
bulldozers, that meet the fuel consumption standards for major construction machinery.
(10) Implementation of CO2 Sink Measures through Urban Greening
Urban greening is considered re-vegetation activities, which is subject to the greenhouse gas sink reports according to
the Kyoto Protocol. Based on the basic plans for greening as formulated by the municipalities, we are promoting mainte-
nance of city parks and the greening of communal facilities, such as roads and ports and private land.
302 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Global Warming Countermeasures
MLIT is also working on public awareness regarding the meaning and effect of CO2 sink measures by making cities
more low carbon and green by mitigating the heat island phenomenon through improvement in the thermal environment II
by things like improving ground covering.
Chapter 8
3 Promotion of the Use of Renewable Energy
According to the Energy Master Plan which was approved by the Cabinet in April 2014 and based on the fact that
that the introduction of re-usable energy is being expedited as much as possible, MLIT is promoting use of the re-usable
Creating and Preserving a Beautiful and Healthy Environment
energy potential in offshore wind-power generation facilities in ports, harbors, and other extensive infrastructure spaces
like airport facilities, as well as rivers and streams, and the stable yet abundant sewage biomass.
(1) Promotion of the Use of Marine Renewable Energy
Surrounded by the ocean on all sides, Japan is blessed with abundant sources of marine renewable energy, chief among
them offshore wind power. The occupation application system was used for the second time in Japan to hold an open ap-
plication for offshore wind power generation companies for Kashima Port, and the winning operator was selected in July
2017. In addition, we worked together with the METI to establish an Exploratory Committee for Offshore Wind Power
Generation Facilities in Ports and Harbors to hold discussions toward streamlining the process of reviewing offshore wind
power generation facilities and easing the burden on business operators based on the Electricity Business Act and the Port
and Harbor Act. In light of these discussions, we revised technical standards for offshore wind power generation facilities
based on the Ports and Harbor Act, and devised Uniform Commentary on Technical Standards for Offshore Wind Power
Generation Facilities, and Guidelines for Reviews Regarding Construction of Offshore Wind Power Generation Facilities
in Ports and Harbors in March 2018.
For marine energy such as wave and tidal power, the MLIT developed safety guidelines for floating power generation
facilities, and used them to conduct the world s first tests on floating tidal power generation facilities. We have worked
together with relevant ministries and agencies in this way in an effort to promote the realization of new marine renewable
energy.
(2) Promoting Small Hydroelectric Generation
As initiatives toward an introduction promotion of renewable energy, the implementation of small hydroelectric gen-
eration by using rivers is being pushed forward. Specifically, MLIT is working on the thorough use of unused energy by
the promotion of subsidiary power generating based on a registration system, providing project formation support by field
contact points, and support for the introduction of small-scale hydropower facilities at sediment control dams, as well as
the proactive introduction of power generation facilities for dam management at dams directly controlled by MLIT.
(3) Promotion of the Use of Sewage Biomass
The MLIT is promoting the use of energy derived from sewage sludge and the use of sewage heat.
In May 2015, the Sewerage Act was amended, thereby allowing heat exchangers to be attached to sewage conduits by
private businesses and mandating efforts to be undertaken by sewage administrators to reutilize sewage sludge as a source
of energy or fertilizer. Through the use of PPP/PFI, we will promote the energy utilization of sewage sludge by the use of
bio-gas and solid fuel, as well as the use of sewage heat as renewable energy heat.
(4) Promotion of Solar Power Generation Using Infrastructure Space
Based on the changes in energy supply and demand triggered by the Great Eastern Japanese Earthquake, and in addition
to the effective utilization of the vast spaces of sewage treatment plants, ports and harbors, and airport facilities, steps
have been taken to insure the installation and placement of solar power generation facilities by public entities in public
infrastructure spaces, such as government buildings, and for private businesses that can install such facilities in roads and
urban parks.
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Section 1 Promoting Global Warming Countermeasures
(5) Promotion of Contribution Towards the Hydrogen Society
II With the need for hydrogen energy expected to expand in the future, such as fuel cells for residential use (introduced
to the market in 2009) and fuel-cell cars (introduced to the market in 2014), MLIT is working on realizing a hydrogen
energy fueled society by preparing a conducive environment for the manufacturing, storage/transportation and usage of
Chapter 8
hydrogen. The MLIT also intends to continue its efforts in collaboration with relevant ministries and agencies on the Basic
Hydrogen Plan determined at the Cabinet Meeting on Renewable Energy and Hydrogen in December 2017.
(i) Promotion of dissemination of fuel-cell cars
Creating and Preserving a Beautiful and Healthy Environment
The MLIT will support the fuel-cell vehicle introduction projects of private businesses and others in an effort to work
toward the world s fastest diffusion of fuel-cell vehicles, and with the understanding that the diffusion of fuel-cell buses
and other vehicles that are expected to create a relatively consistent demand for hydrogen is particularly important in the
development of hydrogen supply infrastructure. Since FY2016, the MLIT has provided support for the full-scale intro-
duction of the five fuel-cell buses firstly in Japan.
(ii) Initiatives for the commercialization of vessels powered by hydrogen fuel cells
In an effort to establish safe environments as part of the development of the foundation for the commercialization of
hydrogen fuel cell ships, we have developed the guidelines for safety of hydrogen fuel cell-powered boats and Guidelines
for Hydrogen Bunkering.
(iii) Setting up a marine transportation system for liquefied hydrogen
Since FY2015, Kawasaki Heavy Industries and other companies have been producing hydrogen through the use of
brown coal, an unutilized energy source in Australia, and implementing a project to establish a supply chain for transport-
ing liquid hydrogen to Japan (METI Project to Demonstrate the Establishment of a Supply Chain for Hydrogen Derived
from Unutilized Energy Sources (MLIT partnership project)).
Therefore, in order for the MLIT to establish a highly efficient and safe method of loading and unloading liquefied hy-
drogen, energy carriers associated with the Strategic Innovation Promotion Program (SIP) have been engaging in research
and development since FY2014 on loading systems for liquefied hydrogen in collaboration with the Cabinet Office.
(iv) Promotion of the manufacture, use and application of hydrogen derived from sewage sludge
Sewage sludge is stable in terms of both quantity and quality, and is consolidated at sewage treatment plants. The prox-
imity to urban areas and other characteristics of sewage treatment plants create promise for the realization of an efficient,
stable hydrogen supply. Toward that end, we support the development and experimentation of hydrogen production tech-
nology at sewage treatment facilities to promote the manufacture, use and application of hydrogen derived from sewage
sludge, which is a form of renewable energy.
4 Promotion of Global Warming Countermeasures (Adaptation Measures)
We are comprehensively and systematically promoting initiatives to address the various consequences of climate
change based on the National Plan for Adaptation to the Impacts of Climate Change, which was adopted by a Cabinet
decision in November 2015. As part of this plan, the MLIT–which oversees various sectors, namely the conservation
of national land, and is tasked with creating safe, secure national land and communities–formulated the MLIT Climate
Change Adaptation Plan in November 2015, and is promoting adaptation measures.
Based on the MLIT Climate Change Adaptation Plan, we are engaged in efforts to discuss and develop comprehen-
sive adaptation measures regarding both structural and non-structural aspects in the fields of natural disasters (floods,
landslides, storm surges, tidal waves, etc.) and water resources and aquatic environments, as well as efforts regarding
measures based on the Outline of the Policy Framework to Reduce Urban Heat Island Effects, which contribute to the
continuous monitoring of climate change and the delivery of forecast data and other information, and to adaptation mea-
sures in the fields of national and urban lifestyles.
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Section 2 Promoting the Creation of a Recycling Society
Section 2 Promoting the Creation of a Recycling Society
II
1 Advancing Recycling in Construction
Chapter 8
Construction and demolition waste (CDW) excluding excavated soil accounts for approximately 20% of all industrial
waste, and therefore, suppressing its generation and promoting its reuse and recycling are major tasks. In FY2012, the
amount of CDW excluding excavated soil generated was reduced to 72.69 million tons, and the recycling/reduction rate
was high at 96.0%. The impending era of maintaining and updating of social infrastructure will likely result in changes to
the quality and quantity of construction byproducts, and therefore, we must promote further CDW recycling in the future.
Creating and Preserving a Beautiful and Healthy Environment
Sewage sludge also accounts for 20% of all industrial waste, reaching approximately 78.07 million tons in FY2015. We
are working on recycling and reduction of sewage sludge.
Figure II-8-2-1 Trends in CDW Volume, Recycling/Reduction Volume and Final Disposal Volume, and Recycling Rates by Item
(10,000 tons) FY2012 FY2018
Item
10,000 Actual Target
9,914 8,476 8,273 Asphalt
7,700 Recycling rate 99.5% 99% or more
waste
8,000 7,269
Concrete waste Recycling rate 99.3% 99% or more
6,381
7,576
5,767 7,191 7,100 6,979
Wood waste Recycling/reduction rate 94.4% 95% or more
6,000 Construction sludge Recycling/reduction rate 85.0% 90% or more
5,979
4,148 Generation rate 3.9% 3.5% or less
Mixed wastes
4,000 CDW volume (excluding excavated soil) Recycling/reduction volume Recycling/reduction rate 58.2% 60% or more
Final disposal volume Overall CDW volume Recycling/reduction rate 96.0% 96% or more
Efficient use rate of
2,000 Excavated soil － 80% or more
697 600 excavated soil
402 290
1,285
0
1995 2000 2002 2005 2008 2012
Source) MLIT Source) MLIT, Construction Recycling Promotion Plan 2014
(1) Advancing Recycling in Construction
Based on the Construction Material Recycling Act (Construction Material Recycling Law), we are working to enforce
proper measures through a simultaneous patrol throughout Japan. In September 2014, the MLIT developed the Construc-
tion Recycling Promotion Plan 2014, which sets out our basic approach, targets and specific policies for promoting CDW
recycling. We have been working on various policies throughout the plan period, which ends in FY 2018.
Specifically, we will work intensively on fortifying the monitoring of construction byproduct logistics, prevention
before the start of construction, promoting recycling/reduction by thorough on-site sorting and carrying out to recycling
facilities, promoting the use of recycled materials, and promoting the efficient use and appropriate disposal of excavated
soil. For more efficient use of excavated soil in particular, we are working to bring the public and private sectors together
to successfully match generators and users of excavated soil. Furthermore, in an effort to prevent misconduct from occur-
ring or growing worse, in August 2017, we created Reference Materials for Entities Involved in Handling Excavated Soil.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 305
Section 2 Promoting the Creation of a Recycling Society
Figure II-8-2-2 Efficient use case of Successful Matching for Excavated Soil
II Date for usage Construction site of excavated soil Construction site to use excavated soil Distance between
Case No. Soil Volume (m3)
coordination Organization Construction site Organization Construction site construction sites (km)
Corporate member of National Gen- Mitake Town, Kani District, Gifu Mitake Town, Kani District, Gifu
Chapter 8
1 Aug. 2015 MLIT 7 815
eral Contractors Association of Japan Prefecture Prefecture
Corporate member of Japan Federa- Kurume City, Fukuoka
2 Sep. 2015 Kurume City, Fukuoka Prefecture MLIT 0 1,000
tion of Construction Contractors Prefecture
Corporate member of Japan Federa-
3 Oct. 2015 Takayama City, Gifu Prefecture MLIT Takayama City, Gifu Prefecture 6 7,548
tion of Construction Contractors
Corporate member of National Gen-
4 Mar. 2016 Local government Gyoda City, Saitama Prefecture Hanyu City, Saitama Prefecture 5 17,000
eral Contractors Association of Japan
Corporate member of Japan Federa-
5 Aug. 2016 Local government Osaka City, Osaka Prefecture Osaka City, Osaka Prefecture 9 7,115
Creating and Preserving a Beautiful and Healthy Environment
tion of Construction Contractors
6 Aug. 2016 Local government Kyowa Town, Iwanai District, Hokkaido Prefecture Other private sector Kyowa Town, Iwanai District, Hokkaido Prefecture 1 450
7 Sep. 2016 MLIT Kitami City, Hokkaido Prefecture Other private sector Kitami City, Hokkaido Prefecture 0.2 8,000
Oct. 2016 23,000
8 Aug. 2017 MLIT Joetsu City, Niigata Prefecture Other private sector Joetsu City, Niigata Prefecture 5 4,600
Aug. 2017 7,000
Engaru Town, Monbetsu District, Engaru Town, Monbetsu District,
9 Oct. 2016 Other private sector Other private entity 5 4,000
Hokkaido Prefecture Hokkaido Prefecture
Ainan Town, Minamiuwa District, Ehime Prefecture Corporate member of National Gen- 18 660
10 Jan. 2017 MLIT Uwajima City, Ehime Prefecture
Uwajima City, Ehime Prefecture eral Contractors Association of Japan 19 540
Teshio Town, Teshio District,
11 Feb. 2017 MLIT Teshio Town, Teshio District, Hokkaido Prefecture Other private sector 6 7,700
Hokkaido Prefecture
Corporate member of National Gen- Muroran City, Hokkaido
12 Mar. 2017 MLIT Muroran City, Hokkaido Prefecture 12 9,700
eral Contractors Association of Japan Prefecture
Teshio Town, Teshio District, Hok- Other private sector Teshio Town, Teshio District, Hokkaido Prefecture 10 25,000
13 Sep. 2017 MLIT
kaido Prefecture Other private sector Horonobe Town, Teshio District, Hokkaido Prefecture 10 25,000
Construction site of excavated soil (Public Sector) Construction site to use excavated soil (Pubric Sector)
Sewer pipe construction work commissioned by a local government For use as backfill for demolished underground spaces as part of demolition work
[Registered Conditions] [Registered Conditions]
Registered Soil Volume: 24,664 m3 Registered Soil Volume: 14,000 m3
Civil engineering work Period: February-July 2015* Civil engineering work Period: July-October 2016
Volume used: Roughly 7,100 m3
Soil Quality Category: Type 2 Excavated Soil Soil Quality Category: Type 3 Excavated Soil
Date of use: August 2016
*Excavation work period. Soil was subsequently retained in a temporary storage area.
Source) MLIT
(2) Reducing Sewage Sludge and Promoting Recycling
MLIT is promoting the recycling of sewage sludge (FY2015 recycle rate 68%) and moving forward with the use of
sewage sludge made into solid fuel for energy. Furthermore, we are proceeding with the Breakthrough by Dynamic Ap-
proach in Sewage High Technology Project (B-DASH Project) for proving innovative technology and systems for the
effective use of sewage based resources.
2 Constructing a Logistics System for Recyclable Resources
(1) Forming a Logistics System for Recyclable Resources by Sea
In order to form the loop of recyclable resources for creating a sound material-cycle society, MLIT have specified
306 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting the Creation of a Recycling Society
22 ports throughout Japan as Recycle Ports (Integrated Reverse Logistic Base Port) for wide-spread flows concerning
recyclable resources. At the Recycle Ports, they undertake activities such as securing coastal facilities like wharfs, aiding II
in establishing recyclable resources handling support facilities, promoting the public-private partnership, and improve-
ments in operations related to handling recyclable resources. MLIT have partnered with the Ministry of the Environment
Chapter 8
to engage in efforts to promote modal shifting and lower the carbon footprint and costs of reverse logistics through im-
provements in transportation efficiency through the Project to Promote Low-Carbon Type Reverse Logistics by Model
Shift / Transport Efficiency.
Creating and Preserving a Beautiful and Healthy Environment
Figure II-8-2-3 Specified Recycle Ports
Recyclable Resources Handling Support Facility
Ishikari Bay New Port
Muroran Port
May 30, 2002 (5 ports)
April 23, 2003 (13 ports)
December 19, 2006 (3 ports)
January 28, 2011 (1 port) Tomakomai Port
Noshiro Port Hachinohe Port
Sakata Port Kamaishi Port
(Guard-fenced, tire-washing, and water-collecting facility) Himekawa Port
Sakai Port
Tokuyamakudamatsu Port Maizuru Port Tokyo Port
Ube Port Kisarazu Port
Kitakyushu Port
Kawasaki Port
Miike Port Mikawa Port
Kobe Port
Himeji Port
Mishima Kawanoe Port
Nakagusukuwan Port
(Storage facilities for contaminated soil, etc.)
Source) MLIT
(2) Systematic Acquirement of Bay Area Landfill Sites for Waste
Bay area landfills are being prepared in order to receive dredge soil produced by harbor improvement, or to receive
waste materials that have difficulty finding final landfill sites. In the Osaka Bay area in particular, regional waste disposal
sites are being developed to receive waste generated around the Osaka Bay area through the Osaka Bay Phoenix Pro-
jectNote1. Construction-generated soil generated in the Tokyo Metropolitan Area is transported by sea and used widely for
land-reclamation purposes in ports and harbors across the country in accordance with the Super Phoenix PlanNote2.
Note 1 Business to promote the orderly development of the port by properly disposing in the sea landfill the waste generated from the 6
prefectures and 168 municipalities of the Kinki region.
Note 2 A mechanism for coordinating excavated soil from the Greater Tokyo area on a national level toward effective use as a resource
for port construction at ports that require landfill materials
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 307
Section 2 Promoting the Creation of a Recycling Society
3 Recycling Vehicles and Marine Vessels
II
(1) Recycling Vehicles
In accordance with the Act on Recycling, etc., of End-of-Life Vehicles (Act for Automobile Recycling), a system for
Chapter 8
confirming that end-of-life vehicles are properly recycled is being implemented. When a vehicle registration is deleted,
as provided for in the Road Transport Vehicle Act, the vehicle weight tax will be subject to a refund program. We are en-
deavoring to promote the proper disposition of used vehicles and prevent illegal dumping. In FY2016, vehicles confirmed
to have been scrapped numbered 1,355,988.
Creating and Preserving a Beautiful and Healthy Environment
(2) Recycling Marine Vessels
The recycling of large vessels (ship recycling)Note 1 has generally been conducted in developing nations such as India,
Bangladesh and Pakistan, where industrial accidents, environmental pollution and other problems at ship recycling fa-
cilities continue to raise concern. In order to solve these issues, Japan lead discussions with the International Maritime
Organization (IMO), which resulted in the adoption of the 2009 Hong Kong International Convention for the Safe and
Environmentally Sound Recycling of Ships (tentative name) (Ship Recycling Convention). This convention mandates
the inspection and retention of proof documents for marine vessels and ship recycling facilities respectively, and also bans
the use of asbestos or polychlorinated biphenyl (PCB) in newly built vessels.
The Japan-India Summit Meeting held in September 2017 was part of efforts to promote the soonest possible enforce-
ment of the Ship Recycling Convention by promoting the soonest possible conclusion of the convention by India, a major
recycling country. At the meeting, the decision was made to provide ODA for India s ship recycling facility improvement
project, and both country s prime ministers reconfirmed their intent to conclude the convention as soon as possible. To en-
act a domestic law required for the conclusion of the convention, on March 9, 2018, the Cabinet approved and submitted
to the National Diet the Bill Concerning the Proper Implementation of Ship Recycling and Dismantling.
On other fronts, because pleasure boats are mostly made of fiber reinforced plastic (FRP), which is difficult to dispose,
there has been a demand for a waste processing route for proper disposal. In response, we undertook activities in building
a processing route, as well as developing recycling technologies for FRP boats. Since 2005, the Japan Marine Industry As-
sociation has led the nationwide operation of the FRP Boat Recycling System that employs a wide-area certification sys-
tem based on the Waste Management Law. As a result, approximately 510 FRP vessels have been properly recycled yearly
4 Efforts in Green Procurement Note2
In light of partial revisions to the basic government policies, based on the Law Concerning the Promotion of Procure-
ment of Eco-Friendly Goods and Services by the State and Other Entities (Law on Promoting Green Purchasing), the
Policy for promoting the procurement of ecologically friendly goods, etc. was adopted. Based on this policy, we are
actively advancing the procurement of ecology-friendly goods for building materials, construction machinery, method of
construction, and objectives in public construction work.
Note 1 Vessels that have reached the end of their operational use are dismantled, and the majority of the parts are reused as steel.
Note 2 Here, “Green Procurement” refers to procuring eco-friendly goods as defined in Article 2 of the Green Purchasing Law.
308 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 National Land Development That Revives and Preserves the Natural Environment
5 Promoting the Use of Wooden Building Materials
II
Because wood is an environment-friend-
Example of the Construction of
ly building material due to reasons such as Figure II-8-2-4
Chapter 8
Wood Material Use
requiring less energy to process in compar-
ison to other materials, and long-term utili-
zation in various applications contributing
to preventing global warming and forming
Creating and Preserving a Beautiful and Healthy Environment
a recycling-oriented society, we strive to
encourage the utilization of wooden mate-
rials in public construction.
Based on the Act for Promotion of Use
of Wood in Public Buildings, etc., nation-
al implementation status of wood usage
promotion is published every year, and
the Plan for the promotion of the use of
wood in public buildings was formulat-
ed to work on the use of wood as building Source) MLIT
materials and for the interior of buildings.
MLIT is working to set up technical stan-
dards relating to designing and building, and to disseminate these standards.
In order to advance the construction of wooden dwellings and buildings, various initiatives are being undertaken,
such as supporting the construction of long-lasting quality housing built out of local wooden materials as well as other
high-quality wooden housing; supporting the construction of medium-sized and large wooden buildings incorporating
pioneering design and construction technologies; supporting the construction of wooden dwellings suited to regional
climates; developing local programs for the production of wooden housing; and training leaders.
Section 3 National Land Development That Revives and Preserves the Natural Environment
1 Initiatives for Biodiversity Conservation
COP 10 was held in Nagoya, Aichi Prefecture of Japan in October 2010, where the Strategic Plan 2011 - 2020 (Aichi
Targets) was adopted. In order to achieve these targets, MLIT has promoted various actions in nation-wide level. The
National Biodiversity Strategy 2012 - 2020 was formulated in September 2012, which aims at conservation, restoration,
and creation of wildlife habitats in rivers, urban green areas, coastal areas, and harbors.
Efforts toward conservation of biodiversity have been deployed also in local municipal level. Technical Guideline for
Biodiversity Conservation in Basic Green Plan was formulated in October 2011, which local governments refers to in
formulating Basic Green Plan in each region in order to consider technical matters regarding biodiversity. A draft of the
Urban Biodiversity Index, a metric for evaluating the state of biodiversity and policy progress in local governments, was
formulated in May 2013, and a simplified version of the index that enhances its ability to illuminate and evaluate the state
of efforts more simply was formulated in November 2016. In FY2017, the MLIT made efforts to raise awareness of the
simplified version of the Urban Biodiversity Index to promote its use, and provided technical support to help formulate
basic green plans that ensure urban biodiversity. In March 2015, MLIT, together with Ministry of the Environment and
Ministry of Agriculture, Forestry and Fisheries, formulated the Action Plan for protection from Alien Species which
aims for promoting management of Alien Species comprehensibly and effectively, and then conservation and sustain-
able-use of in rich biodiversity in Japan.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 309
Section 3 National Land Development That Revives and Preserves the Natural Environment
II Column MLIT Measures Against Red Imported Fire Ants Column
Chapter 8
Since a sighting of red imported fire ants was confirmed in Amagasaki City, Hyogo Prefecture in June
2017, 26 cases have been confirmed in 12 prefectures (as of January 2018).
Red imported fire ants have small (2.5-6 mm long), reddish-brown bodies, and their sting is known to
cause severe pain and anaphylactic symptoms. Although it is said that red imported fire ants originated in
South America, their distribution has spread to the USA, Australia, Malaysia, China, Taiwan and elsewhere
Creating and Preserving a Beautiful and Healthy Environment
in the Pacific Rim. As of now, they have not established habitats in Japan, so early detection and control are
critical for preventing them from invading and doing so.
Thus, with a belief in the importance of countermeasures and national borders, the MLIT has implement-
ed countermeasures at ports, harbors and airports and called attention to the matter in the shipping, stor-
age, trucking and railway industries among others.
As a measure to prevent the establishment of red imported fire ants at ports and harbors, we performed
emergency work to fill in gaps in the pavement of container yards, which could become habitats for the
ants, at 68 ports and harbors throughout Japan that engage in regular container shipping with countries and
regions where the ants are currently established. We also established a support system to enable port and
harbor administrators to improve the pavement of container yards to prevent the establishment of the ants.
Also, in light of the fact that the ants have been found in containers as well as in container yards, we are
intensifying searches for the ants when cargo is removed from containers and in empty containers.
We are also cooperating with the Ministry of the Environment in its implementation of investigations of
areas within a roughly 2-km radius of the locations of confirmed red imported fire ant sightings, and investi-
gations and extermination of the ants at the 68 ports and harbors mentioned previously.
As for countermeasures at airports, we conducted emergency inspections at airports that handle interna-
tional cargo in July 2017 and from October to November 2017; however, none of the inspections resulted
in sightings of the Fire ants.
The MLIT intends to continue cooperating with relevant ministries and agencies in efforts toward mea-
sures to prevent red imported fire ants from invading and establishing habitats in Japan.
Enlarged view of a red imported fire ant MLIT Minister Ishii observes emergency work
Source) Ministry of the Environment Source) MLIT
310 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 National Land Development That Revives and Preserves the Natural Environment
2 Creating Rich and Beautiful River Environments
II
(1) Creating and Conserving a Healthy River Environment
(i) Creating a rich river environment and stimulating revival
Chapter 8
In river development, based on the Basic Guideline for Rich River Development (established in October 2006), we
work for the conservation and restoration of animal habitats and diverse river scenery, while concurrently sustaining
safety over flood control.
While promoting the restoration of marshland by nature restoration projects and the improvement of the upstream and
Creating and Preserving a Beautiful and Healthy Environment
downstream migration environment for fish by fixing the fish passage ways, we are also promoting the protection and
restoration of the watershed ecosystem with the goal of forming an ecosystem networkNote by cooperating with various
entities, as demonstrated in the project of rehabilitating storks to the wilds in Maruyama River (Toyooka City, Hyogo
Prefecture).
Moreover, to effectively proceed with these activities, we are joining efforts with educated experts and various institu-
tions, as well as utilizing research findings of government inspections of river areas and the Aqua Restoration Research
Center, which has the largest experimental waterway in the world.
(ii) Countermeasures for non-native species in the waterways
Non-native species, which are one of the threats against biodiversity, have been expanding their habitat in the water-
ways all over Japan. As a countermeasure, we have circulated information such as the Guideline for Countermeasures
for Nonnative Plants in Rivers and Examples of Countermeasures for Non-native Fishes (December 2013) and are
implementing measures against foreign species in various locations.
(2) Initiatives to Recover the Water Supply in Rivers
In order to preserve a healthy river environment, it is essential to sustain a rich supply of water. For this reason, we have
specified the required amount of water in the basic policies for river improvement, based on the habitat of plants and an-
imals, scenery, and water quality. In addition to working to sustain the supply, we are proceeding with activities for clean
river recovery in recession areas downstream from dams of hydroelectric power plants. Meanwhile, in order to preserve
the river environment downstream of dams, flowing water is being retained in flood-control reservoirs to the extent that
flood-control functions are not impeded and usable discharge dams are subject to elastic management practices and elastic
management testing. (Water was retained using eighteen dams in total in FY2017, fifteen of which were subject to the
usable discharge of water.) Initiatives concerning medium-sized flash discharging to cause changes in river formations are
also being undertaken. Furthermore, we are working to restore the water supply of rivers in urban areas, where the average
amount of naturally flowing water has diminished, by pumping treated water from sewage plants.
(3) Promoting Activities in the Comprehensive Management of Sediment from Mountains to Coastal Areas
Concerned that water systems will accelerate problems such as variation in river environments caused by changes
in sedimentary transport, diminishing sand supplies to the coast, and coastal erosion caused by changes in littoral drift,
relevant institutions are working in cooperation to comprehensively control sediment transport from mountains to coastal
areas. Specifically, in order to deal with the problem caused by the sediment transport in mountain streams, dams, water-
ways and the coasts, in cooperation with the relevant organizations, MLIT is working on projects for formulating com-
prehensive sediment management plans for effective sediment management and building sediment control dams, building
open-type sediment control dams so that sediment can be effectively washed downstream, improving existing sediment
control dams, creating an effective flow of sediment by sediment bypasses for dams, and recovering of sandy beaches by
such methods as appropriate sand and gravel extraction of the waterways, sand bypass and littoral nourishment.
Note Using districts that have excellent natural conditions as core areas and connecting them organically to ensure the appropriate
placement and connections between habitat spaces
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 311
Section 3 National Land Development That Revives and Preserves the Natural Environment
Figure II-8-3-1 Initiatives in the Comprehensive Management over Sediment
II Sand flushing from dam
using sediment bypass
Large-scale sediment run-off
Chapter 8
Open-type Sediment Control dams
Progression of sedimentation
Riverbed degradation Dune recovery using
sand bypass
Sediment flushing
Creating and Preserving a Beautiful and Healthy Environment
Regulations on gravel quarrying Coastal erosion
Sediment extraction
Source) MLIT
(4) Environmental Education on Rivers
As natural environments close to communities, recently, rivers host a variety of activities such as environmental studies
and natural experience activities. In addition, we are promoting projects and disseminating of information so children can
safely learn and play by riversides. Because there are hidden dangers and proper knowledge is essential for safe activity,
we cooperate with the NPO River Activities Council (RAC), a citizens groups which played a central role in establish-
ment, to promote the cultivation of river administrators.
Also, in order to widely disseminate environmental education on rivers in the schools, MLIT is providing information
to textbook publishers to introduce environmental education projects.
○ Children s Riverside Rediscovery Project
With the cooperation of citizens groups, educators, and river administrators, rivers are registered as Children s River-
sides and receive various means of support from the Center for Supporting Children s Riverside Activities. 302 locations
are registered as of the end of March 2017.
○ Riverside Fun School Project
Utilization is encouraged for riversides that are registered as Children s Riversides and undergo riverside improvements
required for enhancing experiential activities. 287 locations are registered as of the end of March 2017.
○ National Aquatic Organism Study
Conducted with the goal to increase interest in rivers through a survey of life forms found in nearby rivers. In FY2016,
57,242 people participated. 62% of the inspection points (2 points) were judged to have clean water.
3 Preserving and Improving Coastal Environments
Because we must preserve animal habitats, care for scenery, and sustain appropriate usage of beaches, while protecting
the coast from storm surges, tsunamis, and high waves, we are proceeding with maintenance and conservation that bal-
ances between defense, environment, and usage.
In addition, based on the Law for Protecting Beautiful and Rich Nature through the Promotion of Disposing Beached
Coastal Waste Contributing to the Preservation of Coastal Scenery and Conservation of the Environment (Coastal Waste
Disposal Promotion Act), we are working in close cooperation with relevant organizations to promote effective measures
against beached waste and the like.
We are also providing support to administrative agencies for coasts under the Project for Emergency Measures to
Dispose of Large-Scale Driftwood and Other Debris Items that have Washed Ashore in Connection with Disasters when
large quantities of driftwood and other debris are washed ashore and impede the functions of coastal protection facilities.
312 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 National Land Development That Revives and Preserves the Natural Environment
Also, to dispose of this waste more rapidly, we made enhancements to enable the soonest possible launching of these
projects, even at points in time when adopted standards have not been reached. II
We are also providing support for the processing of neglected and stranded vessels and the removal of slime that ab-
normally accumulates in sea areas in order to secure the functions of coastal protection facilities, conserve the coastal
Chapter 8
environment, and facilitate the proper use of coastal areas.
4 Greening Port and Harbor Administration
Creating and Preserving a Beautiful and Healthy Environment
(1) Basic Direction of Future Port and Harbor Environment Policies
In order for ports and harbors in Japan to uphold their position as grounds for logistics, industry and living, and sustain
continual growth, they must recover as much degraded or lost nature as they can, and incorporate environmental conser-
vation in various port functions. For this reason, we are working towards greening port administration, which involves
the two parts of port and harbor development and utilization, and conservation, revival, and creation of environments in
to one consolidated subject.
Figure II-8-3-2 Greening Port and Harbor Administration
Advanced waste-water
treatment in sewers
Urban areas
Wildlife reserve
Historical
Plant port facilities Rooftop gardening
Diversion of large-sized trucks Promenade
from urban areas Domestic trading Artificial Tidal beaches
Boat parking unit road terminal Harmonized beaches
(specification of restricted ocean banks Operation and management
areas for boat parking) Fishing facilities in cooperation with the community
Aeration Artifcial Environmental education
beaches
Mitigation
Sludge dredging
Landfll (dioxins, etc.) Recycling port
Back-filling
Pits from deep digging
Recycled Recyclable
VOC processing
products resources
Land-based electrical
supply equipment for ships
Waste disposal sites
Countermeasures for exhaust gas
produced by cargo handling facilities
Formation of good port and Environmentally friendly seawalls
harbor scenery
(unification of color) Dredged soil
Natural restoration and disposal
of sludge of dioxins, etc.
Utilization of natural energy
Floating and sunken waste, and oil recovery vessels
資料）国土交通省
(2) Actively Preserving, Reviving, and Creating a Healthy Sea Environment
We strive to efficiently utilize dredged sediment derived from harbor maintenance, by usage in creating tidal flats, sand
capping, filling pits from deep digging, and disseminating port facilities that can coexist with organisms. At the same time,
various organizations such as administrative agencies and research institutes will register environmental data and con-
struct a sharable database on the ocean environment; gathering, accumulating and analyzing data. Together, we actively
work to preserve, revive and create a rich natural environment in coastal areas.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 313
Section 4 Maintenance and Restoration of Sound Water Cycles
In addition, the Seaside Nature School, which utilizes the areas preserved, revived or created, is being held in various
II locations throughout Japan as an effort to create opportunities for learning the importance of the natural environment.
(3) Initiatives in Measures for Preventing Illegal Boat Parking
Chapter 8
As there is concern that parked boats may mar the scenery, affect the navigation of other vessels, and cause secondary
damage in the event of a tsunami, regulatory measures are being implemented, such as by improving the mooring and
storage capacity of small vessels and by designating no-parking zones.
Mainly aquatic area administrative agencies and others are promoting efforts toward various measures for preventing
Creating and Preserving a Beautiful and Healthy Environment
illegal boat parking, based on the a promotion plan consisting of comprehensive measures for properly managing pleasure
boats and improving their usage environment, which was formulated in May 2013.
5 Greening Roads and Promoting Natural Environmental Measures
Greening roads is crucial for providing a comfortable
Figure II-8-3-3 Example of Greening Roads (Chiyoda-ku, Tokyo)
atmosphere for those who use them, creating favorable
scenery that matches the surrounding scenery, and as a
countermeasure against heat island effects. To this end, we
are promoting the favorable greening of roads and the ap-
propriate management of this process in accordance with
technical standards pertaining to the greening of roads.
Based on recommendations provided in October 2016 by
the Commission for Athlete-/Spectator-Friendly Road De-
velopment, whose membership included scholars and ex-
perts in athletic competition, we are also endeavoring to
green roads and initiatives for comprehensive measures to
keep road surface temperature from rising in preparation
for the Tokyo Olympic and Paralympic games in 2020.
Source) MLIT
Section 4 Maintenance and Restoration of Sound Water Cycles
1 Aiming to Maintain a Society in which the Benefits of Water Can Be Savored for a Long Time to Come
In recent years, water resources in Japan have been exposed to substantial risks that threaten the water supply, including
major accidents due to earthquakes and other large-scale disasters and the aging of water infrastructure, and serious water
shortages due to climate change.
In light of these circumstances, we have promoted a transition in water resource policy, from the demand-driven pro-
motion of water resource development to the risk management-oriented stable water supply.
Based on the May 2017 report of the National Land Development Council, we decided to drastically revise the Basic
Plans for Water Resource Development for the seven major river systems which cover roughly half of the Japanese popu-
lation, and have begun changing plans first for the Yoshino River System, which is in particular need of a swift transition
to risk management-oriented policy due to facing the most frequent water shortages of the seven river systems.
These revisions are expected to ensure the minimum required water quantity during crises through the integrated pro-
motion of necessary non-structural measures and structural measures involving the rigorous utilization of existing water
infrastructure.
314 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Maintenance and Restoration of Sound Water Cycles
Column Response to Water Shortage in the Arakawa River
System in 2017 Column II
Chapter 8
In late April and May 2017, western Japan and the Pacific side of eastern Japan experienced low precip-
itation and many days under high pressure systems. In addition, little rain fell on these regions because the
Baiu front trended southward in June and northward in July. As a result, 14 rivers in 12 water systems na-
tionwide̶roughly 10% of rivers under national government management̶experienced water shortages
that triggered restrictions on water intake. The restrictions were the third most stringent in the last decade,
Creating and Preserving a Beautiful and Healthy Environment
after 2013 and 2008. The restrictions were the first in two decades for the Arakawa River in the Kanto re-
gion, which last experienced restrictions in March 1997. Restrictions for the Yoshino River in the Shikoku
region lasted 95 days, the second-longest period in the last 10 years, after 2008.
The March 2011 completion of improvements to the Takizawa Dam̶one of the four dams* on the Araka-
wa River, a major water source for Greater Tokyo̶was presumed to have shortened the restriction period
by 58 days. It is also estimated that, without the Urayama and Takizawa Dams, the stored water supply
would have been depleted, which would have caused a water crisis involving water supply restrictions and
suspensions.
The dams in the Tone and Arakawa River systems, the Musashi Channel, the Kitachiba Headrace Chan-
nel and other infrastructure form a wide-area network that underlies the agricultural water and municipal
water supply (drinking water and industrial water) for the Greater Tokyo area. Roughly 70% of the municipal
water taken from the Arakawa River is supplied by eight dams in the upper reaches of the Tone River, and
during the water shortage of 2017, roughly 500 million m3 of water was diverted from the Musashi Channel
from January to August of that year to meet demand for water in the Arakawa watershed. The amount of
water diverted is equivalent to roughly 83 days of household water use by the 20 million people in Tokyo
Metropolis and Saitama Prefecture to whom water is supplied.
This water shortage is not severe enough for measures as extreme as suspending the water supply.
Nonetheless, water shortages that trigger water intake restrictions still seem to occur each year throughout
Japan.
In order to create regions resistant to future climate change and water shortage crises, we must inves-
tigate water shortage countermeasures, and we intend to steadily promote wide-raging efforts in terms of
both structural measures such as steadily promoting facility improvements and fully using existing facilities,
and non-structural measures such as promoting the formulation of drought response timelines (time-series
action plans).
Water Use in the Greater Tokyo Wide-Area Network Greater Tokyo Wide-Area Network
[Dams in the Upper Reaches of the Tone River]
(Days)
100 [Dams in the Upper Reaches of the Kinugawa River]
Difference of
58 days Naka River
80
Kinugawa River
Lake Kasumigaura
Watarase River
20%+ water intake Tone River Pacific
Tone Ozeki Weir Ocean
60 restriction: 77 days
92 days [Musashi Channel]
Arakawa River
Edogawa River
40 Kitachiba
Akigase Diversion Dam Headrace
20% water intake Takizawa Dam Arakawa Reservoir Channel
restriction: 18 days
34 days Futase Dam
20
Urayama Dam Tokyo Bay
10% water intake 10% water intake
Tama River
restriction: 15 days restriction: 16 days
[Dams in the Upper Reaches of the Arakawa River]
0
Without Takizawa Dam (estimate) 2017 Actual Values
With Takizawa Dam: 34 days starting July 5 (*excluding temporary relief period)
Without Takizawa Dam: 92 days starting May 26
Note 1 Futase Dam, Urayama Dam, Takizawa Dam, Arakawa Reservoir
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 315
Section 4 Maintenance and Restoration of Sound Water Cycles
2 Initiatives in Improving the Water Environment
II
(1) Promoting Water Purification
The MLIT is implementing purifica-
Chapter 8
Figure II-8-4-1 Clear Stream Renaissance II
tion of contaminated water in rivers with
seriously deteriorated water environments
Water conveyance into rivers
and water purification of dredged bottom
mud. In addition, the local municipalities
Creating and Preserving a Beautiful and Healthy Environment
that are proactively working on the water Dredging rivers, lakes, and marshes Improvements to combined sewerage systems
environment improvement and related in-
stitutions, such as river administrators and Utilization of recycled water
Purification of river water
sewage work administrators are working Utilization of recycled water from advanced treatment
together to formulate the Second Water Permeable pavement
Environment Improvement Urgent Action Preservation of park greenery
Plan (Clear Stream Renaissance II) and Improvements to sewerage systems
Permeation and retention of rainwater
implementing the plan (formulated in 32
locations). Source) MLIT
(2) Water Quality Survey and Water Quality Accident Response
Water quality surveys are vital in conserving and maintaining a favorable water environment. In 2016, surveys were
done at 1,096 locations on 109 water systems of Class A rivers.
The MLIT is creating water quality survey maps and conducting surveys of aquatic organisms in cooperation with citi-
zens. As a result of surveys being conducted on Class A rivers in cooperation with the local residents̶which were based
on indices such as the amount of garbage and on odor̶in 2016 approximately 24% (58 locations/295 locations) were
judged to be rivers that look clean enough for swimming.
In 2016, there were 969 water quality accidents in Class A rivers due to spillage of oil and chemical substances, a
decline of 151 from the previous year. In terms of water pollution prevention, Water Pollution Prevention Liaison Coun-
cils composed of river administrators and related institutions have been put in place for all 109 waterways, and they are
working on prompt information communication for incidents of water quality accidents as well as damage prevention by
building oil fences.
- For Class A Rivers (including lakes and coastal areas), the proportion of survey sites that met the environmental stan-
dards for BOD (biochemical oxygen demand) or COD (chemical oxygen demand) value was approximately 91% in 2016.
- For environmental standard items relating to the protection of human health (27 items such as arsenic), the proportion
of survey sites that met the environmental standards was approximately 99%, with most sites meeting the standards.
Ratio of Survey Locations on Class A Rivers (Including Lakes and Coastal
Figure II-8-4-2
Areas) where BOD (or COD) Value Met Environmental Standards
(%)
Ratio of locations that met the standards
100
90
919191 9090 91 92 91
87 888888 87 88 89
85
80 82 8383
79 80
76 78 78 76
75 7474 75 75 74
70
71 70 71 71 71 71
68
66 65
64
60
Ratio of locations that met the standards (all sites)
50
1975 7778 80 82 84 86 88 90 92 94 96 98 2000 02 04 06 08 10 12 14 16 (year)
*Ratio of locations on each river and lake that met the environmental standards have been used since 1996 (Including
coastal areas since 2014)
Source) MLIT
316 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Maintenance and Restoration of Sound Water Cycles
(3) Improving the Water Environment of Enclosed Coastal Seas
Although the pollution load from land has decreased in the enclosed coastal seas of Tokyo Bay, Ise Bay, Osaka Bay, and II
the Seto Inland Sea, the fishing industry continues to suffer damage from the occurrence of red and blue tides because the
loss of tidal flats and seaweed forests and other problems have caused purification capacity in ocean areas to decline. In
Chapter 8
addition to this, there have been occurrences of environmental deterioration, as well as navigational obstacles to vessels,
due to drifting debris and oil.
Therefore, we advance activities to revive clean, abundant oceans by (1) sediment dredging, sand capping, and back-fill-
ing pits from mining to improve the substratum, (2) creating habitats for organisms by reviving tidal flats and seaweed
Creating and Preserving a Beautiful and Healthy Environment
forests and disseminating buildings that can coexist with nature, (3) removing floating waste and oils by using sea en-
vironment maintenance ships, (4) reducing the amount of pollutants by improving sewage treatment facilities, and (5)
developing a system to get diverse entities to improve the environment in collaboration with one another.
(4) Stimulating Sewage Maintenance to Improve the Water Environment
We appropriately formulate and review comprehensive basin-wide planning of sewage systems, and promote advanced
treatment including incremental initiatives through such efforts as improving portions of facilities as a measure against
the eutrophication of enclosed water systems. We also promote active water environment management and water systems
where the goal is to revive abundant oceans through such efforts as implementing seasonal operation management of
nitrogen and phosphates at sewage treatment plants.
As for the combined sewerage system, we plan to complete implementation of measures by the end of FY2023 through
controlling the amount of water and the frequency at which untreated water is released in to streams during heavy rains.
3 Cultivating Water and Using It Efficiently
(1) Stable Supply of Water Resources
In order to secure stability in the utilization of water, there must be a variety of policies to meet the differing situations
in communities, from the standpoints of both supply and demand. Specifically, in the case of demand, we are promoting
measures to strengthen the recovery and reuse of water and increase awareness about conserving water. For supply, we are
promoting measures to build and maintain facilities to supply water, including water resource development facilities such
as dams, implementing countermeasures for aging facilities, and developing crisis management measures, etc. In addition
to promoting sustainable conservation and use of groundwater, as well as the use of rainwater and recycled water, based
on the Special Measures for Water Source Area Act, work is being done to develop the living environment of water
source areas and industrial infrastructures, along with prevention of water pollution of the dam reservoirs.
Furthermore, there is concern that climate change will lead to more frequent, severe water shortages that last longer
and give rise to more drought-related damage. For this reason, the MLIT will promote measures to prevent/mitigate the
damage caused by drought, such as strategies to minimize damage at the time of critical droughts.
(2) Efficient Use of Water Resources
(i) Initiatives towards expanding the utilization of recycled water derived from sewage
Stable amounts of recycled water can be secured and is a valuable water resource in urban areas. Of all the treated
sewage, approximately 1.4% undergoes treatment according to purpose, and recycled water is used in streams, sustaining
water levels of rivers and the sanitation of toilets. We aim to further expand the utilization of recycled water.
(ii) Promoting the utilization of rain water
In order to efficiently utilize water resources, initiatives are being promoted to treat and use rainwater and wastewater
from facilities for sanitation of toilets and sprinklers. There are approximately 3,370 facilities utilizing treated water as
of the end of FY2016, and they use over 10.89 million m3 a year. The Law for Promoting the Use of Rainwater (2014
Laws, Issue 17) was enacted on May 1, 2014, and in March 2015 the Basic Policy for the Promotion of Rainwater Use
and the Goal for Establishing a Facility for the Use of One s Own Rainwater in Cases Where the Building is Equipped
by the National Government or an Independent Administrative Agency were established in order to promote the use of
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 317
Section 4 Maintenance and Restoration of Sound Water Cycles
rainwater and thereby facilitate the effective use of water resources. Additionally, the government will formulate and
II enact comprehensive measures for the purpose of contributing to the containment of concentrated drain of rainwater to
the sewers and waterways.
Chapter 8
(3) Securing Safe and High Quality Water
In an effort to provide safe and high-quality tap water, we have worked to preserve water quality in public water ar-
eas, which serve as our source for tap water, by ensuring river flow rates required for river environments and for water
use by relevant river users, by enhancing monitoring systems through coordination of river administrators, waterworks
Creating and Preserving a Beautiful and Healthy Environment
operators and other relevant organizations to prepare for unforeseeable incidents such as water quality degradation, and
by implementing household wastewater measures based on the appropriate division of burdens between sewage systems,
community wastewater facilities and septic tanks.
(4) Promoting Measures Concerning the Permeation of Rainwater
Due to the spread of impervious areas in recent years by urban development in basins, more rainwater flows into riv-
ers in short periods of time instead of being absorbed into the ground. In addition to reducing flood damage from heavy
rains by absorbing as much rainwater as possible into the ground, we are promoting and encouraging the installation of
infiltration facilities for storage of rainwater that contribute to the establishment of sound water cycles by recharging
groundwater, reviving springs and more.
(5) Advancing the Conservation and Use of Sustainable Groundwater
It takes an extremely long time to recover from damage caused to groundwater, such as in the form of groundwater
pollution or saline contamination. In particular, ground subsidence is an irreversible phenomenon. For this reason, we
will engage in groundwater management in accordance with local conditions in order to prevent groundwater damage,
conserve the ecosystem, protect local groundwater sources, and advance the conservation and use of sustainable ground-
water to be used as a water resource.
4 Realizing Amenity by Promoting Improvements to Sanitary Drainage
Sewage is the indispensable social infrastructure for the development of healthy cities, treating waste, and preventing
floods. In recent years, sewage systems have been asked to take on new roles in helping to form a low-carbon, recy-
cling-oriented society and in maintaining or restoring a healthy water cycle.
(1) Dissemination of Sewage Processing with Sanitary Drainage
Although the dissemination of sewage Figure II-8-4-3 Sewage Treatment Population Dissemination Rate by Size of City (FY2016 year-end)
treatment plants reached around 90.4% (FY2016 year-end) Sewage
99.6%
(with the dissemination of sewage systems 100
Sewage System: 99.2%
94.0% 93.1%
90.0%
Treatment
Population
Dissemination
90
at around 78.3%) of Japan as of the end of Sewage System: 87.4%
84.8% Rate: 90.4%
Wastewater
80 78.3% Treatment
FY2016 (total of 46 prefectures, excluding Sewage System: 84.4%
Sewage System: 77.8%
Population
Dissemination
Dissemination Rate (%)
Rate: 78.3%
70
some municipalities in Fukushima due to Sewage Treatment
60 Sewage System: 64.7% Population
the effects from the Great Eastern Japan Dissemination Rate
50 Wastewater
Earthquake), there is a large gap between 40
Sewage System: 50.2% Treatment
Population
Dissemination Rate
regions. Dissemination exceeded 90% for 30
the first time since the study began in 1996, 20
but large discrepancies between regions 10
remain. In particular, the dissemination 0
Population size More than 1,000,000 people 500,000 to 999,999 300,000 to 499,999 100,000 to 299,999 50,000 to 99,999 Fewer than 50,000 people Total
rate of sewage treatment plants in small to Total population
2,947 1,121 1,727 3,124 1,825 2,010 12,754
(10,000 persons)
medium communities with populations of
Note: Some municipalities in Fukushima Prefecture, where surveys were not possible due to the Great Eastern Japan
less than 50,000 people remain low, only Earthquake, were excluded.
Source) Prepared by the MLIT from information provided by the Ministry of Environment and the Ministry of Agriculture,
reaching a ratio of approximately 78.3% Forestry and Fisheries
318 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Maintenance and Restoration of Sound Water Cycles
(dissemination rate of sewage systems approximately 50.2%). Focusing on improvement in areas with high population
density, the advancement of efficient development in accordance to condition of communities and the rectification of the II
gap between communities are seen as being of the utmost importance for developing sewage systems in the future.
Chapter 8
(i) Initiatives towards the septic system overview in roughly 10 years
In regards to the maintenance of sewage treatment fa- Figure II-8-4-4 Revision of Sewerage Plans and Focused Improvement
cilities, individual disposal by using septic tanks are eco-
Modification of improvements by community waste-water treatment tank
nomical in areas where households are widely distributed
Reduction of areas scheduled for
Creating and Preserving a Beautiful and Healthy Environment
throughout a region, while the collective disposal with sew- sewerage maintenance
erage systems and drainage facilities for agricultural com-
munities become more economical as the population den-
sity rises. For this reason, each prefecture has established a Regions outside
the urbanized areas
Prefectural Plan, a compiled maintenance plan over sew- Urbanized areas
erage treatment which reflects considerations over regional
characteristics such as the economic efficiency and impor- Areas already in service
tance of protecting water quality. Currently, in light of the T
Wastewater treatment Support on a priority basis
population decline of recent years, the MLIT is promoting facilities
an immediate reexamination of prefectural programs, and Source) MLIT
has selected appropriate methods of sewage treatment and
created mid-term (action plan)/long-term development plans. We are also proactively promoting efforts to expand and
merge through the merging of elimination, consolidation and maintenance at sewage treatment facilities.
(ii) Sewage quick project
Taking into account the population decline and the diffi- Example of Implementing the Sewerage
cult fiscal situation, this project seeks to widely introduce̶ Figure II-8-4-5 Quick Project (Small-Scale Waste-water
Treatment Facility in Engaru Town, Hokkaido)
with the cooperation of the district citizens and verification
of the performance by a committee of experts̶mainte-
nance methods that are not stuck in technological standards
of the past, that meets the current conditions of the district,
and that are low-cost, while making early and flexible
maintenance possible. By FY2016, a social experiment was
conducted in 14 municipalities, and 6 technologies̶such
as the Small-Scale Waste-Water Treatment Facility (con-
tact oxidation method) ̶were determined to be effective,
leading to a user s guide being put together for the use of
these technologies. The verification/evaluation of the other
technologies is in progress to make nationwide usage pos-
sible. Source) MLIT
(2) Attaining Durability in Sewage Projects
(i) Proper stock management
Sewage systems possess enormous amounts of stock consisting of approximately 470,000 kilometers of pipes and
conduits and approximately 2,200 terminal treatment stations (as of the end of FY2016).
As these systems were rapidly developed during and after the period of high economic growth, aging facilities are ex-
pected to rapidly increase in number in the future. Although mainly small scale issues were arising, road collapses have
occurred in approximately 3,300 places due to corrosion caused by hydrogen sulfide and aging of the conduit facilities.
Because the sewage system is an important social infrastructure which supports the safe and secure social and economic
activities of urban living and provides a lifeline that is difficult to replace with alternative means, there is a necessity to
sustain the required functions by conducting efficient, planned measures to deal with aging facilities through the introduc-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 319
Section 4 Maintenance and Restoration of Sound Water Cycles
tion of stock management that practices preventative maintenance, while at the same time considering the introduction of
II comprehensive private consignment and efficient pipe inspection methods.
In May 2015, the Sewerage Act was amended and standards for maintaining and repairing sewage systems were es-
tablished. In response, it was decided that drainage facilities at significant risk of corrosion would be inspected at an
Chapter 8
appropriate frequency of at least once every five years and initiatives to ensure sustainable sewage functions are being
undertaken. Under these amendments, a council meeting program for engaging in necessary discussions on widening the
geographic scope of sewage works and forming partnerships among the administrators of sewage works shall be estab-
lished and the provision of support to local governments will otherwise be reinforced to ensure the durability of sewerage
Creating and Preserving a Beautiful and Healthy Environment
projects.
(ii) Efforts to expand sewage systems
For the sustainable management of sewage systems, we have established a goal to develop expansion/merging plans in
all prefectures by FY2022, and have asked each prefectural government to develop these plans by FY2022 and establish
systems for the soonest possible investigation of them by FY2018. We also intend to continue providing both financial
and technical support; we created a General Project for Promoting Sewage System Expansion in the FY2018 budget, and
provide support for examining as model cases those prefectural governments that have worked on devising plans ahead
of others, and apply the results of those examinations throughout the country.
Column Steps Toward the Sustainable Management of Sewer
Systems Column
The sewer system management environment has become even more challenging due to factors such as
the deterioration of facilities ushering in a period of massive updates, and depopulation causing user fees
and the size of the workforce to decrease; in such an environment, more efficient business management is
needed.
In order to make sewer system management sustainable, and based on the Basic Policy on Economic
and Physical Management and Reform 2017, we established two objectives to promote expansion by
FY2022: the number of districts making efforts toward elimination and consolidation at sewage treatment
facilities, and the formulation of plans to expand and merge in all prefectures. With the joint signatures of four
relevant ministries (the Ministry of Internal Affairs and Communications, the Ministry of Agriculture, Forestry
and Fisheries, the MLIT and the Ministry of the Environment), we have asked each prefectural government
to establish a plan by FY2022 and create an investigation system as soon as possible in FY2018.
In order to provide financial support for expansion efforts, the MLIT will create a General Project for Pro-
moting Sewage System Expansion in the FY2018 budget to provide comprehensive support for all aspects
from formulation to implementation of plans involving expansion.
In addition, to provide technical support, we will support detailed examinations as model cases those
prefectural governments that work on devising plans for expansion and merging ahead of others, and apply
the results of those examinations throughout the country in the future.
We also intend to continue providing both financial and technical support to enable local governments to
more efficiently improve and manage sewer system facilities.
320 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Maintenance and Restoration of Sound Water Cycles
Example of an initiative for wide-area cooperation II
Structural Consolidation of treatment areas Joint treatment of sewage sludge
T : Sewage treatment plant Joint treatment
Chapter 8
P : Pump station Consolidation of treatment areas Independent public
sewer systems, etc.
Basin-wide
T Sludge sewer system
City A
P T Sewage sludge treatment facility
City B Sludge
City C
Sludge
Town D
Prefectural
Creating and Preserving a Beautiful and Healthy Environment
Treatment Treatment government
Town E
Area A Area B
Non-Structural Merging maintenance and management work Centralized management using ICT
Core treatment/purification center
City A (centralized monitoring equipment)
Order
Town A NTT/optical network Town F
City B Private treatment plant treatment plant
Order operator Village E
Village B
treatment plant treatment plant
Town C Town C Town D
Order treatment plant treatment plant
Source) MLIT
(iii) Promoting financial health
In the operation of sewerage projects, it is a fundamental rule to cover costs (excluding portions covered by public
expense) for treating waste water with money acquired from usage fees, and although financial health has been improving
overall in recent years, the business environment is expected to grow more stringent in the future due to the impending de-
crease in income from user fees due to the reduced population and other factors, the increase of repair and update expenses
due to deterioration of facilities, and other factors. To address these issues, we are pushing initiatives for the restoration of
financial health in sewage business management by collaborating with the Japan Sewage Works Association to organize
ideas for the future state of user fees for collecting the portion of expenses required for asset maintenance in advance, to
prepare for future increases in repair and update expenses.
(iv) Consigning facility management to private sectors and acquiring technical capabilities
In the sewerage sector, we are introducing and examining concession systems and other methods of PPP/PFI, and work-
ing toward the increased use of comprehensive private sector consignmentNote for the maintenance of sewage treatment
plants and elsewhere. As for concession systems in the sewerage sector, in Hamamatsu City, a project for the total and
long-term consignment of maintenance, mechanical and electrical facility refurbishment and updating, and other work at
Seien Treatment Area treatment plants and pump stations to the holder of operation rights is scheduled to begin in April
2018. The proposal from the operation rights holder included goals to work toward cooperation with the community
and new technology in addition to a 14.4% cost reduction (VFM); the project is expected to streamline business through
private-sector ingenuity and introduce private-sector vitality. Regarding the securement of technical capacity, based on
demands from local public organizations, the Japan Sewage Works Agency provides technical support for constructing
sewage facilities, as well as for optimizing their operation and maintenance, and cultivating technical experts at local
public organizations, while developing new technology.
(3) Revitalizing Communities through Sewage
Sewage systems contribute to regional revitalization in a variety of ways: the proper treatment of wastewater through
improvements in sewage systems preserves and creates healthy water environments and stimulates industry and tourism,
Note A method of ordering in pursuit of streamlined operations that reflects the original ideas of private contractors by entrusting op-
eration methods and other details to them, while the ordering entity sets out conditions to ensure a level of performance in terms
of facility management, such as observance of effluent quality standards.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 321
Section 5 Protecting the Marine Environment
and sewage system resources can be used effectively by creating waterfront areas using recycled water from advanced
II wastewater treatment, stimulating regional activities through the operation and management of harmonized water spaces
by citizens and others, utilizing space above wastewater treatment facilities, using sewage heat for heating, cooling, melt-
ing snow and as biogas energy throughout communities, and using sewage sludge as fertilizer.
Chapter 8
(4) Promoting Environmental Education in the Field of Sewage
Working groups, consisting of elementa-
Figure II-8-4-6 Environmental Education regarding the Sewerage Sector
ry school teachers and sewage administra-
Creating and Preserving a Beautiful and Healthy Environment
tor representatives, created teacher edition Project for Sewage Environmental Education for Elementary Schools in Hamamatsu City, Shizuoka
textbooks that were well suited for class-
room use for sewage education. In order for
teachers to freely make use of these teach-
ing materials regarding sewers, they are
being offered through the Sewer Systems,
the Path of Circulation Environmental Ed-
ucation Portal SiteNote1. Additionally, sub-
sidies are granted by Sewer Systems: the
Source) MLIT
Path of Circulation Environmental Educa-
tion Assistance Council Meeting Program
to each elementary and middle school for supporting environmental education on sewage.
Section 5 Protecting the Marine Environment
(1) Control Policies over Large Scale Oil Pollution
In order to eliminate the substandard vessels (a major factor for large scale oil pollution), Japan actively participates in
international initiatives, such as the formulation of the international shipping database (EQUASIS), while also strength-
ening Port State Control (PSC), in which IMO audit teams ensure that vessels meet standards, by conducting on-site in-
spection of vessels that enter Japanese ports. In addition, the scheme under which an IMO audit team audits whether a flag
state s government is fulfilling the duties of monitoring and supervising its own ships was approved for establishment as
a voluntary scheme at the IMO General Assembly in 2005, based on a proposal from the Japanese government. The audit
scheme became mandatory in January 2016. The Japanese government introduced a quality management system based on
ISO 9001, and established a system on international level for implementing conventions.
In other fronts, as countermeasures for occurrences of large scale oil pollution in the Sea of Japan, Japan is working on
strengthening international cooperation and collaborative systems by drawing up plans such as the NOWPAP Regional
Oil and HNS Spill Contingency Plan through the Northwest Pacific Action Plan (NOWPAP), the framework for joined
efforts between Japan, China, Korea and Russia for protecting the marine environment. In addition, we have formulated
the Plan for Preventing and Controlling Discharge Oil, etc., and have established prevention and control regulations and
the like for dealing with large-scale oil spillages that occur in domestic waters as well as measures for promptly and reli-
ably responding through the utilization of large trailing suction hopper dredgers.
The MARPOL ConventionNote2 imposes controls on the discharge of oil and garbage by vessels. In Japan, taxation and
other forms of support for the development of facilities to receive waste oil or garbage generated inside vessels are being
provided and the (draft) Guidelines for Reception Facilities of Ship-generated Garbage in Ports and Harbors have been
formulated to ensure that oil and garbage are appropriately received in ports and harbors.
Note 1 The Path of Recycling Sewerage Environmental Education Portal Site: http://www.jswa.jp/kankyo-kyoiku/index.html
Note 2 International Convention for the Prevention of Pollution from Ships
322 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 5 Protecting the Marine Environment
(2) Control Measures on Air Pollution from Ships
Sulfur oxide (SOx) in the exhaust gas from ships can cause respiratory illnesses and otherwise negatively affect the II
human body. The International Maritime Organization (IMO) regulates sulfur concentrations in fuel oil used in ships
based on the MARPOL Convention, which sets out standard values for each sea area in which ships navigate. Presently,
Chapter 8
the convention stipulates a maximum sulfur concentration of 0.1% in certain sea areas subject to strict controls (emission
contorol areas) and a maximum concentration of 3.5% in all other sea areas, which will be 0.5% from January 1, 2020.
To enable shipping operators and others to smoothly deal with the regulations starting in 2020, the MLIT established
the committee including entities in the shipping industry and others and the committee including relevant ministries and
Creating and Preserving a Beautiful and Healthy Environment
entities in the petroleum industry. These groups convened 10 times in the year starting February 2017, and through these
meetings, the MLIT has promoted exchanges of information, investigation of countermeasure policy and other discus-
sions. In addition, at the fifth meeting of the IMO Subcommittee on Pollution Prevention and Response (PPR5) held in
February 2018, Japan proposed measures such as the formulation of guidelines for preventing the unauthorized use of
non-compliant fuel oil in pursuit of ensuring conditions for fair competition in international shipping. In response, the
committee agreed to formulate guidelines for the consistent implementation of SOx regulations by the summer of 2019.
In addition, to encourage the diffusion of ships fueled by liquid natural gas (LNG) with no sulfur content, in April 2017,
the Marine Transportation Act was amended and a plan certification system for promoting the introduction of LNG-fueled
ships was established.
(3) Responding to Issues of Invasive Aquatic Species Carried by Ships
It is pointed out that the transfer of aquatic species via ships ballast waterNote and ships biofouling would threat ma-
rine ecosystem in waters where these ships navigate in. In order to prevent the transfer of invasive species, International
Convention for the Control and Management of Ships Ballast Water and Sediments in 2004 and 2011 Guidelines for
the Control and Management of Ships biofouling to minimize the transfer of invasive aquatic species were adopted at
the IMO. The convention went into effect on September 8, 2017. It is worth noting that the convention defines the initial
period of effectiveness as an experience building phase (EBP) for gathering and analyzing data toward future revisions of
the convention. Japan is proactively contributing to the gathering and analyzing of data during EBP while also faithfully
fulfilling the duties set out in the convention.
Column Marine Environment Conservation Promotion Activities Column
The slogan of the Japan Coast Guard ( Preserving Blue Seas for the Future ) is the basis for its efforts to
provide instruction and education about marine environment conservation through efforts such as holding
seminars on the topic aimed at raising awareness among key people in the marine and fishing industries of
compliance with laws and ordinances, and hosting coastal clean-up activities and lessons about the envi-
ronment for the general public. Here, we introduce two of their main activities.
Note Seawater and other matter loaded as weight to balance the ship, mainly when it carries no cargo.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 323
Section 5 Protecting the Marine Environment
II (1) Preserving Blue Seas for the Future/Japan Coast Award presented by MLIT Minister Ishii
Guard Drawing Contest
Chapter 8
The Japan Coast Guard hosts the annual Preserving
Blue Seas for the Future/Japan Coast Guard Drawing
Contest with the aim of spreading the concept of marine
environmental conservation to children.
Creating and Preserving a Beautiful and Healthy Environment
For the 18th annual contest in 2017, 30,839 entries
were submitted by elementary and junior high school stu-
dents throughout Japan.
The entries were strictly judged to determine prize
winners̶among them one special prize (the MLIT Min-
Source) MLIT
ister s Award) and three Japan Coast Guard Comman-
dant s Awards̶and an award ceremony for the MLIT Winning entry of the special award (MLIT Minister s Award
Minister s Award was held at the MLIT Minister s office on
December 22, 2017. At the ceremony, MLIT Minister Ishii
presented the award certificate and other items to the
winner, Ayumi Nishizato, a fifth grader from Higashi Ele-
mentary School in Miyakojima City, Okinawa Prefecture.
The works are displayed in various places, and are
also used in various public relations in an effort to spread
the concept of marine environmental conservation far
and wide. Source) MLIT
Marine conservation program for the general public
(2) Beach clean-up activities, etc. in collaboration
with the Umi-to-Nippon Project (Ocean and Japan
Project)
The Japan Coast Guard designates June as Marine
Environmental Conservation Promotion Month and pro-
motes marine environmental conservation activities. The
Japan Coast Guard also continues to participate in the
Umi-to-Nippon Project (Ocean and Japan Project)
which has been implemented since 2015. Source) MLIT
Part of the effort includes beach clean-up activities
where standard-design garbage bags are used through-
out Japan. To date, 28,198 people in 93 locations throughout the nation have collected and sorted roughly
11,000 bags of waste. Through this project, the Japan Coast Guard has promoted understanding of the
impact of every day waste on the marine environment.
The Japan Coast Guard intends to promote activities and intensify collaboration with this project to increase
opportunities for people to participate and further spread the concept of marine environmental conservation.
324 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 6 Improving Living Environments by Preventing Atmospheric and Noise Pollution
Section 6 Improving Living Environments by Preventing Atmospheric and Noise Pollution
II
1 Policies for Environmental Issues Related to Road Traffic
Chapter 8
(1) Measures for Individual Vehicles
(i) Exhaust gas reduction measures
Regarding measures for emissions of new passenger vehicles, trucks, buses and two-wheeled motor vehicles, we have
introduced and begun to sequentially apply the Worldwide Harmonized Heavy-Duty Certification, which is the world s
leading emissions regulation system.
Creating and Preserving a Beautiful and Healthy Environment
We convened an expert review meeting in April 2017 in response to the Volkswagen emissions scandal that came to
light in September 2015. In light of the experts findings centered around the introduction of on-road driving tests, we
amended laws and regulations in March 2018. The sequential application of amendments pertaining to on-road driving
tests will begin in 2022.
We are also implementing a program to certify low-exhaust gas vehicles that emit harmful substances from their ex-
haust pipes at levels far below regulatory values. These vehicles will be certified according to the level of their reduction
of exhaust gas in an effort to help consumers identify and select vehicles that perform exceptionally well in terms of
reducing emissions.
Exhaust gas measures are being implemented in Tokyo, Nagoya, Osaka and other major cities. One example is counter-
measures based on the Act Concerning Special Measures for Total Emission Reduction of Nitrogen Oxides and Particu-
late Matter from Automobiles in Specified Areas (Automobile NOx/PM Law).
(ii) Reinforcing noise regulations
Regarding measures for automobile noise, we have introduced international standards for evaluating the levels of noise
generated by acceleration in actual urban driving conditions to regulate the noise generated by four-wheeled vehicles, and
began applying the measures progressively in October 2016.
(2) Promotion of Traffic Flow Measures
(i) Countermeasures for air pollution
The volume of particulate matter (PM) and nitrogen oxide (NOx) emissions from automobiles is increasing because of
the increasing frequency of stop-and-go traffic and the reduced travel speed. For this reason, we are advancing the shift
through traffic in urban areas to bypasses as a way to improve the roadside environment.
Figure II-8-6-1 The Correlation Between Driving Speed and the Emission of Particulate Matter and Nitrogen Oxides (NOx) from Vehicles
Amount of NOx emissions (g/km·vehicle)
0.020 0.60
Amount of SPM emissions g/km·vehicle)
0.016
0.43
0.40
0.009 0.26 0.26
0.010 0.008
0.007 0.21
0.20
0.000 0.00
20 40 60 80 20 40 60 80
Average driving speed (km/h) Average driving speed (km/h)
*Amount of emissions per mileage for 2015, estimated by the MLIT
Source) MLIT
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 325
Section 6 Improving Living Environments by Preventing Atmospheric and Noise Pollution
(ii) Countermeasures for noise pollution
II Japan is proceeding with the lamination of low-noise pavement, installation of noise barriers, and maintenance of
environmental roadside facilities. Based on the Law for the Improvement of Areas along Trunk Roads, in addition to
preventative measures for issues caused by traffic noise, financial assistance is being provided for buffer buildings and
Chapter 8
noise insulation work for housing in construction projects in areas alongside roads.
2 Environmental Measures for Airports and Surrounding Areas
Creating and Preserving a Beautiful and Healthy Environment
In Japan, we have been steadily implementing various measures to deal with aircraft noise through improvements in
materials made possible by the introduction of low-noise aircraft, restrictions on departures and arrivals imposed via
regulations governing night-time flights, improvements in flight methods based on noise-abatement operations, upgraded
airport structures, and measures concerning the peripheral environment, including sound-insulation work and the provi-
sion of compensation for relocation. In recent years, the growing popularity of low-noise aircraft accounts for a reduced
impact that aircraft noise is having on areas surrounding airports even as the number of departures and arrivals by aircraft
is rising.
We will need to strive to accommodate the growth of areas surrounding airports and the desire to conserve the local
environment by continuing to take comprehensive measures to deal with aircraft noise while gaining the understanding
and cooperation of local residents in accordance with changes in such conditions as the demand for air travel.
3 Countermeasures for Railway Noise
We are installing noise barriers, raising embankment heights and implementing other measures for noise generated by
Shinkansen trains to enable the achievement of environmental standards based on the Environmental Quality Standards
for Shinkansen Superexpress Railway Noise announced by the then-Environment Agency in 1975.
As for local railway lines, we are switching to continuous welded rails and implementing other measures to satisfy
guidelines based on Noise Countermeasure Guidelines for the New Construction and Large-Scale Improvement of Local
Railways, announced by the then-Environment Agency in 1995.
4 Countermeasures for Urban Heat Islands
The heat island effect refers to the phenomenon in which the temperature in the central area of a metropolis is signifi-
cantly higher than the areas that surround it. Due to the effects of global warming, the global annual mean temperature is
rising at a rate of around 0.7°C per century, while that of Japan is rising at a rate of around 1.2°C per century. In contrast,
the temperature is rising roughly 2° C to 3°
C in Japan s major cities; the addition of the effects of urbanization to the trend
of global warming is producing these remarkable increases in temperature.
In order to advance comprehensive and effective measures for dealing with the urban heat island effect, we are engaged
in various initiatives according to the Outline of Measures for Dealing with the Heat Island Effect (formulated in 2004,
revised in 2013), which systematically summarizes specific measures put forth by relevant ministries and agencies. These
initiatives include the following: Initiatives that reduce artificial heat emitted by air-conditioning systems and automo-
biles, initiatives that improve ground surfaces based on the greening of public spaces and the use of water, initiatives
that consist of urban development projects that take wind channels into account, and initiatives for which observations,
monitoring, and surveys are conducted with respect to the heat island phenomenon.
326 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 6 Improving Living Environments by Preventing Atmospheric and Noise Pollution
5 Countermeasures for Sick Building Issue and Soil Contamination
II
(1) Countermeasures for Sick Building Issue
Sick building issue describes a situation
Chapter 8
Figure II-8-6-2 Visualization of Sick Building Issue
where materials used in the interior of a
building disperses chemical substances
which are hazardous to health. Japan is
Acute health effects The multifarious usage
taking measures such as regulations on Indoor air pollution from Irritation to eyes, nose, or throat, of chemical substances
Creating and Preserving a Beautiful and Healthy Environment
building materials and ventilation in the chemical contaminants dizziness, headaches, and nausea
Building Standard Act, and formulating
performance labelling systems based on
the Housing Quality Assurance Act.
Furniture Building materials (floors,
In the maintenance of government facil- walls, ceilings, etc.)
ities, Japan has implemented restrictions Formaldehyde, etc.
Enhanced hermeticity Inadequate
over the usage of building materials con- of buildings ventilation
taining chemical substances, as well as
measuring the indoor concentration of air-
Sub-floors
borne chemical contaminants after com- Termite repellents (chlorpyrifos, etc.)
pleting construction.
Source) MLIT
(2) Countermeasures against Issues
Related to Dioxins
Studies over the water and earth quality of class A river systems throughout Japan are being conducted for dioxins
specified in the Act on Special Measures concerning Countermeasures against Dioxins. In FY2016, the sediment of
all locations and the water quality of 97% (205 locations out of 211) of the locations satisfied environmental standards.
For rivers, ports, and harbors, we have implemented dioxin countermeasures as required according to the Manual on
Measures to Deal with Dioxins at the Bottom of Lakes (proposed), which was revised in April 2008, and the Technical
Guide on Measures to Deal with Dioxins at the Bottom of Ports and Harbors (revised edition). Support for programs in-
volving pollution-prevention measures is being provided for rivers, ports, and harbors where dioxins exceeding standards
have been detected in samples taken from the bottom of these locations.
(3) Measures against Asbestos
Issues concerning asbestos are life-threatening. As buildings that were built in the 1970s̶when mass amounts of
asbestos was imported to Japan̶each their dismantling period, it is important to implement pre-emptive measures to
prevent injuries from occurring.
In order to accurately and efficiently determine the actual use of asbestos building materials, investigators are being
trained based on the system for investigators of structures containing asbestos building materials, which was created in
FY2013.
Also, based on the Building Standards Law, the removal of sprayed asbestos when renovating a building is required,
and subsidy of comprehensive grants for social capital development is in place to promote the asbestos removal in existing
buildings and follow ups are being done for the situation of the removal and anti-scattering of asbestos in the existing
facilities under the jurisdiction of national ministries and agencies.
Furthermore, Japan is promoting the dissemination of information in efforts such as compiling data bases on referential
cost estimates for removal work of spray-applied asbestos insulation, documents useful for identifying building materials
containing asbestos (Visually identifiable building materials containing asbestos) and information on such materials, as
well as pamphlets for measures related to asbestos in buildings.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 327
Section 7 Observing, Monitoring, and Forecasting Changes in the Global Environment
6 Environmental Measures in Construction
II
The gas emissions measures (NOx, PM) for construction machinery that are not driven on public roads, the registration,
certification and approval are being handled based on the Act on Regulation, Etc. of Emissions from Non-road Special
Chapter 8
Motor Vehicles. Things like the low interest loan system is in place to provide assistance for the purchasing of construc-
tion machinery that have been adapted to be environment-friendly by meeting the latest emission standards and having
reduced noise.
Creating and Preserving a Beautiful and Healthy Environment
Section 7 Observing, Monitoring, and Forecasting Changes in the Global Environment
1 Observing and Monitoring the Global Environment
(1) Observing and Monitoring Climate Change
In order to grasp the status of green-
Figure II-8-7-1 Time-series of CO2 Concentration in Japan
house gases (GHGs), the Japan Meteoro-
logical Agency (JMA) is observing GHG 420
410 Ryori Minamitorishima Yonagunijima
concentrations in the atmosphere at three
CO2 concentration (ppm)
400
stations in Japan. CO2 concentrations in 390
the marine atmosphere, as well as those in 380
the sea surface water are being observed 370
in the western North Pacific by research 360
vessels. GHGs in the middle-troposphere 350
340
in the western North Pacific is also being 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 (year)
observed. Furthermore, JMA conducts ob- Source) Japan Meteorological Agency
servation of solar and infrared radiation at
five stations in Japan in order to monitor
climate changes and reduce uncertainty in global warming projections.
In addition, JMA observes sea level rise accompanied by global warming, and publish information on the long-term
change in sea levels around Japanese coasts.
JMA also produced the Japanese 55-year Reanalysis (JRA-55), a historical global atmospheric data with homogeneity
in space and time, and is using it to monitor climate change and improve the accuracy of seasonal forecasting.
Moreover, the Climate Change Monitoring Reports and the Report on Climate Change and Extreme Weather (in
Japanese) are being compiled based on the results of observation, and future projections of climate change, extreme
weather events and global warming are being disclosed to the public. Serving as the World Data Centre for Greenhouse
Gases (WDCGG) of the World Meteorological Organization (WMO), JMA also archives and provides observation data
on greenhouse gases around the world.
(2) Observing and Monitoring Extreme Weather Events
JMA monitors unusual weather events occurring in Japan and elsewhere in the world and summarizes and releases
periodic and extraordinary information concerning weather disasters and areas where extreme high/low temperatures
and precipitation, and other such events have been observed. Also, when extreme weather conditions are occurring that
significantly affect the public, summary reports are given covering the information regarding features, factors and the
outlook.
Furthermore, as a Regional Climate Centre of the World Meteorological Organization (WMO), JMA provides infor-
mation such as monitoring and analysis of extreme weather as well as technical assistance through training and dispatch
of experts to National Meteorological and Hydrological Services in Asian countries to support the climate service in the
Asia Pacific region.
328 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 7 Observing, Monitoring, and Forecasting Changes in the Global Environment
(3) Observing and Monitoring using Geostationary Meteorological Satellites
JMA continues to operate the geostationary meteorological satellites Himawari-8 and Himawari-9. The two-satellite II
system was established to ensure consistent observation over the long term, and provides constant, 24-hour observation
of wide areas of East Asia and the Western Pacific region. By using these satellites, in addition to improving the disas-
Chapter 8
ter prevention function against such things like tropical cyclones and torrential rainfalls, Japan is leading the world in
strengthening its monitoring function of the Earth s environment, including global warming.
(4) Observing and Monitoring the Ocean
Creating and Preserving a Beautiful and Healthy Environment
The ocean is greatly impacting the Figure II-8-7-2 Monitoring the Global Environment Using Research Vessels
earth s climate by storing a much larger
120°E 140°E 160°E
amount of heat than the atmosphere, and
it is also easing the progression of global 40°N
8.15
warming by absorbing CO2 discharged by
pH (hydrogen ion exponents)
human economic activity. In order to mon-
itor global warming, an accurate grasp of
8.10
oceanic conditions is essential.
20°N
The Japan Meteorological Agency
(JMA), under the international cooperative
8.05
structure, monitors oceanic conditions by −0.018±0.001/10 years
carrying out ocean observation with high
0°
accuracy from research vessels in the west- 1990 2000 2010 (year)
ern North Pacific along with using data This diagram shows long-term changes in the hydrogen ion exponents on the surface of the ocean during the winter along 137°
erage from 7°N to 33°
E (av-
N). The -0.018 decrease in pH over the last decade indicates that the acidification of the oceans is progressing.
from satellites and Argo floats, or profiling Source) Japan Meteorological Agency
floats to automatically observe the ocean
interior. Example of a Marine Diagnosis Report Published on the
Figure II-8-7-3
JMA website Marine Diagnosis Re- Japan Meteorological Agency Website
port provides general information on the
ocean such as sea surface temperatures,
ocean currents, sea level, sea ice, as well
as the present status and the prospect for
the future.
The Japan Coast Guard uses autono-
mous ocean vehicle (AOV), drift buoys
and High Frequency radar to constantly
monitor and fully understand the state of
ocean around Japan, and publishes their
observation results. In addition, the Japan
Oceanographic Data Center collects and
manages data obtained by Japanese marine
research organizations, and discloses it to - Ocean Current Charts: Comprehensive analysis (data assimilation) of the results of ocean general circulation model
(MRI.COM) and observation data from satellites, ships, buoys, profiling floats and the like enables us to calculate
water temperatures and currents anywhere from the ocean surface to areas near the seafloor.
relevant institutions and to the public. - The speed of ocean current is color-coded according to the scale on the right-hand side of the chart. Here, red
indicates strong currents. Ocean Current Chart from January 21, 2018:
The strong currents to the south of Japan depicted here in red and yellow correspond to the large meandering path
of the Kuroshio Current, which veers offshore of Japan between the Kii Peninsula and area offshore of Tokai, turning
southward near 31° N, 137.5°E.
Source) Japan Meteorological Agency
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 329
Section 7 Observing, Monitoring, and Forecasting Changes in the Global Environment
(5) Observing and Monitoring the Ozone Layer
II The Japan Meteorological Agency (JMA) annually publishes the outcome of observations on ozone and ultraviolet
radiation. According to these studies, the global amount of ozone has increased slightly since 2000, but continues to be
lower than it was in the 1970s. JMA also provides hourly updates of the current intensity of ultraviolet rays (UV analytical
Chapter 8
values) and daily updates of the projected intensity of ultraviolet rays for the current and following day (UV projected
values) on its website to contribute to Japanese residents measures against harmful ultraviolet raysNote. To describe the
intensity of ultraviolet rays, the agency uses the UV index, a metric that indicates the effects of harmful ultraviolet rays
on the human body.
Creating and Preserving a Beautiful and Healthy Environment
(6) Promoting Routine Operational Observation in the Antarctic
The Geospatial Information Authority of Japan facilitates activities carried out by Antarctic research expeditions. At
the same time, it makes geodetic observations, produces and updates topographical maps, and develops satellite image
maps on the Antarctic region in order to contribute to international activities relating to research on global environmental
changes and geodetic surveys.
The Japan Meteorological Agency continues to conduct observation of ozone, solar and infrared radiation, surface and
upper-air at the Syowa Station (Antarctica). Accumulated meteorological data contribute to monitor and research the
global environment, such as the changes in Antarctic ozone hole and global climate, and are utilized for the formulation
of international policies.
The Japan Coast Guard is conducting topographical studies on the sea floor. The observation data is being used for
compiling nautical charts and as the basis for research related to past environmental conditions such as glacial erosion and
sedimentary environments. In addition, they conduct tidal observations and monitor the fluctuations in sea levels, which
are closely tied to global warming.
2 Research of and Predictions of the Global Environment
The Japan Meteorological Agency and the Meteorological Research Institute are developing prognostic models on
changes in climate around Japan and the world, and actively participate in international research programs such as the
World Climate Research Programme (WCRP). Earth system models that track the carbon cycle process and other chang-
es and higher-resolution regional climate models are being developed, and research for making warming predictions is
being conducted. In FY2016, JMA released Global Warming Projection Volume 9, which takes uncertainty into account
as it shows detailed warming predictions for the area around Japan based on a highly developed regional climate model.
In addition, JMA made proactive contributions to the fifth assessment report of the Intergovernmental Panel on Climate
Change (IPCC) (released in 2013-2014), the National Plan for Adaptation to the Impact of Climate Change (adopted by
a Cabinet decision in November 2015), the Plan for Global Warming Countermeasures (adopted by a Cabinet decision in
May 2016), and efforts toward the development of adaptation measures by local governments and others.
The National Institute for Land and Infrastructure Management released the results of research into climate change ad-
aptation in terms of flood control, water utilization, and the environment in the Report on Research into Climate Change
Adaptation (2017) and other documents. These results have been incorporated into various materials, including a report
issued in August 2015 by the Social Development Council entitled Adapting to Climate Change in the Area of Water Di-
sasters, and a plan for adapting to climate change drafted by the MLIT in November 2015.
3 Promoting Global Geodetic Observation
Japan contributes to the determination of the shape and variation of the earth through activities such as international
observations using Very Long Baseline Interferometry (VLBI, a method of observation using radio waves from quasars)
and Satellite Laser Ranging (SLR, a method of measuring the distance to artificial satellites using lasers), tide observa-
tions, absolute gravity measurements, and continuous GNSS observations using GNSS continuously operating reference
stations, and is promoting the establishment of a Global Geodetic Reference Frame (GGRF).
Note JMA UV Information website: http://www.jma.go.jp/jp/uv/
330 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting the Overseas Development of Infrastructure Systems
Strengthening Strategic International II
Chapter 9
Development and Contributions
Chapter 9
Section 1 Promoting the Overseas Development of Infrastructure Systems
Strengthening Strategic International Development and Contributions
1 General Government Policy
The government established the Management Council for Infrastructure Strategy in March 2013 and compiled the
Export Strategy for Infrastructure Systems in May of the same year, based on deliberations on government policies car-
ried out by ministers involved, including the Minister of Land, Infrastructure, Transport and Tourism. A revised version of
this strategy was formulated in May 2017 with the aim of Japanese companies securing orders for overseas infrastructure
systems totaling up to approximately JPY 30 trillion in 2020 (approximately JPY 10 trillion in 2010). The active pro-
motion of the overseas development of infrastructure systems is also stated in Growth Strategy 2017 (approved by the
Cabinet in June 2017).
In May 2015, a Partnership for Quality Infrastructure incorporating the provision of approximately 110 billion dollars
of Japan s Quality Infrastructure Investment in the Asian region over the ensuing five-year period was announced by
Prime Minister Abe. Through this partnership, the government aims to further mobilize private-sector funds and expertise
to realize infrastructure investments that are sufficient in terms of both quality and quantity. In November of the same
year, the Prime Minister announced that systemic improvements of yen loans and overseas investments and loans and
other more specific measures for the Partnership for Quality Infrastructure would be carried out.
Prior to the G7 Ise-Shima Summit in May 2016, the Expanded Partnership for Quality Infrastructure Initiative an-
nounced by Prime Minister Abe set out policies to expand the target area from Asia to the entire world, and to provide
USD 200 billion of investments over the ensuing five-year period. The participants of the G7 Summit reached a consen-
sus regarding the importance of the global community sharing a common understanding of the basic elements of Quality
Infrastructure Investment, and agreed upon the G7 Ise-Shima Principles for Promoting Quality Infrastructure Investment.
2 Initiatives of the Ministry of Land, Infrastructure, Transport and Tourism
In accordance with the abovementioned strategy and by making the most of the aforementioned systemic improve-
ments, MLIT will powerfully advance the overseas developments of infrastructure systems in sectors MLIT is concerned.
In order to successfully overcome competition with foreign countries and win bids for Japanese companies, we must rely
on Japan s strengths, such as by building safe and reliable systems that combine structural and non-structural aspects,
while flexibly addressing the needs of recipient countries. Therefore, we are planning to promote three pillars of the
applicable measures: (i) upstream planning and information sharing, (ii) mitigation of business risks, and (iii) overseas
development of soft infrastructure.
(i) Upstream planning and information sharing
In order to promote participation from the concept stage of each project (upstream), Japan will appeal its technology to
foreign countries, especially how it provides safety, reliability, and superior cost-effectiveness in the long run, including
with respect to the operations stage. Japan will share these information by utilizing trade promotion activities carried out
through joint efforts by leaders in the public and private sectors, organizing city tours for foreign ambassadors in Japan,
and taking advantage of opportunities at international conferences.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 331
Section 1 Promoting the Overseas Development of Infrastructure Systems
(ii) Mitigating business risks
II We established the Japan Overseas Infrastructure Investment Corporation for Transport and Urban Development (JOIN)
in October 2014 to reduce business risks̶such as huge initial investments, long-term maintenance requirements, and
demand risks̶incurred by companies expanding into downstream (management and operations) functions in the field of
Chapter 9
transportation and urban infrastructure, and are seeking to provide multifaceted support to Japanese companies involved
in the overseas development of infrastructure systems through the proactive use of JOIN, as well as through such means as
the establishment of a hotline for overseas construction and safety measures to serve as a liaison to help resolve problems
faced by companies that challenges into overseas markets; the dissemination of updated information through databases
Strengthening Strategic International Development and Contributions
of overseas construction, real estate markets and etc.; support through mission dispatches and other efforts to help small
and medium-sized construction firms develop into overseas markets; and support for developing into third countries that
collaborate with geopolitically important countries.
(iii) Overseas development of soft infrastructure
Various efforts are underway to create an environment ideal for Japanese companies to participate in projects, including
international standardization of Japanese technologies and systems, becoming the de facto standard of partner countries,
supporting for institutional development of partner countries to improve the business environment for Japanese compa-
nies, and supporting for training engineers and skilled workers that contribute to sustaining administration and mainte-
nance of infrastructure in partner countries.
(1) Establishment of System to Promote Overseas Infrastructure System Development
Regarding overseas infrastructure projects where MLIT is concerned, in order to strongly promote the development of
Japanese business firms to go overseas, the Cabinet approved the Act for Promotion of the Participation of the Japanese
Business in Overseas Infrastructure Projects in March 2018 and submitted it to the Diet, which enables the minister for
MLIT to set up basic policies of overseas social infrastructure development, and which enables administrative agencies to
do investigations and etc. overseas, so as to engage in overseas projects.
(2) Top Sales Promotion
In FY 2017, Keiichi Ishii, the Minister of Land, Infrastructure, Transport and Tourism, visited eight countries including
Malaysia, Singapore, Indonesia and the United States of America, and engaged in top sales of Japanese infrastructure sys-
tems by holding discussions and exchanging opinions with top officials and cabinet ministers authorized in the same sec-
tors in these countries. In addition, the State Ministers and Parliamentary Vice-Ministers of the MLIT visited a total of 21
countries including Myanmar, Colombia and Senegal, and promoted Japan s infrastructure systems to countries with po-
tential infrastructure demands. Additionally, visits to Japan by foreign ministers and dignitaries, the hosting of seminars,
and other such opportunities were actively used to send messages of the superiority of Japanese infrastructure systems.
Column Strong Promotion of Top Sales Column
During FY 2017, the Minister, State Ministers, and Parliamentary Vice-Ministers of the MLIT conducted
sales promotion of Japan s infrastructure systems to key government officials. Here, we introduce examples
of top sales by the Minister.
(1) Official trip to Singapore and Malaysia by Minister Keiichi Ishii.
In August 2017, Minister Keiichi Ishii visited Singapore and Malaysia to hold bilateral meetings to promote
the Japanese Shinkansen system to key government officials and discuss cooperation in the infrastructure
and transport sectors.
332 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting the Overseas Development of Infrastructure Systems
In Singapore, he attended a symposium on high- Discussions with Malaysia Prime Minister Najib Razak
II
speed rail and expressed his intent to share the ex-
perience, skills and know-how Japan has gained
Chapter 9
from its Shinkansen system with key persons in Sin-
gapore and to deepen the relationship between the
two countries. He also attended the port seminar,
and urged the need of strengthening of cooperative
Strengthening Strategic International Development and Contributions
relations with Japan to promote LNG bunkering and
to work toward the realization of a next-generation
container terminal.
In Malaysia, Minister Ishii attended a ceremony to
commemorate the establishment of the ASEAN Re-
gional Training Center for marine traffic control where
Source) MLIT
he stressed the significance of Japanese support in
the establishment of the center as part of enhancing
Parliamentary Vice-Minister Kazuo Yana delivers the greeting at a
ASEAN navigation safety measures, and expressed ceremony
his hopes that the center will ensure the safety of
marine transportation for ASEAN in the future and
lead to the further development of cooperative rela-
tions between Japan and ASEAN.
(2) Official trip to Myanmar by Kazuo Yana, Par-
liamentary Vice-Minister of MLIT
In November 2017, Parliamentary Vice-Minister
Kazuo Yana attended a ceremony on urban devel-
opment projects by Japanese companies in Yan-
gon, Myanmar. As these projects are symbolic of
friendly relations between Myanmar and Japan, he
Source) MLIT
expressed his intent to provide the utmost support
for the realization of many projects by Japanese
Discussions with India Minister of Railways, Coal and Corporate Affairs
companies, and to contribute to the development Piyush Goyal
and resolution of urban problems in Myanmar. Par-
liamentary Vice-Minister Yana also toured the sites of
ongoing urban development projects promoted by
Japanese companies.
(3) Official trip to Sri Lanka and India by Minister
Ishii
In December 2017, Minister Ishii engaged in dis-
cussions about infrastructure and transportation
sector policy with key persons from the Sri Lankan
and Indian governments. The officials exchanged
opinions about cooperation with Sri Lanka in the
fields of water- and sediment-related disasters, the Source) MLIT
need for sewage system improvement triggered by
urbanization, and more, and cooperation with India on high-speed railway projects and other railway proj-
ects, urban development around high-speed railway stations, roads and more.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 333
Section 1 Promoting the Overseas Development of Infrastructure Systems
II (4) Official trip to Senegal and Morocco by Takao Conclusion of memorandum of understanding between State Minister
Makino and Senegal Minister of Infrastructure, Land Transport and
Makino, State Minister of MLIT Opening-Up Abdoulaye Daouda Diallo
In January 2018, State Minister Takao Makino was
Chapter 9
joined by roughly 20 member companies of the Ja-
pan-Africa Infrastructure Development Association
(JAIDA), which was launched in September 2016, in
hosting a public-private infrastructure conference in
Strengthening Strategic International Development and Contributions
Senegal. At the conference, and in the presence of
Senegal President Macky Sall, State Minister Makino
and Senegal Minister of Infrastructure, Land Trans-
port and Opening-Up Abdoulaye Daouda Diallo
signed a memorandum of understanding on the pro-
motion of Japan s Quality Infrastructure Investment Source) MLIT
and the continuation of cooperative relations, and
agreed to launch a Dialogue on Quality Infrastruc- Discussions with US Secretary of Transportation Elaine Chao
ture so that the discussion would continue after the
conference. The two sides also exchanged views on
projects that are expected to involve the cooperation
of Japanese companies, such as the Project for Re-
habilitation of the Third Wharf in Dakar Port and the
Mamelles Seawater Desalination Project.
In Morocco, State Minister Makino and Morocco
Minister of Equipment, Transport, Logistics and Wa-
ter Abdelkader Aâmara signed a memorandum of
understanding concerning the cooperative promo-
tion of Japan s Quality Infrastructure Investment in
which the two countries agreed to deepen coopera- Source) MLIT
tive relations to promote the development of quality
infrastructure jointly with Morocco and other African countries. He Discussions with Colombia Minister of Transport
Germán Cardona
also recommended Japanese companies to top-level officials in
hopes of winning bids for Japanese firms in the Kenitra Atlantic
Ocean New Port Construction Project.
(5) Official trip to the USA by Minister Ishii
In January 2018, Minister Keiichi Ishii held Japan Infrastructure
Investment Forum 2018 in Washington D.C. based on a memo-
randum of cooperation in the field of transportation infrastructure
signed with the US Department of Transportation in October 2017.
In the keynote speech, which Minister Ishii jointly delivered with US
Secretary of Transportation Elaine Chao, he stressed the impor-
tance and possibilities of Japan-US cooperation in infrastructure
maintenance to the attendees.
He also exchanged opinions with Secretary Chao and US Sec-
retary of Housing and Urban Development Ben Carson in bilateral
discussions about the Texas high-speed railway, Japan-US infra-
structure cooperation and future housing and urban policy. Source) MLIT
334 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting the Overseas Development of Infrastructure Systems
(6) Official trip to Panama and Colombia by Tsukasa Akimoto, State Minister of MLIT II
In January 2018, State Minister Tsukasa Akimoto made an official trip to Panama and Colombia. In Pan-
ama, he participated in the Japan-Panama Dialogue on Maritime Affairs Policy with the CEO of the Panama
Chapter 9
Canal Authority Jorge L. Quijano and Panama Deputy Administrator of the Panama Maritime Authority
Agustin Moreno. The two sides agreed to continue to deepen cooperation between the two nations. In
Colombia, State Minister Akimoto met with Colombia Minister of Transport Germán Cardona to exchange
views on cooperation on railway projects such as the Bogotá Metro, and in the infrastructure such as ports
Strengthening Strategic International Development and Contributions
and harbors) and transportation sectors.
(3) Formulating Action Plan 2018 of the Ministry of Land, Infrastructure, Transport and Tourism for Overseas
Development of Infrastructure Systems
The demand for infrastructure has rapidly increased in various countries including neighboring ASEAN member coun-
tries, and the heightened competition of winning bids has been getting fiercer. The government as a whole has strived to
achieve the Partnership for Quality Infrastructure delivered by Prime Minister Abe through, for example, fundamental
institutional improvements to win more orders. The role of the MLIT is large in Japan s overseas development of infra-
structure, and this must be further promoted through new activities which act accordingly to changes in the present situa-
tion in concert with national diplomacy strategies, while continuing and strengthening current efforts and making most of
institutional improvements. In light of the submission of the Act for Promotion of the Participation of the Japanese Busi-
ness in Overseas Infrastructure Projects and the progress of various projects and other matters, Action Plan 2018, which
was devised in March 2018, sets out five strategies: (1) establishment of Team Japan , (2) strengthening of competitive-
ness, (3) measures towards increasing PPP projects, (4) increasing opportunities to win business through contributions to
partner countries, and (5) continuous support for companies after contracting. The Plan also includes specific efforts in
diverse fields including railways, ports and harbors, airports, urban/real estate development, and the construction industry.
(4) Further Use of Private-Sector Funds for the Overseas Development of Infrastructure Systems
The world-wide infrastructure market is projected to continue growing; in particular, we are seeing more requests
for public-private partnerships (PPP) based on the use of private-sector funds. However, since transportation and urban
development projects are characterized as long-term development, demand risks during the operations stage, and local
government organs exercising their influence, participation by private-sector players alone is sometimes challenging.
For this reason, the MLIT established the Japan Overseas Infrastructure Investment Corporation for Transport and
Urban Development (JOIN) in October 2014 to carry out capital investments and participate in projects on an integrated
basis in accordance with demand risks in order to help Japanese private companies participate in overseas markets for
transportation and urban development. Until today, JOIN has decided (with the authorization of the Minister of the MLIT)
to provide support on eleven projects involving ports and harbors, railways, urban development and logistics. In addition,
in light of the Quality Infrastructure Export Expansion Initiative announced by Prime Minister Abe in May 2016, we have
implemented further systemic improvements for the overseas development of quality infrastructure, such as revising gov-
ernment ordinances and deregulating the biggest investor standard. Furthermore, we have concluded memorandums of
understanding with private companies and relevant government organizations from Singapore, Argentina and other coun-
tries. In FY 2018, 126.8 billion yen was posted to the Fiscal Investment and Loan Program (63.9 billion yen for industry
investments and 62.9 billion yen for government guarantees). JOIN will continuingly be utilized proactively.
(5) Promoting International Strategic Public Relations
In order to further advance the overseas development of infrastructure systems, initiatives for strategic publicity shall
be promoted, such as by producing and effectively highlighting public relation to convey the concept of a high-quality
infrastructure, a salient feature of infrastructure systems in Japan, in an easy-to-understand manner. We will utilize the
videos that we produced which specifically convey the concept of high-quality infrastructure, at top-level trade promotion
activities, occasions when dignitaries visit Japan and seminars. We will also call for online broadcasting channels and
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 335
Section 1 Promoting the Overseas Development of Infrastructure Systems
transmission media to reach broad audiences in targeted countries and regions.
II
(6) Initiatives in Different Countries and Regions
In addition to the aforementioned initiatives, public-private partnership-based infrastructure conferences and bilateral
Chapter 9
dialogues are being continued to promote greater understanding of high-quality infrastructure investments advocated by
Japan as a way to create opportunities to advance the overseas development of infrastructure systems through public-pri-
vate partnerships. Overseas public-private partnership councils have also been established in different fields of infra-
structure̶namely eco-cities, water, roads, disaster prevention, rail, ports and harbors, and aviation̶to facilitate sharing
Strengthening Strategic International Development and Contributions
information on Japanese infrastructure.
For example, in developing Talks for Cooperation in Disaster Prevention in the pursuit of solutions for an emerging
country dealing with disaster-prevention issues in collaboration with academic, business, and government circles in both
countries, Japanese technologies would be introduced and proposed to the government of the other country through a part-
nership with the Japan Disaster Prevention Platform, an organization building a cooperative framework among academic,
business, and government circles established in June 2014. In order to promote such projects as those involving participa-
tion in the development and operations of ports and harbors in Myanmar, Indonesia, Kenya, Mozambique and elsewhere,
the introduction of port EDI system in Myanmar and Cambodia, and the introduction of national technical standardsfor
port and harbor facilities in Vietnam, the development of human resources is being enriched, and information sharing,
exchanges of views and other efforts through the Overseas Port Logistics Projects Council are being implemented. In ad-
dition, public-private partnership initiatives are being carried out through the Japan Conference on Overseas Development
of Eco-Cities and other such bodies tasked with promoting urban development overseas, and support was provided for
Japan to have an exhibition booth at MIPIM, an international real estate show for professionals (held in Cannes, France
in March 2016).
In addition, we have implemented verification projects regarding the modernization of agricultural product logistics
systems in Myanmar and the promotion of the use of freight railways in India as a logistics pilot project for the overseas
development of Japanese quality logistics systems.
The MLIT has also cooperated with Japanese expressway companies to develop Japanese quality expressway systems
overseas; in FY 2017, we participated in overseas toll road projects in Vietnam with the Central Nippon Expressway
Company and in India with the East Japan Expressway Company.
In June 2017, we launched the Japan Association of Small and Medium-Sized Enterprises for Overseas Construction
(JASMOC) to promote development into the international market by small and medium-sized Japanese construction
companies, and have hosted seminars in Japan, dispatched missions and made other efforts to help those companies sell
their distinct technologies and make connections with key persons in foreign countries.
Discussions, collaborations, and other initiatives promoting the overseas development of infrastructure systems and
undertaken with different regions and countries in FY 2017 are outlined below.
(i) ASEAN region
In the ASEAN Economic Community (AEC), which was launched at the end of 2015 in pursuit of the realization of
a giant single market, emphasis on economic development through the reinforcement of regional connectivity and other
efforts have produced expectations of increased activity in the movement of people, goods and other items in the future.
Amidst a growing number of requests for system development support from developing countries and other ASEAN
member states, and to promote the development of human resources capable of spreading the development of systems
related to land and construction, in September 2017, the MLIT brought government workers from the ASEAN member
states together in one place to implement a construction policy program that provided courses on relevant systems and
on-site inspection tours.
In FY 2017, we implemented the following bilateral efforts with the respective ASEAN member states.
- Indonesia
In July 2017, Indonesia Minister for Public Works and Housing Basuki Hadimuljono and others were invited to Japan.
Minister Basuki and MLIT Minister Ishii held meetings where they exchanged views on cooperation involving social
336 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting the Overseas Development of Infrastructure Systems
infrastructure improvement̶namely road and dam redevelopment and sewage systems̶and confirmed their intent to
further improve bilateral relations. II
In October 2017, we co-hosted the Japan-Indonesia Technology Corporation Seminar with the Bandung Institute of
Technology for the purpose of helping small and medium-sized Japanese construction companies sell their technologies
Chapter 9
and make connections with key people in Indonesia.
In November 2017, the eighth meeting of the Japan-Indonesia Senior Transport Officials was held in Tokyo. At this
meeting, opinions were exchanged on solutions to issues, the future direction of cooperation and other matters concern-
ing railways, ports and harbors, aviation and other important matters for cooperation between the two countries in the
Strengthening Strategic International Development and Contributions
transportation sector. The two sides confirmed their intent to continue cooperating and collaborating closely on structural
aspects such as infrastructure construction as well as non-structural aspects such as system establishment and human
resources development. In addition, at the 10th Japan-Indonesia Conference on Construction, which was held in Jakarta,
opinions were exchanged about the construction industry, namely efforts to improve productivity and future policy for
the industry.
In December 2017, Indonesia Coordinating Minister for Maritime Affairs Luhut Binsar Pandjaitan visited Japan and
held a meeting with MLIT Minister Ishii. At this meeting, the two sides confirmed their intent to further improve coop-
erative relations between Japan and Indonesia heading into 2019, which marks the 60th anniversary of the establishment
of diplomatic relations between the two countries. In addition, the Seminar on Dam Rehabilitation and Bridges was held
in Jakarta. At the seminar, which was attended by Minister Basuki, detailed proposals from Japan regarding dam rehabil-
itation and bridge deterioration/earthquake-proofing countermeasures and other matters were explained and shared with
many key people from the Indonesia side.
In January 2018, the fifth meeting of the Japan-Indonesia Senior Construction Officials was held in Tokyo in conjunc-
tion with the Indonesia Ministry of Public Works and Public Housing. The overall meeting was broken down into themes
such as dam rehabilitation and tunnel technology. The fields of roads, housing and construction, disaster prevention and
water resources, sewage systems, and construction were discussed in individual working groups. In addition, the two
sides exchanged information about efforts, challenges, technology and other matters in both countries alongside poster
presentations that introduced the technology of Japanese companies.
- Thailand
In May 2017, MLIT Parliamentary Vice-Minister Yukinori Nemoto made an official trip to Thailand, where he held
discussions about policy issues in the railway, transportation safety, flood countermeasures, bus transportation and other
sectors.
During a visit to Japan by Thailand Deputy Prime Minister Somkid Jatusripitak, Minister of Transport Arkhom Ter-
mpittayapaisith and Minister of Science and Technology Achaka Sriboonreung in June 2017, the third meeting of the
Japan-Thailand High Level Joint Commission was held with Chief Cabinet Secretary Yoshihide Suga and MLIT Minister
Ishii in attendance to promote cooperation projects between the two countries. At the meeting, Minister Ishii concluded
two memoranda of cooperation, one with Minister Arkhom concerning the railway sector, and another with Minister
Achaka for the establishment of a network of GNSS-based control stations.
In December 2017, MLIT State Minister Takao Makino made an official trip to Thailand, where he engaged in top
sales and policy discussions about development, mainly in the railway and tourism sectors. State Minister Makino also
submitted the final report of the feasibility study on the high-speed railway from Bangkok to Chiang Mai to Minister
Arkhom, and encouraged the Thai government to approve the project as quickly as possible to enable the introduction of
a Japanese Shinkansen system.
In February 2018, the MLIT introduced Japan s systems and technology related to recycled asphalt in a seminar dedi-
cated to the topic in order to promote the establishment and diffusion of construction recycling systems.
- Vietnam
In April 2017, MLIT Minister Ishii held a meeting with Ho Chi Minh City Communist Party Committee Secretary Tan,
who was on an official visit to Japan. At the meeting, they exchanged views on the development of underground shopping
areas, railways, roads and other infrastructure in Ho Chi Minh City.
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Section 1 Promoting the Overseas Development of Infrastructure Systems
That same month, Minister Ishii held a meeting with Vietnam Minister of Planning and Investment Zun, who was on
II an official visit to Japan. At the meeting, they exchanged views on airports, underground shopping area development,
railways, roads, ports and harbors, automobiles and other sectors in Vietnam.
In June 2017, MLIT Parliamentary Vice-Minister Ono and Vice-Minister for Engineering Affairs Mori individually
Chapter 9
held meetings with Vietnam Vice-Minister of Transport Duong, who was on an official visit to Japan. At these meetings,
they exchanged views on ports and harbors, airports, roads and other sectors in Vietnam. In addition, at the Akasaka State
Guest House, with Prime Minister Abe and Vietnam Prime Minister Nguyen Xuan Phuc witnessing, a Memorandum on
Cooperation in Developing National Technical Standards for Port and Harbor Facilities, and a Memorandum of Coop-
Strengthening Strategic International Development and Contributions
eration Regarding Expressway PPP Projects, which aims to actualize PPP projects for expressways in Vietnam, were
signed with the Vietnam Minister of Transport.
In July 2017, Vice-Minister for International Affairs of MLIT Narahira made an official trip to Hanoi, Vietnam, and
held a meeting of the Japan-Vietnam Senior Transport Officials. At the meeting, senior transport officials engaged in pol-
icy discussions about matters for cooperation between the two countries in the transportation sector.
In October 2017, as part of the Disaster Management Collaborative Dialogue with the Vietnam Ministry of Agriculture
and Rural Development (MARD), the MLIT hosted a public-private workshop with Vietnam where efforts were made to
enhance disaster prevention cooperation in both countries under public-private cooperation in the field of landslides and
sediment disasters.
In November 2017, a joint job fair for Vietnamese technical university students was held in pursuit of building networks
in Vietnam and securing and training human resources who can contribute to the expansion of Japanese companies into
Vietnam.
In December 2017, in order to strengthen cooperative relations between Japan and Vietnam and land-related sectors
and provide support for establishing legislation, the two sides shared knowledge and experience and concluded a memo-
randum of understanding concerning the joint promotion of pilot projects for introducing information systems concerning
Japanese-style land evaluation in Vietnam. In addition, the MLIT worked together with the National Graduate Institute
for Policy Studies to implement training for Vietnamese government personnel to support the improvement and diffusion
of land-related systems.
In December 2017, MLIT State Minister Makino made an official trip to Vietnam, where he engaged in top sales to
promote exchange in the tourism sector, the development of cooperation projects in which the introduction of Japanese
quality transportation infrastructure systems are investigated, and other matters to key people in Vietnam.
In January 2018, MLIT Parliamentary Vice-Minister Tsukasa Akimoto made an official trip to Vietnam, where he par-
ticipated in the Japan-Vietnam Transportation Technology Cooperation Seminar. At the seminar, Parliamentary Vice-Min-
ister Akimoto furthered understanding of Japanese Quality Infrastructure by introducing soft infrastructure (technology/
standards, operation and management, human resources, etc.) and the Japanese transportation sector in an effort to pro-
mote the production of Japanese infrastructure in Vietnam.
At the 10th Vietnam Expressway Seminar held in the same month, opinions were exchanged about systems in Vietnam,
Japan s efforts in Vietnam, including proposals regarding PPP projects for roads.
In February 2018, the MLIT introduced Japan s systems and technology related to recycled asphalt in a seminar dedi-
cated to the topic in order to promote the establishment and diffusion of construction recycling systems.
In March 2018, the 11th intergovernmental conference regarding the sewerage sector was held based on the memoran-
dum of cooperation in the sewerage sector concluded with the Vietnam Ministry of Construction (and updated in April
2017).
- Philippines
In November 2017, the first Japan-Philippines Conference on Construction was held to strengthen relationships in the
construction sector and for other purposes. At the conference, opinions were exchanged about efforts related to training
human resources in construction and other matters.
- Malaysia and Singapore
In April 2017, a meeting of the Japan-Singapore Senior Transport Officials was held in Singapore. At the meeting̶the
338 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting the Overseas Development of Infrastructure Systems
first since the two countries agreed at the Japan-Singapore Summit Meeting held in September 2016 to host meetings of
senior officials from relevant ministries and agencies to strengthen bilateral cooperation in the land, sea and air transport II
sectors̶the two sides exchanged views on the state of current efforts, the direction of future cooperation and other mat-
ters concerning the various transport sectors.
Chapter 9
In April 2017, a memorandum of cooperation in the port and harbor sector was concluded with the Maritime and Port
Authority of Singapore. Based on this memorandum, in August 2017, the Singapore & Japan Port Seminar 2017 was held,
and the Japan-Singapore Joint Study on LNG Bunkering was launched.
On official trips to Malaysia and Singapore in May and August 2017, MLIT Minister Ishii exchanged opinions with
Strengthening Strategic International Development and Contributions
key people from both governments about cooperation in the transportation, urban development and other infrastructure
and transport sectors, and bilateral cooperation in the tourism sector. He also attended symposia on high-speed railways
in Malaysia in May and in Singapore in August, where he stressed the social and economic advantages Malaysia and
Singapore stand to gain from introducing a Japanese Shinkansen system, as well as the human resources development,
technology transfer and other benefits of cooperation with Japan.
In December 2017, MLIT Parliamentary Vice-Minister Akimoto made an official trip to Malaysia, and held meetings
with Malaysia Deputy Prime Minister Devamany and Ministry of Natural Resources and Environment Vice-Minister
Hamim. At the meeting with Deputy Prime Minister Devamany, Parliamentary Vice-Minister Akimoto promoted Japan s
role in the Malaysia-Singapore high-speed railway plan and confirmed Japan s intent to continue to implement human
resources development and strengthen cooperative relations between the two countries to enable the introduction of a Jap-
anese Shinkansen system. At the meeting with Vice-Minister Hamim, Parliamentary Vice-Minister Akimoto confirmed
Japan s intent to cooperate toward finding solutions in the field of water-related disasters̶which is significant because
flood damage occurs often in both Japan and Malaysia̶and to continue to share knowledge about the advanced use of
geospatial information.
- Myanmar
In July 2017, JOIN decided (with the authorization of the Minister of MLIT) to provide support for an urban develop-
ment project that calls for the construction and operation of a complex in downtown Yangon.
In October 2017, Vice-Minister for International Affairs of MLIT Narahira made an official trip to Naypyidaw, Myan-
mar, and held a meeting of the Japan-Myanmar Senior Transport Officials. At the meeting, policy discussions were held
about matters for cooperation between the two countries in the transportation sector.
In November 2017, MLIT State Minister Makino held a meeting with Myanmar Ministry of Transport and Communi-
cations Vice-Minister Kyaw Myo, who was on an official visit to Japan. At the meeting, the two sides exchanged opinions
on projects in the railway and airport sectors in Myanmar as well as traffic mitigation and transportation safety measures
in Yangon.
That same month, in light of the 2016 memorandum of cooperation concerning the housing and urban sectors in both
countries, the MLIT provided support for housing finance, and made a preliminary announcement about the Housing
Finance Expansion Project, an ODA loan.
In December 2017, MLIT Minister Ishii made an official trip to Yangon, Myanmar, where he attended the third Asia-Pa-
cific Water Summit. Minister Ishii gave speeches at the opening ceremony as well as three different sessions with the
themes of water and disasters, water cycles, and sewage systems. He spoke about Japan s experiences in dealing with its
own water-related issues to demonstrate Japan s presence in the field, and promoted Japanese technology for resolving
those issues in an effort to contribute to the overseas development of infrastructure systems.
In January 2018, the MLIT held Talks for Cooperation in Disaster Prevention with the Myanmar Ministry of Agricul-
ture, Livestock and Irrigation, the Ministry of Transport and Communications, and the Ministry of Social Welfare, Relief
and Resettlement, and exchanged opinions regarding cooperation concerning disaster prevention policy in both countries.
In March 2018, we helped host the third Myanmar-Japan Construction Round Table to facilitate practical discussion
regarding highly detailed and urgent issues in the construction sector. In addition, the MLIT worked together with the
National Graduate Institute for Policy Studies to implement training for Myanmar government personnel to support the
improvement and diffusion of land-related systems.
That same month, the fifth meeting of Myanmar-Japan Senior Construction Officials was held, and participants en-
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 339
Section 1 Promoting the Overseas Development of Infrastructure Systems
gaged in policy discussion regarding roads, the construction industry, urban development and housing.
II
- Cambodia
In May 2017, MLIT Minister Ishii made an official trip to Cambodia, where he engaged in top sales and exchanged
Chapter 9
opinions with key government officials about cooperation in the road, port and harbor, automobile, urban development,
sewage system, tourism exchange and other infrastructure, transport and tourism sectors.
In response to a request from Cambodia, JICA conducted technical training in Japan in June 2017 and held a seminar
in Cambodia in December 2017 as part of Country-Focused Training: Housing Policy, a three-year plan launched in 2016.
Strengthening Strategic International Development and Contributions
In August 2017, when Cambodia Prime Minister Hun Sen made an official trip to Japan, the MLIT provided on-site
inspection tours of New Transit Yurikamome and promoted the technology of Japan s new transportation systems. Also
regarding new transportation systems, we provided an on-site inspection tour of Yokohama Seaside Line to the Cambodia
Minister of Public Works and Transport on their visit to Japan in November 2017.
Starting in August 2017, the MLIT dispatched experts to Cambodia on four occasions to offer assistance in drafting a
bill for construction legislation based on the memorandum of cooperation concluded with the Cambodia Ministry of Land
Management, Urban Planning and Construction in January 2017.
In November 2017, Minister Ishii held meetings with Cambodia Minister of Land Management, Urban Planning and
Construction Sun Chanthol, who was on an official visit to Japan. At the meetings, Minister Ishii engaged in top sales
regarding Japan s roads, ports and harbors, automobiles, urban development, sewage systems and more. The MLIT also
hosted an international logistics seminar on the theme of logistics in order to promote the participation of Japanese com-
panies in logistics projects in and around Cambodia, which is located in the center of the Southern Economic Corridor.
- Laos
In April 2017, MLIT Parliamentary Vice-Minister Nemoto made an official trip to Laos, where he engaged in policy
discussions with key government officials about policy issues in the air transport, road, construction industry, logistics
and other sectors. He also attended the handover ceremony for the meteoro-hydrological system developed with support
from Japan.
In July 2017, Laos Ministry of Public Works and Transport Bunchan made an official visit to Japan, where he ex-
changed opinions about infrastructure development and human resources development in the air transport, road and
construction sectors in Laos.
(ii) South Asia
- India
In September 2017, during Prime Minister Abe s visit to India, letters regarding the first ODA loan (100 billion yen)
were exchanged at the groundbreaking ceremony for the Mumbai-Ahmedabad High-Speed Railway Project.
In October 2017, the MLIT helped host the Workshop on Structural Seismic Isolation and Mitigation Technology
Diffusion with the aim to promote understanding of Japanese structural earthquake-proofing technology, namely seismic
isolation and mitigation technology.
In November 2017, the fourth meeting of the Japan-India Joint Working Group on Road and Road Transport was held,
giving the opportunity of exchanging opinions about disaster restoration and reconstruction measures in mountainous
areas, the development of bridge technology, ITS policy, rest facilities on expressways, and more.
In addition, in December 2017, the 10th Japan India Joint Working Group on Urban Development was held, and par-
ticipants shared information and exchanged opinions about urban transportation, urban development and aquatic environ-
ments. Also, JOIN decided (with the authorization of the Minister of the MLIT) to provide support for a project involving
participation in toll road management through the acquisition of a portion of the shares of the company that manages and
operates India s existing toll roads.
Furthermore, that same month, MLIT Minister Ishii made an official visit to India, and held meetings with India
Minister of Railways, Coal and Corporate Affairs Piyush Goyal and other key government officials. At these meetings,
opinions were exchanged about cooperation in high-speed railway and other railway projects, urban development around
high-speed railway stations, roads and other infrastructure and transport sectors.
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Section 1 Promoting the Overseas Development of Infrastructure Systems
- Sri Lanka
In December 2017, MLIT Minister Ishii made an official trip to Sri Lanka, where he exchanged opinions with key II
government officials about cooperation concerning water- and sediment-related disasters, sewage system improvement,
the climate and other sectors.
Chapter 9
In February 2018, the Japan-Sri Lanka Real Estate Development Seminar was held to facilitate exchanges of views
about establishing cooperative relations in the real estate development sectors in both countries, as well as issues in pro-
moting investment in both countries.
Strengthening Strategic International Development and Contributions
- Bangladesh
In June 2017, a memorandum of understanding concerning the establishment of a framework that grants Japanese
companies preferential negotiation rights and an exemption from the competitive bidding process in specified PPP proj-
ects was concluded with the Bangladesh PPP Authority. In August 2017, the Japan-Bangladesh PPP Joint Committee was
established to work toward the formulation of specific projects, and in December 2017, Japan hosted the first Japan-Ban-
gladesh Joint PPP Platform Meeting with relevant ministries and agencies from Bangladesh.
(iii) USA
Collaboration with the USA on economic aspects continues through the Japan-US Economic Dialogue launched in
April 2017, which is steered by collaboration toward the actualization of the Texas high-speed railway̶a project sym-
bolic of Japan-US cooperation̶joint research by the two countries on housing for elderly people, and other efforts in the
transport infrastructure sector.
At the G7 Transport Ministers Meeting held in Cagliari, Italy in June 2017, MLIT Minister Ishii and US Secretary of
Transportation Elaine Chao confirmed the aim to intensify a wide range of collaboration in the transport infrastructure
sector. Then, in October 2017, the MLIT and the US Department of Transportation signed a memorandum of cooperation.
As the first step toward cooperation based on this memorandum, Japan Infrastructure Investment Forum 2018 was held
in Washington DC, USA in January 2018. The forum featured a joint keynote speech delivered by MLIT Minister Ishii
and Secretary Chao, panel discussions and seminars about PPP and infrastructure maintenance, and the sharing of the
latest technology and experiences of the two countries. With participation by 230 people from 120 groups including pri-
vate sector companies from Japan and the US, the forum was an opportunity to establish networks that transcend national
borders.
(iv) Middle East
- Saudi Arabia
In July 2017, Saudi Arabia Vice-Minister of Economy and Planning Mohammed Al Tuwaijri made an official visit to
Japan. The MLIT provided on-site inspection tours of disaster prevention centers, and MLIT Parliamentary Vice-Minister
Nemoto engaged in top sales regarding our efforts toward disaster prevention.
- Israel
During a visit to Japan by Israel Minister of Transportation and Road Safety Yisrael Katz in October 2017, the MLIT
and the Israel Ministry of Transportation and Road Safety concluded a memorandum of cooperation in the transport sector
that aims to promote participation by Japanese companies in public transportation infrastructure development in the two
countries.
- Turkey
In March 2018, with the aim of supporting the expansion into third countries on which Japanese and Turkish compa-
nies had cooperated, the MLIT and the Turkey Ministry of Economy jointly hosted the fourth Japan-Turkey Construction
Industry conference, where business matching and other efforts were carried out to expand business for collaborating
companies from both nations in Africa, the Middle East, Central Asia and elsewhere.
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Section 1 Promoting the Overseas Development of Infrastructure Systems
(v) Russia
II The MLIT is promoting cooperation in the urban environment and transportation infrastructure sectors based on the
Cooperation Plan for Russia Living Environment Superpower, Industrial/Economic Reform, which is a comprehensive
policy of the Russian government. At the Eastern Economic Forum in September 2017, the heads of state from both coun-
Chapter 9
tries agreed to promote the further specification of the Cooperation Plan. We are driving forward with cooperation for
Russia s urban environment sector through the Japan-Russia Urban Environment Issues Working Group, which works to-
ward the realization of creating comfortable, clean cities that are easy to live and move about in, which is one of the eight
items of the Cooperation Plan. The seventh general meeting was held in March 2017, and the eighth was held in August
Strengthening Strategic International Development and Contributions
of that year. We completed an urban development pilot project in the model city of Voronezh, and in December 2017, we
presented to the Russian side an urban development concept organized on the Japanese side for the city of Vladivostok.
In addition, the fourth senior officials meeting of the Japan-Russia Working Group on Transportation was held in
August 2017, and the participants exchanged opinions about railways, ports and harbors, air transport and other sectors.
Furthermore, experts exchanged opinions at the second meeting of Japanese and Russian port authorities in April 2017
and the fourth meeting of Japanese and Russian railway experts in August 2017.
(vi) Central Asia
As a follow-up to Prime Minister Abe s visit to the Central Asia region in October 2015, a seminar to present the tech-
nology of Japanese companies that contribute to Quality Infrastructure was held in Uzbekistan in July 2017. In addition,
in September 2017, the second Japan-Kyrgyzstan Public-Private Infrastructure Conference was held in Tokyo, and MLIT
State Minister Makino and Kyrgyzstan State Agency for Investment and Export Promotion Secretary Orozobekofu signed
a memorandum of understanding for continuing cooperative relations in the infrastructure sector.
(vii) Latin America
In July 2017, MLIT State Minister Tanaka made an official trip to Mexico, Peru, Argentina and Brazil, where he en-
gaged in top sales regarding the infrastructure and transport sectors with key people in the national and state governments
in each country.
In October 2017, Federico Gutiérrez, the mayor of Medellín, Colombia, made an official visit to Japan. We provided
on-site inspection tours of cases of urban transportation and urban development, and MLIT Parliamentary Vice-Minister
Takahashi promoted Japanese urban development and urban transportation technology at meetings with Mayor Gutiérrez.
In January 2018, MLIT State Minister Akimoto made an official visit to the Republics of Panama and Colombia. In
Panama, he participated in a dialogue on maritime policy, and in Colombia, he engaged in top sales to key government
officials about the railway and port and harbor sectors.
In February 2018, we hosted and Urban Transportation Seminar in Medellín to promote the overseas development of
Japanese urban transportation systems.
In March 2018, Parliamentary Vice-Minister Akimoto visited the Federative Republic of Brazil and the Republic of
Peru, and attended the eighth World Water Forum in Brazil. At the ministerial-level meetings, he presented information
about the need for societies to be aware of water-related disaster prevention, and how efforts related to water cycles and
other efforts by Japan can contribute to the sustainable development of countries throughout the world. The ministerial
declaration that summarized the meetings demonstrated awareness of the importance of water cycle-oriented perspec-
tives, and incorporated matters such as the securement of sufficient financial resources for disaster countermeasures. In
Peru, Parliamentary Vice-Minister Akimoto engaged in top sales regarding the urban transportation sector.
(viii) Africa
We used the Japan-Africa Infrastructure Development Association (JAIDA), which was founded based on the minis-
terial declaration adopted at the Japan-Africa Public-Private Infrastructure Conference held in August 2016 in Kenya to
coincide with TICAD VI, to proactively disseminate information to the nations of Africa regarding Japanese technology
and experience in supporting Quality Infrastructure, and to promote the establishment of relationships with both public
and private entities and partner countries.
In FY 2017, we hosted (ministerial-level) public-private infrastructure conferences in Ghana, Madagascar and Senegal
342 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promotion of International Cooperation and Negotiations
for the first time; to that point, the conferences had been held in eight African countries (Kenya, Ethiopia, Mozambique,
Tanzania, Côte d Ivoire, Nigeria, Uganda and Zambia). At the conferences, we agreed with the partner countries to launch II
Quality Infrastructure Dialogues (QID) as a way to continue the good relationships built at the conferences and to provide
regular opportunities for people concerned to exchange opinions.
Chapter 9
We also held the second Public-Private Infrastructure Conference with Uganda in Tokyo, and hosted QID with Zambia
and Madagascar.
(ix) China
Strengthening Strategic International Development and Contributions
The ninth Japan-China High-Level Talks on Transportation were held in Tokyo in June 2017 to facilitate policy dialog
at a vice-ministerial level between Japan and China on transportation sector issues facing both countries. The two sides
exchanged opinions on three topics̶(1) the state of autonomous driving and other smart transportation technology de-
velopment in both Japan and China, (2) the progress of action plans agreed upon at the China-Japan-Korea Ministerial
Conference on Maritime Transport and Logistics, and efforts toward environmentally-friendly logistics, and (3) efforts
toward the realization of comprehensive development of intercity transport in both Japan and China̶and agreed to con-
tinue driving forward with bilateral cooperation in the transport sector.
Section 2 Promotion of International Cooperation and Negotiations
1 Initiatives in the Field of Economic Partnerships
(1) Trans-Pacific Strategic Economic Partnership (TPP) Agreement
The TPP Agreement constitutes an economic partnership agreement forming the basis of rules governing trade and eco-
nomic activities in the Asia-Pacific region as well as a pillar for a Japanese growth strategy to help the Asia-Pacific region
grow. Japan participated in negotiations in July 2013, and the parties of the partnership reached an agreement in principle
in October 2015. Japan signed the agreement in February 2016, and the National Diet approved it and established relevant
bills in December of that year. Although the USA withdrew from the agreement in January 2017, 11 countries reached
an agreement in principle for a new TPP Agreement (the Comprehensive and Progressive Agreement for Trans-Pacific
Partnership (CPTPP)) in November of that year. In the government procurement sector, general competitive bidding will
be newly mandated in Malaysia, Vietnam and elsewhere, a change that is expected to lead to the promotion of overseas
development of Japanese infrastructure systems. In addition, in light of the Japan-EU EPA, which reached an agreement
in principle, the Comprehensive TPP-Related Policy Outline organized by the government in November 2015 was revised
in November 2017.
(2) Japan-EU EPA and Other Economic Partnership Agreements and Free Trade Agreements (EPA/FTA)
Japan is strategically promoting economic partnerships with the Asia-Pacific region, the East Asia region, Europe, and
elsewhere. As of March 2018, EPAs with 15 countries and regions (excluding the TPP) have been put into effect, signed,
or are otherwise under negotiations with a view to eventually being concluded, an example of which is the Regional
Comprehensive Economic Partnership for the East Asia region (RCEP). These arrangements will serve to strengthen the
international competitiveness of Japan s transport, construction, and other industries, promote international development
and the opening of the service sector in partner countries, including by way of the abolition or deregulation of foreign
capital restrictions, and promote the expansion of participation opportunities relating to government procurement.
The Japan-EU EPA was decided to start negotiations in March 2013. Both parties reached an agreement in principle in
July 2017, and finalized the agreement in December of that year. Following the finalization of the agreement, the Gov-
ernment of Japan including the MLIT is accelerating efforts toward signing and putting the agreement into effect as soon
as possible. As for the main content of the agreement relating to the MLIT, the agreement calls for efforts to improve
market access in both Japan and the EU in the railway sector of government procurement. The agreement also includes
provisions for cooperation between Japan and the EU toward promoting the international harmonization of standards and
certification systems in the United Nations for automobile environment and safety standards.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 343
Section 2 Promotion of International Cooperation and Negotiations
Sixteen countries, including the ASEAN countries, China, South Korea, and Australia, are participating in the RCEP
II negotiations. These negotiations began in May 2013 and seventeen negotiation sessions have been held as of March 2018.
(3) World Trade Organization (WTO)
Chapter 9
Discussions among interested countries and regions, including Japan, have been undertaken with a view to enacting a
new Trade in Services Agreement (TiSA) in order to further liberalize trade in service sectors. Negotiations began in June
2013.
Strengthening Strategic International Development and Contributions
2 Contributions to and the Strategic Use of International Organizations
(1) Asia Pacific Economic Cooperation (APEC)
APEC is a framework for economic cooperation through which activities to promote trade and investment liberaliza-
tion, business facilitation, economic and technical cooperation, and other such objectives are carried out to promote the
sustainable growth and prosperity of the Asia-Pacific region. The MLIT is proactively involved in ministers meetings and
working groups that pertain to APEC s transportation and tourism sectors.
In the transportation sector, meetings of the transportation ministers to facilitate the flow of goods and people and sup-
port trade and investment within the given area are held.
At the 10th APEC Transport Ministers Meeting in Papua New Guinea in October 2017, discussions were held on the
topic of regional connectedness through robust, sustainable transportation and innovation, and Japan gave a presentation
on the topic of promoting PPP in infrastructure projects; these discussions were summarized in the joint ministerial dec-
laration.
In addition, the 44th meeting of the APEC Transportation Working Group, which deals with the transport sectors of
APEC members, was held in Chinese Taipei in April 2017. Japan participated actively in this meeting, where liberaliza-
tion, streamlining, security, safety and other factors of the transport sectors in APEC regions were discussed.
Domestically, in light of the G7 Ise-Shima Principles for Promoting Japan s Quality Infrastructure Investment adopted
at the G7 Ise-Shima Summit in May 2016, relevant government officials from APEC member economies were invited
to the APEC High-Level Conference on Quality Infrastructure in October 2017 in an effort to foster understanding and
promote the international standardization of Japan s Quality Infrastructure Investment in APEC member nations. Japan
released the Report on the Results of the APEC High-Level Conference on Quality Infrastructure in light of the discus-
sions at the conference to promote and sustain efforts related to Japan s Quality Infrastructure Investment throughout the
APEC region, and proactively contributes to discussions about Quality Infrastructure in APEC.
(2) Cooperation with Association of Southeast Asian Nations (ASEAN)
In an effort to further promote Quality Transportation in ASEAN, the MLIT is implementing various cooperation proj-
ects for overland, maritime and air transport under the ASEAN-Japan Transport Partnership, a cooperative framework
for the transportation sectors in Japan and ASEAN established in 2003. The projects include joint research on paving
technologies and overload management technologies in support of global road networks, joint research regarding port
and harbor technology, re-surveying of channels and improvement of nautical charts for the Singapore Strait and Strait of
Malacca, training of VTS controllers at regional training centers in ASEAN, and support for air transport security systems.
The ASEAN and Japan Transport Ministers Meeting is held every year to monitor the progress of current projects and
to discuss new projects and future direction.
At the 15th ASEAN and Japan Transport Ministers Meeting held in Singapore in October 2017, the ASEAN-Japan
Transport Partnership Work Plan for 2017-2018, which is a specific implementation plan of the ASEAN-Japan Transport
Partnership, was approved, as well as three new cooperation projects: the ASEAN-Japan Cold Chain Logistics Project, the
Development of the Guidelines for Maintenance of Navigation Channels in ASEAN, and the Development of Guidelines
for Safety Measures with Ships Routeing. In addition, the Disaster Prevention and Mitigation Guidelines for Ports in
ASEAN, and the Best Approaches Book on User-Friendliness in the Transport Sector were approved as project outcomes.
344 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promotion of International Cooperation and Negotiations
(3) Organization for Economic Co-operation and Development (OECD)
The MLIT participates in the activities of multiple OECD organizations, including the International Transport Forum II
(ITF), the Council Working Party on Shipbuilding (WP6), the Regional Development Policy Committee (RDPC), the
Tourism Committee, and the Transport Research Centre (TRC) of the ITF.
Chapter 9
The ITF hosts annual ITF Transport Ministers Meetings at which transport ministers from 59 countries play a central
role in annual meetings to facilitate high-level and open discussions with world-renowned experts and business persons
regarding transport policy. Previous topics discussed include climate change in the transport sector and inclusive trans-
portation. At a ministers meeting in May 2017, discussions based on a theme of transportation governance were held,
Strengthening Strategic International Development and Contributions
with an exploration of various perspectives. Participants discussed matters such as climate change countermeasures in the
transport sectors in light of COP22, the sharing economy, and regulations and rules for autonomous driving.
In order to ensure normal competitive conditions in the shipbuilding industry, the Council Working Party on Shipbuild-
ing (WP6) works toward increasing transparency by conducting reviews of the shipbuilding policies of each country and
developing lists of policy support. In light of excessive public subsidies in some countries for the shipbuilding industry
including massive financing for struggling shipbuilders by some governments in recent years, the WP6 has been discuss-
ing the development of a legally binding instrument to address market distorting measures in the shipbuilding sector.
The RDPC proactively conducts reviews of the policies of member countries with respect to land and regional policies,
studies on urban policies in the context of green growth strategies, and surveys on resilient cities and the like, and in April
2016, the decision was made to implement projects involving the improvement of productivity in urban and regional
areas. That same month, a second review by country for Japan s land and regional policies was announced. This review
praised Japan, a society that is undergoing a population decline and is aging at the same time, for attempting to convert
this crisis into an opportunity through a long-term, comprehensive land plan.
The TRC conducts surveys and researches on policy issues commonly applicable to member countries. Japan also par-
ticipates in a working group focused on smart road use methods proposed and adopted by Japan.
(4) United Nations (UN)
(i) International Maritime Organization (IMO)
IMO is a specialized agency of the United Nations that establishes international rules on safety of ships and marine
environment protection. Japan actively participates in the activities of this organization as a global leader in shipping
and shipbuilding. In FY 2017, Japan actively contributed to discussions promoting measures to reduce greenhouse gas
emissions from ships and the enforcement of the International Convention for the Control and Management of Ships
Ballast Water and Sediments, the commencement of discussions about safety standards and other international rules for
maritime autonomous surface ships, the revision of passenger ship safety standards, and the development of guidelines
for maritime cybersecurity.
(ii) International Civil Aviation Organization (ICAO)
ICAO is a specialized agency of the United Nations that has set forth certain rules and other stipulations for the safe
and orderly development of international civil aviation and the sound and economic operations of international air trans-
portation. Japan s financial contributions are third among member states FY2017 and Japan, as a Governing Council state
under PART I (States of chief importance in air transport), actively participates in various ICAO activities and contributes
to the development of international civil aviation.
Japan participated in the first Asia Pacific Ministerial Conference on Civil Aviation held in Beijing from January 31 to
February 1, 2018. A ministerial declaration was adopted at this conference with the aim of accelerating efforts toward air
traffic control and air transport safety in the region.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 345
Section 2 Promotion of International Cooperation and Negotiations
(iii) UN-Habitat
II UN-HABITAT is a UN funding and planning agency specializing in human settlement issues. Japan has been an active
council participant since the foundation of UN-HABITAT, and has taken advantage of its knowledge and record of accom-
plishment on improving land, regional, and residential environments to contribute to improving human settlement issues
Chapter 9
worldwide, with particular focus on the Asian population explosion and rapid urbanization.
The ninth World Urban Forum was held in February 2018 with the theme of implementing the New Urban Agenda, a
set of guidelines for international efforts toward resolving issues related to urbanization and human settlement over the
next 20 years. At the forum, Japan pledged to contribute to the realization of the New Urban Agenda through such efforts
Strengthening Strategic International Development and Contributions
as encouraging sustainable, comprehensive urban growth through land and regional policy, Japan s Quality Infrastructure
Investment and other efforts. Japan also hosted exhibits to introduce Japan s outstanding advanced technology and infra-
structure systems in the urban development and housing sectors.
(iv) UN efforts regarding water and disaster prevention
The MLIT participated in the ninth and 10th meetings of the High-Level Experts and Leaders Panel on Water and
Disasters (HELP) and the Third UN Special Thematic Session on Water and Disasters, where we discussed efforts of the
global community to increase global awareness of water-related disasters, share experience and knowledge, and advance
policies in each country. In addition, at the High-Level Panel on Water (HLPW) sponsored by the secretary-general of the
United Nations and the president of the World Bank and attended by former heads of state of many countries, the Japanese
government worked together with HLPW Special Advisor and UN Secretary-General Special Envoy on Disaster Risk
Reduction and Water Dr. Han Seung-Soo to contribute to the formulation of future action plans for water-related disaster
management. Based on these actions, we intend to attend international conferences related to water and disasters during
the UN International Decade for Action on the Water on a regular basis, and to contribute to resolving issues in this sector.
(v) Sustainable development goals (SDGs)
Given the adoption of sustainable development goals (SDGs) at the UN Summit in September 2015, the Japanese
Sustainable Development Goals Promotion Headquarters, which is chaired by Prime Minister Abe, determined indicators
for implementing SDGs in Japan (SDG implementation indicators) in December 2016, and in December 2017 announced
the SDGs Action Plan 2018. To realize sustainable development inside and outside Japan, the MLIT will also implement
efforts toward the achievement of SDGs through related measures such as the promotion of Quality Infrastructure Invest-
ment.
(vi) UN efforts regarding geospatial information
Japan participates in the United Nations Initiative on Global Geospatial Information Management (UN-GGIM), which
is a part of the United Nations Economic and Social Council, and uses its experience in geospatial information implemen-
tation to contribute to the establishment of a Global Geodetic Reference Frame (GGRF) and other efforts. In addition,
Japan is the chair of the Regional Committee of United Nations Global Geospatial Information Management for Asia and
the Pacific (UN-GGIM-AP), and has contributed to the UN s work regarding geospatial information through such efforts
as hosting the sixth UN-GGIM-AP plenary meeting in the city of Kumamoto in October 2017.
(5) World Bank (WB)
At international events held in November 2017 and February 2018 by the World Bank for key people involved in urban
development in various countries, the MLIT introduced Japanese knowledge of urban development in order to effectively
share information about Japan s Quality Infrastructure Investment with infrastructure officials in other countries.
(6) Conference on African Development (TICAD)
In August 2016 at TICAD VI, the first TICAD conference held in Africa, the Nairobi Declaration, which mentioned the
importance of Quality Infrastructure Investment, was adopted. In light of this declaration and the Leaders Statement for
the Promotion of Japan s Quality Infrastructure Investment adopted by cabinet ministers from Japan and various African
countries at the Japan-Africa Public-Private Infrastructure Conference held to coincide with TICAD VI, we are promoting
346 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promotion of International Cooperation and Negotiations
efforts such as these public-private infrastructure conferences to promote Japan s Quality Infrastructure Investment in
Africa. To prepare for TICAD VII, which is scheduled to be held in Japan in 2019, we will accelerate efforts to promote II
understanding of Japan s Quality Infrastructure Investment.
Chapter 9
3 Multilateral and Bilateral International Negotiations and Collaborative Initiatives in Different Sectors
(1) National Land Policy Sector
We regularly hold bilateral director-level conferences with South Korea at which we exchange information concerning
Strengthening Strategic International Development and Contributions
similar issues affecting both countries regarding national land policy, regional policy and land policy. In light of interna-
tional agreements from Habitat III regarding the strategic promotion of national land policy, we will establish a Platform
for Support of National Land/Regional Plan Formulation/Promotion by Asian nations and international organizations in
order to proactively promote the overseas deployment of Japanese national land policy and regional policy.
(2) Urban Sector
In FY 2017, we held bilateral discussions on urban policy with South Korea, China and France. In addition, we have
notified Japanese municipalities about the EU International Urban Cooperation Project, in which cities throughout the
world are paired with cities in the EU for intercity cooperation, and cooperated in the selection of participating cities.
In response to a request from the Myanmar Ministry of Construction, we provided support for the development of an
enforcement ordinance for urban and regional development planning legislation, conducted a study of infrastructure plans
for balanced urban development in the city of Yangon, and also implemented technical cooperation through the dispatch
of JICA experts.
(3) Water Sector
Based on the common understanding of water problems as global-scale problems, discussions toward the resolution
of these problems are taking place at international conferences and other venues. MLIT Minister Ishii attended the third
Asia-Pacific Water Summit held in Myanmar in December 2017, and spoke about Japan s experiences in dealing with its
own water-related issues to demonstrate Japan s presence in the field, and promoted Japanese technology for resolving
those issues in an effort to contribute to the overseas development of infrastructure systems. The Yangon Declaration,
which was created as an output of the summit, maps out a route for water security for sustainable development. The decla-
ration incorporated management of sound water cycles, investing in advance to reduce the risk of disasters, sanitation and
sewage control, and other matters brought up by Japan. In addition, in March 2018, Parliamentary Vice-Minister Akimoto
attended the eighth World Water Forum in Brazil, where he presented information about the need for societies to be aware
of water-related disaster prevention, and how efforts related to water cycles and other efforts by Japan can contribute to
the sustainable development of countries throughout the world at the ministerial-level meetings. The ministerial declara-
tion that summarized the meetings demonstrated awareness of the importance of water cycle-oriented perspectives, and
incorporated matters such as the securement of sufficient financial resources for disaster countermeasures.
In addition, Japan is coordinating efforts with the Network of Asian River Basin Organizations (NARBO) to contribute
to the dissemination and promotion of Integrated Water Resources Management (IWRM).
Furthermore, we have hosted bilateral meetings about water resource management and other topics with South Korea.
At these meetings, we have shared information about current circumstances, pioneering efforts and other matters in each
country. In addition, we hosted the third China-Japan-Korea Ministerial Conference on Water, at which the three countries
jointly declared their intent to cooperate with one another in an effort to achieve SDGs.
In addition, the Water and Environmental Solution Hub, an alliance of local governments; the Japan Sewage Works
Agency; the MLIT; and others has provided expertise on sewage works to developing countries through seminars, train-
ing, and other programs.
(4) Disaster Management Sector
To reduce the damage of water disasters around the world, the MLIT disseminated Japan s experiences and technology
and made efforts to establish international solidarity regarding the strengthening of water disaster prevention in order
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 347
Section 2 Promotion of International Cooperation and Negotiations
to build consensus that disaster prevention is the key to sustainable development. We engaged in coordination between
II industry, academia and government between Japan and Indonesia, Vietnam, Myanmar and other countries dealing with
disaster-related issues to deploy efforts toward Disaster Prevention Collaboration Dialogues in each country to strength-
en cooperative relations in the disaster prevention sector during normal times. We are currently moving ahead with the
Chapter 9
formulation of projects that use Japanese technology in the fields of dam rehabilitation, which makes effective use of
existing dams, and sediment-related disaster countermeasures. We hosted bilateral meetings about the river and disaster
prevention sectors with South Korea where we exchanged opinions to share and resolve issues faced by the two countries.
The International Centre for Water Hazard and Risk Management (ICHARM), which was founded in the Public Works
Strengthening Strategic International Development and Contributions
Research Institute, has provided technical cooperation and international assistance to countries and regions vulnerable to
water-related disasters through various efforts such as developing an integrated flood analysis system (IFAS) and rain-
fall-runoff-inundation (RRI) model, researching risk management, implementing human resource development programs,
participating in UNESCO and Asian Development Bank projects, and acting as the secretariat of the International Flood
Initiative (IFI).
In accordance with a letter exchanged between the EU s General Office on Disaster Prevention and the MLIT, working
level talks were held for the purpose of enhancing disaster prevention measures in place in both Japan and the EU. In
addition, in the sediment control sector, we have hosted bilateral conferences regarding sediment control technology with
Italy, South Korea, Switzerland and Austria, and have implemented technical cooperation through the dispatch of JICA
experts and other efforts for warnings and evacuation from landslide disasters, land-use regulations and the like in Brazil
and Sri Lanka.
(5) Road Sector
Japan proactively participates in various technical committees and is spearheading the formulation of future policy
of the World Road Association (PIARC). In addition, at the PIARC Annual Council Meeting held in Bonn, Germany
in October 2017, we introduced two topics: Vehicle Infrastructure Integration Required for Autonomous Driving, and
Autonomous Driving Services to Support Aging Societies. On the topic of Vehicle Infrastructure Integration Required
for Autonomous Driving, we introduced concepts based on the creation of dynamic map data, which is the basis of au-
tonomous driving, as well as efforts toward public-private joint research on providing information at merging areas of
interchanges, which have proven to be a challenge for autonomous driving systems. On the topic of Autonomous Driving
Services to Support Aging Societies, we touched on issues in hilly and mountainous areas of Japan and introduced efforts
to test and verify low-speed autonomous driving services based at hubs such as Michi-no-ekis (roadside stations) as viable
modes of transportation.
(6) Housing and Building Sector
Japan attended the world conference of the Inter-Jurisdictional Regulatory Collaboration Committee (IRCC), and made
other efforts to exchange information with relevant countries concerning global trends in building codes and the like.
We hosted bilateral meetings with South Korea, Germany, and China at which we exchanged information about hous-
ing policy, energy-efficient construction, housing finance and other matters.
Broad technical cooperation was provided to Myanmar and Cambodia through the dispatching of JICA experts and
other measures based on the memorandums between both countries.
(7) Automotive Sector
Based on the ASEAN-Japan New Cooperative Program on Comprehensive Vehicle Safety and Environment Measures
Including Development of Technical Regulations and Establishment of a Type Approval System for Vehicles endorsed at
the 13th ASEAN-Japan Transport Ministers Meeting in 2015, in November 2017, we hosted a Public-Private Joint Forum
for the Asian region, at which we exchanged information about activities for the global harmonization and mutual recog-
nition in the Asia region. In addition, continuing from last year and based on the program, we implemented and exchanged
pertinent information and opinions regarding a program in Malaysia to improve their automobile transportation safety and
environmental conservation policy formulation process.
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Section 2 Promotion of International Cooperation and Negotiations
(8) Maritime Sector
In the maritime sector, in addition to responding to the IMO global agenda, Japan has also responded to the bilateral II
agenda through Director-General-level conferences. In FY 2017, Japan held its first Director-General-level conference
with Denmark based on the Memorandum of Cooperation in the Maritime Sector, where the two countries shared in-
Chapter 9
formation and exchanged views about the enforcement of international regulations, digitalization and other matters. In
October 2017, Japan concluded the Memorandum of Understanding regarding the implementation of the joint hydro-
graphic survey of the Strait of Malacca and the Singapore Strait with the countries on the straits. In addition, Japan hosted
seminars targeting travel agencies and other local companies in Malaysia and the Philippines based on the ASEAN-Japan
Strengthening Strategic International Development and Contributions
Cruise Promotion Strategy approved at the ASEAN-Japan Transport Ministers Meeting.
Furthermore, in order to promote the development of Green Ship Strategy in ASEAN which was endorsed at the
ASEAN-Japan Transport Ministers Meeting in 2016, Japan hosted the first meeting of Expert Group on Green Ships
(EGGS) in Malaysia in September 2017.
(9) Ports Sector
The MLIT exchanges information about port and harbor administration, promotes cruise industry and engages in other
activities at meetings such as the Northeast Asia Port Director-General Meeting and meetings of APEC Transportation
Working Group. We also emphasize collaboration with the World Association for Waterborne Transport Infrastructure
(PIANC) and the International Association of Ports and Harbors (IAPH)̶the Japanese government is a member of
both̶and engage in exchange with key government officials from other countries and proactively participate in the activ-
ities of various research committees. We are particularly proactive in PIANC with efforts toward the overseas deployment
and international standardization of Japanese technical standards.
Furthermore, in July 2017, three new entities including the Port of Vancouver signed the Memorandum of Understand-
ing on Cooperation on the Development of LNG as a Marine Fuel (signed by eight port authorities from seven countries
in October 2016) to further strengthen the global network of LNG bunkering ports.
(10) Aviation Sector
In August 2017, the 54th Conference of Director-Generals of Asia-Pacific Civil Aviation was held in Mongolia. At the
conference, we exchanged opinions about efforts by countries in the Asia-Pacific region toward aviation safety, aviation
security, air traffic control and other general aviation matters.
In addition, in September 2017, the third meeting of the Japan-France Cooperative Working Group was held in Osaka
in accordance with a memorandum of understanding concerning technical cooperation in the civil aviation sector that
has been concluded with France, and it was decided to advance cooperation including regular meetings to be held in the
future.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 349
Section 2 Promotion of International Cooperation and Negotiations
(11) Logistics Sector
II Trilateral cooperation among Japan, China, and South Korea is being advanced in the logistics sector in accordance
with an agreement reached at the sixth China-Japan-Korea Ministerial Conference on Transport and Logistics held in July
2016, such as by way of studies into the expansion of the mutual access of chassis, the expansion of covering ports in Ja-
Chapter 9
pan, China, and South Korea that are subject to the Northeast Asia Logistics Information Service Network (NEAL- NET),
and the expansion of such ties to ASEAN countries and other partners.
Discussions on enhancing the logistics environment are also being carried out in the context of bilateral logistics policy
dialogue under the framework of the ASEAN-Japan Transport Partnership; discussions were held with Indonesia in No-
Strengthening Strategic International Development and Contributions
vember 2017 and the Philippines in December 2017. In May 2017, students were provided with development training in
Vietnam to help secure exceptional human resources in the ASEAN region.
(12) Geospatial Information Sector
The MLIT provides support to ASEAN member states and others for the introduction of the world geodetic system
and the comprehensive operation of a network of GNSS-based control stations. In light of the cooperative agreement
that resulted from the Japan-Thailand Summit Meeting held in February 2015, the MLIT concluded a memorandum of
cooperation with the Thailand Ministry of Science and Technology in June 2017, held seminars to establish a network of
GNSS-based control stations in December 2017, and continues to dispatch experts as it has since FY 2016. We are pro-
active in Myanmar, dispatching workers for JICA survey missions and making other efforts toward the Yangon Mapping
Project, which aims to establish GNSS-based control stations and create topographic maps of the precincts of Yangon.
Furthermore, with China and South Korea, we held cooperation conferences about surveying and mapping and exchanged
information about surveying technology and projects.
(13) Meteorological and Earthquake/Tsunami Sector
Under the framework of the World Meteorological Organization (WMO), Japan has provided the world meteorological
community with various information including tropical cyclone forecasts taking advantage of its advanced technologies as well
as exchanged meteorological data and technical information. Also, under the framework of the United Nations Educational,
Scientific and Cultural Organization (UNESCO) Intergovernmental Oceanographic Commission (IOC), Japan has provided the
Northwest Pacific Tsunami Advisory to various countries in the region to contribute to tsunami disaster mitigation.
(14) Coast Guard Sector
Coordination and cooperation among coast guard organizations in various fields̶including search and rescue as well as
maritime security measures̶are being actively promoted through partnership of the North Pacific Coast Guard Forum (formed
by six countries consisting of Japan, Canada, China, South Korea, Russia, and the United States), the Heads of Asian Coast
Guard Agencies Meeting (20 Asian countries and one region), and bilateral top-level meetings, as well as joint exercises.
The Japan Coast Guard is also proactively participating in various international organizations by formulating stan-
dards concerning the production of nautical charts through committees of the International Hydrographic Organization
(IHO), coordinating for the Northwest Pacific Ocean region through the Cospas-Sarsat Programme, conducting investiga-
tions into VDESNote development through committees of the International Association of Marine Aids to Navigation and
Lighthouse Authorities (IALA), and dispatching staff members from the Japan Coast Guard to the Information Sharing
Center based on the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia
(ReCAAP). In addition, international contributions are being made through different initiatives, such as those that help
improve the capabilities of the coast guard sector in developing countries.
Furthermore, through such efforts as promoting interaction and fostering mutual understanding among coast guard
organizations throughout Asia, and in order to create a common awareness of the importance of collaboration and coop-
eration between countries toward ensuring safety at sea and advancing the concept of maritime order governed by law
and rules and not by coercion , we have accepted young senior officials from coast guard organizations throughout Asia
into the Maritime Safety and Security Policy Program, a master s degree program for maritime safety and security policy
established in October 2015.
Note Short for VHF Data Exchange System
350 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promotion of International Cooperation and Negotiations
In addition, the successive establishment of new coast guard organizations throughout Asia and other changes in so-
cial circumstances in recent years have increased expectations of the Japan Coast Guard to provide support for capacity II
building to coast guard organizations of other nations. To dutifully respond to these expectations, in FY 2017, the Japan
Coast Guard established the Japan Coast Guard Mobile Cooperation Team, which focuses exclusively on supporting in-
Chapter 9
ternational capacity building. On their first dispatch in November 2017 in the Philippines, the team used high speed small
boats to conduct law enforcement training for coast guard organization members from the Philippines, Vietnam, Malaysia
and Indonesia. The team intends to continue providing support for capacity building in response to requests from the coast
guard organizations of various countries.
Strengthening Strategic International Development and Contributions
Column Hosting the Coast Guard Global Summit
Coast guard organizations are maritime safety
Column
Coast Guard Global Summit
institutions that strive to ensure safety on the sea
through rescue operations at sea, disaster response,
marine environmental conservation and maintaining
public order at sea based on the rule of law under
international maritime law so that people all over the
world can safely use and enjoy the various benefits
of the ocean.
Given that global-scale changes to the natural
and social environment have multiplied the various
damage and threats to the ocean in recent years,
the Japan Coast Guard and the Nippon Founda- Source) MLIT
tion co-hosted the world s first Coast Guard Glob-
Farewell reception
al Summit on September 12-14, 2017 in an effort
to establish interregional cooperative relations that
build on and surpass the existing frameworks cre-
ated by coast guard organizations of the world
through bilateral̶and in some regions, multilater-
al̶cooperation. The summit drew over 250 par-
ticipants, roughly 160 of which came from outside
Japan̶including executive-level officials from coast
guard organizations in 34 countries and one region
in Asia, Oceania, the Americas, Europe and Africa,
and secretary-generals from three international or-
ganizations̶in addition to observers from relevant Source) MLIT
Japanese ministries and agencies, and embassies
in Tokyo.
In recognition of the global expansion of the roles of coast guard organizations, summit participants
expressed their support for strengthened collaboration and expanded dialogues, and specifically for con-
sidering the ideal state of human resources while sharing leading case examples and experiences in various
fields and deepening understanding of a common set of behavioral ideals among coast guard organizations.
As for comments from participants from other countries, the United States Coast Guard commented on the
need to use this summit to strengthen partnerships in order to deal with issues.
We hope that coast guard organizations spread the concepts championed at the summit throughout the
world and commit them into action, and in so doing contribute to the peace of mind and safety of people
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 351
Section 2 Promotion of International Cooperation and Negotiations
II around the world developing along with the ocean. Welcome reception at the State Guest House
We plan to hold working level meetings in the fu-
Chapter 9
ture in order to discuss the purpose of the summit,
management rules and meeting logistics, etc.
Strengthening Strategic International Development and Contributions
Source) MLIT
352 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 3 Initiatives Towards International Standardization
Section 3 Initiatives Towards International Standardization
II
(1) Efforts for International Standardization
To promote high safety and environmental performance automobiles early and cost efficiently, Japan is actively partic-
Chapter 9
ipating in activities of the World Forum for Harmonization of Vehicle Regulations (WP.29) to promote the international
harmonization of safety and environmental regulations, and is also promoting the international spread of Japanese auto-
mobiles with superior safety, and environmental features, and new technology through participation in these activities. In
order to promote such activities, the Action Plan for the Internationalization of the Regulation and Certification System
Strengthening Strategic International Development and Contributions
with its four pillars of: 1) Strategic international standardization of Japanese technology and regulations, 2) Realization of
international whole vehicle type approval system (IWVTA), 3) Promoting participation of Asian countries in international
harmonization of regulations, and 4) Establishing a framework to handle globalization of regulations and certification, is
being steadily realized to promote the internationalization of automobile regulation and certification systems.
(2) International Standardization and Other Initiatives in the Railway Sector
As Europe actively promotes the international standardization of European standards, the possibility of significant ob-
stacles arising in the overseas expansion of railway systems is increased if Japan s superior technology is excluded from
the scope of international standards. Because this will affect global competitiveness in the railway sector, it is important to
actively promote international standards in railway technology. For this reason, the Railway Technical Research Institute s
Railway International Standards Center, which is the centralized organization that handles railway-related international
standards, works proactively to further advance railway safety and the expansion of the railway industry.
As a result, Japan has played a central role in contributing to the proposals of individual standards and committee
activities in the Technical Committee for Railway Applications (TC269) of the International Organization for Standard-
ization (ISO), and secured successful results. As Japan s presence in various international conferences, including those
organized by ISO/TC269 and the Technical Committee for Electrical equipment and systems for railways (TC9) of the
International Electrotechnical Commission (IEC), rises, works on promoting international standardization with respect to
railway technology. The National Traffic Safety and Environment Laboratory of the National Agency for Automobile and
Land Transport Technology (Independent Administrative Institution), the first domestic certification body of international
standards in the railway sector, has acquired solid certification experience following the establishment of the Railways
Certification Office, and contributes to the overseas expansion of Japan s railway systems.
(3) International Standards Regarding Ships and Mariners
In order to aim to mitigate the environmental impact and increase the safety of shipping and help disseminate superior
Japanese energy-saving technologies, Japan has spearheaded discussions in the context of the formulation of standards
under the SOLAS ConventionNote 1, MARPOL TreatyNote 2, and STCW ConventionNote 3, all of which have been adopted
under the auspices of the International Maritime Organization (IMO).
Moreover, the Japan Coast Guard has participated in discussions on international standards applicable to nautical
charts, nautical publications, and navigational warnings as hosted by a working group operating under the auspices of the
International Hydrographic Organization (IHO). In order to ensure the safety of vessel traffic and increase the operating
efficiency of vessels, we are leading the discussion in the International Association of Marine Aids to Navigation and
Lighthouse Authorities (IALA) e-Navigation Committee regarding the international standardization of VDES, a new
maritime data communication system.
(4) International Harmonization of Standards and Certification Systems in the Civil Engineering and Building
Sectors
In the civil engineering, building, and housing sectors, we are working to promote the international harmonization of
standards and certification systems by operating programs for certifying imported building materials in terms of perfor-
Note 1 International Convention for the Safety of Life at Sea.
Note 2 International Convention for the Prevention of Pollution from Ships.
Note 3 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 353
Section 3 Initiatives Towards International Standardization
mance and for approving rating agencies, obtaining technical cooperation from organizations like JICA, and participating
II in the establishment of ISO standards for design and construction technology. Likewise, as part of the efforts to incorpo-
rate Japan s accumulated technology in international standards, discussions are in progress to develop and revise domestic
technical standards by taking into account trends in the creation of international standards.
Chapter 9
(5) International Standardization of Intelligent Transportation Systems (ITS)
In order to promote the development of efficient applications, international contributions, and the development of
related industries in Japan, the international standardization of ITS technology is progressing within international stan-
Strengthening Strategic International Development and Contributions
dardization bodies, including ISO and the International Telecommunication Union (ITU).
In particular, we are participating in the Technical Committee on International Standardization of the ITS (ISO/TC204)
and have been engaged in standardization activities concerning the use of probe data gathered with the ETC2.0 service.
Japan has spearheaded the formulation of international regulations governing automatic driving, such as by co-chairing
the Intelligent Transport Systems and Automobile Driving Informal Working Group and Automatically Commanded
Steering Function Informal Working Group, which were established under the United Nations World Forum for Harmo-
nization of Vehicle Regulations (WP29) and proposing regulations for automatic steering to enable automatic driving on
expressways.
(6) Standardization of Geographic Information
For the purpose of ensuring compatibility for the interoperability between different Geographic Information Systems
(GIS) dealing with geospatial information, Japan is actively participating in the formulation of international standards by
the ISO Technical Committee for Geographic information/Geomatics (ISO/TC211). Likewise, we are working on stan-
dardizing domestic geographic information.
(7) Mutual Recognition of International Technical Qualifications
Within the APEC Architect Project and the APEC Engineer Project, we have conferred mutual designations on people
qualified to produce architectural designs and qualified engineers within APEC who have satisfied certain requirements.
Within the APEC Architect Project, we are promoting the mobility of persons qualified to produce architectural designs
through our signing of bilateral memorandums of understanding for mutual acceptance with Australia and New Zealand,
and efforts such as our participation in the APEC Architect Central Council.
(8) Sewage Sector
Presently, our proactive and leading participation in the Technical Committee on the Water-reuse (ISO/TC282), Tech-
nical Committee on Sludge Recovery, Recycling, Treatment, and Disposal (ISO/TC275), and Working Group on Storm-
water Management (ISO/TC224/WG11) represents efforts to promote the deployment of high-quality Japanese sewage
technology overseas.
(9) Promotion of the International Standardization of Logistics Systems
We are promoting the standardization and international standardization of Japanese logistics systems, thereby contrib-
uting to improved logistics environments in Asian distribution networks and strengthening the international competitive-
ness of Japanese logistics companies, based on the services and know-how those companies have, which is of the world s
highest level, including cold chain and delivery services.
354 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
Utilizing ICT and Promoting Technology II
Chapter 10
Research and Development
Chapter 10
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
Utilizing ICT and Promoting Technology Research and Development
Information technology initiatives in the fields of land, infrastructure, transport and tourism within the Declaration to
be the World s Most Advanced IT Nation̶Basic Plan for the Advancement of Public and Private Sector Data Utilization
(endorsed on May 30, 2017) are being promoted in coordination with the IT Strategic Headquarters (Strategic Headquar-
ters for the Promotion of an Advanced Information and Telecommunications Network Society) as headed by the Prime
Minister.
1 Promoting ITS
Intelligent Transport Systems (ITS), a system created through the integration of people, roads, and vehicles using the
latest Information and Communications Technology (ICT), enables advanced road use, the safety of drivers and pedes-
trians, the dramatic improvement of transport efficiency and comfort, solves various social problems such as traffic ac-
cidents and congestion, environmental and energy problems, and is leading to the creation of new markets in the related
fields of the automotive industry, information technology industry, and others.
We are also proactively promoting initiatives pertaining to the collection and distribution of road traffic information
which will work effectively for safety enhancement, congestion mitigation, and disaster preparedness in accordance with
our aim to realize the world s safest, environmentally friendly, economical road traffic society based on our Declaration to
be the World s Most Advanced IT Nation̶Basic Plan for the Advancement of Public and Private Sector Data Utilization,
which was endorsed by the Cabinet in May 2017, and on our Public-Private Partnership-Based ITS Concept and Road-
map, which was endorsed by IT Strategic Headquarters in June 2014 and revised in June 2015, May 2016, and May 2017.
(i) The spread of ITS in society and its effect
a. Promotion of ETC and its effects
Electronic Toll Collection (ETC) is now available on all national expressways, as well as most of the toll roads in Japan.
The total number of new setup onboard units is roughly 58.76 million as of March 2018 and its usage rate on all national
expressways is roughly 91.3% as of January 2018. Congestion at tollgates, which used to account for roughly 30% of
the cause for expressway congestion, has been mostly alleviated and has contributed to reductions in CO2 emissions and
environmental burdens. Additionally, measures utilizing ETC are being implemented, such as the introduction of Smart
IC dedicated to ETC interchange and discounts for ETC vehicles. In addition to such toll road uses, it is also possible to
use ETC for parking payments and boarding procedures for ferries, showing the spread and diversification of services
utilizing ETC.
b. Improvement of providing road traffic information and its effects
Vehicle Information and Communication System (VICS)-compatible onboard units aim to advance travel route guid-
ance and, as of the end of December 2017, roughly 57.70 million units have been shipped. By providing road traffic infor-
mation such as travel time, congestion conditions, and traffic restrictions in real-time through VICS, drivers convenience
is improved. This ultimately contributes to better mileage and reduces environmental burdens, including the reduction of
CO2 emissions.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 355
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
(ii) Technological development and the popularization of new ITS services
II a. Popularization and utilizing ETC 2.0
ETC 2.0 onboard units came onto the
Wide-area Traffic Congestion Information is Provided by
Figure II-10-1-1
market in full force in August 2015, and as ETC 2.0.
Chapter 10
of March 2018, roughly 2.61 million units Wide-area traffic congestion
information is provided.
Road
had been set up. Using ETC 2.0, we are
making efforts to enhance the provision of
Two-
information on support for traffic conges- At sites where many accidents occur, the driver is alerted to any state of congestion
Automobile that cannot be seen around an upcoming curve and other hazardous conditions.
tion prevention and for safe driving, and
way
The road is congested
Utilizing ICT and Promoting Technology Research and Development
up ahead.
Drive carefully.
are advancing efforts aimed at smooth and
comm
ETC 2.0
safe traffic, utilizing about roadside ETC onboard device
This is the current state of the
unica
road surface x kilometers ahead.
2.0 units at 1,700 locations on highways Drive carefully because of snowy
conditions.
tions
across Japan. We are also promoting ef- ETC 2.0-compatible
car-navigation system Congestion up ahead. Exercise care to avoid
forts for smart road use through pinpoint
rear-ending the vehicle in front of you.
Source) MLIT
countermeasures for traffic congestion,
countermeasures for traffic accidents, productive and smart logistics management, etc., by utilizing a wide variety of
extremely detailed big data, including data on speed, routes used, and sudden braking.
b. Promotion of the Advanced Safety Vehicle (ASV) Project
Based on the Advanced Safety Vehicles (ASV) pro- Illustration of a Telecom Use-Type Safe
motion plan, efforts are underway for the development, Figure II-10-1-2 Driving Support System (Advanced
commercialization, and widespread adoption of Advanced Safety Vehicle (ASV))
Safety Vehicles (ASV) that assist drivers to drive safely
using advanced technology. In FY2017, discussions were
held regarding the development of practical ASV technol-
ogy and other technologies, namely advanced systems that
pull vehicles over to the shoulder and take other emergency
measures when the driver is driving abnormally.
Source) MLIT
2 Realizing Autonomous Driving
The Autonomous Driving Strategic Headquarters, led by the Minister of Land, Infrastructure Transport and Tourism,
discussed the ministry s policies concerning the important matters concerning autonomous driving, and released its in-
terim report in June 2017, from the three perspectives : the development of an environment toward the realization of
autonomous driving, the promotion of the development and dissemination of autonomous driving technology, and the
demonstration experiments and social implementation aimed at the realization of autonomous driving.
Regarding the development of an environment toward the realization of autonomous driving, Japan has been appointed
to jointly chair the Intelligent Transport System and Automatic Driving Informal Working Group (established in Novem-
ber 2014) and the Automatically Commanded Steering Function Informal Working Group (established in February 2015),
which were established under the UN World Forum for Harmonization of Vehicle Regulations (WP.29), and is spearhead-
ing studies of international safety regulations applicable to automatic driving. Domestically as well, we began discussions
about safety criteria that motor vehicles with advanced autonomous driving systems should fulfill and measures to ensure
safety. In addition, we released a report (March 2018) by the Research Group On Liability For Accident Compensation
356 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
Concerning Autonomous Driving regarding the form that liability for accident compensation related to autonomous driv-
ing should take from the viewpoint of the Act on Automobile Liability Compensation (Act 97 of 1955). II
Regarding the development and dissemination of autonomous driving technology, we are making efforts for dissem-
ination and awareness raising carried out by public and private sectors in the form of the Safety Support Car (Safety
Chapter 10
Support Car S), which is equipped with functions to support safe driving, including brakes to reduce damage from impact
and devices to restrict acceleration when the acceleration pedal is pushed accidentally, and efforts for the international
standardization of leading-edge safety technology. We are also working toward support for autonomous driving through
information provision at merge lanes of expressways and toward the enhancement of snow-removal vehicles, for which
autonomous driving is being considered.
Utilizing ICT and Promoting Technology Research and Development
With respect to demonstration experiments and social implementation aimed at the realization of autonomous driving,
in addition to starting demonstrations on public roads of transport services using autonomous driving for the last mile,
we have implemented demonstration experiments of autonomous driving services based at Michi-no-ekis (roadside sta-
tions) in mountainous regions in 13 locations across Japan. In addition, we have implemented demonstrations of manned
convoy driving toward realizing self-driving truck convoys on the Shin-Tomei and Kita-Kanto Expressways.
Column Demonstration Experiments of Autonomous-Driving
Column
Services based at Michi-no-ekis in Mountainous Areas
With the aging population in mountainous areas, it is becoming an urgent issue to provide a means of
transportation for people and goods in everyday life. Meanwhile, most of the 1,134 Michi-no-ekis across
Japan are in mountainous areas, and are integrating services necessary for life, including retail, clinics, and
administrative counters.
To use these Michi-no-ekis as a hub to provide transportation means for people and goods, the MLIT has
been implementing demonstration experiments of autonomous-driving services based at Michi-no-ekis and
other places in 13 locations since FY2017. In addition, feasibility testing (theoretical consideration) is being
carried out at five locations across the country, with a view toward further substantiation of business models.
The demonstration experiments included technical verification of the smooth driving of autonomous-driv-
ing vehicles when sharing roads with regular motor vehicles and of the safety of autonomous driving on
snow-covered roads. In addition, the experiments tested delivery of agricultural products and processed
goods from villages to Michi-no-eki with autonomous-driving vehicles which were shared by passengers
and cargo, and transportation of agricultural products collected using autonomous-driving vehicles to urban
areas via highway busses, which should provide an opportunity of considering a business model that is
unique to the local area.
In FY2018, we are planing to focus on a long-term experiments in order to create business models, aim-
ing at full-fledged implementation by 2020.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 357
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
II Road and Traffic Inspections
Chapter 10
Utilizing ICT and Promoting Technology Research and Development
Smooth passage of autonomous and other vehicles Autonomous driving during snowfall
Verification of public acceptance Verification of effect on regions
(Credibility of autonomous driving, traveling comfort, etc.)
Riding and alighting in wheelchairs Delivering fresh produce from a village to a Michi-no-eki
Social verification and implementation of autonomous driving services based at such places as Michi-no-ekis through a road-vehicle
cooperative system, in mountainous areas where the population is aging in order to secure the movement of people and logistics.
Information center
Mountainous region
Michi-no-eki
Installation of autonomous
Local products vehicle control center System for requesting a vehicle
center
with a smartphone, etc.
Clinic
Administrative
counter Development of
autonomous driving station
[Example of road-vehicle cooperative system]
Recognizing electromagnetic
Increasing safety on winding mountain roads guidance signals
by, for example, adding a system to recognize
electromagnetic guidance signals from equipment
embedded in roads to the autonomous driving
system.
Cargo and passengers
Securing logistics riding together Securing mobility Revitalizing the region
(Home delivery, agricultural produce delivery, etc.) (Shopping, hospitals, public services, etc.) (Tourism, creation of workplaces, etc.)
Sequential trials in 13 places across the country (from September 2017)
Source) MLIT
358 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
3 Realizing a Society that Utilizes Geospatial Information in an Advanced Manner
II
We are promoting efforts toward advancing the use and application of geospatial informationNote1 using ICT and other
technologies based on the Basic Plan for the Advancement of the Utilizing of Geospatial Information, which was adopted
Chapter 10
by a Cabinet decision in March 2017, in pursuit of the realization of a G-Spatial Society (an Advanced Geospatial Infor-
mation Utilization Society) where anyone can utilize the geospatial information they need anywhere and anytime.
(1) Developing and Updating Geospatial Information as the Foundation of Society
We are coordinating with relevant administrative organizations to promote the rapid development and updating of
Utilizing ICT and Promoting Technology Research and Development
Fundamental Geospatial DataNote 2, which can serve as the common basis for positioning on digital maps, and the Digital
Japan Basic MapNote 3, which is a basic map of Japan that includes information required for national land management
and other efforts. Various types of information regarding national land are being developed, such as aerial photographs,
geographical name information, National Land Numerical Information, continuous monitoring of crustal movements with
GNSS-based control stations, and preparation of guidelines for using data obtained from city planning basic surveys to
Geographic Information System (GIS). In addition, a system is being constructed that enables prompt assessment and
provision of information on national infrastructure, such as development of information on the topographical classifica-
tion used as the basic material for developing hazard maps prepared for future disasters, and taking aerial photographs
urgently during disasters.
(2) Initiatives to Promote the Utilization of Geospatial Information
We are driving forward with efforts to further promote the sharing and mutual use of geospatial information throughout
society; our efforts include the promotion of distribution of geospatial information centered on G-Spatial Information
Center, which collects and provides various geospatial information developed by each entity, and the improvement of
GSI MapsNote 4 that enables users to overlay various geospatial information on the web. In addition, we are promoting the
development of a verification project working toward further diffusion to the general public, human resource develop-
ment, and the realization of a G-Spatial Society, and we collaborated with industry, academia and government to host the
Geospatial EXPO 2017 in October 2017.
Column Japan s Standard for Gravity Values Updated for the
First Time in 40 years Column
Are you familiar with the phrase, Water seeks its own level ? When explaining that human nature is fun-
damentally good, Mencius used this phrase to mean that, just as the flow of water from high to low is natural
providence, so is the fact that human nature is good.
The fact that water flows from high to low is an obvious natural phenomenon, but would a drop of water
that has fallen onto completely flat ground stay still? In almost all cases, the drop of water would move. This
is because, even on completely flat ground, water moves due to the increase in gravity caused by the pulling
force (attractive force) of heavy substances underground. (Fig. 1)
Note 1 Information that represents the position of a specific point or area in geospace (including temporal information pertaining to said
information) as well as any information associated with this information. Also called G-spatial information (Geospatial Informa-
tion).
Note 2 Serves as the basis for the position determined for geospatial information on the digital map such as positional information for
the geodetic control points, coastlines, boundaries of public facilities, and administrative boundaries. Criteria and standards are
defined by ministerial ordinances of MLIT. The Geospatial Information Authority of Japan completed the preliminary development
in FY2011, and it is currently being updated along with the Digital Japan Basic Map.
Note 3 Electronically compiled maps that serve as Japan s basic maps instead of the traditional paper maps, including the 1:25,000
scale topographic maps. In addition to depicting Japan s territory appropriately, it serves as the most fundamental information of
the nation s land conditions with geospatial information developed by the Geospatial Information Authority of Japan.
Note 4 Web maps operated by the Geospatial Information Authority of Japan (https://maps.gsi.go.jp/). More than 2,000 layers of geo-
spatial information have been distributed.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 359
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
II Figure 1 Gravity and Water Flow
Water Water Water Water
Chapter 10
Low gravity Elevation Strong gravity Low gravity
Heavy substance
Elevation reference
Utilizing ICT and Promoting Technology Research and Development
(0 m)
Figure 2 Relationship Among Attractive Force, Centrifugal Force, and Gravity
What kind of force is gravity? On the surface
of the Earth, where we live, centrifugal force due
to the motion of the Earth works alongside the
North Pole
Earth s attractive force. Gravity is the combination Centrifugal
of the Earth s attractive force and centrifugal force. force
In addition, the strength of gravity depends on the Attractive
force
time and place. (Fig. 2)
Gravity
Equator
The value of gravity as measured by the Geo-
spatial Information Authority of Japan is used in
many useful ways for our lives on the Earth s sur-
face, including (1) in deciding the elevation refer-
ence in order to understand the flow of water, (2)
calibrating measurements of mass, (3) surveying
South Pole
active faults and prospecting for resources. (Photo)
Why is the value of gravity used in calibrating
measurements of mass? The weight of an object
Photo Measuring Gravity
depends on the strength of gravity. Earth s centrif-
ugal force is lower at high latitudes, so gravity is
a little stronger in Hokkaido than in Okinawa, with
their different latitudes, and as a consequence an
object will be heavier in Hokkaido. For example, if
you were to buy 1 kg of gold in Okinawa and then
measure it in Hokkaido, the scales would say it is
about 1 g heavier. Therefore, to prevent confusion
in the community and to ensure that any item can
be measured at the same weight at any place in
the world, the value of gravity in different places is
used to calibrate measurements of weight. (Fig. 3)
360 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
Furthermore, in places with very dense sub- Figure 3 Strength of Gravity in Different Places
II
stances in the ground, like around mineral depos- 9.806
its, the value of gravity measured on the surface
Chapter 10
9.805
increases due to the attractive force of the sub- 9.804
stances. In places where there are breaks in the 9.803
1 kg of Gold from Okinawa weighs
geological strata, for example around active faults, about 1 g more in Hokkaido?!
9.802
9.800
the density of each side differs, causing fluctua- 9.799
9.801
tions in the value of gravity. As the state of subsur- 9.797
Utilizing ICT and Promoting Technology Research and Development
face structure can be understood through inves- 9.798
tigation of the distribution of the value of gravity,
gravitational values are utilized in the fields of di-
9.796
saster prevention/reduction and in prospecting for 9.795
9.793
subsurface resources, including measurements of 9.794
the distribution, shape, and scale of active faults 9.792
underground. (Fig. 4)
9.791
Strength of Gravity (Unit: m/s2)
Gravity is stronger in Hokkaido than in Okinawa
(the same things increase in weight)
Figure 4 Relationship between Underground Structure and Strength of Gravity
Subduction
(Trough)
Magma
Active fault layer r
reservoir Underground layers invisible laye
from the surface Sea
Change in gravity, reflecting underground structure High
Change in gravity
depending on the layer
Change in gravity depending Change in gravity Change in gravity
on the layer due to magma reservoir due to ocean trench Low
The Geospatial Information Authority of Japan updated, for the first time in 40 years, the national stan-
dards for gravity values, which are used in deciding the elevation reference for understanding the flow of wa-
ter, calibrating measurements of mass, surveying active faults, prospecting for resources, etc., and released
Japan Gravity Standardization Net 2016 (JGSN2016). The Authority will continue its highly efficient gravity
measurements using aircraft and plans to develop uniform and high-quality gravity values encompassing
the whole of Japan.
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Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
II Column Toward the Creation of New Services and Industries
Utilizing Geospatial Information Column
Chapter 10
Although geospatial information may be a slightly difficult term, it comes from positional information and
information associated with that. It is used all round us, for example, in car navigation information, informa-
tion on the position of people or facilities, tourism information, and statistical information.
Until now, this kind of geospatial information was collected and utilized individually by the national govern-
ment, local governments, companies, other entities, etc., under insufficient coordination.
Utilizing ICT and Promoting Technology Research and Development
Under those circumstances, the G-Spatial Information Center launched a service to gather geospatial
information held by industry, academia, and government, and provide those information in a form easy for
anyone to utilize in November 2016.
As the service promotes the industry-academia-government coordination of geospatial information, the
creation of new industries and services utilizing geospatial information is expected.
For example, during the July 2017 torrential rains in northern Kyushu, landslides occurred and blocked
roads.
Under this situation, the G-Spatial Information Center contributed swiftly to disaster restoration by ascer-
taining the disaster status with aerial photos and facilitating the ascertaining of traffic routes by providing
records of motor vehicle traffic.
Geospatial information is also expected to be utilized in various other ways throughout everyday life,
including in town planning and tourism. A showcase of case examples is described on the G-Spatial Infor-
mation Center website.*
The provision of geospatial information useful for our lives and for the creation of industries and services
will continue to advance through the G-Spatial Information Center.
* https://www.geospatial.jp/gp_front/
Outline of G-Spatial Information Center
Holders of geospatial
G-Spatial Information Center Users of G-Spatial
information information
Operation began in November 2016
Coordination Search National government,
Open data
Disaster Statistical local public entities
Digital maps prevention Traffic
Government ministries, information
agencies, etc. Parties involved in
disaster prevention
Real estate, Agriculture,
Research organizations Aerial photos Space/ forestry and
Satellites Lifelines town planning Public utilities,
fisheries
research organizations
Local governments
Location
information from Vehicle Information service
mobile phones probes providers
Private enterprises, etc.
Registration Supply
Other private
… enterprises, etc.
Digital display/analysis using a common map made
by layering the current positions of people and things,
and various information related to those positions
Creation of new industries/services
Source) National Spatial Planning and Regional Policy Bureau, MLIT
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Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
4 Realizing an Electronic Government
II
We are making efforts toward realizing an electronic government, based on our Declaration to be the World s Most
Advanced IT Nation̶Basic Plan for the Advancement of Public and Private Sector Data Utilization. As part of those
Chapter 10
efforts, with regard to digitization across the whole government̶both national and regional̶and other policies that have
a major effect on increasing convenience for citizens and businesses, we are actively promoting efforts that the govern-
ment as a whole should take, based on the Implementation Plan for Digital Government (endorsed at an e-Government
ministerial meeting on January 16, 2018).
Regarding automobile ownership procedures, a One-Stop Service (OSS) that allows for the execution of various pro-
Utilizing ICT and Promoting Technology Research and Development
cedures, such as inspection, registration, automobile parking space certification, and payment of various vehicle taxes on-
line and at the same time, is being promoted through the cooperation of various ministries. Before this year, the OSS had
only been introduced for the new car registration process in 11 prefectures, but in April 2017, we dramatically expanded
the target processes and regions. Specifically, nearly all processes required for continuous inspections (vehicle inspections
known as shaken ), registration of moves and other changes, and registration of used cars purchased by a new owner are
now eligible for OSS, and we are committed to progressively implementing OSS to reduce the burden on prefectural gov-
ernments by continuing development to integrate national and prefectural systems. In light of government policies such as
the Japan Revitalization Strategy and the Declaration to be the World s Most Advanced IT Nation, we intend to continue
discussions regarding matters such as measures to further improve convenience using My Number cards.
5 Development and Opening of Optical Fiber for the Management of Public Facilities and Its Housing Space
The development and opening of optical fiber for the public facilities management and its housing space is being pro-
moted in rivers, roads, ports, and sewage, as a response to the e-Japan Priority Policy Program. As of April 2016, the
total extent of the optical fiber controlled by the government for river and road management was about 38,000 km, and of
this a portion of core cable roughly 19,000 km that does not interfere with the facilities management was opened to private
sector business, and applications for additional use have been received.
6 Sophisticated Water Management and Water Disaster Prevention Utilizing ICT
In light of the new developments in information technology of recent years, new technology is being applied in the field
to further the sophistication of water management and water disaster prevention.
Regarding the monitoring of rivers and their basins, XRAIN (eXtended RAdar Information Network), a high-resolu-
tion, high-frequency system used to accurately and fully understand concentrated heavy rainfall and localized heavy rain-
fall, is being harnessed for rainfall observations. For the observation of flow amounts and water levels, the introduction
and practical application of new technology, such as ADCP (Acoustic Doppler Current Profiler) and image analysis based
on the utilization of CCTVs and other types of images, are being promoted. In ascertaining the extent of flooding during a
disaster, we are also promoting efforts for emergency observations using a satellite-based SAR system (DAICHI-2), based
on the Agreement to Cooperate in Provision of Disaster Information Using Satellites, concluded between the Ministry of
Land, Infrastructure and Transport and JAXA in May 2017.
In addition, in pursuit of advancing river management and disaster response, we are promoting efforts to acquire drones
equipped with green lasers that can take measurements below water surfaces and to install small, passive water gauges
that do not require long-term maintenance.
Also, for sediment-related disasters caused by heavy rains and other factors, unusual conditions are always monitored
through such means as a radar rain gauge that can observe the rainfall situation over a large area with a high degree of
accuracy, volcano monitoring cameras, and landslide monitoring systems. Additionally, in preparation for the occurrence
of a deep-seated catastrophic landslide, the measures that detect the location and scale of such an occurrence at an early
stage are being promoted for rapid emergency restoration measures as well as the prevention and mitigation of damage
through appropriate warnings and evacuations.
As for the sewage sector, in an effort to reduce flood damage from localized heavy rainfall and the like, we are driving
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Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
forward with the verification of technology to support the promotion of self-help and mutual aid among regional residents,
II and efficient operation through the optimal use of the capacity of existing facilities through the use of water levels inside
pipes, rainfall, inundation and other observational data provided by sensors, radars and the like.
Chapter 10
7 Promoting Open Data
Efforts to address open data are being actively promoted within the national government and local public entities, as
part of developing environment aimed at utilizing public and private sector data as stated in the Declaration to be the
World s Most Advanced IT Nation̶Basic Plan for the Advancement of Public and Private Sector Data Utilization. One
Utilizing ICT and Promoting Technology Research and Development
of those efforts is to have discussions toward making the data held by the Ministry of Land, Infrastructure and Transport
open data, while ascertaining in detail the needs of private enterprises, through the Public-Private Round-tables on Open
Data (an opportunity for direct discussion between enterprises in the private sector wishing to utilize data and administra-
tive institutions that hold data), hosted by the Cabinet Secretariat from January 2018.
Under these circumstances, regarding data held by public transportation business operators, we set up the Review
Meeting for Promoting Open Data in the Field of Public Transportation in March 2017, with the aim of creating opportu-
nities to promote open data in that field. Interested parties from the public and private sectors participated and discussed
relevant issues, and an interim report was released in May 2017. In light of the finding that the following three efforts
should be made first, we are promoting efforts toward open data: 1) demonstration experiments through public-private
sector coordination, 2) discussions about transforming operation status information (positioning information, etc.) and
information that would help people with limited mobility to travel into open data, and 3) promoting open data in local
regions.
8 The Use of Big Data
(1) Support for Formulation of Transportation Plans, etc., Using Big Data
Due to a declining population, a dwindling birthrate, and an aging population, the business conditions of route bus
businesses, particularly in local regions, are worsening and giving rise to concerns that public transportation networks will
shrink and service levels will suffer further. The stabilization of the management of route bus businesses and the restruc-
turing of sustainable local public transportation networks are pressing issues, and management improvements by opera-
tors and plans for the reorganization of public transportation by local governments are being studied in many localities.
In light of the circumstances, in FY2017, continuing from 2016, we are providing the Local Route Bus Innovation
Business Model Implementation Manual and Data Collection/Analysis Tools, which we developed as measures to support
innovations by analyzing local route bus business utilizing big data and other relevant information and creating plans to
restructure bus routes and schedules and improve management that we instituted based on the Survey to Support Innova-
tions Benefiting Local Route Bus Businesses with the Use of Big Data in FY2015. In addition, we enhanced these Data
Collection/Analysis Tools after implementing a trial analysis of bus business operations in model regions utilizing new
big data (population flow statistics).
In FY2018, we will implement efforts toward disseminating these Data Collection/Analysis Tools.
(2) Utilization of Automobile Related Information
Based on the Vision of Future Utilization of Automobile Related Information, formulated in January 2015, demon-
stration experiments of methods for collecting and utilizing information when motor vehicles are serviced or when used
motor vehicles are sold have been implemented. The basis for the experiments is a framework for the collection, manage-
ment, and provision of historical information about motor vehicles organized so far, toward the realization of traceability
services that collect and use historical information about motor vehicles. In light of the results of demonstration experi-
ments, we will continue to advance the development of an environment for promoting the utilization of automobile-relat-
ed information, in conjunction with the digitization of vehicle inspection certificates, which is being discussed from the
viewpoint of making procedures related to motor vehicle ownership more efficient.
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Section 1 Promoting Innovation in the Fields of Land, Infrastructure, Transport, and Tourism Through the Use of ICT
(3) Promotion of Economic Strategies for Local Roads Using IT/Big Data
In an effort to support growth and flexibility and robustly promote progress on issues involving regional economies and II
societies, we are promoting a new road policy that uses and applies ICT technology and big data to the fullest.
Due to the full-scale introduction of ETC 2.0 in August 2015, and the establishment of systems for collecting big data
Chapter 10
on road transportation speeds and the like, the amount of other transportation, economic and other big data and other
information distributed has increased nine-fold over the past nine years. In light of these circumstances, and to resolve
regional transportation issues, in December 2015, academic and government entities collaborated to establish institutes
in 10 locations in Japan for researching economic strategies for local roads, and are promoting discussions about the
implementation of road policies and pilot programs using a wide array of big data, including ETC 2.0, that account for
Utilizing ICT and Promoting Technology Research and Development
issues in each region.
For example, in order to prevent traffic accidents involving rental cars driven by foreign tourists, the number of which
is rapidly increasing, efforts are being implemented for pinpoint accident countermeasures, including the designation of
characteristically dangerous spots for foreign tourists by utilizing data on sudden braking recorded by ETC 2.0 in rental
cars departing from areas around airports used often by foreign tourists, and installing multi-language signs calling for
attention and providing warnings in multi-language pamphlets.
(4) New Town Development Using Transportation-related Big Data
We are advancing the development of smart planning, which is a planning method for considering facilities distribu-
tion, formation of spaces, and transport policies through simulation of the movement of people and estimation of the
effects of policy implementation based on activity data at the individual level extracted from transport-related big data.
In FY2017, we endeavored to advance improvement in sophisticated systems through verification in multiple cities and
enhance measures that can be evaluated and performance indicators. We are also taking efforts to disseminate analysis
methods, including working with the Smart Planning Research Subcommittee, setup under the Japan Society for Civil
Engineers, to host a seminar on the contents of The Guidebook for Practicing Smart Planning (tentative name), which was
formulated in FY2016. The seminar attendees included academic experts, local public entities, consultants, and compa-
nies selling big data.
9 Efforts for Increasing Productivity in Business Utilizing Meteorological Data
By combining ICT technologies, in which IoT and AI have rapidly developed, with meteorological data (a form of big
data), increases in work efficiency and sales, and improvements in safety are expected in a wide range of industries, in-
cluding agriculture, retail, transportation, and tourism. Therefore, the Japan Meteorological Agency has been ascertaining
the industrial sector s needs and related issues through the Weather Business Consortium (WXBC; established in March
2017)̶an industry-academia-government collaboration̶and has been promoting the utilization of meteorological data,
by providing new meteorological data in response to those needs.
The specific results of these efforts include advances in the utilization of observation data from the Himawari 8 weath-
er satellite and solar radiation estimation data. For example, a demonstration experiment of efficient harvesting of dry,
high-quality pasturage made possible by the very detailed water vapor forecast is planned to be held in Hokkaido in
summer FY2018.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 365
Section 2 Promoting Technological Research and Development
Figure II-10-1-3 Increasing Productivity in Various Fields by Promoting Meteorological Data Utilization
II
Promotion of meteorological data Realizing a productivity revolution in various fields
that coordinates business with weather by utilizing meteorological data
Chapter 10
Weather Business Consortium (WXBC), established March 2017 Production/Logistics
Expanding the weather business market and realizing a productivity revolution by the general Reducing loss due to waste, etc., by
mobilization of meteorological data (a form of big data), and of leading-edge IoT and AI technology. managing production based on
Consortium members supply/demand estimation using
IT
meteorological data
Meteorology Business
Meteorological business IT ventures Enterprises in various industries Retail
Utilizing ICT and Promoting Technology Research and Development
operators (agricultural, retail, finance, construction,
IT researchers logistics, electricity, etc.)
Increasing sales by sales planning
Meteorology researchers
based on supply/demand estimation
Ascertaining industry needs and issues by holding seminars for the industrial sector, using meteorological data
conducting trial monitoring before the provision of new meteorological data begins, and other efforts
Holding seminars
Trial provision of meteorological data Agriculture
Increasing harvest yields by
Japan Meteorological
Industrial sector appropriately managing cultivation
Agency
based on meteorological data
Listening to opinions, reflecting needs
(surveys, interviews)
Source) Japan Meteorological Agency
Section 2 Promoting Technological Research and Development
1 The Position of Technological Research and Development in Technology Policies and Comprehensive Promotion
In light of the policies of the government as a whole, including the Science and Technology Basic Plan (adapted by a
Cabinet decision on January 22, 2016), MLIT developed the Fourth MLIT Technology Basic Plan in March 2017. This
plan has conveyed the MLIT s policies concerning technological research and development, human resources develop-
ment, and other matters to national research and development agencies, industry, and academia, etc. As a result, while
endeavoring to forester common understanding and to instigate coordination among them, we have encouraged them to
work as one for effective and efficient technological research and development, and have also actively adopting the re-
sulting outcomes in public utilities and in the construction and transportation industries.
(1) Initiatives in facilities and Other Organs, Extraordinary Organs, External Bureaus, and National Research
and Development Agencies
Key initiatives undertaken by facilities and other organs, extraordinary organs, external bureaus, and national research
and development agencies under the jurisdiction of MLIT are as outlined in the figure. National research and develop-
ment agencies selectively and efficiently conduct research according to social and administrative needs for the purpose
of securing maximum results from research and development for the sound growth of our national economy through
improvements in the level of science and technology in Japan and other benefits.
366 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 2 Promoting Technological Research and Development
Figure II-10-2-1 Major Initiatives for FY2017 by Facility Organizations, Special Organizations, and External Bureaus
Organizations, etc. Summary
II
Operating under the auspices of the Geography and Crustal Dynamics Research Center, the Geospatial Information Authority of Japan engages in
research and development activities in order to realize a society that utilizes geospatial information in an advanced manner and to contribute to disas-
Chapter 10
ter-prevention and environmental objectives by development of technique to monitor crustal movements in real time using real-time kinematic precise
Geospatial Information
point positioning (PPP-RTK), research on aerial detection of temporal development of national land ground deformation through InSAR time series
Authority of Japan
analyses, research on the realization of a vertical reference frame based on a precise gravimetric geoid, research on the analysis of crustal movements
considering topology and subsurface structure, research on the development of a rapid and highly accurate GNSS routine analysis system, and research
on real-time interpretation of flooding.
The Policy Research Institute for Land, Infrastructure, Transport and Tourism carries out surveys and research activities: simplified methods of surveying
Policy Research Institute
the present state of vacant houses; analysis on detached housing and condominiums with missing or unidentified owners; analysis of macroeconomic
for Land, Infrastructure,
effects of public investment using DSGE models; methods for verifying measures for maintaining public transport in regions; sustainable tourism policies;
Transport and Tourism
and organizational safety management tools of transport companies.
Utilizing ICT and Promoting Technology Research and Development
For the purpose of pursuing responses to society s needs and solutions to local issues, the National Institute for Land and Infrastructure Management
(NILIM) has been promoting research for an attractive society that is safer, more secure, and more vigorous by research contributing to the following:
1) Disaster prevention and disaster mitigation, and crisis management such as flood risk visualization project, and establish of prompt inspection and
National Institute for Land
restoration methods for airport pavement when earthquake occurs; 2) Infrastructure maintenance such as verification in actual field of survey technol-
and Infrastructure Manage-
ogy to detect abnormalities in sanitary sewer conduits for improvement of maintenance and management efficiency of sanitary sewer conduits; and 3)
ment (NILIM)
Productivity revolution such as creating draft standards for in-vehicle devices and communication necessary for the cooperative vehicle-highway ITS
system through public-private sector coordination, and efforts toward application of mixed structures that combines timber structures using CLY with
reinforced concrete structures.
Conducted research on understanding the phenomena of weather, climate, earthquake volcanoes, and the ocean as well as predictions to contribute to
Meteorological Research
strengthening measures for typhoons and torrential rains, strengthening measures for earthquake, volcano, and tsunami disasters, and strengthening
Institute
of measures related to climate change and global environment.
Conducted testing and research for equipment and materials used for Coast Guard duties, testing and research for forensic science at sea, and advanc-
Japan Coast Guard
ing observation technology for seafloor crustal movements.
Figure II-10-2-2 Key initiatives undertaken by national research and development agencies under the jurisdiction of MLIT in FY2017
National research and
Summary
development agency
Conducted research and development to contribute to the realization of a safe, secure society; the strategic maintenance and improvement of social
Public Works Research
infrastructure; and the realization of a sustainable, active society for the purpose of helping to the efficient creation of quality social infrastructure and
Institute*
the development of Hokkaido.
Conducted research and development on technologies related to housing, buildings and urban planning including developing technology to ensure the
structural safety of buildings to contribute to the prevention of damage and destruction due to giant earthquakes and other natural disasters; developing
Building Research Institute*
technology to realize the efficient use of resources and energy in harmony with the natural environment in housing, buildings and urban areas to contrib-
ute to the reduction of greenhouse gas emissions; and conducted training related to earthquake engineering.
Conducted test research related to the safety assurance of land transport and environment preservation, technical standards conformity assessment
National Traffic Safety and
of automobiles, and technical evaluations related to recalls, including Promoting the development and commercialization of next generation heavy
Environment Laboratory
vehicles and Survey on the requirement for communication between a pedestrian and a vehicle.
Cross-Sectoral Research
Conducted cross-sectoral research and development on the issues of promoting the use of seas and strengthening global competitiveness, including
research and development regarding sea floor observation and exploration, underwater construction, transportation and communications between
offshore platforms and the sea floor, transportation and navigation assistance from land to offshore platforms and other next-generation technologies for
surveying marine resources, and research and development regarding the improvement of the safety and maintenance efficiency of runway and other
airport infrastructure in terms of enhancing the functions of metropolitan-area airports.
National Maritime Research Institute
Conducted research and development regarding the fundamental research and development to support assurance of safety in maritime transportation,
conservation of the marine environment, marine development and maritime transportation, including research and development regarding the system-
atization of pioneering methods of evaluating vessel safety and more efficient safety regulations; research and development regarding innovative tech-
nology to contribute to the realization of green innovation for ships, and methods of evaluating operation performance in actual ocean zones; research
and development regarding the establishment of fundamental technology and safety evaluation methods for marine renewable energy production
systems; and research and development regarding technology to contribute to technical innovations in human resource development that underpin the
National Institute of
development of maritime industries.
Maritime, Port and Aviation
Technology*
Port and Airport Research Institute
Conducted research and development regarding the reduction of and recovery from disasters in coastal areas, the formulation of stock to support in-
dustry and national life, the preservation of maritime rights and interests and the use and application of the seas, and the formulation and use of aquatic
environments, including research and development regarding the reduction of and recovery from earthquake damage; research and development regard-
ing the enhancement of port, harbor and airport functions for ensuring global competitiveness; research and development regarding the development
and use of the seas through such efforts as developing ports and harbors on remote islands and securing effective marine energy; and research and
development regarding the conservation and use of coastal ecosystems.
Electronic Navigation Research Institute
Conducted research and development that strives to improve safety in air traffic while contributing to the expansion of air-traffic capacity, the improve-
ment of the convenience of air transportation, the improvement of the efficiency of aircraft navigation, and the reduction of the environmental impact of
aircraft, including research and development on the advancement of air traffic management through trajectory-based operation; the advancement of
airport operations: the optimization of air traffic through the use of onboard information; and the advancement of information sharing and communica-
tions between relevant personnel.
*National research and development agency
(2) Initiatives of Regional Development Bureaus
Technical and Engineering Offices as well as Port and Airport Technology Investigation Offices coordinate with rele-
vant offices in their jurisdiction for tests and research of civil works material and water quality, hydraulic tests and design
for the effective and efficient development of facilities, development of environmental monitoring systems, and other
matters for technology development, as well as the utilization and promotion of new technology tailored to the region.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 367
Section 2 Promoting Technological Research and Development
(3) Promoting Research and Development Technologies of Construction, Traffic and Transportation Fields
II Of the important research issues concerning construction technology, issues that are especially urgent and involve a
wide range of fields are taken up with the governmental departments taking the lead with the coordination of industry, ac-
ademia and government to comprehensively and organizationally implement research for the comprehensive technology
Chapter 10
development projects, where in FY2017, research and development was conducted for a total of five issues, including
Research on Increasing Construction Productivity through Comprehensive Utilization of the ICT.
Also, for the traffic and transportation fields, technological research and development that contributes to ensuring
safety, improving convenience, and protecting the environment are being promoted efficiently and effectively with the
coordination of industry, academia and government. In FY2017, we engaged in the development of technology that could
Utilizing ICT and Promoting Technology Research and Development
be used for upgrading public transportation systems utilizing high-precision positioning technology.
(4) Supporting Private Sector Technological Research and Development
To promote private sector investments in research and development, support is given through preferential tax measures
for experimental and research expenses.
(5) Promoting Open-Type Research and Development
In order to promote technological innovation in the construction sector, an open call for the development of tech-
nologies to solve policy issues (targeted commercialization in two to three years) was made through the Construction
Technology Research and Development Subsidy Program, which invites proposals concerning technological research and
development to help upgrade and enhance the international competitiveness of construction technology under the purview
of MLIT and further promote research and development carried out by MLIT. In FY2017, seventeen new issues and six
ongoing issues were adopted.
In addition, in FY2017, four new projects and five ongoing projects were adopted under the Transportation Technology
Development Promotion Competitive Funding Program, in which researches and developments were conducted toward
the realization of a safe, secure, and comfortable transportation society, the reduction of environmental burdens, and the
resolution of other policy issues in the traffic and transportation sectors. And Traffic and Transportation Technology Fo-
rum was held on December 13, 2017, to introduce the current state of researches and developments and present outcomes
under the program, and to elicit a wide range of opinions.
2 Promoting the Utilization and Adoption of New Technology for Public Works
(1) New Technology Utilization System for Public Works
In order to actively utilize promising new technology developed by private sector businesses, a new technology uti-
lization system for public works that utilizes the New Technology Information System (NETIS) is under operation. Up
to now, there were 28 recommended technologies and 66 runner-up recommended technologies (in total as of the end of
FY2017) chosen as innovative new technologies that will further raise the level of technology concerning public works.
Also, to promote efficiency of maintenance and management in the field, for the adoption of new technology in the field
and the promotion of further technological development, NETIS is leveraged to set technical themes to use and evaluate
the submitted technologies in the field.
(2) Supporting the Utilization of New Technology
In order to promote the utilization of new technology in public works and other areas, utilization is evaluated at every
design stage, and technology that provides great utilization benefits are designated by the ordering party when construc-
tion is contracted. In addition, we prepare technology comparison charts for every type of construction and theme to serve
as references for both orderers and builders in the process of selecting new technologies.
368 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Technology Development for Construction Machinery and Mechanical Equipment
Section 3 Improving Construction Management Technology
II
1 Improving Costing Technology for Public Works
Chapter 10
For the purpose of promoting ensured quality in public works, and in order to accurately establish price estimates from
the viewpoint of appropriately reflecting the mid- to long-term fostering and securing of workers and market conditions,
efforts have been made to consider quantity survey standards and implement revisions when necessary.
Regarding public civil works, efforts have been made to make all construction processes fully appropriate. Such efforts
include the revision of the Quantity Surveying Criteria for Civil Works Utilizing ICT, based on policies stated in the Ex-
Utilizing ICT and Promoting Technology Research and Development
pansion of Comprehensive ICT Utilization in i-Construction, for the purpose of promoting i-Construction, which is aimed
at attractive construction sites, as well as the active implementation of works comprehensively utilizing ICT, including
works for SMEs.
In addition, the overall quantity survey standards have been revised, in light of the latest status of enforcement and re-
gional characteristics, by revising laws and design criteria and accurately reflecting labor, resource, and transaction costs
in social economic trends and markets.
2 CIM and BIM Initiatives
Construction Information Modeling/Management (CIM) endeavors to seamlessly connect processes at all stages by
linking and developing three-dimensional models from the survey, planning, and design stages to the construction and
maintenance management stages and promoting the sharing of information among concerned parties involved in the entire
project. With trial operations having begun in FY2012, along with progress made in discussions toward the introduction
and promotion of CIM from the perspectives of both system and technology through industry-academia-government
coordination, the Guideline to CIM Introduction (tentative name) was formulated in FY2016. The guideline contains
guidelines for making CIM models, utilization methods, etc., and also addresses the role played by CIM businesses that
place orders with related parties coordinating widely with public utilities, and fundamental work methods and points for
consideration.
Since FY2010, the adoption of Building Information Modeling (BIM) to help visualize design content and integrate
and consolidate building information has been subject to trial operations to verify the effect of the adoption of BIM and
any issues that might consequently arise. In addition, Guidelines for the BIM models to Create and Use in Government
Building Projects, which outline the basic principles and considerations to be taken into account when using BIM for
government building projects, were compiled in March 2014. Since FY2014, a track record of cases involving BIM intro-
duction to which the guidelines were applied has been maintained.
Section 4 Technology Development for Construction Machinery and Mechanical Equipment
(1) Development and Supply of Construction Machinery
In order to carry out the appropriate maintenance and management of rivers and roads managed by the national govern-
ment and respond quickly to disaster recovery, initiatives are being carried out across the nation to implement machinery
for maintenance and management, as well as machinery for disaster measures. In FY2017, an extra thirty-nine machines
were added and 209 aging machines were updated.
Furthermore, in order to improve efficiency, conservation of labor, and safety of construction associated flood control
projects and road development projects, studies as well as research and development for construction machinery and
construction processes are being undertaken.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 369
Section 4 Technology Development for Construction Machinery and Mechanical Equipment
(2) Streamlining and Improving the Reliability of the Maintenance and Management of Machinery
II For the protection of citizens lives and properties from disasters, the construction of floodgate facilities, storage and
drainage pump facilities, and road drainage facilities were furthered, starting around late 1965, and many of the facilities
are becoming decrepit. As such mechanical equipment is required to function reliably during floods, we are proactively
Chapter 10
promoting the application of condition-based preventive maintenance in an effort to realize efficient, effective mainte-
nance while ensuring the reliability of facilities.
(3) Utilizing the Accomplishments of Construction Technology Development
In order to safely and swiftly carry out restoration activity at disaster sites where the danger of secondary disasters such
Utilizing ICT and Promoting Technology Research and Development
as large-scale floods, sediment-related disasters, and slope collapses are high, a hydraulic shovel that can be remotely
controlled, dismantled, and airlifted was developed and 11 units were deployed in FY2014.
One of these was deployed to areas affected by deep-seated landslides due to Typhoon Lan in the Kuri Daira District,
Totsukawa Village, and Nara Prefecture, where some erosion control units were devastated, and has been utilized in other
disaster restoration activities.
Column Enhancing On-Site Safety through the Development of Unmanned
Construction Technology (i-Construction in the field of erosion prevention) Column
In locations hit by a landslide, there are many sites that are dangerous for people to enter. Under such
circumstances, unmanned construction technology that can be controlled remotely has been developed in
order to prevent subsequent disasters from occurring on urgent construction sites immediately after a land-
slide. As the technology particularly contributes to the enhancement of safety, which is one of the goals of
i-Construction, it is being promoted for use in erosion protection. One result of this effort is the countermea-
sure to the large-scale slope slip that occurred in the Aso Ohashi Bridge area during the 2016 Kumamoto
earthquake. By using advanced unmanned construction technology to prevent a subsequent disaster due
to the slipping of the large amount of unstable earth remaining in the upper slope, the safety at the construc-
tion site was increased dramatically. Advanced as used here means that a remote-control room 1 km away
can be used to control up to 14 items of heavy equipment at the same site at the same time without signal
interference. The unmanned construction technology used this time was evaluated highly, even winning the
Outstanding Civil Engineering Achievement Award granted by Japan Society of Civil Engineers.
Landslide length
To Kumamoto City approx. 700 m
Remote control room
Remote control room JR
Ho
hi
Lin Width approx. 200 m
e
JR
Ho
Ku hi
rok Lin
aw e
aR
ive
r
May 4, 2016 Kyushu Regional Development Bureau Photo from Harukaze helicopter To Oita City
Unmanned operation
370 WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018
Section 4 Technology Development for Construction Machinery and Mechanical Equipment
(4) Promotion of Development and Introduction of Next Generation Robots for Social Infrastructure
The social infrastructure of Japan is fac-
Figure II-10-4-1 Promotion of Robot Development and Introduction for Next Generation Social Infrastructure
II
ing problems such as progression of aging,
risks of earthquake, storm and flood dam-
Chapter 10
age. Therefore, for the 5 important fields
(Maintenance and management: Bridge,
Tunnel, and Water; Disaster Response:
Investigation and Emergency Restoration)
that require the development and introduc-
Utilizing ICT and Promoting Technology Research and Development
tion of robots, initiatives are underway for Example of underwater maintenance Example of technology used for Example of technology used for
the maintenance and management of the and management technology conducting a disaster survey emergency restoration
2013 2014 2015 2016~
social infrastructure and improvement of Establish investigative panel
Establish priority fields
Issue an open call for robots
Evaluate
Issue an open call for robots
Evaluate
Evaluate
an experimental introduction
Study evaluation methods
introduction
introduction
Disseminate and deploy
Survey needs and seeds
Conduct field investigations
Conduct field investigations
with a view to carrying out
Carry out an experimental
Carry out an actual
effect and efficiency during disaster, by
planning for the development and introduc-
tion of highly practical robots. In FY2014
Collaborative system established
Support provided for equipment development (METI)
and FY2015, we made a public appeal to by MLIT and METI
private companies, universities and others Source) MLIT
for robots capable of addressing our five
priority fields, and conducted testing and
evaluations at actual sites. Over two years of on-site verifications, we confirmed which technologies have a specified
level of capabilities in the maintenance and management, and since FY2016, have been verifying their practical utility
by testing them in environments identical to those in which they will actually be used for inspection. In addition, since
FY2017, the establishment of requirements (required performance) based on the verification of their practical utility has
been facilitated.
WHITE PAPER ON LAND, INFRASTRUCTURE, TRANSPORT AND TOURISM IN JAPAN 2018 371
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