The development of Japan’s transportation infrastructure
for the Tokyo Olympics and Paralympics
Kazusei Kato, Tomoaki Nakamura and Toshinori Nemoto

1. Transportation infrastructure development in preparation for the Tokyo Olympics and Paralympics
In this paper, we outline the development of transportation infrastructure in Japan in recent years. In
particular, we focus on transportation infrastructure projects that were accelerated following theannouncement that the 2020 Olympic and Paralympic Games were to be held in Tokyo.
1.1 The 1964 Tokyo Olympics and Paralympics and the development of transportation infrastructure

On 7 September 2013, Tokyo was chosen by the 125th IOC General Assembly in Buenos Aires,
Argentina, to host the 2020 Summer Olympic and Paralympic Games for the first time since 1964.
When the 1964 Olympics and Paralympics Games were awarded to Tokyo, the Japanese economy was
expanding rapidly, and there was an urgent need to construct transportation infrastructure to meet thegrowing demand for transportation. Consequently, the decision to award the Olympics to Tokyo
promoted the development of transportation infrastructure.

Approximately 50 years have passed since the 1964 Games, and the areas of infrastructure investment
have changed considerably. The investments that were made in preparation for the 1964 Games weremainly in the area of high-speed transportation. The Meishin Expressway, Japan’s first toll expressway,
was opened in 1963, and the Tomei Expressway opened in 1969. The Tokaido Shinkansen (Tokyo toShin-Osaka), the world’s first high-speed railway, was also opened in 1964.

However, capital

accumulation was insufficient in Japan at that time, and the construction of these projects was mainly
financed by the World Bank.

Traffic congestion in the Tokyo city center also remained chronic, and thus the Tokyo Monorail andthe Tokyo Metropolitan Expressway were built to provide access from Haneda Airport in the bay area
to various locations in Tokyo. Subsequently, the Tokyo Metropolitan Expressway was expanded tocover the entire capital region, and in 1966, the Tokyo Metropolitan Expressway No. 1 between Haneda
Airport and Yokohama opened, its construction having been funded by a loan from the World Bank.

In recent years, the maintenance of infrastructure built for the 1964 Olympic and Paralympic Gameshas become a critical issue. One such item of infrastructure is the Metropolitan Expressway, which has

4TRANSPORT POLICY IN PERSPECTIVE: 2020

been the subject of a major repair and renewal project since 2014. There is no question that funding isessential for the maintenance and management of transportation infrastructure, including toll highways.
Moreover, despite the rapid increase in social security expenditure in the national budget as a result ofJapan’s aging population, public works expenditure has fallen to about half of what it was in 1998 (seeFigure 1). Further, as shown in Figure 2, the results of inspections of bridges and tunnels show that
there are numerous locations requiring immediate repair work. It has been estimated that preventive
maintenance would reduce maintenance costs, and thus local municipalities are now required toformulate “long-life repair plans.”

Initial Budget(Trillion Yen)

Supplementary Budget

5.9
0.8

2.8

2.1

2

0.2

0.5

1.6

0.6
0.5 0.8

1.1

2.4

0.6

0.4 0.6
0.3
2.4

9.7

9

1997 98

9.4

9.4

9.4

99 2000 01

8.4

02

8.1

03

7.8

04

7.5

05

7.2

06

6.9

07

6.7

08

09

10

5

4.6

11

12

1

1.6

2.4

1

7.1
5.8

1.6

5.3

13

6

6

6

6

6

6.1

14

15

16

17

18

19

Figure 1. Public-works-related expenditure by both the national and local governments (1997–2019)
Data source: Outline of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) budget for FY2020.

020

Bridge4060

41Tunnel 2

80

49

56

Incidental
Facilities

53

Ⅰ
Ⅰ:
II:
III:
IV:

10 0.141

32

Notes:

100
%

Ⅱ

Ⅲ

0.6

15

0.1

Ⅳ

No deterioration of the function of the structure.
No deterioration of the function of the structure, but action is required.
Deterioration of structural functions requires repair.
Deterioration of structural functions requires immediate repair.

Figure 2. Current conditions of bridges, tunnels, and incidental facilities.
Data source: Road Bureau and City Bureau, MLIT, “Outline of the Budget for Roads in 2020.”5

1.2 Transportation infrastructure development for the 2020 Olympic and Paralympic GamesIn this section, we focus on infrastructure development for the 2020 Olympic and Paralympic Games.
In terms of expressway infrastructure, construction of the Loop Arterial Road 2 (Kan-ni-dori), theTokyo Outer Loop Expressway (Gaikan-do), and the Metropolitan Inter-city Expressway (Ken-o-do)
has been accelerated (Figure 3). Although some sections of these expressways had already been
constructed, the decision to award the Games to Tokyo meant that the construction of these
expressways was given priority. The section of the Loop Arterial Road 2 connects the athletes’ villages
and venues in the waterfront area with the city center. In conjunction with this development, there areplans to redevelop the area along the Loop Arterial Road 2 to enable Tokyo to become an international
business center in the future. Meanwhile, the Outer Loop Expressway and the Metropolitan Inter-city
Expressway are loop expressways running along the outer edge of the Tokyo city center, and are
expected to ease congestion in the city center during the Games.

Figure 3. Loop expressways in the Tokyo metropolitan area.
Data source: Road Bureau, MLIT, “Outline of the Budget for Roads in 2020.”

When these expressways are being built, the “stock effect” is emphasized rather than the “investment
multiplier effect”. This is the effect of rationalizing communications and logistics, stimulating private
sector investment, revitalizing tourism, and increasing the population and employment as a result of
the construction and opening of roads, all of which contribute to long-term economic growth1. As aresult, roads built for the Olympics and Paralympics are expected to improve productivity and thequality of life of residents along these routes in various ways after the Games.

Along with the development of the road network, smart-use initiatives are also being promoted tomaximize the functions of the overall road network in the metropolitan area through improvements inthe operation of existing toll highways. In the Metropolitan and Kinki regions, tolls that seamlessly
link various highway companies were introduced in April 2016 and June 2017, respectively, and have
had the effect of diverting traffic from metropolitan centers to the outer loop roads. As a result, highway
congestion on the most populated area has declined. These initiatives rely on a new tolling system
based on the “Three Smart Use Principles of Tolling,” an approach common to all metropolitan areas1

See the MLIT website (https://www.mlit.go.jp/road/road_e/q6_evaluation.html#a2).

6

TRANSPORT POLICY IN PERSPECTIVE: 2020

that was outlined in the basic policy of the Expressway Subcommittee of Roads Subcommittee ofSocial Infrastructure Development Council in 2016. Currently, there are plans to introduce acongestion-based toll system in preparation for the Games.

In addition to the inadequate road infrastructure, there has been a noticeable shortage of truck drivers
in Japan. As a result, moves to increase wages are spreading in both the corporate logistics sector andthe home delivery service sector. The reasons for this shortage are believed to include an increase in
the volume of parcel deliveries and other services as a result of the growth of e-commerce, as well as
problems related to the working environment. Leading up to and during the Games, the shortage oftruck drivers will become a serious problem, as the transport of athletes and spectators is essential in
addition to the usual transportation requirements. Therefore, the industry has undertaken reform of its
work practices. Specifically, the industry is working to improve labor productivity and the managementof carriers through the use of technologies such as IoT (Internet on Things) and AI (Artificial
Intelligence), as well as revising the salary system and creating a work environment that is more
comfortable for women and the elderly in order to secure and develop the necessary human resources.

In April 2016, the Council for Transport Policy within the MLIT published a report titled “Approaches
to Future Urban Railways in the Tokyo Area” which stated that urban railways in the metropolitan area
should aim to: (1) contribute to strengthening international competitiveness, (2) contribute to aprosperous national life, (3) remain sustainable in conjunction with urban development, (4) maintainqualitative evolution in terms of station spaces with the creation of next-generation stations, (5) remain
reliable and secure, and (6) undertake strong promotion of disaster countermeasures and “visualization”
of their efforts.

The report also referred to the development of specific railway lines based on three criteria: (1) projects
that contribute to the strengthening of international competitiveness, (2) projects that contribute to theenhancement of the railway network in response to regional growth, and (3) projects that contribute to
the qualitative evolution of station spaces. In relation to the first criterion, in anticipation of the increasein the number of visitors during and after the Olympic and Paralympic Games, projects to improveaccess between central Tokyo and its major airports (Narita and Haneda) have been drafted as part ofthe project to improve airport access. Similar plans are also underway in the Kinki region.

In relation to this, the development of barrier-free environments has been promoted. During the
Olympic and Paralympic Games, a tremendous number of tourists and athletes will visit themetropolitan area, and thus the major stations that serve as transfer points as well as the airports arebeing redesigned to be barrier-free. Specifically, larger elevators and platform doors are being installedat stations, and airport access buses are being equipped with lifts. In particular, the East Japan Railway
Company, which operates railways in eastern Japan, including Tokyo, is expanding its barrier-freefacilities in stations near the Games venues and on airport access lines; this is in addition to expanding
the ticket gates and concourses to make them more accessible for wheelchair users.

7

2. Growth in visitor numbers and expansion of airport capacity in the metropolitan area
As mentioned in the previous section, a tremendous number of visitors and athletes are expected tovisit the Tokyo metropolitan area for the Olympic and Paralympic Games. The efficient transit of thesepeople will be an important factor in the success of the Games. Thus, this section outlines Japan’s
responses to receiving an increased number of visitors and its efforts to strengthen its capacity toaccommodate these visitors during the Games.
2.1 Growth in visitor number

In recent years, the Japanese government has implemented various initiatives aimed at increasing thenumber of visitors to the country. In 2003, the Visit Japan Campaign was launched with the aim ofincreasing the number of visitors to the country to 10 million by 2010. In 2007, the Tourism Nation
Promotion Basic Law was enacted, and the Japan Tourism Agency was established within the MLIT in2008. Thus, a system has gradually been established to implement policies aimed at attracting more
visitors to Japan. In 2019, it was announced that the aim was to attract 40 million visitors annually by2020 and 60 million annually by 2030, and a number of initiatives were proposed to assist in achieving
those targets. The official number of visitors to Japan in 2019 was 31,882,049, or approximately 6.1
times the 5,211,725 visitors in 2003, when the Visit Japan campaign was launched (Figure 4). The
number of visitors has increased rapidly, especially since 2013 when the number of visitors to thecountry surpassed 10 million for the first time.

(Thousands)
35000

30000

25000

20000

15000

10000

5000

0
1964 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 2000 02 04 06 08 10 12 14 16 18

Figure 4. Foreign visitors to Japan (1964–2018).
Source: Japan National Tourism Organization (JNTO).

8

TRANSPORT POLICY IN PERSPECTIVE: 2020

Currently, Japan is ranked 11th in the world and third in Asia in terms of visitor numbers2. As an island
nation, Japan is characterized by the fact that all visitors enter the country by either air or sea, and Japanis ranked seventh in the world and first in Asia in terms of visitors arriving by either air or sea 3. Thus,
air and sea travel are emphasized in programs aimed at attracting visitors. Figures on visitor arrivalsby airport show that in 2012, most visitors arrived at Narita Airport, but the number of visitors arriving
at Kansai International Airport steadily increased and by 2018 was approaching the number of visitors
arriving at Narita Airport (Figure 5). There was also an increase in the number of visitors arriving at
Fukuoka, Shin-Chitose, and Naha Airports from 2012 to 2018. This implies that many visitors arearriving in Japan at the large regional airports rather than at the three major metropolitan airports.

0

20

40

60

80

100

%

2.7
2012

2018

41.6

29.2

12.8

20.9

5.6 6.5 4.5

13.9

26.1

NaritaHanedaKansai

Chubu

Fukuoka

Shin-Chitose

Naha

Other

5.4

5.0 8.2 5.8 6.0 5.8

Figure 5. Percentage of visitors by airport.
Source: Ministry of Justice immigration statistics.

One factor contributing to the increase in the number of visitors has been the promotion of Open Skies.
In the late 1990s and early 2000s, the Japanese government adopted an Open-Skies policy based on thepremise of expanding capacity through the development of airports in the Tokyo metropolitan area. In
2002, a parallel runway at Narita Airport was provisionally opened and regular charter flights fromSouth Korea and Hong Kong were permitted to land at Haneda Airport, and in 2007 the Asia Gateway
Initiative was announced by the Japanese Cabinet4. In 2008, the Japanese Cabinet also announced thatwhen Haneda Airport’s fourth runway and international terminal opened in 2010, they expected a totalof 60,000 scheduled international flights (30,000 during the daytime and 30,000 late-night and earlymorning flights). Today, bilateral agreements have removed numerous restrictions on airlines including
those related to the number of flights and points of entry. 35 countries/regions have signed an Open
Skies Agreement5. "Beyond rights (the fifth freedom rights)" have also been granted to airports outside
the metropolitan area.

Currently, many visitors to Japan use foreign airlines, which has led to an increase in the number of2

Based on 2018 data (see the White Paper on Tourism 2020 at https://www.mlit.go.jp/statistics/content/001348581.pdf).
Based on 2018 data (see the White Paper on Tourism 2020).
4This liberalized the opening of routes at local airports through bilateral negotiations in Japan.
5
Haneda Airport is excluded from the Open Skies program.
3

9

visitors arriving at non-metropolitan airports in Japan. The number of passengers using low-costcarriers (LCCs) has also grown. Especially in Asia, the use of LCCs, which offer inexpensive flights,
has become more popular and the number of visitors to Japan has been increasing. In this context, local
municipalities and airport officials are paying large sums to foreign airlines and/or travel agencies in
the form of incentives and subsidies to attract international flights. However, there has been excessivecompetition based on the provision of incentives and subsidies, a situation that has been termed“subsidy competition.”
2.2 Expansion of airport capacity in the metropolitan area

Both Narita Airport and Haneda Airport have been working to increase their capacity since 2012.
Haneda Airport gradually increased its capacity from 300,000 flights per year in 2012 to 450,000 flights
per year in 2015 (including 90,000 international flights) as a result of the opening of the fourth runway.
Narita Airport also gradually increased its capacity from 220,000 flights in 2012 to 300,000 flights in2015, resulting in a significant increase from 520,000 flights to 750,000 flights between 2012 and 2015
for both airports (see Figure 6). However, the capacity of Japan’s metropolitan airports is still
substantially lower than that of other countries’ major airports. For example, New York and London
both cater for more than a million flights each year.

According to previous studies, the number of visitors from abroad decreases with distance, whereas itincreases with higher GDP of the origin country, higher expenditures on tourism by governments and/or
municipalities, and relatively lower price levels in the destination country. Many of the Asian countries
that are close to Japan have been experiencing economic growth over recent years. On the other hand,
Japan's experience of low economic growth over the past 30 years has resulted in relatively low pricelevels. Reflecting those factors, the number of visitors will continue to increase even after the Covid19. Therefore, the government is taking a number of initiatives to expand the capacity of themetropolitan airports. As a priority measure until 2020, the government has increased the number ofinternational flights at Haneda and Narita airports by 80,000 flights per year, from about 750,000 as of2015 to about 830,000 in total. The review of the runway operations and flight paths at Haneda

Airport is designed to increase the capacity of the airport by changing flight paths andoperational systems rather than building a new runway. Previously, noise-related issues meantthat low-altitude airspace above Tokyo’s city center and other areas had been only minimally used,
except for occasions when visibility was limited. A new flight path through low-altitude airspace overurban centers was due to commence operation in late March 2020, increasing the airport’s international
flight capacity from about 60,000 flights to about 99,000 flights each year. However, in recognition of
the potential new noise impact in the city center and elsewhere, the new flight paths will be restricted
to peak-hour operations.

On the other hand, at Narita Airport, for after 2020, the government has set a target of increasing thenumber of flights to and by building a new runway, extending Runway B, and easing restrictions on

10

TRANSPORT POLICY IN PERSPECTIVE: 2020

night flights at the Narita Airport by 160,000 per year. As a result, the total number of flights to andfrom metropolitan airports will reach one million per year. Prior to that, in September 2015, a fourparty council had already been held at Narita Airport to discuss the development of a new runway. Its
members were the MLIT, the Governor of Chiba Prefecture, 9 municipalities around the airport, andNAA. The council confirmed its policy to extend Runway B 1,000 meters north and build a new
Runway C 3,500 meters south of Runway B. The land area of Narita Airport will be expanded byapproximately 1,000 hectares, enabling an additional 500,000 flights per year.

flight(million)
per year
Runway D and theinternational terminal
opened for service at
Haneda Airport.

100
90
80

The internationalterminal at Haneda
Airport was expanded.

Development of the LCC
terminal at Narita
Airport.

50

70

34

60
27

50
40

27

30

22
22

30
20
30.3

37

41

44.7

44.7

After October 31,
2010

After March 31,
2013

After March 30,
2014

After March 29,
2015

49

49

Until 2017.

Until the late
2020s.

100
Until October
2010.

HanedaNaritaFigure 6. Expansion of airport capacity in the Tokyo metropolitan area.
Source: Author’s compilation based on Maeda (2019).

11

3. Various problems in Japan and preparations for the Olympics and Paralympics
In the previous sections, we discussed the development of transportation infrastructure and thestrengthening of readiness to receive visitors for the 2020 Tokyo Olympic and Paralympic Games. In
this section, we focus on various problems that are likely to be closely linked to Japan’s hosting of the2020 Games.

In Japan, it is necessary to develop transportation infrastructure that responds to three social issues, andthis infrastructure will also benefit Olympic Games participants and spectators. First, it is necessary todevelop transportation infrastructure that supports a barrier-free society. As of March 2020, thepopulation of Japan was estimated to be 125.96 million. According to the results of the census
conducted every five years by the Ministry of Internal Affairs and Communications, the population,
which had been growing consistently from the start of the survey until 2010, began to decline for the
first time in 2015.The estimated population in 2020 is also lower than the population based on the 2015
census (127.79 million), which suggests that the population continues to decline. Figure 7 shows
population trends in G7 countries by decade. The population of the United States and Canada has been
increasing consistently, and those of the European countries have also shown a slight increase inpopulation since 2010. On the other hand, as mentioned earlier, the population of Japan has been in a
declining phase since 2010. In addition, according to Annual Report on the Ageing Society FY 2019,
the proportion of elderly people (the aging rate) has been increasing every year, from 9.1% in 1980 to28.4% in 2019. The aging rate has also increased rapidly in Japan compared with the other G7 countries,
and Japan now has the highest aging rate among all developed countries. Meanwhile, the birth rate is
declining, having reached 1.36 in 2019, and thus the population is expected to decline even further inthe future.

1.6

1.5

1.4

1.3

1.2

1.1

1

0.9
1980

Germany

1990

United Kingdom

2000

France

Italy

2010

CanadaJapan

Figure 7. Population trends in G7 countries by decade (1980＝100)
Source: Created by the author from the United Nations’ World Population Prospects 2019.

12

2020

United States of America

TRANSPORT POLICY IN PERSPECTIVE: 2020

Second, it is necessary to develop transportation infrastructure aimed at easing congestion in Tokyo.
Since the period of rapid economic growth that followed the end of World War II, a phenomenon known
as “unipolar concentration in Tokyo” has continued unabated, with large numbers of people flowing
from other urban and/or rural areas into Tokyo. While the concentration of the population in themetropolitan area, particularly in Tokyo, has produced a variety of positive effects, it has also caused
problems such as traffic congestion in the transportation system in the city center and a decline in the
population in rural areas. Since the end of World War II, the Japanese government has consistently
implemented policies aimed at decentralizing the population and various industries, and is currently
implementing a regional revitalization program, but the concentration of the population in Tokyo
continues. While it would be desirable to host the 2020 Summer Olympics and Paralympics in regional
cities, this is not possible because of financial and security concerns. However, preliminary rounds ofsome sports such as baseball, softball, and soccer are expected to be held outside the Tokyo
metropolitan area. In addition, there is a plan to host the 2030 Winter Olympics and Paralympics in
Sapporo, which previously hosted the 1972 Winter Olympics.

Third, it is necessary to develop transportation infrastructure that enhances national resilience in
response to the increasing frequency and intensity of natural disasters. Earthquakes, typhoons andfloods have been occurring more frequently in recent years, causing extensive damage in many areas.

Typhoon No. 21 in 2018 revealed that Japanese airports were inadequately prepared for typhoons. Withtransport to and from Kansai International Airport cut, travelers were trapped at the airport, which also
lost power as a result of ocean inundation. The MLIT formulated the “A2-BCP (Advanced/Airport
Business Continuity Plan)” guidelines in November 2019, which included a response plan for the lossof airport access and other functions, and provision of information to airport users. These guidelines
reflect the events experienced at Narita Airport when Typhoon No. 15 struck in 2019, and have since
been adopted at airports across the country.

Another important aspect of the response to typhoons is the “planned suspension” of transportation
services. This means that public transportation systems will suspend operations with advance noticewhen weather conditions are expected to affect operations. In September 2018, railway operators, bothprivate and public, implemented planned suspensions to prepare for the arrival of typhoons No. 21 andNo. 24. In July 2019, based on the responses the previous year, a final version of the planned railway
suspension guidelines was published, setting out the timing and methods for the disclosure of
information to users and the provision of alternative means of transport.

Preparations for possible disasters during the Olympic and Paralympic Games are also in progress. In
2017, a roadmap for countermeasures against inland earthquakes was formulated, which sets out
guidelines for earthquake preparedness during the Games, including procedures aimed at ensuring thesafety of large numbers of visitors and assisting them to return home. The roadmap includes multiple
measures aimed at assisting people to return home, including river-boat transport should land-based

13

transportation be disrupted by an earthquake.

The preparations for the Olympic and Paralympic Games described in this manuscript are closely
related to the three major issues discussed above. Specifically, the policy of promoting barrier-freeenvironments at major train stations and airports is important in relation to the ongoing aging of the
population. The facilities that have been built for the Games are expected to meet the growing need for
barrier-free access and are expected to continue to be used following the Games. In addition, theestablishment of crisis management systems by both the public and private sectors in preparation for
the Games will provide guidelines for future disaster prevention and mitigation measures, and will also
serve as a foundation for safe and secure urban development beyond the Games.

However, we should also recognize that the preparations for hosting the Games may exacerbate theproblems that currently exist in Japan. Measures to improve transportation infrastructure and the ability
to cater for increased numbers of visitors are being taken primarily in Tokyo, the host city for the Games.
As a result, there is a risk that this will lead to further concentration of the population in Tokyo. To
overcome this problem, it is necessary to use existing infrastructure, such as the Shinkansen and theairlines, to attract more visitors to regional cities during the Games. A survey conducted by theDevelopment Bank of Japan and the Japan Travel Bureau Foundation found that 96% of people in Asia
and 92% of people in Europe, the United States, and Australia who plan to attend the Tokyo Olympics
and Paralympics said they would either “like to” or “prefer to” take a sightseeing excursion to a regional
city during their visit to Japan, which suggests that demand for tourism to regional cities during theGames will be high6. It is expected that increase of the visitors to the rural areas with the Olympic andParalympic Games will lead to provide job opportunities in the tourism industry in the areas. The
employment growth will increase the resident population in the rural areas, which will contribute toalleviating the future concentration of population in Tokyo. There is also a concern that thedevelopment of additional infrastructure in preparation for the Games may prove to be
counterproductive given the declining population. However, aging infrastructure and maintenancecontinue to be major problems that are likely to become more serious in the future. As the population
continues to decline as a result of the low birth rate and the aging population, the per capita cost of
infrastructure maintenance and management will increase. Given these trends, excessive investment isundesirable. Thus, high-quality investment with a high level of cost-effectiveness must be promoted in
the future.

In conclusion, we discuss the impact of Covid-19. In March 2020, the World Health Organization
declared a pandemic and indicated that Covid-19 was spreading worldwide. Against this background,the Tokyo Olympic and Paralympic Games were postponed until 2021. Meanwhile, preparations for
the Games, including the development of transportation infrastructure, have continued. However, as aresult of the spread of the disease, Japan, in line with other countries, has restricted the entry of visitors
6

The data on which the figures are based are from the “DBJ/JTBF Survey of Foreign Travelers from Asia, Europe, the United States and Australia Travelling inJapan”(https://www.dbj.jp/topics/dbj_news/2019/files/caa39a65c78ec61d9891348b9f3e6da5.pdf).

14

TRANSPORT POLICY IN PERSPECTIVE: 2020

from abroad, resulting in a significant decrease in the number of visitors in 2020. Thus, for theorganizers of the Olympic and Paralympic Games in Tokyo in 2021, how to accommodate visitors insuch a way as to prevent transmission and possible infection will present a challenge.

It has been suggested that Covid-19 may lead to increased migration from metropolitan areas to rural
areas. The numbers of infected people in populous metropolitan areas has increased, which has led
many organizations to promote teleworking in an effort to prevent their employees from becoming
infected. This has led to a growing interest in migration to rural areas, especially among young people
living in central Tokyo7 . As mentioned earlier, rural cities are currently experiencing a decline in
population, and various measures are being adopted with the aim of encouraging people to migrate torural areas to address this problem. If the number of people leaving the Tokyo metropolitan area
increases in the near future, the problem of “unipolar concentration in Tokyo” will be alleviated. To
encourage this movement, it is expected that the spillover effects of the Olympic and Paralympic
Games will spread to rural areas as well.

Acknowledgment
We thank Geoff Whyte, MBA, from Edanz Group (https://en-author-services.edanzgroup.com/) for
editing a draft of this manuscript.

7

Based on survey data from the Cabinet Office. (https://www5.cao.go.jp/keizai2/manzoku/pdf/shiryo2.pdf).

15

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