Silviase/jgov_v1.4_full_ann huggingface dataset:
資 金 計 画(実 績)

<支出>

(百万円)

業務外匯	収入計	建設費	管理費	業務外匯	翌事業年度入線越	支出計
1	1,305	726	57	-	522	1,305
98	10,629	8,722	1,564	1	342	10,629
236	25,832	21,360	2,344	138	1,990	25,832
1,280	39,521	30,229	2,903	4,103	2,286	39,521
2,776	54,828	43,800	2,972	5,322	2,734	54,828
637	63,118	49,500	3,351	8,883	1,384	63,118
758	83,115	64,600	3,659	13,315	1,541	83,115
761	105,764	79,514	4,370	20,378	1,502	105,764
1,718	144,457	106,497	5,472	31,046	1,442	144,457
2,857	202,827	148,538	7,188	46,149	952	202,827
3,676	261,532	189,571	9,213	52,440	10,308	261,532
3,958	345,344	245,674	13,716	82,601	3,353	345,344
4,154	372,859	247,781	15,810	109,032	236	372,859
4,475	405,342	238,267	17,355	146,461	3,259	405,342
4,207	527,256	330,423	19,018	177,739	76	527,256
889	591,338	341,300	20,390	229,648	-	591,338
T8	T9	T10	T11	T12	T13	T14

2）（）書は民間借入金分の内書である。

貸借対照表 資産勘定（実績）

(百万円)

事業資產	国 鉄 線 鉄道施設	割 賦 讓渡元金	事業資產建設仮勘定	固定資產	長期債 権 勘 定	綠延勘定	未整理 勘 定	合 計
-	-	-	17,173	388	-	206	13	18,870
10,269	10,269	-	13,169	323	-	1,323	521	28,610
11,670	11,670	-	30,188	793	-	2,807	-	55,668
27,959	27,959	-	43,028	924	-	4,895	-	95,007
28,364	28,364	-	87,917	1,190	-	7,770	-	143,992
36,911	36,911	-	134,141	1,268	-	10,524	-	200,956
46,838	46,838	-	190,539	1,484	-	13,920	-	279,256
72,850	72,850	-	242,924	1,603	-	15,351	-	376,441
83,779	83,779	-	337,657	4,694	-	15,532	-	510,796
109,983	109,983	-	464,597	2,505	2,435	483	-	698,208
283,970	283,970	-	494,471	2,925	2,035	609	-	926,851
420,747	405,213	15,534	642,931	3,213	1,379	677	-	1,193,424
531,113	512,837	18,276	844,855	3,401	852	385	-	1,491,107
557,707	539,856	17,851	1,121,739	3,822	355	649	-	1,791,131
621,776	555,239	66,537	1,407,847	4,211	-	924	-	2,189,671
726,676	590,763	135,913	1,856,157	5,053	-	1,170	-	2,654,871
（負債及び資本）

費目
年度	流動負債	未 払 金	仮受金	前 受 金	預 刂 金	固 定 負 債	鉄道建設債券	長期借入金
昭和38	367	367	-	-	-	-	-	-
39	1,262	1,243	6	-	13	1,500	-	1,500
40	2,926	2,890	17	-	19	18,226	12,500	5,726
41	6,477	5,716	455	-	306	42,654	30,440	12,214
42	6,810	5,936	23	-	851	74,748	56,649	18,099
43	7,831	6,912	18	-	901	114,891	85,332	29,559
44	10,521	9,312	71	-	1,138	170,649	123,611	47,038
45	12,917	11,637	110	-	1,170	246,214	173,493	72,721
46	19,477	17,522	70	-	1,885	350,229	240,151	110,078
47	32,125	26,684	351	1,700	3,390	490,395	302,028	188,367
48	45,837	35,774	103	6,723	3,237	649,648	376,501	273,147
49	45,536	37,461	36	5,380	2,659	857,783	470,950	386,833
50	58,662	49,910	26	6,063	2,663	1,078,574	547,515	531,059
51	67,664	52,688	182	10,131	4,663	1,299,367	656,296	643,071
(見込)52	79,741	62,601	40	7,094	10,006	1,636,426	798,526	837,900
(計画)53	68,051	33,255	182	29,951	4,663	2,061,132	1,018,911	1,042,221

表 I - C' - 4 日本鉄道建設公団

< 收入 >

費目年度	前事業年度上り繰越	業務収入	出資金受入	補助金等受入	資金運用部借入金	政府保証債	鉄道建設債券
昭和38	-	-	100.00	-	-	-	-
39	4.72	13.21	67.92	-	14.15	-	-
40	1.16	0.78	32.95	0.78	15.50	-	48.06
41	5.06	0.76	27.85	1.52	16.46	-	45.06
42	4.20	1.28	28.83	2.01	10.77	6.93	40.88
43	4.28	1.90	23.45	2.38	18.38	9.51	38.99
44	1.68	1.32	22.86	2.41	21.42	9.63	39.83
45	1.42	1.89	17.01	2.46	24.86	7.56	44.05
46	1.04	1.80	15.22	2.49	26.51	8.30	43.39
47	0.54	2.12	15.98	2.32	39.30	4.44	33.93
48	0.38	7.04	19.73	2.18	33.27	3.82	32.24
49	2.98	7.59	15.38	3.42	33.91	2.90	32.70
50	0.91	7.59	15.31	5.55	40.06	2.68	26.79
51	0.05	8.61	15.20	7.67	29.88	7.40	30.08
(見込)52	0.62	0.91	7.57	7.66	38.73	10.24	27.47
(計画)53	0.00	6.51	7.12	7.39	32.86	12.68	33.28
貸借対照表 負責及び資本勘定（実績）

(百万円)

引当勘定	資 本 金	政府出資金	国鉄出資金	資 本 剩 余 金	受贈施設 積 立 金	資 本 積立金	利益剩余金 又は欠損金 (△)	合 計
-	18,502	500	18,002	-	-	-	1	18,870
160	25,654	1,500	24,154	38	-	38	△ 4	28,610
439	34,154	2,500	31,654	40	40	-	△ 117	55,668
768	45,154	6,000	39,154	62	62	-	△ 108	95,007
1,538	60,929	14,800	46,129	69	69	-	△ 102	143,992
2,500	75,754	23,600	52,154	84	84	-	△ 104	200,956
3,324	94,753	33,600	61,153	112	112	-	△ 103	279,256
4,457	112,753	45,100	67,653	202	202	-	△ 102	376,441
6,007	134,754	62,100	72,654	329	329	-	-	510,796
7,960	167,154	94,500	72,654	574	574	-	0	698,208
11,647	218,754	146,100	72,654	965	965	-	-	926,851
17,223	271,854	199,200	72,654	1,028	1,028	-	-	1,193,424
23,844	328,654	256,300	72,654	1,073	1,073	-	-	1,491,107
32,457	390,554	317,900	72,654	1,089	1,089	-	-	1,791,131
41,663	430,454	357,800	72,654	1,387	1,387	-	-	2,189,671
52,045	472,554	399,900	72,654	1,089	1,089	-	-	2,654,871

## 資金計画（実績）の各費目の構成比

< 支出 >

(%)

業務外匯收入等	収入計	建設費	管理費	業務外匯支出等	翌事業年度入線越	支出計
0.00	100	53.85	7.69	-	38.46	100
0.94	100	82.08	15.09	0.00	2.83	100
0.78	100	82.95	8.91	0.39	7.75	100
3.29	100	76.46	7.34	10.38	5.82	100
5.11	100	79.93	5.47	9.67	4.93	100
0.95	100	78.45	5.39	14.10	2.22	100
0.96	100	77.74	4.45	16.00	1.81	100
0.76	100	75.14	4.16	19.28	1.42	100
1.18	100	73.70	3.81	21.45	0.97	100
1.43	100	73.22	3.55	22.73	0.49	100
1.41	100	72.50	3.52	20.04	3.94	100
1.16	100	71.16	3.97	23.92	0.98	100
1.13	100	66.45	4.24	29.23	0.05	100
1.11	100	58.80	4.29	36.15	0.81	100
0.80	100	62.67	3.61	33.71	0.01	100
0.15	100	53.15	3.45	38.84	-	100
(資産)

費目年度	流動資産	預金	有価証劵	未収金	仮払金	貯藏品	その他の流動資産	事業資産
昭和38	5.82	4.76	-	1.06	0.00	0.53	-	-
39	10.49	9.44	0.00	0.35	0.00	0.35	-	36.01
40	18.31	13.29	3.41	0.18	0.72	0.54	0.36	21.01
41	19.16	7.79	5.16	1.37	4.42	0.21	0.32	29.47
42	13.06	5.97	3.40	0.90	2.50	0.07	0.14	19.72
43	9.00	5.22	0.45	1.39	1.79	0.05	0.10	18.36
44	9.49	4.30	0.57	1.11	3.08	0.32	0.07	16.76
45	11.61	5.21	0.32	0.93	4.81	0.27	0.05	19.37
46	13.53	5.09	0.78	0.72	6.64	0.25	0.06	16.41
47	16.93	5.40	2.16	1.06	7.91	0.34	0.04	15.75
48	15.41	4.80	2.45	0.90	6.93	0.30	0.03	30.64
49	10.43	4.81	0.65	1.34	3.38	0.23	0.03	35.25
50	7.41	3.39	0.47	1.13	2.28	0.14	0.02	35.62
51	5.97	3.17	0.32	0.36	1.96	0.14	0.02	31.14
(見込)52	7.07	2.23	0.60	1.14	2.78	0.32	0.01	28.40
(計画)53	2.48	0.61	0.17	0.14	1.45	0.09	0.01	27.37

表 I - C' - 6 日本鉄道建設公団

（負債及資本）

費目
年度	流動負債	未 払 金	仮 受 金	前 受 金	預 り 金	固定負債	鉄 道 建
設 債 券	長期借入金
昭和38	2.12	2.12	-	-	0.00	-	-	-
39	4.55	4.20	0.00	-	0.00	5.24	-	5.24
40	5.21	5.21	0.00	-	0.00	32.68	22.44	10.23
41	6.84	6.00	0.53	-	0.32	44.95	32.00	12.84
42	4.72	4.10	0.00	-	0.63	51.88	39.31	12.57
43	3.88	3.43	0.00	-	0.45	57.16	42.44	14.73
44	3.76	3.33	0.04	-	0.39	61.08	44.25	16.83
45	3.43	3.08	0.03	-	0.32	65.41	46.09	19.31
46	3.82	3.43	0.02	-	0.37	68.56	47.02	21.55
47	4.60	3.82	0.06	0.24	0.49	70.24	43.25	26.98
48	4.94	3.86	0.01	0.72	0.35	70.08	40.62	29.46
49	3.81	3.14	0.00	0.45	0.23	71.88	39.47	32.41
50	3.94	3.35	0.00	0.41	0.18	72.34	36.72	35.62
51	3.78	2.94	0.01	0.56	0.26	72.55	36.64	35.91
(見込)52
(計画)53	3.64	2.86	0.00	0.32	0.46	74.73	36.47	38.27
2.56	1.25	0.01	1.13	0.18	77.64	38.38	39.26
貸借対照表 資産勘定（実績）の各費目の構成比

(%)

国 鉄 線 鉄 道 施 設	割 賦 讓 渡 元 金	事 業 資 產 建設仮勘定	固 定 資 產	長 期 債 権 勘 定	線 延 勘 定	未 整 理 勘 定	合 計
-	-	91.01	2.12	-	1.06	0.00	100
36.01	-	46.15	1.05	-	4.55	1.75	100
21.01	-	54.22	1.44	-	5.03	-	100
29.47	-	45.26	0.95	-	5.16	-	100
19.72	-	61.04	0.83	-	5.42	-	100
18.36	-	66.72	0.65	-	5.22	-	100
16.76	-	68.21	0.54	-	4.98	-	100
19.37	-	64.53	0.43	-	4.09	-	100
16.41	-	66.11	0.92	-	3.03	-	100
15.75	-	66.54	0.36	0.34	0.07	-	100
30.64	-	53.35	0.31	0.22	0.06	-	100
33.95	1.30	53.87	0.27	0.12	0.06	-	100
34.39	1.23	56.66	0.23	0.06	0.03	-	100
30.14	1.00	62.63	0.21	0.02	0.03	-	100
25.36	3.04	64.29	0.19	-	0.04	-	100
22.25	5.12	69.92	0.19	-	0.04	-	100

貸借対照表 負債及び資本勘定（実績）の各費目の構成比

(%)

引当勘定	資 本 金	政府出資金	国 鉄 出資金	資 本 剩 余 金	受贈施設 積 立 金	資 本 積 立 金	利益剩余金 又は欠損金 (△)	合 計
-	97.88	2.65	95.24	-	-	-	0.00	100
0.70	89.86	5.24	84.62	0.00	-	0.00	△ 0.00	100
0.72	61.40	4.49	56.91	0.00	0.00	-	△ 0.18	100
0.84	47.58	6.32	41.26	0.11	0.11	-	△ 0.11	100
1.04	42.29	10.28	32.01	0.07	0.07	-	△ 0.07	100
1.24	37.71	11.74	25.97	0.05	0.05	-	△ 0.05	100
1.18	33.94	12.03	21.91	0.04	0.04	-	△ 0.04	100
1.20	29.97	11.98	17.99	0.05	0.05	-	△ 0.03	100
1.17	26.39	12.16	14.23	0.06	0.06	-	-	100
1.15	23.95	13.53	10.41	0.09	0.09	-	-	100
1.25	23.61	15.76	7.84	0.11	0.11	-	-	100
1.44	22.78	16.69	6.09	0.08	0.08	-	-	100
1.60	22.06	17.19	4.88	0.07	0.07	-	-	100
1.81	21.81	17.75	4.06	0.06	0.06	-	-	100
1.90	19.66	16.34	3.32	0.06	0.06	-	-	100
1.96	17.80	15.06	2.74	0.04	0.04	-	-	100
图 I - C' - 1 日本铁道建設公司 資金計画収入費目（実績）

図1—C—2 日本鉄道建設公園 資金計画収入費目（実績）の構成比
图 I—C—3 日本铁道建設公司 資金計画支出費目（実績）

図Ⅰ—C'—4 日本鉄道建設公園 資金計画支出費目（実績）の構成比
## (3) Enforcement of compulsory periodic checkups

From 2013 to 2014, compulsory periodic checkups have been enforced by cabinet ordres, ministerial ordinances, etc. with regard to certain kinds of facilities, such as roads, rivers and ports and harbors, among all social infrastructures falling under the MLIT’s jurisdiction. Checkups based on new criteria have just begun. Periodic checkups are underway on other kinds of facilities as well (Figure II-2-2-4).

## (4) Development and introduction of monitoring technologies

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 Usage of Social Infrastructure Monitoring Technologies organized in October 2013. Monitoring technology hopefuls have been sought from the general public since September 2014, and their field verifications, etc. are now underway.

## (5) Development and introduction of robots

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 implementation of social infrastructure development projects in accordance with the “Act on Priority Plan for Social Infrastructure Development.”

The MLIT has been proceeding with the development of social infrastructures at a steady tempo in accordance with the Third Social Infrastructures Development Priority Plan (FY2012 to FY2016) approved at a cabinet meeting in August 2012. It is to review the plan to respond to imminent risks, such as aging infrastructures, megaquakes, devastating climatic hazards, ailing localities with diminishing populations and stiffening global competition amid changing conditions of social infrastructures development following the formulation of the current plan.
It would be essential that the review focus on the effective and efficient development of social infrastructures that could maximize the social infrastructures stock effects, such as getting prepared for and mitigating the aftermath of natural disasters, in order to respond properly to the risks that threaten their development.

Figure II-2-3-1

Example of Social Infrastructures Development Focusing on Stock Effects

## [Hokuriku Shinkansen]

The completion of the Hokuriku Shinkansen has shortened the time required for traveling between Tokyo and Kanazawa from 3 hours 47 minutes to 2 hours 28 minutes, with the result of an expanding visiting population.

Land on the west exit area of Kanazawa station registered the highest rate of land price increase among all commercial areas nationwide (17%).

Source) MLIT

## [Ken-O Expressway]

Many logistic facilities and the like have come to be located along Ken-O Expressway as its construction progresses.

## Section 4

## Promoting the Implementation of Transport Policy

## Developing Policies Based on the Basic Act on Transport Policy

The Basic Act on Transport Policy promulgated and enforced in December 2013 dictates the formulation of a Basic Plan on Transport Policy to propel the comprehensive and planned implementation of transport measures. Pursuant to this act, the MLIT started deliberations on the formulation of a Basic Plan on Transport Policy at its Transport Policy Council and the Infrastructure development Council in April 2014. The Basic Plan on Transport Policy was approved at a cabinet meeting in February 2015 after the release of final recommendations following a public comment session, etc.

The Basic Plan on Transport Policy defines the period from FY2014 to FY2020 as a planning period and provides for basic policies, measure goals, measures, etc. to be taken by the state on a comprehensive and planned basis. More specifically, three basic policies have been set forth as follows:

(A) Realize easy-to-use transportation that conduces to wealthier national livelihood;

(B) Create international and inter-regional passenger transportation and logistic networks 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 approaches in following up the plan, and factors for consideration in implementing measures in accordance with the three basic policies above.

The status of progress of measures taken accordance with the Basic Plan on Transport Policy is to be followed up as appropriate. The plan is also open for further improvement.
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 transportation is of vital importance particularly to those who are unable to drive car, such as students and elderly people. Keeping up and even consolidating local vitalities also calls for enhancing local public transportation in coordination with a compact community development endeavor.

As the management climate continues to grow harder on the undertakers of local public transportation than ever, the traditional framework dependent on private operators would no longer be fit to fill the social needs for local public transportation. Under the circumstances, the Act for Making Amendments to the Act on Revitalization and Rehabilitation of Local Public Transportation Systems has opened a way for supporting local public entities responsible for general regional administration in their effort to realize transportation networks and traffic services optimized for
their localities under agreed-upon terms at their initiatives while keeping proper shares of responsibility with the stakeholders concerned, from viewpoints of community development, tourism promotion and more.

The MLIT will extend necessary support to local public entities at work while keeping in mind the directions set forth in the “New Institutional Framework for Enhancing Local Public Transportation Systems and Key Concepts of Their Utilization” compiled in August 2014.

Section 5 Driving the Implementation of Ocean Policy (Oceanic State)

## 1 Driving the Basic Plan on Ocean Policy Steadily

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 agencies 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.

The first version of the Basic Plan on Ocean Policy came as a Cabinet decision in March 2008 with the understanding that it would be reviewed about every five years. In April 26, 2013, a new Basic Plan on Ocean Policy was approved at the Cabinet meeting.

In the current context of disaster preparedness and energy policies having been refurbished in the wake of Great East Japan Earthquake, soaring hopes for oceanic energies and mineral resources, such as methane hydrates, and changing social conditions, including international climates concerning the preservation of maritime interests, the new Basic Plan on Ocean Policy is organized of four approaches and directions designed to let Japan grow into an oceanic state: a. International collaboration and contribution to the international community, b. Wealth and prosperity derived from oceanic development and usage, c. Transition from a sea-guarded state to a sea-protecting nation and d. Challenging an untrodden frontier. The Ministry of Land, Infrastructure, Transport and Tourism is also geared at driving the implementation of the ocean policies at a steady pace according to the guidelines stipulated in the new Basic Plan on Ocean Policy. Specifically, it will be working to toughen the structure of the Japan Coast Guard to protect Japan's sovereignty and territorial land and seas while seeking to use renewable marine energies, develop and use marine resources, etc., foster
marine development human resource, transport energies, etc. by sea efficiently, and promote ocean industries. Further, it will be actively promoting the creation of an environment that supports marine frontiers, such as promoting oceanographic surveys to make for ocean interest preservation, preserving Low-Tide Lines Note, which is a basis for exclusive economic zones and building action bases on Minamitorishima Island and Okinotorishima Island. Measures related to events held on the Marine Day will also be promoted in conjunction with the ministries and agencies concerned to win added understanding and interest from the general public.

## 2 Protecting Our Country’s Interests in Maritime Rights

(1) Promoting Maritime Surveys in Territorial Waters and the Exclusive Economic Zone and Consolidating Maritime Information

In our country’s territorial waters and the exclusive economic zone there are waters lacking adequate survey data and the Japan Coast Guard is conducting intensive maritime surveys in these waters including submarine topography, crustal structure, and the baselines of territorial waters to strategically and continuously implement the development of basic information that will contribute to the safety of ship traffic, protecting our country’s maritime rights, and maritime development. In June 2014, the Japan Coast Guard’s autonomous underwater vehicle (AUV), Gondo, working in a submarine topographic survey off the Kumejima Island, Okinawa Prefecture spotted the largest cluster of chimneys (columns of hydrothermal eruptions composed mainly of heavy metals) ever known arond Japan. A subsequent resource survey conducted by Japan Oil, Gas and Metals National Corporation (JOGMEC), an incorporated administrative agency, confirmed them to be a promising sea-floor hydrothermal deposit rich in high-grade copper, zinc and so on.

Also, under the comprehensive coordination of the Headquarters for Ocean Policy Secretariat, Cabinet Secretariat, the “Maritime Information Clearinghouse,” which aggregates the gathering, management, and provision of maritime information, is being operated. Additionally, the “Maritime Ledger” was developed which is a web service that can overlay information on maps and allows general users to utilize various natural information (submarine topography, ocean currents, water temperature, etc.) and social information (port areas, fishing rights areas, etc.).
## Section 6

## Protecting Territorial Land and Territorial Waters Firmly

Intrusions into Japan’s territorial waters around the Senkaku Islands by Chinese government vessels, etc. and sovereignty claims by activists of Chinese, Taiwanese and others have taken place in recent years. Particularly since the acquisition and maintenance of the three of the Senkaku Islands (Uotsuri Island, Kitakojima Island, Minamikojima Island) in September 2012 in particular, intrusion into Japan’s territorial waters by Chinese government vessels have been increasing.

While the number of cases of intrusions into Japan’s territorial waters by Chinese government vessels in 2014 decreased from its year earlier level, their status of navigation through the contiguous zones remains unchanged. In addition, activities by foreign fishing boats in the seas have intensified. Resolved to protect Japan’s territorial land and waters by all means, the Japan Coast Guard deals with the matters calmly and firmly.

Many Chinese coral fishing vessels have been noticed in the waters around the Ogasawara Islands and elsewhere since September 2014. The Japan Coast Guard has mobilized patrol vessels and aircraft intensively by partnering with the Fisheries Agency and other agencies concerned to enforce strict regulations, arresting 10 Chinese coral fishing boats. It will stay vigilant.

In the Japan’s exclusive economic zone in the East China Sea, and other waters, foreign oceanographic research vessels have been found to conduct surveys without Japan’s consent. The situation of the seas around Japan continues to grow, increasing more severe than before.

Under the circumstances, the Japan Coast Guard seeks to consolidate its full-time commitment to guarding the territorial waters around the Senkaku Islands and to hasten the implementation of a system of support dispatching from across the nation to respond to further changing situations and a system of tight maritime safety in Japan’s surrounding waters, including those around the Senkaku Islands and Ogasawawa Islands to ensure a perfect solution to guarding territorial waters in Japan’s sea areas.

Figure II-2-6-1

Number of Chinese government vessels Entering the Contiguous Zones and Intruding into the Territorial Waters

Vessels identified within the territorial waters (total/month) — Vessels identified within the contiguous zones (total/month)

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• Intrusion into the territorial waters: 113 cases (115 days)

• Vessels intruding into the territorial waters: 361 boats

• Maximum number of vessels intruding into the territorial waters: 8 vessels • Longest duration of intrusion into the territorial waters: 28 hours 15 minutes Source) MLIT
Patrol vessels in the seas around the Senkaku Islands.

Source) MLIT

Patrol vessels and compact boat keep track of Chinese coral fishing boats in the waters around the Ogasawara Islands.

## Column

## Eruptions on Nishinoshima Island Stretch Borders of Territorial Waters

On November 20, 2013, the Nishinoshima volcano 500 m southeast off the coast of Nishinoshima Island in the Ogasawara Islands erupted for the first time in 39 years, forming a new land. More than one year on, active volcanic activities still continue.

The Japan Coast Guard has issued navigation alarms right after the eruption to warn vessels navigating nearby. Further, it conducts aircraft-aided observations periodically and publicizes the observation results and reports them to the Coordinating Committee for Prediction of Volcanic Eruptions in its bid to prevent volcanic hazards.

Since November 20, 2013, the new land continued to expand as lava flowed out until it merged with former Nishinoshima Island on December 26. Active volcanic activities kept the land expanding thereafter such that Nishinoshima Island grew into an area of approximately 2.5 km $ ^{2} $ (including former Nishinoshima Island) by March 25, 2015. Volcanic experts watch the progress of the volcanic activities as the eruptive activities of a sea volcano lasting for 1 year or longer are a globally rare phenomenon.

The expanding sphere of Nishinoshima Island could stretch the borders of Japan’s territorial waters and exclusive economic zones. Territorial waters extend from the low-tide line shown in the marine chart published by the Japan Coast Guard up to 12 nautical miles (up to 200 nautical miles for exclusive economic zones). As soon as volcanic activities settle down and safety is confirmed, a precise water channel survey will be conducted to finalize a new low-tide line. The new extents of territorial waters, etc. will be fixed when the expanded sphere of Nishinoshima Island is listed in a nautical chart on the basis of the survey findings.

The Japan Coast Guard will carry on its observation of volcanic activities in Nishinoshima Island.