Silviase/jgov_v1.4_full_ann huggingface dataset:
These changes in outings rate and numbers of trips taken seem indicative of the change in the range of travel when going out. As mentioned previously, it seems that the lack of change in outings rate combined with the decrease in numbers of trips is due to the decrease in the number of errands or goals taken care of in a single outing, but this may also be due to the decrease in the range of travel.

Related to this, when asked regarding holiday outings, people in their 20's and 30's had relatively higher percentages of people who preferred to go out to city centers near where they lived, and places where the travel time took less than an hour one-way, while other age groups had higher percentages of people going out to areas that were in the mid- to long-distance range, such as large commercial facilities in the suburbs, or other places where travel time took longer than one hour one-way. This trend is more marked in provincial city areas than in the three major metropolitan areas (Graphic 160).

Source) MLIT "Public Awareness Survey"

## (A Shift to Using Railways instead of Automobiles in the Three Major Metropolitan Areas)

When we compare the percentages of the representative method of transportation in the three major metropolitan areas at three points in time, in 1987, 1999, and 2010, in every age group for both men and women, from 1987 to 1999 the automobile percentage was rising, but from 1999 to 2010, the automobile percentages declined for men, while it rose for women, showing a differing trend between men and women. For the 20-29 years old age group, the men's automobile percentage shows a consistent decline from 1987 to 2010, while the women show a rise in automobile percentage from 1987 to 1999, which started to decline from 1999 to 2010, but not to the degree of the men's automobile percentage; another difference in the trends between the men and women. The shift away from the use of automobiles and the convenience of railway system is thought to have set the stage for the growing use of railways, and in all age groups, including young people, the railway percentage is rising for both men and women (Graphic 161).

| Year 1987 | Year 1999 | Year 2010 | Year 1987 | Year 1999 | Year 2010 | Year 1987 | Year 1999 | Year 2010 | Year 1987 | Year 1999 | Year 2010 | Year 1987 | Year 1999 | Year 2010

Source) MLIT "Nationwide Person Trip Survey"
In the provincial city areas, all age groups, including the young people, the automobile percentage is rising more than in the three major metropolitan areas. The difference in trend between men and women regarding the use of automobiles is apparent in the provincial areas as well; with the automobile percentage for men showing a slight increase overall—though there is a decline with the young people—while the automobile percentage for women has been rising for women both overall and with young people. For the percentages of public transportation systems, such as railway and bus, there have been no major apparent changes in any age group, including young people, for either men or women. The changes in the automobile percentages are instead due to being offset by “Bicycle” and “Walking/other” modes of transportation (Graphic 162).

Representative Method of Transportation Percentages (Provincial City Areas: Weekday)

Source) MLIT "Nationwide Person Trip Survey"

## (2) Trend in Automobile Use

## (Percentage of Licensed People at Higher Levels than Before)

In contrast to the rise in the overall number of people who have a driving license, the number of young people who have a driver’s license has been declining. This trend is especially apparent in Tokyo, where in 1991 the percentage of people in their 20’s with a license was at 74.2%, then dropped to 63.5% by 2011. However, from the fact that in 2011, over 80% of people in their 20’s and over 90% of people in their 30’s have a license nationwide, we can see that the number of young people who have a driver’s license is overall at higher levels than previously.

Though the number of people in their teens and 20’s with a license is decreasing, since the those in other age groups show an increase, there is a possibility that the age at which people get their license is becoming older than before. Therefore, we cannot conclude that the number of people who want to get a license is decreasing (Graphic 163, 164).

Graphic 163 Trend in the Percentage of People with a Driver's License by Age Group (National)

Graphic 164 Trend in the Percentage of People with a Driver's License by Age Group (Tokyo)

## (Trend in Car Ownership Ratio Differs by Attributes)

If we look at the car ownership ratio by household type, we can see that in households of a single person, in the period
of ten years from 1999 to 2009, for those under 30 years old, the ratio has dropped 8.8%, from 55.3% to 46.5%. For those in their 30's there was a 5.7% drop, from 63.2% to 57.5%. In comparison, for households with two people or more, for those under 30 years old, the ratio dropped 6.0%, from 87.5% to 81.5%, and only dropped 1.9% for people in their 30's, from 91.3% to 89.4%. We can see from this that the degree of decline is bigger in the single person households than the households with two people or more (Graphic 165). We have hypothesized that this is due to the fact that in households with two people or more —particularly in households of couples with children—there are more occasions of travelling to a single destination with several people at once, when it makes more sense cost and convenience-wise to use one's own automobile than to use public transportation.

Graphic 165 Car Ownership Ratio by Household Type

Source) Developed by the MLIT from: MIC “National Survey of Family Income and Expenditure”

If we look at the transportation method percentages of women by whether or not they have children, according to the “National Survey of Family Income and Expenditure,” for women who are employed and have children, their weekdays transportation method have much higher percentages of using their own vehicle than those without children. This is true of women in both the three major metropolitan areas and the provincial city areas. Furthermore, the same trend is seen in those who are not employed (Graphic 166).

Graphic 166 Transportation Method Percentages of Women by Whether or Not they have Children

(Note) Total of women aged 20-39 years old, with or without child(ren) under 12 years old. Source) MLIT "Nationwide Person Trip Survey"
If we look at the automobile distribution rate of young people (under 30 years old) by men and women, from 1999 to 2009, the rate has dropped 13.5%, from 63.1% to 49.6%, in men, while the rate has increased 0.9%, from 42.7% to 43.6%, in women (Graphic 167). As a result of the increase in the number of women who are employed, the number of occasions to go on outings with a car and range of travel has expanded for women, which may be the reason for this discrepancy in trends between men and women.

We mentioned earlier in this section that the percentage of people who have a driver’s license is decreasing at a faster pace in Tokyo than the national percentage, but in terms of the car ownership ratio, the ratios differ within the Tokyo area, by whether they reside near the city center in the urban areas, or further out in the suburb area. Generally, in the urban areas, the railway and bus lines are well-developed, which means people living in those areas do not need to

Graphic 167

Trend in Automobile Distribution Rate for Single, Employed, Under 30 Years Old Person Household (by Men and Women)

Source) MLIT "Nationwide Person Trip Survey"

depend on having a car to travel. In addition, even if a person were to have their own car in the city, it is very difficult to find a parking space, which is another reason people are less likely to have a car. However, the further away a person lives from the city center, the higher the car ownership ratio becomes, even in Tokyo (Graphic 168). Also, if we look the change over time of car ownership ratios of the Tokyo area by region, from 1998 to 2008, the car ownership ratios have been in decline near the city center, but rising in the suburban areas (Graphic 169).

Graphic 168

Car Ownership Ratio of Young People (Head of Household in their 20's or 30's) (Year 2008)

Source) MLIT "Tokyo Metropolitan Region Person Trip Survey"

Graphic 169

Car Ownership Ratio of Young People (Head of Household in their 20's or 30's) (Year 1998-2008)

Source) MLIT "Tokyo Metropolitan Region Person Trip Survey"
(Young People “Growing Away from Cars”)

As apparent above, both the number of young people with driver’s license and the car ownership ratio of young people are declining, but the fact that the number of young people with licenses is not decreasing as much as car ownership ratio shows that the desire to “own” a car and the desire to “use” a car may be treated differently. Therefore, while the need to own a car for daily transportation use decreases and the financial ramifications of owning a car leads to a lessening in the desire to own one, the fact that people are still getting licensed in case they have an occasion to drive in the future, such as getting a rental car to go on a trip or for other short-term needs, it seems the desire to use a car still continues to exist.

In terms of the young people’s desire to own a car, there are those who think, “I would like to own a car someday,” but, due to present financial constraints, must delay the

purchase, which may contribute to the falling car ownership ratios. However, considering the fact that out of those who do not currently own a car, the percentage of people in their 20's and 30's who think, "I would eventually like to buy a car, but at the moment do not have the funds or a parking place" is rising, and the fact that the car ownership ratios rise in single person households of people in their 40's and older, and in two or more people households of people in their 60's and older, there seems to be a very probable possibility that the current generation of young people may end up purchasing a car later in life (Graphic 170).

For those who do not own a car, previously, when they had need of an automobile they would get a rental car. Recently, however, with the development of the car sharing system, the numbers of rental type car sharing businesses, numbers of cars, and numbers of vehicle chartering hubs are all growing yearly (Graphic 171). According to results from a survey conducted by Times 24 Co., Ltd., for future car

purchase intentions, those who said, “I was already planning to purchase a car eventually” was at 32.7%, and we can also see that until they purchased their own vehicle, many people use the car sharing system as an alternative.

When we look at the car purchasing intentions before and after using the car sharing system, the percentage of people who reply, “I do want to purchase a car” after using car sharing has grown, so it may be that as people have more opportunity to use a car, it is more likely that they will be more motivated to purchase a car later (Graphic 172). As evident from this spreading development of car sharing, this thinking that if it is possible to use the
car when they want to or need to, regardless of whether or not the car is their own, then that is sufficient, is growing. This is also apparent in the change in car ownership ratios. The car ownership ratio of private automobiles is shifting from personally owned vehicles to sharing a vehicle with family members. The personally owned private automobile percentage has dropped from 81.4% in 1999 to 66.8% in 2010 (Graphic 173).

## (3) Trend in Bicycle Usage

## (Growing Number of Bicyclists)

The percentages of people who regularly ride a bicycle to commute to school or work was at 15.5% of people in their 20’s and 10.7% of people in their 30’s in 1999, but in 2009, the percentages were 15.9% and 12.9% respectively, showing a growth in percentages of bicyclists for both age groups (Graphic 174). Considering the fact that in the overall average, inclusive of all age groups, the percentage of bicyclists has declined from 1999 to 2009, it seems that the number of young people who are riding bicycles must be especially high.

To accommodate this growth, in big city areas they are developing cyclist station facilities with shower rooms, lockers, bicycle racks, and other services to cater to bicycle commuters.

There are also developments in other regional areas, such as setting up "Community Cycling", as a new method of
transportation within the region. Community Cycling differs from the rental cycling where the cycle ports are at railway stations and is mainly for making roundtrips to and from a specific destination. Instead, Community Cycling has several ports within the region, which makes areal travel possible, to improve the convenience of daily transportation. There are great expectations that Community Cycling will help solve some of the challenges in town planning.

The tourist industry is also working to utilize this cycling trend to stimulate their business, by drumming up new demand from cyclists. More specifically, they are incorporate cycling in to tours by creating a new type of tour, the “Cycling Bus Tour”, where the tourist bring their own bicycles and load them on to a bus or train, then take them out at the destination to enjoy cycling tours around the destination area.

Graphic 174

Percentages of People who Cycle to Commute to Work or School

(Note) Extracted the bicycle users from the survey with multiple choice answers regarding regularly used method of transportation

Source) Developed by MLIT from: Cabinet Office "Public Survey on Planning a Walkable Town" (2009) and "Public Survey on Urban Transport"

## Featured Article

## Town Planning through Cycle Share ~Cycling for Everyone in Sapporo 'Porocle'~

In the Sapporo city area, as a new form of public transportation, the use of a bicycle share system called, “Porocle” has been developing. To use the Porocle service, a person must first register on the Porocle website. Then the user can go to a “Cycle Port”, an automated rental hub where the user can identify themselves with an IC card or a mobile phone, and freely take out or put back a bicycle.

Cycle ports throughout the city

Source) Docon Mobility Design Co., Ltd.

Cycle port

Renting a bicycle
people had to go travel to a specific destination to acquire items or service in order to accomplish their goal. Lately though, because of the developments in information communication technology and logistics network, there are things and services people can acquire without travelling. For example, it used to be that to do some shopping, a person would have to go out to a store, speak to a salesperson and compare products at the store, then make the purchase. Now in addition to the previous method, a person can search a product on the internet, read product reviews online to compare them have the purchase delivered directly to their home. This is method of shopping is becoming more and more common. In actuality, if we look at the places where people shop by age groups, in comparison to other age groups, those under 30 years old and those in their 30's have lower percentages of shopping at general retail stores and supermarkets, while the percentages of mail order shopping via the internet continue to grow (Graphic 178, 179).

Graphic 178 Places Where People Shop by Age Group

Source) Developed by MLIT from: MIC "2009 National Survey of Family Income and Expenditure"

Graphic 179 Online Store Users by Age Group

(Note) “Percentage of internet shopping” refers to percentage of shopping done via internet out of all places shopped (Expenditure amount base/by age group) Source) Developed by the MLIT from: MIC “National Survey of Family Income and Expenditure”

This change in travel is thought to be a major change in the way people live, in both city and provincial areas. As there are certain things and services that a person must travel to, such as getting a detailed examination at a hospital, or going to sightseeing spots, as well as the continuing demand to enjoy the actual process of travel itself, depending on type of product or service, the question will be whether to bring these services or products to people, or to bring the people to the product or service. With both possibilities continuing to be developed, as well as the demand for travel itself, the research into the best means of travel shall continue to be important.
## (6) Trend in Trips

If we look at the ratio of people who go on trips both domestically and abroad requiring accommodations, or on day-trips that take more than half a day (excursions), according to “Social Life Basic Survey”, for the age groups of people older than 50’s, from 1986 to 2001 the percentages increased, but from 2001 to 2011 the percentages have declined more significantly, so the percentages levels in 2011 are lower than in 1986. Meanwhile, for people aged 15-19 years, and young people in their 20’s and 30’s, the percentages are continuing to decrease, and with a much bigger drop than in other age groups (Graphic 180).

Percentages of People who went on Overnight Trips/Excursions (Day-Trips)

## (Decrease in Domestic Overnight Sightseeing Trips and Excursions)

If we look at the number of times a young person in his or her 20's went to a trip within Japan (overnight sightseeing trip or excursion) over the course of a year, the percentages of people who have not gone on any trips or on excursions (people who answered 0 times) are both increasing. The percentage of people who answered 0 times for going out on excursions rose from 24.0% to 37.9%, from 1991 to 2011 (+13.9%), and 0 times for going on trips rose from 32.7% to 49.9% (+17.2%) for overnight sightseeing trips, showing that there are more young people who are not going on overnight sightseeing trips.

If we look at the number of people who said that they have gone on a trip more than once, the percentage of people who have gone on an overnight sightseeing trip within Japan 1-2 times was the highest, with the number of people who have gone 3-4 times and more than 5 times decreasing as the number of trips taken increase. Meanwhile for the percentages of people who have gone out on an excursion, the highest percentage is people who have gone more than 5 times, from which we can surmise that excursions—which require less money and time than overnight trips—are becoming the most accessible type of travel for young people (Graphic 181, 182).

Graphic 181

Trend in Overnight Sightseeing Trip Participation Rates by Number of Trips Taken

(Note) Participation rate of youth in their 20's (=total of number of participants in 1 year/total population) Source) Developed by MLIT from: MIC "Social Life Basic Survey"

Trend in Excursion Participation Rates by Number of Excursions Taken

(Note) Participation rate of youth in their 20's (=total of number of participants in 1 year/total population) Source) Developed by MLIT from: MlC "Social Life Basic Survey"
The trend of young people not going on overnight sightseeing trips in Japan is also reflected in the declining average of domestic overnight sightseeing trips. While the average over all ages from decreased from 1.43 times to 0.93 times from 1994 to 2010, the decline was even bigger in the age group of people in their 20's, decreasing from 1.86 times to 0.89 times (Graphic 183).

This steep drop in the number of domestic overnight sightseeing trips taken by young people from mid-1990's to the 2000's may be due to the decline in the number of trips taken for sports, especially ski trips, which had been very popular during the mid-1990's.

## (Factors Affecting the Travel Trends)

The decrease in domestic travel is thought to be due to the changes in the economic climate from around 1990 to now, changes in travel itself, and changes in travel companions.

## ① Change in Economic Climate

The booming economy from the economic bubble in the latter half of the 1980's to the beginning of the 1990's is thought to be one of the reason young people were taking more trips. If we look at the average cost of a single overnight trip, the most expensive prices were during the economic bubble period, and the average cost of a single trip for a person in his or her 20's was around JPY45,000 in 1986. After the economic bubble burst however, the average trip cost dropped to JPY 33,000 in 1998.

Since then, the average trip costs have been approximately JPY34,000 in 2004, and JPY35,000 in 2010, which shows that the average trip cost is recovering. However, considering the fact that the average number of overnight sightseeing trips taken has continued to decline since the economic bubble burst, combined with the decreasing trip Graphic 183 Average Number of Domestic Overnight Sightseeing Trips Taken in a Year

Source) Developed by the MLIT from: Japan Travel and Tourism Association "Survey of Trend regarding Public Tourism"

Average Cost of a Single Overnight Sightseeing Trip within Japan

Graphic 184

costs, compared to the economic bubble period, there continues to be an overall trend of keeping trip expenditures low (Graphic 184).

## ② Change in Travel Companions

When asked what caused you to want to go on a trip within Japan, rather than answers related to internal factors, such as, “For refreshment,” or “Discovered an attractive travel destination,” more people answered with external factors such as, “Invited by a friend/acquaintance,” etc. In particular, more women reply with, “Invited by a family member,” “Invited by a lover,” along with “Invited by a friend/acquaintance” compared to men (Graphic 185). When asked why they did not take a trip within Japan, especially among those who had not gone on any trips (people who have not taken a trip within a year), the answer most people replied with was, “Have no one to go with,” or “No one invited me” (Graphic 186).