Silviase/jgov_v1.4_full_ann huggingface dataset:
Furthermore, the efforts to augment the conveniences of bus usage are considered instrumental in consolidating the urban structure to some extent, as well as improving the bus operators' profitability. In Hachinohe City, bus route network trunk axes have been set in accordance with its Hachinohe City Transport Rejuvenization Plan and Hachinohe City Regional Public Transport Total Coordination Plan. Individual bus routes were assessed with regard to their degree of access to medical institutions and mass-merchandising stores in Hachinohe City, on the basis of the floor area of each of these facilities and its distance from a trunk axis. Comparisons of the figures in 2005 before restructuring of the routes and those in 2013 thereafter indicate that accessibility has improved on many routes, though by a slight margin (Figure 2-2-26).

Figure 2-2-26

Spatial accessibility to medical institutions and commercial facilities

Name	Accessibility to medical services	Accessibility of commercial facilities
Year 2013 (1)	Year 2005 (2)	(1)/(2)	Year 2013 (1)	Year 2005 (2)	(1)/(2)
Main lines	(1) Hachinohe Stn. trunk axis	-	-	-	-	-
(2) Tamonoki trunk axis	57.2	57.5	0.995	50.5	50.0	1.009
(3) Nejo-Ohashi trunk axis	52.3	51.1	1.024	51.8	51.2	1.011
Common section) Shin-Ara-machi	55.2	55.1	1.002	61.7	62.0	0.994
Common section) Hachinohe Stn.	43.5	43.0	1.014	43.5	42.5	1.022
(4) Minato trunk axis	57.9	57.4	1.008	56.8	56.4	1.008
(5) Same trunk axis	48.0	47.8	1.004	41.6	41.9	0.991
(6) Misakidai trunk axis	55.7	55.1	1.010	42.2	42.5	0.991
(7) Nakaibayashi trunk axis	59.0	58.7	1.006	55.8	54.8	1.018
(8) Hattaro trunk axis	49.8	50.2	0.992	68.0	66.3	1.025
Sem-truns	(9) New Town trunk axis	44.9	44.5	1.009	44.6	43.0	1.036
(10) Tagadai trunk axis	39.6	39.8	0.994	47.0	46.2	1.017
Central zone trunk zone	57.1	56.9	1.005	75.1	78.4	0.958
Other than trunk axis	43.1	43.1	1.002	43.3	43.2	1.002

## Routes with accessibility improved over alongside trunk axes

(Note) Spatial accessibility to the individual facilities is defined as follows:

$$ A_{S}=\quad\sum_{i=1}^{\mathrm{N}}\frac{V_{si}}{R_{si}^{\quad a}} $$

$$ A_{h}=\quad\sum_{j=1}^{M}\frac{B_{hj}}{R_{hj}^{\beta}} $$

$ A_{S} $ : Spatial accessibility of the commercial facility( $ 0 \leq A_{S} \leq V_{si} $ )

$ V_{si} $ : Floor area space of commercial facility $ i(i=1\sim N) $

$ R_{si} $ : Distance from commercial facility i to the region in question

$ A_{h} $ : Spatial accessibility of the medical institution $ (0 \leq A_{h} \leq B_{h}) $

$ B_{hj} $ : Number of beds in medial institution $ j (j = 1 \sim M) $

$ R_{hj} $ : Distance from medical institution j to the region in question

$ \alpha \cdot \beta $ : Parameters ( $ \alpha = 0.5 $ , $ \beta = 0.5 $ )

Source) Positive Analyses of the Impact of Restructuring of Regional Public Transport Networks Upon Cities, Itsuki Yoshida, Makoto Chiba

Figure 2-2-27

Hachinohe City Bus Route Map

Source) Hachinohe City
the restructure of PRE and urban planning, which will also contribute to comparecommunity development.

PRE accounts for a large portion of real estate in Japan. PRE owned by the national and local governments

accounts for approximately 25% (590 trillion yen) of Japan's total real estate, which amouts to approximately 2,400 trillion yen. Local governments own approximately 450 trillion of PRE, commanding 75% or more of the total volume of PRE (Figure 2-2-28).

Accordingly, promote the appropriate and efficient management and administration of PRE with a view to revitalizing economies and restoring financial integrity, without risking public benefits and interests.

Figure 2-2-28 Value of Japan’s Public Real Estate (PRE)

Total real estate:

Approx. 2,400 trillion yen (Note 1)

(Notes) 1 Developed by MLIT from "National Accounts" (FY2013 confirmed report) by the Cabinet Office.

2 Market value based on a "Basic Survey on Land" by MLIT (as of January 1, 2008).

3 Developed by MLIT from Prudential Real Estate Investors "A Bird's Eye View of Global Estate Markets: 2012 Updates" (in Yen).

4 Developed by MLIT from "National Accounts" by the Cabinet Office.

$ ^{*} $ Total amount of fixed properties and land (as of the end of 2013)

5 Developed by MLIT from "National Accounts" by the Cabinet Office.

Developed by MLIT from National Accounts by the Cabinet Office.

$ ^{*} $ The total amount of fixed properties of the real estate owned by local public entities is the cumulative amount of the gross fixed capital formation of the fixed properties owned by the general government (FY1980 to FY2013) proportionally distributed in the local ratios.

Source) MLIT

In June 2013, the MLIT organized the Committee on Studying Utilization of Public Real Estate for Urban Renovation (PRE Study Committee) to explore ways to aid local public entities in making effective use of their public real estate for community development. Findings from the deliberations by the PRE Study committee were released in April 2014 as “Guidelines for Utilizing Public Real Estate (PRE) for Community Development (Figure 2-2-29).”

Progressive municipalities have organized and consolidated information about the PRE owned by themselves and worked out plans to relocate public facilities to suit particular community characteristics, white papers on public facilities and so in their continuing endeavor to pursue their own perspectives of community development, as by appropriating public land to improve public livelihood service facilities.
Figure 2-2-29 Summary of the Guides for Utilizing Public Real Estate (PRE) for Community Development

## (Utilizing Private Resources for Utilizing Public Facilities and Public Real Estate (PRE))

To make the process of developing, maintaining and managing and renewing infrastructures that are truly needed and fiscal consolidation compatible with each other, utilizing private funds and know-how, or improving the efficiency of their development on PPPs $ ^{Note 1} $ /PFIs $ ^{Note 2} $ would also be important.

Since the Act on Private Finance Initiatives (PFI Act) was established in 1999, implementation policies has been announced for as many as 489 projects up until FY2014, amounting to a total cost of JPY 4 trillion 501.5 billion (Figure 2-2-30).

Of these, 139 PFI projects relate to the MLIT as of January 2015, including those to be implemented by local public entities. These projects are mostly concerned with municipal office buildings, pulbic housing and so on. By scheme, a greater proportion of these projects are service-purchase projects, whereby the costs incurred by private PFI operators building public facilities, etc. are paid in compensation (service fees) by public entities on a deferred payment basis (Figure 2-2-31).

The MLIT has been weighing the feasibility of rebuilding the Tokyo Metropolitan Expressways on PPPs while promoting the use of concessions in the construction of airports, sewage systems and roads in accordance with the Action Plan for Drastically Reforming PPPs/PFIs (decided at the June 2013 Conference for Promoting Projects Financed by Private Funds, etc.), which calls upon the government to make a full commitment to utilize concessions (a system of rights to manage public facilities, etc.), build profit-earning facilities in the premises of public facilities, etc. and utilize them, make effective use of public real estate by leveraging private proposals and so on to drive the implementation of a JPY 12-trillion worth of PPP/PFI.
projects for the coming three years over a 10-year period from FY2013, and also with a governmental decision (June 2014) to give prioritized thrust to concessions for an intensive promotion period of three years (FY2014 to FY2016) to come.

Figure 2-2-30 Changes in the Number of PFI Projects and Project Costs (cumulative totals) Breakdowns of PFP Projects Relevant to the MLIT (as of January 1, 2015)

(Notes) 1 As of March 31, 2015

2 The number of projects indicated is that of projects whose implementation policies are known to a Cabinet Office survey and does not include those projects that were nullified or canceled during a period of service availability or that were abandoned after announcement of their implementation policies and before availability of their services.

Source) MLIT

3 The project cost is the sum total of the initial contract amounts of projects that the allotted amount in constructing public facilities has been decided upon operator selection among the projects announced to implement and that are known to the Cabinet Office survey.

Source) Developed by MLIT from Cabinet Office documents.

4 Project costs in the graph have fractions of 1 billion rounded off.

## Column

## Rebuilding a Ward Office Building on PRE in a Government-Private Alliance (Toshima Ward, Tokyo)

Fifty or more years on since initial construction, the aged Tokyo Toshima ward office building had come to threaten safety and disaster preparedness, urging reconstruction, but the extremely tight finance of the ward did not justify its new construction.

The Toshima ward, therefore, decided to build a new ward office building on a Category 1 urban area redevelopment project. It secured the floor space of a new ward office by purchasing “right-converted floors” and “reserved floors” and to lease the former main ward office site and the branch office and assembly hall sites to a private operator on term leases and cover the cost of purchasing the reserved floor space with such rents. Consequently, the Toshima ward managed to renew its office building at virtually no financial burdens and opened the new office on May 7, 2015.

The building houses a new government office (part of the first floor, and the third to ninth floors of the building) and car and bicycle parking lots as public facilities, complex facilities, including commercial facilities and the like on the first and second floors of the building as private facilities and a condominium managed by a private business operator on the 11 $ ^{th} $ to 49 $ ^{th} $ floors.

Public and commercial facilities, collective housing and the like developed and constructed in a fully integrated fashion should help upgrade the living climate, adding to the charms of the community.

Such government-private alliances have been increasingly employed across the central metropolitan area. Local public entities, etc. may utilize the PRE they own to their profit, as it could offer a promising solution to improving their tough financial positions.
Figure 2-2-32 PRE Utilization Case Study: Developing a New Government Office Building on a Urban Redevelopment Project (Toshima ward, Tokyo)

## (2) Compact Hubs

(Present status of hilly and mountainous areas)

Apart from the preceding review of the benefits of compacting an urban area, the trend towards a diminishing population gets more pronounced in a region with a smaller size of population. Among hilly and mountainous areas, mountainous farming regions had an aging population ratio of 34.9% in 2010, when compared with a nationwide ratio of 23.0%. Moreover, if the future population is estimated for an imaginary village inhabited by 1,000 on the basis of the average male-female ratio and age composition, mountainous regions are predicted to have an aging population ratio of 54.9% in 2050, 40 years from now, with their population declining by about 70%, against a nationwide ratio of 38.8% Figure 2-2-33).

Villages located in a depopulated region have already experienced degraded functionalities for providing daily livelihood services, or difficulties maintaining such functionalities as stores dealing in foodstuff and medical clinics close in the wake of a diminishing or aging population (Figure 2-2-34).
Source) Developed by MLIT from "Plotted on the basis of a Field Survey into the Status of Villages in Commutation-Poor Regions, etc." (March 2011, MIC)

Therefore, villagers find it increasingly more difficult to sustain their livelihood service facilities than before. In addition, the difficulty of securing means of transportation to other regions mounts. According to a survey conducted on a village, the ratio of the number of households in which nobody drove a car to the total number of households rose as the heads of the households got aged. This ratio is marked in the households in which their heads are 75 years of age or older. These households account for more than half of the total (Figure 2-2-35).

Thus summarized, endangered village lives are feared to spread further across the nation from now on. In order to get residents’ livelihood in a depopulated village stabilized, it would be essential to build a framework of sustaining the

fundamental livelihood services required for the villagers and providing these services efficiently. This section introduces a “compact hub” approach made to revitalize a locality.

## (Compact Hubs)

The concept of “compact” and “networked” introduced so far applies to villages located in a hilly or mountainous area as well. A compact hub is an aggregation of daily livelihood facilities of vital importance, such as stores and clinics, consolidated within walking distances in a region consisting of multiple villages, such as elementary school district, and housed in existing facilities, such as elementary schoolhouses and former townhouse buildings, to ensure efficient delivery of the livelihood services to the villagers and provide them with a sphere of regional activity to stimulate human exchanges, by networking villages with community bus services, a home delivery service and so on if the villages are scattered.

Further, a compact hub could make a site of regional resources utilization; it may not only sell locally produced agricultural and marine products at a direct sales depot but may foster a sixth industry to develop, process and sell
commodities from these local products and might offer economic benefits by creating employment that focuses on regional agriculture, forestry and fishery and selling commodities outside the region.

Source) MLIT

(Typical Approaches to Forming Compact Hubs)

The following is a review of some pioneering approaches to forming a compact hub:

## ☑ Yusuhara-machi, Kochi Prefecture (Shimagawa District)

Kochi Prefecture is among the most rapidly aging prefectures in Japan, with an aging population ratio of 28.8% in 2010. It also has the largest ratio of forest area space to the entire prefectural land, and because it is dominated by hills and mountains, more than half of its population is concentrated in the flatlands of Kochi City and Nangoku City. Other

municipalities are faced with an imminent need to combat village problems as their depopulated areas suffer a rapidly aging population with the villages having been downsized. Prefectural authorities dub places for locals to get together and solve community problems, using an abandoned schoolhouse, assembly hall or the like, “Community Action Centers,” and are working to install one in each village in the prefecture to support community activities. Shimagawa District in Yusuhara-machi is among such villages.

Figure 2-2-37

Village Action Center

Shimagawa (Shimagawa District, Yusuharamachi, Kochi Prefecture

Source) MLIT
population, administrative services and livelihood infrastructures but also on economic employment and urban structures.

For example, if it is difficult for one city alone to provide a complete set of facilities required in the circumstances, the adjoining cities may link together to assume their respective shares of responsibility to deliver required facilities to every part of their community as they are joined by networks of roads, public transportation and so on.

The area along the regional railway line of KTR (Kitakinki Tango Railway Corporation) in the northern Kyoto region is introduced below as an example of an effort directed at forming an allied core metropolitan area.

## (Northern Kyoto Region)

The northern Kyoto region is divided into the Tango area (Miyazu City, Kyo-Tango City, Ine-cho, Yosano-cho) and the Chutan area (Fukuchiyama City, Maizuru City, Ayabe City). The Tango area is rich in tourist attractions, including Amanohashiate, one of the most scenic spots in Japan. The Chutan area hosts a largest-scale integration of industries in Kyoto Prefecture. Many industrial parks are located in Fukuchiyama City and Ayabe City. Kyoto-Jukan Expressway and Maizuru-Wakasa Expressway cross each other at these two cities, giving them ready access to Kyoto City and Hanshin area. The northern Kyoto region is thus full of municipal features.

The shares of responsibility, and alliance, among the municipalities taking advantage of their respective characteristics are examined below.

Source) Plan for Building a Network of Regional Public Transport along Kitakinki Tango Railway Lines, Kyoto Prefecture
(Tourism)

Since ancient times, the northern region facing Japan Sea has flourished as a channel of exchange with continental cultures and technologies. Its history is closely linked to the sea such that it hosted a port of call for Kitamae-bune (coastal freight vessels) during the Edo period and served as a naval port during the Meiji period. Rich in natural heritage, the northern region includes the handsomely profiled Sanin Kaigan (Sanin Coast) featuring unique animals and plants.

The development of stay-type tourist resorts is underway in a concerted regional effort in the northern region. The exceptionally popular tourist resorts of Amanohashidate in Miyazu City and Yuhigaura in Kyo-Tango City have been designated a tourist stay promotion district each. In addition, coordination in terms of transportation has been reinforced with Fukuchiyama City and Ayabe City, which are nodal points of traffic to and from Kyoto, Osaka and Kobe. Individual cities

Figure 2-2-42

Kyoto Seaside Tourist Districts

in the northern region have a defined role each according to their characteristics. Further, eleven locations, such as Ineura boathouse clusters and Ayabe eastern domestic woodlands, have been designated a tourist exchange district each in which hotel lodgers can stop by for sightseeing or enjoy a hands-on experience type of tourism. For the key stay promotion districts of Amanohashidate and Yuhigaura, six numeric goals have been set – visitor satisfaction, visitor spending, number of staying guests, hotel guest repeater ratio, number of stay program participants and stay program satisfaction – and the specific effects of the measures taken to achieve these goals are being followed up $ {}^{Note 46} $ .

## (Economy)

Industrial integration is in progress in the northern region of Kyoto Prefecture, centering on industrial complexes in Fukuchiyama City and Ayabe City in the Chutan area, attract growing volumes of commutation to and from work. In the Tango area as well, industries leveraging tourism, agriculture, forestry and fisheries, textile manufacture, and engineering and metalworking are booming mainly in Kyo-tango City and Miyazu City to lure growing volumes of commutation in the Chutan and Tango areas (Figure 2-2-43). In the meantime, comparisons of the ratio of the number of commuters the total in the northern Kyoto region for 2005 to 2010 indicate that inter-city or inter-gun (county) commutation was on the rise in each city and county $ {}^{Note47} $ . In the Tango area and Fukuchiyama City in particular, the ratio of commutation across the Chutan and Tango areas tended to get higher than that of commutation within either of these areas (Figure 2-2-44). These findings may suggest that a new trend towards commutation beyond regional boundaries is coming into existence in the northern Kyoto region.
(Note) The ratio of the number of worker commuters from the Chutan and Tango areas to work based in the cities and gun (counties) in the northern Kyoto region to the total number of worker commuters to the northern Kyoto region has been obtained and its rate of change for a period of 2005 to 2010 calculated. Source) Developed by MLIT from National Census, MIC.

A planned section of the Kyoto-Jukan Expressway that penetrates Kyoto from north to right is scheduled to open for July 2015. When complete, the expressway is expected to stimulate tourist exchanges and tourism investment and spurt further industrial presence along the way. Moreover, Maizuru Port, designated a hub port on Japan Sea, aims to upgrade its port and harbor facilities. As the development of infrastructures moves on, industrial advances in and around Fukuchiyama City and Ayabe City are hoped for to provide impetus for propelling regional economies, because the flow of people, goods, money and information beyond regional or national boundaries is predicted to expand further in these two cities.

## (Medical care)

In the medical field, a central community hospital exists in each of the two secondary medical care zones $ {}^{Note 48} $ of the Tango area and the Chutan area, providing advanced medical care services $ {}^{Note 49} $ to residents in the surrounding municipalities.

As Figure 2-2-46 shows, a survey into “Trends in the Number of Outpatients by City of Residence” conducted at the North Medical Center attached to the Kyoto Prefectural University of Medicine (Tango area regional medical care support hospital located in Yosano-cho, Kyoto Prefecture) indicates that the number of outpatients coming from the individual cities are on the rise for the past six years. The Tango area is the largest source of outpatients, but the adjoining Chutan area has a rapidly growing number of outpatients, suggesting that residents visit the hospital beyond the boundaries of regions, as well as municipalities.
## (Education)

According to a student commutation survey, inter-city commutation is dominated by inflow into Fukuchiyama City from other cities (Figure 2-2-47). Many governmental, prefectural and other research institutions and higher education facilities, such as four-year colleges, have been set up in Fukuchiyama.

The Community and University Alliance for Regeneration of Northern Kyoto Region has been formed in the northern region. Based on Seibi University, the alliance is composed of six universities in the Kyoto Prefecture, seven municipalities in the northern part, NPOs and so on. It is working to revitalize regional activities by taking advantage of the human resources and knowledge of these universities.

In addition, a move has taken shape for extra-regional universities to consider installing satellite campuses in

Fukuchiyama City. Among them, the Kyoto Institute of Technology, a state-run university, seeks to open a branch school using the schoolhouse of a senior high school that closed upon merger with other schools. Plans are underway to hold lectures on regional issues, start an internship program taking advantage of the location of manufacturing companies in the neighborhood and so on, promising the benefits of technological reforms resulting from joint research and development activities.

## (Conclusions)

Although an alliance of core metropolitan areas is yet to come to stay in the northern Kyoto region, it still has potentials for driving the flow of people and goods beyond the boundaries of the individual cities and thus making for regional