Silviase/jgov_v1.4_full_ann huggingface dataset:
Chart. 125 Percentage change in the annual income to housing (condominium) price

Note: 1 Data for home prices was created from average values of newly sold privately-provided condominium indicated in the "National Condominium Market Trends" by the Real Estate Economic Institute Co., Ltd.

$ ^{*} $ Metropolitan Area: Tokyo, Kanagawa, Chiba, and Saitama

Chubu Region: Nagoya-city, Vicinity of Nagoya, Gifu, Mie, and Shizuoka (However, Gifu is excluded from 2010 Data $ ^{2} $ )

Kinki Region: Osaka, Kyoto, Hyogo, Shiga, Nara, and Wakayama

2 Data for annual income before 2000 is created from the average income of worker households in large metropolitan areas of Keihinyo, Chukyo, Keihanshin, and other areas through the country, described in the "family savings survey" issued by Ministry of Internal Affairs and Communications For 2001, "Family Income and Expenditure Survey Report (savings and debts version)" by the Ministry of Internal Affairs and Communications Average income of worker's households from January to March 2002, after 2002, average annual income of worker households

Source: Developed by MLIT from data such as “National Condominium Market Trends” by Real Estate Economic Institute Co., Ltd., and “Family Income and Expenditure Survey” by Ministry of Internal Affairs and Communications

## (Mismatch of housing stocks and residential needs)

In view of housing usage, it is also a problem that there is a mismatch of housing stocks and residential needs. Looking at the relationship between the household structure and floor area, more than 50% of elderly singles or couples aged 65 and older possess self-owned houses of more than $ 100m^{2} $ , and on the other hand, about 30% of households of more than 4 family members are living in houses with less than $ 100m^{2} $ floor space. It can be said that there is a mismatch in housing supply and demand.

Chart. 126 Total floor space of housing by type of household (self-owned house)

Source: Specially calculated and processed by MLIT based on "2008 Housing and Land Survey" issued by Ministry of Internal Affairs and Communications

## (For the development of existing housing circulation/home-improvement market)

Under the difficulty of acquiring newly-built houses due to recent changes in economic conditions, the importance of the existing (second-hand) housing market is increasing. In addition, improving the existing housing market is required to resolve the mismatching of housing stocks and residential needs. However, changes of existing housing circulation share in Japan’s housing market is 13.5%, which is showing a slightly increasing tendency in recent years, but it is still extremely low internationally compared with other countries such as 90.3% for the United States and 85.8% for United Kingdom.
(Increase of old housing stocks and vacant houses)

From now on, condominiums that are more than 30 years old will largely increase. It is assumed there will be 2.35 million condominiums in 10 years at the end of 2021, and 4.06 million condominiums in 20 years later at the end of 2031.

Condominiums for which construction started before June 1981, when quake-resistance standards in the Building Standards Act were strengthened, may be lacking in earthquake resistance. However, seismic capacity evaluation and repair work costs are high. A steady response to the need for reconstruction is required from the condominium management association, etc.

Furthermore, the ratio of vacant houses is increasing in recent years, expanding to approximately 13% as of 2008, recording approximately 7.57 million houses of vacant houses nationwide. Although the ratio of vacant houses is especially high in rural districts, it is also a serious issue in urban areas, as seen in the number of increasing vacant houses in the metropolitan area (Tokyo and the three surrounding prefectures), showing an increase of approximately 200,000 vacant houses for the 5 years from 2003 to 2008.

To resolve this issue, it is important to promote projects including regional revitalization for utilizing vacant houses, etc., conducted by local public authorities. The Tokyo Metropolitan Government is planning to utilize vacant houses as apartment houses for elderly people from FY2012.

The number of condominiums aged 30, 40, 50 years old after construction

Chart. 132 Changes in the number and ratio of vacant houses nationwide

Source: Developed by MLIT from "Housing and Land Survey" issued by Ministry of Internal Affairs and Communications

Note: 1 The present number of condominiums aged 50 years old and over is estimated based on data regarding the number of public houses aged 50 years old and over held by MLIT.

2 The numbers of condominiums that exceed 30, 40 or 50 years old in 5 years, in 10 years, or in 20 years are estimated based on the distribution of stocks at the end of 2010 that was estimated based on data such as Construction Start Statistics.

Source: MLIT

The number of vacant houses in metropolitan areas (Tokyo and the surrounding three prefectures)

Chart. 133 The ratio of vacant houses by prefecture

Source: Developed by MLIT from "Housing and Land Survey" issued by Ministry of Internal Affairs and Communications

Source: Developed by MLIT from "Housing and Land Survey" issued by Ministry of Internal Affairs and Communications

The number of vacant houses in Osaka, Hyogo and Kyoto

Source: Developed by MLIT from “Housing and Land Survey” issued by Ministry of Internal Affairs and Communications
In addition, with the transition to an aging society, the number of elderly single or couple households is increasing. It is estimated that the number will increase from approximately 10 million to 12.45 million households in the 10 years from 2010 to 2020. In the view of these circumstances, it is very important to secure housings that supply support services to the elderly, in cooperation with nursing/medical services. The ratio of capacities of nursing-care facilities or elderly housings to all elderly people is only 4.4% in present Japan. Supply of nursing-care facilities or elderly housings is falling behind other countries, in comparison with United Kingdom's 11.7% and Denmark's 10.7%.

(Financial crisis of local bus/railway companies which support local transport)

The number of users of public transportation systems including local railways and public buses has been decreasing due to the rapid progress of the aging society, declining population, and diversified user needs associated with the dissemination of private cars. The decrease of users of public transportation systems deteriorates business fundamentals of railway companies and bus companies, forcing these companies to abolish local bus lines and railway lines almost every year. The environment surrounding local public transportation is extremely severe.

The business environment surrounding local railways $ ^{Note} $ is very severe, and 73 of the total 92 companies (approx. 80%) faced deficits in 2010. 35 routes, 673.7 kilometers of railroad tracks were abolished nationwide during the period from April 2000 to April 2010, due to bankruptcy of the company, etc.

### Chart. 137 Changes in the number of passengers and the length of abolished railroad tracks of local railways

Note: 1 71 companies excluding companies opened after FY1988 (Passengers)

2 The length of abolished railroad lines of FY2012 includes those abolished as of April 1, 2012 (Nagano Denyetsu Yashiro line and Towada Kanko Dentetsu)

3 The numbers of passengers of local railways in FY2011 and 2012 have not been calculated yet.

Note: Local railways include 4 types of railways: “small and medium sized private railways,” “converted railways (railway taken over from local lines of the Old Japan National Railways by entities such as the third sector),” “local railway lines (the construction stopped once in the era of the Old Japan National Railways and re-started later, and the third sector took over the management after operation restart),” and “Parallel existing lines (existing lines that run in parallel with Shinkansen-lines detached from JR companies after the opening of new Shinkansen lines).”
The business environment surrounding bus companies is also severe, and public bus companies showing a deficit are about 90% in rural districts, and about 70% nationwide. Under these circumstances, the number of bus company bankruptcies and abolished bus routes has continues to rise. Approximately 2,000 kilometers of bus routes are abolished every year.

According to a questionnaire survey targeting the elderly concerning inconveniences in their residential areas conducted by the Cabinet Office, many respondents said they feel inconvenience for “Daily shopping,” “Visiting the hospital or doctor’s office,” and “Undeveloped transportation system,” and there was a tendency that the smaller the population becomes, the larger the degree of inconvenience. Furthermore, in this attitude survey, many respondents said they would like to strengthen the policies related to “Setting an easy-to-use fare system,” “Improvement of lines/routes in areas where public transportation system is inconvenient” in future. The smaller the population size, the more people answered “Improvement of lines/routes,” and especially, 43.6% of people chose “Improvement of lines/routes” in cities with populations of less than 50,000.

Under these circumstances, regional areas with transportation difficulties are taking various measures in coordination with the actual status of the region, including community buses $ ^{Note} $ and share taxis as a means of transportation necessary for their daily life such as shopping and visiting hospitals.
Chart. 143 Past traffic performance of route buses in FY2008

Chart. 144 Conditions of community bus introduction

Chart. 145 Conditions of share taxi introduction

Local railroads and buses are playing an important role as a means of transportation for local residents in commuting to school or work. If vacant zones of public transportation increase, gaps in the range of daily activities are generated between the people who can drive a car and the people who cannot, including the elderly and children. There is fear that the gap could increase further in regional areas with insufficient public transportation. To maintain the vitality of communities, it is important to develop an environment where daily convenience can be maintained and opportunities for social participation can be secured, and therefore, the maintenance of regional transportation will be an issue.
## Conditions concerning remote island sea routes (2010)

## Column Public transportation as a lifeline of remote islands

Although 390,000 persons, 0.3% of the total population, are living on 254 remote islands that have been subject to the Remote Islands Development Act as of April 1, 2012, out of all remote islands with inhabitant in Japan, the population of remote islands has declined by about 8% during the past 10 years.

In comparing life in remote islands with national average life, income and consumer spending are about 80% and 90%, respectively. Food expense, educational and entertainment expense, and other expenses out of the consumer spending are lower in comparison with the national averages, but transportation expense costs about 20 to 50% higher.

Since services such as medical facilities and commercial establishments are not sufficient on the islands, remote island routes in sea and air are lifelines of islanders. However, the number of island route users is declining, and when comparing

Note: Annual incomes are for 2008. Other figures show the total amount for July and November 2009. Source: Developed by MLIT from "Survey concerning the improvement of remote island life structure" (2010) issued by MLIT.

2002 and 2006, a decrease of about 11% is shown due to such factors as declining population in remote islands. The managerial environment surrounding remote island routes is severe due to the declining number of users and fuel price increases, and therefore, many of them have been forced to reduce the number of routes (23 island routes [about 12% of all remote island routes]), to increase fares (66 island routes [about 34% of all remote island routes]), and to abolish routes (7 island routes [about 4% of all remote island routes]).

Reducing the number of remote island routes in sea and air will significantly impact not only the life of the islanders but also the industries on the islands, reducing the convenience for tourists and shipping of island specialties to the mainland. Maintaining and improving the service level of transportation in sea and air is one of the most important issues among promotion items, in addition to safe and secure transportation relating to remote island routes in sea and air.

To cope with these issues, the Government has taken measures to support efforts for maintaining and improving remote island routes in sea, through the “Project to secure, maintain, and improve local public transportation” in FY2011. As for remote island routes in air, the FY 2011 tax reform has reduced the aircraft fuel tax and mitigated the fixed assets tax for small aircraft.

Note: Remote island sea routes are routes departing from remote islands where remote island development measures are applied. Source: MLIT “Remote Island Development Follow-up (Final report)” (May 2011)
## (Increasing number of communities with an aging population)

With the rapid changes of declining population and aging society, some communities are facing difficulties in maintaining their function as a community. According to a “survey for investigating the current status of communities in depopulated areas” conducted by the Ministry of Internal Affairs and Communications and the Ministry of Land, Infrastructure, Transport and Tourism, the number of communities where more than 50% of the residents are people aged 65 and over is 10,091 as of 2010. When this is compared with the previous survey (as of 2006), the ratio of such communities has increased from 12.7% to 15.5%.

In communities facing such a rapidly-declining and aging population, it may be difficult to secure daily

services for residents, including shopping, local transportation and medical welfare services, and to maintain common facilities and mutual assistance in daily life. It will be an issue to promote cross-regional cooperation, with regard to efforts for supporting community life and activities conducted by non-profit organizations including NPOs, and for securing access to life-related services.

## (Increase of heavy snow damage)

Furthermore, in areas where the community base has been weakened, including communities with an aging population, regional disaster prevention capabilities also tend to be weak as shown when heavy snow damage occurs.

In the FY2010 Heavy Snow, 131 persons died of accidents during snow removal work, etc. In the FY2011 Heavy Snow, human injury as of March 29, 2012 was 130 persons, and most of them died of accidents during snow removal work. 60% of casualties were aged 65 and over, showing the same tendency as the 2010 Heavy Snow.

According to a nationwide municipal questionnaires to municipalities locating in heavy snowfall areas, 32% of municipalities in heavy snowfall areas and 48% in special heavy snowfall areas answered that they were having problems removing snow from vacant houses, etc. In December 2011, some cities in Akita Prefecture including Daisen and Yokote enacted “Vacant house Ordinances,” which allow municipalities to instruct, advise, or order owners to properly maintain or dismantle vacant houses at risk of collapse by snow.

In addition, the decreasing ratio in the number of authorized contractors is slightly high in prefectural governments including municipalities designated as heavy snowfall areas, in comparison with other prefectures, and therefore, it is a serious issue to secure contractors who undertake snow removal work.

Source: Developed by MLIT from materials prepared by the Fire and Disaster Management Agency

#### Chart. 148 Occurrence of problems regarding snow removal from vacant houses, etc., and the content in FY2010 Heavy Snow (Municipal questionnaire)

Source: "Questionnaire Survey concerning policies for improving regional disaster prevention capabilities based on 'FY2010 Winter Heavy Snowfall'" by MLIT and Cabinet Office
### Chart. 152 Estimation for usual maintenance, management and renewal

Note: About estimation method

With regard to after 2011, the following settings are conducted, targeting the direct projects, subsidized projects, and non-subsidized projects of MLIT's 8 jurisdictions (roads, ports, airports, public apartment houses, sewage systems, urban parks, river improvements and coasts) to make estimation.

Renewal cost is established by supposing that the renewal will be made with an identical function level even after the lifespan has passed based on the initial new construction cost, and in the light of each facility's actual situation of renewal. The lifespan is determined based on the ordinance of the Finance Ministry that indicates the lifespan in terms of the tax code, and in the light of each facility's actual situation of renewal.

$ ^{*} $ Maintenance and management cost is estimated based on the correlation with the amount of infrastructure stocks.

(In addition, the renewal cost and the maintenance and management cost reflect the results of cost reduction efforts made in recent years)

$ ^{*} $ New construction cost (applicable) is the sum after deduction of costs for maintenance, management, renewal and natural disaster relief from the total investment, but does not indicate the demand for new construction.

$ ^{*} $ It does not include the land cost and compensation cost. It does not include the incorporated administrative agency such as each Expressway Company, etc.

# Chart. 153 Bridge collapse accident in Minneapolis, Minnesota (2007)

Source: Minnesota Bureau of Public Roads

## (Operation of social infrastructure by the asset management)

How much do the citizens understand the problems of deterioration of the social infrastructure in our country as mentioned above? According to this National Consciousness Survey, there were approximately 70% of respondents who did not have enough recognition, with their answers: "Heard about it, but did not know about it well" (36.7%) and "Did not know" (33.5%). In addition, although premising that we should refrain from the increase of cost burden for the renewal, approximately 60% of the respondents answered that they wish to "renew all facilities".

In order to fulfill the most important role of social infrastructure to support the safety and security of the country and regions, the effective and appropriate renewal of the deteriorated infrastructure is required.
Asset management promotion can be largely divided into the 3 different levels described below:

### Chart. 158 The three Levels of Asset Management

## Routine management:

To improve efficiency in daily cleaning/maintenance/repair, etc. (Designated Administrator system, comprehensive entrustment to private entity, etc.)

Total cost reduction through preventive maintenance based on a long-term perspective (Life extension projects, etc.)

“Selective/intensive” infrastructure strategy and management strategy combining funds/human resource/technology (Privatization, PFI, Coordination, Public-private facilities complex, etc.)

Source: MLIT

## 1 ) Routine management: To improve efficiency in daily cleaning/ maintenance/ repair, etc

Structures such as roads and dikes are fatigued and deteriorated, causing damage day by day. For ensuring user safety, routine monitoring, maintenance and management are indispensable. Amid the severe fiscal condition of the national and local governments, however, it is required to carry out maintenance and management efficiently and economically by adopting cost cutting measures.

For this, in maintaining and managing the national roads under direct control by the national government, for example, those with regard to the weeding, etc., of all the maintenance and administration standards established in fiscal 2010, were amended and operated in fiscal 2011. We are continuing to study adequate maintenance and management standards by getting the local opinions, etc., and collecting and analyzing data on maintenance and management. Also we are supporting local residents so that they can participate in the routine management operations such as cleaning, weeding, etc., through the introduction of various cost-cutting devices and approaches, etc., as well as the volunteer support programs as a form of road management by user participation.

### 2 ) Management on a long-term managerial basis: Total cost reduction through preventive maintenance based on a long-term perspective (Life extension projects, etc.)

In order to maintain and renew the existing infrastructures efficiently and appropriately, it is important to have “management based on preventive maintenance,” which aims to extend the life of an entire facility through early detection and repair. We shall aim at the utilization of materials and structures that can be expected to have high durability, and promote the life extension program, etc., through the formulation and implementation of the life-extension program as well as strict implementation of guidance and disposition of vehicles violating the load limits, so that we can achieve a total cost reduction.

Source: MLIT