Silviase/jgov_v1.4_full_ann huggingface dataset:
## 第2-(3)-16図 我が国の AI に対する意識

☐ 企業も労働者も AI が導入される時期について約 8 割が 10 年後以降であると考えている。

☐ 我が国は、米国に比べて、AI が導入された際の業務への影響を小さくとらえている。

資料出所 総務省「ICT の進化が雇用と働き方に及ぼす影響に関する調査研究」（2016 年）、（独）労働政研究・研修機構「イノベーションへの対応状況調査」（2017 年）、「イノベーションへの対応に向けた働き方のあり方等に関する調査」（2017 年）の調査票情報をもとに厚生労働省労働政策担当参事官室にて作成

や労働者の意識について確認してみる。左図により、AIの一般化が予想される時期を確認すると、企業、労働者ともに約8割が10年以上先と考えており、こうした時代の到来までに時間がかかると考えていることがうかがえる。しかしながら、AIの進展はこれまでのイノベーションとは異なる速度で起きており、企業、労働者ともに早い段階からのAIに備えた能力の向上などが求められる。また、右図により、AIが導入された際の業務への影響をみると、米国と比較し、我が国はAIの導入の影響を軽微と考えている傾向がうかがえるなどAIに対する意識が低い可能性が示唆される。実際どのような形でAIが進展するかはまだ分からない側面があるものの、前述したとおり、「理系的な能力」「コミュニケーション能力」「AIを使いこなす能力」など常に何が必要な能力なのかを意識しながら、AIが一般化する時代に備えることが重要である。

## ● 過去のイノベーションを振り返ると就業者は増加、AIなど第4次産業革命についても労働力人口の減少以下にすることも可能

過去のイノベーションを振り返ると、主要国においては、人口の増加以上に就業者は増加し、イノベーションにより失業を生み出すという状況ではないことが明らかになった。一方で、産業構造や働き方の変化はイノベーションの進展により起こっており、産業に着目すると、付加価値が上昇する産業ほど雇用者が増加し、職種に着目すると、高スキル職種における就業者が増加する一方で低スキル職種における就業者も増加することが分かった。我が国では、米国などと比較して低スキル職種における就業者の増加が顕著であるため、イノベーションの進展が賃金の上昇に結び付いておらず、賃金の高い高スキル職種における就業者を増やしていくことが経済の好循環の観点からも必要となる。

今後のイノベーションの中心となることが予想される AI に着目すると、我が国の就業者の減少を労働力人口の減少以下にすることも可能となるものと考えられる。特に就業者が増加する職種としては技術職、コミュニケーションを使う職種となっている。このようなことを踏まえると、AI が一般化する時代においては、「理系的な能力」「コミュニケーション能力」「AI
を使いこなす能力」などを身につけることが必要であり、これらの能力の向上に対し、行政としても積極的に関与していくことが求められる。

## コラム2-3

専門家による AI（人工知能）の定義

研究者	所属	定義
中島秀之	公立はこだて未来大学学長	人工的につくられた、知能を持つ実態。あるいはそれをつくろうとすることによって知能自体を研究する分野である
武田英明	国立情報学研究所教授
西田豊明	京都大学大学院情報学研究科教授	「知能を持つメカ」ないしは「心を持つメカ」である
溝口理一郎	北陸先端科学技術大学院大学教授	人工的につくった知的な振る舞いをするもの（システム）である
長尾真	京都大学名誉教授前国立国会図書館長	人間の頭脳活動を極限までシミュレートするシステムである
堀浩一	東京大学大学院工学系研究科教授	人工的に作る新しい知能の世界である
浅田稔	大阪大学大学院工学研究科教授	知能の定義が明確でないので、人工知能を明確に定義できない
松原仁	公立はこだて未来大学教授	究極には人間と区別が付かない人工的な知能のこと
池上高志	東京大学大学院総合文化研究科教授	自然にわれわれがペットや人に接触するような、情動と冗談に満ちた相互作用を、物理法則に関係なく、あるいは逆らって、人工的につくり出せるシステム。
山口高平	慶應義塾大学理工学部教授	人の知的な振る舞いを模倣・支援・超越するための構成的システム
栗原聡	電気通信大学大学院情報システム学研究科教授	工学的につくられる知能であるが、その知能のレベルは人を超えているものを想像している
山川宏	ドワンゴ人工知能研究所所長	計算機知能のうちで、人間が直接・間接に設計する場合を人工知能と呼んで良いのではないかと思う
松尾豊	東京大学大学院工学系研究科准教授	人工的につくられた人間のような知能、ないしはそれをつくる技術。人間のように知的であるとは、「気づくことのできる」コンピュータ、つまり、データの中から特徴量を生成し現象をモデル化することのできるコンピュータという意味である

資料出所 松尾豊（2015年）「人工知能は人間を超えるか」(KADOKAWA)

(注) 各研究者の所属は上記著書出版当時のもの。

## コラム2－4

## AI の雇用への影響に関する参考文献

## 【職業の観点】

## [日本]

経済産業省（2016）「新産業構造ビジョン～第4次産業革命をリードする日本の戦略～中間整理」

(株)野村総合研究所（2015）「日本の労働人口の49％が人工知能やロボット等で代替可能に」（野村総合研究所ニュースリリース2015年12月2日）

(株)三菱総合研究所（2017）「AI・ロボット・IoEが変える2030年の日本」（MRIマンスリーレビュー2017年2月）

Benjamin David (2015) "Computer technology and probable job destructions in Japan: an evaluation" [諸外国]

Economix Research & Consulting (2013) “The German Labour Market in the Year 2030-A Strategic View on Demography, Employment and Education-”（ドイツ）

Frey and Osborne (2013) "THE FUTURE OF EMPLOYMENT: HOW SUSCEPTIBLE ARE JOBS TO COMPUTERISATION?" (米国)

## 【産業の観点】

## [日本]

経済産業省（2016）「新産業構造ビジョン～第4次産業革命をリードする日本の戦略～中間整理」（再掲）

(株)三菱総合研究所（2017）「AI・ロボット・IoEが変える2030年の日本」（MRIマンスリーレビュー2017年2月）（再掲）[諸外国]

Economix Research & Consulting (2013) “The German Labour Market in the Year 2030 – A Strategic View on Demography, Employment and Education–”（ドイツ）（再掲）

pwc UK (2017)"Will robots steal our jobs? The potential impact of automation on the UK 30 and other major economies" (UK Economic Outlook March 2017) (英国)

## 【業務の観点】

OECD (2016) "The Risk of Automation for Jobs in OECD Countries: A Comparative Analysis" (OECD Social, Employment and Migration Working Papers No.189) (OECD 諸国)
Shinjuku St. South Exit District, and in the surrounding areas to improve the ease with which passengers transition from one means of transportation to another, to consolidate the urban areas disrupted by railways, to improve station functions, and to streamline urban traffic and augment the functions of these transport nodes.

The MLIT also encouraged upgrading the station facilities for the general goal of safe and comfortable regional living by building child-support and medical facilities at the premises of existing railway stations. This idea came from the viewpoint of regional concentration, which brings medicine, work, and living into closer vicinities.

Figure II-4-2-2

Example of a transport node improvement project

(Shinjuku Station South Exit)

Source) MLIT

To Shibuya

## Column

## Shinjuku Expressway Bus Terminal – various improvements in the infrastructure to enhance the convenience of Shinjuku Station south exit –

Koshu Highway (Route 20) facing the south exit of Shinjuku Station is one of the five main highways developed by Ieyasu Tokugawa in the Edo period and was bustling with people as the first post town, Naito Shinjuku, on the Koshu Highway that started from Nihonbashi Bridge.

Shinjuku remains bustling in the current Heisei era. The surroundings of the south exit of Shinjuku Station have the most passengers in Japan and are chronically congested with numerous cars and pedestrians coming and going. Improvement of the area around the south exit has been an urgent issue to ease the congestion and raise the level of convenience.

○ Replacement of Shinjuku Overpass of Koshu Highway

Shinjuku Overpass, which is supporting Koshu Highway stretching over railroads, was constructed in 1925.

Replacement had been discussed for a long time from the viewpoints of deterioration and resistance to earthquakes. As the result, the replacement project started in fiscal 1994 and was completed nearly 20 years later in fiscal 2012 by which the 80-year-old deteriorated overpass was renewed to a strengthened structure.

Comparison of the aged bridge with that after maintenance

Old bridge built in 1925

Steel truss structure

Source) MLIT

Replaced bridge in 2012

Steel framed concrete structure
## ○ Development of transport nodes

In the surroundings of the south exit of Shinjuku Station, where about 60,000 cars and 140,000 pedestrians pass by per day, there was a shortage of comfortable spaces and issues of traffic congestion and accidents associated with passengers of taxis and private vehicles. In addition, even though the area functions as important transport nodes that represent the Tokyo metropolitan area, bus stops of highway route buses were interspersed in the Shinjuku area, so transfers among transport services, such as railways, highway route buses, and taxis, were not convenient. To solve this situation, safe, secure, and comfortable spaces for pedestrians have been created and the function as transport nodes enhanced by effectively utilizing the artificial grounds that were used as the operation yard for the replacement project of Shinjuku Overpass and by improving the function as transport nodes.

National Route 20 (Koshu Highway) after development

Impact of getting on/off on the bridge

Lack of space for staying pedestrians

Congestion of National Route 20 (roadway)

Source) MLIT

Consolidated major highway bus stops around Shinjuku Station

Overview of Facilities at Shinjuku South Exit Traffic Terminal

## <>

■ Location: Shinjuku 4-chome, Shinjuku-city to Yoyogi 2-chome, Shibuya-city

■ Facility area: approx. 1.47 ha

■ Structure: Eight stories aboveground, two stories underground

Steel construction, partially steel-framed reinforced concrete structure

■ Use: 4F Express route bus related facilities

3F Taxi stand, etc.

2F Station facilities, pedestrian plaza

Source) MLIT

In October 2015, the public was invited to create a nickname for the Shinjuku South Exit Transportation Terminal, and in January 2016, it was decided to be “Shinjuku Expressway Bus Terminal.” The terminal opened on April 4 in the same year. Since then, it has been expected to bring stock effects from this improvement project, such as decreases in traffic congestion and accidents, higher convenience brought about by the integrated bus terminal, and the liveliness of the attached commercial facilities, and to lead to more efficient operation control with use of IT.
will serve as the foundation of the town for 100 years or so."

Exactly as these words say, Miike Port is still being operated as a port supporting regional economic and industrial activities. This is a case that demonstrates that the port development brings about long-term effects on the regional economy, such as establishment of enterprises and increases in employment.

Full View of Miike Port

Source) MLIT

## (iii) Railway development

The nationwide network of trunk railways is the lifeblood of passenger and freight transport, accelerating interaction between blocks and between regions, encouraging industrial location, and activating regional economies to energize regional living. Rail freight transport, in particular, plays a dominant role in moving industrial commodities that support regional economies.

## (iv) Road development

Most newly built plants are located within 10 km from an expressway interchange in order to promote the efficient logistic flow of products and materials, transportation convenience, and so on. The formation of a new network of trunk highways, such as arterial high-standard highways, is being promoted to strengthen international competitiveness and to further regional independence and industrial growth through accelerating and facilitating logistics.

## (4) Accelerating the development of transport infrastructures

Regarding the method of determining whether considerations for setting sectional surface rights, etc. relating to projects authorized to use deep underground pursuant to the Act on Special Measures concerning Public Use of Deep Underground (Deep Underground Act) are to be treated as transferred income or not, the FY 2015 tax reform took a measure to have the considerations set according to the vertical range of the sectional surface rights, etc. in which the profit from use is limited, instead of one fourth of the land price. This measure taxes, as transfer income, a certain amount of the considerations for setting sectional surface rights, etc., relevant to the projects that are implemented as integral part of a project accredited under the Deep Underground Act, granting a special credit of 50 million yen for exchanges on expropriation, etc..
corporations and associations that are accredited to be capable of voluntarily conducting various activities, such as cleaning and planting seashores for preservation, protecting rare species of animals and plants along the seaside, getting prepared for natural disasters and hosting sessions of environmental education, and implementing proper and positive coastal management, as seaside cooperation organizations to reinforce the ties of collaboration with localities and thus to enhance coastal management to suit regional characteristics.

## (v) Regional promotion built around ports

Those facilities at which continual approaches to regional development are carried on have been accredited and registered as Minato (Port) Oases by Regional Development Bureau Director Generals and others to promote community development around the core of ports to help revitalize localities by promoting exchanges of local residents and tourism (as of March 31, 2016, 88 ports).

Diverse events with resident participation taking advantage of regional characteristics and ingenuities are being held at the Minato Oases nationwide, bustling with numerous local residents and tourists.

In addition, the All Japan Sea-kyu Gourmets Competition, an event featuring local specialty food, held at the National Council on Minato Oases, an organ aimed at encouraging exchanges, etc. among the administrators of the Minato Oases nationwide, attracted a large number of participants.

With the aim of regional revitalization, further utilization as venues for providing services to increasing passengers of oceangoing cruise ships and the like is expected.

## (vi) Building centers of marine leisure

The MLIT not only drives the construction of Umi-no-Eki Stations as marine leisure sites that leverage existing port facilities, marinas, fish arenas (fishing + arena) and the like (as of the end of December 2015, 154 Umi-no-eki available) but also provides support, etc. to diverse, regionally distinctive efforts in progress at Umi-no-eki, such as cruising by rental boats, sale of marine products, a hands-on experience with fishing and sponsoring of events.
(6) Promoting the maintenance of cadastral maps positively

Cadastral surveys are conducted by municipal authorities to determine the boundaries of individual lots of land, which contribute to smoother land transactions, private development and infrastructure development, as well as faster disaster prevention and restoration/reconstruction from disasters. The MLIT not only provides financial support to cadastral surveys, develops public-private boundary information in urban areas and preserves boundary information in mountain villages under direct state control to accelerate cadastral surveys, but also promotes the utilization of non-cadastral survey results.

The MILT also supports the implementation of cadastral surveys in the regions devastated by the Great East Japan Earthquake in conjunction with restoration and reconstruction projects and refurbishes government-private boundary information under the government’s direct control in the areas that could be inundated by Nankai Trough Earthquakes once they occur and drives the maintenance of land registers in the areas that could be hit by massive natural disasters, thereby contributing to safe and secure regional developments.

## (7) Deep underground utilization

Regarding deep underground utilization, deep underground utilization council is leveraged to exchange information on deep underground space in addition to technical discussions on smoother examination.

## 4 Self-Reliance and Revitalization of Wide-Area Blocks, and Formation of National Land

(1) National land and regional development for creation of convection promoting national land

To achieve regional revitalization and sustainable growth, it is important to deploy measures in an integrated manner while drawing out regional wisdom and devices. Therefore, with the aim of forming convection promoting land that
(3) Promoting regional settlement, etc.

In order to support information dissemination by municipalities that work on expanded interactions and relocation to rural areas through hands-on exchange programs for young people in rural areas, such information is put together in the MLIT website. Information about dual habitation is also being disseminated.

The MLIT also supports the appropriation of General Social Infrastructures Development Subsidies for the utilization of vacant houses and buildings and disseminates information about the measures taken by local governments in connection with house replacement and dual-area residence, information about nationwide banks of vacant houses and to address the issues of a wide range of regional issues.

## (4) Introduction of local design license plate

Upon passing of the Act to Partially Amend the Road Transport Vehicle Act and the Act on National Agency of Vehicle Inspection that incorporates the exchange system for design license plate according to the wishes of car users, we started examinations in August 2015 for issuance of license plates with designs that feature regional characteristics.

## 6 Securing Means of Regional Transport

## (1) Securing, maintaining and improving means of regional transport

Maintaining day-to-day means of regional transport is of vital importance to the revitalization of regional communities. Out of this recognition, the MLIT supports efforts directed at forming comfortable and safe public transport, as by securing and maintaining community transport, such as regional bus routes and sea and air routes to remote islands, in collaboration with diverse stakeholders and developing facilities that help add to the safety of local railways. In FY 2015, we facilitated the realization of efficient and sustainable local public transportation by enhancing support in the realignment of local public transportation, leveraging the framework of the Act on Revitalization and Rehabilitation of Local Public Transportation Systems.
(2) Activating regional railroads and supporting safety assurance, etc.

While regional railroads not only support the livelihood of the local residents living along the railroads as a means of their daily transport but also play an important role in providing them with public transport of critical importance in supporting regional interaction between tourist resorts. However, their management is in an extremely tough situation. For this reason, the MLIT supports not only the maintenance of safety facilities by implementing regional public transport securing, management and improvement projects or offering tax incentives but also the construction, etc. of new stations on those local routes that have high potential needs for railway use by implementing projects designed to activate trunk railways, etc..

## (3) Subsidizing regional bus routes

Securing and maintaining means of regional public transport, such as public buses, for the benefit of local residents, particularly those with limited access to transport, such as elderly people and schoolchildren, is of critical importance. To help secure and maintain optimal networks of regional transport tailored to specific regional characteristics and conditions, the government has a policy of providing integrated support to the availability of regional transport services (such as inter-regional bus transport networks Note or bus, demand-responsive and other forms of regional transport closely related to trunk transport networks) under a scheme of shared responsibility with local governments. For other routes, relevant financial measures are taken to enable local governments to maintain them at their own discretion.
## (4) Supporting transport to and from remote islands

To sustain air transportation to remote islands, air carriers extending their air routes to remote islands are granted comprehensive support (budget: airframe purchase grants, operational cost grants, tax and public dues: landing fee alleviation, aviation fuel tax alleviation and so on). Starting from FY 2012, airfare discounts for isolated islanders have been subsidized on the air routes eligible for operational cost grants as part of expanding support to transport to and from remote islands.

Remote island sea routes, a vital means of transport to support islanders' daily living, are now extremely tough to economically manage. The running costs of those sea routes for daily life that are anticipated in the red and for which no alternative routes are available are subsidized by regional public transport securing, management and improvement projects. Also, fare discounts subsidies for island residents and support in building ships with better operational efficiency are provided.

Furthermore, based on the Basic Plan on Transport Policy (February 2015), the operation of bus transportation with land and sea connection that enables the elderly and those who have walking problems to use a ferry while riding on a bus started from April 2015, and 10 business operators are providing the service as of the end of FY 2015.

In FY 2015, 54 remote island air routes were in service, when compared with 289 sea routes available at the end of FY 2014 (119 of which are grant-maintained air routes).

## Section 3

## Promoting the Private Urban Development

## Promoting Urban Development by Private Sectors

(1) Promoting urban development by private sectors based on the Specific Urban Reconstruction Emergency Development Area program

While rapidly growing Asian nations have resulted in a proportionate decline in Japan’s international competitiveness, it has become an essential task to provide a powerful boost to the development of the urban areas in the nation’s major cities, a source of impetus to the national growth, in a partnership between the public and private sectors to turn them into attractive urban centers that lure businesses, human resources and more from overseas. To this end, the MLIT established the system of Specific Urban Reconstruction Emergency Development Areas to enhance urban international competitiveness of the designated areas, and 12 areas nationwide are now designated as such (as of March 2016). In nine of them (as of the end of March 2016), development plans were

formulated by councils formed in a partnership between the public and private sector. The International Competition Base City Development Project has also been launched to provide prioritized, concentrated support to the development of urban center infrastructures in accordance with development plans.
## Section 4

## Promoting Localized Promotion Measures

## 1 Measures Directed at Heavy Snowfall Areas

The MLIT not only promotes the availability of transport and the development of the living environment and national land management facilities under the Act on Special Measures concerning Countermeasures for Heavy Snowfall Areas but also conducts surveys for safe, comfortable community planning. As of April 2015, 532 municipalities were specified as heavy-snowfall areas (201 of which were designated as special heavy-snowfall areas).

## 2 Promoting Remote Islands Development

The MLIT is supporting remote islands development pursuant to the remote islands development plans formulated by the prefectures in accordance with the Remote Islands Development Act not only by appropriating lump-sum budgets for the implementation of public works projects, but also extending Remote Islands Rejuvenation Grants, to encourage settlement in remote islands, as by fostering industries and increasing employment, accelerating the scope of exchanges, as by promoting tourism, improve and consolidate safe and secure settlement conditions and so on.

## 3 Promoting and Developing the Amami Islands and Ogasawara Islands

In addition to implementing the development of social infrastructures through promotion and development projects, etc. based on the Act on Special Measures for Promotion and Development of the Amami Islands and Act on Special Measures for Promotion and Development of the Ogasawara Islands, the MLIT leverages grants, etc. to assist with regional efforts directed at boosting employment and encouraging settlement by promoting tourism, agricultural and other industries suited to regional characteristics in pursuit of more self-supporting, more sustainable growth.

## Promoting Peninsulas

Based on the Peninsular Areas Development Act as extended and amended in April 2015, prefectures prepared revised peninsular development plans, which received consent of the competent minister in February 2016 upon deliberation at the National Land Development Council. Furthermore, in addition support provided in establishing circulation roads in peninsulas and promoting industries, a project for promoting peninsulas with wide-area cooperation is newly established to assist facilitation of exchanges leveraging resources and characteristics in peninsulas, promotion of industries, and non-structural projects that contribute to settlement.