Silviase/jgov_v1.4_full_ann huggingface dataset:
レンタカー・フェリー限定

大分・宮崎 乗り放題ブランス

レンタカーまたはフェリー利用で

大分・宮き内の高速道路が乗り降り自由！（乗り放題のみ）

## • Wide-area cooperation in Kyushu and Shikoku

As for the tourism, the development of Higashi-kyushu Expressway activated the exchange between Kyushu and Shikoku. Travel agencies added plans to tour around Ehime from Miyazaki and Kagoshima. West Nippon Expressway Company Limited is planning on adding a free pass plan of expressways in Oita and Miyazaki for ferry users (Figure 2-115).

Figure 2-1-15

The driving paths of West Nippon Expressway Company Limited

Source) West Nippon Expressway Company Limited

With these efforts, the number of vehicles that used ferry between Ehime and Oita during the Golden Week in 2015 increased by about 20% from the previous year (Figure 2-1-16). In the Yawatahama Port in Ehime, which serves as an entrance on the Shikoku side, a Michi-no-Eki (Roadside Station), Minato Oasis “Yawatahama Minatto”, opened in April 2013, attracting a host of users. In addition, the development of Ozu-Yawatahama Expressway, which is the access roads from Yawatahama Port to Shikoku and the strengthening of functions of Shikoku Jukan Expressway to reach Kyoto, Osaka, and Kobe, will also form a broad route that connects Kyushu, Shikoku, Kyoto, Osaka, and Kobe to stimulate the tourism and logistics industries in the future.

## As described above, the development of Higashi-kyushu

Expressway increased the location superiority of Kyushu, which is close to countries in Asia, and contributes to the economic vitalization in the Kyushu region and the enhancement of international competitiveness for domestic corporations. What is more, the development of traffic network across the country from Kyushu to Shikoku and Kansai to Kanto is expected to facilitate the exchange of tourism and logistics in broad areas.
## ■ Sendai-Shiogama Port and Ohira IC

The Tohoku Expressway runs through the vicinity of Ohira-mura in Miyagi to provide a home-court advantage of 30 km to the Sendai-Shiogama Port, which is the largest in the Tohoku region. Also, the placement of Ohira IC by Miyagi increased traffic convenience and attracted the investment of corporations in the area mainly by automobile manufacturers. Central Motor Co., Ltd., (current Toyota Motor East Japan, Inc.) decided to build a domestic production base of small vehicles in the area $ {}^{Note37} $ . With that, the piers that can correspond to larger transport vessels were developed at the Sendai-Shiogama Port (water depth from 7.5 m to 9 m) to strengthen the handling capacity of vehicles and give a boost to efficient logistics (Figure 2-1-17).

Figure 2-1-17

Sendai-Shiogama Port and the vicinity of Ohira IC

Source) MLIT

Through the impact of such infrastructure development, the production volume of vehicles in the area is on the rise. During the time of Great East Japan Earthquake occurred in March 2011, the early resumption of Sendai-Shiogama Port helped the recovery of production activities of corporations at an early date. In 2012, the handling volume of complete vehicles transport at the Sendai-Shiogama Port increased dramatically (Figure 2-1-18).

At present, the headquarters functions of Toyota Motor East Japan, Inc., moved to Ohira-mura and attracted related corporations. This brought a rise in employment and internal training facilities were built to serve as a major driving force of regional revitalization.
Nihonkai Engan Tohoku Expressway and Keihin Por

Nihonkai Engan Tohoku Expressway is a 322 km-long National High-Grade Trunk Highway that connects Niigata, Yamagata, Akita, and Aomori. The contemplated route was announced in 1987 and the roads are opening in Niigata sequentially after 2002. In prospect of the advancement in road development, in 1990, a world leading manufacture of aircraft interior, JAMCO Corporation, began the operation of a new plant in Murakami, Niigata (Niigata JAMCO Corporation). Niigata JAMCO Corporation procures parts from Yamagata and Akita for assembly and transports to the Keihin Port to ship to aircraft manufactures overseas (Figure 2-1-19). The sequentially opening Nihonkai Engan Tohoku Expressway was utilized to expand the business. The JAMCO Group's galleries (kitchen equipment) account for 30% of the share in the world and 70% of it are handled by Niigata JAMCO. Also, Niigata JAMCO handles the entire world share for the lavatories (bathroom equipment), which is 50%.

In keeping with the strong sales and anticipated demands, the company hired 250 new employees locally in 2013 and 2014, bringing the total of locally hired employees to 550 employees. In Murakami, the valid job opening-to-application ratio reached the level of about two-fold of the average in Niigata, indicating the company's contribution in creating regional employment (Figure 2-1-20). In addition, in February 2016, the company began the operation of the second plant in Murakami.

At present, the development of the missing link from Asahi Mahoroba IC (Niigata) to Atsumi Onsen IC (Yamagata) (Asahi Atsumi Road) is in progress. The traffic convenience is expected to increase with the completion of these routes, which leads to the vitalization of the local districts (Figure 2-1-21).

What is more, the opening of Nihonkai Engan Tohoku Expressway is expected to improve the aspect of disaster preparedness. The national route 7, which is the major trunk road in Niigata and Yamagata, has been faced with the occurrence of mudslides due to heavy rainfalls, overtopping waves and motor accidents. The mudslide occurred in July 2006 caused a complete closure for 42 hours. The improvement of Nihonkai Engan Tohoku Expressway secures a substitute road network to avoid severed road networks (the securement of redundancy), bringing in safe and secured logistic transport and residents' life.
Figure 2-1-21

Source) MLIT

## ■ Tokuyamakudamatsu Port

Tokuyamakudamatsu Port (Kudamatsu Second Public Pier) is located in the vicinity of Kasado Works, Hitachi, Ltd. (Figure 2-1-22). Prior to the development of Tokuyamakudamatsu Port, due to the restrictions of port and harbor facilities, large vessels were not able to come alongside the pier. Because of this, the port was not used for marine transportation of railway vehicles for the United Kingdom manufactured at the plant. The transport form at that time was to barge from the pier alongside the plant to Kobe Port and then transship to a large vessel to transport to the U.K.

For this, in order to allow berthing of large vessels in Tokuyamakudamatsu Port, the mooring posts and fenders were added to the port (Completed in July 2015) (Figure

Source) MLIT

2-1-23). This allowed the railway vehicles manufactured at the plant to transport to the Tokuyamakudamatsu Port (Kudamatsu Second Public Pier), which is about 4 km away, to load them to a large vessel (to load with other export articles) and travel through Nagoya and Yokohama Port to ship to the U.K. In addition, the asphaltic pavements were constructed at the pier to allow temporary storage of railway vehicles before shipment to improve convenience (Figure 2-1-24).

These improvements shortened the transport days to England by eight days from 53 days to 45 days. The transport costs are also expected to reduce by nearly 20%.

We can say that this is a great case that realizes stock effects with relatively small improvement costs by reflecting opinions from private businesses.
Figure 2-1-23

Improved mooring post (right) (The left is the existing mooring post)

Source) MLIT

## ■ Ebina Junction of the Tomei Expressway

The lamps (external lamp) toward Tomei Expressway to the north of Ken-O Expressway often had backups at the merge points during rush hours in the morning and evening on weekdays, as well as early evenings on holidays. Central Nippon Expressway Company Limited aims to relieve backups to operate two-lane roads by tentatively narrowing down the existing lane width and shoulder width on roadway from October 30, 2015 (Figure 2-1-25).
The external lamps with such measures started seeing fewer backups (Figure 2-1-26) and with maintenance and improvement work by reducing costs, the effect of constructing traffic networks is maximized to lead to the definite tense of users and the securement of safety.

(Notes) 1 Before operation: From Friday, October 16 to Sunday, October 25, 2015. After operation: Saturday, October 31 to Monday, November 9, 2015.

2 The traffic volume on outbound lamp was about 23,000 vehicles per day before operation and about 26,000 vehicles per day after operation.

3 Congestion: The condition that cars that drive slow below 40 km per hour or repeat stop and go for more than one km or for more than 15 minutes.

## (2) Safe and secured infrastructure

## ■ Metropolitan Area Outer Underground Discharge Channel

Kasukabe City located in eastern Saitama has numerous rivers as the area is surrounded by Nakagawa River, Tone River, Edogawa River, and Arakawa River. The altitude is low and water tends to back up, creating an environment that easily causes floods after typhoon and heavy rainfalls in broad areas.

In order to resolve these issues, the Metropolitan Area Outer Underground Discharge Channel was built under the national route 16 crossing Kasukabe City from east to west. It was completed in 2006 (Figure 2-1-27).

This discharge channel takes water from swollen rivers and discharges into Edogawa River through the underground discharge channels. After partial water flow in 2002, the number of channels in operation reached an accumulated total of hundred times by FY 2014 and more than seven times in annual average (Figure 2-1-28). By placing in service, the occurrence of floods in the Nakagawa River and Ayase River basin including Kasukabe declined dramatically. While the number of units experienced flood damage in 1990 was approximately 35,000 houses for ten years, the number dropped to 5,745 houses in ten years from 2000.

In addition, at the time of the Kanto and Tohoku Heavy Rainfall in September 2015, the water flow of discharge channels recorded the largest flow volume since the start of water flow. With this, compared to the flood in August 1986, while the rainfall was about 1.1-fold, the number of units experienced flood damage in the Nakagawa River and Ayase River basin declined from 16,874 houses to 1,849
houses, which is a decline of nearly 90% (Figure 2-1-29 and 2-1-30).

With the decline of flood risks, in 2003, Kasukabe City specified the vicinity of Showa IC as the industrial designated region in which the route 16 and the route 4 cross to promote the attraction of enterprises. Since Kasukabe is basically an area with great traffic convenience, twenty-nine corporations operating distribution warehouses and shopping centers made a foray to create the employment of over 3,000 people (Figure 2-1-31).

In addition, the appearance of surge tank received the name of underground Parthenon and attracts a host of visitors. It also gains popularity as a tourist destination and a location for shooting movies and TV shows. There are events that lead to regional promotion by the government, municipality, and citizen organizations (Figure 2-1-32).

With the development of structural aspects, Kasukabe is also putting efforts on the measures on non-structural aspects. Each year, for the preparation of floods and other disasters in the surrounding areas located on the right bank of Edogawa River and Edogawa River, the flood prevention frameworks and flood prevention constructions have been in place. Also, in December 2015, a disaster hazard map was created to include preparedness for earthquakes, floods and other disasters to raise the awareness of disaster prevention in the area.

As just described, the Metropolitan Area Outer Underground Discharge Channel are beneficial in displaying major effects on the reduction of water floods risk to make a contribution on the development of regional economy.

Source) Developed by MLIT from the flood statistics and materials published by Saitama.

Figure 2-1-31 The situation of established corporations inside the Kasukabe City Industrial District

Source) MLIT

Source) MLIT
■ Mount Fuji sediment control facilities project

In Fujinomiya City and Fuji City situated at the southwest base of Mount Fuji, there are frequent sediment-related disasters due to sediment discharge from the collapse of Osawa Note 38, which makes it difficult for land use.

Starting in 1969, the direct sediment control facility project began and set up 77 facilities including the Osawa River sediment-retarding basins (Figure 2-1-33). With this, the sediment-related disasters caused by heavy rainfalls are prevented beforehand. When the debris flows of about 280,000 sq. meters, which is the largest one in recorded history, traveled down in 2000, the sediment control facilities trapped the sediments. The facilities also banked up the debris flows occurred in April 2015 and prevented any damages to surrounding areas.

With the decline of sediment-related disasters, the industrial parks were reclaimed to promote establishment of corporations. The number of corporations made a foray in the western base of Fujinomiya City and Mount Fuji is reaching 40 corporations at present since two corporations were established in 1986.

In addition, for tourism, the number of tourists, which was about 500,000 in 1989, has been growing continuously and reached over 2 million tourists in 2013, which is an increase of more than four-fold (Figure 2-1-34). Since the area originally has great views of Mount Fuji and surrounded with abundant nature, the progress of development leads to regional revitalization that utilizes tourist resources.

In addition, the Chubu Regional Development Bureau Fuji Sediment Control Facility Office teams up with local governments in Shizuoka to hold an observation meeting for the collapse of Osawa and participate in civil events to raise the awareness of disaster prevention among local residents and deepen the understanding of sediment-related disasters.

The peripheral map of Osawa Fan region

Source) MLIT

## (3) Life infrastructure

## ■ Shinagawa Season Terrace

Shinagawa Season Terrace is a commercial building that mainly has offices and shops and opened in the Shinagawa area in May 2015. There are many facilities in the Shinagawa area, including Tokaido Shinkansen Shinagawa Station, an original station for Chuo Shinkansen for Linear Motor Cars, and the JR line new stations to be built in between Shinagawa and Tamachi, making it an area of major development in the future.

Shinagawa Season Terrace is a large eco-friendly complex building with enhanced disaster prevention functions (quake-resistant mechanism, emergency power generation, acceptance of people who are unable to return home after disasters, etc.) and numerous characteristics worthy of special mention. What it should be pointed out is the integrated development of upper space along with the update of sewerage facilities.
In general, within the premises of the city facilities such as roads, rivers, parks, and sewerage facilities under the City Planning Act, the construction of facilities is limited one cannot develop buildings with shops and restaurants. Although the original plan was to construct a reservoir for rain that collects soiled sewage especially in the beginning of rain, the application of the vertical city planning system under the City Planning Act allowed the construction of office and commercial building (Shinagawa Season Terrace) above the sewerage facilities for effective utilization of land space (Figure 2-1-35).

Figure 2-1-35

Before and after the development of Shinagawa Season Terrace

Before

▶ ▶ ▶

Source) NTT Urban Development Corporation

As for the development costs, the entire construction cost of the above-ground part of Shinagawa Season Terrace is covered by private businesses and the Tokyo Metropolitan Government that operates sewerage facilities does not bear any cost. In addition, the land lease cost paid to the Tokyo Metropolitan Government by private businesses is expected to contribute to the stable management of sewage works.

Also, as for the ingenuity of energy utilization, by making the most of being sewerage facilities, the facilities collect heat from the treated water of wastewater treatment facilities and use as recycled wastewater for toilet water (Figure 2-1-36).

After

Figure 2-1-36

The conceptual diagram of utilizing natural energy

Source) MLIT
■ Kyoto Tango Railway

Kyoto Tango Railway is a railway that runs Tamba in northern Kyoto, Tango area, and Tajima in northeastern Hyogo. For many years, it was affectionately called Kitakinki Tango Railway Corporation and played a central part as a public transportation connecting regions (Figure 2-1-37).

However, due to dwindling birth rate and an aging population, advanced motorization, leisure diversification and the hollowing of industries, the number of users and transport revenue declined. The number of users in 2013 dropped by about two thirds of the peak in 1993 and the management environment greatly deteriorated. With this, the local governments along the railway, which are two prefectures, five cities and two towns $ ^{39} $ , play a central part in aiming for the integration of surrounding areas and the railway for regional revitalization to determine the reconstruction of railway business.

Figure 2-1-37

Railway map of Kyoto Tango

Source) WILLER TRAINS, Inc.

The management philosophy of Willer Trains Inc. aims to achieve the cooperation of traffic network development and town development. For the development of highly convenient traffic network, they work together with bus

In April 2015, the name was changed to Kyoto Tango Railway. Under the ownership of Kitakinki Tango Railway Corporation (third sector), the railway facilities were introduced with the system of separation between up and down lines by Willer Trains Inc (Figure 2-1-38). Willer Trains Inc. is a subsidiary of Willer Alliance Inc. which runs highway bus business and travel agency. It is expected that they will utilize management know-how of the same group for operation.

and tour vessel operators to set up schedule with due considerations to transit and create common free pass, as well as to work with local governments to distribute timetables for residents to promote the use by combining area maps with coupons for local restaurants.

In order to activate the interdistrict exchange, the inauguration event, Daitantetsu Festival was held in one of the three most scenic spots in Japan, Amanohashidate, in May 2015. A number of visitors used the railway to visit the event venue. While the number of passengers was 7,128 people, which is about 200% compared to the same day in previous year. Even surrounding shopping areas saw an increase in visitors to display ripple economic effects.
In recent years, a number of tourists from abroad arrive at Maizuru Port, which is the entrance on the Sea of Japan side. The areas along the port also lay stress on the promotion of inbound tourism as the sightseeing zone as part of Kyoto by the Sea. The Kyoto Tango Railway also aims to enlarge the inbound tourism and released one-day railway tickets, as well as the multilingual station symbols on station signs and in-train announcement for international travelers. For the future, they will review the railway schedule with regard to tourist traffic lines and promote exchanges inside the district by adding new train plans and information dispatch.

This is a case that private businesses enter into the management to work on restoring the existing railway business. It is expected that regions get together to realize stable operation of local public transportation and the vitalization of local district as the communities get together as one.

Figure 2-1-39

Sightseeing train Tango Kuromatsu

Source) WILLER TRAINS, INC.

## “Visualizing” the stock effect

While, in Section 1, we looked at the examples where the stock effect contributed to the firm production activities and regional economics, it is important for the private sector to recognize the effect and take full advantage of the effect. In this section, to clearly show various types of the stock effect brought by infrastructures to the users such as private businesses and people, we introduce examples in which big data and results of user surveys are used to detect the effect objectively.

## ■ The example of Kyoto Jukan Expressway – Use of big data—

The Kinki Regional Development Bureau uses the big data of location information obtained from mobile phones to analyze the number of visitors in each tourist destination in the northern Kyoto region after Kyoto Jukan Expressway opened in July 2015. This made it possible to analyze in detail the location and the number of visitors, which revealed that the number of visitors increased in each tourist destination (Figure 2-1-40 and 2-1-41).

Source) MLIT
Figure 2-1-41

The number of visitors and hotel guests after the opening of Kyoto-Jukan Expressway (Weekends/Holidays)

- The number of overnight guests

-The number of visitors who visited four or more locations

(Notes) 1 The number of users is an estimate from the data of Konzatsu Tokei $ ^{®} $ and does not match other published values.

2 Date analysis, based on the calculation of location information, estimates the situation of road use and the situation of visiting five cities and towns in northern Kyoto.

3 The locations visited are counted by the number of locations that they stay for more than 15 minutes within the 250 m mesh.

4 The period of analysis is from July 18 to September 30, 2014, before opening and July 18 to September 30, 2015, after opening.

5 The number of visitors is counted targeting those who visited for sightseeing mainly on weekends/holidays.

Source) Developed by MLIT based on the Konzatsu Tokei $ \textsuperscript{®} $ Note 40 ZENRIN-DataCom CO., LTD.

## ■ The example of Chugoku Odan Expressway (Onomichi-Matsue Line) – Use of survey

The Chugoku Regional Development Bureau studied the impact of the opening of Onomichi-Matsue Line, Chugoku Odan Expressway, by conducting a survey on local establishments $ {}^{Note41} $ , a survey on road users $ {}^{Note42} $ and other surveys. Although the surveys were implemented before the entire line opened $ {}^{Note43} $ , the survey results showed that the opening of Onomichi-Matsue Line has already helped the business activities in the region, increased the frequency of traveling and other benefits of reviving tourism. They concluded the surveys found various impacts of the infrastructure investment (Figure 2-1-42).