Inzai as the future of Japan

New housing going up in the Inzai portion of Chiba New Town

It was a little odd to open the Japan Times this morning and find a feature about the city we live in, Inzai; odd in the sense that for as long as we’ve lived here whenever we tell people our address, in almost every case they’ve never heard of Inzai, which is the city just to the west of Narita in Chiba Prefecture. The article, written by Elaine Lies of Reuters, uses Inzai as a model for future growth in Japan, which is seeing its population shrink and age. For this purpose, the article compares Inzai’s situation with that of its neighbor to the south, Sakura, which is aging much more rapidly. The reason for Inzai’s good fortune is what Reuters sees as its aggressively pro-growth outlook. Inzai is one of the three cities that are part of the Chiba New Town development project, while Sakura is a typical suburban bedroom community that was developed in the 70s-80s during the lead-up to the Japanese bubble period. Though it includes some neighborhoods, like Yurigaoka, which was planned around an offshoot of the Keisei Main Line, that continue to attract young families, for the most part Sakura is made up of isolated housing subdivisions that no one is really interested in any more, probably because most of them are far from train lines. Inzai, on the other hand—or, at least, the part of Inzai that Reuters was covering—is built along the Hokuso Line, which also happens to follow Route 464, a major road that goes from the edge of Tokyo almost to Narita airport. In fact, the first item in the article that raised any eyebrows on our part was the factoid that says Inzai is 40 minutes from the airport. Actually, if you take the Airport Access train from either of Inzai’s two express stops, it’s only about 20 minutes, so we suspect the reporter got her information from someone who drives to Narita. As of now, 464 doesn’t reach as far as the airport. After it gets to the town of Sakae, you have to take back roads to get there.

And in a sense, this ironic lack of ready automobile access to the area’s most prominent feature is what makes Inzai less progressive than the article makes it out to be. Interestingly, Lies does not mention one feature of Inzai that the local government plays up constantly—that it has been named multiple times as Japan’s most livable city by the business magazine Toyo Keizai. The reasons have to do with things like affluence, green spaces, and convenience. Inzai’s tax base, as Lies implies, is quite sturdy owing mainly to the fact that new housing developments are booming along the 464 corridor. After we moved here in 2011, much of the land that had been put aside for the Chiba New Town project was opened up for development by UR, the semi-public housing corporation that managed the land. Because the land had been held for so long in the hopes that it would someday regain the value it had at the end of the 1980s (it never did), and UR was losing money in the process, the central government had for years been pressuring the corporation to liquidate it, and finally gave them a deadline. So they mostly sold it to developers and housing companies at prices far below those they’d paid, and all at the same time. The most valuable properties in the New Town area, those immediately adjacent to 464 and the Hokuso Line, were originally slated for commercial development, either for retail businesses or office buildings, and while Inzai did manage to attract a fair amount of commercial interests, it wasn’t nearly as much as Reuters seems to think. There are at least three shopping malls within 15-minute bike rides from our home and two of them are only half-occupied, despite the huge amount of residential development taking place. And as far as office buildings go, most were built two decades ago around the Chiba New Town Chuo Station. For the most part they are data centers for banks and other major financial institutions. Inzai is built on bedrock, so in the event of a major earthquake the records of these companies should be safe. As far as new commercial facilities go, the only things we’ve noticed is more logistics centers, which take advantage of Inzai’s proximity to Narita Airport. Read More

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Something to think about (2)

Sakura city office

Sakura city office

In the weeks since we visited the house in Usui we have, indeed, thought a lot about it, and our interest has blown hot and cold. Though we like the layout and the unblocked view to the south, we’re still not sold on the location. Keisei Usui Station is 20-25 minutes away on foot, and the train takes about an hour and fifteen minutes to get to central Tokyo. It’s considerably cheaper than the Hokuso Line, which we use now, and there are more trains per hour, but the Hokuso Line gets directly to the heart of Tokyo in about an hour and is never very crowded, even during rush hour. And it only takes us about 7 minutes to get from our front door to the platform. Of course, the train isn’t a monumental consideration since neither of us goes into Tokyo more than twice a week. Then there’s Usui itself, which as a bedroom town is older than Inzai and experienced the kind of suburban sprawl that plagued most Tokyo bedroom towns developed in the 60s and 70s, while Inzai was better planned and has more parks and open spaces. That said, Inzai is also somewhat antiseptic and lacks the kind of character older Japanese communities offer. Usui was incorporated into the larger city of Sakura some years ago and Sakura is one of the great castle towns of the Kanto region. Parts of it are quite beautiful and well-preserved, it’s just that those parts are not in Usui.

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Something to think about (1)

As mentioned elsewhere in this blog and others, we live on what has been described as the most expensive train line in Japan. It’s also one of the most convenient–if you’re traveling into Tokyo or to Narita Airport. If you’re trying to get somewhere in the local vicinity that isn’t directly on the line, however, it’s not convenient at all. For instance, a few weeks ago we wanted to inspect a property in Sakura, a fairly large city in northern Chiba, which happens to be serviced by two train lines. As the crow flies, Sakura is directly southeast of where we live, and by car probably would take about a half hour to reach, but we don’t own a car. By train it would take more than an hour, though, as well as a considerable monetary investment, because we would have to go into Narita first and then transfer to another line, and while the line we live on does go to the airport, it doesn’t actually stop in Narita city, which is where the connections are.

So we did what we usually do: rode bicycles to the property. Pedaling from Inzai to Sakura gives you a perspective you wouldn’t otherwise have if you drove or took the train. Inzai is still “developing,” as it were, and has been carefully planned; or, at least, more carefully planned than other cities in Chiba. The roads are wide and straight. Sidewalks provide ample bicycle lanes. Subdivisions do not encroach awkwardly on farmland or abundant tracts of forest–the satoyama dynamic holds for the most part. The commercial areas are well contained and laid out in a relatively efficient fashion. As you pass from Inzai to Sakura, these features slowly give way to the more common Japanese suburban clutter. The roads become narrower and sidewalks eventually disappear altogether. Houses and commercial buildings appear on top of one another. Main thoroughfares take forever to get where they’re going and if you really want to get there in a reasonable amount of time you have to constantly stop and check a map. Japan, as someone once told me, was custom made for GPS. Read More