著者

浅見 均 小美野 智紀

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.45, no.2, pp.225-237, 2015 (Released:2016-02-25)

参考文献数

23

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Railways, including local railways, serve as a form of public transport, and public transport is a constituent element of social infrastructure that helps support the lives of passengers. While it can be said that railways exist for the sake of their passengers, the converse is not true. Sound railway management cannot be readily sustained without a considerable number of passengers. With Japan now facing a downturn in total population, ensuring a sufficient pool of potential passengers within station territories has become a significant business challenge for local railway lines in particular. Ensuring sufficient populations within station territories is a nearly impossible task for a railway business, necessitating some form of outside assistance. Following the abolition of supply-demand adjustment regulations in 2000, recent years have seen an increasing number of local railway companies undergo transfers of management, making case studies on management revitalization of local railway companies of substantial social importance. This case study focuses on management revitalization of the Takamatsu-Kotohira Electric Railroad (Kotoden) in the Takamatsu urban area by employing the following analysis techniques: 1) Factor analysis of Kotoden’s successful management revitalization and comparisons with the findings of case studies on the Kishigawa Line 2) Detailed GIS (Geographic Information System) based analysis of changes in the populations of station territories along Kotoden lines 3) Analysis of the relationships between Kotoden’s successful management revitalization and urban planning 4) Comparative analysis with other urban areas The authors are convinced that the findings of this case study offer valuable information on successful management revitalization of local railways, given that success in this instance can be attributed to the fact that Kotoden’s management revitalization was authorized in recognition of its value as a public transport provider in the context of urban planning for the Takamatsu urban area. This case study was also able to show the utility and importance of analyzing population changes in station territories using GIS (100 m mesh population data). This research further demonstrated that tripartite management by local governments along the Kotoden railway lines, residents living along these lines (passengers), and the railway company itself are all major factors in the success of the management revitalization undertaken by this local railway company.JEL Classifications:O18, R14, R42

著者

小澤 卓

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.35, no.1, pp.215-230, 2005 (Released:2007-06-01)

参考文献数

29

被引用文献数

9 10

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Landfill exhaustion is important problem on the industry waste management for the local governments but it still remains unsettled. We have so far confronted an exhaustion problem of landfill due to a rapid industrialization. According to the Hotelling rule, it is inevitable that such an exhaustion of landfill will cause its service price to increase. We adapt Hotelling rule to the landfill-tipping fee.In this paper, we consider the case of Tokyo and other prefecture by using the Tokyo's interregional Input-Output table analysis. It is clear that the waste disposal as well as the landfill-use in Tokyo mainly relies on other prefectures. We also study an optimal landfill policy as well as a suitable local environmental policy, and then analyze the effect of industrial and economic impact on the long run situation. Moreover, we compare the flexible tax system following the Hotelling rule to a traditional taxation policy and confirm its incentive effective on reducing wastes in Tokyo.

著者

浅見 均 日野 智 佐藤 馨一

出版者

JAPAN SECTION OF THE REGIONAL SCIENCE ASSOCIATION INTERNATIONAL

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.32, no.1, pp.337-351, 2002-10-30 (Released:2008-10-10)

参考文献数

25

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On Japanese inter-regional railway, there are several networks. Shinkansen and existing lines (AC/DC/no electrification) have no inter-operability. We can regard that inter-operability is very important factor to evaluate quality or redundancy of inter-regional railway network.In this study, I analyzed concerning historical process of inter-operability in Japanese inter-regional railway network, and some example of making inter-operability and link stop with no alternative routes. Through this analysis, I can define current problems of inter-regional railway network in Japan.On ordinary condition, it is possible to increase social benefit by making inter-operability between Shinkansen to existing line. Yamagata Shinkansen project and Akita Shinkansen project are successful example.On situation of link stop, there are some risks to increase social losses. If that link has no alternative route, all trains cannot be operated. Even if that link has some alternative routes, many trains cannot be operated too. Because there are a large number of trains, slot of alternative route is not enough. 81days stop of San-yo Shinkansen is typical example there is no alternative routes.Those benefits or losses can be evaluated by quantitative method. But index of making inter-operability is next challenging.I trust that this study can provide some valuable knowledge to discuss development policy of inter-regional railway network, especially concerning making inter-operability between Shinkansen to existing line.

著者

平井 拓己

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.36, no.4, pp.1017-1029, 2006 (Released:2007-06-06)

参考文献数

16

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Loss of corporate headquarters from Osaka, the second largest city in Japan, to other cities has been a longstanding issue since 1960s. A considerable number of Osaka-based corporations have shifted their headquarters, or establish Tokyo headquarter while leaving Osaka headquarter in a ritual sense, which is unique situation in the international comparison among other second largest cities. This phenomenon is significant to the local economy, as loss of decision-making function affects the demand to local small businesses, as well as it deprives the capability of new business creation. Although there is no panacea to the problem, the local government faces the necessity to tackle the issue. With quantitatively identifying the shift of corporate headquarters in Osaka, this article attempts to examine changes in trends and factors of such shifts since 1980s, including a view of actual location of corporate executives and analysis by office functions. The research implies ongoing gradual shift of headquarter functions, driven by the needs of pursuing larger market and information gathering. Though it appears to be difficult to recover corporate headquarters already lost, it requires the local government policy to create incentives to provide economic rationality enough to attract headquarter functions.JEL classification: R11, R39, R58

著者

今野 源八郎

出版者

JAPAN SECTION OF THE REGIONAL SCIENCE ASSOCIATION INTERNATIONAL

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.3, pp.195-208_1, 1973-09-25 (Released:2008-10-10)

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Firstly, the report aims to clarify the importance of the meaning of transportation policy in creating the modern efficient transport network system associated with regional development planning in the socio-economically backward region (Chap. II, III). Secondly, the Paper points out the major items of the comprehensive transportation policy needed in the region (Chap. IV). Thirdly, in connection with the expressway network building policy, the importance of a scientific approach to the route selection of expressway system is discussed, and building policy of a higher standard of expressway, such as parkway, rational land planning, designed to prevent noise and air pollution, is recommended (Chap. V). Lastly, the Paper alludes to the urgent needs of the development policy on safety air routes system to overcome the long distance between the main cities in the region and the great metropolitan regions, such as Tokyo, Osaka, Sapporo and Fukuoka. It also emphasizes the importance of environmental planning in building large jet airports in the suburban areas of the major cities in the region (Chap. VI).The main items of the theses are as follows:I ForewordII The Present Stage of Development and Issues in Regional Development Policy1 Backwardness in Economic Structure2 Objects and Tasks of Development PolicyIII The Importance of Transportation Policy as a Development Strategy1 Socio-economic and Cultural Importance of Infrastructure Policy2 Transportation Policy Needed for Economic Growth After Take-offIV Comprehensive Transportation Policy in the Region1 The Need of High Efficiency Networks Including the Air Transport System2 Environmental Policy Including Air Pollution and Noise AbatementV Problems of Expressway Building Policy1 Problems in the Optimum Locational Policy2 The Future Tasks for the Creation of Comprehensive Optimum Network SystemVI Needs of Air Transportation System1 Needs of Safety Air Routes and Airports System2 Needs of Large Scale Environmental Plan in the Large and Medium Size Airports Areas

著者

光多 長温 後藤 和雄 宍戸 駿太郎

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.41, no.3, pp.705-719, 2011 (Released:2012-03-07)

参考文献数

8

被引用文献数

1 1

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This paper analyzes trends in demographic shift from regional areas to large metropolitan areas, and economic factors resulting from this demographic shift. First, we analyzed the status of demographic shifts between the large metropolitan areas of Tokyo, Osaka and Aichi Prefectures, and then other individual prefectures for 5-year periods starting from 1970, 1980, 1990 and 2000, and for age segments of 5-14, 20-24, 25-64 and over 65 years. As a result, we observed population inflow from regional areas to the large metropolitan areas in Tokyo and Osaka Prefectures for the age segments up to 24 years old and population outflow from large metropolitan areas to regional areas for the age segments of 25-64 years, except for the period starting from 1970. As for Aichi Prefecture, the trends of population inflow from regional to metropolitan areas was observed since 1990 for the age segments above 25 years as well as the age segments up to 24 yearsNext, we extracted “inflow populations to Tokyo, Osaka and Aichi Prefectures from other individual prefectures” as the ratio of inflow/outflow populations to each prefecture's population and “regional economic factors constituting the regional economy” as the ratio of each prefecture's factors against Tokyo, Osaka and Aichi Prefectures for the above-mentioned periods, and conducted attribution analyses with a multiple regression analysis approach. As for regional economic factors, we adopted 13 factors including industrial composition ratio, administrative investment, academic background index, sales turnover in retail industry that resulted in the economic factors attributing to demographic shifts for each period. The factors affecting the three large metropolitan areas most were the “tertiary industry ratio” , “industrial shipment value”, “administrative investment value” and “retail sales value”. To control population outflows from regional areas to large metropolitan areas in the future, upgrading industrial structure, turning from a reliance on public works and improving intellectual levels should be important.JEL Classification: R00, R1

著者

畑山 満則 萩原 良巳

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.35, no.3, pp.667-679, 2005 (Released:2007-06-01)

参考文献数

14

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About the time at Hanshin-Awaji Earthquake, the Hanaore, Nishiyama, and Obaku fault that pass through urban area in Kyoto city have been activate, so it is necessary to act against the huge disaster in the urban area, Kyoto city. Especially from the experience of Hanshin-Awaji Earthquake, waterside natural open-spaces are essential not only for providing natural amenities, but also for evacuation in the case of earthquake disasters in urban area.In this paper, we first explain waterside historical transition in urban area, Kyoto city, in order to check the lost watersides which are the potential of water side creation for mitigation of earthquake disaster risk. Secondly we consider Horikawa River Waterside Development Plan as an implementation of waterside reborn for earthquake disaster risk mitigation. Through the analysis of interview survey intended for senior person living in the target area, we know inactivation of the community of target area. Because it is necessary to activate regional community for planned waterside which function as the disaster risk mitigation, we consider the way to increase regional disaster prevention capacity based on community activity to implement disaster mitigation functions which waterside natural open-spaces have.JEL classification : Z13, Z12

著者

茅 国平

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.24, no.1, pp.79-97, 1994-12-30 (Released:2008-10-10)

参考文献数

8

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There are a lot of studies which analyse the information economy and the information industry in the developed countries. But, a few in the developing countries. This paper tries to analyse the information economy and the information industry in Shanghai by the I/O method. Besed on the priciples about the division of information industries, we summarize information industries in Shanghai into 15 sectors. Besed on the division, we calculate and analyse the I/O table of Shanghai in 1987. Meanwhile, we compare Shanghai information industries with Japan information industries. We point out the characteristics of Shanghai information economy. Finally, we suggest some directions to which Shanghai information economy should be oriented.

著者

浅田 甚作

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.28, no.1, pp.73-86, 1998-12-30 (Released:2008-10-10)

参考文献数

8

被引用文献数

1

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The purpose of this paper is to elucidate the growth factor of regional economies (=47 prefectural economies) in Japan between 1975 and 1990.According to the result of the analysis, capital leading type is the most, that is 24 prefectures. TFP (Total Factor Productivity) leading type is 18 prefectures, capital and TFP leading type is 4 prefectures. Labor leading type is only one. In this connection, as for the growth factor in the average of all prefectures, the rate of the capital contribution is 40.7%, and the rate of the labor contribution is 16.1%, and the rate of TFP contribution is 43.2%.Next, I pay attention to the rate of TFP growth in 47 prefectures. The higher rate region is Siga (annual 3.03%), Chiba (2.91%), Okayama (2.17%), after all 17 prefectures are higher than the rate of TFP growth in the average of all prefectures. The other side, the lower rate region is Wakayama (-0.07%), Okinawa (0.51%), Nagasaki (0.62%).The difference between higher rate regions and lower rate regions about the rate of TFP growth is deeply related to the weight of the manufacturing at each regional economies.

著者

青柳 真樹

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.18, pp.57-74, 1988-10-31 (Released:2008-10-10)

参考文献数

17

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This paper analytically investigates the validity of Eaton and Lipsey's (1976) conjecture that there exist more than one equilibrium configurations in an infinite two-dimensional market. The competition considered here is under the assumptions of (i) an infinite two-dimensional market, (ii) fixed and identical mill price for all firms, (iii) evenly spreading consumers endowed with inelastic demand functions, (iv) firm's zero conjectural variation. etc.It is scrutinized whether or not several configurations of the firms in a two-dimensional market are in Nash equilibrium, and among which regular hexagonal configuration and regular square configuration are proved to be in equilibrium.Comparison between equilibrium configurations of one-dimensional and two-dimensional markets shows that they are qualitatively different in terms of “strength of equilibrium” and “social optimality”.

著者

浅見 均

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.39, no.4, pp.1077-1087, 2009 (Released:2010-04-12)

参考文献数

53

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This paper deals with the effects of reduction of CO2 emission by a Modal Shift from road transport to railway as a result of Transportation Demand Management (TDM). In Toyota City, roads are seriously congested because of commuter traffic by private cars. Local governments, companies and people in and around Toyota City are concerned about TDM to improve the road conditions. Double tracking of the Aichi Loop Railway (from Mikawa-Toyota to Shin-Toyota; 3.6 km), an important option of TDM, has been completed. This project has increased transportation capacity, 4 shuttle trains per hour have been operating since March 15, 2008. It is expected that 4,000 commuting passengers will shift from road traffic to the railway. The Model Shift will reduce CO2 emissions from transportation by private cars at least 1,500 ton per year. This project has been succeeded, 1,000-2,850 number of commuter passengers have been modal-shifted from private car to railway.JFL Classification: Q51, R41

著者

沖山 充

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.52, no.1, pp.171-172, 2022 (Released:2022-10-22)

著者

鈴木 聡士 Peter NIJKAMP Piet RIETVELD

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.38, no.4, pp.1041-1053, 2008 (Released:2009-04-30)

参考文献数

20

被引用文献数

3 6

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Data Envelopment Analysis (DEA) has become an established approach in the analysis of efficiency problems in both public and private sectors. The aim of this paper is to present a newly developed Distance Friction Minimization (DFM) approach based on the BCC (Banker-Charnes-Cooper) model in order to provide an appropriate efficiency-improving projection model in DEA. In this approach a generalized distance friction will be developed to assist a Decision Making Unit (DMU) in improving its efficiency by a proper movement towards the efficiency frontier surface. Our DFM model is based on a generalized distance friction function and serves to assist a DMU in improving its performance by a proper movement towards the efficiency frontier surface. Standard DEA models use a uniform input reduction or a uniform output augmentation in the improvement projections, but our DFM approach aims to generate a new contribution to efficiency enhancement strategies by deploying a weighted projection function, while it may address both input reduction and output augmentation as a strategy of a DMU. A suitable form of multidimensional projection functions mapping out efficiency improvement is given by a Multiple Objective Quadratic Programming (MOQP) model in conformity with a Euclidean distance. The above-mentioned extended DEA model will be empirically illustrated by using a data set on government-ordinance-designated cities in Japan, where the aim is to increase the efficiency of administration management in these cities, based on various input and output performance characteristics of these cities.JFL classification: C44, C61, H72

著者

浅田 統一郎

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.46, no.2, pp.243-245, 2016 (Released:2016-11-19)

参考文献数

2

著者

大久保 彩子

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.37, no.1, pp.263-276, 2007 (Released:2007-10-02)

参考文献数

16

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This article analyses inter-linkage among regimes related to regulation of whaling and deliberates on the implications for Japanese whaling policy in the future. International regulation of whaling consists of not only the International Whaling Commission (IWC), but also the United Nations Convention on the Law of the Sea (UNCLOS), Convention on International Trade in Endangered Species of Wild Fauna and Flora CITES), and relevant regional regulatory regimes. This article shows that linkage between UNCLOS and IWC generated synergistic effect and further promoted another linkage between UNCLOS and North Atlantic Marine Mammal Commission (NAMMCO). Based on the result of the analysis, the implications for whaling diplomacy of the government of Japan were derived. Since the adoption of a moratorium on commercial whaling in 1982, regulation of whaling under IWC emphasized protection of whale stocks, rather than utilization of the resource. Japan argued that such situation of IWC goes against the objective of the International Convention for the Regulation of Whaling. On that ground, Japanese delegation states that withdrawal from the IWC is an option. However, even if Japan withdraws from the IWC, it will not mean that Japan can resume commercial whaling at her own discretion. In the case of withdrawal from IWC, how to fulfill the requirement of UNCLOS—to work through appropriate international organizations for conservation, management and study of cetaceans—will be a problem. Not only resumption of commercial whaling, but also the continuation of scientific whaling in Antarctic will raise the same problem. An option for appropriate international organization would be Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR), although in-depth consideration of policy inter-linkage and compatibility between scientific activities under CCAMLR and scientific whaling is necessary.JEL classification: Q22, Q28, R59

著者

森島 隆晴

出版者

JAPAN SECTION OF THE REGIONAL SCIENCE ASSOCIATION INTERNATIONAL

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.29, no.1, pp.127-136, 1999-12-30 (Released:2008-10-10)

参考文献数

13

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The purpose of this paper is to investigate the effect of teleworking on the overcentralization to a large city.In Japan, urban population suddenly increased with economic growth after World War II, and about 60% of the total population lived in urban area in 80's. Office demand increased with office automation in the latter half of 80's, and land values remarkably gone up. As a result, the remarkable rise of land value brought many problems such as aggravation of house circumstances or expansion of the asset difference. On the other hand, an advance of communication technologies makes dispersion of an office by telework possible, and is hoped that it relaxes city concentration.One of the theoretical subjects in recent urban economics is explaining spatial agglomeration by micro-economic theory. In a problem of this kind, it is important to explain what kind of interaction among firms and households cause spatial agglomeration. Starrett [12] describes that agglomeration in the homogeneous space cannot happen under perfect competition. On this account two methods explaining spatial agglomeration are picked up in Fujita and Thisse [2]. One is a method by (I) externalities under perfect competition, and the other is a method by (II) imperfect competition. Following the terminology of Scitovsky, type I explains spatial agglomeration with “technological externality”, and type II explains it with “pecuniary externality”. Furthermore, type II is divided into (II-1) increasing returns under monopolistic competition and (II-2) spatial competition under strategic interaction.In most cases, these both externalities cause the spatial agglomeration of economic activity. Both are different in the work. On this account it is important theoretically to analyze separately.The model of type I has been developed by many researchers to explain spatial structure in a city. In a model of this type, non-market interactions, for example, communications between corporations or individuals or spill over of knowledge or information, generate the fundamental power of spatial agglomeration. By development of communication technology the same level interactions occur without agglomeration, some merit of agglomeration does decrease and agglomeration power is weakened.A model of type II contributes to advance of recent urban economics. It is developed mainly on the monopolistic competition model (type II-1) on the industrial organization theory, for example, Spence [11] and Dixit and Stiglitz [1]. Krugman [8] shows that agglomeration power of a corporation is strengthened by decrease in the transportation costs between two regions. Actually, preparation of road net is regarded as the big factor which promoted over-centralization to a large city.In this paper, we show that development of communication technology does not prevent over-centralization. The spread of telework or satellite office decreases a commuting cost for households or corporations. Decrease in commuting costs become the increase for income of households and the decrease for costs of corporations. On this account, total consumption increases and some new corporation entry. Finally, the agglomeration power of a corporation is strengthened.

著者

三阪 朋彦 大岩 優佳里 鄭 丹 吉田 琢美 兼田 敏之

出版者

JAPAN SECTION OF THE REGIONAL SCIENCE ASSOCIATION INTERNATIONAL

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.40, no.2, pp.511-525, 2010

被引用文献数

3

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The area surveyed was Nagoya City Kanayama Terminal Station, a major transport centre established in 1989, currently with about 350,000 daily passengers of which approximately 70% are commuters. The city built a dynamic commercial center near the north entrance of the station. After the initial proposal and competition in 2003, the municipal corporation established a 15 year fixed-term leasehold and Asunal Kanayama was opened in March 2005 with 60 commercial facilities, a bus depot and taxi stands, and a three-story car and bicycle parking facility.<br> Questionnaire surveys were conducted targeting visitors and this paper describes the differences between weekday and weekend visitors and their shop-visit patterns. The survey results showed from an attribute analysis that (1), visitors were mainly groups of families and friends shopping, eating and drinking on holidays, whereas on weekdays visitors consisted of office workers, many housewives and unemployed people, confirming the facilities attract a wide variety of customers. (2) The higher levels of the complex had a lower passage ratio but events and popular restaurants increased the number of visitors with a marked increase in shops visited, unscheduled visits, hours stayed and distance walked on holidays when, compared to weekdays. (3) The analysis results also showed new visitors were active in 3-Dimensional Shop-around behavior.<br><br></i>JFL Classification: L82, O22

著者

根木 昭

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.33, no.3, pp.345-346, 2003-12-31 (Released:2008-10-23)

著者

伊藤 薫

出版者

日本地域学会

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.22, no.1, pp.19-36, 1992-12-20 (Released:2008-10-10)

参考文献数

23

被引用文献数

1

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On the study of internal migration in postwar Japan, migration between rural and urban areas has been studied rigorously. But there are quite few studies about the migration between major metropolitan areas in spite of its importance.Based on the Japanese prefectural data for 1955-90, this paper treats two major subjects. The first is to deduce the properties of migration from the actual movement between any two of three major metropolitan areas, (Tokyo, Oosaka and Nagoya major metropolitan areas). The second is to analyse the relationship between net migration of inter major metropolitan areas and regional economic differentials.The results of our analysis is summarized as follows.Firstly the proportion of inter major metropolitan migrants to all inter prefectural migrants has been increasing steadily.Secondly all net migration of each metropolitan areas has been strongly influenced by the excess of inflow to outflow of other major metropolitan areas, especialy after the first oil crisis than before.Thirdly both metropolitan/non-metropolitan per capita disposal income differentials and employee growth rate differentials have a strong positive correlation to the rate of net migration. But those differentials between Tokyo and other metropolitan areas have a weak positive correlation to the rate of net migration. On the case of the migration between metropolitan areas, it seems that employee growth rate differentials have a stronger effect to net migration rate than per capita disposal income differentials.

著者

前鶴 政和

出版者

JAPAN SECTION OF THE REGIONAL SCIENCE ASSOCIATION INTERNATIONAL

雑誌

地域学研究 (ISSN:02876256)

巻号頁・発行日

vol.40, no.2, pp.413-425, 2010

被引用文献数

6

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The purpose of this paper is to investigate a stochastic differential game of transboundary pollution and environmental policy.<br> We considered two asymmetric countries. The production process results in the emission of pollutants that are added to the existing stock common to both countries. The pollution accumulation dynamics is affected by an additive shock, the mean and variance are known. In both countries, the government controls emission levels. Uncertainty is incorporated into the model through a shock. The stock of pollution evolves stochastically according to geometric Brownian motion. In order to maximize the expected net present value of social welfare, the two governments should set the emission levels.<br> We formulate stochastic differential games that need to be solved by the two governments and derive unique Markov-perfect Nash and cooperative equilibrium solutions. Subsequently, we propose a mechanism to derive the payoff distribution procedures of subgame consistent solutions in cooperative stochastic differential games for the two governments, and are able to derive a subgame consistent solution based on the Nash bargaining axioms.<br> In conclusion, we show how the governments agree to maximize the sum of their expected payoffs and divide the total cooperative payoff so that the Nash bargaining outcome is maintained at every instant of time. Moreover, we show conditions guaranteeing individual rationality.<br><br></i>JFL Classification: F18, L13, Q58