JITTI Journal Cultural Article May 2022 Back to All JITTI Journals May 2022 Cultural Article My Mother, the Inventor of Okinawan Taco Rice by Mamiko Kim My mother would feel sheepish to know that I am writing about her. I can picture her now giving me a side glance before saying her usual 「言わなくても良い」(“You don’t need to say anything”). Over the years, her frame seems to have shrunk to reach just 5 feet, and her straight, shoulder-length hair that was once naturally and then later meticulously dyed raven black has now transitioned to a soft ivory. Yet, despite these outward changes, her inner mantra has always remained the same- to serve others generously and not boast about oneself. So here I am bragging on her behalf. According to family lore, my mother is the inventor of Okinawa’s famous taco rice dish. My family feels well-founded in our claims, but before delving into our side of the story, I should first explain the official version of how taco rice was created and became a popular dish. Official Origin Story of Taco Rice In 1984, Matsuzo Gibo opened Parlor Senri, a sit-down restaurant located outside of Camp Hansen, an American military base, serving an array of dishes to American military members missing the taste of home. Recognizing that he was in a glamorous part of town and that his clientele craved something quick and inexpensive, he began experimenting with his menu. Originally, he substituted potatoes as the base of his tacos, removing the tortilla shell. This, however, proved to be too time consuming to make. He then swapped the potatoes out with white Japanese short-grain rice, which could be kept hot and prepared in advance. This, he found, was delicious. At first, his new creation was snubbed by the Okinawan locals, but as more and more young servicemen began pouring into Gibo’s restaurant for this cheap, late-night meal, they began to take notice. Soon other restaurants also began adding taco rice to their menus. Vloggers TabiEats get a taste of Matsuzo Gibo’s taco rice recipe at Taco King. Legacy Gibo’s success allowed him to open his first King Taco fast-food restaurant in Kin, the same town where Parlor Senri was located. Eventually, he did so well that he was able to open 5 other locations. While Parlor Senri closed its doors in 2015, King Taco in Kin is still operating, and is open daily from 10:30 am- 1 pm. Additionally, dozens of other restaurants across Okinawa serve the dish. Most famously, Yoshinoya, a 14,000-strong chain restaurant known mostly for their beef bowls, has it as an item on their menu, but only in Okinawa. Even the U.S. fast-food restaurant KFC briefly served taco rice across Japan in the 1990s, furthering the dishes popularity and sealing its association with Okinawa nationally.  Kin has truly embraced its heritage as the birthplace of taco rice by calling itself the “Taco Rice Town.” In 2010, they gathered some 2,000 local volunteers in a challenge to make the largest taco rice. After negotiations with the Guinness World Record, who had to create a category to recognize the challenge, the townsfolk succeeded in cooking up a 1,645 pound (746 kg) world record meal of taco rice, consisting of 683 pounds of rice, 441 pounds of taco meat, 220 pounds of cheese, 195 pounds of lettuce, and 106 pounds of tomatoes. A base layer of Japanese rice being prepared at Kin’s 2010 Guinness World Record attempt at making the largest taco rice. (Image credit: RyukyuLife.com) My Mother’s Story So how does my mother fit into this narrative? To fully understand, we have to go back to the start of my parents’ relationship. My father grew up in a small farming and manufacturing town in Washington state, and while my grandmother was known to be an adventurous cook, the area’s food scene lacked diversity. The one exception was tacos. When my father met my Japanese mother in college and began to talk more seriously of marriage, he likes to joke that his one condition was that they ate tacos at least once a week. Needless to say, my mother agreed, and they married in 1981. Whether he meant it in jest or not, since the start of their marriage tacos have been a weekly dinner item, and with my father joining the military, taco seasoning was always readily available wherever they went. However, while stationed in Okinawa in 1983, my sister was born, which brought an unexpected challenge. When my mother was introducing solid foods to her, she worried about whether the hard tortilla shells, which were the only kind sold at the time, would be much too dangerous for a baby to consume. After some thought, she substituted them with Japanese rice, which both baby and husband joyfully ate. With my brothers being born soon afterwards, this became the de facto way they ate tacos, which my mother had renamed taco rice. She even shared this new take on tacos with neighbors and friends and took the creation to potlucks for the local church congregation off-base. These friends and neighbors then began making taco rice in their own homes as well, and it became a community favorite. A Surprising Coincidence Shortly after, with a new military assignment, my parents moved away from Okinawa. They continued to thrive, had two more children (including yours truly), and kept their weekly tradition of eating taco rice on Sundays. As everyone grew older, my mother would comment on how much taco rice she would have to cook to keep up with demand. My brothers would heap their whole plates with rice, meat, and cheese during their teenage years, which us kids called taco mountains, as my mother insisted that they add more vegetables. My father retired from the military, and my parent’s time in Okinawa was a fond, but distant memory. It wasn’t until one of my brothers went to Japan that we heard the news. Cooking for himself and a roommate, it came naturally for him to make a staple from home. When the roommate joined him at the table for a meal of taco rice, however, he turned to my brother in wonder and asked him how he knew about this dish. My brother, in shock, responded in kind, puzzled by how someone outside our family would know our mother’s cooking. Turns out this roommate was from Okinawa, and our humble family tradition had become a famous regional meal. One of my favorite Japanese cooking bloggers shows how she makes taco rice. One big difference that we have in my family is in the assembly. We always put the cheese on the rice, not on top of the meat. This ensures that the cheese gets extra gooey and melty when sandwiched between the two warm components of the dish. Conclusion I don’t wish to downplay Matsuzo Gibo’s ingenuity or initiative in creating taco rice in his own right and for making it so widely popular. At the same time, it has been a bizarre feeling knowing that an entire Japanese region is enjoying something that is an embodiment to me of my mother’s love for our family. When I went to Okinawa several years ago, I was invited to dinner by some locals who had known my parents when they lived there. Perhaps fittingly, we ate a meal of taco rice, and they relayed to me how they had first heard of and eaten the dish when my mother had brought it to their community potluck. As we sat there talking, them reminiscing of times before and swapping stories, I looked across the table at their growing family. I felt the warmth of three generations of Okinawans, including grandparents, adult children, and babies, enjoying taco rice together. In that moment, it didn’t matter to me who had invented the dish or whether my mother was properly acknowledged. It just felt like home. I think my mom would agree, this is really what taco rice is about. References:  https://explorepartsunknown.com/okinawa/the-story-behind-okinawas-national-dish/ https://www.visitkintown.jp/en/spot/king-tacos-kin-main-branch https://www.thehawaiiherald.com/2019/10/09/food-culture-the-taco-rice-story/ https://web.archive.org/web/20150519220526/http://okinawa.stripes.com/news/tribute-taco-rice-us-militarys-favorite-mex-oki-fusion-food

EXPO 2025: Osaka, Kansai, Japan < Back

Japan's Strategic Countermeasures against the Pirates of the Seas Japan's Strategic Countermeasures against the Pirates of the Seas By Daisuke Komatsu Towards the end of 2023 and the beginning of 2024, a series of piracy incidents, including the capture of cargo ships and tankers, occurred in the waters around the Gulf of Aden, near Yemen and Somalia. Additionally, there has been an increase in pirate attacks in Southeast Asian waters in recent years, posing significant threats to the safety of nearby vessels and raising major concerns for economic security. In light of this background, this journal article aims to elucidate Japan's counter-piracy measures. Tracing back the history of piracy in Japan, references to pirates can be found as early as the latter half of the 5th century in the "Nihon Shoki" (Chronicles of Japan). Notably, during the late 15th century and the Sengoku period (Warring States period), pirate groups known as the "Murakami KAIZOKU,” a group functioning both as pirates and a naval force, were frequently active in the Seto Inland Sea. In more contemporary times, incidents such as the 1999 attack on the Arlanda Rainbow, which was en route from Indonesia to Japan, and the 2005 attack on the Japanese-flagged ocean-going tugboat Idaten in the northwestern part of the Strait of Malacca, have occurred. Globally, piracy has been a longstanding maritime security threat throughout history, evident from occurrences in the Roman Empire era, the Vikings in the 8th century, privateers during the Age of Discovery, the Barbary pirates in North Africa, and pirates in the Caribbean and Indian Oceans. Revisiting the definition of piracy, according to Article 101 of the United Nations Convention on the Law of the Sea, piracy consists of: (a) Any illegal acts of violence, detention, or depredation for private ends by the crew or passengers of a private ship or aircraft against: (i) Another ship or aircraft, or persons or property on board in the high seas; (ii) A ship, aircraft, persons or property in a place outside the jurisdiction of any state. (b) Voluntary participation in the operation of a ship or aircraft with knowledge that it is a pirate ship or aircraft. (c) Incitement or intentional facilitation of acts defined in subparagraph (a) or (b). Article 105 of the same convention outlines that any state may seize a pirate ship or aircraft, or a ship taken by piracy and under the control of pirates, and arrest the persons and seize the property on board in the high seas or any other place outside the jurisdiction of any state. The courts of the state which carried out the seizure may decide upon the penalties to be imposed, and, with due regard to the rights of bona fide third parties, may determine the action to be taken with respect to the ship, aircraft, or property. In essence, piracy is robbery conducted on the high seas and is considered a universal enemy against which any state may act. Pirate acts occurring within territorial waters of coastal states, as opposed to the high seas, are defined as armed robbery at sea. Considering the above, an overview of Japan's counter-piracy measures is provided. As an island nation with low food and energy self-sufficiency rates, Japan relies heavily on maritime transport routes for 99.5% of its imported resources essential for maintaining economic activities and social life. Thus, protecting merchant vessels from piracy is a lifeline for the country. Created by the author using freely available resources. Direct enforcement in pirate-infested waters like the Malacca and Singapore Straits was not feasible for Japan due to territorial limitations. Consequently, the Japan Coast Guard led the adoption of the "Asian Anti-Piracy Challenges 2000" at this conference, proposing measures such as mutual visits of patrol ships, joint training exercises, continuous expert meetings, and conducting seminars on maritime crime control. Initiatives also included accepting students for maritime crime seminars at the Japan Coast Guard Academy and JICA, dispatching long-term JICA experts, and supporting capacity building through joint training with coastal countries. These efforts led to a significant reduction in piracy incidents in Southeast Asia after 2004. However, piracy in Somalia, particularly around the Gulf of Aden, surged post-2007. A notable incident in February 2007 involved the hijacking of the MV Rozen, a cargo ship chartered by the World Food Programme for humanitarian aid to Somalia, leading to the abduction of 12 crew members. This incident underscored the international community's need to collaborate in combating piracy in the region. Created by the author using data sourced from the International Maritime Bureau (IMB) reports. In contrast to the pirates in Southeast Asia, those operating in the Gulf of Aden and off the coast of Somalia are characterized by their heavy armament, organized operations, and operations in a broad maritime area far from land. Notably, they often kidnap entire crews and ships, demanding ransoms, rather than just looting goods or cargoes. Since 1991, Somalia has been in a state of anarchy, lacking a functional government capable of combating piracy, differentiating it from the situation in Southeast Asia. With the passing of multiple United Nations Security Council resolutions in 2008, the CTF151 (Combat Task Force) fleet, predominantly comprising EU and NATO member states, was dispatched to protect ships in these waters, leading to an increase in the forceful suppression of pirates. The United States also joined the efforts with its Navy and Coast Guard as part of the combined maritime task force. Recognizing that about 10% of the vessels transiting the Gulf of Aden annually are Japan-related, and to fulfill its role as a responsible nation in the United Nations, Japan acknowledged the importance of counter-piracy measures in the region. The Japan Coast Guard, tasked with protecting lives and property from piracy and maintaining security, faced challenges in collaborating with CTF151 and exercising jurisdiction over maritime crimes in international waters. However, dispatching the Japan Maritime Self-Defense Force (JMSDF) was considered. Under the Self-Defense Forces Law Article 82, JMSDF's maritime security operations are primarily limited to protecting Japanese lives or property, presenting challenges in guarding non-Japanese vessels like those protected by CTF151. To address these challenges, Japan legislated the Anti-Piracy Measures Law in June 2009. This law enabled the Japan Coast Guard to exercise jurisdiction over piracy, considered a crime in international waters, and allowed JMSDF escort vessels to guard foreign-flagged ships in coordination with CTF151. A significant feature of this law is that it defined piracy as a crime within Japan's legal system for the first time, allowing for the protection of not just Japanese vessels but also foreign ships. The law also permitted preventive actions against piracy, such as firing warning shots when pirates approached civilian vessels. This legislation marked a milestone in asserting jurisdiction in international waters, a domain typically governed by the principle of flag state jurisdiction. JMSDF has since been conducting escort operations and surveillance activities, regardless of the ships' nationality, based on their requests in the Gulf of Aden, with significant collaboration from the Japan Coast Guard. Coast Guard officers, deployed on JMSDF ships, play a crucial role in enforcing the Anti-Piracy Measures Law. This joint operation ensures effective law enforcement and escort operations. From 2013, Japan has participated in CTF151, further intensifying its anti-piracy measures. These efforts have significantly reduced piracy incidents around Somalia. Japan continues to support the enhancement of maritime security capabilities in Somalia and neighboring countries and aims for the fundamental resolution of the piracy issue, contributing to the reconstruction and stabilization of Somalia. Moreover, some analysts suggest that the piracy incidents mentioned earlier might be linked to 2023 Israel-Hamas War, , underscoring the necessity for continued international cooperation and efforts to address the root causes of piracy for ensuring maritime security in the region. Back to All JITTI Journals January 2024 Feature Article

Airport Concession Policy in Japan Airport Concession Policy in Japan by Sarah Fraser Earlier this year, in February, JITI USA held a workshop regarding airport redevelopment using public-private partnerships or P3s. I would like to take a moment to check in with this issue and see what developments or changes have been happening since this time. As you may remember from our workshop, we had speakers from a variety of organizations such as the Eno Center for Transportation, as well as a speaker from the LaGuardia Airport and MLIT Japan. In the seminar we discussed recent cases of airport redevelopment using P3 in the United States, such as the LaGuardia Airport Terminal B project, as well as the efforts in Japan, such as the Sendai Airport and the Fukuoka Airport. In addition, we discussed many of the challenges and benefits there are in utilizing P3s in airport redevelopments. JITI staff, former president, and the speakers of our 2018 Airport Workshop From left: Hiroki Sakamoto (JITI), Makoto Washizu (JITI), Robert Puentes (ENO), Lysa Scully (LaGuardia), Azuma Kato (MLIT) I would like to take a moment to review the Japanese approach to airport concession, as explained by Mr. Kato during our seminar. Regional economies and airports in Japan are and were facing a tough time which created the idea to call for airports to serve as points of regional revitalization. In this way, areas could attract tourists and there would be more flexibility to fly in and out of Japan's regional airports as opposed to hub airports. Concessions would also give the addition benefit of improve efficiency for airport governance. When the airports were governed by MLIT for aeronautical activities and private companies were in charge of non-aeronautical activities there was a disconnect between the management strategies. The idea behind using a concession system was the ability to unify this strategy and attract airlines to various airports. In addition, by using a concession strategy, there would more incentive for efficient airport management and operations across the board, as well as more incentive to promote individual airports for tourism or in connection with local business and other entities. With concessions in place, there are a variety of important benefits, such as improved accessibility to destinations, a stimulus for Japan's overall airline industry, and local revitalization, one of the main focal points. For more information, you can find Mr. Kato's presentation here (link to presentation) via the JITI website. Attracting airlines is one benefit of implementing concessions systems. ( Airport by Jorge DÃaz is licensed under CC BY-SA 2.0 ) Recently, MLIT has announced that starting in 2020 they will outsource the operation of four national airports, as well as two specific municipal airports and one municipal airport, to the private sector. In accordance with this, MLIT has developed an application guidelines document, which contains conditions and procedures, the selection methods for P3s, and schedules/deadlines for applications and selections. According to the schedule, the terminal building operations will begin in January of 2020 with runway operations continuing at later dates from June of the same year to March of 2021. Using the private-sector know-how and P3s, MLIT hopes to promote tourism and improve the regional activation of the seven airports in Hokkaido. It will be interesting to see the process and the fruits of this extensive P3 project in Hokkaido. Back to All JITTI Journals July 2018 Feature Article

JITTI Journal May 2025 Back to All JITTI Journals May 2025 Feature Article Status of Automated Driving on Subways by Naoki Sato Automation is advancing across all sectors of society, from logistics and warehouse operations to familiar areas like automobiles and home appliances. In recent years, developments in generative AI and robotics have brought about systems that operate without human intervention, gradually becoming integrated into our daily lives. Many of you may have already experienced some form of this transformation. Subways, which support urban mobility, are also taking part in this trend toward automation. In the past, subways were typically operated manually by drivers and conductors, but in recent years, automatic train operation (ATO) systems have been increasingly adopted in countries like Japan and the United States. In this article, we will explore the definition and classification of automatic train operation in subways, introduce examples of its implementation in Japan, and compare them with the situation in the United States to gain a deeper understanding of subway automation. When people hear that a train has "automated driving" they often imagine a fully unmanned train with no driver or conductor. However, automatic train operation in the railway industry consists of several levels, which are internationally classified under the “Grade of Automation” (GoA) system. For example, GoA1 refers to "non-automated operation" (manual operation), where drivers and conductors control acceleration, braking, door operations, and respond to abnormalities. At GoA2, acceleration and braking are automated, while the driver is mainly responsible for monitoring and emergency handling. This GoA2 level is currently widespread in countries such as Japan and the United States, as mentioned earlier. GoA3 is known as "driverless train operation with an onboard attendant" — trains run and stop automatically, with no driver onboard. The attendant, who is not required to be in the front cab, is responsible for tasks such as emergency evacuation guidance. The most advanced level, GoA4, is fully unmanned — all operations, including monitoring, door control, and abnormality handling, are managed entirely by the system. In Japan, a unique intermediate level called "GoA2.5" — which is not included in the international standards — is also being considered. At this level, a crew member without a train driver’s license rides in the front cab and is responsible for emergency stops, providing a transitional form of operation. Classification of Grades of Automation (GoA) in railway operation. (Adapted from Ministry of Land, Infrastructure, Transport and Tourism (MLIT), September 13, 2022, "Railway Autonomous Driving Technology Study Group" p. 2) In Japan, GoA2-level operation, which eliminates the need for a conductor, is commonly referred to as “one-man operation,” and it has already been implemented on many lines. For example, on Tokyo Metro’s Namboku Line, one-man operation using ATO (GoA2) was introduced when the line first opened in 1991. That same year, the Toei Subway also introduced one-man operation (GoA2) on the newly opened sections of the Ōedo Line. Since then, this system has expanded to other lines, including Tokyo Metro’s Marunouchi and Yūrakuchō Lines, as well as Toei’s Mita Line. Alongside the introduction of one-man ATO operations, platform doors have also been installed to enhance safety, reflecting efforts to develop the necessary infrastructure for secure automated operations. Through such comprehensive initiatives, urban subways in Japan are steadily progressing toward automation, even if full driverless operation has yet to be realized. More recently, Tokyo Metro announced that starting in 2025, it will conduct demonstration tests aimed at achieving GoA2.5 operation on the Marunouchi Line, in conjunction with the transition to a CBTC (Communication-Based Train Control) system. A photo of the platform doors installed on the Namboku Line （ by Metro Cultural Foundation ） Meanwhile, subway automation in the United States began earlier than in Japan. In Washington, D.C., WMATA (Washington Metropolitan Area Transit Authority) introduced GoA2-level automatic train operation (ATO) when the system opened in 1976. However, after a rear-end collision occurred in 2009, automatic operation was suspended. Following various safety improvement measures, ATO was reintroduced on the Red Line in 2024. While there were plans to expand automated operation to other lines beginning in 2025, issues such as train overruns emerged after the reintroduction. The Washington Metrorail Safety Commission (WMSC) called for thorough investigation and verification before any further expansion. On May 23, 2025, WMATA received approval from the WMSC and began expanding ATO to the Green and Yellow Lines. In recent years, New York’s MTA has developed plans to upgrade its aging signal systems to CBTC (Communication-Based Train Control), and along with this, the introduction of GoA2-level automatic train operation (ATO) is also being pursued. However, due to the substantial costs involved, it appears that expanding the number of lines with ATO will take many years. WMATA GoA Initiatives （Adapted from Washington Metropolitan Area Transit Authority (WMATA), April 24, 2025, “World Class Transit Safety and Operations Committee”, p.9） Up to this point, we’ve taken a brief look at the state of subway automation in Japan and the United States. But why is automatic operation being introduced in subways in the first place? One major reason is to address labor shortages. In Japan, where the population is aging and birthrates are declining, it is becoming increasingly difficult to secure sufficient numbers of drivers and conductors. Automation helps reduce the number of required personnel on-site and contributes to maintaining a sustainable operational system. In addition, by systematizing train operations, it reduces human error and improves the precision of on-time performance. (Japan had a high level of punctuality even before autonomous driving was introduced.) Furthermore, in the case of Japan, automation has been implemented in conjunction with platform doors, helping to create safer environments for visually impaired passengers and others. The advancement of automation in subways is not merely about reducing manpower—it also plays an important role in ensuring safety and peace of mind for a diverse range of users. To maintain subways—the “lifelines of the city”—in a safe and sustainable way, automatic operation technology will become an increasingly vital tool in the years ahead. While some countries and regions around the world have already introduced GoA4-level fully automated systems, it is our hope that Japan and the United States—each with well-developed existing networks and similar conditions—will deepen their cooperation and continue working toward even better subway systems. References Japan Transport and Tourism Research Institute website (Research report on autonomous driving) https://www.jttri.or.jp/events/2024/sympo55.html Tokyo Metro website: https://www.tokyometro.jp/news/2023/214836.html (Consideration of GoA2.5 on the Marunouchi Line) https://www.tokyometro.jp/news/2024/219601.html (Introduction of CBTC on the Marunouchi Line) Metro Cultural Foundation https://metroarchive.jp/pic_year/year1990/%E3%83%9B%E3%83%BC%E3%83%A0%E3%83%89%E3%82%A2-2.html Ministry of Land, Infrastructure, Transport and Tourism https://www.mlit.go.jp/tetudo/content/001512320.pdf WMATA https://www.wmata.com/about/calendar/events/Safety-and-Operations-Committee-April-24-2025.cfm https://www.wmata.com/about/news/Metro-to-launch-Automatic-Train-Operation-on-the-Green-and-Yellow-lines-on-May-23.cfm The Washington Post https://www.washingtonpost.com/dc-md-va/2025/04/09/metro-automation-red-line-safety/ https://www.washingtonpost.com/dc-md-va/2025/05/21/green-yellow-metro-automated/

JITTI Journal July 2018 Back to All JITTI Journals July 2018 Feature Article Airport Concession Policy in Japan by Sarah Fraser Earlier this year, in February, JITI USA held a workshop regarding airport redevelopment using public-private partnerships or P3s. I would like to take a moment to check in with this issue and see what developments or changes have been happening since this time. As you may remember from our workshop, we had speakers from a variety of organizations such as the Eno Center for Transportation, as well as a speaker from the LaGuardia Airport and MLIT Japan. In the seminar we discussed recent cases of airport redevelopment using P3 in the United States, such as the LaGuardia Airport Terminal B project, as well as the efforts in Japan, such as the Sendai Airport and the Fukuoka Airport. In addition, we discussed many of the challenges and benefits there are in utilizing P3s in airport redevelopments. JITI staff, former president, and the speakers of our 2018 Airport Workshop From left: Hiroki Sakamoto (JITI), Makoto Washizu (JITI), Robert Puentes (ENO), Lysa Scully (LaGuardia), Azuma Kato (MLIT) I would like to take a moment to review the Japanese approach to airport concession, as explained by Mr. Kato during our seminar. Regional economies and airports in Japan are and were facing a tough time which created the idea to call for airports to serve as points of regional revitalization. In this way, areas could attract tourists and there would be more flexibility to fly in and out of Japan's regional airports as opposed to hub airports. Concessions would also give the addition benefit of improve efficiency for airport governance. When the airports were governed by MLIT for aeronautical activities and private companies were in charge of non-aeronautical activities there was a disconnect between the management strategies. The idea behind using a concession system was the ability to unify this strategy and attract airlines to various airports. In addition, by using a concession strategy, there would more incentive for efficient airport management and operations across the board, as well as more incentive to promote individual airports for tourism or in connection with local business and other entities. With concessions in place, there are a variety of important benefits, such as improved accessibility to destinations, a stimulus for Japan's overall airline industry, and local revitalization, one of the main focal points. For more information, you can find Mr. Kato's presentation here (link to presentation) via the JITI website. Attracting airlines is one benefit of implementing concessions systems. ( Airport by Jorge DÃaz is licensed under CC BY-SA 2.0 ) Recently, MLIT has announced that starting in 2020 they will outsource the operation of four national airports, as well as two specific municipal airports and one municipal airport, to the private sector. In accordance with this, MLIT has developed an application guidelines document, which contains conditions and procedures, the selection methods for P3s, and schedules/deadlines for applications and selections. According to the schedule, the terminal building operations will begin in January of 2020 with runway operations continuing at later dates from June of the same year to March of 2021. Using the private-sector know-how and P3s, MLIT hopes to promote tourism and improve the regional activation of the seven airports in Hokkaido. It will be interesting to see the process and the fruits of this extensive P3 project in Hokkaido.

The National Bureau of Asian Research hosted its annual Energy on the Hill event on November 8, 2023, to launch its 19th Energy Security Report on “The Revenge of Energy Security: Reconciling Economy Security with Climate Ambitions.” The focus was on the Indo-Pacific region's efforts to navigate the twin challenges of immediate energy security needs and long-term climate goals, and set to explore this complex interplay considering the regional geopolitical dynamics and the pressing global need for sustainable energy solutions. < Back Maritime Transportation December 2023 Event Report: THE REVENGE OF ENERGY SECURITY By Daisuke Komatsu The National Bureau of Asian Research hosted its annual Energy on the Hill event on November 8, 2023, to launch its 19th Energy Security Report on “The Revenge of Energy Security: Reconciling Economy Security with Climate Ambitions.” The focus was on the Indo-Pacific region's efforts to navigate the twin challenges of immediate energy security needs and long-term climate goals, and set to explore this complex interplay considering the regional geopolitical dynamics and the pressing global need for sustainable energy solutions. Download the Report

Concept of Operations for Advanced Air Mobility (ConOps for AAM) in Japan < Back

JITTI Journal July 2025 Back to All JITTI Journals July 2025 Feature Article Amendment of Japan’s Civil Aeronautics Act in Response to the Haneda Airport Runway Collision by Shinichiro Tsuri 1. Background On May 30, 2025, the Japanese Diet passed a bill to partially amend the Civil Aeronautics Act and other related acts, and the revised Civil Aeronautics Act was promulgated on June 6, 2025. One of the key pillars of the amendments is ensuring aviation safety incorporating lessons learned from the tragic accident at Tokyo International Airport (Haneda Airport) on January 2, 2024, which involved a fatal runway collision between a Bombardier DHC-8-315 operated by the Japan Coast Guard (JCG) and an Airbus A350-941 operated by Japan Airlines (JAL). While the root causes of the accident remain under investigation by the Japan Transport Safety Board (JTSB), the amendments were proposed in line with the recommendations outlined in the interim report released in June 2024 by the Haneda Airport Aircraft Collision Prevention Measures Review Committee, established by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) following the accident. This article provides an overview of this legal amendment prompted by the incident. JCG’s Aircraft after the Accident (Image Source: JTSB’s Aircraft Accident Investigation Interim Report ) JAL’s Aircraft after the Accident (Image Source: JTSB’s Aircraft Accident Investigation Interim Report ) 2. Overview of the Amendments for Aviation Safety Enhancing Runway Safety Measures at Airports One aspect of the amendments to the Civil Aeronautics Act for aviation safety is enhancement of runway safety. Article 47 was revised to add “measures related preventing runway incursion” to items to be specified in the standards securing the function of aerodrome or air navigation facilities, which their providers must follow. Examples of such measures include the following items, which were mentioned in the recommendations by the Haneda Airport Aircraft Collision Prevention Measures Review Committee. Establish Runway Safety Teams (which consist of aerodrome operators, ATC provider, aircraft operators, ground handling operators) at major airports (New Chitose, Narita, Haneda, Chubu, Osaka, Kansai, Fukuoka and Naha Airports) Ensure proper operation of RunWay Status Lights (RWSL) and other facilities Install location information transmitters on vehicles entering runways Strengthen the safety supervision system for ground handling (aircraft towing/pushback, cargo loading/unloading, refueling, ramp bus and other auxiliary services) operators Function of RWSL (warning aircraft waiting on taxiways of other aircraft taking off or landing) (Image Source: Summary Document of Amendment of the Civil Aeronautics Act ) Mandatory CRM (Crew Resource Management) Training for Pilots Another aspect of the amendments for aviation safety is mandating CRM training for pilots. According to ICAO Circular 217 “Human Factors Digest No. 2 - Flight Crew Training: Cockpit Resource Management (CRM) and Line-Oriented Flight Training (LOFT),” CRM is defined as “the effective use of all available resources, i.e. equipment, procedures and people, to achieve safe and efficient flight operations.” CRM training focuses on skills such as communication/interpersonal skills, situation awareness, problem-solving/decision-making/judgement, leadership/“followership,” stress management and critique. While CRM training had been already mandatory for pilots of air carriers operating airplanes requiring two or more flight crews, the Haneda Airport Aircraft Collision Prevention Measures Review Committee recommended extending CRM training to all pilots, including private pilots, in order to prevent human errors in air traffic control communication. Example Situation of CRM (Image Source: Summary Document of Amendment of the Civil Aeronautics Act ) In accordance with the above recommendation, Article 71-5 was newly added to mandate that all pilots who take off or land at airports in air traffic control zones complete CRM training conducted by a registered training organization. A training organization can be registered by the MLIT when its facilities, equipment, training materials and instructors are found to comply with prescribed requirements. For example, the organization must provide training materials that include scripted scenarios modeled on past incidents such as runway incursions, in which trainees assume the role of the pilot to acquire management skills. The registered training organization must issue a certificate of completion to pilots who have completed their training course, and based on newly added Article 71-6, they must carry this certificate when taking off or landing at airports in air traffic control zones, except as otherwise provided. Article 71-5 and 71-6 will become applicable within three years after promulgation. 3. Conclusion While the 2025 amendment to Civil Aeronautics Act is a cornerstone for enhancing aviation safety, it will also be essential to establish subordinate legislation and to ensure effective implementation within the legal framework. I hope that the entire aviation industry will fully learn from the lessons of the accident at Haneda Airport and work actively to further improve safety. References JTSB, (Aircraft Accident Investigation Interim Report) Japan Coast Guard Bombardier DHC-8-315, JA722A and Japan Airlines Co., Ltd Airbus A350-941, JA13XJ https://jtsb.mlit.go.jp/eng-air_report/interim20241225-JA722A_JA13XJ.pdf MLIT, Haneda Airport Aircraft Collision Prevention Measures Review Committee https://www.mlit.go.jp/koku/koku_tk13_000045.html MLIT, Cabinet Decision of the “The Bill to Partially Amend the Civil Aeronautics Act and Other Related Acts” ~ Ensuring Aviation Safety and Promoting the Early Restoration of Disaster-Affected Airports ~ https://www.mlit.go.jp/report/press/kouku01_hh_000134.html Japanese Law Translation, The Bill to Partially Amend the Civil Aeronautics Act and Other Related Acts https://www.japaneselawtranslation.go.jp/outline/160/905R719.pdf Cabinet Office, Act to Partially Amend the Civil Aeronautics Act and Other Related Acts https://www.kanpo.go.jp/20250606/20250606g00125/20250606g001250009f.html

JITTI Journal March 2018 Back to All JITTI Journals March 2018 Feature Article Railway in Japan During Rush Hour by Yoshitaka Araki ◆ On-time operation during rush hour In metropolitan areas such as Tokyo and Osaka, the terrible congestion of trains and people during the commuting rush-hour seems to be recognized as a kind of common feature for Japan. I think there are rush-hours during common commuting times in every country. However, in Japan, especially in the metropolitan area which highly depend on the public transportation of railways and subways, there are some sections where the congestion rate exceeds 250%. This is such a high rate of congestion that passengers can't move at all. On-time operation is essential for safety and quality of service, and this especially applies during rush hour. Each railway company in Japan has ways of mitigating the troubles caused by rush-hour commuters, as well as improving on-time operation. In this article, I'll introduce some of these methods. ◆ Facilities Some features located around train facilities to aid on-time and safe train operations are listed below: *Wide train doors One of the reason for delays is the time it takes for passengers to get in and out of train cars. Some train cars have been adapted to have doors that are a shoulder-width wider than the standard, which makes it easier for passengers to get in and out of the trains more smoothly. *Platform screen doors and Automatic operation Platform screen doors doesn't have a direct relation to on-time operation, but it contributes to the reduction of risk of passengers falling onto the train tracks, which aids on-time trains and safety. Furthermore, most of the screen doors contain Train Automatic Stopping Control systems, so that trains stop with precision at the right position. This system contributes to on-time operation as it shortens the amount of time necessary for braking, etc. . *Train protection system - Speed control by ATC (Automatic Train Control) During rush hour, it is necessary to increase the number of trains so that many passengers can be transported. For smooth operation in such situations, train protection systems, such as signals etc., are essential. In Japan, most urban transit systems and the Shinkansen (Bullet Train) have ATC, or equivalent equipment, which enables high density transportation. A quick explanation of ATC in Japan follows: Most ATC has tracking circuits on the rails which recognize the spaces between trains and sets the speed limit. When trains exceed the speed limit, their speed is automatically reduced. This system also enables trains to stop with proper space between them and others. ATC is different from the recently popular type of systems such as PTC, CBTC, etc., systems which use wireless communication. Most ATC systems were introduced prior to the recently developed digital wireless communication technology, so wireless protection systems are not as popular in Japan. Of course, these newer types of systems have more advantages than the current ones, so some railway companies in Japan are considering introducing them. *Smooth ticket gate process In Japan, as in other countries, the purchase of fares using IC cards has been increasing in recent years. When passengers go through the ticket gate, they need to hold their IC card over the readers. If it takes a long time to read the card this can cause congestion in the station before even getting to the platform. The standard for IC cards for transportation in Japan requires that they can be read within 0.2 seconds. In this way, 60 passengers could go through the ticket gate per minute. ◆ Employees The companies' activities toward rush hour traffic consists not only of the facilities, but also service by the employees. *Controlling the distance between trains Especially during rush hour, the Railway Control Center adjust the positions of the trains so that their distances will be equal. The main adjustment, especially in cases where the gap between trains has become wider than originally intended, is delaying the departure of preceding-train to shorten the distance between it and the following train. If the timing of the trains is left widened, passengers at platform will be concentrated when boarding the following one, and that will cause further delays. In addition, the following-trains will have to stop before arriving at the platform to compensate for this delay and once the train stops, it takes time to restart, which can also cause more delays. An effective countermeasure to prevent these types of issues is for employees to adjust the distance between trains equally. *Part-time employees during rush hours on platforms Have you ever gotten your body or belongings stuck in the door when getting on the train, when in a hurry, or just because you got caught in the crowd? There are platform employees positioned during morning rush hour to help support passengers so that they can get in and out of the train cars smoothly. Of course, they are not only there for when the doors open or close, they also are there to answer passenger questions. ◆ Cooperation by Passengers In the above we discussed some of the ways that train companies are working to alleviate the problems associated with morning rush hour. Needless to say, it is also essential for smooth operations that train companies have the cooperation of riders. I would briefly like to discuss some of the requests made of rush hour commuters in metropolitan Tokyo. *Early Bird Morning rush hour occurs according to ordinary business hours, so passengers can avoid the terrible crowds by taking a train 1 or 2 hours earlier than the rush will be. To promote this, train companies promote deals for those who are willing to be "early birds". For example, passengers can get rewards if they go through ticket gates before certain times, and they can redeem these points for their daily travels or for shopping. *One-side Pedestrian Traffic on Concourses Have you ever bumped into to someone when walking on the concourse because you were both walking on the same side? Many stations in Japan indicate in which direction to walk, right side or left side, to help aid the smooth flow of passengers. *Manners It is essential for passengers to cooperate when they're on the platform, concourse, and trains. Since it's not rules but manners that are necessary, the train companies ask for everyone's cooperation, and have devised content, such as posters. Example related to rush hour are below: >>> Forming a line on the platform, Smooth boarding of trains While waiting the next train, passengers are encouraged to form a line on the platform. When getting in and out the train, have you ever had difficulty because of people standing near the door and not moving? In Japan, there are posters asking for cooperation in moving out of the way when the doors are opened. >>> Personal baggage in the trains Have you ever been hit by someone else's baggage when standing or sitting on the train? I think many people have had this experience, especially when it is baggage on someone's back, such as backpacks. Railway companies in Japan suggest that passengers carry their baggage on their front, even backpacks. Carrying bags on your back can cause a bother for others in crowded cars but changing the way you carry them can improve flow in train cars. >>> Smartphones People with smartphones are increasing, and that can cause various problems in railway facilities. Railway companies ask passengers to observe some cellphone manners, such as refraining from talking in cars, turning off their cellphones near priority seats, and so on. Recently the issues resulting from walking while using smartphones are also increasing, such as people falling on the rails, hitting other passengers, blocking people who are trying to walk, and etc. The companies have asked passengers to be mindful of this while using their smartphones as well. Two examples of these posters follow: ◆ Conclusion Recently, the diversity of types of work in increasing in Japan. Workers can choose short-time work, staggering their office hours, telecommuting, and so on. However, at the same time, daily ridership in the metropolitan area is also increasing, as well as sales of commuter train passes. Regular sales of the commuter passes indicate how many people work regularly in the downtown area of the city and it indicates the concentration of people and economic activities there. The population in Japan is decreasing, and it's said that even in the metropolitan areas it will start to decline. In addition, the recent sharing economy for cars and bikes, development of autonomous vehicles, etc. are all threats to the vitality of the railway transportation industry. But, from the perspective of recent trends in the use of railways, railway companies will need to continue to solve issues related rush hour congestion.

This paper first introduces an outline of the recently enacted Infrastructure Investment and Jobs Act. After clarifying how this law is positioned in the historical context of US transportation infrastructure policy, it will introduce the Highway Trust Fund—which has played a central role financially— and explain its features and challenges. < Back Tourism & More The United States' Transportation Infrastructure Policy:The Infrastructure Investment and Jobs Act By Tetsuhiro Nakagawa This paper first introduces an outline of the recently enacted Infrastructure Investment and Jobs Act. After clarifying how this law is positioned in the historical context of US transportation infrastructure policy, it will introduce the Highway Trust Fund—which has played a central role financially— and explain its features and challenges. Download the Report

JITTI Journal May 2023 Back to All JITTI Journals May 2023 Feature Article A Significant First Step in Collaboration for Both Academies (Photo by USCGA, provided by JCGA) A Historic Moment: The Blossoming of Japan-US Coast Guard Academic Collaboration By Daisuke Komatsu On April 21st this year, under a crystal-clear sky in New London, Connecticut, a historic moment unfolded at the United States Coast Guard Academy. The Japan Coast Guard Academy and the US Coast Guard Academy, striving to further enhance their educational programs, signed a landmark agreement on academic cooperation - a first for both institutions with an overseas academy. The Japan-US Coast Guards have led coast guards worldwide and, based on the memoranda of cooperation signed in 2010 and the MOC’s ANNEX in 2022, have strengthened their trust by collaborating in various areas, including high-level meetings, joint exercises, and capacity building support for the Philippine Coast Guard. The signing of this document of cooperation between the two educational and training institutions, as part of the Japan-US joint initiative "SAPPHIRE" based on the 2022 ANNEX, reaffirms the significance of cadets’ cooperation including international student conferences and cadet exchanges through training vessel visits. It aims to further enhance academy education by focusing on academic exchange, joint research, and the establishment of mutual exchange programs. The Signing Took Place in a Solemn Atmosphere (Photo by USCGA, provided by JCGA) The signing ceremony took place in a serene atmosphere at the Hamilton Hall of the US Coast Guard Academy, attended by Rear Admiral William G. Kelly, Superintendent of the US Coast Guard Academy, and Rear Admiral Upper half Mitsuru Eguchi, Superintendent of the Japan Coast Guard Academy. Rear Admiral Kelly emphasized the significance of the agreement, which further strengthens the historic relationship between the two academies, and expressed his commitment to developing the long-standing friendship with the Japan Coast Guard Academy and enhancing their educational training. Rear Admiral Upper half Eguchi touched on the history of exchanges between the two academies and expressed his conviction that academic exchanges will strengthen their relationship even further through student interactions. Additionally, he proposed that the Japan-US educational institutions should become two range lights, cooperating to advance maritime law enforcement education and training in the Indo- Pacific region. Group Photo of the Representatives from Both Academies (Photo by USCGA, provided by JCGA) The Japan Coast Guard Academy was established over 70 years ago, and the US Coast Guard Academy nearly 150 years. This was the first time for each academy to sign an agreement on cooperation with an overseas academy. This historic document exchange highlights the need for collaboration between educational and training institutions, which are the foundation for human resource development, in addition to cooperation at Headquarter and operational levels amidst challenging maritime security environments. Furthermore, maritime security research spans a wide range of areas, including maritime security, international law, search and rescue techniques, and environmental conservation. The academic exchange between faculty members is expected to lead to more advanced research in coast guard operations, which is still in development. The signing of this cooperation document contributes to building a solid foundation for nurturing the next generation of leaders, as both countries' maritime security agencies work together to improve maritime security. Through the collaboration of both academies, research and education in the maritime security field will progress, and international cooperation between the two agencies will deepen, leading to enhanced maritime security in the Indo-Pacific region and beyond. The author hopes that the strengthened cooperation between Japan and the US maritime security agencies will pave the way to realize a free and open Indo-Pacific. A Regimental Review by USCGA Cadets for the Superintendent of JCGA Was Also Held in Conjunction with the Signing Ceremony (Photo by USCGA, provided by JCGA)