A partial shutdown of U.S. government agencies began on October 1, 2025. While the most recent previous shutdown lasted 35 days, spanning December 2018 to January 2019, the duration of the current shutdown remains unclear. This analysis examines the potential effects of the government shutdown on the transportation and tourism sectors, utilizing the operational plans released by federal agencies on October 1st in conjunction with various media coverage. Readers should note that future developments may introduce new issues and responses. < Back Tourism & More October 2025 Impact of the U.S. Government Shutdown on Transportation and Tourism By Kazuya Fukuhara A partial shutdown of U.S. government agencies began on October 1, 2025. While the most recent previous shutdown lasted 35 days, spanning December 2018 to January 2019, the duration of the current shutdown remains unclear. This analysis examines the potential effects of the government shutdown on the transportation and tourism sectors, utilizing the operational plans released by federal agencies on October 1st in conjunction with various media coverage. Readers should note that future developments may introduce new issues and responses. Download the Report

JITI 2018 Public Transportation Seminar Improving the Convenience of Public Transportation in a Cashless Society May 24th, 2018 The Sofitel Washington DC Lafayette Square 806 15th St NW, Washington, DC With recent advancements in ICT technology we have seen a rapid spread of cashless payments, in which our day-to-day transactions are accomplished through the use of credit cards, smartphones, and contactless payment cards called ‘transportation IC cards’. The growth of cashless societies has been rapid, especially in China. With the popularity of third-party smartphone payment applications operated by internet giants, mobile payment systems have spread widely in the day-to-day transactions of consumers. Based on the system’s dominating presence in consumer markets, they are expanding their use to include public transportation, which is regarded as a key sector in enhancing user convenience. In Japan, the first transportation IC card was introduced in 2001 and, since then, over 130 million contactless payment cards have been issued. The popularity of these transportation IC cards may be attributed to their multi-purpose use. They can be used not only for transit payments, such as railroad and bus travel, but also as electronic payments for shopping at many stores. In addition, these cards can be mutually utilized with multiple Japanese transit companies. Therefore, the use of transportation IC cards is expanding in many parts of Japan. The United States has also been active in introducing contactless payment systems. The Chicago Transit Authority (CTA) introduced a contactless payment card called ‘Ventra Card’ in 2013, which promotes mobile payments on subways and buses. Also, the American Public Transportation Association (APTA) signed a collaboration agreement with the NFC Forum to jointly educate the industry on NFC (Near Field Communication) technologies, supporting the needs of public transportation operators. These are just two examples of the many uses of contactless payment cards in the transit industry in the States. In this rapidly advancing cashless society, JITI USA has invited experts on the subject from Japan, the U.S., and China, to discuss the progress so far, especially milestones accomplished, as well as the future path for improving the convenience of public transportation in a cashless society. Opening Remarks Makoto Washizu President , JITI, USA Bio Keynote Speeches Weilin Zhao Senior Research Associate, Fujitsu Research Institute Bio Presentation Koichi Tagawa Co-Chairman of the Board, NFC Forum Bio Presentation Jennifer Dogin Director of Smart Mobility Solutions, North America, MasterCard Bio Presentation Michael Gwinn Director, Revenue and Fare Systems, Chicago Transit Authority Bio Naoto Kimura Director, International Relations Department, Tokyo Metro Bio Presentation Panel Discussion Nasreen Quibria (moderator) Managing Director, Q insights Bio

JITI 2017 Railway Workshop Transit Oriented Re-Development Using PPP December 5, 2017 The Hay Adams Hotel 800 16th St NW, Washington, DC The Trump administration’s 1 trillion-dollar infrastructure plan has brought much attention to how public infrastructure projects will be carried out in the coming years. As anticipation for updating and fixing the outdated and crumbling infrastructure in the U.S. grows, Public Private Partnership is thought to be the solution, as these capital improvement projects tend to come with a hefty price tag, and public dollars are stretched thin. In the meantime, cities in the U.S. are going through a paradigm shift as more people, in particular millennials, are choosing to live closer to their workplace in the urban centers, shifting transit stations and their surrounding areas as prime candidates to become mixed-use commercial, residential and employment centers. In response to this trend, projects are being developed in various cities across the U.S. and we have seen transit operators partnering with private sectors to redevelop transit stations along with the often underutilized surrounding area. Attempts to utilize similarly underutilized spaces is also happening in Japan, and major transit oriented development projects involving PPP are being planned. For example, construction is already underway on a project to turn a vacated rail yard in Tokyo into a large-scale transit-oriented development. This project comes in a timely manner, as Tokyo prepares itself for the 2020 Olympic and Paralympic Games. The station is excepted to be open to facilitate transportation during the Games and the final completion is expected in the 2030s. The area will then serve as a residential, commercial, business, and transit center. For this workshop JITI has invited experts of PPP, particularly its use in transit oriented development, from Japan and the U.S. to discuss the challenges and benefits of PPP, lessons learned, and important takeaways for applications on future projects. Opening Remarks Makoto Washizu President , JITI, USA Bio Keynote Speeches Tatsuya Mizobe Deputy General Manager, Shinagawa and Large-scale Developments Department, East Japan Railway Company Bio Presentation Rina Cutler Senior Director, Major Stations Planning & Development, Amtrak Bio Presentation

JITTI Journal November 2023 Back to All JITTI Journals November 2023 Feature Article Concept of Operations for Advanced Air Mobility (ConOps for AAM) in Japan by Shinichiro Tsuri 1. Background Advanced air mobility or AAM, defined as “a transportation system that transports people and property by air between two points in the United States using aircraft with advanced technologies, including electric aircraft or electric vertical take-off and landing aircraft, in both controlled and uncontrolled airspace” in the US Advanced Air Mobility Coordination and Leadership Act, is the next-generation of air mobility that is expected to operate in the near future. There is also a term known as the Urban Air Mobility (UAM), which is a subset of AAM focusing on air transportation services in and around urban areas. In order to provide a vision of the future operating environment for UAM, the Federal Aviation Administration (FAA) released the Concept of Operations (ConOps) v1.0 for UAM in June 2020, followed by the ConOps v2.0 published in May 2023. AAM (or UAM) is now a worldwide hot topic, and the concept and regulatory framework are being developed in many countries. In Japan, for example, the Concept of Operations for Advanced Air Mobility (ConOps for AAM) was published in March 2023. In this article, I will introduce the overview of the ConOps for AAM in Japan. Image of AAM (Image Source: the FAA’s website Advanced Air Mobility | Air Taxis ) 2. Overview of ConOps for AAM in Japan On March 31, 2023, the first issue of the ConOps for AAM in Japan was released under the activities of Public-Private Committee for Advanced Air Mobility, which was established in 2018 to have public-private joint discussion on technology development and regulatory issues of AAM. The ConOps consists of 1. Introduction, 2. Overview of Advanced Air Mobility, 3. Phases of Advanced Air Mobility Introduction, and 4. Conclusions. In the following, I will highlight some key topics among them. Aircraft In the section 2.1, three aircraft types are described as the classification of eVTOL (Electric Vertical Take-Off and Landing) aircraft used as AAM. The first one is “multirotor.” Lift and thrust are provided by three or more electric powered rotors rotating vertically. The attitude of aircraft can be controlled by combined forces generated by changing the rotation speed of these multiple rotors. This type of aircraft is used only for short‐distance trips due to high battery drainage during the cruise phase. The second one is “lift and cruise.” Multiple rotors are used to generate lift during vertical take‐off and landing. During cruise, the multiple rotors are turned off, and fixed wings and propellers are used to generate lift and forward thrust for a level flight. This type of aircraft has better energy efficiency than those that are the multirotor type in the cruise phase due to the use of fixed wings, and is therefore suited to longer distance trips. The third one is “vectored thrust.” Vertically positioned propellers generate lift during vertical take‐off and landing. During cruise, the same propellers tilt to generate forward thrust and lift is generated by the fixed wings. In the same way as a lift and cruise type, this type of aircraft is suited to longer distance trips than the multirotor type, and potentially provides higher cruise speed and distance than other types of aircraft due to the use of the same propulsion system for take-off/landing and cruise. On‐ground infrastructure Section 2.3 explains about on-ground infrastructure for AAM, called “vertiport,” which is defined as an “airport etc.” under the Civil Aeronautics Act, and as a type of a “heliport” dedicated to AAM. While existing aerodromes/airports are expected to be utilized for initial AAM operation, new dedicated vertiports will be needed to operate AAM where existing aerodromes/airports do not exist. Furthermore, additional facilities may be needed such as battery swapping equipment, electrical chargers*1, and fire extinguishing systems for battery fires. *1 Currently, two methods are known to charge eVTOL aircraft: (1) battery replacement and (2) direct charging. Airspace, Traffic Management Section 2.4 describes airspace and traffic management for AAM. Considering the expansion of UAM operations and the emerging remote control or automated/autonomous operation technology, flight safety may not be fully secured only by the VFR (visual flight rules) operation. Therefore, a new concept of airspace and traffic management is needed: the new traffic management service is called Urban Air Traffic Management (UATM) service and the airspace where UATM service will be provided is defined as a UATM Service Area (UASA). UATM services include, but are not limited to, Information Exchange: Exchange timely and accurate data (such as flight data, restrictions, air route information, active special activity airspace (SAA)) among low‐altitude airspace stakeholders including ANSP (Air Navigation Service Provider), to support the safe and efficient operation of AAM aircraft. Airspace Management: Establish UASA, vertiport airspaces*2, and UAM routes*3/UAM corridors*4 to efficiently use low‐altitude airspace along with the demand. Introduction of dynamic airspace management may be considered as the scale of operations expands. *2 The airspaces around vertiports flexibly activated and deactivated in which entry/exit points, arrival/departure paths, missed approach paths, and obstacle limitation surfaces etc. are established. *3 The routes established to connect airports/vertiports and to increase the predictability of UAM aircraft locations, thereby improve situational awareness of other low‐altitude airspace stakeholders. Setting UAM routes does not necessarily require significant regulatory change compared to setting UAM corridors. UAM routes can be used by aircraft other than UAM. *4 Dedicated airspaces connecting airports/vertiports in which aircraft must comply with specific rules, procedures, and performance requirements. Their dimensions are defined and they are established when UAM operation density is particularly high and airspace capacity needs to be increased. Conflict Management: Manage arrival and departure times and slots in order to ensure that demand of AAM operation is met as much as possible under the limited capacity of airspace and vertiports. Flight Plan Confirmation/Authorization: As the scale of operations expands, the process of flight plans authorization may be needed. Submitted flight plans are authorized after review and coordination as needed. Conformance Monitoring: Ensure that AAM aircraft within the UASA is flying in compliance with the confirmed/authorized flight plan. Provide timely information and actions to be taken for non-conforming aircraft affecting the operation of UATM services and for other AAM aircraft affected by the non‐conforming aircraft. Phases of Advanced Air Mobility Introduction In section 3, the expected phases of AAM introduction are described. The introduction process is comprised of four phases shown in the table below. Phases of AAM Introduction Phase Maturity Level Timeframe Phase 0 Test flights and demonstration flights prior to commercail operations Phase 1 Commencement of commercial operations - Low density operations - Pilot onboard operations, remotely piloted operations (cargo transport only) Around 2025 Phase 2 Scaled operations - Medium to high density operations - Pilot onboard operations, remotely piloted operations Late 2020's or later Phase 3 Establishment of AAM operations including autonomy - High density operations - Integrated with automated / autonomous operations 2030’s and beyond Phase 0 Test flights and demonstration flights will be conducted prior to commercial operations. Those flights require JCAB approval along with the safety regulations under the Civil Aeronautics Act. Phase 1 The initial introduction of commercial AAM operations in Japan will take place. In Phase1, for passenger carrying AAM operations, initial operations are expected to be low density operations and piloted under VFR, similar to existing aircraft operations. Initially, existing airports and rules will be utilized, but relatively small vertiport developments are also envisioned. AAM will be operated based on existing ATM (Air Traffic Management) concepts, but initial UATM services which do not require significant regulatory changes or technological innovation will be introduced. UATM services in Phase 1 may include: Information Exchange (Providing information by voice in vertiport airspaces and UAM routes) Airspace Management (Setting vertiport airspaces and UAM routes, etc.) Conflict Management (Capacity management of congested ports) Flight Plan Confirmation Conformance Monitoring (Obtaining location information using ADS‐B, providing information by voice, etc.) Phase 1 (Image Source: Concept of Operations for Advanced Air Mobility (ConOps for AAM ))  Phase 2 AAM operations in Japan will be scaled up, and medium‐to‐high density, piloted (and some remotely piloted) operations are expected. Larger and more complex vertiports will be developed including in complex urban environments (on the rooftop of buildings etc.). New airspace concepts and advanced UATM services will be implemented where required to support the scale and nature of AAM operations (e.g., remote piloting and IMC (Instrument Meteorological Conditions)). UATM services in Phase 2 may include: Information Exchange (Providing and exchanging information through data) Airspace Management (Setting UAM corridors and dynamic airspace management may be considered) Conflict Management (Advanced coordination including capacity management of airspace and flow management) Flight Plan Authorization Conformance Monitoring (Real‐time deconfliction will be also considered) Phase 2 (Image Source: Concept of Operations for Advanced Air Mobility (ConOps for AAM) ) Phase 3 AAM operations in Japan will be scaled up into high‐density operations. Operations in the UASA will be a mix of piloted and remotely piloted operations. Autonomous operations will become more sophisticated. It is expected that, at some point, all airspace users in the UASA will use UATM services. UATM concepts may be expanded to other airspace outside of the UASA and integrated with ATM and UTM (Unmanned Aircraft Systems Traffic Management). 3. Future Prospects As the ConOps for UAM in the US was updated reflecting the continued maturation of UAM and feedback received on the initial version, the ConOps for AAM in Japan is also expected to evolve along with technological advances, overseas trends, and feedback from stakeholders. I hope that the Japanese industry will successfully operate AAM in the near future, fostering a better common understanding of AAM with this document and actively discussing regulations / technologies among stakeholders. References FAA, Urban Air Mobility (UAM) Concept of Operations https://www.faa.gov/air-taxis/uam_blueprint Ministry of Land, Infrastructure, Transport and Tourism, Public-Private Committee for Advanced Air Mobility https://www.mlit.go.jp/koku/koku_tk2_000007.html Ministry of Land, Infrastructure, Transport and Tourism, Concept of Operations for Advanced Air Mobility (ConOps for AAM) https://www.mlit.go.jp/common/001611491.pdf

JITTI USA Civil Aviation Symposium 2025 Civil Aviation Symposium 2025 The Future of Aviation Connectivity Powered by Japan-US-ASEAN Collaboration Wednesday, March 26th 3:00- 6:00 PM (Followed by a Reception) A Free Hybrid Event: Ronald Reagan Building and International Trade Center 1300 Pennsylvania Avenue NW, Washington, DC 20004 / Virtually hosted in English and Japanese An Official Participating Event of the 2025 National Cherry Blossom Festival Timetable Directions to Venue Survey Overview The 2019 Civil Aviation Symposium (held in Washington, DC, and Tokyo) discussed the future outlook of international aviation in the Asia-Pacific region against the backdrop of an expanding aviation market supporting economic growth, including enhancements to airport functions in the Tokyo metropolitan area, the expansion of long-haul direct flights from the United States to Asia, and the rise of low-cost carriers (LCCs) in Southeast Asia. However, the COVID-19 pandemic subsequently brought severe restrictions globally on people-to-people exchanges. Additionally, international dynamics have shifted with events such as Russia's invasion of Ukraine and the expanding military and economic influence of China. These developments have further increased the uncertainty surrounding the aviation industry. Against this backdrop, the 2023 Civil Aviation Symposium (held in Washington, DC) focused on addressing the urgent and critical issue of climate change, with discussions centered on achieving aviation sustainability. The current situation is as follows: Aviation demand is not only recovering but has already surpassed pre-pandemic levels in many regions, with the Asia-Pacific expected to fully return to pre-pandemic levels soon. Amid heightened geopolitical tensions, strengthening aviation connectivity in the Asia-Pacific region is not only essential for supporting regional stability and economic prosperity but is also a critically important issue for economic security, ensuring sustainable growth and stability in the international community. Following the pandemic, with ongoing constraints on flights between the two biggest nations across the Pacific, Japan has reinforced its role as a key hub connecting ASEAN and the U.S. In the Asia-Pacific region, addressing the growing aviation demand necessitates urgent improvements to airport infrastructure and enhancements in air traffic control capacity. Additionally, both Japan and the United States face challenges in avoiding constraints on air traffic control capacity caused by increasing air traffic volume and addressing aviation-related human resource shortages. Furthermore, efforts to ensure sustainability, such as reducing environmental impact, have become crucial. In light of these considerations, the upcoming 2025 Civil Aviation Symposium will focus on strengthening aviation networks in the Asia-Pacific region as its central theme. The event will bring together government officials from Japan and the United States, representatives from airlines and airport operators, as well as a representative from an ASEAN country to discuss specific measures for cooperative efforts between Japan, the United States, and ASEAN nations to address these critical challenges. UN Sustainable Development Goals (SDG) that this symposium covers: Opening Remarks Masafumi Shukuri Chairman, Japan International Transport and Tourism Institute, USA (JITTI) Chairman, Japan Transport and Tourism Research Institute (JTTRI) Bio Greetings by Guest of Honor Shigeo Yamada Ambassador Extraordinary and Plenipotentiary of Japan to the United States of America Bio Keynote Speeches Heidi Gómez Deputy Assistant Secretary for Transportation Affairs, U.S. Department of State Bio Rieko Nakayama Assistant Vice-Minister for International Aviation, Minister’s Secretariat, Ministry of Land, Infrastructure, Transport and Tourism of Japan (MLIT) Bio Presentation Cindy Baraban Deputy Assistant Secretary for Aviation and International Affairs, U.S. Department of Transportation Bio Panel Discussion # 1 Enhancing Aviation Networks in the Asia-Pacific Region Panelists Cindy Baraban Deputy Assistant Secretary for Aviation and International Affairs, U.S. Department of Transportation Bio Akihiko Tamura President & CEO, Narita International Airport Corporation Bio Presentation Stephen Morrissey Vice President of International Regulatory Affairs and Policy, United Airlines Bio Yuji Koyama Executive Officer & Senior Vice President of Corporate Strategy & Planning, Japan Airlines Bio Presentation Moderator Naveen C. Rao Principal, H4 Advisors LLC Bio Panel Discussion #2 Addressing the Challenges of Aviation Network Expansion in the Asia-Pacific Region Panelists Yap Ong Heng Senior Advisor, Republic of Singapore's Ministry of Transport (MOT) Bio Rieko Nakayama Assistant Vice-Minister for International Aviation, Minister’s Secretariat, Ministry of Land, Infrastructure, Transport and Tourism of Japan (MLIT) Bio Ronce Almond Managing Director of International Government Affairs, American Airlines Bio Presentation Tadashi Matsushita Executive Vice President, Industrial & Governmental Relations, GX, All Nippon Airways Bio Presentation Bob Letteney Vice President of International Government Affairs & Policy, Delta Air Lines Bio Moderator Naveen C. Rao Principal, H4 Advisors LLC Bio

Cherry Blossom Festival Special Symposium on Tourism to Japan March 23, 2012 The Washington Post Conference Center 1150 15th Street, N.W., Washington, D.C. CO-HOSTED BY: Ministry of Land, Infrastracture, Transport and Tourism of Japan Japan Tourism Agency Embassy of Japan Japan National Tourism Organization (JNTO) 2012 marks the centennial of Japan's gift of the cherry blossom trees to Washington, DC. To commemorate this very special occasion, a symposium on tourism to Japan will be held. March 2012 also marks the one year anniversary of the tragic Great East Japan Earthquake. This symposium will be an occasion to highlight Japan's recovery efforts. Opening Remarks Ryoichi Matsuyama President, Japan National Tourism Organization (JNTO) Bio Keynote Speeches Irene Hirano Inouye President, U.S.-Japan Council Bio Presentation Ichiro Fujisaki Ambassador of Japan to the United States of America Bio Thomas R. Nides Deputy Secretary of State Bio Takashi Kitamura Vice Minister for Transport, Tourism and International Affairs, Ministry of Land, Infrastructure, Transport and Tourism of Japan Bio JAPAN'S ATTRACTION (1) U.S. Viewpoints Vinay Dube Senior Vice President, Asia-Pacific, Delta Air Lines Bio Michael Yamashita National Geographic Photographer Bio Presentation Kenneth Kiesnoski Editor, Destinations & Special Supplements, Travel Weekly Bio (2) Japanese Viewpoints Takao Nishiyama Executive Director, New York Office, Japan Railways Group Bio Presentation Nobuo Hashimoto General Manager of Market Department, Railway Operations Headquarters, West Japan Railway Company Bio Presentation Junichi Hidaka Director, Deputy Director General of Railway Operations Headquarters, General Manager of Transportation Department, Kyushu Railway Company Bio Presentation Closing Remarks Makoto Washizu President, Japan International Transport Institute (JITI) Bio Exhibition Exhibits on Japan's attraction as tourist destinations, with introduction of Japanese high speed rail system

The FAA continues to respond to the Boeing 737 MAX accidents that occurred in 2018 and 2019, and their proposed airworthiness directives published in August are one of their latest actions. Read more about what these directives say, and how they affect Boeing. < Back Civil Aviation Publication of the Boeing 737 MAX Proposed Airworthiness Directive and Recent Movements for Resuming Its Operation By Yoshihiro Fujimaki The FAA continues to respond to the Boeing 737 MAX accidents that occurred in 2018 and 2019, and their proposed airworthiness directives published in August are one of their latest actions. Read more about what these directives say, and how they affect Boeing. Download the Report

As the aviation industry searches for ways to bolster international air travel, coronavirus testing has both become a prerequisite for travel to some states and countries, and can be seen as a means to ease fears of spreading infection. Learn more about what steps various partners within the aviation and health care sector have made to offer more accessible tests in light of the pandemic. < Back Tourism & More The Status of COVID-19 Testing in the U.S. Aviation Industry By Daisuke Takagi As the aviation industry searches for ways to bolster international air travel, coronavirus testing has both become a prerequisite for travel to some states and countries, and can be seen as a means to ease fears of spreading infection. Learn more about what steps various partners within the aviation and health care sector have made to offer more accessible tests in light of the pandemic. Download the Report

With the coronavirus greatly impacting the state of air travel, airlines have had to rapidly respond to the crisis by dually keeping in mind the safety and convenience of customers while also trying to preserve company profits. In this report, read about the reactions of the U.S.'s three largest airlines during the 2020 second quarter, when the effects of the pandemic first became fully apparent. < Back Civil Aviation Financial Results of U.S. Major Airlines from April to June 2020 By Daisuke Takagi With the coronavirus greatly impacting the state of air travel, airlines have had to rapidly respond to the crisis by dually keeping in mind the safety and convenience of customers while also trying to preserve company profits. In this report, read about the reactions of the U.S.'s three largest airlines during the 2020 second quarter, when the effects of the pandemic first became fully apparent. Download the Report

New Opportunities for the Hokuriku Region: Impact of Japan's Newest High Speed Rail May 20, 2014 Japan Information and Culture Center (JICC), Embassy of Japan 1150 18th Street, N.W., Suite 100, Washington, D.C. HOSTED BY: Embassy of Japan Japan National Tourism Organization (JNTO) Japan International Transport Institute, USA (JITI) Japan is the birthplace of high speed rail. Since its first opening in 1964, 50 years ago, Japan has continued to innovate advances in high speed rail to make it one of the fastest, most reliable, and safest forms of transportation in the world. Japan is ready to share this cutting-edge technology and business experience with the United States. Japan is preparing to open yet another high speed rail line, namely the Hokuriku Shinkansen, which will shorten the travel time between Tokyo and the Hokuriku region by an hour and a half, nearly halving it. Opening in early 2015, this new line will generate enormous opportunities for economic growth in the region. The potential for tourism stands out. To commemorate this special occasion, our distinguished speakers will discuss the technology, economics, and on-board experience associated with Japanese Shinkansen. The event will also highlight the attractions of the Hokuriku region as a tourist destination. The area is a gold mine of amazing traditional handicrafts and a source for fresh locally grown ingredients and seafood. PROGRAM: Opening Remarks Kanji Yamanouchi Minister, Embassy of Japan Keynote Speeches Hitoshi Saimyo Executive Director, New York Office, Japan Railways Group John Tedford Travel Information Manager, New York Office, Japan Railways Group Geraldine Gardner Director, Urban and Regional Policy, German Marshall Fund of the United States Yuki Tanaka Executive Director, New York Office, Japan National Tourism Organization (JNTO) RECEPTION: Welcome Remarks Izumi Tokunaga Director-General, Hokuriku-Shin'etsu District Transport Bureau, Ministry of Land, Infrastructure, Transport and Tourism of Japan Exhibits Exhibits on Japan's appeal as a tourist destination and on the nation's high speed rail system. Supported By Niigata Prefecture Toyama Prefecture Ishikawa Prefecture City of Takayama, Gifu Prefecture City of Himi, Toyama Prefecture City of Sado, Niigata Prefecture TOKYU HOTELS CO., LTD The Art of Travel

JITI 2018 Automated Vehicles Seminar Development of Automated Vehicles within the Current Legal Framework February 28, 2018 The St. Regis Washington DC 923 16th St NW, Washington, DC Automated driving has caught the attention of Congress. The House of Representatives passed the “SELF DRIVE Act” in September 2017, and the Senate Commerce Committee advanced the “AV START Act” in October. Both of these would significantly increase the number of vehicles that can be exempted from the Federal Motor Vehicle Safety Standards and encourage developers of highly automated vehicles to provide specific information on the safety of their vehicles. These bills are early steps to calibrate regulation of automated vehicles. The bills have received broad bipartisan support—but also important criticism. Anticipation for highly automated vehicles has also been high in Japan. In view of the expected arrival of the automated & connected driving society in 2025, the Japanese government set a goal to commercialize highly automated and connected vehicles (Level 3 and above) and include them in the services market by 2020. Public-Private ITS Initiative/Roadmaps 2017 was released last year, laying out scenarios up to the year 2025 for realizing highly automated and connected driving and focusing on preparing the regulatory system with a view to strengthening and commercializing the technologies. Based on the Initiative/Roadmaps 2017, the Japanese government is going to develop a fundamental policy for reviewing related laws by the spring of 2018. Moreover, various verification experiments and pilot projects are being conducted with a view toward societal implementation, and international cooperation and coordination have led to an effort to establish international technical standards at UN WP.29. With this rapidly changing and highly focused legal and regulatory background in relation to automated vehicles, JITI USA ivinted experts on the subject, from both Japan and the U.S., to discuss the progress so far (especially milestones accomplished), as well as the future path toward automated vehicles. Opening Remarks Makoto Washizu President , JITI USA Bio Keynote Speeches David Strickland Counsel and Spokesperson for Self-Driving Coalition for Safer Streets (Former Administrator for NHTSA, DOT) Bio Takao Onoda Director General, Japan Automobile Standards Internationalization Center (JASIC) Bio Presentation Bernard Soriano Deputy Director, California Department of Motor Vehicles Bio Presentation Hilary Cain Director, Technology and Innovation Policy, Government Affairs, Toyota Bio Panel Discussion Bryant Walker Smith (moderator) Assistant Professor, School of Law, University of South Carolina Bio

JITTI Journal January 2019 Back to All JITTI Journals January 2019 Feature Article Capacity Enhancement of Narita International Airport by Daisuke Takagi 1. INTRODUCTION According to the air transport demand forecast made by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), demand at metropolitan airports is expected to reach near the limit of currently planned capacity in the early 2020's. On this account, MLIT established the "Metropolitan Airports Capacity Enhancement Technology Subcommittee" consisting of academics and experts under the Basic Policy Subcommittee of Aerospace Caucus, Council of Transport Policy, which compiled possible technical options for further capacity enhancement of the metropolitan airports, and announced them in July 2014. Among the proposed options, construction of the 3rd runway, extension of Runway B, and relaxation of restrictions on night flights in Narita International Airport have been discussed for realization at a four-party council (MLIT, Chiba prefecture, 9 municipal governments around Narita Airport, and Narita International Airport Corporation (NAA),) since September 2015. At the four-part council meeting that was held in March 2018, we reached a final conclusion as to our proposal on further capacity enhancement. 2. NRT’S CURRENT SITUATION AND FUTURE VISION (1) Current situation At Narita Airport, Open Skies facilitated an increase in the number of destination cities as well as the participation of new airlines, and domestic flights also increased because domestic LCCs started to use Narita as their hub. With these developments, understanding and cooperation from the local residence made the increase of departure and arrival slot limits to 300,000 annually and introduced flexibility in late night flight restrictions and non-stopping of automobiles at the airport area gates. As a result, the volume of foreign visitors and domestic travelers has increased substantially, and Narita Airport is contributing towards the development for our nation to become tourism oriented. It is the air transport demand from Asia that will drive growth of the world airline market in the future. The competition for attracting air transport demand from Asia has already begun. Major Asian and Middle Eastern airports are presently growing rapidly by capturing the growth of the Asia market, including freight demand. In this situation, Narita Airport is no exception to being in severe competition with other major Asian airports. The major airports in the Asia region will carry out large scale capacity expansions between 2017 and 2019, which is anticipated to further intensify the competition for attracting flight routes among international airports in the years to come. (2) Future Vision The number of aircraft arrival/departure slots (domestic flights + international flights) at Greater Tokyo Capital Area Airports is expected to exceed the currently planned capacity in FY2022 in the strong and moderate growth projections, and in FY2027 in the low growth projection. (The number is expected to reach 780,000 to 940,000 in FY2032.) According to the demand projection made by the government and NAA, the number of aircraft arrival/departure slots at Narita Airport is expected to exceed 300,000 a year in the 2020's, and reach 500,000 a year from the early 2030's to the late 2040's. Furthermore, according to demand projection made by NAA, at the time the annual number of aircraft arrival/departure slots reaches 500,000, the annual number of passengers is expected to become 75 million, and the annual air cargo volume is expected to become 3 million tons. (Results in FY2015 are; 235,000 arrivals/departures, 38 million passengers, and 2 million tons of air cargo volume.) 3. NEW RUNWAY PLAN AND RELAXATION OF RESTRICTIONS ON NIGHT FLIGHTS (1) New runway plan For the reasons mentioned above, Narita Airport needs to secure the sufficient departure and arrival slots required to further the capacity enhancement measures for Greater Tokyo Capital Area airports. With regard to specific locations of Runway B and C, Runway B will be extended northward so that the missed approach area of Runway B will not overlap with Runway C. Also, we will make adjustments so that the layout plan conforms to the plans for construction of the Metropolitan Inter-City Expressway (Ken-ou-do). It is necessary to expand the airport site by 1,000ha in order to make the 500,000 annual aircraft movement per year available. Considering the designated city planning area and the residential area in the surrounding area of the airport, the candidate area for an expanded airport site will be as follows; (2) Relaxation of restrictions on night flights In order to prepare to offer a flight schedule to suit the airline business demand in the future, Narita Airport has made a case study of the flight schedules that would need time slots during the late night and early morning. The data for this case study was based on the 500,000 annual traffic movements of aircraft as was discovered through hearings with airline companies. As a result, it was confirmed that making operating hours from 4:00 pm to 2:00 am is ideal to further enhance capacity at Narita Airport without falling behind in the competition with other airports. However, due to the nature of Narita Airport being an inland airport, we have received many opinions and demands from residents during explanatory meetings, and the Chiba prefectural governor and the liaison council of local governments in areas around Narita Airport have requested MLIT and NAA to review the proposal twice. Under such conditions, the four-party council meeting held in March 2018 reached a final agreement on a proposal that makes operating hours from 5:00 pm to 12:30 am, which ensures that quiet hours under the flight routes will be kept at 7 hours. Since the relaxation of restrictions on night flights will put a heavy strain on the local residents, NAA has proposed countermeasures against night and early morning flights, such as installation of internal windows in bedrooms and a limit imposed on equipment for flight operations during late-night and early-morning hours, in addition to taking conventional environmental action. 4. TOWARD THE FUTURE (1) Future schedule of further capacity enhancement Further capacity enhancement will go through the following steps in the future: Temporary relaxation of restrictions on night flights will be implemented in advance at Runway A for the Olympics and Paralympics in Tokyo, while procedures for extension of Runway B, Runway C, etc., will be promoted promptly. (2) Effects of further capacity enhancement By increasing the departure and arrival slot capacity of Narita Airport and capturing the growth of economically developing Asian countries through further capacity enhancement, Narita Airport is expected to see significant increase of passengers and cargo volume, and will bring about various positive effects in areas around the airport, such as industrial development, infrastructure upgrades, and the improvement of living environments.