Railway in Japan During Rush Hour < Back

Value Capture Session Overview Value Capture Session Overview by Mamiko Kim A few weeks ago, on June 26 th , JITI held a joint session with the American Public Transportation Association (APTA) titled “Revenue Opportunities from Value Capture” as part of APTA’s 2019 Rail Conference. In the early 2010s, JITI held programs in Chicago and California. However, this was the first JITI event held in Canada since its inception. Due to the distance from our home base in Washington, DC, and the fact that our regular audience members may not have gotten a chance to attend this session, I hope to relate more details about this event’s subject and the discussion that took place to our readership. We had speakers from Japan and North America, which diversified the experiences shared For those unfamiliar with the term “value capture,” particularly in regards to rail, it refers to instances where rail companies are able to create capital through infrastructure and land investments above and around stations and rail lines. These investments create revenue opportunities as people are enticed to shop and spend money in these locations, and in turn increase ridership to and from stations. We had presentations by Yuji Murakami of the East Japan Railway Company (JR East) and Kantaro Yamaguchi of the Tokyu Corporation (Tokyu) who both shared illustrations of success stories in Japan where consistent cash flow came into their organizations by utilizing value capture. It is important to note that most rail systems in Japan are operated by private companies, and do not receive financial assistance from governments. In fact, these private companies own real estate and businesses that are separate from the rail sector (such as shopping centers as opposed to station properties), and the rail system is sustained by both ridership and money pulled from these businesses and real estate owned by the company. There are particular challenges in the US and Canada to utilize value capture due to the fact that most rail systems are operated by the public sector, and thus construction and operation are usually funded by state, local, and federal governments. This in turn means that there is more restriction on the type of development that rail systems are able to make, with much of the revenue from real estate around stations being pulled into private businesses rather than returning to the rail system. Heather McKillop of the Denver Regional Transportation District (RTD) and Kevin Desmond of the South Coast British Columbia Transportation Authority (Translink) presented their own successful models of how they are able to combat these challenges. This included Denver’s achievement of partnership and collaboration with multiple players in order to accumulate some 14 different funding sources to revitalize the Denver Union Station, which they did with such success that they were able to pay off all loans 21 years early. Mr. Desmond described how they have levied property taxes on real estate around stations, doubled property values through pre-development work before disposition, through commercial partnerships, and how they will begin imposing development cost charges in 2020 as another way to fund stations. Panelists consisted of leaders in organizations with success in value capture There were two main discussion points that the moderator, Sasha Page of IMG Rebel, introduced to the panel discussion. The first question was how rail companies are able to manage real estate risk. Mr. Murakami explained that JR East’s goal is to add value to the areas around the station as well as to run trains smoothly in those areas. This could mean that they find areas of interest to work with. For example, there is a famous temple in Nagano. By creating a rail line to this temple, it gives people an attractive option to get there. This intrinsically benefits the rail line and the area around it. Mr. Yamaguchi, acknowledging that their goals are similar to that of JR East, added that with changes in the real estate market due to gentrification and an aging population, Tokyu is working with municipal governments to try to minimalize risk. In Denver’s case, Ms. McKillop elaborated that to mitigate risk, Denver took out a large credit risk premium. Now that there has been a precedent set, she believes that it will be easier to work with the US Department of Transportation in the future. Finally, Mr. Desmond explained that at Translink they have a revolving land account, where they buy and sell land for strategic acquisition. As introduced earlier, they have begun doing pre-development of the land to increase land value before the sale. In the future they are looking into doing more joint developments as well, which carries less risk than creating developments alone. In addition, Mr. Page asked each of the panelists on how their organizations deal with the affordable housing issue. Gentrification, which we are also familiar with in the DC Metro area, is especially a problem around rail stations as it pushes out the very residents who need public transportation the most. Mr. Desmond relayed that this was particularly an issue in 2017 in the Vancouver area, as not only were middle- and lower-income buyers priced out of real estate, but there was a lack of rental properties being built around rail. Since then, municipalities have been working to resolve this problem. He emphasized that policies need to begin at the municipal level. Translink, as they begin joint development ventures, are looking to make sure that areas they control have affordable housing. Ms. McKilllop echoed Mr. Desmond’s points, as she noted that land-use decisions are made by municipalities. She spoke of the power of rail companies to negotiate with municipalities, such as a recent example of an affordable housing unit next to a station which was unable to build due to parking requirements from the city. RTD was able to negotiate for limiting the number of parking the housing unit needed as both RTD and the city of Denver hoped to encourage people to use public transit. The situation in Japan is rather different. Mr. Yamaguchi revealed that like the United States and Canada, land use is determined by municipalities. However, Mr. Murakami explained that in Japan there are strong social programs that protect individuals in middle- and lower-income brackets. In fact, because municipalities have successfully made these efforts, JR East has never been asked to include affordable housing in their developments. Mr. Yamaguchi said that Tokyu does do work to help renovate older properties along their rail lines, which attracts younger people, single mothers, and the elderly. They also expand their bus services so that those who live farther away have access to the stations. The speakers of our session stood together for a group shot The discussion continued with questions from the audience, which I will not cover here. However, I do encourage you to view the full videos or to listen to the audio we have on our website. I hope this report gives the readers a taste of the session, which covers much more information than written here. The major takeaway was that each of the rail systems represented strives to be the world’s best, but there are unique challenges that impact them differently. However, all of the speakers spoke of their common goals to commit to best practices, to build and maintain efficient, convenient, and reliable rail systems, and to sustain these activities through sound business methods, such as value capture discussed in this event. This joint session may not have covered or resolved every issue that rail companies face as they seek to utilize value capture, but we believe that it is one step towards opening up a discussion so that all may benefit internationally. We will continue to follow this topic closely in the future, and hope that you can join us in our next event. Back to All JITTI Journals July 2019 Feature Article

JITTI Journal Cultural Article November 2025 Back to All JITTI Journals November 2025 Cultural Article My Japanese Shinto-Style Wedding By Tomomi Dodd As I write this journal, I’m reminded, as I do every year around this time, of my wedding in Japan in October 2017. My American fiancé at the time and I decided to hold a wedding in Japan, and specifically a traditional Shinto-style wedding at a shrine. We came to the decision as we had wanted to show respect to Japanese culture and embrace it. With plans to move to America in the near future, we also knew we wanted to host the wedding in Japan so that mutual friends, which we had both met while attending the same college in Tokyo, would be able to attend. Though we had heavy rain due to typhoon on the wedding day, I felt that it turned out a memorable and beautiful event. A Shinto wedding is a traditional Japanese ceremony held at a shrine or at a temple. It means marriage before the kami (God). I will introduce some of the main steps we performed during our wedding. Please note that every wedding venue is different and may have different steps. First of all, we walked down the isle outside of the shrine led by two Mikos. Miko are young priestesses who serves at a Shinto shrine. As we were entering the wedding ceremony stage, a giant drum was pounding. (Walking to the wedding ceremony venue led by two Mikos.) (Beginning of the wedding ceremony) Then we did an exchanging of Sake - San San Kudo . As the bride and groom, we took turns sipping three times from cups of three sizes: small, medium and large. (The first two times, the cup is raised to one’s lips. The sake is only drunk on the third sip.) This act represents purification. (San-san-kudo) Next, we read a wedding vow. Here is what we read in Japanese. Watakushidomo Ryoumei wa Honjitsu Yuishoaru Sanno Hiejinja ni Oite Kekkon Itashimasu. Watakushidomo wa Sougo no Ishi wo Sonchou shi Rikai ni Tsutomete Mairimashita ga, Kongo Yoriissou Katai Shinrai to Aijou nioite Ningen toshite no Musubitsuki wo Takamete Yukukoto wo Koko ni Chikaimasu. (English translation: Today we are getting married at Hie Shrine. We promise to continue to strengthen our bond, trust, and love while maintaining mutual respect. ) In the end, we presented Sakaki branches. Sakaki is an evergreen tree native to Japan, and it is considered a bridge between the divine and humanity. As the bride and groom, we received the Sakaki branches and placed them at the altar. Then we bowed twice and clapped twice. Next, our dads, as the fathers of the groom and bride respectively, received Sakaki and placed them at the altar. They in turn bowed twice and clapped twice. Following this was a dance performance by the Mikos. (Bride and Groom placing Sakaki branches) (Fathers of bride and groom placing Sakaki branches) (Dance performance by Mikos) Though all the preparations for the wedding ceremony and reception were chaotic and stressful, I am still very happy that we had a Japanese style Shinto wedding and my husband’s side of family experienced some of Japanese culture and met my family and friends. I deeply appreciate that they came to Japan all the way from America for us. I cannot forget what my brother-in-law told me later when he said that it was one of the coolest experiences he has had. Just for your reference, we had a wedding at Hie Akasaka Shrine in Tokyo. It is a very beautiful Shinto shrine distinct in its vermilion color, and has a very long and deep history as it was built in the year 1478. It is worth visiting just to see the shrine. You might be able to see some cute children in Kimono for children’s ritual (Shichi-go-san), especially if you go in October or November. (The bride and groom in front of the Hie Shrine.) References: Hie-jinja Shrine（Spot）|Chiyoda Tourism Association Embracing the Beauty of Japanese Shinto Weddings | Japan Up Close

Aviation Analyst, Daisuke Takagi, shares his insights of the aviation policy changes shared at the TRB 99th Annual Meeting held in January 2020. Topics include Brexit, the greater African presence in the world of aviation, and air connectivity. < Back Civil Aviation 2020 Transportation Research Board 99th Annual Meeting Report By Daisuke Takagi Aviation Analyst, Daisuke Takagi, shares his insights of the aviation policy changes shared at the TRB 99th Annual Meeting held in January 2020. Topics include Brexit, the greater African presence in the world of aviation, and air connectivity. Download the Report

Japan's Strategic Countermeasures against the Pirates of the Seas < Back

With the subsequent maturity of UAM and further input from within and outside of the government, the FAA announced their updated UAM ConOps v2.0. This report provides an overview of these UAM/AAM-related policy trends in the US government. < Back Civil Aviation May 2024 U.S. Policy Trends on Advanced Air Mobility: Part 1 By Shinichiro Tsuri With the subsequent maturity of UAM and further input from within and outside of the government, the FAA announced their updated UAM ConOps v2.0. This report provides an overview of these UAM/AAM-related policy trends in the US government. Download the Report

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

2019 International Exchange and Tourism Seminar The Future of the US-Japan Friendship: How International Exchange and Tourism are Changing Perspectives Thursday, March 21st, 2019 at the Ronald Reagan Building and International Trade Center (Atrium Ballroom) 1300 Pennsylvania Avenue NW, Washington DC, 20004 In the modern world, people-to-people exchanges play a great role in international relations. Such exchanges are often called the people’s diplomacy, and given equal weight as government diplomacy. Similarly, the United Nations World Tourism Organization asserts that tourism also can play a key role as a catalyst for peace and development. In this sense, international exchange and tourism serve the same function. Viewed from the lens of psychology, the two are close: both start from a human interest in other countries and people. Tourism may be said to be the beginning and perhaps less intensive part of international exchange. The US-Japan relationship is one of the most intimate relationships in the world and has deepened over time thanks to numerous initiatives. These initiatives include the 1912 gift of cherry trees from the Mayor of Tokyo to Washington D.C., and the more recent TOMODACHI Initiative which originated in response to the need for assistance after the Great East Japan Earthquake of 2011. Comings and goings of people between the US and Japan, which measures the magnitude of exchange, has steadily grown. Visitors from the US to Japan have been breaking records annually since 2014, and numbered 1.53 million in 2018. For Japanese travelers, the US is the most visited country, and Japanese visitors to the US reached 3.60 million in 2017. Travel in itself is changing, with repeat visitors and solo travelers increasing and people’s travel expectations evolving as well. Visitors are not just sightseeing, but are now also visiting schools to interact with students, engaging in traditional cultural opportunities, and participating in volunteer activities, to name a few of the many and varied visitor activities. With the spread of internet reservations, personally customized travel has become popular. For this seminar, JTTRI・JITI and JNTO is pleased to have well-known individuals and experts in international exchange and tourism between the US and Japan who will speak on the current situation and issues in their field, the many aspects of their efforts, and the measures which need to be taken to deepen international exchange, including tourism, between the US and Japan. Video, Audio, and Written Records 2019 International Exchange and Tourism Seminar- Opening Remarks (English) Play Video 2019 International Exchange and Tourism Seminar- Honorable Guest Remarks (English) Play Video 2019 International Exchange and Tourism Seminar- Keynote Speeches (English) Play Video 2019 International Exchange and Tourism Seminar- Panel Discussion (English) Play Video 2019 International Exchange and Tourism Seminar Video Watch Now Share Whole Channel This Video Facebook Twitter Pinterest Tumblr Copy Link Link Copied Share Close 2019 International Exchange and Tourism Seminar- Opening Remarks (日本語) Play Video 2019 International Exchange and Tourism Seminar- Honorable Guest Remarks (日本語) Play Video 2019 International Exchange and Tourism Seminar- Keynote Speeches (日本語) Play Video 2019 International Exchange and Tourism Seminar- Panel Discussion （日本語) Play Video 2019 国際交流と観光セミナー ビデオ Watch Now Share Whole Channel This Video Facebook Twitter Pinterest Tumblr Copy Link Link Copied Share Close First Session Transcript: Opening & Guest Remarks, Keynote Speeches Second Session Transcript: Panel Discussion, Audience Q&A Opening Remarks Masafumi Shukuri Chairman, Japan Transport and Tourism Research Institute (JTTRI) Bio Remarks Honorable Guest Remarks Shinsuke Sugiyama Ambassador of Japan to the United States Bio Keynote Speeches Norman Mineta Former Secretary of Transportation; President & CEO, Mineta & Associates; Honorary Chairman of the Board of Trustees, The Japan-America Society of Washington DC (JASWDC) Bio Satoshi Seino President, Japan National Tourism Organization (JNTO) Bio Presentation パワーポイント Panel Discussion and Q&A Moderator Abigail Friedman Founder and CEO, The Wisteria Group; Officer of the Board of Trustees, JASWDC; Haiku Poet Bio Panelists Takehiro Shimada Minister, Communications and Cultural Affairs, Embassy of Japa n Bio Presentation Laura Abbot Executive Vice President and COO, US-Japan Council Bio Presentation Shin Koyamada Actor & Producer; CEO of Shinca Group; Chairman of Koyamada International Foundation(KIF); National Board of Directors of Sister Cities International(SCI) Bio Presentation Aaron Wodin-Schwartz Vice President of Public Policy and Public Affairs, Brand USA Bio Presentation The reception featured an 8K projector from Japan, which is the most advanced technologically of its kind. It showed various scenes of day to day life in Japan. -courtesy of the Embassy of Japan and the Ministry of Internal Affairs and Communications, Japan

The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. In Part 2 of their research report, Rail Analyst Daisuke Miyamoto and former JITTI USA President Tomomi Tsuchiya go into detail of the rezoning allocations and financing of the project. < Back Surface Transportation Financing Development of Public Transport-oriented Urban Growth and Subway Infrastructure at New York City’s Hudson Yard through Profit Gained from the Development Itself (Part 2) By Tomomi Tsuchiya & Daisuke Miyamoto The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. In Part 2 of their research report, Rail Analyst Daisuke Miyamoto and former JITTI USA President Tomomi Tsuchiya go into detail of the rezoning allocations and financing of the project. Download the Report

JITTI Journal Cultural Article November 2024 Back to All JITTI Journals November 2024 Cultural Article Christmas in Japan By Suzannah Nevas When I lived in Japan over a decade ago, I recall my State-side parents being surprised to learn that Christmas was celebrated in Japan. “But Christmas is a Christian Holiday,” my mom said. “Aren’t most Japanese people Shinto or Buddhist?” It’s true, according to Pew Research data from 2010, only 1.6% of Japanese people identify as Christian. But for the most part, Christmas is celebrated as a secular holiday in Japan. In fact, I told my mom to think of it as switching between American Christmas and American New Year’s. In the U.S., and many countries in the West, Christmas is a family holiday with religious origins and customs. In contrast, New Year’s Eve is not so much a family affair- young people will get dressed up and go out with their friends or romantic partners, perhaps anticipating a romantic midnight countdown kiss. In Japan, New Year’s is a holiday when people return to their family homes and visit the local shrine together for the first time in the new year. Christmas, however, is not associated with family or religion, but is instead imbued with connotations and expectations of romance. Christmas Eve in Japan is a bit like Valentine’s Day in the U.S. If you find yourself in Japan this Christmas, here are the key elements for celebrating like the locals: Go on a date- preferable out to a popular urban center. Extra points if your outfits are coordinated or festive themed! Major cities may have European style Christmas markets, and many restaurants will have special menus, or couple set courses for the special day. Go see an Illumination (holiday light display). These get more elaborate and spectacular each year and often feature special photo-op displays. Here is a list of Japan-Guide.com ’s 2024 Illumination locations by city. I personally recommend the Kobe Luminarie which will be celebrating its 30th anniversary this winter, though it technically doesn’t begin until well after Christmas is over. KOBE Luminarie 2007 by 5th Luna (Copyrighted under CC BY-NC 2.0 ) Eat Cake. It isn’t Christmas in Japan without a Christmas Cake! Japanese Christmas cake is usually some version of strawberry shortcake- layers of sponge cake, whipped cream and strawberries. Either rolled or round, these beautiful, picturesque cakes tend to be cute and small compared to an American-sized cake- because they’re often meant for serving just 2! Pretty much anywhere that sells cakes will have these but they tend to sell out quickly. Department store patisseries will display their Christmas cake options weeks in advance so you can pre-order if you know where you’ll be. Tokyu Department Store 2013 Christmas Cake Catalogue (via this site ) Exchange gifts. While the exchanging of presents between koibito (lovers) is a far cry from the piles of wrapped boxes in stockings and under living-room Christmas trees in America, many couples do get each other a gift to open together on Christmas Eve. Don’t fret- there will be LOTS of gift ideas on display at every shop you see. Now don’t despair if you find yourself single in Japan around Christmas time. First of all- plenty of venues offer singles mixers to try and cash in on all the people not already paired off. Furthermore, pretty much everything listed above can be enjoyed just as much with your friends instead of a lover. One Japanese Christmas custom that really doesn’t have anything to do with romance is eating Kentucky-fried chicken! Thanks to an incredibly effective and enduring ad campaign by KFC in the 1970s, a bucket of fried chicken is about as iconic a holiday image in Japan as a Santa hat! In fact- you’ll often find both together! If you make it to Japan this winter, I hope you will enjoy some of these modern Xmas traditions! KFC Christmas Advertisement (via this site ) Sources https://www.pewresearch.org/religion/feature/religious-composition-by-country-2010-2050/ https://www.japan-guide.com/e/e2304.html https://www.feel-kobe.jp/kobe_luminarie/eng/ https://www.jrpass.com/blog/do-people-celebrate-christmas-in-japan

In March 2020, the CARES Act was passed in order to support the United States economy, and airlines too were included with stipulations. In this report, our Aviation Analyst, Daisuke Takagi, reviews this legislation and how airline companies are executing human resource planning in conjunction with the provided relief systems. < Back Civil Aviation The Coronavirus Aid, Relief, and Economic Security Act (CARES) in the United States and Planning of U.S. Airlines By Daisuke Takagi In March 2020, the CARES Act was passed in order to support the United States economy, and airlines too were included with stipulations. In this report, our Aviation Analyst, Daisuke Takagi, reviews this legislation and how airline companies are executing human resource planning in conjunction with the provided relief systems. Download the Report

JITTI Journal Cultural Article November 2019 Back to All JITTI Journals November 2019 Cultural Article Resort Island –Miyakojima– by Daisuke Miyamoto Imagine, you are on a beach with your legs ankle-deep in the sun-kissed waves. A turquoise ocean faces you, and as each turn of the waves rushes over your feet, you sink a little further down into the warm earth. The water has smoothed out all the wrinkles that had once been pressed across the sand, along with those stressors that you’ve now forgotten. A breeze picks up, and you inhale again, and exhale that salty, summer air. Except, it’s not really summer at all- at least not where you’re from. It’s October, and you are in Okinawa, Japan. The view of the ocean from Miyakojima Island, an island in Okinawa Prefecture. Off in the distance, you can see Irabu-ohashi Bridge. It goes without saying that Okinawa is the one of the most famous resort island chains in the world. Known for its pristine beaches and a tropical atmosphere not seen elsewhere in Japan, nearly 10 million travelers were enticed to visit in 2018, including 3 million foreign tourists. The final tally for 2019 is expected to top those records. Transport initiatives have also made a difference in Okinawa’s greater popularity. Airlines have been increasing routes to Okinawa, and the governor of Okinawa has promised to collaborate with private companies to simplify the transit system in order for visitors to spend an even more stress-free trip. These efforts have established Okinawa as a hot spot of Japan, making it one of the country’s greatest tourist destinations. Sunset on Sunayama beach, a secluded beach on Miyakojima island. The interest and hype, of course, are well deserved. Miyakojima, one of the islands in Okinawa prefecture, is said to have the most beautiful sea around the Orient. Not only can you enjoy it’s clear and gradient blue waters while spending time at the beach, but a drive over the Irabu-ohashi Bridge ensures a joy ride in what feels like a flight over the ocean. What is more, Miyakojima belongs to the same subtropical zone as the rest of Okinawa, which means that we can enjoy swimming in the sea from April to October. Now that the weather has grown colder, why don’t you make a trip to Miyakojima, and the rest of Okinawa? It is certain that you will have a great time there.