The International Airports Council (ACI), an international industry group representing airports around the world, has recently announced a long-term policy to reduce carbon emissions in the airport industry. They set a specific decarbonization target and published it together with a research report that analyzed its feasibility. This report provides an overview of those decarbonization goals and action steps. < Back Civil Aviation Setting Long-term Decarbonization Goals in the Airport Industry By Daisuke Takagi The International Airports Council (ACI), an international industry group representing airports around the world, has recently announced a long-term policy to reduce carbon emissions in the airport industry. They set a specific decarbonization target and published it together with a research report that analyzed its feasibility. This report provides an overview of those decarbonization goals and action steps. Download the Report

JITI 2015 Railway Seminar The Co-Development of Urban Railroads and Infrastructure March 4, 2015 The Willard InterContinental Washington 1401 Pennsylvania Avenue, N.W., Washington, D.C. Urban railroad is an important element of infrastructure that supports both commuting and recreation, providing a vital link both within and among metropolitan areas. For this reason, developing new railroad systems has a great deal of influence on communities’ economic vitality and employment. Efforts to reduce Americans’ reliance on cars in the interest of environmental protection and mitigation of traffic congestion have included projects such as Washington, D.C.’s own newly opened Silver Line metro. Given its high profile and ambitious scale, the Silver Line has drawn public attention to the potential of railroads in urban areas. Urban railroads change their surroundings simply by virtue of existing. Having accessible rail transport drives up population and land value along rail lines, and communities that gain railroads often see commuting and housing patterns change as well. Japan has substantial experience in this area. Rather than focusing entirely on building rail links between existing communities or waiting for a rail line to be built before embarking on development projects, developers in Japan have treated railway lines and the developments alongside them as a package. This approach addresses the improvement of population and land values together with the development of the line itself. With an eye toward this approach, JITI has invited experts from Japan, the U.S., and Europe. In addition to presenting their methods for development of rail lines (regarding implementation, funding strategies, etc.), they will discuss what is required to make sustainable railroad developments along with developments of urban infrastructure along rail lines in the United States. Opening Remarks Makoto Washizu President , JITI, USA Bio Keynote Speeches Shyam Kannan Managing Director of Planning, Washington Metropolitan Area Transit Authority (WMATA) Bio Presentation Tomoo Kimura General Manager of Business Strategy Division, Tokyu Corporation Bio Presentation Per Als Chief Transport Executive, Finance Department, Copenhagen City Bio Presentation Michael Allegra President and CEO, Utah Transit Authority Bio Presentation Kenji Irie Senior Managing Director, Tokyo Metro Co., Ltd. Bio Presentation Panel Discussion Arthur L. Guzzetti (moderator) Vice President - Policy, American Public Transportation Association (APTA) Bio

Coordinating between three municipalities and private/public transportation organizations poses a challenge, but the greater Washington, D.C. area is making strides in allowing for data sharing, open access, and cooperation between urban transport and city planning. < Back Surface Transportation Mobility on Demand Trends in the United States ~A Case Study of Washington, D.C., Part 3~ By Daisuke Miyamoto Coordinating between three municipalities and private/public transportation organizations poses a challenge, but the greater Washington, D.C. area is making strides in allowing for data sharing, open access, and cooperation between urban transport and city planning. Download the Report

JITTI Journal Cultural Article September 2021 Back to All JITTI Journals September 2021 Cultural Article Shogi- Japanese Chess by Yoshihiro Fujimaki 1. Introduction Shogi is a traditional Japanese board game that looks like chess. Because it is a one-on-one, zero-sum, and perfect information game, there is no factor of luck in winning or losing. Both shogi and chess are considered to have originated from a board game called Chaturanga from ancient India. In the beginning of 17th century, the Edo Shogunate, which ruled Japan, officially endorsed shogi, and the current style of shogi remained thereafter. The image above depicts the initial setup of the game.  2. A Unique Feature One unique feature of shogi is that the player can reuse a piece as his own after he captures it from the opponent’s forces. This point is completely different from chess, in which the player cannot reuse a captured piece. This feature of shogi allows for the total number of pieces to remain the same, which keeps the number of available moves for pieces high, and a match may be reversed even in its final stage. The image above depicts what a board may look like mid-game.  3. Professional Players and Tournaments Although shogi has approximately 6 - 10 million amateur players in Japan, there are only about 170 professional players. Those professional players belong to the Japan Shogi Association, which was established in 1924, and participate in several tournaments. Available total time to consider the next move of a piece varies by each tournament; the shortest case is 15 mins (then players must move a piece in 30 seconds) and the longest case is 9 hours (then players must move a piece in 60 seconds). This is another unique point of shogi, in which certain matches end in an hour but other matches are held over two days with appropriate rest times. The Tokyo Headquarters of the Japan Shogi Association 4. Live Broadcast of Professional Shogi Matches Some professional shogi matches are live-broadcasted and can be watched from overseas. These live broadcasts are accompanied by commentary from other professional players, and have some viewers called MIRU-SHO (watching only shogi fans), who rarely play shogi games. They are new kind of shogi fan, and they’re also interested in the meals which professional players eat for lunch or dinner (SHOGI-MESHI). This curry udon is one example of shogi-meshi. The Hosojima-ya noodle restaurant, where this was ordered, is located near the Japan Shogi Association's Tokyo HQ. Professional players often order their meals from this restaurant for delivery to the Tokyo HQ.  5. Shogi Mating Problems Solving or creating shogi mating problems (TUME-SHOGI) is another way to enjoy shogi. Shogi mating problems are just puzzles that are the same as chess problems, so an opponent is not necessary, and anyone can attempt to solve problems at a difficulty level that matches their abilities. I like shogi mating problems and have provided you one example that I created myself. Can you solve this shogi mating problem, which imitates the shape of a star? The puzzle's solution will be listed at the bottom of the article. (Hint: You can mate in 5 moves!) 6. Conclusion There are several ways to enjoy shogi, including playing shogi games, watching professional shogi matches, solving or creating shogi mating problems, and so on. If you have played chess, you can easily understand the rules of shogi and will recognize shogi’s depth. I believe that shogi is a useful tool to communicate with Japanese people because most Japanese men at least know its rules. Puzzle Solution: 1. G*52（５二金） 2. Kx52（同玉） 3. S44-53+（５三銀右成） 4. K-41（４一玉） 5. S*42（４二銀）

JITTI Journal Cultural Article January 2020 Back to All JITTI Journals January 2020 Cultural Article Osechi: A New Year Tradition by Shuntaro Okimoto Happy New Year! This time, I would like to introduce the dishes that are eaten during the New Year holiday in Japan. Many people in Japan take about a week off of work or school for the New Year holiday. They travel to spend New Year's Eve, January 1st, and the following days with family and relatives living far away. As a result, traffic between urban areas such as Tokyo and the countryside is congested. Whether journeying on highways, high-speed rail, or at airports, this is the busiest time of year. I think it's like Christmas or Thanksgiving in the USA. When families and relatives gather, we eat some traditional foods to mark the season. The most typical Japanese traditional dish for the New Year holiday is “Osechi.” Osechi is a dish in which many types of food are packed in square boxes of lacquer ware. Have you ever seen a Japanese lunch box, called “Bento?” It's like a luxury version of that. In the past, Osechi was exclusively homemade, but now some people buy it at the deli. These lacquer boxes are stacked with traditional food inside. Unlike Bento boxes, these are only used during special occasions, such as for Osechi. Osechi has three features. The first is that many of the foods inside are very seasoned and especially sweet. It is said that this is because in Japan seasonings, especially sugar, were precious, and people used them extravagantly only during the New Year. The second feature is that the amount of food packed inside is large as a whole. If you see the quantity of food, you may think: Can we eat so much? Don't worry about that. Many of the foods in the box can be eaten for several days. Osechi is made with foods that have a long shelf life, so that everyone in the family can rest without cooking during the New Year holiday. The third is that the foods packed in Osechi are filled with wishes. For example, we eat caramelized shrimps, with the hope that we live long lives to the point where our backs bend like shrimp. We also eat stewed vegetables, with the hope that our families will always be together. This is a picture of typical food served in Osechi- such as the stewed vegetables on the right and shrimp on the left. Each item is carefully placed to be aesthetically pleasing. Osechi is a dish that even Japanese people only eat during the New Year holiday. So, even if you go to Japan, you likely can't eat it at Japanese restaurants. If you have the opportunity to go to Japan during the New Year holidays, you may be able to eat it in a limited number of restaurants or buy it at some delis. I want you to try traditional Japanese cuisine. I think you'll be surprised at how beautiful it looks and how delicious it is.

JITTI Journal March 2023 Back to All JITTI Journals March 2023 Feature Article The Latest Trends in Japan's Railroad Business: Management Strategies to Strengthen the "De-rail" Business By Akito Okabe Introduction Japan's railroad business is currently undergoing a major transition. Although the COVID-19 pandemic has calmed down and railroad operators are making steady progress in recovering their business performance, the trend of teleworking remains unchanged and ridership has not returned to pre-pandemic levels. The rail ridership in Japan is generally at 70-80% of its pre-pandemic level, with a particularly sharp decline in commuter pass users. In addition, the future outlook is that ridership is not expected to return to its pre-pandemic level, and an aging and declining population is also expected. Under these circumstances, many railroad companies are struggling to establish a new revenue base by strengthening their non-railway businesses, and this article will introduce some initiatives thatJapanese railroad companies are currently doing. Real Estate Business Japanese railroad companies and the real estate business have had a close relationship since before the pandemic. Many railroad companies have built hotels, apartments, office buildings, and shopping centers near their lines to generate revenue. By increasing the attractiveness of towns through development along their lines, they also aim to increase the population along their lines and increase their rail ridership in the future. Tokyu, a leading company in the real estate business, is further accelerating its efforts after the pandemic. It has identified "Shibuya," its development hub, as its biggest growth strategy, and plans to invest a cumulative 450 billion yen (about $3.2 billion USD) in real estate-related activities by 2030. (This amount is approximately three times this year's EBITDA.) JR East, Japan's largest railroad company, also plans to focus on redeveloping the area around Takanawa Gateway Station, which opened in 2020. It plans to build a luxury hotel, offices, and one of the largest halls in Tokyo on the former railcar depot site, and expects the total project cost to be approximately 58 billion yen (about $4.2 billion USD). Image of the station area after redevelopment (Image Source: https://tokyoyard.com/ ) New Business In addition to the real estate business, a number of unique new businesses are being considered, which we would like to introduce below. Tokyo Metro Tokyo Metro, which operates subways in the Tokyo area, has opened a training gym for "e-sports" video game competitions in 2021, utilizing vacant buildings near its lines. (Co-operated with startup Gecipe ※1 ). In addition to monthly memberships to use the gym store, the company offers an optional service that allows users to take lessons from professional e-sports players in the store or online. The concept of the gym is "a bright and healthy e-sports facility that is easy for anyone to enter," and the company aims to "create a world where anyone can seriously enjoy e-sports at any time.” Image of Interior view of training gym (Image Source: https://esportsgym.tokyo/register-lp ) Tokyo Metro is also developing other new businesses, such as yoga classes with bouldering and robot programming classes. Osaka Metro Osaka Metro, which operates subways mainly in Osaka Prefecture, plans to launch a matching service in the spring of 2023 to connect land owners with businesses that wish to open food trucks (mobile vending vehicles for food and beverages). Under this service, Osaka Metro will act as an intermediary, receiving a fee from food and beverage operators for opening stalls and paying rent to landowners. In addition to the brokerage service, Osaka Metro plans to open food trucks under its direct management. Food trucks (Image Source: https://subway.osakametro.co.jp/news/news_release/20210930_foodtruck_kakudai.php ) 　By the end of FY2023, the company aims to enter the healthcare service business, which supports the health improvement of railroad users through a proprietary app. Conclusion As JR East President Fukasawa stated, "We need to stand on the premise that the number of rail ridership will not return to pre-pandemic levels.", and the business environment is expected to remain severe for railway companies. Given this situation, Japanese railroad operators are aiming to diversify their revenue sources through real estate and unique new businesses, and this trend is expected to continue. We will monitor this trend closely, as the initiatives of railroad companies focusing on businesses other than the railroad itself are unique to Japan and could serve as a useful reference for other countries. References ※1 https://gecipe.co.jp/

JITTI Journal September 2021 Back to All JITTI Journals September 2021 Feature Article A Private Workspace in Train Stations  by Akito Okabe Introduction Do you know what these strange boxes are that have been popping up across train stations in Japan? Image Source: Tokyo Metro Co.,Ltd They are private workspaces made for one person and are used for various situations, such as when you have spare time while going out and about, or when you need to hold a quick web conference. These workspaces can also be used not only for work, but also for reading, studying, etc. This article introduces a unique approach to manage privacy needs in Japan, where these facilities inside stations have become well developed. Background: Diversification of Work Styles Japan is facing a "decline in the working-age population due to the falling birth rate and aging population" and greater "workforce need diversification, such as balancing work with childcare and nursing care.1” In order to solve these problems, Japan has been striving to create a society where people can choose various ways to work so that each individual can have a better vision of his or her future.1 Against this backdrop, telework, a flexible work style that is not restricted by location, has been gaining attention as a part of corporate work style reforms. In addition, in recent years, the spread of coronavirus infections has restricted people's mobility and discouraged them from coming to the office, resulting in a rapid acceleration of telework. On the other hand, there are challenges in promoting telework. In particular, in Japan, unlike in the U.S., due to the small size of houses, many disincentives are cited, such as the lack of dedicated workspaces, and the inability to concentrate due to the close proximity of family members. In addition, although it is not impossible to work in cafes, there are still inconveniences such as the lack of available seats, inability to concentrate due to noise, and inability to do highly confidential work within view of others. Companies in various industries are devising ways to solve these problems. While private workspace set-up in train stations are described in this article, there are many other initiatives being launched by companies, such as hotels and karaoke bars offering plans for telework stays. Overview of Private Workspaces In Japan, train stations are not just a place to catch a train or make a connection, but also a place where you can do many things, such as going to eating and drinking establishments, pharmacies, convenience stores, and many other commercial facilities. Private workspaces　are also a unique feature of Japan's well-developed stations, and several companies are currently producing them. CocoDesk is one such workspace, and is a joint project between Tokyo Metro Co., Ltd. and FUJIFILM Business Innovation Corp. The installation of CocoDesk booths started in February 2020 and are currently underway mainly in subway stations. They are 51 inches wide, 39 inches deep, and 83 inches high, making them large enough to be used comfortably. In addition, the room is equipped with power outlets and Wi-Fi for mobile devices, and the temperature can be adjusted by the air conditioner, so you can make phone calls or prepare documents without worrying about your surroundings. Moreover, a ventilation fan is in place along with all items covered with an antibacterial coating, so even if you are wary of the coronavirus, you can use it having peace of mind. The service hours are from 7:00 to 22:00, and the fee is approximately 2.50 USD per 15 minutes, so users can freely choose the time of use according to their purposes. The above figure is reprinted and translated from the FUJIFILM Business Innovation Corp website. Conclusion Post-pandemic, teleworking is expected to take root to a certain extent, and I believe it is important for the government and companies to continue to work together to create an environment that facilitates teleworking. Tokyo Metro has announced that it will continue to install CocoDesk booths in stations and will consider various initiatives to make stations more convenient and comfortable to use as a part of business and daily life in order to more closely match customers' various ways of working.2 Why don't you experience this unique service when you visit Japan? ※CocoDesk is a registered trademark or trademark of FUJIFILM Business Innovation Corp. References 1.Ministry of Health, Labour and Welfare website https://www.mhlw.go.jp/stf/seisakunitsuite/bunya/0000148322.html 2. Tokyo Metro Co.,Ltd. press release https://www.tokyometro.jp/news/2021/210791.html Image Sources 1. Tokyo Metro Co.,Ltd 2. FUJIFILM Business Innovation Corp

JITTI Journal September 2018 Back to All JITTI Journals September 2018 Feature Article Strengthening Aviation Safety through SSP by Hiroki Sakamoto Ensuring safety is a central and fundamental issue in the civil aviation sector. While passenger deaths aboard specific Japanese air carriers have not occurred since 1986, efforts are being made to reinforce the safety management system adopted by airline companies and preventive safety measures are being promoted to appropriately deal with safety-related issues. For example, preliminary reviews are done upon the launch or expansion of domestic airline companies and strict (including unannounced) and systematic on-site safety inspections are properly conducted. Also, due to the increase of foreign airlines following the promotion of the open sky policy, monitoring of foreign airlines entering Japan has been strengthened with on-site safety inspections and other measures. Since April 2014, the Civil Aviation Bureau of Ministry of Land, Infrastructure, Transport and Tourism of Japan (or JCAB) has been implementing the "State Safety Program (SSP)", as the basic principle of aviation safety policy. It sets forth targets for civil aviation safety and measures to be taken for their attainment, in accordance with the Annex 19 of the Convention on International Civil Aviation. The fundamental structure of SSP is a clear division between Regulator (R) and Provider (P: such as airline companies, airport operators and air traffic control), with the Regulator (R) providing and enforcing safety oversight of the Provider (P). (Figure) Structure of the State Safety Program (SSP) In FY2015, JCAB formulated "Medium-term policies for the administration of aviation safety," which outlines the policies and measures for the next five years. In FY2016, direction for further safety measures related to small aircraft was added in light of the frequent occurrence of accidents involving private, small aircraft in recent years. SSP features three new measures: Safety Target, Voluntary Reporting System, and Analysis of Safety Information. 1) Safety Target In order to secure SSP as an effective tool to strengthen aviation safety, JCAB creates a "SSP implementation plan" every year. Regarding this plan, JCAB ① sets the safety target of the Japanese Government (once a year), ② implements specific policies to achieve the safety target with coordination between airline companies, airport operators and air traffic control, and ③ measures and evaluates the level of achievement of the safety target. 2) Voluntary Reporting System "The Voluntary Information Contributory to Enhancement of the Safety (VOICES) program" has been operating since July 2014 in order to collect more detailed near-miss information relating to aviation safety that is not subject to the mandatory reporting system, and to harness such information for safety improvements. Recommendations such as improving airport operations have been obtained through this program. While dissemination activities have been yielding results and more reports were issued in FY2016 than in the preceding year, attempts will be made to further use the system through continued work to highlight the importance of safety information. Efforts will also be made to improve safety by making use of obtained recommendations. 3) Analysis of Safety Information JCAB created three committees (airline companies, airport operators and air traffic control) comprised of scholars and experts. They hold meetings regularly to evaluate and analyze safety information from not only mandatory but also voluntary reporting system, compile and summarize information and publicize this information to share it. They are utilized to create preventative measures for both the Regulator (R) and Provider (P) in civil aviation. Strengthening safety measures is the top priority in the civil aviation sector. Continuous and effective efforts of both the Regulator (R) and Provider (P) through SSP are key in order to establish safe and secure air transport systems.

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

Paris, France is well-known as a public transit-oriented city, with a large portion of public transportation including the subway.* Regarding urban redevelopment, although there are few cases where it is explicitly mentioned in terms such as TOD, (a concept that originated in the United States), there are many compact development areas centered around subway stations, and it is becoming highly rated as a sustainable city in many surveys. < Back Surface Transportation January 2024 Survey of Smart City Trends in the West: Transit-oriented Development and Mobility-as-a-Service Part 6: Case Study – Paris, France (1) By Akito Okabe Paris, France is well-known as a public transit-oriented city, with a large portion of public transportation including the subway.* Regarding urban redevelopment, although there are few cases where it is explicitly mentioned in terms such as TOD, (a concept that originated in the United States), there are many compact development areas centered around subway stations, and it is becoming highly rated as a sustainable city in many surveys. Download the Report

JITTI Journal May 2024 Back to All JITTI Journals May 2024 Feature Article Japan's Response to Aviation Accidents as Seen in the Haneda Airport Ground Collision By Tetsuhiro Hagiwara 1. Overview of the ground collision between a JAL aircraft and a Coast Guard plane at Haneda Airport On January 2, 2024, while Japan was still in the midst of its New Year holidays, shocking news broke out about an aircraft catching fire at Haneda Airport. Japan Airlines (JAL) Flight 516 landed at Tokyo International Airport (Haneda Airport) and a Japan Coast Guard (JCG) aircraft waiting to take off collided on the runway. This is the first total loss of a JAL aircraft in Japan in 15 years and 2 months since the failed landing of FedEx Flight 80 in 2009, and the first loss of a JAL aircraft in 38 years and 5 months since the crash of Japan Airlines Flight 123 in 1985. This accident caused a great shock both in Japan and abroad because the Noto Peninsula earthquake of 2024 had just occurred the day before, and the Coast Guard aircraft that caused the accident was on its way to assist with the earthquake relief efforts, and it was a major accident right after the New Year. A total of 379 people, 367 passengers and 12 crew members, were on board the JAL aircraft. The aircraft caught fire violently after the collision, but all on board were able to escape under the guidance of the crew. On the other hand, the Coast Guard plane had six people on board, five of whom were killed and the captain seriously injured in the collision. The accident forced a rethinking of aviation safety initiatives and post-accident responses. (Image Source: NIKKEI) 2. Accident circumstances and causes The Accident Investigation Committee is currently investigating the cause of this accident, but the following describes the circumstances of the accident and the cause of the accident as far as the media reports. JAL516, the airplane involved in the accident, departed New Chitose Airport at 16:00, 10 minutes behind schedule, and was expected to arrive at Haneda Airport at 17:40. A 1.6 meters per second (3.1 kn) westerly wind was blowing at Haneda Airport at 17:30, and the visibility was 30 km at 17:54. Flight 516 circled over Chiba Prefecture and descended over Tokyo Bay directly over Runway C. Approach At 17:43, ATC instructed Flight 516, which was approaching Haneda Airport for landing, to continue approach to Runway 34R (Runway C) and transmitted information on wind direction and wind speed and departure aircraft. At 17:44, ATC informed Flight 516 that the runway was clear for landing and the wind speed information was transmitted, and Flight 516 recapitulated the information. Flight 516 then continued its approach for landing. At 17:45, ATC instructed Mizunagi 1 (a Coast Guard aircraft) to proceed to C5, the stop position of Runway C, and to indicate Order No. 1. Mizunagi 1 correctly recited the instructions and thanked ATC for giving it priority in the takeoff order. However, Mizunagi 1 did not follow the instruction to proceed short of the runway, and entered the runway beyond stop position C5 before stopping. Collision At around 17:47, about 40 seconds after Mizunagi 1 stopped on the runway, Flight 516, which had permission to land, landed on Runway C. Almost as soon as it touched the ground, the nose of Flight 516 hit the vertical tail of Mizunagi 1 from almost directly behind, causing a fire column. The captain of Mizunagi 1 reported to the Japan Coast Guard after ejection that "the rear of the aircraft suddenly exploded," and the flight crew of Flight 516 stated in their investigation that "we did not feel anything unusual until just before landing, but it looked like something crossed over just before impact. After the collision, Mizunagi 1 exploded and caught fire on the spot, and Flight 516 skidded approximately 1,700 meters with smoke and flames and veered off to the right side of the runway. According to the flight crew, the brakes, rudder and steering wheel did not work during this time, and the aircraft felt as if it was sliding. Passengers in the cabin reported hearing a "crash" with an impact that "lifted them off their backs." The lights went out, and about a minute later white smoke filled the cabin along with a burning smell. Ejection At the front of Flight 516, which had stopped by the side of the runway, the cabin crew informed the flight crew of the fire and advised them to evacuate the aircraft, which the captain then instructed them to do. At the rear of the aircraft, the cabin crew decided to evacuate the aircraft because the in-flight intercom had failed and they could not communicate with the cockpit. Some of the passengers on board screamed and shouted, "Please get me out of here," and "Why don't you just open the door?" but most of the passengers remained calm and did not panic. Since the announcement system malfunctioned due to the collision, the cabin crew guided passengers by calling out with their voices and using megaphones, and about 6 minutes after the collision the emergency escape slides on the forward port (Doors L1, R1) and aft port (Door L4) were deployed to avoid the four middle emergency exits and aft starboard (Door R4), which were unusable due to fire among the eight emergency exits. After completing the emergency checklist, the captain and others entered the cabin to look for and evacuate the few remaining passengers, and all 379 passengers survived, with the captain ejecting last at 18:05 from emergency exit L4, When the passengers were evacuated, about 10 ANA ground handling staff members rushed to the scene and responded in a flexible manner. It was announced that two pets were included in the checked baggage of the JAL aircraft, but could not be rescued. Meanwhile, on Mizunagi 1, although the captain was seriously injured, he escaped on his own. The other five crew members, however, were confirmed dead due to general contusions from external shocks and other causes. Fire Extinguishing Immediately after the accident, once a fire had been confirmed, more than 100 fire trucks were dispatched to extinguish both aircraft that were in flames, of which the fire on Mizunagi No. 1 was extinguished around 8:30 pm. The JAL aircraft had both engines and the underside of the fuselage on fire, but the flames soon spread, and five minutes after the captain disembarked as the last individual, flames engulfed the top of the fuselage and spread to the cabin, causing the entire aircraft to catch on fire. In order to extinguish the fire, a large number of water tankers were deployed, and a special vehicle called a "Super Pumper" was used to pump seawater from Tokyo Bay and discharge it to secure a large amount of water for firefighting. As a result of the firefighting efforts, the fire on the JAL aircraft was almost completely extinguished at around 12:10 a.m. on the following day (March 3) and extinguished at 2:15 a.m. The fuselage of the JAL aircraft was almost completely destroyed except for its wings, and the Coast Guard aircraft was also completely destroyed. (Image Source: NHK (Originally from the Ministry of Land, Infrastructure, Transport and Tourism)) As mentioned above, the cause of the accident is still under investigation, but the following is known. On the night of the accident, the captain of the Mizunagi 1 explained to the Japan Coast Guard that he had obtained permission for takeoff before proceeding onto the runway, but according to communication records between the two aircraft and the tower released the day after the accident, the Japan Coast Guard plane had been issued instruction to proceed to the stop position before it entered the runway, which was recited by the Coast Guard pilot before the accident. It is possible that the JAL aircraft did not see the Mizunagi 1 when it landed, and either the Mizunagi 1 made a mistake in its stop position or mistakenly thought that it had been given permission to take off after the JAL aircraft landed with the instruction of "number 1," the order of takeoff. On the other hand, the JAL aircraft was instructed to enter the runway. It was also subsequently given permission to land. The direct cause of this accident was that Mizunagi 1 entered the runway without permission. However, many questions remain, including: Why did it misunderstand ATC instructions and enter the runway? Why did it not realize that Flight 516 was about to land? Why did ATC not realize that Mizunagi 1 had mistakenly entered the runway? Why didn't the flight crew of Flight 516 detect the presence of another aircraft on the runway? 3. Response to the accident by related organizations Tokyo International Airport (Haneda Airport) All runways at Tokyo International Airport were closed by around 18:00, and more than 100 fire trucks were deployed to extinguish the fire. The Japan Coast Guard dispatched patrol boats and special rescue teams, and the Tokyo Fire Department dispatched a total of 115 units. DMAT (Disaster Medical Assistance Team) was also dispatched. The runway closures were lifted around 21:30, except for Runway C where the accident occurred. Government of Japan The Government of Japan established an Information and Liaison Office in the Crisis Management Center of the Prime Minister's Official Residence at 18:05. Prime Minister Kishida gave instructions to "work closely with relevant ministries and agencies and make every effort to rescue and save the victims" and "immediately assess the damage and strive to provide appropriate information to the public.” Prime Minister Kishida also expressed his condolences to the five Coast Guard officers who died in the accident, saying, "It is a great pity that these officers were killed in the accident, as they were performing their duties with a high sense of mission and responsibility for the areas and people [affected by the earthquake].” Tokyo Metropolitan Police Department The Metropolitan Police Department has established a special investigation headquarters at the Tokyo Airport Police Station, and is conducting an investigation, centered in the Special Crime Investigation Section of the Investigation Department, from the viewpoint of filing a charge of manslaughter in the line of duty. They have begun inspecting the scene and interviewing some of the injured passengers. The Coast Guard captain is also being interviewed at the institution where he is currently hospitalized, and the content of his communications with air traffic controllers are being investigated in detail. In addition, autopsies have been performed on the bodies of the five Coast Guard officers who died in the accident, and it was determined that the cause of death was a total body contusion caused by strong external pressure or impact. Ministry of Land, Infrastructure, Transport and Tourism (MLIT) The Civil Aviation Bureau of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) notified the Japan Transport Safety Board (JTSB) of the accident. Director General Shigenori Hiraoka of the Civil Aviation Bureau stated that the cause of the accident "will be investigated by the JTSB and related agencies.” The JTSB is taking the lead in the investigation, and since the JAL aircraft was made in France, Airbus, the manufacturer of the aircraft, and the French Aviation Accident Investigation Agency (BEA) each sent their own expert teams to the accident. The Federal Aircraft Accident Investigation Bureau (BFU) of Germany, one of the designing countries, and the British Air Accident Investigation Branch (AAIB), which is the manufacturer of the Rolls-Royce engines, also participated in the investigation. Since the Coast Guard plane was made in Canada, the Transportation Safety Board of Canada (TSB) joined the investigation, along with representatives and technical advisors from de Havilland Canada, the manufacturer of the airframe, and Pratt and Whitney Canada, the manufacturer of the engine. The day after the accident, they waited for dawn to begin a full-scale investigation. All black boxes were recovered from both the Coast Guard and JAL aircraft by the 6th. The National Transportation Safety Board (NTSB) of the United States also participated in the investigation, since the cockpit voice recorder on the Coast Guard plane was manufactured by Honeywell and other equipment by L3 Harris Technologies, both of which were made in the United States. The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has set up a "Haneda Airport Aircraft Collision Countermeasures Study Committee" of experts, and held its first meeting on January 19. The committee intends to compile an interim report on measures to prevent recurrence by this summer. Ultimately, the committee will take drastic safety measures based on the results of the investigation into the cause of the accident by the National Transport Safety Board, which is being conducted concurrently (Table 1). Table: Major actions taken by the government to prevent recurrence 1/2/2024 Aircraft collision occurs on a runway at Haneda Airport Investigation by the National Transportation Safety Board and investigation by the Tokyo Metropolitan Police Department commenced 1/3 MLIT instructs airline companies and air traffic control agencies to ensure basic operations 1/6 Assigned a full-time person to constantly monitor radar information at Haneda Airport control The National Transportation Safety Board recovered the flight recorders and voice recorders of the two aircraft by this date 1/9 MLIT announces emergency measures 1/19 Held the first meeting of the Haneda Airport Aircraft Collision Countermeasures Review Committee 2024 summer Countermeasures Review Committee to compile measures to prevent recurrence And after Take drastic safety measures based on the National Transportation Safety Board's investigation report (Prepared by the author based on news reports) Airline Company Passengers on the JAL plane were told that JAL would pay 100,000 yen to each of them as a lump-sum condolence payment and checked luggage reimbursement, and that any more expensive checked luggage would be handled individually. ANA gave 2,000 yen for food and drink to passengers whose flights were delayed to Haneda the day after the accident. Response by Other Transportation Agencies Since this accident occurred during the year-end and New Year holidays, it hit the peak of return traffic. Therefore, the following measures were taken by transportation companies. Each railway company also responded by operating a number of extra services, including the Shinkansen bullet train. JR Tokai, concerned about congestion in the Tokyo metropolitan area and the Kansai region due to the accident, increased one round-trip "Nozomi" Tokaido Shinkansen train that departs from Tokyo Station and Shin-Osaka Station after 21:40 on the 2nd as a temporary service. In consideration of the fact that the last trains had already departed on all railroad lines in the Tokyo metropolitan and Kansai areas upon arrival, train hotels were also provided at Tokyo and Shin-Osaka stations until the next morning. From the following 3 days onward, the number of "Nozomi" trains departing from Tokyo Station was increased. JR Hokkaido and East Japan Railway also increased the number of extra limited express trains from Sapporo Station and one each of the Tohoku and Hokkaido Shinkansen trains to Tokyo connecting from the extra limited express trains at Shin-Hakodate-Hokuto Station. Keisei Electric Railway, which has a line connecting to Narita Airport, was concerned about diverts and congestion to the airport due to the accident, and temporarily increased the number of access express trains from Narita Airport Station to Keisei Ueno Station via the Narita Sky Access Line at 25:00 on the 2nd. JR East also delayed the departure time of the last train on the Narita Line Airport Branch Line for the same reason. Kanto Railway also operated a temporary bus service to Ishioka Station on the JR Joban Line to accommodate passengers diverting to Ibaraki Airport. Nagoya Railroad also operated a temporary train to accommodate passengers diverting to Chubu International Airport. Keihin Electric Express Railway, which has a line connecting to Haneda Airport, increased several temporary trains including limited expresses from Haneda Airport to Shinagawa Station after the normal closing of trains from the 4th to the 8th. Tokyo Monorail also increased the number of temporary trains on the 4th and 5th. On February 27, the Kanto District Transport Bureau of the Ministry of Land, Infrastructure, Transport and Tourism presented letters of appreciation to transportation companies that responded to the accident by increasing the number of extra trains and buses and dispatching more cabs. 4. Media coverage and evaluation of the accident Evaluation of the Escape of All Passengers All 379 crew members and passengers on board the JAL flight succeeded in escaping from the accident, which was reported as a "miracle" by CNN and other international media. CNN, in particular, attributed the success to the thorough safety measures and actions taken in accordance with the training that had been amended after the crash of JAL Flight 123 in 1985, and Kuniko Miyajima, executive director of the 8.12 Liaison Committee, which consists of the families of the victims, expressed the same view through a newspaper interview. JAL President Yuji Akasaka also commented, "The crew really did a good job in achieving the results of their regular training. I think that perhaps they were able to produce results that were even better than their training. I am truly convinced that this result was made possible only with the understanding of our customers." Koji Shibata, president of ANA Holdings, also expressed his appreciation and admiration for the crew, saying, "I think this was truly professional work. Note that half of the nine cabin attendants (CAs) on board were new hires who had joined the company in April 2023. It was observed that many of the crew members had just received training and were able to faithfully apply the results of their training, and that the fact that the passengers calmly followed the crew's instructions contributed to everyone's escape. Evaluation of JAL's In-flight Safety Video Five years prior to the accident, JAL had updated its in-flight safety videos in conjunction with the introduction of the Airbus A350, and the successful evacuation of the passengers in this accident brought the safety videos into the spotlight. In recent years, an increasing number of other companies in the industry have introduced unique safety videos that guide passengers to tourist attractions in their home countries or introduce facilities and equipment in conjunction with traditional performing arts and sports. However, JAL did not take the risk of incorporating these unique approaches, and instead used a CG animation format based on and improved upon the old video. When JAL had an engine fire at New Chitose Airport in 2016, a passenger tried to escape with his/her baggage against cabin crew's instructions, and the crew was unable to assist in evacuation due to the time and effort required to pick up the baggage, resulting in three injured passengers. After the accident, JAL included in its old safety video the prohibition of taking baggage off the plane and the request for passengers to assist in evacuation under the slide. Three years later, a new video was produced that stated, "Please do not carry baggage when evacuating! (Leave your baggage when you evacuate!)," the video more strongly prohibits the taking of baggage during an emergency evacuation, and visually explains the risks involved in doing so. In this accident, which occurred eight years after the 2016 incident, all passengers and crew aboard the JAL aircraft were able to survive, despite the fact that the aircraft was so badly damaged that it burned to the ground. One aviation expert highly praised the safety video, attributing the success of the escape in part to the video's detailed explanation of the emergency evacuation. 　 (Image Source: JAL) Reactions to the Accident’s Response The Japan Federation for Aviation Safety (JFAS), an organization of civil aviation professionals in Japan, issued a statement on January 3 urging the press and social networking service users to exclude speculation and imagination and to use only accurate information in their communications. JFAS also announced that the Metropolitan Police Department will investigate the aviation accident from the viewpoint of filing a charge of manslaughter in the line of duty, that the results of the TSC investigation will be used as evidence in a criminal investigation and trial, and that the persons involved will be punished in criminal court. The committee strongly requested that the investigation of the cause of the accident be prioritized over any criminal investigation. ALPA Japan, a federation of Japanese aircrew labor unions, also issued a statement urging that, in accordance with Annex 13 of the Convention on International Civil Aviation, the accident investigation, which aims to prevent recurrence, be separated from judicial and administrative procedures such as criminal investigations that impose guilt and responsibility, and that any information disseminated be only confirmed facts. The statement also repeated this sentiment regarding information dissemination, and also emphasized that easy dissemination of information be strictly avoided. 5. Conclusion The author flew from Haneda Airport to Washington DC the day before this accident, and was greatly shocked by the serious accident that occurred the following day. I would like to express my deepest condolences to the five Coast Guard officers who lost their lives in this accident, and offer my prayers for their repose. The accident also brought to light the challenges facing the Japanese aviation industry. Immediately after the accident, many experts called it "an accident that would not have happened under normal circumstances," but it was the result of a complex combination of many factors, including the Coast Guard aircraft's accidental runway incursion, the air traffic controller who missed the Coast Guard aircraft, the JAL pilot who did not notice the Coast Guard aircraft, and various background factors that led to the accident, all which must be resolved. The direct cause of the accident will be investigated by the Japan Transport Safety Board, but as has been reported in some media, measures to prevent recurrence, both in terms of hardware and software, are urgently needed after uncovering the hidden factors behind this accident, such as reducing the burden on air traffic controllers at overcrowded airports and introducing next-generation air traffic control systems. Finally, the most important lesson to be learned from this accident is to "instill a culture of aviation safety.” As evidenced by the "miracle" of the escape of all passengers on the JAL flight, the Japanese airline industry has a high sense of mission and professionalism for safety that is among the highest in the world. It is sincerely hoped that this culture will continue to be maintained in the future, and that all parties involved will share a common awareness of safety and take appropriate measures. The airline industry will continue to focus on safety more than ever and do its utmost to prevent the recurrence of accidents. References: https://vdata.nikkei.com/newsgraphics/haneda-runway-collision/ https://www3.nhk.or.jp/news/html/20240102/k10014307191000.html https://www.aviationwire.jp/archives/295451

Deputy and JCAB Representative, Shinichi Yamada, reviews the mission of and findings from the 2019 EASA-FAA International Safety Conference. < Back Civil Aviation 2019 EASA-FAA International Safety Conference By Shinichi Yamada Deputy and JCAB Representative, Shinichi Yamada, reviews the mission of and findings from the 2019 EASA-FAA International Safety Conference. Download the Report