Creating an Environment Where Foreign Visitors Can Travel Without Anxiety in Japan Creating an Environment Where Foreign Visitors Can Travel Without Anxiety in Japan -Formulation of Glossaries and Guidelines for Creating Manuals to Assist Foreign Tourists in an Emergency- by Daisuke Takagi 1. Glossaries for managing foreign tourists in an emergency (1) Background Foreign tourists visiting Japan are often unaware of disaster responses in Japan because they may not face the same types of disasters in their countries. Therefore, even when disaster terms and evacuation procedures used in Japan are translated as they are, there is a problem that foreign tourists may misunderstand the "actions to be taken in the event of a disaster." The Japan Tourism Agency has been translating into multiple languages the sentences explaining necessary actions for foreign tourists to take in the event of a disaster, but these are not "easy-to-understand expressions" for foreign tourists who may lack prior knowledge of disaster responses. For example, there may be alerts and evacuation orders based on geographical knowledge and warning information that pertain to them, but even if they are told, if foreign travelers are unable to comprehend them, they cannot understand how to act. Against this background, the agency created a "Glossary of Terms in Communicating Expressions" aimed at translating emergency information into easy-to-understand expressions so that foreign tourists can understand the actions to be taken in an emergency. (2) Structure This glossary is composed of "expressions" and "terms," and include examples and words translated into multiple languages that are expected to be used at each disaster site. The examples are organized with a focus on "actions to be taken in the event of a disaster," which is important for foreign tourists. In translating, the agency considered foreign tourists who do not have knowledge of the disaster itself, and also considered the expressions foreign tourists usually use in their home countries. Regarding the translation of expressions, the agency shortened the previous expressions, reviewed the examples so that foreign tourists can understand the actions to be taken, and added new expressions necessary for dealing with the COVID-19 infection. 2. Guidelines for creating a manual for foreign tourists in an emergency (1) Background Many local governments in Japan lack resources, such as budgets and staff, for assisting foreign tourists in the event of a disaster, and there are issues, such as the lack of multilingual information provision. The Japan Tourism Agency has created guidelines for local governments to describe disaster responses to foreign tourists in their regional disaster prevention plans. However, some local governments do not prepare foreign tourists in advance of a disaster, and many local governments do not have a designated department to do so. Many tourism-related businesses do not have disaster response manuals for foreign tourists, and assisting foreign tourists in an emergency has become an issue. Therefore, with the aim of demonstrating more specific action policies for local government agencies and businesses that deal with foreign tourists in emergencies, the agency has created a guideline that can be used as a reference when creating and revising the "Manual for Foreign Tourists in an Emergency". (2) Structure This guideline is composed “for administrative / related organizations," which includes local governments and tourism-related organizations (Destination Management/Marketing Organizations (DMOs), tourism associations, hotel associations, etc.), and "for businesses," such as accommodation / tourism facilities, transportation companies, retail shops, etc. Since the roles of local governments and DMOs differ in each region, and systems vary depending on the local government, this guideline should be referred to and used to the extent that it can be implemented according to the actual conditions of each region. The contents to be included in the preparation of the manual for foreign tourists in an emergency are organized into four phases ((a) disaster mitigation, (b) preparation for crisis, (c) response to crisis, and (d) recovery from crisis). In addition, as a reference material for this guideline, a template for information transmission that can be used immediately in the field is attached. Examples of contents to be included in the manual: (a) Disaster Mitigation  Calculation of the number of foreign tourists (preliminary confirmation of the number of visitors by country, language, religion, etc.) Determination of the status of disaster prevention facilities for foreign tourists (assessing the status of having multiple languages available at evacuation centers, etc.) (b) Crisis Preparedness Examination of attitudes toward foreign tourists in the event of a disaster (considering differences in the reactions of foreign tourists) Collection and preparation to provide information (Providing understanding of the multilingual information site of JNTO and each transportation system) Provision for multilingual support and evacuation guidance for foreign tourists (evacuation guidance in collaboration with the resident foreign community, etc.) Consideration and preparation for movement and return support for foreign travelers (confirmation of routes to international airports, securing means of transportation) (c) Crisis Response Creation of a list of foreign tourists evacuating to the area (sharing information with embassies and consulates in each country) (d) Crisis Recovery Dissemination of information on the reconstruction situation and foster a mindset for foreign tourists to return to Japan (disseminate information utilizing the foreign resident community, implement foreign monitor tours, etc.) Lastly, in the field of tourism crisis management, Dr. Sunkyung Choi of JTTRI (Japan Transport and Tourism Research Institute), has conducted detailed research and analysis, including the evacuation behavior tendencies of foreign tourists during a large-scale earthquake. The research suggests the clear division of roles and cooperation between stakeholders, such as Japanese government, local governments, DMOs, and transportation providers. It also suggests that information providers should prepare materials with the foreigners’ knowledge level in mind, customize content to be foreign country-specific, without simply translating information from Japanese into foreign languages, and diversify information resources for wide information distribution considering that the sources foreigners use have varying degrees of reliability. Additionally, at the conclusion of the research she highlighted the importance of centralized information management, the need for a comprehensive approach to simultaneously consider evacuation plans and information provision for foreign tourists, and the development for “Tourism Disaster Information Management.” (If you want to learn more, please refer to “The 46th JTTRI Symposium on Research: Winter 2019” - https://www.jttri.or.jp/english/events/2019/sympo46.html#event_result . ) Back to All JITTI Journals May 2021 Feature Article

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Rulemaking Activities for Advanced Air Mobility (AAM) in Japan Rulemaking Activities for Advanced Air Mobility (AAM) in Japan By Shinichiro Tsuri 1. Background As mentioned in my previous article , Advanced Air Mobility or AAM is the next-generation of air mobility that is expected to operate in the near future, and in Japan, the Concept of Operations for Advanced Air Mobility (ConOps for AAM) was published in March 2023. In parallel, under the activities of Public-Private Committee for Advanced Air Mobility, the direction of rulemaking was discussed at each working group (Airworthiness WG, Personnel Licensing WG, and Flight Operations WG etc.), and the Japan Civil Aviation Bureau (JCAB), within the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), established and amended related rules from November 2023 to March 2024, in order to realize AAM operation at the upcoming Expo 2025 Osaka, Kansai, Japan. In this article, I will introduce the major examples of these rulemaking activities for AAM in Japan. 2. Examples of Recent Rulemaking for AAM in Japan General Definition In order to cover emerging technologies such as VTOL (Vertical Take-Off and Landing) capability and electrification, the following amendments regarding aircraft and engine classification were made in Ordinance for Enforcement of the Civil Aeronautics Act (CAR: Civil Aeronautics Regulations). “VTOL airplane”, which means an airplane with the vertical takeoff and landing function such as vectored thrust or lift & cruise type AAM, was specified under “airplane.” “Multi-rotor”, which means rotorcraft with more than two rotors, was specified under “rotorcraft.” An electric engine (in CAR, the term “electric engine” is not used but it is described as “VTOL airplanes powered by electricity” etc.) was specified under “engine.” Amendments on Aircraft Classification (Reprinted and translated from Overview of Rulemaking Activities for AAM ) Amendments on Engine Classification (Reprinted and translated from Overview of Rulemaking Activities for AAM ) Aircraft Certification Design features such as VTOL, electrification, and pilotless operation are not assumed in the existing airworthiness standards (Airworthiness Inspection Manual Part II, which provides performance-based requirements for normal category airplanes, equivalent to 14 CFR Part 23 in the US). Therefore, Special Conditions for eVTOL (Electric Vertical Take-Off and Landing) aircraft were established in JCAB Circular No.1-031 in order to standardize type certification processes. For example, the following special conditions for energy storage and distribution systems are prescribed in § eVTOL 23.2430. (b) In an energy storage and distribution system, the following functions shall be provided: (1) The battery cell balancing function; (2) The function to estimate the battery’s state of charge; (3) The function to estimate the battery’s state of degradation; and (4) The BIT function for the entire battery system including the control section. Flight Standards Aircraft operating under certain conditions (e.g. multi-engine rotorcraft flying over water at a distance from land corresponding to 10 minutes or more at normal cruise speed etc.) are required to be equipped with life jackets or equivalent devices by CAR. As for AAM, since the flight time is generally short and the time to find a suitable location for an emergency landing is limited, CAR was amended so that VTOL airplanes and multi-rotors powered by electricity flying over water for 3 minutes or more are required to be equipped with life jackets or equivalent devices. Air Carrier Circulars for air carriers were updated to cover the features of AAM. For example, while minimum 25 hours familiarization flight training with the intended model of aircraft is required for captains in air carriers conducting scheduled operation, the handling quality of AAM is still unknown and the volume of training required for captains may vary significantly across AAM models. Therefore, a circular was amended so that the volume of required training on VTOL airplanes and multi-rotors powered by electricity shall be determined in accordance with the characteristics of the model. Licensing The requirements of airmen certification also need updates to deal with AAM. For example, aircraft (line) maintenance technicians for AAM need knowledge about engines beyond traditional turbine and piston engines. To examine this capability, a subject regarding the engines of VTOL airplanes and multi-rotors was added on knowledge tests for the licenses of maintenance technicians in CAR. Takeoff and Landing Site Regarding the takeoff and landing site for AAM, which is called “vertiport”, a tentative guideline for vertiport design was issued. In the guideline, basic policies including technical criteria for vertiport facilities such as FATO, TLOF, and Safety Area, are provided. These criteria are basically harmonized with the prototype technical specifications of European Union Aviation Safety Agency (EASA). Example of Vertiport Facilities Layout (Image Source: Vertiport Design Guidelines ) 3. Future Prospects Rulemaking activities for AAM are ongoing also in other countries such as the US and Europe, and the development of international Standards and Recommended Practices (SARPs) for AAM at the International Civil Aviation Organization (ICAO) has started. Rules for AAM in Japan will be continuously evolving along with such international trends, technological advances, and possibly lessons learned from the AAM operation at the Expo in the near future. References Shinichiro Tsuri, Concept of Operations for Advanced Air Mobility (ConOps for AAM) in Japan https://www.jittiusa.org/jitti-journal-2/november-2023 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, Vertiport Design Guidelines https://www.mlit.go.jp/koku/content/VPDesignGuidelines_en.pdf Back to All JITTI Journals July 2024 Feature Article

In June 2022, the U.S. Department of Commerce announced its 2022 National Travel and Tourism Strategy, the stated goal of which is to increase the number of inbound tourists from the pre-pandemic 79 million in 2019, to 90 million by 2027. Read more to learn about America's tourism promotion system and the travel and tourism-related support measures taken as countermeasures against COVID-19. < Back Tourism & More U.S. 2022 National Travel and Tourism Strategy By Tetsuhiro Nakagawa & Hirokazu Nishikawa In June 2022, the U.S. Department of Commerce announced its 2022 National Travel and Tourism Strategy, the stated goal of which is to increase the number of inbound tourists from the pre-pandemic 79 million in 2019, to 90 million by 2027. Read more to learn about America's tourism promotion system and the travel and tourism-related support measures taken as countermeasures against COVID-19. Download the Report

JITTI Journal Cultural Article July 2024 Back to All JITTI Journals July 2024 Cultural Article Tanabata in Japan By Naoki Sato In this issue, I would like to tell you about Tanabata in Japan, and in particular the Tanabata Festival in Sendai. About Japanese Tanabata In Japan, July 7 is called "Tanabata," a celebration where the custom is to decorate bamboo grass and trees with wishes written on strips of paper and other ornaments. Tanabata bamboo decorations （ 七夕の笹飾り by MASA is licensed under CC BY-SA 3.0 ） There is a legend about Tanabata. Orihime, the daughter of a god, was a talented weaver who was very hard working. Her father was worried about Orihime, who was constantly working, and brought her together with Hikoboshi, a cowherd who was also a hard worker. Orihime and Hikoboshi got married and became a harmonious couple, but they neglected their work because they enjoyed their married life. The god, angered by this, separated them across the Milky Way. They were so sad that they could no longer see each other and cried every day. The god was so concerned about his daughter's condition that he allowed her to meet Hikoboshi on a single day of the year. Orihime and Hikoboshi worked hard in anticipation of their reunion, and crossed the Milky Way to meet on the night of July 7. Because of this legend, July 7 is considered a special night in Japan when Orihime and Hikoboshi can meet across the Milky Way. It has also become popular as a time when wishes come true, in honor of the fact that the god allowed them to see each other for that day only. The Famous Tanabata Festival in Japan In addition to people putting up decorations, there are also festivals celebrating Tanabata in various regions. The Sendai Tanabata Festival, held in Sendai City, Miyagi Prefecture, is one of the most quintessential of these festivals. It is said to have been started by Date Masamune in the Edo period and has a history of more than 400 years. Today, the festival is held over three days from August 6 to 8, centering on August 7, one month later than the modern-day July 7, in order to match the seasonal feeling of that of the lunar calendar’s July 7, which was when the event was actually held in ancient times. This festival is one of three major festivals in Tohoku and attracts more than 2 million people over the three days. One of the highlights of the Sendai Tanabata Festival is the gorgeous decorations that are newly created each year. Each shopping district competes for the most splendid decorations, and gold, silver, and bronze awards are presented. Therefore, shopping districts that are early starters will all carefully make decorations by hand during the work week from around March, and the price of one piece is said to range from several hundred thousand to several million yen (several thousands to several tens of thousands of dollars). There are seven Tanabata ornaments, each of which has the following meaning. 1. TANZAKU (paper strip) Wish for improvement in studies and calligraphy. Today, they are decorated with wishes written on them for any sort of desire 2. KAMIGOROMO (paper kimono) Wish for good luck against illness and misfortune, and for improvement in sewing 3. ORIZURU (paper crane) Wish for family safety, health and longevity 4. KINCHAKU (purse) Wish for prosperous business 5. TOAMI (catching net) Wish for a good catch and a good harvest. It is also meant to bring good luck. 6. KUZUKAGO (waste basket) Wish for cleanliness and thrift 7. FUKI NAGASHI (blowing streamer) Wish for improvement in handicrafts and weaving. It symbolizes the thread of a good weaver. Seven Tanabata Ornaments (by SENDAI CHAMBER OF COMMERCE AND INDUSTRY ) Chiefly among them is the blowing streamer, which are customarily displayed in sets of five at the Sendai Tanabata Festival, so they are very powerful and eye-catching. FUKI NAGASHI (blowing streamer) (photographed by the author) ORIZURU (paper cranes) (photographed by the author) Tanabata Festival in America A little bit away from Japan, the Tanabata Festival is also being held in Los Angeles (Little Tokyo), U.S.A. This year, the festival will be held from August 10 to 18, 2024. In particular, you can see gorgeous blowing streamers and large decorations influenced by the Sendai Tanabata Festival. Also, there seems to be a contest for Tanabata decorations similar to the Sendai Tanabata Festival, with prizes for the winners, so why don't you consider participating? Access to Sendai Tanabata Festival Returning our thoughts back to Japan, Sendai is only about 90 minutes from Tokyo by Shinkansen (High Speed Rail), and moreover, the shopping district where the festival is held is very accessible because it is right by where one gets off the train. Since fireworks will be displayed on August 5, the day before the festival, it is recommended to arrive in Sendai in the evening before the festival begins. If you are interested, why not make a visit? Reference Sendai Tanabata Festival Official Website 仙台七夕まつり - 伊達政宗公の時代より続く、日本一の七夕。 ( sendaitanabata.com ) Los Angeles Tanabata Festival Committee フェスティバル(カザリ展示) |ロサンゼルス七夕フェスティバル ( tanabatalosangeles.com ) How to make Tanabata ornament（ロサンゼルス七夕フェスティバル） 七夕飾りの作り方 ( youtube.com ) Picture 七夕 - Wikipedia 2024_leaflet_front.pdf ( sendaitanabata.com )

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

JITTI Journal September 2025 Back to All JITTI Journals September 2025 Feature Article . Regional Revitalization Centered on Airports: Initiatives at Japanese Airports By Yukiko Nakamura 1. Background Airports are not only hubs for the movement of people and goods but can also serve as “cores” for showcasing the appeal of the regions where they are located. While airports are gateways that welcome many passengers, they also function as icons that convey the unique attractions of their surrounding areas. Moreover, the areas around airports tend to host industries related to airport operations and transportation, serve as valuable tourism resources, and provide residential zones for many of the people working at the airport. By collaborating with their surrounding communities, airports can not only promote greater use of their facilities but also help enrich local communities. In Japan, initiatives are increasing where airport operators closely collaborate with local governments and businesses in the airport's region to leverage this potential and revitalize the area. The following introduces some of these initiatives. 2. Initiatives of Airports in Japan Case 1 - Narita International Airport Narita Airport is Japan's busiest airport for international passengers, connected to 123 cities worldwide (As of April 2025). While the airport is accessible from central Tokyo in about one hour, it is located in Chiba Prefecture, adjacent to Tokyo. Narita City, where the airport is situated, and its surrounding areas boast many tourist attractions and local specialties, including historical buildings like temples, traditional streetscapes, and abundant natural scenery. Narita Airport Location and Surrounding Area (Image Source: Visit Chiba ) Narita Airport has been working on expansion projects to prepare for future growth in air traffic demand in the Tokyo metropolitan area. Its plan is to increase the annual slot capacity from 300,000 to 500,000 by March 2029 through the extension of existing runway and the construction of a new one. In addition to expanding runway capacity, the airport envisions consolidating passenger terminals and developing a new cargo area to enhance both passenger and cargo handling capacity. Importantly, the plan also emphasizes collaboration and co-development with surrounding regions, not just expansion of the airport itself. Narita "Airport City" Concept In June 2025, Narita Airport, together with Chiba Prefecture and surrounding municipalities, announced the "Airport City Concept," aiming for integrated growth of the airport and its surrounding areas. Its concepts and vision are as follows. ■Concepts Ÿ A key national project to strengthen Narita Airport's international competitiveness and drive Japan's growth strategy Ÿ Harnessing global dynamism to maximize the inherent potential of Japan, Narita Airport, and the surrounding region Ÿ Transforming into a metropolitan area that leads the world ■Vision Ÿ Becoming a flagship airport city that continues to make Japan shine on the global stage Ÿ Generating vitality through fostering next-generation industries and leveraging digital transformation. Ÿ Forming an international industrial hub, Japan's most global city = a future-oriented airport city Ÿ Forming the airport region's unique identity and landscape ■Zoning Ÿ Creation of a broad economic sphere centered on the airport Ÿ Dividing the Narita Airport area into five interconnected zones to form a globally leading airport city region; utilizing the high accessibility and prime locations of the four zones near the airport to establish international industrial and logistics hubs Ÿ Simultaneously forming integrated industrial, residential, and tourism hubs where the airport and surrounding areas organically collaborate Conceptual Zoning of the Airport Periphery Area (Image Source: Narita Airport City Concept ) 1. Industrial Gateway (Red): A mixed-use zone where logistics and industrial functions coexist with high-value-added agriculture and export hubs 2. Sky Frontier Cross (Blue): A cluster zone for advanced industries and training facilities, centered on the aerospace industry 3. Life Science Park (Yellow): A cluster zone for life science businesses centered around medical and R&D hubs 4. Access Business Hub (Green): A hub zone featuring business and lodging functions Development and Sales of Products Using Local Specialties Narita Airport also collaborates with local producers and businesses to develop products using specialty items from the surrounding area, selling them both inside and outside the airport. 　Examples include sweets made from local agricultural products such as sweet potatoes and peanuts, craft beer brewed with Chiba-grown olives and Japanese pepper, and original gin flavored with timber felled during airport expansion work. These uniquely developed products not only appeal to airport users through on-site sales but are also sold in local stores and online, promoting the airport and its surrounding region to wider audiences. This enhances recognition, supports future tourism growth, and increases sales of local products. Original confections and alcoholic beverages using local specialty ingredients (Image Source: +NRT Factory , NARITA AIRPORT to TABLE ) Creation of the promotional brand "NARITA BEYOND" Narita Airport has also launched “NARITA BEYOND,” a destination promotion brand that highlights the attractions of the surrounding area. Through an information space within the airport, as well as a website that allows users to book local experiences, dining, and accommodation, the initiative aims to deliver regional information to a wider audience, stimulating tourism and local consumption. Although Narita is close to Tokyo, travelers often bypass Chiba Prefecture altogether. This initiative addresses that challenge by positioning the airport’s surrounding area as a destination in its own right, generating benefits for both the airport and the region. The "NARITA BEYOND" website introduces the attractions and experiences around Narita Airport (Image Source: NARITA BEYOND ) The information hub for "NARITA BEYOND," which opened in August, 2025 at Narita Airport's Terminal 1 (Image Source: https://pnl.jp/wp-content/uploads/2025/07/20250725_naritabeyond.pdf ) Case 2 - Nanki-Shirahama Airport (Kumano Shirahama Resort Airport) Nanki-Shirahama Airport is located in Wakayama Prefecture, in Japan's Kansai region, with approximately 235,000 passengers recorded in fiscal year 2024. The airport is relatively close to Kyoto and Osaka. Wakayama Prefecture is also blessed with rich tourism resources, including the World Heritage sites of Kumano Kodo and Koyasan, as well as beaches, hot springs, and recreation parks. Although Nanki-Shirahama Airport is a relatively small airport in terms of passenger volume, it actively engages with the local community, promoting tourism resources and encouraging travel within the region. This approach aims to revitalize the surrounding area and boost airport usage. Location of Wakayama Prefecture and Kumano-Shirahama Resort Airport (Nanki-Shirahama Airport) (Image Source: Wakayama Travel Guide ) Enhancing Regional Circulation and Convenience with Facial Recognition Nanki Shirahama Airport collaborated with NEC, a company with advanced facial recognition technology, to conduct pilot projects from 2019 to February 2025. The service allowed registered users (by uploading facial images and credit card information in advance) to make payments at participating stores through facial recognition, unlock hotel rooms, and gain fast-track entry to recreational facilities. Additionally, electronic coupons were linked to the system, encouraging tourists to visit multiple facilities while collecting valuable data on consumer behavior. This initiative, led by the airport in collaboration with private companies and local governments, represented a novel IT-driven effort to promote regional tourism and attracted significant attention in Japan. Image of the facial recognition service (Image Source: Nanki Shirahama "Only Here" Experience ) Participating facilities of the project (at the time of the pilot project) (Image Source: Nanki Shirahama "Only Here" Experience ) 3. Conclusion In Japan, airports are evolving beyond mere transit points to become hubs that disseminate regional information and appeal, attract visitors, and drive integrated regional development. The Japanese government has positioned "regional revitalization" as a key policy theme and has been pursuing it long-term. At the same time, efforts to attract inbound travelers are being strengthened, with the dual aims of spreading economic benefits to regional areas and addressing over-tourism in major cities . Airports are expected to continue evolving as bridges that connect local communities with travelers, serving as models for promoting regional exchange, tourism, and international outreach. References Visit Chiba https://www.visitchiba.jp/ Narita Airport "Airport City" Concept https://www.narita-airport.jp/files/e8dcfc7ebbb6416e580989eb56a9b92b96307709d7fee29441e84a81127cb6fa https://www.pref.chiba.lg.jp/kuushin/narita/kousoukouhyou.html +NRT Factory https://plusnaritafactory.com/EN NARITA AIRPORT to TABLE https://www.narita-airport.jp/en/company/sustainability/examples/narita-airport-totable/ NARITA BEYOND https://narita-beyond.jp/en/ Nanki Shirahama Airport (Kumano - Shirahama Resort Airport) https://shirahama-airport.jp/# Wakayama Travel Guide https://visitwakayama.jp/en/index.html Facial Recognition Service Trial at Nanki Shirahama Airport (NEC) https://www.nec.com/en/global/delight/tourism/nankishirahama/index.html

JITTI Journal Cultural Article September 2025 Back to All JITTI Journals September 2025 Cultural Article 110, 119 and Ten Other Speed Dials By Yuta Arai 911 is the emergency telephone number in the United States. In some U.S. cities, 311 is another speed dial that is also available. This is for non-emergency situations, and the same operator will respond with the understanding that the call has a lower priority. I will introduce 12 speed dials that we have in Japan. There are two emergency numbers in Japan: 110 for police and 119 for fire, rescue and ambulance services. In addition to these two well-known dials, Japan also has other three-digit speed dials designed to allow for reaching services quickly. Truth be told, Japanese people never remember all of them. 104 Telephone Directory Assistance (Service to be ended in March 2026) 110 Police 113 Telephone Malfunction 115 Telegram Service 116 Inquiry to Telephone Company 117 Time Inquiry 118 Coast Guard 119 Fire, Rescue and Ambulance 171 Disaster Emergency Message 177 Weather Forecast (Service ended in March 2025) 188 Consumer Hotline 189 Report Child Abuse Dialing 104 used to be a useful service when you knew the name and address of the person you wished to contact but didn't know their phone number. A telephone company would provide you with the phone number of the individual or company as listed in its directory. This service is still available but is no longer a major tool due to the ability for individuals to find such information through web searches and on their smartphones today. Dialing 110 connects you to the police directly. Of course, it is one of the most recognized numbers in Japan. Dialing 113 will connect you to the telephone service outage desk of your telephone company. You can report a phone outage there. It sounds a bit strange to think that using your phone to call 113 would work when your phone is out of order. Kids might believe that the telephone company uses magic to fix their phone problems remotely. However, the telephone company will advise you on repair methods and how to check line disconnections. Dialing 115 will allow you to send a telegram. Dialing 116 connects you to your telephone company's consultation center for setting up a new telephone line or relocating an existing one. Dialing 117 will provide you with the current, accurate time. Before we readily had smartphone displays at our fingertips, it was common to set your watch by listening to the exact time on your phone. Dialing 118 will directly call the Coast Guard. This is the emergency number for reporting maritime incidents and requesting rescue at sea. According to statics from the Japan Coast Guard (JCG), the JCG received 399,781 calls in 2024. Of those, 394,989 were invalid calls such as wrong, prank or silent calls. So, in fact 98.8% of calls were inconsequential. Conversely, many lives have been saved at sea by dialing 118 as an essential lifeline. 119 is the number to call for a fire engine or ambulance, which are separated from police services. This, along with 110 for police, is one of the numbers with the most familiarity among the Japanese population nationwide. It would be useful if emergency speed dials were more widely recognized in Japan. While most people don't remember all of them, 171 is a particularly important one for Japanese people, who are often affected by disasters such as major earthquakes. When disasters occur, many people make simultaneous calls, making it difficult to get through on the phone. The Disaster Message Dial, 171, provides a means to record and play messages, allowing a place to discover whether family members are safe and confirm their locations during these difficult situations. 177 was discontinued in March 2025. This was a weather forecast service that provided a recorded and up-to-date weather forecast. As typhoons often approach Japan during the summer vacation season, this was a way to find out the weather at a travel destination. Older generations often speak of accidentally hearing the weather forecast when trying to find out the current time. The reverse was also true. Finally, dialing 188 connects to the consumer affairs consultation service, and dialing 189 connects to the child consultation center, which handles child abuse. Of the twelve described speed-dial numbers, 117 and 177 are notoriously the most confused with each other, and "What is the phone number for the weather forecast?" is a popular gag for many Japanese people. While Japan has many speed dial numbers for convenience and necessity, it's true that it can be difficult to remember them all. If you are traveling to Japan, try calling one of the speed dial numbers yourself, or try asking the above question to someone who has lived without a smartphone. I hope you never have to call 110, 119 or 118 for the Coast Guard while visiting Japan. Sources: ○NHK Enterprises, Inc.: https://www3.nhk.or.jp/news/html/20250403/k10014768771000.html ○NTT EAST, Inc.: https://web116.jp/phone/telephone/ ○Japan Coast Guard https://www.kaiho.mlit.go.jp/info/kouhou/r7/k250115/k250115.pdf

The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. In this multi-part research report, Rail Analyst Daisuke Miyamoto and former JITTI USA President Tomomi Tsuchiya relay their findings, and Part 1 of this series describes the background, development incentives, financing mechanisms, status and more of this historic 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 1) 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 this multi-part research report, Rail Analyst Daisuke Miyamoto and former JITTI USA President Tomomi Tsuchiya relay their findings, and Part 1 of this series describes the background, development incentives, financing mechanisms, status and more of this historic project. Download the Report

A Private Workspace in Train Stations < Back

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JITTI Journal September 2019 Back to All JITTI Journals September 2019 Feature Article Development of High-speed Rail in the United States by Shuntaro Okimoto Since coming to Washington, D.C. last summer, I have been investigating various subjects in the transportation sector. In Japan, in recent years a hot topic is the development of high-speed rail in the United States. Currently, the only high-speed rail in the United States that is universally acknowledged is the Acela Express. Those who advocate for high speed railway development in the United States voice that by having this advancement, people will gain more transportation choices and will be able to live more conveniently. In Japan, high-speed railways are set up around the country, and the network continues to expand to this day. If you have been to Japan and have been on the Japanese bullet train, Shinkansen, you know that you can travel far, fast and comfortably. From Tokyo, it takes about 1 hour and 30 minutes to Sendai (4 hours and a half by car), about 1 hour and 40 minutes to Nagoya (4 hours and a half by car), about 2 hours and 20 minutes to Osaka (6 hours by car), and about 4 hours for Hiroshima (10 hours by car) or Hakodate in Hokkaido (about 18 hours by car). Because it is a very convenient transportation system, Japanese people (especially those who live in Tokyo, the center of the network) use the Shinkansen for business and family trips. Furthermore, because of their experience and knowledge of its usefulness, many Japanese want to recommend high speed rail to foreign countries, and especially to the US, which they feel a familiarity with. They are also ready to offer their technical skills. Therefore, there are both people in the United States who wish for the development of high speed rail, and those in Japan who are prepared to offer their expertise to make this happen. This then begs the question, “Why is there no progress for the developments of high-speed rail in the US?” Various hypotheses have been proposed as to why. Some of these include: Japanese people like railroads, but that most Americans don't as much, preferring cars and airplanes; it costs too much money for construction in the US; and that the US and Japan are too different in terms of country size, population density, and population concentration in cities to make high speed rail construction possible. In order to find the answer to this conundrum, I compared various data of both countries, such as preferences in modes of transportation, population, history, geography, and the government’s financial situation. An Acela Express high-speed train ( Amtrak Acela Express power car no. 2000, Boston South Station, MA by Michael Day is licensed under CC BY-NC 2.0 ) My answer to the question at the moment is that the lack of development is due to the fact that construction of high-speed rail is occurring after those of other traffic modes. In the United States, other modes of transportation developed significantly beforehand, as represented by the introduction of jet aircraft starting in the 1950s and the completion of about 65,000 km of highway in 1991 with a construction period of 35 years. For that reason, railways have been excluded from discussions for how to build comprehensive traffic modes or how to make them more convenient. The development of high-speed rail in the United States has only been considered as a means to recover the declined intercity passenger rail system. The situation is very different from Japan's high-speed railway, which has been developed to compete with highway construction. Of the specific issues deterring the development of high-speed rail in US, the biggest obstacle is finance. In particular, two major risks that occur with railway construction projects are increases in construction costs and the procurement of fare revenue. These problems are universal, and in addition the public often shares in some of the risk as well. Thus, a history of creating and maintaining rail after other modes of transportation is completed is an obstacle itself. How does one attain support for a high-speed railway when construction of said railway is continually postponed? I think that is very difficult. We cannot change the past. However, does this mean that high-speed rail development in the United States will remain a dream? I do not think so. I’ve observed that people in this country, whether consciously or subconsciously, like for travel to be convenient and comfortable. There are many services here that are not available or are not as prevalent in Japan that prove my point. For example, since coming to the United States, I've been addicted to ride-sharing services. I’ve also wanted to try riding the electric scooters in Washington, D.C. which are popular too. The Washington, D.C. subway SmarTrip Card is simple and easy to use. The buses here may be cleaner and more comfortable than Japan. The airport has many signs and is spacious. The highway has many lanes and it is easier to drive on them. I think high-speed rail will be definitely appreciated by people in this country who prefer comfortable travel. As people in the United States become more aware of high-speed railways, the solution to the difficult problem of gaining support mentioned above will be attained. I presented my research in Tokyo this summer, and introduced high-speed rail projects in the United States to a Japanese audience. It seemed interesting to them that the projects were being promoted in California, Florida, Texas, etc., despite difficulties. From the audience, I received the following comments. “It is the same as in Japan that high-speed rail projects include working with other modes of transportation and developing surrounding areas.” “ The disclosure of information, such as cost estimates related to the project, is more advanced than in Japan.” “I realized that Japan can also learn more by knowing about high-speed rail projects developing in the United States.” I want to continue to challenge myself to connect the consciousnesses of the people in both our countries through research activities. Pictured here is the Shinkansen in Japan, which has transported over 5 billion passengers ( Tokyo 4338 by tokyoform is licensed under CC BY-NC-ND 2.0 )