The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. In the final installment of this joint report from Rail Analyst, Daisuke Miyamoto, and JITTI USA Former President, Tomomi Tsuchiya, read their concluding analysis of Hudson Yards Projects financial development. < 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 5) 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 the final installment of this joint report from Rail Analyst, Daisuke Miyamoto, and JITTI USA Former President, Tomomi Tsuchiya, read their concluding analysis of Hudson Yards Projects financial development. Download the Report

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

Japan's Response to Aviation Accidents as Seen in the Haneda Airport Ground Collision 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 Back to All JITTI Journals May 2024 Feature Article

JITTI Journal November 2018 Back to All JITTI Journals November 2018 Feature Article Measures Against Objects Falling Off Airplanes by Shinichi Yamada 1. INTRODUCTION As Japan is an island country, airports and ports are considered to be the key for sustained growth. In particular, Haneda Airport and Narita Airport in the metropolitan area are very important because they are the entrance points for many foreigners. Currently, Japan plans to increase the number of flight slots through a re-examination of runway capacity, revision of runway operations and flight routes at Haneda Airport, and construction of high-speed taxiways at Narita Airport. These measures will be implemented by the year 2020. In the new runway operations and flight paths at Haneda Airport, airplanes will be able to fly over the city center of Tokyo. Because it is very important for local municipalities and residents to gain an understanding of these changes, the Government of Japan has been offering careful explanations to them. During such explanatory meetings, many residents made various requests of thorough noise prevention measures and particularly thorough safety measures; one of the major concerns for them is the risk of the objects falling off airplanes. If objects fell off airplanes, damages of third parties may occur which may significantly impact safe operations. There are concerns by some Tokyo residents of airplanes flying directly over the city. ( 羽田空港Ｄ滑走路 Han eda Airport by nekotank is licensed under CC BY-ND 2.0 ) 2. BACKGROUND  The Government of Japan has been requiring Japanese air carriers to report PDAs (Parts Departing Aircraft) since 2009. Although the number of reported PDAs decreased slightly after that, it increased in 2017. Japan has already implemented various measures against objects falling off airplanes. For example, completing drainage of water in the water supply pipes before take-off to prevent ice blocks from falling off, requesting air carriers to complete maintenance and safety inspections, and requesting aircraft manufacturers to improve designs and prevent incidences of falling parts. However, recent serious occurrences of objects falling off airplanes has raised huge public attention. In September 2017, a large panel fell from an airplane onto a car driving on a busy street in Osaka. In May 2018, an airplane that had just taken off at Kumamoto Airport experienced engine failure, and more than 100 metallic fragments, which are suspected to have been part of the engine, fell onto the ground, houses, and cars below. Fortunately, no one was injured, but the incident caused the damage of a window in a hospital, windows of cars, etc. These events were broadly reported to the public by the mass media. There have been other recent cases of damage caused by objects falling off airplanes in addition to those mentioned above. Moreover, not only airplane parts, but also ice blocks sometimes have fallen onto the ground. Therefore, anxiety and concern of residents toward objects falling off airplanes has been augmented. A view after take off from Haneda Airport ( 20150125_Haneda-TSA_3052 by Ray Swi-hymn is licensed under CC BY-SA 2.0 Enhanced for better picture quality ) 3. NEW MEASURES AGAINST OBJECTS FALLING OFF AIRPLANES  In March 2018, a council of various stakeholders including air carriers, maintenance organizations, aircraft manufacturers, etc. in Japan penned “Enhanced Measures to Prevent Objects Falling off Airplanes”, and have decided to take action as follows: Utilize the newly created booklet “Implementation of Measures to Prevent Objects Falling off Airplanes,” which introduces actual examples of preventive measures. Hardware side: Aircraft modification, etc. Software side: Inspection/maintenance, education and training, systems to conduct root cause analysis, preventive measures of recurrence when parts departing from airplanes and falling ice blocks occur, etc. Utilize the newly created booklet “Implementation of Measures to Prevent Objects Falling off Airplanes,” which introduces actual examples of preventive measures. Strengthen the aircraft inspection. The number of ramp inspections is to increase and airport administrators are to introduce new inspections. Japan established the “Standard to Prevent Objects Falling off Airplanes” in August 2018. For foreign air carriers flying in/from Japan, Japan plans to enforce the “Standard to Prevent Objects Falling off Airplanes” from March 2019, and also plans to establish a relief system for damage caused by objects falling off airplanes.

JITTI Journal Cultural Article March 2024 Back to All JITTI Journals March 2024 Cultural Article The Hina Hanging Decoration Festival in Izu Inatori By Tomomi Dodd What is the Hina Hanging Decoration Festival in Izu Inatori? You may have heard about “Hinamatsuri”, known as “Girl’s Day,” which is held on March 3rd to celebrate young girl’s health and happiness in Japan. The celebration typically entails displaying “Hinamatsuri” decorations with Heian-style dolls positioned on a red carpeted stand. They look pretty and they can be very expensive. Inatori Onsen, known as a hot spring resort in Shizuoka Prefecture on the edge of the Izu Peninsula, about 2 hours by train from Tokyo to the south , has its own unique tradition called the “ Hina Hanging Decoration Festival.” This unique hinamatsuri style in Izu Inatori started in late the Edo period when the public began making handmade dolls using scraps of kimono and sewing them onto long strips of cloth. There are about 25 kinds of doll designs and each has a meaning. For example, owls represent fortune and cranes represent longevity. This is the charm my mother got for me. From the top, the peach represents women. It wishes for longevity, health, and prosperity. The second is a crawling child. It represents healthy growth of children. Lastly, the bag represents money. The main event of the festival is held at “Bunka Koen Hina no Kan” in Inatori, usually from around mid-Jan till the end of March. A bonus tip is that if you go to Kawazu Station near Inatori, you can also see cherry blossom from early February, known as “Kawazu Zakura.” I visited Inatori in early 2020 right before the beginning of the pandemic and I had a fantastic time with rich cultural experiences, hot springs, cherry blossoms, and great seafood!!!!! How To Get To Izu Inatori: It takes about 2 hours to get to Izu Inatori station from Tokyo station. There are JR Shinkansen to Atami and you can take JR Express trains to Izu Inatori station. ( Izu peninsula is a windfall for the student of geology – EDUCATION IN JAPAN COMMUNITY Blog (wordpress.com) ) References: Hanging doll decorations | Inatori Onsen Ryokan Cooperative Association

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

JITTI Journal Cultural Article March 2018 Back to All JITTI Journals March 2018 Cultural Article Do you take off your shoes inside of your house? by Tatsuya Izumi I take off my shoes at the entrance of my house. I even request that repair people and others take off their shoes when they enter my house. This is because I don't want to get germs or dirt that is clinging to the soles of people's shoes into my house. I think that this custom is fundamentally based in Japanese culture. Far back into Japanese history, Japanese people have believed that the outside ground is unclean or unhallowed, while the inside of house should be kept clean and separate. The entrance of a Japanese house is always a step up, in other words there is a small level between the ground and the floor of the house. The gap is recognized as a kind of sacred boundary to prevent unclean things from coming into the house. Putting your shoes neatly together is one of the important etiquette when you visit a Japanese house. This custom supposedly originated because of the humid and warm climate in Japan. In the ancient era, Japanese people lived in primitive pit houses before houses with an elevated floor were developed. They quickly became popular and widely used because people were able to stay relatively cool in the humid and warm weather thanks to the ventilating capability of such houses. Along with the spread of this type of house, Japanese people supposedly started the custom of taking off their shoes, and even washing their feet, before entering the house in order to keep the floor clean. These customs helped Japanese people maintain a hygienic house in the warm and humid atmosphere, which is rather germ-friendly. It also fostered the development of tatami culture. As a result, you can enjoy lying directly on tatami floors, without a couch or a mat, in a house in Japan. However, this strict separation of inside/outside facilitates Japanese culture in keeping things extremely clean these days. Also, there is a risk to badly hurt your pinky toe by hitting the leg of a table or a corner of a wall, and you can get cold very easily on hard floors such as marble, tile, and wood-all of which are very common in the U.S. You can enjoy a sense of release with your feet on Tatami floor, but you should take care not to hit your pinky toe at leg of table. It hurts very badly! Given the weather and what I have heard is the custom in the U.S. regarding shoes, I should maybe consider changing my mind and keeping my shoes on in my house. But I would have to ask my family before starting this new habit or I will definitely get in a serious trouble...

JITI 2016 Self-Driving Vehicle Seminar The Future of Self-Driving Vehicle Technology May 18th, 2016 The Mayflower Hotel, Autograph Collection 1127 Connecticut Ave NW, Washington, D.C. In recent years, self-driving vehicle technology has become increasingly prominent in both Japan and the United States as part of an effort to develop practical applications for next-generation vehicles. In the coming years, urbanization is expected to increase, as are vehicles per capita. When considering the impact of the aging population, the applications of self-driving vehicle technology may help to reduce the number of traffic accidents, alleviate traffic congestion, and reduce the environmental burden of vehicles. The future direction of this technology has already become the center of attention in various sectors. In fact, both Japanese and U.S. vehicle manufacturers aim to introduce self-driving vehicles to the roads by 2020. In both countries, demonstration projects have already been taking place on public highways. The applications of self-driving vehicle technology require further technological advances, such as the development of sensors that can detect obstacles and motion, development of current GPS technology, and development of image-recognition technology as well as the operating systems of the cars. In addition, there are various structural concerns and regulatory issues including: addressing liability in the case of traffic accidents, creating a highway infrastructure that can support self-driving vehicle technology, and the need for rigorous public promotion to make self-driving vehicle technology widely available in the market. This seminar called for a discussion among a distinguished group of self-driving vehicle technology experts from both the US and Japan regarding the future of practical applications, the potential impact on citizens and society, as well as the technical and legislative issues surrounding self-driving technology. Opening Remarks Makoto Washizu President , JITI, USA Bio Keynote Speeches Kenji Sato Director, Washington Office, Japan Automobile Standards Internationalization Center (JASIC) Bio Presentation Kevin Dopart Program Manager, Vehicle Safety & Automation, US DOT ITS Joint Program Office Bio Presentation Kevin Ro Director, Technical and Regulatory Affairs, Toyota Motor North America Inc. Bio Presentation John P Capp Director, Global Safety Strategy & Vehicle Programs , General Motors Global Product Development Bio Presentation Maarten Sierhuis Director, Nissan Research Center Silicon Valley Bio Panel Discussion Bryant Walker Smith (moderator) Assistant Professor of Law, University of South Carolina Bio

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

JITTI Journal September 2020 Back to All JITTI Journals September 2020 Feature Article How Has COVID 19 Affected Transportation in Japan? An Introduction of Japanese Statistics by Shuntaro Okimoto The impact of COVID 19 on the transportation and tourism sectors is significant, and no one knows when the pandemic will end. I live near Washington, DC, so I feel the impact on this region every day. On the other hand, how has my home country of Japan, on the other side of the globe, been affected? The virus, which has caused us suffering, is the same around the world, and Japan, like the United States, also has modern and functional transportation modes, such as railroads, airplanes, and cars. Is the impact on transportation in Japan similar to that in the United States? Or instead, has the coronavirus impacted the transportation sector differently between the United States, which has a vast continent, and Japan, which is a small island country surrounded by the sea? By introducing the latest statistics issued by the Japanese government, I would like to give you a chance to ponder this topic. All Japanese data used in this document was provided by the Japanese government, the Ministry of Land, Infrastructure, Transport and Tourism: https://www.mlit.go.jp/report/press/joho03_hh_000139.html (in Japanese only) I browsed the following pages to find US data: “Monthly Transportation Statistics” (Bureau of Transportation Statistics) https://data.bts.gov/stories/s/Monthly-Transportation-Statistics/m9eb-yevh 1. Rail Passengers The number of rail passengers has decreased since March, and in April and May it was 54% of the number from the same month the previous year. It recovered slightly in June, reaching 70% of last year’s number. According to the Passenger km, which is data obtained by multiplying the number of passengers to the distance traveled (shown by the orange line in the graph above), the drop is larger than the data for the number of passengers (shown by the blue line). This is because the number of passengers traveling long-distances is significantly decreasing. Passengers on the high-speed railway in Japan, called the Shinkansen, have recovered only to 20% in July, and the latest release by the railway company suggests that this trend will continue at least until August. This data is shocking. As you may be aware if you are familiar with Japan, the Japanese love taking the train very much. In urban areas, such as Tokyo, there are extremely convenient urban railroads and subways, and many businessmen working in Tokyo commute by rail every weekday. Also, during long weekends, they go far away using the Shinkansen that connects cities. If you visit Japan, you will probably ride several trains. The reason why passengers disappeared from trains, which have a strong presence in Japan's domestic transportation system, is that the government issued a state of emergency on April 7th, which restricted commuting to offices and restrained people from traveling for holidays. (Currently, the state of emergency has been lifted.) Japan's leading railroad companies (many of which are completely private companies) announced their financial results for the April-June quarter in mid-August, but all the companies were in the red.  In the United States, the number of intercity rail passengers has almost disappeared since the latter half of March, and in June it recovered to only about 7% of the same month last year. Urban rail passengers fell to 10% year-on-year in April, but then recovered to 24%. Passenger growth has recovered faster in Japan, probably because of the difference in the presence of railways. 2. Air Passengers Air passenger numbers on Japanese carriers were at their worst in May, and have started to get a little better since then. Domestic passengers in June have recovered to 20% year-on-year, and this recovery trend is expected to continue. On the other hand, attracting international passengers continues to be in a difficult due to continued immigration restrictions and self-isolation by countries around the world. In the United States, domestic flights in June accounted for 22% year-on-year, and international flights in the same month accounted for about 5%. The recovery of US and Japanese air passengers is about the same. Japanese air carriers are facing a very difficult situation, just as air carriers in other countries are. Although they secure cash through frequent borrowing, there is currently no direct government support for air carriers, such as the subsidies found under the US CARES Act. Regarding, the COVID 19 pandemic and its impact on air passengers, I wrote another report in April with more detailed information. If you are interested in reading it, you can access it from the link below. https://af934965-c8f7-4701-9b19-735ce5bd25c9.filesusr.com/ugd/af054c_8405014ca6394fa5809f0a666fbcb3b6.pdf 3. Buses and Taxes This is passenger data for buses and taxis in Tokyo. The number of passengers riding taxis decreased sharply until May. It can be said that it is currently on a recovery trend, rising to 50% year-on-year in June. The number of passengers riding fixed-route buses in July in the United States was about 50% compared to the same month of the previous year, and the recovery is slower than in Japan, which has numbers of over 70%. 4. Logistics The impact on logistics is different from that of passengers. The effect of the pandemic on domestic logistics is small, and it has instead invigorated some logistic industries. The increase in door-to-door package transportation is thought to be due to the increase in the use of online shopping during the pandemic. Less-than-truckload freight shipping (LTL) is used for the transportation of small freight, or when a freight doesn’t require the use of an entire trailer. Looking at the impact of trucks on logistic transportation from the perspective of LTL and general motor trucks, there has not been much of a negative effect. The impact on logistics for other modes has also been small compared than that for passengers. The decrease in air cargo is thought to be due to the decline in passenger flights.  In the US, the impact on logistics and passenger transportation is the same. What is noteworthy about US freight transport is that air cargo in June exceeded last year's levels both domestically and internationally. For domestic flights, it has been more than 10% higher than last year since April. 5. Travel Agencies The Japanese government has been focusing on policies to attract foreign visitors to Japan. However, from March to July, foreign visitors have almost disappeared to about 0.1% year-on-year. In addition, domestic tourism has declined since March in Japan. As a result, travel agencies are in great trouble. To improve this situation, the Japanese government started a policy of subsidizing domestic private travel in July. Some people are concerned about the spread of infection by this measure, but the positive effects of increasing the number of people traveling domestically has begun to appear. In the third week of September, which is when I am writing this article, Japan has four holidays, and some reports suggest that the most people have enjoyed traveling at this time than since the pandemic began. I discovered that Japan and the United States, whose lands are completely different in size and shape, have been similarly affected by the pandemic. Especially in the field of transportation, even if the movement of people has extremely reduced, the movement of goods has not reduced very much, or may have even been partially invigorated. The traffic modes in both countries will remain changing their operation even in the new normal. We will continue to monitor the impact of pandemics on transportation in Japan and the United States. If you have any questions about the current state of transportation and tourism in Japan, please feel free to contact us.

JITI 2013 Aviation Seminar The Future of the U.S.-Japan Market November 19, 2013 The Willard InterContinental Washington 1401 Pennsylvania Avenue, NW, Washington, D.C. For the United States, Japan is the fourth largest market in bilateral passenger air services. More than ten million people fly between these two countries every year. Unfortunately, while other Asian markets, such as U.S.-China, have rapidly developed, the U.S.-Japan market experienced a downward trend during the last decade. This may reflect the difference in economic and social circumstances among the U.S.-Japan and other bilateral markets. Some might argue that the U.S.-Japan market has and will continue to exhibit relatively softer demand than in the past. However, conditions in the U.S.-Japan market are changing. The Open Skies agreement, airport expansion in Tokyo, and recovery from the recent economic downturn in both countries and the Great East Japan Earthquake could factor in the revitalization of the market. In this seminar, JITI’s distinguished speakers reviewed the current dynamics of the U.S.-Japan aviation market and discuss whether it can be reinvigorated, including what the key to an eventual resurgence might be. Opening Remarks Makoto Washizu President JITI USA Bio Keynote Speeches John Byerly Former Deputy Assistant Secretary, US State Department Bio Presentation Hiroshi Otsuka Assistant Vice-Minister for International Affairs and International Aviation, Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan Bio Presentation Timothy Liu Senior Director of Asia Sales, Hawaiian Airlines Bio Presentation Yuji Hirako Senior Vice President, The Americas, All Nippon Airways (ANA) Bio Presentation Buddy Anslinger Senior Vice President, Airline Network Strategy, InterVISTAS Bio Presentation Special Guest Speech Keiichi Ando President & CEO, New Kansai International Airport Company, Ltd. Bio Presentation Panel Discussion Kenneth Button Professor, School of Public Policy, George Mason University Bio

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