Improving and Strengthening the Transport Safety Management System < Back

JITI 2015 Cruise Workshop Exploring the Japanese Cruise Industry's Potential June 11th, 2015 Carnegie Endowment for International Peace 1779 Massachusetts Avenue N.W., Washington, D.C. Since 1990, the number of cruise ship passengers around the world has increased at a rate of about 7 percent annually -- from 4.5 million to approximately 20 million in 2012. Over 50 percent of this growth has occurred in the United States. While there is a corresponding increase in demand for cruise travel in Asia -- including in China -- the number of cruise ship passengers in Japan has remained relatively flat. How do we advance cruise travel in Japan in the midst of a cruise travel boom? In this workshop, JITI heard from cruise and tourism industry experts from the United States and Japan. They will look at future prospects for the U.S. and Japanese cruise industries. Please join us for this interesting discussion about the cruise business, and how Japan can leverage demand to boost the nation's tourism industry. Opening Remarks Taro Kobayashi Senior Representative, JITI USA Keynote Speeches Katsuhisa Seki Management and Development General Manager, JTB USA Bob Rose Business Development Manager, Princess Cruises and Cunard Line

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

JITTI USA was established by the Japan Transport and Tourism Institute (JTTRI), an independent, non-profit organization in Japan, which was founded through initiatives of the Japanese Ministry of Transport, academic institutions, and business organizations in 1968. About JTTRI JTTRI HOMEPAGE JTTRI INFO JTTRI EVENTS JITTI USA was established by the Japan Transport and Tourism Institute (JTTRI), an independent, non-profit organization in Japan, which was founded through initiatives of the Japanese Ministry of Transport, academic institutions, and business organizations in 1968. While keeping close relations with the Japanese government, academic community, and transportation industry, JTTRI has been conducting research and surveys on contemporary issues of the time, thus supporting the government and transport/tourism industries throughout its 50 years of operation. JTTRI Events that were organized with JITTI USA include: 2021 Commuter Rail Round Table (Held Virtually) 2019 Civil Aviation Symposium (Held in Tokyo) 2019 International Exchange and Tourism Seminar (Held in Washington, D.C.)

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 )

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

JITTI Journal January 2021 Back to All JITTI Journals January 2021 Feature Article Japan’s New Budget Proposal for FY 2021  by Tetsuhiro Nakagawa 1. Overview of the 2021 Budget Proposal Japan’s new budget proposal for FY2021 was decided by the cabinet in December of last year. In Japan, at the end of each year, the government decides its budget proposal for the next fiscal year, which starts from April. Budget proposals decided by the government are deliberated in regular Diet sessions convened in January of the new year, and are approved in due course by April if the process proceeds as normal. The total amount for the general account in the 2021 budget proposal is about $1 trillion[1] (106.61 trillion YEN), hitting a record high for the ninth consecutive year. It also exceeds over 100 trillion YEN for the 3rd year in a row. A demand for policy has been increasing in Japan, especially in the field of social security, such as public healthcare and pension systems, in light of the rapidly aging population. Social Security expenses account for about 54% of spending outside of debt payments and money transfers to local governments. Compared to the U.S., whose federal budget of FY2020 was $4.8 trillion, Japan’s budget is about one fifth that size, while Japan’s GDP ($5 trillion) is about one fourth of the U.S. GDP ($21.37 trillion. Nominal in 2019, World Bank data). [1] For the convenience of the reader, in this article, the dollar amount that has been converted from the original YEN amount, and is rounded based on the number of Japanese yen. Please note that it is not an exact number. Graphs by Tetsuhiro Nakagawa (JITTI USA) were made using data from Japan's Ministry of Finance The main features of this year’s budget proposal are as follows: The largest ever total number The largest amount ever of Social Security spending Stated above, the rapidly growing number of elderly populations has led the expansion of Social Security costs. The largest amount ever of National Defense spending It is up 0.5% from FY 2020 and has hit a record high for the seventh consecutive year as tensions within the region rise due to China’s growing maritime assertiveness and North Korea’s missile threat. The budget also includes the cost of strengthening capabilities in new domains, including cyberspace, outer space, and the electromagnetic spectrum. Addition of $50 billion to the reserve fund The government has reserved $50 billion for future responses to the COVID-19 pandemic. The money, which can be spent without parliamentary approval, will allow the government to act swiftly when needed to contain the virus. Establishment of a “Digital Agency” The government will set up a new “Digital Agency” in September to expedite the digital transformation of government work and services. The Digital Agency will be established as a headquarters to strongly promote administrative digitalization in order to realize more efficient administrative management in the post-corona era. In addition to digitizing various administrative services, the agency will also advance online medical care and digital education. Furthermore, the mission of the agency includes popularizing the "My Number Card" to dramatically improve the efficiency of administrative services. The “My Number Card” can be used as an official identification card for verifying identity, and can make various administrative procedures more convenient, such as by allowing resident cards to be issued at convenience stores. It was introduced in 2015, but as many people have not felt the benefits, it has not yet become very popular. This image illustrating the "My Number Card" is from Japan's Ministry of Internal Affairs and Communication . Revenue In light of the deterioration in corporate performance due to the COVID-19 pandemic, revenue for the 2021 fiscal year lowered approximately 5% ($60 billion) compared to the previous fiscal year's initial budget. In order to respond to the dual shock from both lower tax revenue and higher spending, the amount of new government bonds issued, which is to say the national debt, increased by about 34% ($110 billion) from the previous fiscal year to $436 billion. For Japan, which has been working to rebuild its finances, the increase in national debt is a first in 11 years based on initial budget figures. Graph by Tetsuhiro Nakagawa (JITTI USA) via data from Japan's Ministry of Finance 2. Budget Items related to Transportation and Tourism In the 2021 government budget proposal, the transportation and tourism sectors are summarized as related to the Ministry of Land, Infrastructure, Transport and Tourism (MLIT). The MLIT's budget for the 2021 fiscal year consists of the following three pillars. There have been no major changes in the theme in recent years. 1. Ensuring the safety and security of the public 2. Achieving sustainable economic growth 3. Forming rich and vibrant regions and creating a multi-regional country In addition to traditional policies of advancing transportation infrastructure to support Japan’s economic and social activities, several new measures have been developed in light of the effects of the recent pandemic. The followings are excerpts of the MLIT's budget statement. 2. Achieving sustainable economic growth (2) (a) Promote digital transformation, technology development, work-style reform, etc. in infrastructure and logistics fields ($84 million / 8.4 billion yen)  In order to respond to the novel coronavirus infection that has brought about an unprecedented crisis, various measures have been introduced to efficiently transform social capital and public services based on the needs of the people by utilizing data and digital technology in the infrastructure field. (Examples of measures) Improve productivity by promoting the digitization of passenger transportation business using ICT. Convert to a sustainable railway system through labor saving and efficiency improvement through the use of ICT. Construct non-contact and non-face-to-face logistical systems through labor saving and automation of logistic sites, etc. Improve productivity and strengthen international competitiveness of port logistics by digitizing port logistic information and linked data. Image Source: Ministry of Land, Infrastructure, Transport, and Toursim of Japan (4)(a) Continue the “Go To Travel” campaign ($13 billion / 1,311 billion yen) Japan’s initiative to promote domestic travel, called the “Go To Travel” campaign, which was introduced in the supplementary budget for FY2020, will be extended through the FY2021 on the premise that both business operators and travelers should thoroughly implement measures to prevent the spread of infection. By responding flexibly depending on the state of the infection, a full-fledged recovery of domestic travel demand is attainable. Please also refer to our feature article, “ An Introduction of Japanese Tourism Initiatives During the Pandemic,” in the JITTI Journal’s November 2020 edition . 3. Forming rich and vibrant regions and creating a multi-regional country (2) (d) Promote the spread of next-generation mobility ($7 million / 700 million yen) In order to respond to structural changes in the movement of people and goods brought about by post-COVID lifestyles, Japan will promote the spread of next-generation mobility using new technologies, such as AI and IoT. (Examples of measures) Promote MaaS that responds to new needs, such as congestion avoidance, based on the spread of infectious diseases. Support efforts to establish technical requirements for the practical application of autonomous driving, develop standards for road spaces, and implementation. Promote measures to support the introduction of next-generation vehicles that contribute to the greening of regional transportation. Promote the development of an environment for the realization of visual flight of unmanned aerial vehicles. Promote the development of an environment for the social implementation of "flying cars" as a new business. Measures aim for a more green transportation network. Measures also aim for transportation modes to travel seamlessly in the future, as mobility options for goods and people advance 3. Supplementary Budget 2020 The expenses required for measures to address the COVID-19 pandemic, which is the most important issue for countries around the world, are mainly recorded in the supplementary budget for the 2020 fiscal year. The supplementary budget is constructed annually and, like the regular budget, is deliberated and approved by the Diet. In the 2020 fiscal year, three supplementary budgets have already been set to address the pandemic. These measures, some of which are in common with those passed in the U.S., such as personal benefits, loans for large corporations, assistance for small businesses, and subsidies to maintain employment, are implemented under the supplementary budget, as in the U.S. For reference, the total size of Japan's supplementary budget implemented in the 2020 fiscal year was about $730 billion (73 trillion yen). It was equivalent to 71.6% of the annual budget of about $1 trillion (102 trillion yen) and about 14% of its GDP. The U.S. has a total of just over $3.8 trillion from the first to the fourth round of economic measures, which amounts to 79.2% of annual budget expenditures and 18% of its GDP. It can be assessed that the US has taken measure to provide relatively larger financial aid to address the pandemic so far. Graph by Tetsuhiro Nakagawa (JITTI USA) Looking at the contents of the supplementary budgets of both countries, most of the expenditure items related to transportation are either measures to maintain the workforce in the transportation sector or measures to prevent the spread of the novel coronavirus in the sector. On the other hand, in Japan, the supplementary budget over the past three iterations have been characterized by not only the response to the current pandemic, but also measures for economic revitalization during a current or post-corona era, such as measures to make major changes by shifting into a digital society. It can be said that in this respect, these characteristics are a distinctive difference between the two nations. Society 5.0 is a national vision aimed at realizing a data-driven, human-centric society for future generations. It is a concept in which economic development, digitalization, and solutions for social issues are aligned. Image Source: The Government of Japan

JITI 2016 Aviation Tourism Seminar Maximizing the Benefit of the New Haneda Daytime Services October 27, 2016 The St. Regis Washington D.C. 923 16th St NW, Washington, D.C. Earlier this year, Japan and the United States reached a landmark agreement, making it possible for air carriers from both countries to start daytime services between Tokyo International Airport (Haneda) and cities in the United States. These new services will begin on October 30, 2016. Haneda is expected to become another international gateway for the Tokyo Metropolitan area, the other being Narita International Airport, which has long been the only international hub airport in the region. Haneda is located approximately13 miles from downtown Tokyo and also has the largest domestic network in Japan. The opening of Haneda daytime services should create many new business and leisure travel opportunities for passengers from both Japan and the United States. JITI invited representatives from Japanese and US airline companies who will start Haneda daytime services, Japanese and US tourism agencies who play major roles in business and tourism exchange between the countries, tourism consultants and researchers, as well as academic experts who are familiar with both aviation and the tourism industry. This seminar focused on how to maximize the benefits of the new Haneda daytime services to stimulate business and travel demands between Japan and the United States, looking toward the 2020 Tokyo Olympics and beyond. Opening Remarks Makoto Washizu President, JITI USA Bio Keynote Speeches Robert Wirick Managing Director, Regulatory and International Affairs, American Airlines Bio Presentation Akira Kimura Senior Vice President, the Americas, Japan Airlines Bio Presentation Heather Hardwick Rhodes CEO, TravelStyles LLC Bio Hiroshi Kurosu Executive Officer, Chief Researcher, JTB Tourism Research and Consulting Co. Bio Presentation Scott Gilman Managing Director and Co-Founder, JapanQuest Journeys Bio Panel Discussion Dr. Donald Hawkins Professor Emeritus of Management and Tourism Studies, George Washington University Bio

JITTI Journal May 2025 Back to All JITTI Journals May 2025 Feature Article Status of Automated Driving on Subways by Naoki Sato Automation is advancing across all sectors of society, from logistics and warehouse operations to familiar areas like automobiles and home appliances. In recent years, developments in generative AI and robotics have brought about systems that operate without human intervention, gradually becoming integrated into our daily lives. Many of you may have already experienced some form of this transformation. Subways, which support urban mobility, are also taking part in this trend toward automation. In the past, subways were typically operated manually by drivers and conductors, but in recent years, automatic train operation (ATO) systems have been increasingly adopted in countries like Japan and the United States. In this article, we will explore the definition and classification of automatic train operation in subways, introduce examples of its implementation in Japan, and compare them with the situation in the United States to gain a deeper understanding of subway automation. When people hear that a train has "automated driving" they often imagine a fully unmanned train with no driver or conductor. However, automatic train operation in the railway industry consists of several levels, which are internationally classified under the “Grade of Automation” (GoA) system. For example, GoA1 refers to "non-automated operation" (manual operation), where drivers and conductors control acceleration, braking, door operations, and respond to abnormalities. At GoA2, acceleration and braking are automated, while the driver is mainly responsible for monitoring and emergency handling. This GoA2 level is currently widespread in countries such as Japan and the United States, as mentioned earlier. GoA3 is known as "driverless train operation with an onboard attendant" — trains run and stop automatically, with no driver onboard. The attendant, who is not required to be in the front cab, is responsible for tasks such as emergency evacuation guidance. The most advanced level, GoA4, is fully unmanned — all operations, including monitoring, door control, and abnormality handling, are managed entirely by the system. In Japan, a unique intermediate level called "GoA2.5" — which is not included in the international standards — is also being considered. At this level, a crew member without a train driver’s license rides in the front cab and is responsible for emergency stops, providing a transitional form of operation. Classification of Grades of Automation (GoA) in railway operation. (Adapted from Ministry of Land, Infrastructure, Transport and Tourism (MLIT), September 13, 2022, "Railway Autonomous Driving Technology Study Group" p. 2) In Japan, GoA2-level operation, which eliminates the need for a conductor, is commonly referred to as “one-man operation,” and it has already been implemented on many lines. For example, on Tokyo Metro’s Namboku Line, one-man operation using ATO (GoA2) was introduced when the line first opened in 1991. That same year, the Toei Subway also introduced one-man operation (GoA2) on the newly opened sections of the Ōedo Line. Since then, this system has expanded to other lines, including Tokyo Metro’s Marunouchi and Yūrakuchō Lines, as well as Toei’s Mita Line. Alongside the introduction of one-man ATO operations, platform doors have also been installed to enhance safety, reflecting efforts to develop the necessary infrastructure for secure automated operations. Through such comprehensive initiatives, urban subways in Japan are steadily progressing toward automation, even if full driverless operation has yet to be realized. More recently, Tokyo Metro announced that starting in 2025, it will conduct demonstration tests aimed at achieving GoA2.5 operation on the Marunouchi Line, in conjunction with the transition to a CBTC (Communication-Based Train Control) system. A photo of the platform doors installed on the Namboku Line （ by Metro Cultural Foundation ） Meanwhile, subway automation in the United States began earlier than in Japan. In Washington, D.C., WMATA (Washington Metropolitan Area Transit Authority) introduced GoA2-level automatic train operation (ATO) when the system opened in 1976. However, after a rear-end collision occurred in 2009, automatic operation was suspended. Following various safety improvement measures, ATO was reintroduced on the Red Line in 2024. While there were plans to expand automated operation to other lines beginning in 2025, issues such as train overruns emerged after the reintroduction. The Washington Metrorail Safety Commission (WMSC) called for thorough investigation and verification before any further expansion. On May 23, 2025, WMATA received approval from the WMSC and began expanding ATO to the Green and Yellow Lines. In recent years, New York’s MTA has developed plans to upgrade its aging signal systems to CBTC (Communication-Based Train Control), and along with this, the introduction of GoA2-level automatic train operation (ATO) is also being pursued. However, due to the substantial costs involved, it appears that expanding the number of lines with ATO will take many years. WMATA GoA Initiatives （Adapted from Washington Metropolitan Area Transit Authority (WMATA), April 24, 2025, “World Class Transit Safety and Operations Committee”, p.9） Up to this point, we’ve taken a brief look at the state of subway automation in Japan and the United States. But why is automatic operation being introduced in subways in the first place? One major reason is to address labor shortages. In Japan, where the population is aging and birthrates are declining, it is becoming increasingly difficult to secure sufficient numbers of drivers and conductors. Automation helps reduce the number of required personnel on-site and contributes to maintaining a sustainable operational system. In addition, by systematizing train operations, it reduces human error and improves the precision of on-time performance. (Japan had a high level of punctuality even before autonomous driving was introduced.) Furthermore, in the case of Japan, automation has been implemented in conjunction with platform doors, helping to create safer environments for visually impaired passengers and others. The advancement of automation in subways is not merely about reducing manpower—it also plays an important role in ensuring safety and peace of mind for a diverse range of users. To maintain subways—the “lifelines of the city”—in a safe and sustainable way, automatic operation technology will become an increasingly vital tool in the years ahead. While some countries and regions around the world have already introduced GoA4-level fully automated systems, it is our hope that Japan and the United States—each with well-developed existing networks and similar conditions—will deepen their cooperation and continue working toward even better subway systems. References Japan Transport and Tourism Research Institute website (Research report on autonomous driving) https://www.jttri.or.jp/events/2024/sympo55.html Tokyo Metro website: https://www.tokyometro.jp/news/2023/214836.html (Consideration of GoA2.5 on the Marunouchi Line) https://www.tokyometro.jp/news/2024/219601.html (Introduction of CBTC on the Marunouchi Line) Metro Cultural Foundation https://metroarchive.jp/pic_year/year1990/%E3%83%9B%E3%83%BC%E3%83%A0%E3%83%89%E3%82%A2-2.html Ministry of Land, Infrastructure, Transport and Tourism https://www.mlit.go.jp/tetudo/content/001512320.pdf WMATA https://www.wmata.com/about/calendar/events/Safety-and-Operations-Committee-April-24-2025.cfm https://www.wmata.com/about/news/Metro-to-launch-Automatic-Train-Operation-on-the-Green-and-Yellow-lines-on-May-23.cfm The Washington Post https://www.washingtonpost.com/dc-md-va/2025/04/09/metro-automation-red-line-safety/ https://www.washingtonpost.com/dc-md-va/2025/05/21/green-yellow-metro-automated/

High Speed Rail Seminar in California January 14, 2011 The Omni Los Angeles Hotel at California Plaza 251 South Olive St., LA, CA HOSTED BY: Ministry of Land, Infrastructure, Transport and Tourism (MLIT), Japan Ministry of Foreign Affairs (MOFA), Japan Ministry of Economy, Trade and Industry (METI), Japan Institution for Transport Policy Studies (ITPS), Japan (now JTTRI) Japan International Transport Institute (JITI) Council for Global Promotion of Railway, Japan Japan External Trade Organization (JETRO) Seminar Overview In January 2010, President Obama announced an allocation of $8 billion granted as federal funds to help turn the U.S. vision of high speed rail (HSR) into reality. The distributed funds, to which $2.4 billion were added in October, will be used for the development of HSR which has proven to be an effective, energy-efficient way to move large numbers of people quickly over long distances. The goal of this seminar in Los Angeles is to demonstrate how Japan’s 46 years of experience in HSR operation can contribute toward developing HSR network projects in California. In this half day seminar, leaders in the Japanese transportation field will introduce technology and operational experience about HSR. Topics also include a financial scheme for introducing HSR systems to the U.S. as well as economic benefits derived from HSR, such as job creation and regional development. Seminar Program Agenda Exhibition Panel displays & DVD presentations on Japanese HSR Opening Remarks Sumio Mabuchi Minister, Ministry of Land, Infrastructure, Transport and Tourism (Vice-Minister Masafumi Shukuri, MLIT, representing Minister Mabuchi) Bio Presenation Ichiro Fujisaki Ambassador of Japan to the United States Bio Presentation Satoshi Seino Acting Chairman, Council for Global Promotion of Railway and President/ CEO, JR-East Bio Kenichi Fukaya Vice-Chairman, ITPS Bio Keynote Remarks Norman Y. Mineta Former Secretary of Transportation and Vice Chairman, Hill & Knowlton Bio Antonio Villaraigosa Mayor, Los Angeles Bio Jim Costa U.S. Congressman, California 20th District Bio Laura Richardson U.S. Congresswoman, California 37th District Bio Fiona Ma State Assembly member, Speaker pro tempore, California 12th District Bio Cathleen Galgiani State Assembly member, California 17th District Bio Warren Furutani State Assembly member, California 55th District Bio Roelof van Ark CEO, California High-Speed Rail Authority Bio Presentation Presentations Yuki Tanaka Director, International Affairs Office, JITI "Regional Developments through HSR Projects" Bio Presentation Satoshi Seino President and CEO, East Japan Railway Company (JR-East) "Operator Proposal: Realization of the HSR Project and Maximization of its Economic Impact" Presentation Tsutomu Morimura Senior Executive Director, Central Japan Railway Company (JR-Central) "Introduction of Safe and Efficient N700-I bullet System, and Countermeasures against Derailment during Earthquake" Bio Presentation Toshihiko Aoyagi Director General, Railway Operations HQ, Kyushu Railway Company (JR-Kyushu) "Efforts to Maximize the Effects of HSR" Bio Presentation Yoshinori Kanehana Executive Officer/VP, Rolling Stock Company, Kawasaki Heavy Industries, Ltd. "Railcar Manufacturer Proposals: High Speed Train Technology and Contributions to the US Society" Bio Presentation

JITI 2014 Airport Seminar Enhancing Airport Value June 12, 2014 The Willard InterContinental Washington 1401 Pennsylvania Avenue, N.W., Washington, D.C. Since its creation over 20 years ago, U.S. Open Skies policy has spread throughout Europe and Asia. As the United States has reached Open Skies agreements (OSAs) with over 114 nations from around the world, it can be said that the greater part of global aviation market has liberalized today. Because of such this widespread liberalization, international carriers have expanded both their markets and flight frequency, meaning lower fares. Moreover, alliance formation has led to closer cooperation among carriers, and their strategic global network planning is progressing. On the other hand, due to stronger cooperation among the carriers, issues with OSAs have increasingly emerged, such as oligopolies in some markets and intensification of competition among traditional alliances – in part thanks to newcomers outside of the alliances. JITI invited airline representatives from around the world to discuss issues and current network expansion circumstances in the global aviation market and the propriety of future growth of OSA liberalization. Opening Remarks Makoto Washizu President JITI USA Bio Keynote Speeches Cheryl Nashir Associate Deputy Airport Director, Revenue Development and Management, San Francisco International Airport Bio Presentation Helen M. Tremont Director, Office of Commercial Management, Maryland Aviation Administration, Baltimore/Washington International Thurgood Marshall Airport Bio Presentation Brad Miller Corporate Development Director, Manchester Airports Group (MAG) Bio Katsuhiro Yamaguchi Executive Officer, International Relations & Business Development, New Kansai International Airport Company (NKIAC) Bio Presentation Seth Lehman Senior Director, Global Infrastructure and Project Finance Group, Fitch Ratings Bio Presentation Panel Discussion Michael Fleming (moderator) Partner, The Wicks Group Bio

JITTI USA interviews photographer Keisuke Hirai, whose recent photo exhibition in Washington D.C. features the residents of Ishinomaki and their continued ability to smile after the Great East Japan Earthquake. The Shape of Happiness through Keisuke Hirai's Lens: When Survivors Smile for the Camera By Daisuke Komatsu Intro duction Japan, known as a disaster-prone country, welcomed the new year of 2024 with a devastating magnitude 7.6 earthquake striking the Noto Peninsula, resulting in over 200 deaths and numerous injuries. In Ishikawa Prefecture, at the earthquake's epicenter, over 40,000 buildings were damaged or destroyed, forcing many into unfamiliar and challenging living conditions amidst ongoing aftershocks.　 This year marks 13 years since the 2011 Great East Japan Earthquake, which received immense humanitarian support from the United States. Japan has shifted its focus from physical rebuilding to the psychological care of survivors and community rebuilding. In this context, the Sasakawa Peace Foundation USA presents "Recapturing Happiness," a photo exhibition by Keisuke Hirai, a photographer from Kagawa Prefecture with no prior ties to Ishinomaki, but who has lived there for 12 years since volunteering post-disaster. T he exhibition, held at the Japan Information & Culture Center, Embassy of Japan in Washington, D.C. , focuses not on the devastation but on the smiles of Ishinomaki's residents, showcasing the happiness found amidst recovery. As the interviewer for this story, I have a personal interest in Mr. Hirai’s work. Not only do I come from Kesennuma, which is located about 100 kilometers north of Ishinomaki, but I have family who were directly affected by the Great East Japan Earthquake, and was also involved in the recovery and reconstruction efforts as a Coast Guard Officer. With this connection, I was granted the opportunity to converse with Mr. Hirai. This article aims to introduce the connections between people that Mr. Hirai wants to convey through his volunteer experience and the smiles captured in his photographs. From right to left, Keisuke Hirai and Daisuke Komatsu (interviewer) The Dialogue Komatsu: Could you share your thoughts behind holding this photo exhibition in Washington D.C.? Hirai: The first spark [for this idea] came when I held the initial exhibition in Ishinomaki in 2021. The former Japanese Ambassador to the U.S., Mr. Fujisaki, visited with his wife. Because it was during the pandemic, there was a suggestion about maybe sharing it online instead of just somewhere in the U.S. However, that idea didn’t pan out. I came to Ishinomaki to help as a volunteer, but as I met more people there, I learned so much about the importance of human connection from the locals. Before I knew it, I went from being the one providing assistance to the one being taught. That experience, which turned me from a helper to a learner, has kept me in Ishinomaki for 12 years now. We've been fighting tooth and nail together, but it's been fun living here as neighbors, and that's why I've been in Ishinomaki for this long. I really want people far away to get a feel for these experiences, which is something that grew on me as I kept taking pictures, leading up to this event. I've been kind of experimenting with how to get this across, and figuring out the best way to share it. Komatsu: When it comes to sharing, many photos and videos from the Great East Japan Earthquake tend to focus on the extensive damage. However, the theme of this photo exhibition, "Recapturing Happiness," surprised me because the photos, taken from the perspective of reclaiming joy and happiness, aren't frightening. Instead, they're all of people with beautiful smiles. What inspired you to take these photos, and how were you able to capture such moments? Hirai: My initial motivation for visiting the disaster-struck Ishinomaki was partly curiosity for the macabre and a desire to document firsthand how survivors from a calamity considered once-in-a-thousand-years would rebuild their lives. There was a deep-rooted interest in how individuals and towns bounce back from such profound despair. I was pretty sure that there'd be a lesson there, and that's why I wanted to capture it in photos. I figured that by showing these to people living outside the disaster area, it could somehow channel their energy into the affected area, whether through donations or volunteering. That's what I was thinking. At the time, there was a sort of unspoken rule against photographing the faces of disaster victims, but through volunteering, I got to know the people of Ishinomaki and I built relationships with them. I gained their trust and consent to take their photos, continuing to document their stories. While the media focused on reporting the extent of the disaster’s damage, I could concentrate on capturing the people themselves. Ultimately, I believe it's crucial to do your best with whatever you’ve got, given the situation and position you're in. This exhibit comes a decade after the disaster, and in its 11th year, I spent a year asking the people of Ishinomaki, who had been affected by the disaster, “When,” “Where,” and “Who do you want to take a picture with?” aiming to capture special commemorative photos. I felt like it's in the midst of normal, everyday life, the kind that doesn't make the news, where you can really start to ponder what happiness is. Exhibition in D.C. [Photo Credit Keisuke Hirai] Komatsu: When it comes to sharing, many photos and videos from the Great East Japan Earthquake tend to focus on the extensive damage. However, the theme of this photo exhibition, "Recapturing Happiness," surprised me because the photos, taken from the perspective of reclaiming joy and happiness, aren't frightening. Instead, they're all of people with beautiful smiles. What inspired you to take these photos, and how were you able to capture such moments? Hirai: My initial motivation for visiting the disaster-struck Ishinomaki was partly curiosity for the macabre and a desire to document firsthand how survivors from a calamity considered once-in-a-thousand-years would rebuild their lives. There was a deep-rooted interest in how individuals and towns bounce back from such profound despair. I was pretty sure that there'd be a lesson there, and that's why I wanted to capture it in photos. I figured that by showing these to people living outside the disaster area, it could somehow channel their energy into the affected area, whether through donations or volunteering. That's what I was thinking. At the time, there was a sort of unspoken rule against photographing the faces of disaster victims, but through volunteering, I got to know the people of Ishinomaki and I built relationships with them. I gained their trust and consent to take their photos, continuing to document their stories. While the media focused on reporting the extent of the disaster’s damage, I could concentrate on capturing the people themselves. Ultimately, I believe it's crucial to do your best with whatever you’ve got, given the situation and position you're in. This exhibit comes a decade after the disaster, and in its 11th year, I spent a year asking the people of Ishinomaki, who had been affected by the disaster, “When,” “Where,” and “Who do you want to take a picture with?” aiming to capture special commemorative photos. I felt like it's in the midst of normal, everyday life, the kind that doesn't make the news, where you can really start to ponder what happiness is. Komatsu: Could you explain your goal for exhibiting these photos in Washington D.C.? Hirai: I was thinking, maybe there's something in these photos that could resonate with anyone, whether they're from America, Europe, Asia, or the Middle East. I'm not entirely sure, but if the people looking at them can feel the emotions captured, and if I’m able to receive the impressions or thoughts that they felt, then I could learn something too about the differences in culture, regions, and the problems they face. And from that, maybe, just maybe, a sort of mutual understanding could emerge. So, here's a funny story: About a year after the Great East Japan Earthquake, I got the chance to join the Peace Boat and exhibit photos of the disaster in several countries we visited. We couldn't dock in Saudi Arabia, but the locals brought food to the boat and threw us a party. At the photo exhibit there, a Saudi guest saw a photo of an elderly lady from Onagawa wearing a headscarf while clearing rubble. He mentioned, surprised, "There are Muslims in Japan too? I'm worried about our Muslim brothers and sisters." This grandma isn't Muslim, but I found the way he perceived things fascinating. It's amazing how different our interpretations can be, or how we might find common ground in a photo, or even feel a sense of empathy. Even such a small misunderstanding could spark a conversation, and I thought, maybe it could be a chance to make friends with someone from Saudi Arabia. Photo Credit Keisuke Hirai Komatsu: Is the aim here, with the D.C. exhibit, really about using the photos as a way to bond with people in America, to help them find commonality with the folks from Ishinomaki and across Japan? Hirai: Yeah, I really think that's a big part of it. For folks in Ishinomaki, it's like, if people in Washington D.C., who they thought lived in a completely different world, can see the photos and the stories behind them and find similar experiences or feelings, then it could create a kind of connection between people in Ishinomaki and D.C. It's like opening a door to connect people, making both sides feel closer to each other, you know? And after sharing my thoughts and what I've seen and heard about hosting this photo exhibition with the friends who helped me create the photo book in Ishinomaki and those featured in the photos, I thought, even if we haven't met, maybe they'd feel closer to someone in Washington D.C. Like, if someone hears that my photo was displayed in Washington D.C. and asks, 'What's that about?' it could spark more connections between people. Komatsu: Viewing this Washington D.C. exhibit as a milestone, has it inspired you to want to hold similar photo exhibitions in other parts of America or in other countries? Hirai: For this exhibition, there was a coordinator who helped me think through the English translation of the photo backgrounds and how best to present them. Hearing feedback from those who actually saw it, I've come to think anew that this format could work as an exhibition in other languages and regions as well. Komatsu: From the photos exhibited, I sensed the "human connections" you've mentioned learning from the people of Ishinomaki. With the Noto Peninsula earthquake occurring early this year in Japan, could you share how these human connections are utilized during disasters? Hirai: You know, it's often mentioned in disaster support, but I think it can somewhat solve the issue of mismatched aid. Of course, I believe both the national and local governments have organized the aid needed by disaster victims based on reviews of past incidents. However, there's a tendency, especially in more remote areas, for residents to hesitate in communicating their needs to authorities, out of respect or reticence, which I think is one of the causes of mismatches in the support provided. If you're a volunteer on the ground, you might notice what's needed while helping out the locals, or you could more easily ask them what they require, right? Also, if there are connections between people who've been affected by the disaster, they might be able to share and exchange whatever supplies they're lacking, helping each other get through the immediate aftermath. For example, one person might have rice but no water to cook it, while another has water but no rice. If they connect, they can share their resources and both have a warm meal that day. I'm concerned that in the metropolitan area, where connections between people are said to be weak, whether such mutual aid would be possible in the event of a disaster. For example, in apartment complexes where it's not clear who lives next door, I worry that situations could arise where an elderly person trapped under a fallen wardrobe might go unnoticed by their neighbors. Komatsu: I see. So, it's about leveraging personal connections for gathering hard-to-reach information and supporting areas where official aid might not easily reach. I remember from my time providing relief during the Great East Japan Earthquake, it was tough to get information on what aid was truly needed by those affected. People in rural areas, even in dire need, often hesitated to communicate their needs to authorities or tried to endure without asking for help, feeling reluctant to impose. That makes a lot of sense. Building face-to-face relationships with those affected in the disaster zones as a volunteer surely makes it easier to gather such information. From the perspective of information, the way it's conveyed is also crucial. During the Noto Peninsula Earthquake, there were intense and fiercely urgent evacuation calls made by NHK announcers. Similarly, from the administrative side, there's been a shift towards delivering life-saving information in simpler language to clearly communicate imminent dangers and making visual enhancements for better understanding. For example, the Japan Meteorological Agency now uses numbers and colors like purple and red to indicate the severity of danger. Plus, for tsunami warnings, in addition to TV, radio, cell phones, and sirens, they've started using "tsunami flags," which are checkered in red and white. Lifeguards at the beach wave these, or they're hung on tall buildings to be visible from afar. This helps those who are deaf or can’t hear well due to loud waves or wind, or when there's no power to receive broadcasted information, serving as an analog way to spread the word. Hirai: I believe making disaster alerts clear through simple language and visual information can promote more effective evacuations. I wasn't aware of the "tsunami flag," but I think if influential people within the community spread the word through their connections, it can help extend government efforts more easily to the locals. Photo Credit: Japan Meteorological Agency Komatsu: It's really about the importance of human connections, isn't it? Based on your experiences and insights gained through volunteer work, what can each individual do to prepare for disasters? Hirai: I think it's crucial to actually consider what would happen if a disaster occurred. Many people have started to buy emergency preparedness kits, but few have actually used them to familiarize themselves with their contents. Similarly, while many might know their evacuation routes, not many have walked them. Opening your emergency kit and using its contents can prevent confusion during a crisis. Walking your evacuation route could reveal challenges, like steep hills that could hinder your escape. Evacuation drills in elementary schools shouldn't just end with gathering in the schoolyard and taking attendance. They should include practicing evacuation routes to higher ground. Otherwise, in an actual emergency, both teachers and students might find themselves confused and unprepared. Komatsu: It's exactly like the saying, "Experience is the best teacher." A month has passed since the Noto Peninsula Earthquake. Many people are still living in difficult conditions. What are your current concerns? Hirai: What I'm most concerned about right now is disaster-related deaths. Of course, there are some aspects where the response can’t keep up. Relying solely on cold boxed meals can lead to nutritional imbalances, health deterioration, or the worsening of pre-existing conditions, especially as life while evacuated prolongs. To prevent this, I believe it's crucial to have an environment where warm meals, like hearty soups, form the base of food distributions and are continuously provided. Komatsu: Ishikawa Prefecture, the epicenter of the Noto Peninsula Earthquake, is encouraging secondary evacuations to locations outside the disaster-affected areas in order to prevent disaster-related deaths and ensure a stable living environment in the short term. However, there have been reports that this process is not progressing as quickly as hoped. Hirai: Just like during the Great East Japan Earthquake, even if the government provides a safe place, people don't just move, you know? They probably need some time to calm down emotionally, and I can understand the feeling of anxiety about leaving the place you're used to living and going to a location where you don't know anyone in the neighborhood. I think it's hard for them to consider evacuating to somewhere far way unless they believe they can eventually return to where they were originally. I think it's partly due to the Japanese national character, but the fact that there aren't many people around who have evacuated to another safe place as a second evacuation site also affects the current situation. Even here, by evacuating as a community, or if influential people move, or through neighbors diligently reaching out to each other, it's possible that the situation could change. Komatsu: It really made me realize again how important connections between people are. Lastly, could you share what you'd like to say to the visitors of the photo exhibition? Hirai: I kind of feel like it's somewhat inevitable that, with just photos, these disasters might be seen as something happening to strangers far away. But I really hope visitors take the time to read the stories too, and try to put themselves in those situations. These stories aren't exactly newsworthy, but I'd be happy if people could relate to them, and feel like “This applies to me too. We’re in this together.” I think that’d be the best outcome. After all, those affected by disasters are just regular people too. And I’d be happy if they could think of something for themselves that is their “piece of happiness” and start making even small actions. For example, perhaps it leads to someone calling their parents whom they haven’t spoken to in a while, or expressing gratitude when they usually don’t. I believe there are quite a few things you can easily do right away, close to home. I'd be glad if you could find happiness from there. Photo Credit: Daisuke Komatsu Reflection Thirteen years are on the verge of passing since the Great East Japan Earthquake. With each arrival of March 11th, television screens are filled with the visages of those who lost family and loved ones, those who were stripped of their livelihoods, and those living a solitary existence in lands far from their hometowns, speaking of the tragic disaster with sorrowful expressions. One wonders, how long must those affected remain enshrouded in sadness? Surely, those who have suffered are also entitled to share moments of joy with friends, forge new familial bonds, and speak of the mundane happiness of daily life on television. Myself included, whether working in Japan or since arriving in DC, conversations invariably touch upon the hardship of the disaster, prompting me to explain the immediate, grim aftermath with a somber demeanor. Attending Mr. Hirai's photo exhibition brought the realization that such expressions of sadness are not obligatory, offering a sense of salvation. Furthermore, the "connections between people" felt through Mr. Hirai's photographs and words highlight the critical importance of these bonds in preparing for disasters, including the development of robust transportation infrastructure. I remember, back when I was at the Minister's office of the Ministry of Land, Infrastructure, Transport and Tourism and attended a local road opening ceremony where those responsible for the construction spoke of roads as pathways that "connect people, goods, and lives." The Noto Peninsula Earthquake in Ishikawa Prefecture, a region with few major arterial roads, starkly revealed the vulnerabilities in local transportation infrastructure, impeding rescue efforts, transport of relief supplies, and emergency medical services. While lessons from the Great East Japan Earthquake have been applied, mismatches between the needs of the affected areas and the provided assistance have emerged. The key to resolving these mismatches lies in the connections and exchanges between people. Such exchanges are born from meetings facilitated by well-developed transportation infrastructure. Strengthening this infrastructure is not only vital for enabling efficient relief, recovery, and support activities but is also crucial for the swift restoration of happiness to those living in these areas, reinforcing my belief in its importance as a policy. NOTE: Mr. Hirai's exhibition, "Recapturing Happiness" is currently featured at the Japan Information & Cultural Center (1150 18th Street, N.W., Suite100, Washington, DC, 20036) through March 13, 2024. The exhibition website is: https://www.us.emb-japan.go.jp/jicc/exhibits/recapturing-happiness.html BIO: Keisuke Hirai Mr. Keisuke Hirai is a freelance photographer who strives to capture the lives of people in their e ntirety, believing that it is the unique contradictions of humans that make seemingly imperfect human lives perfect. Mr. Hirai credits his love of photography to a friend he met while studying abroad in Canada that urged him to take photography classes. E ver since then, he has been behind the camera. Whether it is in Cambodia, Nepal, Inner Mongolia, South Africa, or Japan, he sets out to capture photographs that illustrate the humanity we all share. Mr. Hirai is ever curious and has been involved in activities such as demining, reforestation, community revitalization, international aid, and international exchange. After traveling to Ishinomaki in April 2011 to document and promote recovery efforts, he moved there permanently and now resides in the city. Currently you can find him taking photographs of the fisheries industry in and around Ishinomaki. Mr. Hirai has launched several photography projects in the past. Some of his most known are the Funny!!Project, a project based on the theme “We All Laugh Together in Different Ways,” which uses photographs as a communication tool for various activities such as exhibitions, events, workshops, and talks at educational institutions around Japan. In addition, he launched the photo exhibition 10 Years of Happiness in Ishinomaki in 2021 and published the photo book 10 年の幸福写真 〜 10 YEARS AFTER 3.11 (10 Years of Happiness 〜 10 YEARS AFTER 3.11) in 2022.