Concept of Operations for Advanced Air Mobility (ConOps for AAM) in Japan by Shinichiro Tsuri 1. Background Advanced air mobility or AAM, defined as “a transportation system that transports people and property by air between two points in the United States using aircraft with advanced technologies, including electric aircraft or electric vertical take-off and landing aircraft, in both controlled and uncontrolled airspace” in the US Advanced Air Mobility Coordination and Leadership Act, is the next-generation of air mobility that is expected to operate in the near future. There is also a term known as the Urban Air Mobility (UAM), which is a subset of AAM focusing on air transportation services in and around urban areas. In order to provide a vision of the future operating environment for UAM, the Federal Aviation Administration (FAA) released the Concept of Operations (ConOps) v1.0 for UAM in June 2020, followed by the ConOps v2.0 published in May 2023. AAM (or UAM) is now a worldwide hot topic, and the concept and regulatory framework are being developed in many countries. In Japan, for example, the Concept of Operations for Advanced Air Mobility (ConOps for AAM) was published in March 2023. In this article, I will introduce the overview of the ConOps for AAM in Japan. Image of AAM (Image Source: the FAA’s website Advanced Air Mobility | Air Taxis ) 2. Overview of ConOps for AAM in Japan On March 31, 2023, the first issue of the ConOps for AAM in Japan was released under the activities of Public-Private Committee for Advanced Air Mobility, which was established in 2018 to have public-private joint discussion on technology development and regulatory issues of AAM. The ConOps consists of 1. Introduction, 2. Overview of Advanced Air Mobility, 3. Phases of Advanced Air Mobility Introduction, and 4. Conclusions. In the following, I will highlight some key topics among them. Aircraft In the section 2.1, three aircraft types are described as the classification of eVTOL (Electric Vertical Take-Off and Landing) aircraft used as AAM. The first one is “multirotor.” Lift and thrust are provided by three or more electric powered rotors rotating vertically. The attitude of aircraft can be controlled by combined forces generated by changing the rotation speed of these multiple rotors. This type of aircraft is used only for short‐distance trips due to high battery drainage during the cruise phase. The second one is “lift and cruise.” Multiple rotors are used to generate lift during vertical take‐off and landing. During cruise, the multiple rotors are turned off, and fixed wings and propellers are used to generate lift and forward thrust for a level flight. This type of aircraft has better energy efficiency than those that are the multirotor type in the cruise phase due to the use of fixed wings, and is therefore suited to longer distance trips. The third one is “vectored thrust.” Vertically positioned propellers generate lift during vertical take‐off and landing. During cruise, the same propellers tilt to generate forward thrust and lift is generated by the fixed wings. In the same way as a lift and cruise type, this type of aircraft is suited to longer distance trips than the multirotor type, and potentially provides higher cruise speed and distance than other types of aircraft due to the use of the same propulsion system for take-off/landing and cruise. On‐ground infrastructure Section 2.3 explains about on-ground infrastructure for AAM, called “vertiport,” which is defined as an “airport etc.” under the Civil Aeronautics Act, and as a type of a “heliport” dedicated to AAM. While existing aerodromes/airports are expected to be utilized for initial AAM operation, new dedicated vertiports will be needed to operate AAM where existing aerodromes/airports do not exist. Furthermore, additional facilities may be needed such as battery swapping equipment, electrical chargers*1, and fire extinguishing systems for battery fires. *1 Currently, two methods are known to charge eVTOL aircraft: (1) battery replacement and (2) direct charging. Airspace, Traffic Management Section 2.4 describes airspace and traffic management for AAM. Considering the expansion of UAM operations and the emerging remote control or automated/autonomous operation technology, flight safety may not be fully secured only by the VFR (visual flight rules) operation. Therefore, a new concept of airspace and traffic management is needed: the new traffic management service is called Urban Air Traffic Management (UATM) service and the airspace where UATM service will be provided is defined as a UATM Service Area (UASA). UATM services include, but are not limited to, Information Exchange: Exchange timely and accurate data (such as flight data, restrictions, air route information, active special activity airspace (SAA)) among low‐altitude airspace stakeholders including ANSP (Air Navigation Service Provider), to support the safe and efficient operation of AAM aircraft. Airspace Management: Establish UASA, vertiport airspaces*2, and UAM routes*3/UAM corridors*4 to efficiently use low‐altitude airspace along with the demand. Introduction of dynamic airspace management may be considered as the scale of operations expands. *2 The airspaces around vertiports flexibly activated and deactivated in which entry/exit points, arrival/departure paths, missed approach paths, and obstacle limitation surfaces etc. are established. *3 The routes established to connect airports/vertiports and to increase the predictability of UAM aircraft locations, thereby improve situational awareness of other low‐altitude airspace stakeholders. Setting UAM routes does not necessarily require significant regulatory change compared to setting UAM corridors. UAM routes can be used by aircraft other than UAM. *4 Dedicated airspaces connecting airports/vertiports in which aircraft must comply with specific rules, procedures, and performance requirements. Their dimensions are defined and they are established when UAM operation density is particularly high and airspace capacity needs to be increased. Conflict Management: Manage arrival and departure times and slots in order to ensure that demand of AAM operation is met as much as possible under the limited capacity of airspace and vertiports. Flight Plan Confirmation/Authorization: As the scale of operations expands, the process of flight plans authorization may be needed. Submitted flight plans are authorized after review and coordination as needed. Conformance Monitoring: Ensure that AAM aircraft within the UASA is flying in compliance with the confirmed/authorized flight plan. Provide timely information and actions to be taken for non-conforming aircraft affecting the operation of UATM services and for other AAM aircraft affected by the non‐conforming aircraft. Phases of Advanced Air Mobility Introduction In section 3, the expected phases of AAM introduction are described. The introduction process is comprised of four phases shown in the table below. Phases of AAM Introduction Phase Maturity Level Timeframe Phase 0 Test flights and demonstration flights prior to commercail operations Phase 1 Commencement of commercial operations - Low density operations - Pilot onboard operations, remotely piloted operations (cargo transport only) Around 2025 Phase 2 Scaled operations - Medium to high density operations - Pilot onboard operations, remotely piloted operations Late 2020's or later Phase 3 Establishment of AAM operations including autonomy - High density operations - Integrated with automated / autonomous operations 2030’s and beyond Phase 0 Test flights and demonstration flights will be conducted prior to commercial operations. Those flights require JCAB approval along with the safety regulations under the Civil Aeronautics Act. Phase 1 The initial introduction of commercial AAM operations in Japan will take place. In Phase1, for passenger carrying AAM operations, initial operations are expected to be low density operations and piloted under VFR, similar to existing aircraft operations. Initially, existing airports and rules will be utilized, but relatively small vertiport developments are also envisioned. AAM will be operated based on existing ATM (Air Traffic Management) concepts, but initial UATM services which do not require significant regulatory changes or technological innovation will be introduced. UATM services in Phase 1 may include: Information Exchange (Providing information by voice in vertiport airspaces and UAM routes) Airspace Management (Setting vertiport airspaces and UAM routes, etc.) Conflict Management (Capacity management of congested ports) Flight Plan Confirmation Conformance Monitoring (Obtaining location information using ADS‐B, providing information by voice, etc.) Phase 1 (Image Source: Concept of Operations for Advanced Air Mobility (ConOps for AAM ))  Phase 2 AAM operations in Japan will be scaled up, and medium‐to‐high density, piloted (and some remotely piloted) operations are expected. Larger and more complex vertiports will be developed including in complex urban environments (on the rooftop of buildings etc.). New airspace concepts and advanced UATM services will be implemented where required to support the scale and nature of AAM operations (e.g., remote piloting and IMC (Instrument Meteorological Conditions)). UATM services in Phase 2 may include: Information Exchange (Providing and exchanging information through data) Airspace Management (Setting UAM corridors and dynamic airspace management may be considered) Conflict Management (Advanced coordination including capacity management of airspace and flow management) Flight Plan Authorization Conformance Monitoring (Real‐time deconfliction will be also considered) Phase 2 (Image Source: Concept of Operations for Advanced Air Mobility (ConOps for AAM) ) Phase 3 AAM operations in Japan will be scaled up into high‐density operations. Operations in the UASA will be a mix of piloted and remotely piloted operations. Autonomous operations will become more sophisticated. It is expected that, at some point, all airspace users in the UASA will use UATM services. UATM concepts may be expanded to other airspace outside of the UASA and integrated with ATM and UTM (Unmanned Aircraft Systems Traffic Management). 3. Future Prospects As the ConOps for UAM in the US was updated reflecting the continued maturation of UAM and feedback received on the initial version, the ConOps for AAM in Japan is also expected to evolve along with technological advances, overseas trends, and feedback from stakeholders. I hope that the Japanese industry will successfully operate AAM in the near future, fostering a better common understanding of AAM with this document and actively discussing regulations / technologies among stakeholders. References FAA, Urban Air Mobility (UAM) Concept of Operations https://www.faa.gov/air-taxis/uam_blueprint Ministry of Land, Infrastructure, Transport and Tourism, Public-Private Committee for Advanced Air Mobility https://www.mlit.go.jp/koku/koku_tk2_000007.html Ministry of Land, Infrastructure, Transport and Tourism, Concept of Operations for Advanced Air Mobility (ConOps for AAM) https://www.mlit.go.jp/common/001611491.pdf Back to All JITTI Journals November 2023 Feature Article

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

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

< Back

Back to All JITTI Journals January 2018 Feature Article Capacity Building Support by the Japan Coast Guard to Developing Countries Mobile Cooperation Team by Ryoki Toku Prologue Sea routes in the Southeast Asian area can be said to be the life lines of Japan. The security and safety of the area is extremely important for Japanese ships as they pass through. Each coastal country's maritime law enforcements are required to have the appropriate capabilities to be able to secure the area. It is also important there are the good relationships and cooperation between the maritime law enforcements of these coastal countries and Japan. Inauguration of JCG Mobile Cooperation Team In October of 2017, the Japan Coast Guard (JCG) established a brand-new unit in the JCG Headquarters called the "Mobile Cooperation Team (MCT)", which focuses on capacity building support for developing country's maritime law enforcements. The MCT consists of 7 people. There are 6 members, under the direction of the seventh member who is the Director for Coast Guard International Cooperation. They engage in training for foreign maritime law enforcement and their goal is to create effective, consistent, and sustainable capacity building support, as well as build trusting relationships with other countries through consultations about country needs in advance, and provision of detailed curriculums following the outcomes of these discussions. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/topics/171002_mct_start.pdf , (Access: 11th Dec,2017) ） The first mission of MCT One month from the inauguration of the MCT, they were dispatched to the Philippines for their first mission: to train the Philippine Coast Guard. The MCT engaged in exercises regarding the maneuvering of high speed small boats. Thee high speed small boats that were used in the exercises were transferred from the Japan government to the Philippine government. The MCT members instructed in several maneuvering skills that related to maritime law enforcement, such as guarding measures, like pinch maneuvering, as well as basic techniques like turning, chasing, or approaching the port. This exercise became an opportunity to teach JCG's maneuvering techniques to other nation's maritime law enforcements as well, given that coast guards from Vietnam, Malaysia, and Indonesia also participated in the exercises. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/kouhou/h29/k20171122/k171122-1.pdf(Access: 11th Dec,2017) ） The opportunity for cooperation between the USCG and the JCG in the field of capacity building support The MCT's first mission was also an opportunity for cooperation between the U.S. Coast Guard (USCG) and the JCG. During the same period, the USCG was also in the Philippines to train the coast guard. The USCG and the JCG coordinated on site, and the USCG then gave a lecture about the maintenance of small boat engines. As a result, in this case, we can say that the USCG and the JCG provided joint training for high speed small boats through their cooperation. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/kouhou/h29/k20171122/k171122-1.pdf(Access: 11th Dec,2017) ） Conclusion The JCG says that through these activities it would like to deepen its trust relationships with other national maritime law enforcements, and contribute to maintaining and developing open and stable oceans under the rules of law. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/kouhou/h29/k20171122/k171122-1.pdf(Access: 11th Dec,2017) ） The JCG has engaged in several capacity building efforts regarding maritime law enforcement, especially in Southeast Asian countries, not only recently through the activities of the MCT. It is hoped that these engagements help in establishing an international network in the field of maritime law enforcement amongst those who share the same values. In addition, these engagements promote regional cooperation that should help lead to an avoidance of risks in any unpreventable accidents in the future.

Back to All JITTI Journals March 2024 Feature Article Toward the Spread and Expansion of Sports Culture Tourism By Hirokazu Nishikawa While there are various forms of tourism around the world, there is a movement to promote and expand "sports culture tourism" in Japan as well. Sports culture tourism refers to the establishment and dissemination of new regional and Japanese brands by linking local sporting events with cultural and artistic resources, with the aim of increasing the number of foreign visitors to Japan, revitalizing domestic tourism, and revitalizing the Japanese and regional economies. The "Comprehensive Collaborative Agreement among the Japan Sports Agency, Agency for Cultural Affairs, and Japan Tourism Agency" was signed in March 2016 between the three government agencies listed, and they have been holding the "Sports Culture Tourism Awards" every year since then. The Sports Culture Tourism Awards publicly solicits, selects, and presents awards to initiatives and events that contribute to the promotion of sports culture tourism. For the 8th award, Sports Culture Tourism Award 2023, seven award-winning organizations were selected from among 29 initiatives and events that were submitted from August to September 2023 (announced in the press on January 11, 2024). In this issue, I would like to introduce the initiatives of these award-winning organizations. Main Awards (Applicant Organization) Imabari City, Ehime Prefecture “Sports Culture Tourism Centered on Imabari Castle, the Strongest Castle in Japan - The History of the Seto Inland Sea Central Region's Domination Leads to the Present Day” Outline of the Project The “Imabari Castle” in Imabari City, Ehime Prefecture, is the center of a series of events held in the Seto Inland Sea in Japanese fiscal year (※) 2022. The cultural event Takatora Summit in Imabari was held, and sports events such as Setouchi Shimanami Kaido Three-Day March, Imabari Criterium (a mass-start road-cycle race), Cycling Shimanami 2022, and Imabari City Marathon took place, attracting many people from Japan and abroad. In addition, Setouchi Minato Marché, a food and specialty event, was organized to encourage event visitors and tourists to stay in the city. (※) Japanese fiscal year runs from April to March (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation The Marché event has done a good job of involving the local community through the use of citizen volunteers, etc. Each event is attractive, and cultural and natural resources such as Imabari Castle, Murakami Suigun, and the Shimanami Sea Route are utilized to hold cultural and sporting events that appeal to a wide range of people. Various efforts are being made to disseminate information overseas through PR on airline flights, production of TV dramas, and cooperation with bicycle manufacturers. (Applicant Organization) Echigo Matsudai Trail Running Executive Committee “[We plan to] revitalize old paths scattered throughout the satoyama (mountainous regions within village-vicinities) and to make them available as new regional resources! “Echigo Matsudai Spring Festival Trail Running Race" " Outline of the project A trail running event held in Matsudai, Tokamachi City, Niigata Prefecture. Old roads that are no longer used and in disrepair were re-excavated and prepared for the course, which included a course through a satoyama village. The event was created to allow participants to experience the original landscape of Japan. By linking the event with the Echigo-Tsumari Art Field, it will have the unique feature of "combining art and trail running," and its objectives are to revitalize local communities, preserve the satoyama environment, and advocate climate change action for athletes. (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation The potential tourism resource of old roads in satoyama is well utilized. The project involves the local community and attracts inbound visitors. This is a very effective opportunity to highlight permanent artwork. (Applicant Organization) Annaka City Tourism Organization, General Incorporated Association “ A Railway’s Dead End, Dead No Longer: Revitalization efforts for the benefit of future generations ” Outline of Initiatives Since 2018, a walking tour has operated using an abandoned railway line in Annaka City, Gunma Prefecture, utilizing the Yokogawa-Karuizawa section of the Shinetsu Main Line (commonly known as the Usui Line), which was last operated in 1997. The event is an 11-km guided walk along the normally off-limits section of the line to experience its historical value and the difficulty of crossing the mountain pass. More than 90% of the participants are from outside of the prefecture, making this event a draw that will encourage other local travel and spending. (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation The use of a disused railroad line makes it feel special, and the fact that it has a solid historical background and a story to tell is highly valuable. The fact that the target audience is not only people who like traveling and hiking, but also people who like railroads and civil engineering structures is new. The fact that the majority of participants are from outside of the prefecture is also very tourism-oriented. By becoming a model case for the utilization of abandoned railway lines, of which there are likely to be many throughout Japan, it is hoped that other derivative models can be created. Special Awards *Two applicable cases ① (Applicant Organization) Nara City General Foundation, General Incorporated Foundation “Enjoy authentic Japanese archery for foreign tourists - Experience the spirit of the samurai in Nara, the ancient capital of Japan ” Outline of the Project This is a project to allow foreign tourists to experience authentic Japanese archery derived from the tradition of Bushido in Nara, the hometown of the samurai. They will learn the basics of Kyudo and how to behave under the gentle and strict one-on-one guidance of a high-ranked instructor, and finally shoot an arrow by themselves. The goal is to promote the image of "Budo" = "Nara" and "Budo" = "Nara's new brand" internationally, which will lead to budo tourism from overseas. (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation The value of this event will be enhanced for the local community with its history and background. The opportunity to experience authentic martial arts by wearing hakama in a real dojo is a good opportunity for visitors to understand the beauty and dignity of the Japanese people. It is a good opportunity for visitors to learn more about Nara by learning about cultural elements. ② (Applicant Organization) Fukushima Town Tourism Association “Fukushima Town, Hokkaido: "Sumo Tournament for Women Only" - the only town in Japan to have two yokozuna (sumo grand champions)” Outline of the Project The "Sumo Tournament for Women Only" has been held in Fukushima-cho, Hokkaido since 1991. It began as a project to celebrate the 500th anniversary of Kawasuso Shrine's founding and to dedicate the "women-only festival procession," and has been held every year on the second Sunday of May (Mother's Day), with the 29th held in 2023. By holding sumo, which is recognized as a national sport, as an event targeting women, they aim to broaden its base and provide a good opportunity for the children who support it to think about "women's activities" and "gender equality.” (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation This event is attended by people from overseas and outside the region. This event has been carried out for about 30 years, and it is highly valued as a part of the local sumo culture. The program has been carried out continuously with a cultural and historical background, while also taking into account the viewpoint of women's activities. (Applicant Organization) Tourism Promotion Bureau of Shimosuwa Town Regional Development Corporation, General Incorporated Association “National Historic Site and Japanese Heritage: The Jomon World of the Starry Central Highlands: Making the "Hoshigatou Obsidian Origin Site" a Tourism Resource” Outline of the Project The Hoshigatoh Obsidian Site in Shimosuwa Town, Nagano Prefecture, was recognized as a National Historic Site in 2015 and a Japan Heritage Site in 2018. The Hoshigatoh Ruins, which are normally off-limits to visitors, will be offered as a special tour with commentary by the discoverer/excavator. In addition, they are taking a multifaceted approach by collaborating with cultural resources and museum facilities scattered in the surrounding area. By actively utilizing cultural assets while properly managing them, the project aims to create a virtuous cycle of culture, tourism, and regional revitalization. (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation The content is a combination of Japanese heritage sites and surrounding culture, and the presence of a variety of guides adds value. The program is designed to involve local businesses, is also designed to encourage participants to become repeat visitors, and to create fans of the local community. The project is contributing to the expansion of recognition of Japanese heritage sites themselves. (Applicant Organization) Office of the Tan-Tetsu-ko Promotion Council “"Tan-Tetsu-Ko Meshi (Tan-Tetsu-ko Meal) Project," a culinary tour of a Japanese heritage site Outline of the Project The story of the coal and other industrial revolutions "Coal, Iron, and Port (Tan-tetsu-ko)" in Sorachi, Hokkaido, which supported Japan's growth and recovery from the Meiji era through the prewar, wartime, and postwar periods, has been recognized as a Japan Heritage site. This initiative named the food that took root in the lives of people who worked in coal mines, steel mills, ports, and railway-related facilities "Tan-tetsu-ko Meshi (Coal, Iron, and Port Meal)”, and in FY2021, commercialized the food at a major convenience store chain and installed panels at tourist information centers. In FY2022, they produced a guidebook listing the restaurants where Tan-tetsu-ko meshi was actually available and conducted an online stamp rally. (Image Source : Japan Tourism Agency https://www.mlit.go.jp/kankocho/content/001717137.pdf ) Evaluation The program focuses on food that can be tasted in the region and makes full use of the Japanese heritage story. The collaboration with a major convenience store chain is interesting because of its novelty. The program is collaborating with a number of businesses in the region, and is working on a wide-area partnership within a 100-kilometer radius. These award-winning organizations were honored at a related event, the 7th Sports Culture Tourism Symposium, held in Chiyoda-ku, Tokyo on February 2, 2024. The Japanese government is committed to regional revitalization, which aims to correct the concentration of people in Tokyo, halt the population decline in rural areas, and increase the vitality of Japan as a whole. I believe that the revitalization of these regions through tourism will have a significant effect as a first step toward this goal. 【References】 「スポーツ文化ツーリズムアワード 2023 」の受賞団体を発表します ～スポーツ文化ツーリズムの普及、拡大に向けて～ | 2024 年 | 報道発表 | 報道・会見 | 観光庁 ( mlit.go.jp )

Back to All JITTI Journals November 2022 Cultural Article Honeymooning in Japan: Worth the Wait! By Suzannah Nevas When my boyfriend and I got engaged on Christmas Eve, 2019, we had no idea a global pandemic was on the horizon. By April 2020, it became clear that COVID-19 was going to be around for the foreseeable future, and while we didn’t want to wait to be married, we were willing to wait for our dream honeymoon. We’d had our hearts set on Japan. We held fast for over two years, but as soon as the Japanese government announced they were lifting restrictions after October 11, we booked our tickets for the following week! At the airport about to board My husband and I were fortunate enough to be among the first wave of international tourists flooding to Japan in mid-October. With only two weeks to plan, our honeymoon itinerary almost fell into place as we compared our bucket lists of places, foods, and cultural experiences we were interested in. We arrived at Narita airport on Sunday, October 16th. Though our flight was nearly full, disembarking and going through customs was easy and efficient, thanks to great signage and many helpers stationed every 15 feet or so to help you through the process. We made it smoothly out of customs, exchanged some currency, rented a pocket WiFi device and we were on our way! Our Goals Our goal for the trip was to enjoy a balanced array of all that Japan has to offer: urban and rural, commercial and cultural, extravagant and affordable, familiar and new, planned and spontaneous. Our time was spent in 1-3 day stints in Tokyo, the Fuji 5 Lakes District, the Izu Peninsula, Kyoto, the Tajima area, Osaka, Wakayama Prefecture, and Gifu. Enjoying the view at Super Nintendo World Urban & Rural Highlights from our time in the big cities include visiting the Ghibli Museum in Tokyo, the Manga Museum in Kyoto and Super Nintendo World at Universal Studios Japan in Osaka. Many delightful hours were also spent exploring the plethora of underground shops and food malls around major train stations! Rural gems include the gorgeous cliffscape along the Jogasaki Coast, and the stunning natural beauty along the Kumano Kodo Trail in Wakayama Prefecture. One night we stayed in the town of Kawayu, where the scalding hot spring water bubbles up on the shores of the cold mountain river and you can dig your own hole in the bank and mix the two waters together to create an outdoor bath. (Note that it takes constant vigilance and movement to keep from burning or freezing yourself!) Living like royalty at Himeji Castle and Takeda Castle Ruins Commercial & Cultural As far as the Japanese government is concerned, I think we were the ideal tourists, spending money left and right, buying so many goods and souvenirs along the way that we ended up buying not one but TWO additional suitcases to bring everything back with us! A lot of this spending though was also cultural. During our stay in the onsen town of Kinosaki, we enjoyed meeting the local bamboo, straw art and leather artisans there and a sizable part of our return luggage was traditional Japanese art. In Kyoto we arrived in time for the massive monthly flea market at Kitano Tenmangu Shrine. It’s hard to go anywhere in Kyoto without tripping over a World Heritage Site. Kinkakuji was as beautiful as every picture, and visiting on a weekday morning meant it was far less crowded than the absolutely PACKED Arashiyama we visited on a Saturday. In general, the less crowded a place, the more we enjoyed it. The serene mountain top landscape of the Takeda Castle ruins at sunrise proved more enjoyable than the bustling, grandiose architecture of the reconstructed Himeji Castle. We got to learn about, experience and enjoy Japanese culture through several interactive experiences including a tea ceremony, a Buddhist vegetarian meal in a temple, and making a New Year’s wreath out of rice stalks at a festival stall. Kaiseki restaurant shashimi course & conbini desserts Extravagant & Affordable Although we did splurge on some fancy kaiseki meals, and a stunning traditional ryokan, Japan can be enjoyed with a much lower budget: the youth hostel we stayed at in Ito was 80% as beautiful but only 10% of the cost of the fancy ryokan! And a cheap meal we got at a combini was among our favorites from the trip. Familiar & New Because I lived in Japan for three years, I had many places I wanted to take my husband, many foods I wanted him to taste, and many people I wanted him to meet. At the same time, it was important to us that we created some new memories together in places neither of us had ever been. I think striking this balance of familiar and new is a good idea for people visiting Japan for the first time too. There are many famous Japanese sites you may already be familiar with and visiting them in-person will most definitely live up to their iconic pictures, (we felt this way about Nachi Falls and the Hongu Oyunohara Torii Gate). However, it’s also great to visit places you’ve never heard of, and have no expectations for. When searching for a petting zoo featuring capybara onsen, we were delightfully surprised to find (and ascend) the volcanic dome, Mt Omuro, across the street! The surprises continued when we reached the crest and discovered that nearly everyone there had brought a cute dog. Also, there was a Japanese archery field in the center of the crater, and Mt Fuji was visible on the horizon! My cute husband enjoying the 2022 Pudding Award Contest at the Nobunaga Festival Planned & Spontaneous In general, we planned our lodging and a few activities in each location, but otherwise left our schedule open enough to allow us to follow our in-the-moment interests. We also intentionally left two nights at the end of the itinerary blank in case we wanted to revisit somewhere we felt needed more time. As those days drew near, we decided we wanted to go somewhere entirely new, so we looked at a map and picked a spot along the general route of the bullet train back to Tokyo. We chose the city of Gifu, a little north of the major hub Nagoya. It wasn’t until after we booked our hotel that we found out that the famous Nobunaga Festival would be taking place that weekend! Although we missed the celebrity appearance by Takuya Kimura (and his hordes of fans), we really enjoyed the Pudding Award booths, where we tried two of the nation’s top 20 puddings of 2022. If you haven’t had Japanese pudding, you should immediately stop reading this and go try some- it will change your pudding standards forever. Overall Impressions When anyone asks me how our Japanese honeymoon was, I struggle to find adequate adjectives. “Fantastic”, “Magical”, “Wonderful” all seem to fall short. While it is easy to put Japan’s natural beauty into pictures, it is hard to put Japan’s unparalleled hospitality into words. You wouldn’t know that the tourism industry has been paused for the last two and a half years- it didn’t seem like any restaurant, hotel or shop worker was out of practice. We felt welcomed and cared for everywhere we went. Signs of the pandemic were apparent only in the cleanliness/safety measures being taken everywhere. Hands-free alcohol dispensers were located at every doorway in every building. Plexiglass partitions separated indoor diners, and even outside, you’d be hard pressed to find anyone not wearing a mask. Even at the tightly packed Kurama Fire Festival, all spectators wore masks the whole time and it still felt safe. COVID precautionary measures Travel Tips 1. Get a JR Pass If you intend to do some significant moving around in Japan, I highly recommend you invest in the JR Pass. This special, all-you-can-ride pass for non-residents allows you to use nearly all JR trains in the country, including bullet trains. I also recommend booking your trip for an even 7 day interval so you can maximize your use of the JR Pass which comes in 7, 14, or 21 day options. Please note that there are a few JR trains which are not included, and not all trains in Japan are JR trains. Which brings me to... 2. Get a SUICA or PASMO Card These tap-to-use cards act like debit cards- you can add a balance to them at most train stations and they are accepted as payment for non-JR trains and many buses as well. You can even use them to purchase things at shops near the train station, or to rent a coin locket to store your luggage for the day. 3. Pack Light With the yen as weak as it currently is, you will want to save as much space as possible in your suitcase for bringing things back. Layers are key, and keep in mind that Japanese hotels and ryokans provide sleepwear and basic toiletries. If you don’t pack light, take advantage of the very affordable suitcase delivery services available. We used Yamato Transport to ship our luggage ahead of us so that we didn’t need to store it while hiking. 4. Get Specialized Tickets through a Travel Agency If you plan to visit any special destinations that require reserving tickets ahead of time, I highly recommend booking them through a travel agent. Despite enlisting the help of several Japanese friends, getting tickets to the Ghibli Museum and Universal Studios Japan proved to be the most challenging part of the entire trip! 5. Look up Festivals and Events in any Area you Plan to Visit There’s nothing quite like a Japanese Matsuri, so if you get the chance to go to one, please take it! Even the smallest of towns usually has an annual event that it is known for. Once you have a sense of what’s happening when and where, you can plan the order of your trip accordingly. 6. Don’t Be Afraid to Wander! Some of the best hidden gems can be found when you get lost, so don’t schedule yourself too fully; leave time to wander around and find something that didn’t make it onto the cover of a guidebook.

< Back

< Back

Capacity Building Support by the Japan Coast Guard to Developing Countries Mobile Cooperation Team by Ryoki Toku Prologue Sea routes in the Southeast Asian area can be said to be the life lines of Japan. The security and safety of the area is extremely important for Japanese ships as they pass through. Each coastal country's maritime law enforcements are required to have the appropriate capabilities to be able to secure the area. It is also important there are the good relationships and cooperation between the maritime law enforcements of these coastal countries and Japan. Inauguration of JCG Mobile Cooperation Team In October of 2017, the Japan Coast Guard (JCG) established a brand-new unit in the JCG Headquarters called the "Mobile Cooperation Team (MCT)", which focuses on capacity building support for developing country's maritime law enforcements. The MCT consists of 7 people. There are 6 members, under the direction of the seventh member who is the Director for Coast Guard International Cooperation. They engage in training for foreign maritime law enforcement and their goal is to create effective, consistent, and sustainable capacity building support, as well as build trusting relationships with other countries through consultations about country needs in advance, and provision of detailed curriculums following the outcomes of these discussions. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/topics/171002_mct_start.pdf , (Access: 11th Dec,2017) ） The first mission of MCT One month from the inauguration of the MCT, they were dispatched to the Philippines for their first mission: to train the Philippine Coast Guard. The MCT engaged in exercises regarding the maneuvering of high speed small boats. Thee high speed small boats that were used in the exercises were transferred from the Japan government to the Philippine government. The MCT members instructed in several maneuvering skills that related to maritime law enforcement, such as guarding measures, like pinch maneuvering, as well as basic techniques like turning, chasing, or approaching the port. This exercise became an opportunity to teach JCG's maneuvering techniques to other nation's maritime law enforcements as well, given that coast guards from Vietnam, Malaysia, and Indonesia also participated in the exercises. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/kouhou/h29/k20171122/k171122-1.pdf(Access: 11th Dec,2017) ） The opportunity for cooperation between the USCG and the JCG in the field of capacity building support The MCT's first mission was also an opportunity for cooperation between the U.S. Coast Guard (USCG) and the JCG. During the same period, the USCG was also in the Philippines to train the coast guard. The USCG and the JCG coordinated on site, and the USCG then gave a lecture about the maintenance of small boat engines. As a result, in this case, we can say that the USCG and the JCG provided joint training for high speed small boats through their cooperation. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/kouhou/h29/k20171122/k171122-1.pdf(Access: 11th Dec,2017) ） Conclusion The JCG says that through these activities it would like to deepen its trust relationships with other national maritime law enforcements, and contribute to maintaining and developing open and stable oceans under the rules of law. （ The Japan Coast Guard HP, Public release, http://www.kaiho.mlit.go.jp/info/kouhou/h29/k20171122/k171122-1.pdf(Access: 11th Dec,2017) ） The JCG has engaged in several capacity building efforts regarding maritime law enforcement, especially in Southeast Asian countries, not only recently through the activities of the MCT. It is hoped that these engagements help in establishing an international network in the field of maritime law enforcement amongst those who share the same values. In addition, these engagements promote regional cooperation that should help lead to an avoidance of risks in any unpreventable accidents in the future. Back to All JITTI Journals January 2018 Feature Article

Back to All JITTI Journals July 2018 Feature Article Airport Concession Policy in Japan by Sarah Fraser Earlier this year, in February, JITI USA held a workshop regarding airport redevelopment using public-private partnerships or P3s. I would like to take a moment to check in with this issue and see what developments or changes have been happening since this time. As you may remember from our workshop, we had speakers from a variety of organizations such as the Eno Center for Transportation, as well as a speaker from the LaGuardia Airport and MLIT Japan. In the seminar we discussed recent cases of airport redevelopment using P3 in the United States, such as the LaGuardia Airport Terminal B project, as well as the efforts in Japan, such as the Sendai Airport and the Fukuoka Airport. In addition, we discussed many of the challenges and benefits there are in utilizing P3s in airport redevelopments. JITI staff, former president, and the speakers of our 2018 Airport Workshop From left: Hiroki Sakamoto (JITI), Makoto Washizu (JITI), Robert Puentes (ENO), Lysa Scully (LaGuardia), Azuma Kato (MLIT) I would like to take a moment to review the Japanese approach to airport concession, as explained by Mr. Kato during our seminar. Regional economies and airports in Japan are and were facing a tough time which created the idea to call for airports to serve as points of regional revitalization. In this way, areas could attract tourists and there would be more flexibility to fly in and out of Japan's regional airports as opposed to hub airports. Concessions would also give the addition benefit of improve efficiency for airport governance. When the airports were governed by MLIT for aeronautical activities and private companies were in charge of non-aeronautical activities there was a disconnect between the management strategies. The idea behind using a concession system was the ability to unify this strategy and attract airlines to various airports. In addition, by using a concession strategy, there would more incentive for efficient airport management and operations across the board, as well as more incentive to promote individual airports for tourism or in connection with local business and other entities. With concessions in place, there are a variety of important benefits, such as improved accessibility to destinations, a stimulus for Japan's overall airline industry, and local revitalization, one of the main focal points. For more information, you can find Mr. Kato's presentation here (link to presentation) via the JITI website. Attracting airlines is one benefit of implementing concessions systems. ( Airport by Jorge Díaz is licensed under CC BY-SA 2.0 ) Recently, MLIT has announced that starting in 2020 they will outsource the operation of four national airports, as well as two specific municipal airports and one municipal airport, to the private sector. In accordance with this, MLIT has developed an application guidelines document, which contains conditions and procedures, the selection methods for P3s, and schedules/deadlines for applications and selections. According to the schedule, the terminal building operations will begin in January of 2020 with runway operations continuing at later dates from June of the same year to March of 2021. Using the private-sector know-how and P3s, MLIT hopes to promote tourism and improve the regional activation of the seven airports in Hokkaido. It will be interesting to see the process and the fruits of this extensive P3 project in Hokkaido.

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