JITI 2017 Aviation Seminar Global Harmonization of the New Air Navigation System May 18th, 2017 InterContinental The Willard Washington DC 1401 Pennsylvania Ave NW, Washington, DC Global aviation demand will continue to increase steadily in the future, due to the increasing world population and the expansion of human exchange across national borders. During the 20 years between 2015 and 2035, air traffic volume is expected to increase threefold in Asia, twofold in Europe, and by 1.5 in North America. The processing capacity of existing air traffic systems is approaching its limit. In order to respond to such a dramatically increasing air traffic volume, it is necessary to increase the number of aircraft that are capable of being processed in certain airspaces, with the aim of streamlining aircraft operation. For this reason, programs such as CARATS in Japan, NextGen in the U.S. and SESAR in Europe have been launched. In addition, new procedures for air traffic control and aircraft operation in future air traffic systems are being developed. In order to ensure smooth deployment of such procedures, it is indispensable that each program cooperates with the others to help build a universal system. Under the new air traffic system, it is expected that airline companies will be able to operate more efficiently, as well as reduce fuel consumption and travel time. Considering the above, JITI invited officials from Japan, the U.S., and Europe who have been involved in the development of future air traffic systems, academic experts, and airline industry specialists to a seminar. Ath the seminar, the panelists gave keynote speeches found below and discussed the current situation of each program, mutual cooperation between the programs, and the challenges in future development and deployment. Opening Remarks Makoto Washizu President JITI USA Bio Keynote Speeches Steve Bradford NextGen Chief Scientist, FAA Bio Presentation Toshihiro Yamakoshi Director, Air Navigation Services Planning Division, JCAB Bio Presentation Michael Standar Chief Strategy and External Affairs, SESAR Joint Undertaking Bio Presentation Mike Cirillo Managing Director, Air Traffic Management, A4A Bio Presentation Panel Discussion Akbar Sultan (moderator) Aeronautics Research Mission Directorate, NASA Bio

Eno conducted an analysis of the international market for air travel for JITTI USA. This multi-part series details some of the most interesting facts and findings, and is instructive for thinking about how international air service has evolved over the past few decades. < Back Civil Aviation Trends in International Travel Part 1: Changing Patterns of International Aviation By Paul Lewis Eno conducted an analysis of the international market for air travel for JITTI USA. This multi-part series details some of the most interesting facts and findings, and is instructive for thinking about how international air service has evolved over the past few decades. Download the Report

JITTI Journal January 2025 Back to All JITTI Journals January 2025 Feature Article Advanced Air Mobility (AAM) at Expo 2025 Osaka, Kansai, Japan by Shinichiro Tsuri Background 2025 is a year with a big event, Expo 2025 Osaka, Kansai, Japan, which will be held for 184 days from April 13th to October 13th, 2025 in Yumeshima, Osaka. Advanced Air Mobility (AAM), which is the next-generation of air mobility expected to operate in the near future, is one of the hot topics of the expo, as a part of the Smart Mobility Expo in the Future Society Showcase Project Exhibition. Currently, four AAM operators are planning to conduct demonstration flights around the expo site in Yumeshima, and between two ports inside and outside the expo site. Although the plans of these operations are still in flux, in this article, I will introduce an overview of the planned AAM operations at the upcoming expo as of December 2024, when this article was drafted. Planned Ports Image Source: Information added to a map compiled by the Geospatial Information Authority of Japan Expected Operators ANA HD / Joby Aviation All Nippon Airways Holdings (a holding company of All Nippon Airways) and Joby Aviation (a U.S. electric vertical takeoff and landing (eVTOL) aircraft developer) are planning to operate Joby Aviation’s S4. This model is classified as a “vectored thrust” type, which has fixed wings and uses the same thrust mechanism for vertical takeoff/landing and cruising by changing the orientation of the thrust mechanism. Major specifications of the S4 are as follows: Seating capacity: 5 (1 pilot and 4 passengers) Maximum cruise speed: 322km/h They plan to operate the S4 at the EXPO Vertiport based around the bay area in Yumeshima. Joby Aviation’s S4 (Courtesy of Joby Aviation. (c) Joby Aero, Inc.) Image Source: Website of Joby Aviation (Media Kit) Soracle Soracle Corporation, which is a joint venture of Sumitomo Corporation and Japan Airlines, is planning to operate Midnight from Archer Aviation (a U.S. eVTOL aircraft developer). This model is also a “vectored thrust” type eVTOL aircraft like Joby Aviation’s S4 above. Major specifications of Midnight are as follows: Seating capacity: 5 (1 pilot and 4 passengers) Payload: 454kg Range: 161km (normally 32 ~ 80 km operation is expected) Maximum cruise speed: 241km/h They plan to operate Midnight between the EXPO Vertiport and the Osaka Heliport. Archer Aviation’s Midnight at Public Exhibition Photo Source: Shinichiro Tsuri Marubeni Marubeni Corporation is planning to operate the VX4 from Vertical Aerospace, which is a UK eVTOL aircraft developer (and also HEXA from LIFT Aircraft, which is a U.S. eVTOL aircraft developer). This model is also a “vectored thrust” type eVTOL aircraft like the two aforementioned models. Major specifications of the VX4 are as follows: Seating capacity: 5 (1 pilot and 4 passengers) Range: 161km Maximum cruise speed: 241km/h They plan to operate the VX4 between the EXPO Vertiport and Amagasaki Phoenix. Vertical Aerospace’s VX4 ((c) Vertical Aerospace Ltd.) Image Source: Website of Vertical Aerospace (Media Kit) SkyDrive SkyDrive (a Japanese eVTOL aircraft developer) is planning to operate its SKYDRIVE. This model is classified as a “multi-rotor” type, which does not have fixed wings and uses a thrust mechanism consisting of three or more rotors for vertical take-off and landing. Major specifications of SKYDRIVE are as follows: Seating capacity: 3 (1 pilot and 2 passengers) Maximum takeoff weight: 1,400kg Range: Approx. 15km Maximum cruise speed: 100km/h They plan to operate SKYDRIVE between the EXPO Vertiport and Osaka Port, Central Jetty. SkyDrive’s SKYDRIVE ((c) SkyDrive Inc.) Image Source: Website of SkyDrive Conclusion While the AAMs mentioned above are still under development and in the process of type certification, the expected operators are advancing their efforts to carry out demonstration flights at the expo. I hope that the actualization of these flights will provide a significant opportunity to enhance the social acceptance of AAM, as well as yield best practices and lessons learned that can be shared internationally regarding AAM operations. References Japan Association for the 2025 World Exposition, Smart Mobility Expo, Advanced Air Mobility (AAM) https://www.expo2025.or.jp/en/future-index/smart-mobility/advanced-air-mobility/ Japan Association for the 2025 World Exposition, Status of each company's consideration of AAM at Expo 2025 Osaka, Kansai, Japan https://www.expo2025.or.jp/wp/wp-content/uploads/20240926-1-siryou1.pdf Joby Aviation https://www.jobyaviation.com/ Archer Aviation https://archer.com/ Vertical Aerospace https://vertical-aerospace.com/ SkyDrive https://skydrive2020.com/

JITTI Journal November 2023 Back to All JITTI Journals November 2023 Feature Article 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

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

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

JITTI Journal Cultural Article November 2021 Back to All JITTI Journals November 2021 Cultural Article The Unknown Dinosaurs of Japan by Tetsuhiro Hagiwara When you think of the word "dinosaur," what kind come to mind? You may think of the major dinosaurs that you’ve seen in the movie "Jurassic Park," such as the most fearsome carnivorous dinosaur, Tyrannosaurus rex, which is known to everyone, Triceratops, which has three horns and can compete with carnivorous dinosaurs, and Brachiosaurus, one of the largest dinosaurs in the world, which stretches out its long neck to eat leaves from tall trees.  Until recently, I was one of those people who only could recall these most popular ones, but my five-year-old son's fascination with dinosaurs gave me a chance to learn about Japanese dinosaurs, which I had never heard of before. I would like to introduce Japanese dinosaurs at this time. The most famous Japanese dinosaur is Fukuiraptor, which was discovered in Fukui Prefecture in 2000. The first dinosaur fossil to be found in Japan was of a Sauropod in Iwate Prefecture in 1978. Since then, there have been 9 species of dinosaurs, like Fukuiraptor, that have been given scientific names as endemic to Japan. Full-body skeleton of Fukuiraptor (on display at Fukui Prefectural Dinosaur Museum). Image from Wikipedidia, フクイラプトルの全身骨格化石 is by Titomaurer In Japan, dinosaurs have been discovered one after another since 2000, and a fossil named "Yamatosaurus isanagii" in April this year (discovered in 2004) is now attracting attention from around the world as it holds the key to the evolution of dinosaurs that flourished for a long time. The fossils, including bones of part of the lower jaw, were discovered in a 72-million-year-old stratum in Sumoto City in southern Awaji Island. The maximum length is estimated to be about 8 meters and the weight about 5 tons. The Hadrosauridae, also known as platypus dragons, were the most prosperous plant-eating dinosaurs of the Cretaceous period, with flat duck-like beaks. Now, what's great about this dinosaur is that Yamatosaurus is a primitive species of Hadrosauridae, which emerged in the middle of the Cretaceous period (about 95 million years ago) and is expected to reveal the evolutionary process of Hadrosauridae. Compared to the evolved species of the Late Cretaceous period, the shoulder muscles were underdeveloped, suggesting that the transition from bipedal to quadrupedal walking occurred during the transition from primitive to evolutionary individuals. In other words, the change in walking style may have led to the expansion of their behavioral range, which in turn led to the diversification and prosperity of the species. The coastal areas of East Asia, including Japan, will be important in analyzing this possibility in the future. A fossil of a Yamatosaurus, which may have been a primitive species about 95 million years ago, has been discovered in a 72-million-year-old stratum. This suggests that the East Asian coast, including Japan, was a "Refugia," a region where species were able to survive in their original state. It is interesting to note that Yamatosaurus coexisted with evolved species for 20 to 30 million years without going extinct, and I am sure I am not the only one who thinks it is a dreamy story that its descendants thrived for 20 million years without going extinct. Yamatosaurus Image from Wikipedia, by Masato Hattori In July of this year, it was also announced that five eggshell fossils of theropod (bipedal carnivorous dinosaur) Troodontidae were discovered in the Tedori Group in Takayama City, Gifu Prefecture. The fossils were found in the stratum of the Early Cretaceous Period, about 130 million years ago, and are believed to be the oldest dinosaur eggshell fossils in Japan. Since no bone fossils of the Troodontidae family have been found in the world so far, the research team of Tsukuba University, which discovered the fossils, said, "It is significant that we have shown the possibility of the existence of unknown dinosaurs in the Tedori Group.” Troodon and eggshell fossils from tsukuba.ac.jp  Troodon and eggshell fossils from tsukuba.ac.jp As you can see, new species and world-class discoveries of Japanese dinosaurs are being made one after another, so why not keep an eye on them? As a side note, did you know that Japan has one of the world's three largest dinosaur museums*, the Fukui Prefectural Dinosaur Museum? My family visited the museum in the spring of this year with my son's enthusiasm. It was a wonderful museum where even non-enthusiasts could make fresh discoveries. The exhibition volume, including 44 dinosaur skeletons, is worthy of the name "World's Three Greatest Dinosaurs," and as it is a famous place for real-time fossil excavation, you can see the know-how of fossil excavation, actual work scenes, etc. Although it has been suspended due to the recent Corona pandemic, there are also event facilities nearby where visitors can experience fossil excavation and hotels with nice rooms called "dinosaur rooms." It is a funny story that our son, a few months after the trip, quickly switched his interests from his favorite dinosaur to Pokémon.  *The rest of them are the Royal Tyrrell Museum of Paleontology in Canada and the Jigong Dinosaur Museum in China. References: https://japan-forward.com/japanese/%E6%97%A5%E6%9C%AC%E3%81%AE%E3%80%8C%E6%81%90%E7%AB%9C%E6%99%82%E4%BB%A3%E3%80%8D%E3%81%8C%E9%9D%A2%E7%99%BD%E3%81%84%E3%80%80%E6%96%B0%E7%A8%AE%E3%80%81%E4%B8%96%E7%95%8C%E7%9A%84%E7%99%BA%E8%A6%8B/ https://jurassicpark.fandom.com/ja/wiki/%E3%83%88%E3%83%AD%E3%82%AA%E3%83%89%E3%83%B3\ https://note.com/sekaitravel/n/nd65c089b9b7c Fukui Prefectural Dinosaur Museum https://www.dinosaur.pref.fukui.jp/ https://kyoryunomori.net/ Hotels with dinosaur rooms https://hnmamablog.com/2021dainaso-hotel/ Image Sources: Wikipedia , フクイラプトルの全身骨格化石 by Titomaurer is licensed under CC BY-SA 4.0 Wikipedia , Kamuysaurus japonicus by Masato Hattori is licensed under CC BY 4.0 Troodon and eggshell fossils from tsukuba.ac.jp

Railway in Japan During Rush Hour Railway in Japan During Rush Hour by Yoshitaka Araki ◆ On-time operation during rush hour In metropolitan areas such as Tokyo and Osaka, the terrible congestion of trains and people during the commuting rush-hour seems to be recognized as a kind of common feature for Japan. I think there are rush-hours during common commuting times in every country. However, in Japan, especially in the metropolitan area which highly depend on the public transportation of railways and subways, there are some sections where the congestion rate exceeds 250%. This is such a high rate of congestion that passengers can't move at all. On-time operation is essential for safety and quality of service, and this especially applies during rush hour. Each railway company in Japan has ways of mitigating the troubles caused by rush-hour commuters, as well as improving on-time operation. In this article, I'll introduce some of these methods. ◆ Facilities Some features located around train facilities to aid on-time and safe train operations are listed below: *Wide train doors One of the reason for delays is the time it takes for passengers to get in and out of train cars. Some train cars have been adapted to have doors that are a shoulder-width wider than the standard, which makes it easier for passengers to get in and out of the trains more smoothly. *Platform screen doors and Automatic operation Platform screen doors doesn't have a direct relation to on-time operation, but it contributes to the reduction of risk of passengers falling onto the train tracks, which aids on-time trains and safety. Furthermore, most of the screen doors contain Train Automatic Stopping Control systems, so that trains stop with precision at the right position. This system contributes to on-time operation as it shortens the amount of time necessary for braking, etc. . *Train protection system - Speed control by ATC (Automatic Train Control) During rush hour, it is necessary to increase the number of trains so that many passengers can be transported. For smooth operation in such situations, train protection systems, such as signals etc., are essential. In Japan, most urban transit systems and the Shinkansen (Bullet Train) have ATC, or equivalent equipment, which enables high density transportation. A quick explanation of ATC in Japan follows: Most ATC has tracking circuits on the rails which recognize the spaces between trains and sets the speed limit. When trains exceed the speed limit, their speed is automatically reduced. This system also enables trains to stop with proper space between them and others. ATC is different from the recently popular type of systems such as PTC, CBTC, etc., systems which use wireless communication. Most ATC systems were introduced prior to the recently developed digital wireless communication technology, so wireless protection systems are not as popular in Japan. Of course, these newer types of systems have more advantages than the current ones, so some railway companies in Japan are considering introducing them. *Smooth ticket gate process In Japan, as in other countries, the purchase of fares using IC cards has been increasing in recent years. When passengers go through the ticket gate, they need to hold their IC card over the readers. If it takes a long time to read the card this can cause congestion in the station before even getting to the platform. The standard for IC cards for transportation in Japan requires that they can be read within 0.2 seconds. In this way, 60 passengers could go through the ticket gate per minute. ◆ Employees The companies' activities toward rush hour traffic consists not only of the facilities, but also service by the employees. *Controlling the distance between trains Especially during rush hour, the Railway Control Center adjust the positions of the trains so that their distances will be equal. The main adjustment, especially in cases where the gap between trains has become wider than originally intended, is delaying the departure of preceding-train to shorten the distance between it and the following train. If the timing of the trains is left widened, passengers at platform will be concentrated when boarding the following one, and that will cause further delays. In addition, the following-trains will have to stop before arriving at the platform to compensate for this delay and once the train stops, it takes time to restart, which can also cause more delays. An effective countermeasure to prevent these types of issues is for employees to adjust the distance between trains equally. *Part-time employees during rush hours on platforms Have you ever gotten your body or belongings stuck in the door when getting on the train, when in a hurry, or just because you got caught in the crowd? There are platform employees positioned during morning rush hour to help support passengers so that they can get in and out of the train cars smoothly. Of course, they are not only there for when the doors open or close, they also are there to answer passenger questions. ◆ Cooperation by Passengers In the above we discussed some of the ways that train companies are working to alleviate the problems associated with morning rush hour. Needless to say, it is also essential for smooth operations that train companies have the cooperation of riders. I would briefly like to discuss some of the requests made of rush hour commuters in metropolitan Tokyo. *Early Bird Morning rush hour occurs according to ordinary business hours, so passengers can avoid the terrible crowds by taking a train 1 or 2 hours earlier than the rush will be. To promote this, train companies promote deals for those who are willing to be "early birds". For example, passengers can get rewards if they go through ticket gates before certain times, and they can redeem these points for their daily travels or for shopping. *One-side Pedestrian Traffic on Concourses Have you ever bumped into to someone when walking on the concourse because you were both walking on the same side? Many stations in Japan indicate in which direction to walk, right side or left side, to help aid the smooth flow of passengers. *Manners It is essential for passengers to cooperate when they're on the platform, concourse, and trains. Since it's not rules but manners that are necessary, the train companies ask for everyone's cooperation, and have devised content, such as posters. Example related to rush hour are below: >>> Forming a line on the platform, Smooth boarding of trains While waiting the next train, passengers are encouraged to form a line on the platform. When getting in and out the train, have you ever had difficulty because of people standing near the door and not moving? In Japan, there are posters asking for cooperation in moving out of the way when the doors are opened. >>> Personal baggage in the trains Have you ever been hit by someone else's baggage when standing or sitting on the train? I think many people have had this experience, especially when it is baggage on someone's back, such as backpacks. Railway companies in Japan suggest that passengers carry their baggage on their front, even backpacks. Carrying bags on your back can cause a bother for others in crowded cars but changing the way you carry them can improve flow in train cars. >>> Smartphones People with smartphones are increasing, and that can cause various problems in railway facilities. Railway companies ask passengers to observe some cellphone manners, such as refraining from talking in cars, turning off their cellphones near priority seats, and so on. Recently the issues resulting from walking while using smartphones are also increasing, such as people falling on the rails, hitting other passengers, blocking people who are trying to walk, and etc. The companies have asked passengers to be mindful of this while using their smartphones as well. Two examples of these posters follow: ◆ Conclusion Recently, the diversity of types of work in increasing in Japan. Workers can choose short-time work, staggering their office hours, telecommuting, and so on. However, at the same time, daily ridership in the metropolitan area is also increasing, as well as sales of commuter train passes. Regular sales of the commuter passes indicate how many people work regularly in the downtown area of the city and it indicates the concentration of people and economic activities there. The population in Japan is decreasing, and it's said that even in the metropolitan areas it will start to decline. In addition, the recent sharing economy for cars and bikes, development of autonomous vehicles, etc. are all threats to the vitality of the railway transportation industry. But, from the perspective of recent trends in the use of railways, railway companies will need to continue to solve issues related rush hour congestion. Back to All JITTI Journals March 2018 Feature Article

JITTI Journal July 2018 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 DÃaz 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.

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

JITTI Journal March 2025 Back to All JITTI Journals March 2025 Feature Article Tourism in Japan: A look at the Numbers from 2024 and the Outlook for 2025 by Haruhiko Koyama Global and Japanese Tourism in 2024 The year 2024 marked a recovery for the global tourism industry, with many regions entering a phase of growth beyond pre-pandemic levels. According to UN Tourism, international tourist arrivals in 2024 reached approximately 1.4 billion, equivalent to 99% of 2019 levels. Total exports from tourism, including passenger transport, hit a record high of USD 1.9 trillion, with international tourism receipts reaching USD 1.6 trillion, a 4% increase compared to 2019. This recovery has been driven by strong post-pandemic travel demand, robust performance from large source markets, and the ongoing recovery of destinations in Asia and the Pacific. Japan has also emerged as one of the popular destinations for international travelers, setting a new record for annual inbound visitors. According to the Japan National Tourism Organization (JNTO) and the Japan Tourism Agency (JTA), about 36.9 million foreign tourists visited Japan in 2024, surpassing the previous record of 31.9 million in 2019 by approximately 16%. Furthermore, total spending by inbound tourists reached a historic high of approximately JPY 8.1 trillion (USD 53.3 billion), with per capita spending estimated at around JPY 227,000 (USD 1,493). Inbound tourist spending of JPY 8.1 trillion (USD 53.3 billion) ranked as Japan's second-largest export sector, following automobile exports, which amounted to approximately JPY 17.7 trillion (USD 116.4 billion) in 2024 (based on trade statistics from the Ministry of Finance for January to November, annualized). This underscores the increasing importance of tourism in Japan’s economy. A Look at Japan’s Inbound Tourism Growth First, let's look at the trend of Japan’s inbound tourism growth over the years. Japan’s strategic approach to increasing inbound tourism began in 2003 with the "Visit Japan Campaign." Despite setbacks such as the Great East Japan Earthquake in 2011, tourist numbers gradually increased, surpassing 10 million for the first time in 2013. Subsequent policy measures, including visa relaxations, expanded tax-free programs, improved immigration procedures, and the expansion of flight networks, led to a record-high 31.9 million visitors in 2019. Like many other countries, Japan’s tourism industry suffered a major blow from the pandemic starting in 2020. However, after the easing of border restrictions in 2023, inbound tourism gradually recovered, with momentum accelerating in 2024, eventually setting a new record of 36.9 million visitors. Factors Behind the Increase in Foreign Tourists in Japan Let’s take a look at the details of Japan’s inbound tourism in 2024. According to reports, the JTA believes that several factors have contributed to the rise in inbound tourism in 2024. The recovery of airline routes is thought to have boosted visitor numbers not only from East Asia, which had already been a major source market before the pandemic, but also from Southeast Asia, the United States, Europe, and Australia. Additionally, the efforts made by both the public and private sectors, including sustained promotional activities, continuous improvements to tourism content, and other long-term initiatives undertaken since before the pandemic, have yielded results. Along with favorable exchange rates for international visitors, these initiatives are considered to have further encouraged travel throughout the year. Top Five Source Markets for Japan’s Inbound Tourism in 2024 According to the JNTO, the top five inbound markets in 2024 were as follows (figures in parentheses indicate year-over-year growth): South Korea: 8,817,800 visitors (+26.7%) China: 6,981,200 visitors (+187.9%) Taiwan: 6,044,400 visitors (+43.8%) United States: 2,724,600 visitors (+33.2%) Hong Kong: 2,683,500 visitors (+26.9%) East Asian countries and regions, which are geographically close to Japan, dominate the top ranks. However, the United States stands out as the fourth-largest inbound market, with its year-over-year growth exceeding that of South Korea and Hong Kong. Regarding China, inbound travel remained sluggish in 2023 due to political and economic factors related to Japan’s release of Advanced Liquid Processing System (ALPS) treated water into the ocean, as well as delays in the recovery of airline routes following the pandemic. As a result, the year-over-year increase in 2024 was significant. In 2019, China accounted for approximately 9.6 million visitors to Japan. The Ministry of Foreign Affairs of Japan announced last year plans to relax tourism visa requirements for Chinese visitors, aiming to implement the changes around spring 2025. The changes include introducing a 10-year multiple-entry visa for affluent travelers and extending the maximum stay for group tour visas to 30 days. If political and economic conditions remain stable, the number of Chinese tourists in 2025 could match or even surpass pre-pandemic levels. Tourist Destinations in Japan According to the JTA, approximately 70% of foreign visitors to Japan in 2024 traveled to the three major metropolitan areas (Greater Tokyo, Greater Osaka, and Aichi), while 30% visited regional destinations. In 2019, about 60% of visitors stayed in the three major metropolitan areas, with 40% exploring regional areas. This indicates a post-pandemic trend of increased concentration in urban areas. However, the JNTO reports that more travelers from the United States, Europe, Australia, India, and Singapore are staying in regional areas in 2024 compared to pre-pandemic levels. The JTA recognizes the importance of promoting regional tourism to stimulate local economies and prevent overtourism. To achieve this, the government, local authorities, and private-sector businesses are collaborating to develop high-quality, immersive tourism experiences in regional areas. Key initiatives include supporting the development of experience-based tourism products and selecting 14 model destinations nationwide to attract luxury travelers. These efforts aim to introduce Japan’s "hidden gems" to a broader international audience. Outbound Tourism from Japan On the other hand, outbound travel from Japan has seen only a modest recovery. According to the JTA, approximately 13 million Japanese travelers went abroad in 2024, 65% of pre-pandemic levels. The agency attributes this to exchange rate fluctuations and rising travel and airfare costs to popular destinations. Recognizing the importance of outbound travel for fostering international awareness and mutual understanding, the JTA is working with relevant ministries to promote educational travel abroad. From the perspective of deepening international exchange and increasing mutual visits, it also believes that establishing sister city relationships between Japanese and foreign municipalities is crucial for strengthening ties. Outlook for 2025 From this April to October, Osaka will host the World Expo. According to the Japan Association for the 2025 World Exposition, approximately 28.2 million visitors are expected, with about 10% coming from overseas. In addition, major international sporting events, such as the World Athletics Championships in Tokyo (September) and the Deaflympics in Tokyo (November), are also expected to drive inbound tourism. Similarly, for outbound tourism from Japan, these global events may inspire Japanese travelers to explore the world beyond Japan. Additionally, Japan’s visibility in media remains strong. For instance, Japan ranked first in Condé Nast Traveler’s "Top Countries in the World: Readers’ Choice Awards 2024" in the U.S. and U.K., Osaka and Toyama were featured in The New York Times’ "52 Places to Go This Year," and Kanazawa was listed in National Geographic’s "Best of the World 2025." These factors are expected to contribute to continued inbound tourism growth in 2025. The JTA has set ambitious targets of 60 million inbound visitors and JPY 15 trillion (USD 98.7 billion) in tourism-related spending by 2030. Public-private collaboration will continue to enhance promotional efforts to achieve these goals. Looking Ahead According to UN Tourism, international tourist arrivals in 2025 are projected to grow by 3% to 5% compared to 2024, assuming favorable global economic conditions, continued inflation decline, and stable geopolitical situations. Since the inauguration of the Trump administration, geopolitical and economic uncertainty have been increasing. However, tourism plays a crucial role not only in providing enjoyment and joyfulness to travelers but also in fostering international understanding and cultural exchange. As both the global and Japanese tourism industries navigate this evolving landscape, we will continue to closely monitor how they adapt to these shifting dynamics in 2025. References UN Tourism, International tourism recovers pre-pandemic levels in 2024 https://www.unwto.org/news/international-tourism-recovers-pre-pandemic-levels-in-2024 Japan Tourism Agency, White Paper on Tourism in Japan, 2024 (Summary) https://www.mlit.go.jp/kankocho/content/001767069.pdf Japan Tourism Agency, White Paper on Tourism in Japan, 2019 (Summary) https://www.mlit.go.jp/kankocho/content/810003406.pdf Japan Tourism Agency, The New Tourism Nation Promotion Basic Plan https://www.mlit.go.jp/kankocho/en/kankorikkoku/kihonkeikaku.html Japan National Tourism Organization, Japan Tourism Statistics Latest Information https://statistics.jnto.go.jp/en/graph/#graph--latest--figures Condé Nast Traveler, Top Countries in the World: Readers’ Choice Awards 2024 (US) https://www.cntraveler.com/story/top-countries-in-the-world The New York Times, 52 Places to Go in 2025 https://www.nytimes.com/interactive/2025/travel/places-to-travel-destinations-2025.html National Geographic, Best of the World 2025 https://www.nationalgeographic.com/travel/slideshow/best-of-the-world-2025 Exchange Rate Assumption All USD conversions in this document are based on an exchange rate of 1 USD = 152 JPY, which reflects the exchange rate at the time of writing.

JITTI Journal November 2022 Back to All JITTI Journals November 2022 Feature Article Japan's Resumption of Accepting Foreigners as a Sign of Recovery from the Coronavirus Pandemic By Tetsuhiro Hagiwara On October 11, 2022, the Japanese government drastically eased border control measures (entry requirements) and reopened visa-free entry to Japan for visitors from 68 countries and regions. In a delay of several months after similar measures were relaxed in Europe, the U.S., and other countries around the world, Japan’s ban preventing foreign travelers entering the country was finally lifted. In Japan, there are daily upbeat news reports such as "foreigners are rushing to Japan because of the weak yen" and "foreign tourists are buying explosively again". In this issue, I would like to focus on the resumption of accepting foreign visitors to Japan, which could be a catalyst for the Japanese economy to finally turn upward after the long, long tunnel of the Coronavirus pandemic. 1. Relaxation of border control measures (entry requirements) by the Japanese government First, let us review the entry requirements into Japan as of the end of October 2022. According to the Ministry of Foreign Affairs’ website, “After midnight on October 11, 2022 (Japan Standard Time), all returnees and entrants to Japan, with the exception of those with symptoms of suspected infection with the coronavirus, will not, in principle, be subject to inspection upon entry, and will not be required to wait at home or in accommodation after entering Japan, to follow up during the waiting period, or to refrain from using public transportation. In principle, no inspection will be conducted at the time of entry for all returnees and entrants, except for those with symptoms. However, all returnees and entrants shall be required to submit either a certificate of vaccination (3 doses) with a vaccine listed on the World Health Organization's Emergency Use List or a certificate with a negative result of a test taken within 72 hours prior to departure from the country.” (Image source: NHK) Since March of this year, when the corona outbreak was under control, the Japanese government has gradually eased restrictions on the entry of foreigners, resuming the admission of tourists in June for group travel only, and in September, raising the daily limit to 50,000. However, due to persistent requests from various quarters for the resumption of individual travel and visa-free visits to Japan, the situation has finally returned to a level close to what it was before the Coronavirus pandemic. As a result, the cap of 50,000 daily visitors has been lifted, individual travelers are now accepted, and those entering Japan for tourism purposes from outside the country are exempted from obtaining the short-stay visas that they were seeking, bringing them in line with the entry requirements of Europe, the U.S., and other countries around the world. In comparison to before the Coronavirus pandemic, a certificate with a negative test result within 72 hours of travel is still required for "those who have not received three doses of the vaccine." However, considering the fact that approximately 70% of the world's population has been vaccinated at least once, it can be said that the hurdle has been lowered considerably for travelers planning to visit Japan. The Japanese government has stated that it will continue to require all visitors returning to or entering Japan to present a certificate of three vaccinations or a negative PCR test result within 72 hours prior to departure from Japan. The U.S. and Japan are the only G7 countries that have introduced this measure, and both governments will consider easing the measure after assessing the state of infections domestically and overseas, and the response of other countries. At a post-cabinet press conference on October 18, Digital Minister Taro Kono announced that “Visit Japan Web,” a web-based support site that enables foreign tourists visiting Japan and Japanese nationals returning from overseas to complete quarantine, customs, and other procedures necessary for entry into Japan online, will be integrated with the “MY (My SOS)” (Confirmation of the Health and Whereabouts of the Swine Flu) function, which allows registration of vaccination certificates and negative testimonies for entry requirements against new-coronavirus infection, on November 1. (As part of efforts to unify online pre-entry procedures, MY SOS will cease to be offered on November 14). Some of the information entered so far is common information, such as passport details and date of return, and the integration will reduce the number of times for entering that information and improve convenience. At the press conference, Minister Kono said, "The Visit Japan Web will allow you to complete the necessary (web-based) procedures for entry into Japan. We want to make sure that you enter all the necessary information before you arrive so that you can pass smoothly through the airport". 2. Foreign visitors to Japan enjoying "Cool Japan" and "Cheap Japan” Now, as mentioned above, the hurdle for foreigners to visit Japan has finally been lowered. In Japan, it is reported every day that the number of foreign tourists is increasing in popular tourist destinations such as Tokyo and Osaka. Increasing number of foreign tourists in various places, including tourist destinations "Many foreign tourists in various locations" （Image source: ANN NEWS) Foreign tourists touring Tokyo A woman from Chile- "I really wanted to come to Japan. I feel like I have fulfilled my dream." (Image source: ANN NEWS） Tourists from Denmark listening to a guide in front of Sensoji Temple Regarding the wearing of masks, "The travel agency explained to us in advance that they require strict adherence to the rules for wearing masks in Japan, and we agreed with them before coming on the trip," they said.（Image source: NEWS Post Seven） Some enjoy shopping with the weak yen A couple from Israel Compared to other countries, Japan is cheap and we are very happy." （Image source: ANN NEWS) Foreign man shopping for anime goods in Akihabara “I'm happy with affordable prices because of the weak yen!” （Image source: Nippon Television Network NEWS） 3. Japanese government's intention to aim for 5 trillion yen in tourism consumption per year and expectations from the economic community I would like to share the Japanese government's expectations for inbound consumption and the industry's reaction to the recent significant easing of entry requirements. Before the Coronavirus pandemic, a record 31.88 million foreign travelers visited Japan in 2019. Inbound spending amounted to approximately 4.8 trillion yen annually, bringing significant economic benefits to the metropolitan area and tourist destinations. However, from the start of the pandemic in March 2020, the Japanese government began gradually strengthening its border control measures, and the number of inbound visitors to Japan plummeted to 4.11 million in 2020 and 240,000 in 2021, with the tourism industry still suffering a major blow. Japan continues to have the strictest entry restrictions among the G7 countries, and was in the process of receiving requests from various countries for the resumption of tourism for individuals. As for the Japanese government's intention, Prime Minister Kishida stated in his policy speech in early October that "Japan is a country that has prospered through the free flow of people, goods, and money to and from the rest of the world. With the weak yen and other factors as a backdrop, we would like to achieve an annual inbound consumption exceeding 5 trillion yen, which is more than the amount before the Coronavirus pandemic". With the recent drastic easing of entry requirements, the government intends to resume full-scale tourism. The Japanese government has also announced its intention to formulate a new plan to become a "tourism-oriented nation" by the end of this fiscal year, with the perspective of hosting the Osaka-Kansai World Expo in 2025. Nomura Research Institute estimates that the economic impact of the increase in the number of visitors to Japan will be 2.1 trillion yen in 2023. And SMBC Nikko Securities forecasts that inbound spending will regain its pre-COVID momentum by the end of 2024, taking into account the effect of the yen's depreciation, and is expecting a resurgence of explosive buying by visitors to Japan against the backdrop of the historically weak yen. The response of the economic community to the government's action has, of course, been positive, with airlines, whose business performance had been severely affected by the previous border control measures, seeing a sharp increase in bookings for international flights from overseas to Japan immediately after easing of the ban was announced. JAL (Japan Airlines) (Expressing support for the easing of entry requirements) "We want to be well prepared to welcome our customers and contribute to the recovery of the Japanese economy." ANA (All Nippon Airways), President Inoue "We are very pleased with the long-awaited deregulation. The economic impact of visitors to Japan before the Coronavirus pandemic was approximately 5 trillion yen, and we expect to see a recovery of the same scale. (Also, regarding the resumption of visa-free individual tourism) I believe that many people who have not been able to visit Japan for a long time will be able to come to Japan from now on. We expect to see an increase in demand not only for urban tourism, but also for regional tourism." Narita International Airport Corporation, President Tamura "The reason why the number of international arrivals and departures has not increased is because of Japan's strict entry requirements, so we are very grateful for the easing [or requirements]. I think it will take one or two months to see the actual effect. We will watch with anticipation whether demand for air travel will recover from the year-end and New Year holidays." Conclusion With the recent drastic relaxation of entry requirements, there are high expectations for inbound consumption by foreign visitors to Japan as a catalyst for Japan's economic recovery, but a look at reactions overseas reveals that foreign visitors' mindsets are not necessarily favorable. The Washington Post (U.S.A.), in an article titled "Japan is reopening. But the effects of its border closure will linger," pointed out the following. "Japan strictly limits foreign arrivals out of covid-19 concerns, a scientifically specious approach that has made the country an outlier among top economies and most Asia-Pacific neighbors that have reopened to tourists. Xenophobia has festered as policymakers and news coverage have tied foreigners to the spread of the virus. Investors, academics and international students have diverted their plans elsewhere. Even after Japan began accepting group tours recently, the intense monitoring and bureaucratic hurdles have largely kept tourists’ interest at bay. Now, Japan faces a credibility gap as it looks to rejoin the world. Figures in business, academia, policymaking and diplomacy are concerned the closure has punctured Japan’s image as a culture that values hospitality. Even with a full reopening, Japan would need concrete steps to restore its standing." Also, Chinese tourists, who were the main source of demand and inbound consumption in Japan before the Coronavirus pandemic, spending approximately 9.5 million in 2019, are expected to take a certain amount of time to return to Japan as overseas travel is still heavily restricted under the Chinese government's strong "Zero Corona Policy." The International Air Transport Association (IATA) forecasts that the number of world travelers will exceed the pre-COVID level by 103% in 2024 compared to 2019, but only 97% will be in from the Asia-Pacific region, and it will be 2025 before the number exceeds pre-COVID levels. In the Asia-Pacific region, the recovery is expected to be delayed in China, where restrictions have not been eased. Other reasons for why the number of foreign visitors to Japan and inbound demand is unlikely to return to 2019 levels all at once, according to Nomura Research Institute, include the current high rate of new infections in Japan compared to other countries and the fact that many countries will refrain from overseas travel if the global economy slows in the future due to soaring prices and tightening monetary policies. However, we should learn from the experiences and measure outcomes of Europe and the U.S., which have been ahead of other countries in restoring borders and accepting foreigners during the coronavirus pandemic, and look forward to future trends to revive "Japan, the land of hospitality" that attract tourists from all over the world, while meanwhile balancing preventing the spread of infection and recovering inbound travel. References: Ministry of Foreign Affairs https://www.mofa.go.jp/p_pd/pds/page22e_000910.html Japan Tourism Agency https://www.mlit.go.jp/kankocho/en/shisaku/kokusai/traveltojapan.html NHK News https://www3.nhk.or.jp/news/special/coronavirus/restrictions/detail/detail_95.html The Washington Post https://www.washingtonpost.com/world/2022/09/16/japan-covid-restrictions-tourist-xenophobia/ Nomura Research Institute https://www.nri.com/jp/knowledge/blog/lst/2022/fis/kiuchi/1006 Global Outlook for Air Transport Times of Turbulence - IATA https://www.iata.org/en/iata-repository/publications/economic-reports/airline-industry-economic-performance---june-2022---report/#:~:text=The%20financial%20recovery%20will%20continue,from%20our%20end%2D2021%20forecast.&text=all%20regions%20in%202022%2C%20with,return%20to%20profitability%20this%20year Image Resources https://www.youtube.com/watch?v=hbah4XUIQco https://www.youtube.com/watch?v=5Be4jom6WZQ https://www.youtube.com/watch?v=Rp_sQw9T954