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

JITTI Journal January 2023 Back to All JITTI Journals January 2023 Feature Article Autonomous Driving in Restricted Areas at Japanese Airports By Yoshihiro Fujimaki 1. What is “autonomous driving in restricted areas”? Development of the autonomous driving car is progressing not only for public roads but also for airport environments. It looks easier to ensure traffic safety in restricted areas of airports, so-called “Airside,” than on public roads because neither the general public nor cars driven by them are present. In addition, while the Japanese government has set an aspirational target of 60 million inbound tourists in 2030, the capacity of airports may be constrained by a shortage of labor working at airports, especially those working for ground handling services. Therefore, autonomous driving cars at airports are expected to be a quite useful tool for labor-saving. Based on the above circumstances, in 2018, the Japan Civil Aviation Bureau (JCAB) established a committee to study demonstration experiments of autonomous driving in airport restricted areas. This committee aims to realize autonomous driving in restricted areas by conducting several demonstration experiments. Since its establishment, the committee has been considering the guidelines, selecting participants, and reviewing the results of such demonstration experiments. The committee focuses on towing tractors and ramp buses, some of which are currently at “Level 3” autonomy and will be at “Level 4” autonomy in the future. The differences between “Level 3” and “Level 4” in autonomy are shown in the table below. Table 1: Differences between “Level 3” and “Level 4” in autonomous driving (Prepared based on “Public-private ITS Initiative/Roadmaps 2020” (in Japanese, definitions of these Levels are equivalent to SAE International J3016 (2016)): https://cio.go.jp/sites/default/files/uploads/documents/its_roadmap_2020.pdf ) 2. Autonomous driving towing tractor Towing tractors are used for transporting passenger checked baggage and other cargo within the airport. Serving as the demonstration experiments which I mentioned earlier, All Nippon Airways (ANA) and Japan Airlines (JAL) have been conducting several trials of autonomous driving towing tractors. ANA has been holding tests at Tokyo International Airport (Haneda Airport). Their autonomous driving towing tractor is manufactured by Toyota Industries Corporation, and it runs along the pre-defined route based on information gathered from camera, GPS and Laser imaging Detection and Ranging (LiDAR) integrated sensors. In FY2021, they performed over 200 transportations of passenger checked baggage and other cargo, over 1,100 km in total, without any delay. JAL has been conducting tests at Narita International Airport. Their autonomous driving towing tractor is manufactured by TLD Group, and it also runs along pre-defined route based on information from odometer, inertial measuring unit (IMU), GPS and LiDAR sensors. In FY2020, they performed over 300 transportations of passenger checked baggage, over 300 km in total, and have officially introduced the autonomous driving towing tractor since March 2021. (The above figure is reprinted from the JAL’s website: https://press.jal.co.jp/en/release/202103/005973.html ) 3. Autonomous driving ramp bus Ramp buses are used for transporting passengers between airport terminal buildings or between airport terminal buildings and aircraft. An autonomous driving ramp bus is now undergoing demonstration experiments at Narita International Airport. That autonomous driving ramp bus is for 10 passengers, and is manufactured by Tajima Motor Cooperation with autonomous driving system developed by TIER IV, which is a software development company in Japan. It runs along the pre-defined route based on information from camera, IMU, GPS and LiDAR sensors, and ran in total for about 80 km in 4 days for a demonstration in FY2021. Currently, the consortium including Narita International Airport Corporation and TIER IV is conducting trials where a single remote supervisor monitors up to three vehicles at the same time. (The above figure is reprinted from the Narita International Airport Corporation’s website (in Japanese: https://www.naa.jp/jp/docs/20220210-5g_HP.pdf ) 4. Towards “Level 4” autonomy Besides vehicle development, several challenges regarding infrastructure and traffic rules still remain in order to realize “Level 4” autonomous driving in airport restricted areas. Particularly in restricted areas, generally there are no traffic lights at intersections and tall traffic lights may become a hazardous obstacle to aircraft in those locations . Regarding this point, it is still under consideration for how to ensure traffic safety using infrastructure and/or traffic rules. JCAB has set the target to realize “Level 4” autonomous driving both for towing tractors and for ramp buses by 2025, and continues working with the participants of demonstration experiments.

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

Development of High-speed Rail in the United States < Back

JITTI Staff Speaking Engagements Upcoming Events Past Events 2025 JTTRI & JITTI USA: Latest Trends of Advanced Air Mobility Policy in the United States 2025 - Progress and Future Outlook- The 164th Transport Policy Colloquium -Washington Report XXII- (Online in Japanese) Featuring JITTI USA Research Fellow Shinichiro Tsuri JTTRI & JITTI USA: Current Status and Future Prospects of the U.S. Aviation Industry — Latest Market Trends and the Sustainability of LCC Services — The 163rd Transport Policy Colloquium -Washington Report XXI- (Online in Japanese) Featuring JITTI USA Senior Representative and Senior Research Fellow Kazuya Fukuhara 2024 JTTRI & JITTI USA: Current Status and Future Prospects of the U.S. Aviation Industry / Private Participation Initiatives at U.S. Airports and Future Prospects The 160th Transport Policy Colloquium　Washington Report XX（Online in Japanese） Featuring JITTI USA Senior Representative Kazuya Fukuhara and Research Fellow Tetsuhiro Hagiwara JTTRI & JITTI USA: The "Fiscal Cliff" Looming for Urban Railroads in the U.S. and Measures Against the Issue The 159th Transport Policy Colloquium　Washington Report XIX（Online in Japanese） Featuring JITTI USA Research Fellow Akito Okabe 2023 JTTRI & JITTI USA: Latest trends of Advanced Air Mobility policy in the United States 2023 - comprehensive approach for operations The 157th Transport Policy Colloquium　Washington Report XVIII（Online in Japanese） Featuring JITTI USA Research Fellow Shinichiro Tsuri JTTRI & JITTI USA: International Cooperation for Enhancing Maritime Law Enforcement Capabilities in the Indo-Pacific Region: Capacity Building Efforts Through QUAD Collaboration Considering the Reactions of Southeast Asian Countries The 156th Transport Policy Colloquium -Washington Report XVIII-（Online in Japanese） Featuring JITTI USA Research Fellow Daisuke Komatsu 2022 JTTRI & JITTI USA: The Latest Trends in UAS Policy in the United States, Edition 2022- Initiatives to ensure safety in beyond visual line-of-sight operations and to share airspace with traditional aircrafts The 152nd Transport Policy Colloquium　Washington Report XVI（Online in Japanese） Featuring JITTI USA Senior Research Fellow Yoshihiro Fujimaki JTTRI & JITTI USA: Current Status and Future Prospects of the U.S. Aviation Industry - Advanced Efforts to Improve the Customer Experience at U.S. and European Airports The 151st Transport Policy Colloquium -Washington Report XV-（Online in Japanese） Featuring JITTI USA Senior Representative Tetsuhiro Nakagawa and Aviation Analyst Tetsuhiro Hagiwara JTTRI & JITTI USA: Environmental Changes Surrounding Urban Railroads in the U.S. and Strategies for Recovery from the COVID-19 Pandemic The 150th Transport Policy Colloquium -Washington Report XIV-（Online） Featuring JITTI USA Research Fellow Akito Okabe JTTRI: Present and Future of International Cooperation for the Realization of a Free and Open Indo-Pacific (FOIP) The 148th Transport Policy Colloquium -Washington Report XIII-（Online） Featuring JITTI USA Maritime Analyst Yasuhiro Okamoto 2021 JTTRI and APTA: Commuter Rail Round Table Promoting Safe Transportation: A Focus on Rail Safety Organized with JITTI USA Featuring JITTI USA President Tetsuya Okuda JTTRI: The Latest Trends in Vaccine Passports and Travel Passes The 72nd Transport Policy Seminar (Online) Featuring JITTI USA Senior Representative Tetsuhiro Nakagawa JTTRI: Financial Support for the Transportation Sector by the US Federal Government during the Novel Coronavirus Pandemi The 142nd Transport Policy Colloquium -Washington Report X Featuring JITTI USA Deputy Representative Shuntaro Okimoto JTTRI: The Latest Trends in Vaccine Passports and Travel Passes The 141th Transport Policy Colloquium -Washington Report IX Featuring JITTI USA Senior Representative Tetsuhiro Nakagawa and Aviation Analyst Daisuke Takagi JTTRI: Action for the Implementation of Urban Air Mobility in the United States The 140th Transport Policy Colloquium -Washington Report VIII Featuring JITTI USA Senior Research Fellow Yoshihiro Fujimaki

The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. Part 3 of this series investigates bonds, loans, and the current status of finances and financial relationships in the Hudson Yards Project. < Back Surface Transportation Financing Development of Public Transport-oriented Urban Growth and Subway Infrastructure at New York City’s Hudson Yard through Profit Gained from the Development Itself (Part 3) By Tomomi Tsuchiya & Daisuke Miyamoto The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. Part 3 of this series investigates bonds, loans, and the current status of finances and financial relationships in the Hudson Yards Project. Download the Report

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

JITTI Journal Cultural Article July 2022 Back to All JITTI Journals July 2022 Cultural Article Traveling with My Baby in Japan by Tomomi Dodd Recently I had a chance to travel to Japan with my husband and 4-month-old baby, and I would like to write about my experience of what it was like traveling there with an infant. Since I am working for a research institute dealing with transportation, I would like to focus on those parts of the trip. Our first and biggest challenge was a flight to Tokyo from Washington, D.C. (which took about 13 hours!). Of course, we were very nervous about flying with a 4 month old baby…..! We immediately reserved a bassinet through the ANA customer center after we booked the flights. On the day of, as having a baby allowed us prior boarding, we were better able to relax and prepare for seating. Upon boarding, ANA flight attendants gave us warm smiles, saying, “Is there anything we can do to help? Please let us know any time.” They attached a bassinet to the wall in front of us soon after the flight departed. Some bathrooms on the plane had a changing station for babies. Though the space was small like on any other airline, we had no problem working with what was provided. Despite of all of our anxieties, our baby was happy in general and slept well in the bassinet. The return flight was somewhat the same experience as well, and we did not have any major problems, luckily! A bassinet on the plane Though my family lives near Tokyo, we made an excursion to Kagoshima, Kyushu to see our college friend. On the way to Kagoshima from Haneda, I used Jetstar. On the way back, I used Skymark. Both of them are LCC. After experiencing a 13-hour flight, a 2-hour flight felt so easy! Baby slept for basically the whole time. I once asked the flight attendant for hot water to make a bottle for him, and they immediately worked on my request. Throughout my trip, I was amazed to see all the bathrooms and nursing rooms designed for parents and babies. There was a special chair designed to seat infants where you can safely place your baby while you use the bathroom. Airports and many shopping malls have large nursing rooms with good privacy, changing stations, and they are very clean. Changing stations From Left to Right: Nursing room, Microwave and hot water machine located in a nursing room, A chair to put an infant in a bathroom stall Traveling by train with a baby can be also very fun (except when it’s rush hour and the trains are full of people)! Some train cars have designated space for baby strollers. Almost every station has an elevator and escalator. And as you know, Japanese trains are very punctual. You can look for routes online in advance to minimize hassle! Assigned space for baby strollers and wheel chairs (left) and Escalator at a train station (right) Overall, I had a great time traveling with a baby in Japan. This may be because I am Japanese and do not have any language problems there. However, even a little hassle with the language could be a fun memory for traveling, don’t you think? I hope you will have opportunities to travel to Japan and have a great time, with or without babies! Baby slept well at a hot spring hotel after he enjoyed a bath

This is part 5 in a series on emerging Smart City trends in the West, and highlights the Washington, D.C. region as a case study for exemplary TOD. Read about how the Rossyln-Ballston Cooridor in Arlington, County has served as an example of best-practice in the United States. < Back Surface Transportation Survey of Smart City Trends in the West: Transit-oriented Development and Mobility-as-a-Service Part 5: Case Study – Washington DC (2) By Akito Okabe This is part 5 in a series on emerging Smart City trends in the West, and highlights the Washington, D.C. region as a case study for exemplary TOD. Read about how the Rossyln-Ballston Cooridor in Arlington, County has served as an example of best-practice in the United States. Download the Report

JITI 2018 High Speed Rail Seminar The Future of High Speed Rail ~ U.S. and Japan~ Wednesday, October 3rd, 2018 The Willard InterContinental Hotel 1401 Pennsylvania Ave NW, Washington, DC 20004 High Speed Rail (HSR) has attracted worldwide attention as an energy efficient and environmentally friendly mass transport system. HSR projects have been planned or carried out in many countries including the United States and Japan. In the United States, several mega HSR projects are being planned or implemented, including the Texas High Speed Rail Project connecting Dallas to Houston, the Northeast Corridor SCMAGLEV Project connecting Washington D.C. to New York, and the California High Speed Rail Project. Japanese high-speed rail systems feature various advantages, especially from the standpoints of safety, reliability, energy efficiency, and environmental sustainability. Furthermore, Japan’s HSR has supported the economic development of Japan by smoothly dealing with the growth of the intercity transport demand. As Japan’s HSR, or Shinkansen, system has 50 years’ worth of history, Japan is well experienced in HSR projects based on their already learned knowledge and know-how of HSR technologies. The development of HSR projects is progressing in Japan, such as the Hokuriku Shinkansen (between Nagano and Kanazawa) which started operation in 2015, and the Hokkaido Shinkansen (between Shin-Aomori and Shin-Hakodate-Hokuto) which opened in 2016. In addition, the Chuo Shinkansen project (between Tokyo and Nagoya), using the Superconducting Maglev system started construction with plans to open in 2027. For this seminar, JITI USA invited experts on the development of HSR from the U.S. and Japan to discuss the progress so far, especially milestones accomplished, as well as the future path for deploying high speed rail in the United States and Japan. Attendees Included: President and CEO Skoutelas of APTA, Ambassador Zumwalt of the Sasakawa Peace Foundation USA, and staff from the United States Congress, the US Department of Transportation, the Federal Railroad Administration, the US Department of State, the World Bank, etc. Opening Remarks Masafumi Shukuri Chairman, Japan Transport and Tourism Research Institute (JTTRI) Bio Remarks Honorable Guest Remarks Shinsuke Sugiyama Ambassador of Japan to the United States Bio Remarks Keynote Speeches Carlos F. Aguilar Chief Executive Officer, Texas Central Partners (TCP) Bio Presentation David Henley Project Director, The Northeast Maglev (TNEM) Bio Presentation Shohei Ishii Senior Deputy Director-General, Railway Bureau, Ministry of Land Infrastructure, Transport and Tourism (MLIT) Bio Presentation Keiichi Kagayama President, High-Speed-Railway Technology Consulting Corporation (HTeC) Bio Presentation Yoichi Kanayama Professor, Faculty of Sustainable Design , University of Toyom a Bio Presentation Panel Discussion Cosema Crawford (moderator) Senior Vice President, Louis Berger Bio Tomomi Tsuchiya President, JITI USA Bio Presentation As well as the Keynote Speakers listed above

JITTI Journal Cultural Article March 2025 Back to All JITTI Journals March 2025 Cultural Article School Ceremonies for Japanese Kids in Spring By Yukiko Nakamura March is the time of year in Japan when people feel the cherry blossom season approaching. Spring is also sometimes referred to as “the season of meeting and parting,” because April is the beginning of the school and work year in Japan, and from March to April, many people celebrate milestone events such as graduation and new employment. Usually, Japanese schools have six years of elementary school, three years of middle school, and three years of high school, and it is customary for a ceremony to be held at the school when students enter or graduate from each. Graduation ceremonies are held in March. At elementary school graduation ceremonies, graduating children often wear formal wear such as suits or one-piece dresses and jackets to the ceremony, and when there are no restrictions on clothing, girls may wear “Hakama”, a type of kimono (Japanese traditional clothing). Hakama “Hakama” is a trouser-like garment worn over a kimono that covers the body from the waist down. Originally worn by men, it also became popular as a garment worn by women, especially on solemn occasions such as at imperial court in old Japan. During the Meiji period (1868-1912), the custom of women wearing Hakama on academic occasions became widespread. Later, as the shift to Western-style clothing took place, it was no longer worn as an everyday garment like other kimonos, but it is still worn by women on occasions such as graduation ceremonies. Elementary School Graduation Ceremony At graduation ceremonies in elementary schools, it is customary for graduates to receive their graduation certificates from a principal while their teachers and family members look on, and everyone sings the school song or a song related to departure together. Entrance ceremonies are also held at each school in April. At elementary school entrance ceremonies, children dress in formal wear or their uniforms and carry shiny “randoseru” to school. A “randoseru” is a school backpack used by many Japanese elementary school students. It is said that “randoseru” is derived from “ransel,” a Dutch word for “backpack,” which used to be used in the military. It is said that randoseru was first introduced in the Meiji era as a school bag. I used to use one when I was in elementary school, and my oldest son, who is now in elementary school, got a randoseru when he entered elementary school in Japan 3 years ago. Randoserus In the past, randoserus were often red for girls and black for boys, but nowadays, children are choosing them in various colors such as pink, purple, blue, green, and even silver, and it is sometimes a popular topic of conversation among family members which color randoseru to choose before entering elementary school. However, randoserus, while sturdy, are quite heavy, making them a bit of a burden for elementary school children, and they are also expensive, so in recent years, more and more children are choosing generic backpacks and the like for ease of movement. Many schools in Japan have cherry trees, and if the timing is right, the entrance ceremony may be held with the cherry blossoms in full bloom. The sight of smiling children starting their new school life under the cherry blossoms with their shiny new belongings and clothes is a very joyous image and one of the most popular scenes of spring in Japan. Image Source: Yukiko Nakamura References Yumeya (History of Hakama) https://www.yumeyakimono.jp/news/12620?srsltid=AfmBOoofv__kvF0H2gg9SPlQyi42RyD67ihZuUQ1jqH42_UfRmldedij Japanese Clothing https://japanese-clothing.com/blogs/japanese-clothing-blog/hakama?srsltid=AfmBOopeiGAWF7ZKV3bdEolCVD0xodS8cXEQooddNWt3xAMyp_xTY4O Randoseru Kogyokai https://www.randoseru.gr.jp/history/rekishi.html

The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. In the final installment of this joint report from Rail Analyst, Daisuke Miyamoto, and JITTI USA Former President, Tomomi Tsuchiya, read their concluding analysis of Hudson Yards Projects financial development. < Back Surface Transportation Financing Development of Public Transport-oriented Urban Growth and Subway Infrastructure at New York City’s Hudson Yard through Profit Gained from the Development Itself (Part 5) By Tomomi Tsuchiya & Daisuke Miyamoto The redevelopment project for Hudson Yard is the largest in New York City history, and consequently comes with unique financial challenges and ingenuity. In the final installment of this joint report from Rail Analyst, Daisuke Miyamoto, and JITTI USA Former President, Tomomi Tsuchiya, read their concluding analysis of Hudson Yards Projects financial development. Download the Report