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

As drones and other small unmanned aircraft are more widely manufactured, organizations have begun the formal process to receive aircraft certification in order for them to have greater usage in operations, including UPS and Amazon. This report explains the draft of safety standards released by the FAA in late 2020 to better measure design and testing of said aircraft. < Back Civil Aviation Publication of Draft Safety Standards for Small Unmanned Aircraft By Yoshihiro Fujimaki As drones and other small unmanned aircraft are more widely manufactured, organizations have begun the formal process to receive aircraft certification in order for them to have greater usage in operations, including UPS and Amazon. This report explains the draft of safety standards released by the FAA in late 2020 to better measure design and testing of said aircraft. Download the Report

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

An Introduction of Japanese Tourism Initiatives During the Pandemic < Back

Advanced Air Mobility (AAM) at Expo 2025 Osaka, Kansai, Japan < Back

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

Japan's Resumption of Accepting Foreigners as a Sign of Recovery from the COVID Pandemic 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 Back to All JITTI Journals November 2022 Feature Article

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

JITTI Journal May 2020 Back to All JITTI Journals May 2020 Feature Article The Adverse Influence of the Coronavirus on the Shipping Sector by Yasuhiro Okamoto 1. The Adverse Influence of the Coronavirus on the Shipping Sector  The spread of the novel coronavirus (COVID-19) has made a massive impact on almost every sector of the economy and, without exception, the shipping industry has also been in the middle of economic turbulence. According to the media, container traffic at China’s biggest ports (Shenzhen, Shanghai, Ningbo, Guangzhou, Xiamen, Tianjin, Dalian, and Qingdao) fell for two weeks in a row in early April after a drop in overseas orders for the nation’s exports [Leng, 2020] The causes for decreased container traffic were that many companies started cutting back orders and postponing the delivery of goods due to the coronavirus, and shipping companies also reduced their capacities. For example, Ocean Network Express has announced revised schedules since February to mitigate the impacts of the pandemic. 2. The Situation of the Port of Los Angeles Like China’s main ports, the Port of Los Angeles is the busiest in the US by both container volume and cargo value. However, while it has faced a similar situation to China, the Port of Los Angeles has also encountered other unfavorable circumstances around container traffic at their port. The table below shows the container counts (TEUs) for the Port of Los Angeles, which were last recorded in March. As we can easily imagine, the total volume of containers in March largely decreased compared to the previous year. In particular, containers to the Port of Los Angeles from nations in the Pacific Ocean and from China account for the biggest portion of reduced shipments. The Chinese government has introduced various preventive measures to suppress the expansion of coronavirus, and has also slowed down economic activity. In April, there were signs of economic recovery in China, and factories restarted operations and resumed exporting goods. On the other hand, because of the coronavirus pandemic in the US, city lockdowns and curfews have led to closures of freight warehouses, and freights have been left without being picked up at these locations. Additionally, in conjunction with the decline of shipping capacity, empty containers have piled up without being returned to Asia (China). Therefore, the Port of Los Angeles has overflowed with uncollected and empty containers 3. The Issue of Cost Burden Another significant issue caused by the coronavirus for the shipping industry is determining who shall bear the additional cost to vessels from quarantine restrictions or delays while waiting for port authorities to grant clearance to enter port. Many owners of cargo vessels have now asserted that the force majeure clause is applicable in cases of detention or delay of cargo caused by the coronavirus. Consequently, owners of cargo vessels and shipping companies have entered into severe disputes. To avoid this, Japan P&I Club has recommended to include infectious disease clauses that are comprehensive and clearly allocate rights and responsibilities in the event of an outbreak to Time and Voyage Charterparties, which have been produced by BIMCO (Baltic and International Maritime Council). 4. Comments The cost of freight cargo shipments has not changed much from February to March, and it’s clear that the decline in freight capacity has contributed these locked rates. Additionally, the issue of empty containers in many ports may be a potential hindrance for a smooth recovery of the global economy. Also, as I mentioned before, owners of cargo ships have faced an increase of container storage and drayage costs. Furthermore, owners must negotiate with shipping companies to share costs caused by the delay. We may see harmful repercussions of these issues reflected in our economic activities. References Leng, S. (2020, 4 15). Coronavirus: container traffic at China’s top eight ports plunges in early April as pandemic hits overseas orders. Retrieved from South China Morning Post: https://www.scmp.com/economy/china-economy/article/3080041/coronavirus-container-traffic-chinas-top-eight-ports-plunges  The Port of Los Angeles. (2020, 4 10). Container Statistics . Retrieved from https://www.portoflosangeles.org/business/statistics/container-statistics

The Current Use of Metropolitan Airports during the First Summer Vacation after the COVID Pandemic and the Latest Initiatives at These Airports < Back Dear Friends of JITTI USA, My name is Kazuya Fukuhara. I have been appointed as a Senior Representative of JITTI USA since mid-July this year. I would like to thank you all for your continued understanding and support of JITTI USA's activities. Today, I would like to briefly introduce myself, and I hope this will help you to become familiar with and interested in JITTI USA's activities. Before arriving at JITTI USA, I worked for the Ministry of Land, Infrastructure, Transport and Tourism (MLIT). At the MLIT, I have worked on policy and regulatory development in a wide range of fields, including aviation, housing, roads, and maritime security. I was also seconded to the Tourism Division of Kyoto City Office for three years, where I planned strategies about inbound tourism and over-tourism measures. Most recently, I was assigned to the Japan Coast Guard (JCG), where I was involved in policy compilation for the entire JCG and correspondence with the Diet. As the global security environment becomes increasingly severe, JCG is playing an increasingly important role in the security field. I was deeply involved in the discussions that set the direction for the future of the JCG, including the formulation of the policy for strengthening coast guard capabilities, taking into account the discussions on the National Security Strategy compiled at the end of last year. I myself am interested in international work and have been involved in policy formulation for infrastructure exports and other projects in the international department of MLIT, as well as having had the opportunity to study public policy at the University of Chicago. So, I am very grateful for the opportunity to work at JITTI USA. Although JITTI USA is a small organization, I am responsible for its overall management, as well as planning and coordinating events such as symposiums and conducting research in areas such as aviation. I am learning every day about the differences in overseas transportation systems that arise from background circumstances such as history, culture, geography, and religion in other countries, and I find it very interesting to work in this field. In my personal life, I currently live with my wife and three-year-old son. My wife and I have lived in Chicago before, but this is my son's first time living abroad. Sometimes it pains me to hear my son says that he wants to go back to Japan, but recently he has been saying this less and less, and he seems to be getting used to life here. The parks here have a wide variety of playground equipment, which my son likes very much, and it is becoming a habit for him to visit a new park every weekend. If you see us at the park, please feel free to contact us. Last but not least, I would very much appreciate your continued support for JITTI's activities. I would also be happy to exchange ideas and opinions with you personally and with everyone who reads this journal. Sincerely, Kazuya Fukuhara

JITTI Journal July 2021 Back to All JITTI Journals July 2021 Feature Article Activities of Chinese Government Ships around the Senkaku Islands and the Japan Coast Guard's Response by Yasuhiro Okamoto 1. Senkaku Islands Japan's territorial integrity after World War II was legally established in the San Francisco Peace Treaty, which came into effect in 1952. Under the treaty, the Senkaku Islands were not included in the territories abandoned by Japan, but were placed under the administration of the United States as part of Japan's Nansei Islands. Later, in 1972, the Okinawa Reversion Agreement between Japan and the United States regarding the Ryukyu Islands and the Daito Islands included the Senkaku Islands in the area returned to Japan. These facts indicate that the Senkaku Islands are Japanese territory. The Senkaku Islands have been consistently treated as Japan's territory in the postwar order and international law system. A map of the Senkaku Islands (Cited from Japan’s Ministry of Foreign Affairs) 2. China's Movements over the Senkaku Islands On May 7, 2008, during their official visit to Japan, President Hu Jintao and Prime Minister Yasuo Fukuda signed a joint statement between the Government of Japan and the Government of China to comprehensively promote the “Mutually Beneficial Relationship based on Common Strategic Interests,” recognizing that Japan-China relations are one of the most important bilateral relations for both countries and that they have great influence and a solemn responsibility for the peace, stability and development of the Asia-Pacific region and the world. However, six months later, on December 8th of the same year, two Chinese government ships suddenly intruded Japan’s territorial waters around the Senkaku Islands for the first time, and despite repeated requests from the Japan Coast Guard patrol vessels to leave and protests through diplomatic channels, they wandered and drifted into Japanese territorial waters for about nine hours until the evening of that same day. China's new stance on the Senkaku Islands, in which Chinese government ships navigate with the clear intention of infringing on Japan's sovereignty and attempt to change the status quo by force, has become clear. The collision of Chinese fishing vessels (Image Source: Jiji Press Ltd.) After the collision of Chinese fishing vessels in Japanese territorial waters around the Senkaku Islands on September 7, 2010, Chinese government ships began to sail in the waters around the Senkaku Islands with greater frequency than before, and there were incidents of two vessels intruding into Japanese territorial waters around the Senkaku Islands in August 2011, one in March 2012, and four in July of the same year. In addition, on September 11, 2012, Japan transferred ownership of three of the Senkaku Islands from private citizens to the State under civil law, and on and after September 14, 2012, Chinese government ships began to enter the connected waters almost every day except for days with stormy weather. On December 22, 2015, it was confirmed for the first time that Chinese government ships, which were clearly equipped with a machine gun, entered the EEZ, and since December 26, there have also been incursions into territorial waters. China’s provocation have been escalating, as the chart below shows. The numbers of Chinese government and other vessels that have entered Japan's contiguous zone or intruded into the territorial sea surrounding the Senkaku Islands The numbers of Chinese government and other vessels that have entered Japan's contiguous zone or intruded into the territorial sea surrounding the Senkaku Islands (Cited from Japan’s Ministry of Foreign Affairs) 3. Actions and Efforts of the Japan Coast Guard In 2016, the Japanese government decided on the "Policy on Strengthening the Coast Guard System," and based on this ruling, it has been making steady efforts to enhance and strengthen the ability of the Japan Coast Guard. The commandant of the Japan Coast Guard announced that in the budget for the fiscal year 2021 the government will continue to upgrade large patrol vessels and other equipment for guarding the Senkaku territorial waters. In addition, in order to secure and develop human resources, the Japan Coast Guard will expand their education and training facilities, including the construction of a large training ship for Japan Coast Guard trainees, and promote initiatives to maintain and strengthen maritime order, such as contributing to the capacity building activities in related countries. Lastly, the situation around the Senkaku Islands continues to be tense, with Chinese government ships attempting to interfere with Japanese fishing boats fishing in the area. Therefore, it will be important for the Japan Coast Guard to continue to respond appropriately and for the US and other like-minded countries to work together to deal with China against their attempts of changing the status quo by force. Image Sources: Japan’s Ministry of Foreign Affairs Jiji Press Ltd.

JITTI Journal Cultural Article November 2023 Back to All JITTI Journals November 2023 Cultural Article The Kumano Kodo: A Historic Pilgrimage in the Japanese Mountainside by Suzannah Nevas The Kumano Kodo is a network of historical pilgrimage routes through the beautiful mountains of the Kii Peninsula in the southern Kansai area of Japan. These scenic and sacred trails have been traversed for over 1000 years, making the Kumano Kodo one of only two pilgrimage routes to be recognized by UNESCO as a World Heritage Site. Markers along the path of the Kumano Kodo The Kumano Sanzan The heart of the Kumano Kodo was formed by ancient pilgrimages to the three main Kumano shrines: Kumano Hongu Taisha, Kumano Hayatama Taisha, and Kumano Nachi Taisha. These three shrines are collectively called the Kumano Sanzan. Kumano Hongu Taisha Kumano Hongu Taisha is the northernmost of the three, and acts as the head shrine for the over 300 Kumano Shrines located throughout Japan. Due to flooding in 1889, the shrine was moved 1 km away to higher ground (get ready to climb 158 steps!) and now the original site of the shrine, Oyu no Hara, boasts the world’s largest torii (gate), a towering 33m picture frame to the surrounding rice paddies. Kumano Hayatama Taisha Kumano Hayatama Taisha lies to the southeast, in today’s coastal town of Shingu City. The shrine structures have been built and rebuilt in this location since at least the 12th century, but religious artifacts found in the area date back as far as the 3rd century. The shrine compound is home to two sacred ties to nature: the rock where the Kumano deities are said to have first touched down onto earth, and an Asian Bayberry tree estimated to be over 1000 years old. Kumano Nachi Taisha Kumano Nachi Taisha might be the most accessible of the three grand shrines. Travelers who are short on time or encumbered by stairs will appreciate the parking lot just next to the nearby Seigantoji Temple, accessible by car. However, if you are up for the hike, the Daimonzaka Slope trail will lead you to Nachi Taisha through a forest of breath-taking, centuries-old cedar trees. The ascent climaxes at the front gate of Nachi Taisha, with an incredible mountainous vista. Pass through the gate and you will see a sacred camphor tree- over 850 years old. You can actually go inside the tree- a truly magical experience! The sacred camphor tree (left) and other sites along the Kumano Kodo Other Points of Interest Beyond the Kumano Sanzan “big three”, there are many other sacred and noteworthy sites to explore. Just a short distance from the Nachi Tasha shrine complex, you will find Seigantoji’s iconic, red vermillion 3-story pagoda scenically framing Nachi Waterfall –the tallest single-tiered waterfall in all of Japan! There are several places from which you can view the sacred falls, and there is even an option to pay a small fee to drink the holy water which is said to promote health and longevity. The Kohechi route heading north out of the Hongu Taisha area will take you to Mount Koya, home of Kongobuji, the head temple of the Shingon sect of Buddhism. There are over 100 temples on Mount Koya, and nearly half of them offer shokubo - temple lodging. These temple lodges offer a unique first-hand experience of buddhist monastery life and are very popular with vegetarian tourists, as an overnight stay includes shojin ryori- the traditional, meatless cuisine of Budhist monks. Tucked away in the folds of the mountains are several onsen towns worth visiting. After a long day of hiking, have a stay at one of the family-operated, Japanese-style bed and breakfasts ( minshuku) and enjoy the healing power of the natural hot spring water. Yunomine Onsen, near Hongu Taisha is colloquially called “Japan’s Oldest Spa”, and the long history of its bath, Tsuboyu has earned it the designation of being a UNESCO World Heritage Site. Seigantoji Tips for Planning Your Trip It’s important to note that the Kumano Kodo is by no means a linear route- its a network of paths, almost like a choose-your-own-adventure book. You can start anywhere and end anywhere, go in any order, and seek or skip any site that you so desire. You may wish to backpack for a week, or send your luggage ahead and take trains and buses to major destinations to cherry-pick a few scenic sections of the trails to walk. Whether you identify as a pilgrim or a tourist, it might be impossible to wander these sacred paths without recognizing and appreciating something spiritual and moving, permeating the beautiful nature. Sources https://www.hongu.jp/ https://www.tb-kumano.jp/en/kumano-kodo/ https://www.shinguu.jp/en/kumanokodo1 https://www.japan-guide.com/e/e4952.html https://www.lonelyplanet.com/articles/hiking-the-kumano-kodo-japans-ancient-pilgrimage-route