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

Contact Us The Japan International Transport and Tourism Institute, USA is located in the business district, in the heart of Washington, DC. Our office is open on Monday to Friday, closed for Federal Holidays and the Japanese New Year. The closest stations to our office are Farragut North (Red line) and Farragut West (Silver/Orange/Blue). Please contact us at any time regarding our events or your transport and tourism research questions. Phone: 202.833.9763 Fax: 2 02.833.9769 JITTI USA 1819 L Street NW, Suite 1000 Washington, D.C. 20036 Send Thank you for your email. We will respond as soon as possible.

Improving and Strengthening the Transport Safety Management System Improving and Strengthening the Transport Safety Management System by Hiroki Sakamoto Ensuring safety is a central and fundamental issue in the public transportation sector. When an accident occurs, it not only can cause significant damage, but it can also have an enormous impact on society. Therefore various measures are being undertaken to prevent accidents from occurring. In October 2006, Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan introduced the 'Transport Safety Management System' in the wake of frequently occurring accidents and other incidents in various transportation sectors, such as railway, automobile, shipping, and airlines. These incidents were primarily those which were caused by human error. This policy aims to build and strengthen the safety management system, which will be united with the MLIT organization, under the proactive involvement of the top management executive in transport operation. MLIT conducts Transport Safety Management Evaluations, through checks and advice, which is intended to continuously improve the safety management system by using the PDCA (Plan-Do-Check-Action) cycle. In FY2016, 932 transport operators (59 railways, 640 automobiles, 223 shipping and 10 airlines) were subject to Transport Safety Management Evaluation. The outline of the Transport Safety Management System is as follows (Figure 1). Based on lessons learned from past serious accidents in the transportation field, it is important for each transport operator to spiral upward (with an awareness of the PDCA cycle) using company-wide efforts toward safety, and the establishment of a safety management system under the leadership of the top management executives. For this reason, business laws related to land, marine, and air transport were amended (promulgated in March 2006) and the Transport Safety Management System was introduced. Under this legislation, transport operators are required to appoint a Chief Safety Management Officer (executive class), set out safety management rules, and promote the improvement and establishment of safety management systems through the leadership of top management. Also, preventive safety-type support systems were implemented through interviews and other measures directed at the transport operators' management division, including their top management executives. (Figure 1) The outline of the Transport Safety Management System Transport Safety Management Evaluation teams, belonging to the MLIT and District Transport Bureau, visit transport operators' headquarters to conduct the Transport Safety Management Evaluation on the operators' Top Management and Chief Safety Management Officer (Figure 2). (Figure 2) Transport Safety Management Evaluation on Top Management The team conducts a positive evaluation and provides advice, to help promote continuous improvements, based on items from the guidelines to the system, some of which are as follows (and in Figure 3). Formulate and promulgate safety policies Formulate and review priority safety measures Ensure communication Collect and use information on accidents and near-miss events Implement education and training Conduct internal audits, etc. (14 items) (Figure 3) Evaluation Chart of Transport Safety Management Evaluation In FY2016, MLIT hosted transport safety management seminars for transport operators in order to deepen understanding of this system, and these seminars were attended by 3,789 people. In FY2015, 7,043 people attended seminars, as part of an accredited seminar program that was established in 2013 for the purpose of further disseminating and shedding light on this system to small and medium-sized transport operators (programs through which transport safety management seminars organized by private-sector organizations are accredited by the MLIT). October 2016 was designated as the "10 Years of Strengthening Transport Safety Management Month" to mark the 10 years that had passed since the system was introduced. Evaluations by MLIT had been conducted on approx. 7,500 transport operators over the past 10 years at that point, which contributed greatly to the improvement of their safety. MLIT carried out initiatives to further spread and instill the system, including holding discussions about how the system should work in the future, such as the "2016 Symposium on Safety in the Transport Business: Review of the 10 Years since the Introduction of the Transport Safety Management System and Directions for the Next 10 Years," and the "Transport Safety Management 10th Anniversary Seminar." Moreover, the system's effects and issues were reviewed and discussions were held by the Transport Council's Task Force on Ensuring Transport Safety, in order to study the future evolution of the system. Based on the report from the Council, MLIT revised the fundamental policy to implement the Transport Safety Management System in 2017. The main revisions were: prioritizing the Transport Safety Management Evaluation on chartered bus operators, promoting the development of safety management of small to medium-sized transport operators, and strengthening support for Chief Safety Management Officers of transport operators. Furthermore, it promoted support for transport operators to cope with the emerging challenges in recent transport sectors such as the shortages of drivers in transport industries, deteriorated transport infrastructures, serious damage to transport facilities from natural disasters and terrorist attacks as well as other issues and challenges. Strengthening safety measures is the top priority in all transport modes, and continuous and effective efforts by both the private and public sectors through the Transport Safety Management System are keys to establish safe and secure public transport systems. Back to All JITTI Journals May 2018 Feature Article

As the demand and usage of unmanned aircraft expand for both casual and professional usage, the FAA continues to evolve regulations to match real-world operations. Meanwhile, businesses and governments look to the future on how to further innovate this contemporary field. < Back Civil Aviation Regulation Trends for Unmanned Aircraft and a Summary Report of the 2020 FAA UAS Symposium (Part 1) By Yoshihiro Fujimaki As the demand and usage of unmanned aircraft expand for both casual and professional usage, the FAA continues to evolve regulations to match real-world operations. Meanwhile, businesses and governments look to the future on how to further innovate this contemporary field. Download the Report

JITTI Journal Cultural Article July 2021 Back to All JITTI Journals July 2021 Cultural Article Shohei Ohtani Trivia by Tetsuhiro Nakagawa If you're interested in Major League Baseball, you've undoubtedly heard of Shohei Ohtani. If you haven’t, he's the hottest player in the MLB right now. He has hit the most home runs in the league so far this season and throws a ball over 100 mph. He is the first real two-way player since Babe Ruth in the Major Leagues and Ted Radcliffe and Charles Rogan in the Negro Leagues. Here is some trivia about him. Shohei Ohtani by Erik Drost is licensed under CC BY 2.0 1. Where He is From He was born in Oshu City, Iwate Prefecture in northeastern Japan. He went to Hanamaki Higashi High School, which is a powerhouse in the Japanese high school baseball world. Incidentally, it is the same high school as Yusei Kikuchi, the Japanese left-handed pitcher of the Seattle Mariners, though they were three years apart and never played together on the same high school team. 2. Family His father worked as an employee of Mitsubishi Heavy Industries in Yokohama, Kanagawa Prefecture, and played on the company's baseball team. After moving to Iwate Prefecture, Ohtani’s father served as a coach and manager for his elementary and junior high school teams. His mother was a badminton player and went to the national tournament as a student. Shohei has a brother who is seven years older and a sister who is two years older. Shohei Ohtani and His Siblings. Image from Birth Day (TBS) 3. High School and After While competing at the Iwate Prefecture tournament in the summer of his 3rd year in high school, he became the first amateur player in Japanese baseball history to throw a 100 miles per hour pitch. After graduating from high school, he announced that he would strive to join the MLB instead of going on to Japanese professional baseball. This is a very unusual decision, as almost all Japanese baseball players have played several years in the NPB before joining the MLB. In the end, however, he was persuaded by the manager of the Hokkaido-based Nippon Ham Fighters to join the team. The number the Fighters gave him was "11," the same number that Yu Darvish of the San Diego Padres had worn. 4. “Goal-achievement Sheet” In his high school years, he created a goal-achievement sheet in which he set eight goals, including "body building," "control," and "speed of 100 MPH," in order to achieve his main aim of being selected first in the draft by eight teams. One of the eight goals also included "(gaining) luck." In order to achieve this state of "luck," goals such as "picking up trash," "offering greetings," and "having a good attitude toward umpires" were set. He says that by picking up trash, he is "picking up luck." Shohei Ohtani's high school goals for succeeding in baseball. Image from Birth Day (TBS) 5. Two-way player Playing two-way is called "Nito-ryu (Two-swords style)" in Japanese. It is derived from a school of Japanese swordsmanship founded by Miyamoto Musashi, a master swordsman in the early Edo period. It means fighting with two swords, or in baseball, playing on one hand as a batter and the other as a pitcher. You may perhaps be surprised to learn that this word is used completely naturally among the Japanese when describing Ohtani. In terms of the sound and profound meaning of the word, I think it is the perfect one to describe Ohtani, who is exploring his own unique path as an athlete. Portrait of Miyamoto Musashi 6. Pitcher or Hitter There were different opinions in the Japanese baseball world when Ohtani crossed the ocean to become a major leaguer. While some gave a shout-out for his passion to compete two-way, others contended that he should give up playing two-way and concentrate on pitching, while others argued that he should concentrate on hitting. Ichiro, who played for the Seattle Mariners and New York Yankees, said, "There are a lot of great pitchers out there. But a hitter like him doesn't come along very often.” Knowing better than anyone else the grueling MLB game schedule, Ichiro seemed to recommend that Ohtani concentrate on hitting. 7. Final Thoughts Shohei Ohtani is currently 27 years old. With the excitement we've seen from him this season, and the many more golden years that we can expect him to continue playing at this high caliber, there will surely be more impressive performances to come. I, for one, will continue enjoying watching him play baseball and cheering him on. Image Sources Cover Image- Shohei Ohtani by Dinur is licensed under CC BY-NC-ND 2.0 ) Shohei Ohtani by Erik Drost is licensed under CC BY 2.0 Birth Day (TBS)

EXPO 2025: Osaka, Kansai, Japan EXPO 2025: Osaka, Kansai, Japan by Hirokazu Nishikawa 1. Introduction In March 2019, JITTI USA introduced ( article link ) Japan's winning bid to host the 2025 Osaka-Kansai Expo. Since then, more exciting details have been finalized. The Osaka-Kansai Expo will be held in the Kansai region of Japan, on Yumeshima in Osaka Prefecture, and is scheduled to be held from April 13 to October 13, 2025, for a total of 184 days. The number of visitors is estimated to be approximately 28.2 million, and the economic ripple effect is estimated to be approximately 2 trillion yen. Japan has hosted five expositions in the past, the first of which was held in Osaka in 1970. Expos are events that bring together people and goods from all over the world, and they are places where wisdom and knowledge from across the globe gather to address various universal issues.　 The 1970 Osaka Expo (EXPO '70), the first to be held in Japan and Asia, became a major event symbolizing Japan's rapid economic growth. The 2025 Osaka-Kansai Expo will be the first international exposition to be held in Japan in 20 years, following Expo 2005. The Expo is also expected to showcase new science and technology, and Japan is currently working on a number of initiatives in preparation for the event. In this issue, we would like to outline the framework of the Expo, the necessary infrastructure development, and the status of regulations and maintenance of the "flying car," which is expected to be one of the highlights of the Expo. Yumeshima Location Map (From: Japan Association for the 2025 World Exposition2025 ) 2. Outline The official website of the Osaka-Kansai Expo states that the purpose of the Expo is to use the centripetal force and power of the Expo to attract people and goods as a catalyst for continued growth in Osaka, Kansai, and Japan after the Tokyo 2020 Olympic and Paralympic Games. The Expo will also serve as a "catalyst" for the development of new technologies and products that will make life more convenient, and the two goals of the 2025 Osaka-Kansai Expo are to "contribute to the achievement of the Sustainable Development Goals (SDGs)" and "realize Japan's national strategy Society 5.0." Specifically, with regard to the former goal, 2025 is an extremely important year for accelerating efforts to realize the Sustainable Development Goals (SDG) set by the United Nations. With 2030 established as the target to fulfill the SDGs,the Expo’s aim is to be a platform for accomplishing them by the deadline in 5 years. The latter aims to form Japan's national strategy "Society 5.0" (a human-centered society that balances economic development and solutions to social issues through a system that highly integrates cyberspace (virtual space) and physical space (real space)). This new society will follow past eras of the hunting and gathering, agricultural, industrial, and information societies. This age will be one in which various global issues are solved through technologies such as IoT (Internet of Things), AI (Artificial Intelligence), robotics, big data, and biotechnology, or in other words, a society in which the SDGs have been achieved. Through all of the above, Expo 2025 Osaka-Kansai will "bring together the world's wisdom, including cutting-edge technologies, to create and disseminate new ideas," "increase investment from Japan and abroad," "create innovation by stimulating exchange," "revitalize the local economy and small and medium-sized businesses," and "provide an opportunity to disseminate a rich Japanese culture. The project aims to realize the following goals. (From: Expo 2025 Osaka, Kansai, Japan Master Plan ) 3. Infrastructure Development for the Expo (Subway Extension and Reinforcement of Kansai International Airport) The infrastructure development that will support the Osaka-Kansai Expo, with its great ambitions, will be the first step in the preparations for the event. In response to requests from Osaka Prefecture, Osaka City, and the Union of Kansai Governments, Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has decided on a plan for infrastructure development related to the Expo. The plan includes the following five pillars. Development of infrastructure around the Expo site Improvement of access to the venue Improvement of safety Improvement of liveliness and attractiveness Improvement of wide-area transportation infrastructure Here are examples of transportation infrastructure improvements. Around the venue, plans call for extending the Osaka Metro Chuo Line, the transportation hub in the center of the prefecture, to Yumeshima Station (tentative name), as well as promoting the widening of other major bridges and the construction of multi-level intersections on trunk roads and other roads. As for infrastructure improvements to improve access to the venue, the Yodogawa River Left Bank Line, scheduled for completion by the end of 2026, is expected to be completed earlier and used as an access route for shuttle buses between Shin-Osaka Station/Osaka Station and the Expo site in the interim. In addition, Kansai International Airport will undergo a drastic renovation focusing on the expansion of international flight capacity, including the integrated operation of the north-south international flight area. Together with Terminal 2, this will create a terminal capacity of approximately 40 million passengers per year for international flights. As part of enhancements allowing venue access from a wide area, the Naniwa-suji Line will improve connections between Osaka and Kansai International Airport and the extension of the Osaka Monorail will enable travel without passing through urban areas, which will in turn strengthen the railroad infrastructure and create a ring highway network for the Osaka and the Kansai regions, including the New Meishin Expressway and the western extension of Osaka Bay Coastal Highway. 3. Flying Cars Several contents are expected to be presented at the Expo, but one of the highlights of the Expo will be the "flying car. This new technology is currently being studied around the world and is expected not only to solve various regional problems, but also to provide a new form of transportation that will enable people to lead affluent lives wherever they are. In Japan, the government and the private sector have cooperated to establish a public-private sector council to develop a regulatory system and form a market, and studies are underway nationwide to develop various services such as passenger transportation, scenic flights, and emergency transport services. This concept image of flying cars is by Ken Okuyama Design, and was created for the MLIT (From: AAMinJAPAN_211005ENG (mlit.go.jp ) The plan is to launch commercial service at the Osaka-Kansai Expo in 2025 to raise public awareness, as well as to start full-scale operations in logistics and passenger transportation. Although the "flying car" is a dream come true, it is not difficult to imagine that there have been many discussions regarding the regulatory system needed to ensure their operational safety. The following is a rough outline of the items under consideration and the progress of each. Safety standards for aircraft The short-term goal of the study on airframe safety standards between 2023 and 2025 is to organize special requirements for eVTOL (electric vertical takeoff and landing) airframes when obtaining type certification (certification that an aircraft type (excluding military aircraft) meets safety and environmental compatibility standards). The new requirements are to be organized for eVTOL (Electric Vertical Takeoff and Landing) aircraft. Progress has been made in organizing the types of aircraft to be considered, organizing the flow of studies for formulating considerations when creating safety standards, and tentatively establishing design requirements based on the types and performance of eVTOLs that are assumed. Also, The mid- and long-term goals for 2025 and beyond include the development of safety standards that take into account the use of remote control, automatic flight, and autonomous flight, which are expected to provide convenience and help solve social issues. Certification of Pilot and Maintenance Vehicle Skill Regarding the requirements for certification of pilot and maintenance vehicle skills, the regulations state that "the role required of pilots must be considered in light of the development of new technologies such as autonomous control that will contribute to future autopilot systems, and the possibility that the role required of pilots will change" and "as in the case of conventional aircraft skills certification, the flight time and maintenance experience required for each type of eVTOL must be taken into account and included in the requirements.” As for the requirements for pilots and maintainers of remotely piloted aircraft, the following points are also being considered: "A proficiency certification system for remotely piloted aircraft, which is expected to be used for cargo transport, should be developed, taking into account trends in Europe and other countries. The requirements for remote piloted aircraft maintenance personnel include to: "Clarify what knowledge and experience is required for systems that are not available for other aircraft, especially in remote piloted aircraft. Operational Safety Standards The issues to be addressed in the operational safety standards can be divided into three categories: (1) those related to requirements and processes for setting flight areas, flight paths, and altitudes; (2) those related to the maintenance of takeoff and landing sites; and (3) those related to equipment requirements and processes. Regarding (1), the requirements include the establishment of limited routes and areas that take into consideration congestion with existing manned aircraft as a guarantee of air safety, and assumptions regarding the introduction of advanced traffic management systems that will become necessary as the number of routes and frequency of flying vehicles increase in the future. Regarding point (2), under the current legal system, in principle, takeoffs and landings are prohibited at locations other than airports, etc., and this includes the need to review operational methods as necessary. As for (3), it includes the clarification of equipment requirements to ensure that devices for measuring the airborne posture, altitude, position, or course of the eVTOL, and first-aid equipment for emergency landing when flying over water, etc. are clarified. 4. Conclusion The above is a brief overview of the Osaka-Kansai Expo, and some of the issues that have been discussed. The Osaka-Kansai Expo states, as part of its philosophy, "We will live together in this world by recognizing the similarities and differences among the various forms of life that exist in the natural world, by developing empathy for others, and by respecting diverse cultures and ideas. By doing so, we humans will be able to create new values to address various global issues and build a sustainable future." Although there is still a long way to go in the discussions and deliberations leading up to the Expo, which will no doubt require a higher level of expertise than that discussed in this article, we hope that the Expo will be a good opportunity for many people of all races and nationalities to visit, share knowledge, and promote international exchange and understanding, just as the aforementioned philosophy suggests. References: Overview | Japan Association for the 2025 World Exposition (expo2025.or.jp) 報道発表資料：大阪・関西万博に向け、インフラ整備を推進～「２０２５年に開催される日本国際博覧会（大阪・関西万博）に関連するインフラ整備計画」の決定～ - 国土交通省 (mlit.go.jp) AAMinJAPAN_211005ENG (mlit.go.jp) 2025年大阪・関西万博に向けたインフラ整備計画決定。大阪メトロ延伸や淀川左岸線完成前倒し、関空国際線機能強化など 会場周辺やアクセス機能強化、にぎわい創出図る - トラベル Watch (impress.co.jp) Back to All JITTI Journals September 2022 Feature Article

JITTI USA activities include areas in all tourism, transportation areas (maritime, aviation, surface), emerging technologies, and more. Overview of JITTI USA Activities JITTI USA is an independent research organization which studies various US-Japan and international transport and tourism issues, and disseminates the latest knowledge to the public. Our scope covers all modes of transport, tourism, and common topics of interests to both the U.S. and Japan. Recent Topics Include: Civil Aviation: The trans-pacific aviation market between the U.S. and Asia is rapidly evolving. As the economies of these regions grow, greater numbers of aircraft become capable of flying more passengers and/or longer distances. International aviation policy and airport developments in Japan and other Asian countries have a great impact on both U.S. and Japanese aviation industries. We will be hosting the International Civil Aviation Seminar in October 2019 to discuss the future vision and strategies of international civil aviation in the Asia Pacific region. In addition to holding events such as these, we also study trends on the aviation industry in the US, international civil aviation policies of the US government, and airport congestion and slot control. Tourism: Tourism has experienced continued growth to become one of the fastest growing economic sectors in the world. In order to expand tourism and international exchanges, various policies are being implemented in both the U.S. and Japan, such as the creation of competitive and attractive tourism destinations, the promotion of destination marketing, and the advancement of the tourism industry. We co-hosted the “International Exchange and Tourism Seminar: The Future of the US-Japan Friendship” with JNTO (Japan National Tourism Organization) in March 2019, and where we invited a team of tourism experts to discuss the current situation, issues in their field, and the measures which need to be taken to deepen international exchange and tourism between the US and Japan. Our studies of the subject include the recent development of tourism such as DMO (Destination Marketing / Management Organization) and IR(Integrated Resort) in the US. High Speed Rail: Japan has a long record of operating safe and reliable high-speed rails (known as “Shinkansen”) and has started the construction of super-conductive magnetic levitation trains (MAGLEV). In the U.S., high speed rail project plans are in place and are getting more attention. We hosted our High Speed Rail Seminar “The Future of High Speed Rail ~ U.S. and Japan~” in October 2018, and invited high speed rail experts to discuss the challenges of deploying high speed rail in the US and Japan, railway countermeasures against natural disasters, and connections between high speed rail and existing rail networks. As for our studies on this topic, we’ve also recently researched the recent development of high speed rail plans, trends on Intercity passenger rail in the US. Transit-Oriented Development (TOD): As private development continues to sprout near transit and passenger rail facilities in both Japan and North America, transport and transit agencies and companies continue to seek ways to create value capture through transport and transit investments. We co-hosted the joint session “Revenue Opportunities from Value Capture” with APTA (American Public Transportation Association) in June 2019, and facilitated discussion from successful applicators of TOD on their experiences of transit-oriented development in Japan and North America, the methods to mitigate the risk of estate market volatility and how they offer affordable housing. Our studies also include the examples and experiences of railway construction and transit-oriented development in North America. Transport Infrastructure and Public Private Partnerships(PPP): Both the U.S. and Japan have been facing issues with aging transport infrastructure. Utilization of private funding to revitalize the infrastructure has been considered as one of the solutions to this important issue. We study trends on airport development using PPP in the US. Advanced New Technology and New Business Potentials: Transport is entering its new paradigm as modern advanced technologies, such as the deployment of automated vehicles, development of artificial intelligence, and utilization of drones, are changing the norms of traditional transport. We study trends on MOD (Mobility on Demand), the recent development and policies of drones in the US.

2019 International Civil Aviation Symposium in Tokyo “The Future of Civil Aviation in the Asia Pacific Region” Jointly Hosted by JTTRI and the Aviation Policy Research Association O rganized with JITTI USA Monday, November 18th, 2019 3:00 PM- 6:00 PM The University of Tokyo Ito International Research Center, Ito Hall 7-3-1, Hongo, Bunkyou-ku, Tokyo 113-0033 Cooperation： Graduate School of Public Policy Sponsorship: Ministry of Land, Infrastructure,Transport and Tourism (MLIT-Japan) Opening Remarks: 　Masafumi Shukuri　/　Chairman, Japan Transport and Tourism Research Institute (JTTRI) Honorable Guest Remarks： 　Kozo Fujita　/　Vice-Minister, Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan 　Hugo Yon　/　Deputy Assistant Secretary, Transportation Affairs, U.S. Department of State Keynote Speeches： 　Jotaro Horiuchi　/　Assistant Vice-Minister for Int’l Aviation, Minister’s Secretariat, MLIT, Japan 　David Short　/　 Deputy Assistant Secretary for Aviation & Int’l Affairs, U. S. Department of Transportation 　Akihiko Tamura　/　President & CEO, Narita Int’l Airport Corp. Panel Discussion and Q&A Session Moderator： 　Hirotaka Yamauchi　/　President for Research, Japan Transport and Tourism Research Institute (JTTRI) Panelists： 　Shuichi Fujimura　/　Exe. VP, Int’l Affairs & Alliances, All Nippon Airways 　Tadao Nishio　/　Managing Exe. Officer, Corp. Strategy & Planning, Japan Airlines 　Robert Wirick　/　Managing Director,　Regulatory & Int’l Affiars,　American Airlines 　Heather Wingate　/　Senior VP for Gov’t Affiars, Delta Air Lines 　Stephen Morrissey　/　VP, Regulatory & Policy United Airlines 　Akihiko Tamura　/　President & CEO, Narita Int’l Airport Corp. Event Summary: Air passenger transport in the Asia Pacific region has been steadily growing and reached 1.6 billion passengers in 2018.　 Japan hopes to achieve even greater targets of 40 million foreign visitors in 2020 and 60 million in 2030, and is implementing policies such as reviewing the flight paths of Haneda Airport,developing a third runway in Narita Airport and promoting airport management privatization utilizing the Concessions Method. In addition, the Asia Pacific region has drastically changed owing to the enhancement of long-haul direct flights from the U.S. to Asian destinations, the construction of mega airports in Asian countries, and the rise of Low Cost Carriers. JTTRI is pleased to invite experts in international civil aviation to discuss the future vision and strategies of international civil aviation in the Asia Pacific region. Link to Event Page on JTTRI Website

JITI 2018 Airport Workshop Airport Redevelopment Using Public Private Partnerships February 1st, 2018 The Ritz-Carlton, Washington D.C. 1150 22nd St NW, Washington, DC The Trump administration’s 1 trillion-dollar infrastructure plan has brought much attention to how infrastructure projects will be carried out in the coming years. As anticipation for updating and fixing the outdated transportation infrastructure - including the nation’s airports - grows, many think that Public Private Partnerships (P3) could be the solution. Often capital improvement projects are challenging, given that most projects are costly, and the financial situation of the public sector tends to be constrained in capital to use in these projects. There have been cases of airport redevelopment using P3 in the U.S., in which the private sector plays a role in managing, operating and financing airport facilities. For example, the LaGuardia Airport Terminal B project in New York is a major private investment in America’s infrastructure. In Japan, airport governance reforms using P3 are being used to maximize operational efficiency under a unified strategy of airport management by introducing long term concession agreements. For example, Sendai Airport started private operation in 2016, and various airports are expected to have operations by their selected concessionaire, such as Fukuoka Airport, as well as 7 major airports in Hokkaido. For this workshop, JITI has invited experts of airport management from Japan and the U.S. to discuss the challenges and benefits of P3 in airport redevelopment, lessons learned, and important takeaways for applications on future airport infrastructure projects. Opening Remarks Makoto Washizu President JITI USA Bio Keynote Speeches Azuma Kato Senior Deputy Director, Airport Governance Reform Unit, Civil Aviation Bureau, Ministry of Land, Infrastructure, Transport, and Tourism (MLIT), Japan Bio Presentation Robert Puentes President and CEO, Eno Center for Transportation Bio Presentation Lysa Scully Airport General Manager, LaGuardia Airport, The Port Authority of New York and New Jersey Bio Panel Discussion and Q&A

JITI 2014 Intersections Series Mobility Innovation in the Sharing Economy February 5, 2014 The Brookings Institution, Saul/Zilkha room 1775 Massachusetts Avenue N.W., Washington, D.C. The potential changes from increased use of transportation services in the sharing economy include greater mobility for all, potential for change in urban lifestyles, and more efficient use of infrastructure. The development of mobile apps for ridesharing and carsharing has have led to a number of innovations in the availability of real-time transit and driving data, elevating awareness of mobility options, and the provision of transportation choices for individuals with access to fairly ubiquitous smartphone technology. These technologies enable those with such means to hail taxis, borrow cars, and better plan for transit or travel. A common undercurrent in the rise of these firms is a shift toward the needs of those who have demonstrated preferences toward urban lifestyles that are less dependent on cars, especially Millennials and Baby Boomers. Meeting this demand are firms that make it easier to navigate their communities and to avoid the capital-intensive costs of personal vehicle ownership. This change in ownership and reliance on vehicle-sharing or services approximating traditional taxi service could open up opportunities for more efficient use of current infrastructure, congestion mitigation, and air quality benefits. Although innovations in mobility could increase efficiency and convenience in the transportation sector, universal access and equity remain critical. Likewise, the safety of drivers, passengers, and the public at large will continue to figure prominently. This event will provide an opportunity to examine the strengths, weaknesses, and opportunities presented by recent innovations in mobility. The JITI Intersections Series provides a platform for transportation experts across modes and industries to interact with fellow practitioners and policymakers. As a supplement to JITI’s signature seminars, this series will facilitate further opportunities for open dialogue and exchange of ideas to improve transportation outcomes. Keynote Speeches Joseph Kopser CEO, RideScout Adie Tomer Senior Research Associate and Associate Fellow, Brookings Metropolitan Policy Program Tom Fairchild Director, Mobility Lab

Legislation Amending the Japanese Civil Aeronautics Act to Implement Small UAS’s BVLOS Operations Over People Legislation Amending the Japanese Civil Aeronautics Act to Implement Small UAS’s BVLOS Operations Over People by Yoshihiro Fujimaki 1. Background and Overview The bill to amend the Japanese Civil Aeronautics Act, which will allow for a small Unmanned Aircraft System (sUAS) to operate beyond visual line of sight (BVLOS) over people, was submitted to the National Diet of Japan on March 9th, 2021. At present, in cases when someone in Japan would like to operate sUAS beyond visual line of sight, he/she must get individual approval for that operation. In addition, operations flown over people (third parties) are prohibited. On the other hand, in 2017, Japanese industries and the government collaboratively developed the “Roadmap for the Aerial Industrial Revolution,” which was intended to develop technology and improve the overall environment for safe utilization of sUAS. This roadmap has been revised each year, and in the latest version, the target date of implementing BVLOS operations over people was set for FY 2022 (by March 2023). Based on this roadmap, the Japan Civil Aviation Bureau (JCAB) of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has been studying necessary regulatory changes for implementing such operations, and submitted the bill to amend the Japanese Civil Aeronautics Act to the Diet. This bill also aims to make the current regulatory framework more efficient. For these purposes, the bill includes two new regulatory content, a sUAS type certification / airworthiness certification and a sUAS pilot license. 2. sUAS Type Certification / Airworthiness Certification In the Japanese Aeronautics Act, manned aircraft and sUAS are clearly distinguished, and currently there is no regulation regarding type certification / airworthiness certification for sUAS. The bill will establish such certification. There will be two classes of the sUAS type certificate / airworthiness certificate: 1st class and 2nd class. For operations which will be flown over people (third parties), which are currently prohibited by the law, sUAS will be required to have a 1st class sUAS airworthiness certificate (and a 1st class sUAS pilot license). For operations which will not be flown over people, sUAS will still be able to be flown based on individual approval for each flight, and will not be required to have any class of airworthiness certificate. However, in the case that someone would like to perform a BVLOS operation that does not fly over people, he/she will not need to get individual approval IF the sUAS has either class of the sUAS airworthiness certificate AND the pilot has either class of the sUAS pilot license, which is described in next section. The relationship between sUAS type certification and sUAS airworthiness certification is the same as that for manned aircraft; a sUAS manufacturer will apply for a sUAS type certification for a type of sUAS, and once it is certified, sUAS airworthiness certification inspections that are typically needed for every sUAS will be partially or totally omitted for that type. The above figure is reprinted and translated from the interim report published by JCAB on March 8th, 2021 ( https://www.mlit.go.jp/policy/shingikai/kouku01_sg_000288.html ) 3. sUAS Pilot License In addition to sUAS type certification / airworthiness certification, currently there is no regulation regarding sUAS pilot licenses, and so the bill will establish two classes: 1st class and 2nd class. If a pilot plans to operate sUAS over people (third parties), a 1st class sUAS pilot license will be required. If he/she does not plan to operate sUAS over people, the sUAS pilot license will not be mandatory. However, as described in the previous section, in the case that someone would like to perform a BVLOS operation, but not over people, he/she will not need to get individual approval IF the sUAS has either class of the sUAS airworthiness certificate AND the pilot has either class of the sUAS pilot license. Also, the bill will approve private training organizations for sUAS pilots. Once a pilot has completed a course at an approved training organization, the test for the sUAS pilot license will be partially or totally omitted. In addition, he/she must take a course at an approved training organization every three years for license renewal. The above figure is reprinted and translated from the interim report published by JCAB on March 8th, 2021 ( https://www.mlit.go.jp/policy/shingikai/kouku01_sg_000288).html ) 4. Effects From Its Implementation In FY 2019 (from April 2019 to March 2020), the number of sUAS operation approval applications submitted was 48,364, and the breakdown of approvals is shown in the next figure. (Please note that one application may include several approval items.) Most approvals are related to night operations, BVLOS operations, operations near people or buildings, and operations in densely populated areas. For these operations, individual approval will not be necessary IF the sUAS has a sUAS airworthiness certificate AND the pilot has a sUAS pilot license. The above table details information from material that JCAB submitted to the council on Nov. 19, 2020 ( https://www.mlit.go.jp/policy/shingikai/kouku01_sg_000281.html ) On the other hand, some sUAS operations, such as those conducting around airports, flying above 150m altitude, transporting hazardous material, etc., will remain subject to individual approval. Operations by the sUAS which weigh over 25kg will also remain subject to individual approval. Back to All JITTI Journals March 2021 Feature Article

The first part of this report outlines the status of operating Unmanned Aircraft Systems Beyond Visual Line Of Sight in the United States and considerations for expanding such operations in the future. The second part of the report provides a summary of the 2022 FAA Drone Symposium, with speaker highlights that pertain to the aforementioned topic. < Back Civil Aviation Consideration Status for the Expansion of Unmanned Aircraft Systems BVLOS Operations and Participation Report from the 2022 FAA Drone Symposium By Yoshihiro Fujimaki The first part of this report outlines the status of operating Unmanned Aircraft Systems Beyond Visual Line Of Sight in the United States and considerations for expanding such operations in the future. The second part of the report provides a summary of the 2022 FAA Drone Symposium, with speaker highlights that pertain to the aforementioned topic. Download the Report