JITTI Journal March 2023 Back to All JITTI Journals March 2023 Feature Article The Latest Trends in Japan's Railroad Business: Management Strategies to Strengthen the "De-rail" Business By Akito Okabe Introduction Japan's railroad business is currently undergoing a major transition. Although the COVID-19 pandemic has calmed down and railroad operators are making steady progress in recovering their business performance, the trend of teleworking remains unchanged and ridership has not returned to pre-pandemic levels. The rail ridership in Japan is generally at 70-80% of its pre-pandemic level, with a particularly sharp decline in commuter pass users. In addition, the future outlook is that ridership is not expected to return to its pre-pandemic level, and an aging and declining population is also expected. Under these circumstances, many railroad companies are struggling to establish a new revenue base by strengthening their non-railway businesses, and this article will introduce some initiatives thatJapanese railroad companies are currently doing. Real Estate Business Japanese railroad companies and the real estate business have had a close relationship since before the pandemic. Many railroad companies have built hotels, apartments, office buildings, and shopping centers near their lines to generate revenue. By increasing the attractiveness of towns through development along their lines, they also aim to increase the population along their lines and increase their rail ridership in the future. Tokyu, a leading company in the real estate business, is further accelerating its efforts after the pandemic. It has identified "Shibuya," its development hub, as its biggest growth strategy, and plans to invest a cumulative 450 billion yen (about $3.2 billion USD) in real estate-related activities by 2030. (This amount is approximately three times this year's EBITDA.) JR East, Japan's largest railroad company, also plans to focus on redeveloping the area around Takanawa Gateway Station, which opened in 2020. It plans to build a luxury hotel, offices, and one of the largest halls in Tokyo on the former railcar depot site, and expects the total project cost to be approximately 58 billion yen (about $4.2 billion USD). Image of the station area after redevelopment (Image Source: https://tokyoyard.com/ ) New Business In addition to the real estate business, a number of unique new businesses are being considered, which we would like to introduce below. Tokyo Metro Tokyo Metro, which operates subways in the Tokyo area, has opened a training gym for "e-sports" video game competitions in 2021, utilizing vacant buildings near its lines. (Co-operated with startup Gecipe ※1 ). In addition to monthly memberships to use the gym store, the company offers an optional service that allows users to take lessons from professional e-sports players in the store or online. The concept of the gym is "a bright and healthy e-sports facility that is easy for anyone to enter," and the company aims to "create a world where anyone can seriously enjoy e-sports at any time.” Image of Interior view of training gym (Image Source: https://esportsgym.tokyo/register-lp ) Tokyo Metro is also developing other new businesses, such as yoga classes with bouldering and robot programming classes. Osaka Metro Osaka Metro, which operates subways mainly in Osaka Prefecture, plans to launch a matching service in the spring of 2023 to connect land owners with businesses that wish to open food trucks (mobile vending vehicles for food and beverages). Under this service, Osaka Metro will act as an intermediary, receiving a fee from food and beverage operators for opening stalls and paying rent to landowners. In addition to the brokerage service, Osaka Metro plans to open food trucks under its direct management. Food trucks (Image Source: https://subway.osakametro.co.jp/news/news_release/20210930_foodtruck_kakudai.php ) 　By the end of FY2023, the company aims to enter the healthcare service business, which supports the health improvement of railroad users through a proprietary app. Conclusion As JR East President Fukasawa stated, "We need to stand on the premise that the number of rail ridership will not return to pre-pandemic levels.", and the business environment is expected to remain severe for railway companies. Given this situation, Japanese railroad operators are aiming to diversify their revenue sources through real estate and unique new businesses, and this trend is expected to continue. We will monitor this trend closely, as the initiatives of railroad companies focusing on businesses other than the railroad itself are unique to Japan and could serve as a useful reference for other countries. References ※1 https://gecipe.co.jp/

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

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

With the coronavirus greatly impacting the state of air travel, airlines have had to rapidly respond to the crisis by dually keeping in mind the safety and convenience of customers while also trying to preserve company profits. In this report, read about the reactions of the U.S.'s three largest airlines during the 2020 second quarter, when the effects of the pandemic first became fully apparent. < Back Civil Aviation Financial Results of U.S. Major Airlines from April to June 2020 By Daisuke Takagi With the coronavirus greatly impacting the state of air travel, airlines have had to rapidly respond to the crisis by dually keeping in mind the safety and convenience of customers while also trying to preserve company profits. In this report, read about the reactions of the U.S.'s three largest airlines during the 2020 second quarter, when the effects of the pandemic first became fully apparent. Download the Report

Paris, France is well-known as a public transit-oriented city, with a large portion of public transportation including the subway.* Regarding urban redevelopment, although there are few cases where it is explicitly mentioned in terms such as TOD, (a concept that originated in the United States), there are many compact development areas centered around subway stations, and it is becoming highly rated as a sustainable city in many surveys. < Back Surface Transportation January 2024 Survey of Smart City Trends in the West: Transit-oriented Development and Mobility-as-a-Service Part 6: Case Study – Paris, France (1) By Akito Okabe Paris, France is well-known as a public transit-oriented city, with a large portion of public transportation including the subway.* Regarding urban redevelopment, although there are few cases where it is explicitly mentioned in terms such as TOD, (a concept that originated in the United States), there are many compact development areas centered around subway stations, and it is becoming highly rated as a sustainable city in many surveys. Download the Report

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

Deputy and JCAB Representative, Shinichi Yamada, reviews the mission of and findings from the 2019 EASA-FAA International Safety Conference. < Back Civil Aviation 2019 EASA-FAA International Safety Conference By Shinichi Yamada Deputy and JCAB Representative, Shinichi Yamada, reviews the mission of and findings from the 2019 EASA-FAA International Safety Conference. Download the Report

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

Japan’s Initiatives on Revitalizing the Shipbuilding Industry < Back

Tokyo Metro's Stock Listing and the History of Tokyo's Subway < Back

JITTI Journal January 2026 Back to All JITTI Journals January 2026 Feature Article Japan’s Initiatives on Revitalizing the Shipbuilding Industry By Yosuke Yamashita 1. Introduction Shipbuilding has been positioned as one of the key policy priorities in both Japan and the United States. In the United States, President Trump announced in his State of the Union address the establishment of a shipbuilding office within the White House and, in April 2025, signed an executive order entitled “Restoring America’s Maritime Dominance,” directing administrative agencies to formulate a Maritime Action Plan and setting forth a policy direction aimed at revitalizing the maritime industry. In addition, as a measure under Section 301 of the Trade Act, the United States began imposing port entry fees on Chinese-built vessels in order to mitigate China’s dominance in the maritime industry, later announcing a one-year extension of the measure. Furthermore, the United States has promoted foreign investment in domestic shipyards, and in tariff negotiations with Japan and South Korea, shipbuilding has been positioned as one of the priority sectors for investment into the United States by both countries. Japan has long pursued policies to strengthen the competitiveness of its shipbuilding industry. However, in light of these recent U.S. initiatives, Japan is now seeking to fundamentally reinforce its domestic production base. This article outlines the current state of Japan’s shipbuilding industry and examines recent developments in Japan’s shipbuilding policies. 2. Current State of Japan’s Shipbuilding Industry As a maritime nation surrounded by the sea, Japan relies on maritime transport for nearly all of its trade. Consequently, the maritime industry—including shipping and shipbuilding—is of critical importance to Japan’s economic security. From the 1970s through the 1990s, Japan was the world’s leading shipbuilding nation in terms of vessel construction volume. However, amid intense competition with China and South Korea in a single global market, several Japanese shipbuilders have downsized or withdrawn from commercial shipbuilding since the 2010s. As a result, both Japan’s construction volume and global market share have gradually declined. At present, Japan’s share of annual shipbuilding orders stands at around 8 percent, significantly trailing China. Moreover, the Japanese shipbuilding industry does not have sufficient capacity to meet domestic shipowners’ demand, creating the risk that Japan may be compelled to depend on other countries for vessel construction. （Source：MLIT） （Source：MLIT） The Japanese government has supported efforts to strengthen the business foundations of shipbuilding companies and, based on the Economic Security Promotion Act enacted in 2022, has worked to reinforce supply chains for ship components. Nevertheless, compared with other strategically important goods such as semiconductors and critical minerals, the importance of domestic shipbuilding capacity itself has not been widely recognized, even within Japan. Against this backdrop, and in light of efforts to revitalize the maritime industry in the United States and their underlying drivers, the continued decline in Japan’s shipbuilding capacity has come to be viewed as a threat to Japan’s economic security. 3. Japan’s Initiatives Toward Revitalizing the Shipbuilding Industry In response to the issues outlined above, in June 2025 members of the Liberal Democratic Party submitted a policy proposal to Prime Minister Ishiba calling for the establishment of a fund on the scale of ¥1 trillion to strengthen the shipbuilding industry. Subsequently, in October 2025, Yukito Higaki, President of the Japan Shipbuilding Industry Association, stated at an LDP meeting that the industry was prepared to invest approximately ¥350 billion to double current construction volumes. In light of these developments, the Japanese government decided to establish a fund to strengthen the shipbuilding industry, allocating ¥120 billion in the FY2025 supplementary budget enacted in December 2025 as funding for three years of support from 2026 to 2028. This represents an unprecedented scale of government support, considering that the total budget allocated for strengthening ship component supply chains under the Economic Security Promotion Act amounts to ¥9 billion. Furthermore, the government released the Shipbuilding Industry Revitalization Roadmap at the end of 2025, setting a target of doubling domestic shipbuilding volume to 18 million gross tons by 2035 compared with 2024 levels, thereby establishing domestic capacity sufficient to meet Japanese shipowners’ demand. To achieve this goal, the government announced a policy to support capital investment by the domestic shipbuilding industry through a ¥350 billion fund implemented in three stages. (Source: Author based on MLIT) Specifically, the initial ¥120 billion allocated in the FY2025 supplementary budget will support automation and labor-saving measures—such as the introduction of welding robots—between 2026 and 2028. From 2029 to 2031, the plan calls for the construction and expansion of facilities such as docks, followed by support around 2032–2034 for the operation of expanded docks and long-lead-time equipment, including large-scale cranes. Including support for advanced technology development, the government has outlined a plan for combined public and private investment totaling approximately ¥720 billion. In addition, the roadmap positions decarbonization in the maritime sector as a game-changing opportunity in the shipbuilding market. Japan aims to lead discussions at the International Maritime Organization (IMO) on the formulation of international rules, while advancing the development, demonstration, and construction frameworks for zero-emission vessels. Public and private investment of approximately ¥280 billion is expected for decarbonization-related initiatives. (Source: Author based on MLIT) Taken together, Japan aims to realize investment on the scale of ¥1 trillion by 2035, combining approximately ¥730 billion for strengthening shipbuilding capacity and ¥280 billion for decarbonization-related investments. 4. International Cooperation in the Shipbuilding Sector Shipbuilding has been positioned as one of the investment areas within the $550 billion in investments from Japan agreed upon in the U.S.–Japan tariff negotiations. In October 2025, Japan and the United States signed a Memorandum of Understanding on shipbuilding cooperation, establishing a working group and identifying areas of cooperation, including the expansion of shipbuilding capacity in both countries and the promotion of investment in the U.S. maritime industrial base. Notably, the memorandum refers not only to the expansion of shipbuilding capacity within the United States and investment in the U.S. maritime industry, but also to the expansion of shipbuilding capacity within Japan. This can be understood as reflecting the current state of Japan’s shipbuilding industry described above, and the initiatives toward revitalizing Japan’s shipbuilding industry discussed in Section 3 are consistent with this memorandum. In addition, the roadmap calls for advancing cooperation not only under the U.S.–Japan memorandum but also with allied countries and nations in the Global South. This includes securing and developing overseas repair bases and promoting the circulation of foreign human resources—including highly skilled engineers—both within and outside Japan. 5. Conclusion Japan remains the world’s third-largest shipbuilding nation, following China and South Korea. However, as discussed in this article, unlike China and South Korea, Japan’s shipbuilding capacity has been declining, creating the risk that Japan may be compelled to rely on other countries for vessel construction—a challenge that Japan shares in common with the United States. Even in an increasingly digitalized world, essential goods such as food and energy cannot reach consumers without physical means of transportation. As the international environment grows more complex, the importance of autonomously securing such transportation capabilities continues to increase. Going forward, close attention should be paid to Japan’s domestic initiatives to strengthen its maritime industrial base, as well as to ongoing U.S.–Japan cooperation in this field. References Policy Proposal to Revitalize Japanese Shipbuilding from the Liberal Democratic Party https://storage2.jimin.jp/pdf/news/policy/210931_2.pdf The Shipbuilding Industry Revitalization Roadmap https://www.mlit.go.jp/maritime/content/001975739.pdf Basic Information and Relevant Policies on Shipbuilding https://www.mlit.go.jp/maritime/content/001975729.pdf MEMORANDUM OF COOPERATION Regarding Shipbuilding Between the Government of Japan and the Government of the United States of America https://www.mlit.go.jp/report/press/content/001966582.pdf

JITTI USA Civil Aviation Symposium 2025 Civil Aviation Symposium 2025 The Future of Aviation Connectivity Powered by Japan-US-ASEAN Collaboration Wednesday, March 26th 3:00- 6:00 PM (Followed by a Reception) A Free Hybrid Event: Ronald Reagan Building and International Trade Center 1300 Pennsylvania Avenue NW, Washington, DC 20004 / Virtually hosted in English and Japanese An Official Participating Event of the 2025 National Cherry Blossom Festival Timetable Directions to Venue Survey Overview The 2019 Civil Aviation Symposium (held in Washington, DC, and Tokyo) discussed the future outlook of international aviation in the Asia-Pacific region against the backdrop of an expanding aviation market supporting economic growth, including enhancements to airport functions in the Tokyo metropolitan area, the expansion of long-haul direct flights from the United States to Asia, and the rise of low-cost carriers (LCCs) in Southeast Asia. However, the COVID-19 pandemic subsequently brought severe restrictions globally on people-to-people exchanges. Additionally, international dynamics have shifted with events such as Russia's invasion of Ukraine and the expanding military and economic influence of China. These developments have further increased the uncertainty surrounding the aviation industry. Against this backdrop, the 2023 Civil Aviation Symposium (held in Washington, DC) focused on addressing the urgent and critical issue of climate change, with discussions centered on achieving aviation sustainability. The current situation is as follows: Aviation demand is not only recovering but has already surpassed pre-pandemic levels in many regions, with the Asia-Pacific expected to fully return to pre-pandemic levels soon. Amid heightened geopolitical tensions, strengthening aviation connectivity in the Asia-Pacific region is not only essential for supporting regional stability and economic prosperity but is also a critically important issue for economic security, ensuring sustainable growth and stability in the international community. Following the pandemic, with ongoing constraints on flights between the two biggest nations across the Pacific, Japan has reinforced its role as a key hub connecting ASEAN and the U.S. In the Asia-Pacific region, addressing the growing aviation demand necessitates urgent improvements to airport infrastructure and enhancements in air traffic control capacity. Additionally, both Japan and the United States face challenges in avoiding constraints on air traffic control capacity caused by increasing air traffic volume and addressing aviation-related human resource shortages. Furthermore, efforts to ensure sustainability, such as reducing environmental impact, have become crucial. In light of these considerations, the upcoming 2025 Civil Aviation Symposium will focus on strengthening aviation networks in the Asia-Pacific region as its central theme. The event will bring together government officials from Japan and the United States, representatives from airlines and airport operators, as well as a representative from an ASEAN country to discuss specific measures for cooperative efforts between Japan, the United States, and ASEAN nations to address these critical challenges. UN Sustainable Development Goals (SDG) that this symposium covers: Opening Remarks Masafumi Shukuri Chairman, Japan International Transport and Tourism Institute, USA (JITTI) Chairman, Japan Transport and Tourism Research Institute (JTTRI) Bio Greetings by Guest of Honor Shigeo Yamada Ambassador Extraordinary and Plenipotentiary of Japan to the United States of America Bio Keynote Speeches Heidi Gómez Deputy Assistant Secretary for Transportation Affairs, U.S. Department of State Bio Rieko Nakayama Assistant Vice-Minister for International Aviation, Minister’s Secretariat, Ministry of Land, Infrastructure, Transport and Tourism of Japan (MLIT) Bio Presentation Cindy Baraban Deputy Assistant Secretary for Aviation and International Affairs, U.S. Department of Transportation Bio Panel Discussion # 1 Enhancing Aviation Networks in the Asia-Pacific Region Panelists Cindy Baraban Deputy Assistant Secretary for Aviation and International Affairs, U.S. Department of Transportation Bio Akihiko Tamura President & CEO, Narita International Airport Corporation Bio Presentation Stephen Morrissey Vice President of International Regulatory Affairs and Policy, United Airlines Bio Yuji Koyama Executive Officer & Senior Vice President of Corporate Strategy & Planning, Japan Airlines Bio Presentation Moderator Naveen C. Rao Principal, H4 Advisors LLC Bio Panel Discussion #2 Addressing the Challenges of Aviation Network Expansion in the Asia-Pacific Region Panelists Yap Ong Heng Senior Advisor, Republic of Singapore's Ministry of Transport (MOT) Bio Rieko Nakayama Assistant Vice-Minister for International Aviation, Minister’s Secretariat, Ministry of Land, Infrastructure, Transport and Tourism of Japan (MLIT) Bio Ronce Almond Managing Director of International Government Affairs, American Airlines Bio Presentation Tadashi Matsushita Executive Vice President, Industrial & Governmental Relations, GX, All Nippon Airways Bio Presentation Bob Letteney Vice President of International Government Affairs & Policy, Delta Air Lines Bio Moderator Naveen C. Rao Principal, H4 Advisors LLC Bio