JITTI Journal November 2018 Back to All JITTI Journals November 2018 Feature Article Measures Against Objects Falling Off Airplanes by Shinichi Yamada 1. INTRODUCTION As Japan is an island country, airports and ports are considered to be the key for sustained growth. In particular, Haneda Airport and Narita Airport in the metropolitan area are very important because they are the entrance points for many foreigners. Currently, Japan plans to increase the number of flight slots through a re-examination of runway capacity, revision of runway operations and flight routes at Haneda Airport, and construction of high-speed taxiways at Narita Airport. These measures will be implemented by the year 2020. In the new runway operations and flight paths at Haneda Airport, airplanes will be able to fly over the city center of Tokyo. Because it is very important for local municipalities and residents to gain an understanding of these changes, the Government of Japan has been offering careful explanations to them. During such explanatory meetings, many residents made various requests of thorough noise prevention measures and particularly thorough safety measures; one of the major concerns for them is the risk of the objects falling off airplanes. If objects fell off airplanes, damages of third parties may occur which may significantly impact safe operations. There are concerns by some Tokyo residents of airplanes flying directly over the city. ( 羽田空港Ｄ滑走路 Han eda Airport by nekotank is licensed under CC BY-ND 2.0 ) 2. BACKGROUND  The Government of Japan has been requiring Japanese air carriers to report PDAs (Parts Departing Aircraft) since 2009. Although the number of reported PDAs decreased slightly after that, it increased in 2017. Japan has already implemented various measures against objects falling off airplanes. For example, completing drainage of water in the water supply pipes before take-off to prevent ice blocks from falling off, requesting air carriers to complete maintenance and safety inspections, and requesting aircraft manufacturers to improve designs and prevent incidences of falling parts. However, recent serious occurrences of objects falling off airplanes has raised huge public attention. In September 2017, a large panel fell from an airplane onto a car driving on a busy street in Osaka. In May 2018, an airplane that had just taken off at Kumamoto Airport experienced engine failure, and more than 100 metallic fragments, which are suspected to have been part of the engine, fell onto the ground, houses, and cars below. Fortunately, no one was injured, but the incident caused the damage of a window in a hospital, windows of cars, etc. These events were broadly reported to the public by the mass media. There have been other recent cases of damage caused by objects falling off airplanes in addition to those mentioned above. Moreover, not only airplane parts, but also ice blocks sometimes have fallen onto the ground. Therefore, anxiety and concern of residents toward objects falling off airplanes has been augmented. A view after take off from Haneda Airport ( 20150125_Haneda-TSA_3052 by Ray Swi-hymn is licensed under CC BY-SA 2.0 Enhanced for better picture quality ) 3. NEW MEASURES AGAINST OBJECTS FALLING OFF AIRPLANES  In March 2018, a council of various stakeholders including air carriers, maintenance organizations, aircraft manufacturers, etc. in Japan penned “Enhanced Measures to Prevent Objects Falling off Airplanes”, and have decided to take action as follows: Utilize the newly created booklet “Implementation of Measures to Prevent Objects Falling off Airplanes,” which introduces actual examples of preventive measures. Hardware side: Aircraft modification, etc. Software side: Inspection/maintenance, education and training, systems to conduct root cause analysis, preventive measures of recurrence when parts departing from airplanes and falling ice blocks occur, etc. Utilize the newly created booklet “Implementation of Measures to Prevent Objects Falling off Airplanes,” which introduces actual examples of preventive measures. Strengthen the aircraft inspection. The number of ramp inspections is to increase and airport administrators are to introduce new inspections. Japan established the “Standard to Prevent Objects Falling off Airplanes” in August 2018. For foreign air carriers flying in/from Japan, Japan plans to enforce the “Standard to Prevent Objects Falling off Airplanes” from March 2019, and also plans to establish a relief system for damage caused by objects falling off airplanes.

President's Message Tetsuya Okuda President Japan International Transport and Tourism Institute, USA Hello and welcome to the website of the Japan International Transport and Tourism Institute, USA (JITTI USA)! I am delighted that you have taken an interest in our organization and that you would like to learn more. Our organization began with such individuals as yourselves- with those who strove to discover all that they could, sought ways to make connections, and looked to help their local communities and others. At JITTI USA, we recognize that transport and tourism are an especially vital means to make a difference, as not only do they impact local policies and social customs, but also global relationships. We strive in our research to learn about contemporary transport and tourism issues and make recommendations of beneficial policy and social changes to the Japanese, American, and international communities at our events and in our publications. I encourage you to explore our website further to find out more, and hope to see you soon at one of our functions, which are opportunities for international communication, and remain free and open to the public. Till then, I wish you well. About Mr. Okuda Tetsuya Okuda was appointed in November 2019 as the President of the Japan International Transport and Tourism Institute, USA (JITTI USA), which was established by the Japan Transport and Tourism Research Institute (JTTRI). His experience in the field of transport is over 30 years and, prior to taking this appointment, he held the position of the Director-General of the Road Transport Bureau, and the Director-General of the Railway Bureau of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan. Mr. Okuda entered the service of the Ministry of Transport (presently MLIT) in 1984 and has held many important positions since then. He worked as the Private Secretary to the Minister of Land, Infrastructure, Transport and Tourism, the Director-General of the Aviation Network Department in the Civil Aviation Bureau, and the Deputy Vice-Minister for Policy Coordination in the Minister's Secretariat. Mr. Okuda’s career also includes being the Executive Director of the Japan National Tourism Organization’s (JNTO) London Office from 2006 to 2008. He earned a Bachelor’s degree in Law from the University of Tokyo in 1984.

Join this special sweepstakes for a tour and stay in Kyoto, Japan in celebration of 2024 being designated a "U.S.-Japan Tourism Year." Explore the Timeless Heart of Japan Travel Sweepstakes & Survey Insights Organized by the Japan International Transport and Tourism Institute, USA with cooperation from the Kyoto City Tourism Association Thank you for your interest. The sweepstakes is now closed. In celebration of this year being the first "U.S.-Japan Tourism Year ," and to further deepen tourism exchange, one (1) lucky winner will be chosen at random among participants who have submitted a survey on travel to Japan, to receive a prize to experience the timeless wonders of historic Kyoto, Japan. Thank you for your interest. The sweepstakes is now closed. The Winner Will Recieve: 1/4 Luxury Stay at the Kyoto Hilton* 2 Nights for 2 Guests in Either King or Double Room Complimentary Seasonal Breakfast * Unavailable on blackout dates 1/4 Private Guided Tour of Kyoto 1 Day (5 hour) Tour of Recommended Kyoto Sites Exclusive Interpreter/Guide + Private Car Deluxe Lunch Included (Air and ground transportation to and from Kyoto, Japan are not included) Sweepstakes Details: JITTI USA is a nonprofit whose mission is to conduct comprehensive research of contemporary transport and tourism issues and make recommendations regarding United States and international transport and tourism policies. For this sweepstakes, JITTI USA is conducting a survey to understand U.S. residents' awareness of Japanese transportation and their interest in adventure travel to Japan. To be entered to win, participants must submit the survey by February 28, 2025 . A winner will be selected at random among responses after this deadline via the provided email. The winner has 5 calendar days to claim the prize. If no response is received, another winner will be selected from survey responses with the same stipulations. Eligibility: Only open to residents of the 50 United States, the District of Columbia and U.S. territories age 21 and older. Void where prohibited or restricted by law. Official Rules: Click here (LINK) for further details . Privacy Policy: Click here (LINK) to read JITTI USA's privacy policy. Important Dates: FEB 2/28/2025 Sweepstakes Closes at 11:59 PM (EST) Winner will be contacted via email. If no response within 5 calendar days, then alternative winner will be selected. When winner has been confirmed, this website will be updated to announce that the selection has been completed. DEC 12/31/2025 Prize Use Deadline. Non-use by this date will end in forfeit of the prize. Thank you for your interest. The sweepstakes is now closed.

United States Coast Guard Academy Commencement: A New Era of Leaders in Maritime Security By Daisuke Komatsu On May 22, 2024, under a cloudless sky in New London, Connecticut, the 143rd Commencement Ceremony of the United States Coast Guard Academy took place. The atmosphere was solemn yet filled with joy and smiles. I had the honor of attending this ceremony as the first representative from the Japan Coast Guard, along with CDR Toru Chochi, the First Secretary of the Japanese Embassy in the US. The event marked the beginning of a new chapter for the young officers, who will play a crucial role in the future of maritime security in the United States. Among the attendees were Secretary Alejandro N. Mayorkas of the Department of Homeland Security and Admiral Linda L. Fagan of the Coast Guard, alongside numerous senior officials who gathered to celebrate the accomplishments of 225 graduates and wish them well as they navigate the turbulent waters of maritime security. Graduation ceremony held under a cloudless sky (Photo by the author) The class of 225 cadets entered the academy in 2020, during the onset of the global COVID-19 pandemic. They endured the rigorous Swab Summer training under highly unusual and stringent conditions. Despite numerous preventive measures and the need for social distancing, they forged bonds with their classmates through masks, cultivated a sense of unity, and developed leadership skills. Witnessing their journey from these challenging beginnings to graduation was profoundly moving for me as a coast guard officer. Madison Nicole Garrigus, a female student majoring in Marine and Environmental Science, served as the Cadet First Class (class valedictorian). Reflecting on the 200 weeks of cadet life amid the pandemic, she emphasized the class motto, "Fortiores Una" (Stronger Together), which encapsulated their collective resilience. Garrigus also quoted Jim Henson, creator and voice of Kermit the Frog from Sesame Street: "When you start on your journey, remember this: there are never enough comfortable places to rest along the way. The place you’re heading for isn’t on any map. So forget the map, roll down the windows, and enjoy the picnic." She highlighted the importance of sometimes setting aside plans and enjoying the moment, recognizing that life’s journey does not always follow a predetermined path. Her speech resonated deeply with all present, celebrating the dedication and efforts of her classmates. Cadet First Class Madison Nicole Garrigus (Photo by Petty Officer 3rd Class Matthew Thieme ) The ceremony also included international cadets from the Philippines, Guyana, the Dominican Republic, Honduras, and Jordan, who are set to join their respective maritime security agencies as junior officers upon returning home. Ambassadors and defense attachés from these nations were present to congratulate the cadets, who proudly displayed their national flags when introduced during the "Welcome and Acknowledgement of International Cadets" segment, underscoring the event’s international camaraderie. The Japan Coast Guard and the United States Coast Guard are strengthening their efforts to deepen academic exchange. On April 21, 2023, the superintendents of both academies signed and exchanged a cooperation document. Based on this document, the Japan Coast Guard Academy dispatched two trainees from its International Affairs Course to the United States Coast Guard Academy from mid-January to late February this year. Additionally, as of the time of writing, postgraduates from the Japan Coast Guard Academy are on an ocean voyage in the Pacific aboard the training ship "Kojima," with scheduled port calls in San Francisco, Honolulu, Guam, Koror, and Singapore. On May 13, three third-year (2/C) cadets from the United States Coast Guard Academy boarded the "Kojima" in San Francisco. They will participate in training alongside the postgraduates until the ship's scheduled arrival in Guam on June 8, further strengthening the relationship between the two academies. During this period, on May 28, a joint exercise was conducted off the coast of Honolulu involving the training ship "Kojima," U.S. Coast Guard cutters, and aircraft. Three United States Coast Guard Academy Cadets Boarding the Training Ship "Kojima" in San Francisco (Courtesy of the Japan Coast Guard) My attendance, along with First Secretary CDR Chochi, at the United States Coast Guard Academy Commencement was part of these efforts to strengthen our relationship. During the receptions held before and after the ceremony, we exchanged views on further enhancing our relationship with key personnel, including RADM Johnstone, Superintendent; Dr. Zuczek, Head of the Political Science Department; and CDR Pecora, Chief of International Affairs. Strengthening ties between our educational institutions will significantly contribute to developing the next generation of leaders, advancing research and education in maritime security, and improving maritime safety in the Indo-Pacific and beyond. Graduates tossing their caps into the air (Photo by Petty Officer 2nd Class Taylor Bacon )

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

Development of High-speed Rail in the United States Development of High-speed Rail in the United States by Shuntaro Okimoto Since coming to Washington, D.C. last summer, I have been investigating various subjects in the transportation sector. In Japan, in recent years a hot topic is the development of high-speed rail in the United States. Currently, the only high-speed rail in the United States that is universally acknowledged is the Acela Express. Those who advocate for high speed railway development in the United States voice that by having this advancement, people will gain more transportation choices and will be able to live more conveniently. In Japan, high-speed railways are set up around the country, and the network continues to expand to this day. If you have been to Japan and have been on the Japanese bullet train, Shinkansen, you know that you can travel far, fast and comfortably. From Tokyo, it takes about 1 hour and 30 minutes to Sendai (4 hours and a half by car), about 1 hour and 40 minutes to Nagoya (4 hours and a half by car), about 2 hours and 20 minutes to Osaka (6 hours by car), and about 4 hours for Hiroshima (10 hours by car) or Hakodate in Hokkaido (about 18 hours by car). Because it is a very convenient transportation system, Japanese people (especially those who live in Tokyo, the center of the network) use the Shinkansen for business and family trips. Furthermore, because of their experience and knowledge of its usefulness, many Japanese want to recommend high speed rail to foreign countries, and especially to the US, which they feel a familiarity with. They are also ready to offer their technical skills. Therefore, there are both people in the United States who wish for the development of high speed rail, and those in Japan who are prepared to offer their expertise to make this happen. This then begs the question, “Why is there no progress for the developments of high-speed rail in the US?” Various hypotheses have been proposed as to why. Some of these include: Japanese people like railroads, but that most Americans don't as much, preferring cars and airplanes; it costs too much money for construction in the US; and that the US and Japan are too different in terms of country size, population density, and population concentration in cities to make high speed rail construction possible. In order to find the answer to this conundrum, I compared various data of both countries, such as preferences in modes of transportation, population, history, geography, and the government’s financial situation. An Acela Express high-speed train ( Amtrak Acela Express power car no. 2000, Boston South Station, MA by Michael Day is licensed under CC BY-NC 2.0 ) My answer to the question at the moment is that the lack of development is due to the fact that construction of high-speed rail is occurring after those of other traffic modes. In the United States, other modes of transportation developed significantly beforehand, as represented by the introduction of jet aircraft starting in the 1950s and the completion of about 65,000 km of highway in 1991 with a construction period of 35 years. For that reason, railways have been excluded from discussions for how to build comprehensive traffic modes or how to make them more convenient. The development of high-speed rail in the United States has only been considered as a means to recover the declined intercity passenger rail system. The situation is very different from Japan's high-speed railway, which has been developed to compete with highway construction. Of the specific issues deterring the development of high-speed rail in US, the biggest obstacle is finance. In particular, two major risks that occur with railway construction projects are increases in construction costs and the procurement of fare revenue. These problems are universal, and in addition the public often shares in some of the risk as well. Thus, a history of creating and maintaining rail after other modes of transportation is completed is an obstacle itself. How does one attain support for a high-speed railway when construction of said railway is continually postponed? I think that is very difficult. We cannot change the past. However, does this mean that high-speed rail development in the United States will remain a dream? I do not think so. I’ve observed that people in this country, whether consciously or subconsciously, like for travel to be convenient and comfortable. There are many services here that are not available or are not as prevalent in Japan that prove my point. For example, since coming to the United States, I've been addicted to ride-sharing services. I’ve also wanted to try riding the electric scooters in Washington, D.C. which are popular too. The Washington, D.C. subway SmarTrip Card is simple and easy to use. The buses here may be cleaner and more comfortable than Japan. The airport has many signs and is spacious. The highway has many lanes and it is easier to drive on them. I think high-speed rail will be definitely appreciated by people in this country who prefer comfortable travel. As people in the United States become more aware of high-speed railways, the solution to the difficult problem of gaining support mentioned above will be attained. I presented my research in Tokyo this summer, and introduced high-speed rail projects in the United States to a Japanese audience. It seemed interesting to them that the projects were being promoted in California, Florida, Texas, etc., despite difficulties. From the audience, I received the following comments. “It is the same as in Japan that high-speed rail projects include working with other modes of transportation and developing surrounding areas.” “ The disclosure of information, such as cost estimates related to the project, is more advanced than in Japan.” “I realized that Japan can also learn more by knowing about high-speed rail projects developing in the United States.” I want to continue to challenge myself to connect the consciousnesses of the people in both our countries through research activities. Pictured here is the Shinkansen in Japan, which has transported over 5 billion passengers ( Tokyo 4338 by tokyoform is licensed under CC BY-NC-ND 2.0 ) Back to All JITTI Journals September 2019 Feature Article

In the previous report, I provided an overview and history of TOD in Paris, France, and also highlighted the redevelopment of the Rive Gauche area as a good example of it. In this issue, I would like to introduce the specific contents (transportation planning, housing/office development, future prospects) of this TOD. Additionally, in the second half, I will discuss the implications obtained from this series: Survey of Smart City Trends in the West - TOD and MaaS. < Back Surface Transportation March 2024 Survey of Smart City Trends in the West: Transit-oriented Development and Mobility-as-a-Service Part 7: Case Study – Paris, France(2) Final Report By Akito Okabe In the previous report, I provided an overview and history of TOD in Paris, France, and also highlighted the redevelopment of the Rive Gauche area as a good example of it. In this issue, I would like to introduce the specific contents (transportation planning, housing/office development, future prospects) of this TOD. Additionally, in the second half, I will discuss the implications obtained from this series: Survey of Smart City Trends in the West - TOD and MaaS. Download the Report

JITTI Journal Cultural Article January 2018 Back to All JITTI Journals January 2018 Cultural Article Provincial city - Niihama (Ehime prefecture, Shikoku) by Shinichi Yamada Niihama city, located on Shikoku Island, is surrounded by mountains on its east, west and north sides, and faces the Inland Sea on its north. The population of the city is about 120,000 and the city is the sixth largest city on Shikoku. This article will introduce Niihama and the traditional culture of Niihama. It takes about 6 hours to travel to Niihama from Tokyo, and it is not easy to travel there from overseas. However, I would be very glad if through this short article you gain interest in Niihama and its regional culture. History of Niihama (Sumitomo Group and Besshi copper mine) In Japan, Niihama is known as the town where Sumitomo Zaibatsu (the predecessor of the current Sumitomo Group) established their foundation after they discovered the Besshi copper mine at the end of the 17th century. At that time, the Besshi copper mine was said to turn out the world's largest output of copper. Therefore, despite the fact that Niihama is inconvenient to get to, Niihama developed as an industrial city, and there are many main factories of the Sumitomo Group located in Niihama even now. The mine itself is now closed, but there is a sightseeing spot built to commemorate it. We can learn about the mining history of the Besshi copper mine, and also enjoy the hot spring and local foods. Traditional Festival (Taiko-dai Carnival) The Taiko-dai Carnival, one of the three biggest festivals in Shikoku, is held every October and more than 100,000 tourists visit. "Taiko" means drum and "dai" means cart in English. The origin of Taiko-dai is unclear, but it is said that the cart that carries offerings in order to thank God for the blessings of nature. The carts are about 6600 lbs, 16 ft tall, and 40 ft in length. During the festival, 150 people carry it throughout the town while beating the drum placed inside of the taiko-dai structure, which is hollow. Each area of Niihama has its own Taiko-dai, and there are 53 Taiko-dai total in Niihama. (Taiko-dai) One of the highlights of the festival is called "Kaki-kurabe". Multiple Taiko-dai are gathered together and lifted with human power only. Each area competes for the strength and harmony of the bearers. Sweets originated in Niihama (Hatada Marron Taruto) Hatada Marron Taruto is like a roll cake covered in a citrus-flavored bean paste with chestnuts, wrapped in a sponge cake. It is said that the origin of this sweet is a torta (a roll cake wrapped in jam in Castella) which came from Portugal to Japan about 350 year ago. The jam was changed to bean paste, and current roll cake was developed. This roll cake is a Japanese-style confectionery and has an elegant and rich taste. It is slightly sweet because of citrus flavor in the paste. It has been awarded the High International Quality Trophy in the Food products Selection every year since 2006. Like various countries, each town in Japan has an individual history and culture. Niihama is not a famous city even in Japan, but I think my hometown is a wonderful city with its own culture. Did you get interested?

JITTI USA was established by the Japan Transport and Tourism Institute (JTTRI), an independent, non-profit organization in Japan, which was founded through initiatives of the Japanese Ministry of Transport, academic institutions, and business organizations in 1968. About JTTRI JTTRI HOMEPAGE JTTRI INFO JTTRI EVENTS JITTI USA was established by the Japan Transport and Tourism Institute (JTTRI), an independent, non-profit organization in Japan, which was founded through initiatives of the Japanese Ministry of Transport, academic institutions, and business organizations in 1968. While keeping close relations with the Japanese government, academic community, and transportation industry, JTTRI has been conducting research and surveys on contemporary issues of the time, thus supporting the government and transport/tourism industries throughout its 50 years of operation. JTTRI Events that were organized with JITTI USA include: 2021 Commuter Rail Round Table (Held Virtually) 2019 Civil Aviation Symposium (Held in Tokyo) 2019 International Exchange and Tourism Seminar (Held in Washington, D.C.)

Tokyo Metro's Stock Listing and the History of Tokyo's Subway Tokyo Metro's Stock Listing and the History of Tokyo's Subway By Naoki Sato On October 23, 2024, Tokyo Metro, a railway (subway) operator in Japan, was listed on the Tokyo Stock Exchange. Previously, Tokyo Metro's shares were entirely owned by the Japanese government and the Tokyo Metropolitan Government. However, with this listing, 50% of these shares were sold. As of the date of its listing, this was the largest Initial Public Offering (IPO) on the Tokyo Stock Exchange in 2024, attracting significant attention. In this article, I would like to briefly review the history of the Tokyo’s subway system and describe how Tokyo Metro was listed. In addition, I would like to inform you in advance that this article was written based on the author's research and from the standpoint of a researcher at the Japan International Transport and Tourism Institute, USA. Overview of Tokyo’s Subway System Today There are 13 subway lines in Tokyo, mainly in the wards of Tokyo, but they are operated by two railway (subway) operators, "Tokyo Metro" and "Tokyo Metropolitan Bureau of Transportation (TOEI)". To briefly explain, Tokyo Metro has a network of 180 stations with 9 lines of 195.0 km(121.1miles), of which 7 lines operate directly through each other with other railway companies, covering a distance of 556.6 km (345.8miles) of commercial lines, including mutual direct service destinations. In fiscal 2023, Tokyo Metro carried an average of approximately 6.52 million passengers per day. TOEI, meanwhile, has a network of 106 stations with 4 lines of 109.0 km(67.7miles), three of which operate directly through each other with other railway companies, covering a distance of 363.3 km(225.7miles) of commercial lines, including mutual direct service destinations. In fiscal 2022, TOEI carried an average of approximately 2.24 million passengers per day. (*As far as the author has been able to ascertain, the most recent fiscal year for TOEI figures was FY2022.) Tokyo Subway Route Map （by Tokyo Metro | Subway Map ） The beginning of Tokyo’s subway The history of Tokyo’s subway system began in 1927 with the opening of Japan’s first subway line, the Ginza Line, which initially operated between Asakusa Station and Ueno Station. The organization responsible for this construction was the predecessor of Tokyo Metro, a company established with private capital. In other words, the first steps in development of Tokyo’s subway system were initiated by a private company. The construction of a subway system by the private sector alone became difficult due to the recession and other factors, and in 1941 the Teito Rapid Transit Authority was established as a joint public-private investment organization under a law promulgated and enforced in 1938. The purpose of the Teito Rapid Transit Authority was to construct and operate the Tokyo subway system in a unified manner. View of the ticket gate at the opening of the Tokyo Metro Ginza Line （by Metro Cultural Foundation ） Participation in the construction of the Tokyo’s subway by TOEI Although the Teito Rapid Transit Authority started as a public-private venture, private capital was excluded in 1951 in favor of government funding, transforming the organization into one owned by only the national government and the Tokyo Metropolitan Government. At that time, Japan was experiencing economic growth and population concentration in cities, and there was an urgent need to improve the subway network. Teito Rapid Transit Authority had started construction work on the Marunouchi Line, but in order to cope with the increase in users, it was decided that the Tokyo Metropolitan Government would construct a subway as well. This was the beginning of the TOEI. Then, in 1959, the Marunouchi Line (now operated by Tokyo Metro) was fully opened, and in 1960, the Asakusa Line (operated by TOEI) began service, initially between Oshiage Station and Asakusabashi Station. This marked the start of Tokyo’s subway construction being advanced by two different operators. Furthermore, when the Asakusa Line opened, it became the first Tokyo subway line to engage in through-service operations with a private railway, Keisei Electric Railway. Ceremonial scene at the opening of the TOEI Asakusa Line （by TOEI TRANSPORTATION ） Privatization of From Teito Rapid Transit Authority to Tokyo Metro and the Discussion on Unification Tokyo Metro and TOEI Subway construction continued over the years, and by 2004, when the construction of the subway was largely completed, the Teito Rapid Transit Authority was privatized (incorporated into a corporation), becoming Tokyo Metro Co., Ltd. Even after privatization, shares were held by the national government and the Tokyo Metropolitan Government, but the law called for the prompt sale of shares, that is, complete privatization. However, there were calls from the Tokyo Metropolitan Government to discuss the unification of Tokyo’s subway operators, taking into account the historical context and convenience for passengers. In 2010, a council was established, composed from members of the national government, the Tokyo Metropolitan Government, and Tokyo Metro, to discuss unification. Thus, discussions on the timing of the stock listing proved difficult. Amid these debates, a law was passed in 2011 stipulating that the proceeds from the sale of the national government’s Tokyo Metro shares would be allocated to the reconstruction fund for the Great East Japan Earthquake. The Stock Listing and the Expansion of the Yurakucho Line There is no doubt that the law for reconstruction after the Great East Japan Earthquake has encouraged the listing, but I believe that there are other factors that have led to its occurrence at this time, with one of these being the expansion of the Yurakucho Line. One of the key reasons for the privatization of the Teito Rapid Transit Authority was that most new subway construction had been completed, and the focus had shifted primarily to operations. In other words, after the transition to Tokyo Metro, no new large-scale subway line construction was planned. However, due to strong local demands, the Tokyo Metropolitan Government sought to push forward with the expansion of the Yurakucho Line. Simply put, the Tokyo Metropolitan Government had two desires: to unify subway operators and to extend the Yurakucho Line. In this context, the national government presented a recommendation in 2021, stating that it would be appropriate for Tokyo Metro to be the primary entity responsible for extending the subway system while the national government and the Tokyo Metropolitan Government would retain half of Tokyo Metro’s shares for the time being. In response, the Tokyo Metropolitan Government decided to proceed with the sale of its Tokyo Metro shares, which had been delayed due to discussions about unification, and also to advance the expansion of the Yurakucho Line. At last With Tokyo Metro’s stock listing, the company will undoubtedly attract more attention than ever before. This means that Tokyo Metro will need to be more conscious of its stock price and consider the voices of new shareholders in its management decisions. However, the fundamental role that Tokyo Metro and the TOEI play as subway operators in Tokyo is unlikely to change. Moving forward, I hope that both operators will continue to achieve high customer satisfaction and persist in developing a sustainable subway system that Tokyo (and Japan) can proudly present to the world. Reference Tokyo Metro https://www.tokyometro.jp/corporate/enterprise/passenger_rail/transportation/lines/index.html Tokyo Metropolitan Bureau of Transportation https://www.kotsu.metro.tokyo.jp/about/service/subway.html Tokyo Subway Corporation Act https://laws.e-gov.go.jp/law/414AC0000000188 Recommendation of the Council for Transport Policy https://www.mlit.go.jp/policy/shingikai/content/001414998.pdf Back to All JITTI Journals November 2024 Feature Article

While flying cars may seem like something from Science Fiction, Advanced Aerial Mobililty has emerged as an industry capable of making it a reality. However, furthering advances comes with new challenges of ensuring safety, swaying public opinion, and more. In this report, Mr. Fujimaki reviews Advancing Aerial Mobility: A National Blueprint (2020), a report published by NASEM and called for by NASA to discover the challenges and benefits of this up-and-coming means of travel. < Back Civil Aviation Concerning the NASEM’s Report on Flying Cars, Advancing Aerial Mobility: A National Blueprint (2020) By Yoshihiro Fujimaki While flying cars may seem like something from Science Fiction, Advanced Aerial Mobililty has emerged as an industry capable of making it a reality. However, furthering advances comes with new challenges of ensuring safety, swaying public opinion, and more. In this report, Mr. Fujimaki reviews Advancing Aerial Mobility: A National Blueprint (2020), a report published by NASEM and called for by NASA to discover the challenges and benefits of this up-and-coming means of travel. Download the Report