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The 3rd Study Group on the Ideal of "Mobility Roadmap"

Overview

  • Date and time: Wednesday, June 28, 2023, from 10:00 to 12:30
  • Location: Kioi Conference Seminar Room C on the 4th floor of Tokyo Garden Terrace Kioi-cho (online)
  • Agenda:
    1. Opening
    2. Presentation, Discussion
      • "MSP (Mobility Smart Passport) Concept: data connections's Approach to Connecting Humans, mobility, and Others" (Member, Yamashita)
      • "The future of distribution, transported by everyone" (Mr. Sachiu Umemura, CEO, NEXT Logistics Japan Co., Ltd.)
      • "Smart mobility and Digital infrastructure" (Koshizuka member)
    3. Adjournment

Conference Video

The conference is available on YouTube (Digital Agency official channel).

Materials

Minutes

Mr. Suzuki: In .

Today, Chairman Ishida said that he was a little late due to the railway, and he asked me to start first, so I would like to start a little earlier.

I'm Mr. Suzuki from For the public Group in Digital Agency. Nice to meet you, too.

From now on, we will hold the third workshop on the ideal way of "Mobility Roadmap".

This study group is live streaming, and after the end, a video recording will be released on the Digital Agency website, so please understand.

Today, we are asking everyone to attend, including online and by proxy.

First of all, Mr. Murakami, Director-General of the Foreign Affairs and Trade Commission of Japan, would like to say a few words at each meeting. However, today's meeting is delayed due to official duties, and I am planning to attend the meeting in the middle of the meeting. Instead, I would like to introduce some materials from the Secretariat.

In your hand, it is distributed in the document "To realize the happiness of each person through the use of digital technology." This is the document "digital society for the Realization of Priority plan," which was approved by the Cabinet on June 9. It is a plan on how to improve society through the use of digital technology by the entire government.

On the bottom page number 3, in the number 5 circled in red, there is one priority initiative for the future, such as expanding digital services in semi-public sector.

Because it is semi-public sector, it is not a completely public field or a private sector initiative based on complete market principles. In the middle, both public and private sector entities will steadily expand digital services while sharing roles, and mobility's relationship is included in this.

To be more specific, on page number 4 in the lower right corner that you turned next, the formulation of Mobility Roadmap as a priority initiative in 2023 is also surrounded by a red frame. This time, the study group will present various issues, and the Government of Japan as a whole has decided to proceed with the formulation of a roadmap from this summer onward as a priority initiative in 2023.

On page 5, as I would also like to report, Council for the Promotion of a Digital Society was held on June 6, and at the ministerial-level meeting that deliberated on Priority plan, Priority plan was deliberated, and in Attachment 2-1, there is a proposal to hold a working group on mobility, which was also decided at the meeting.

At the very end, in Council for the Promotion of a Digital Society on June 6, the Prime Minister chaired the meeting, and the decision was made to hold a working group, and the decision was made to hold the Mobility Roadmap Working Group to advance the formulation of mobility. Various issues were raised in the Study Group this time, and the Working Group will take over those issues, and the Working Group will formulate a roadmap. We are preparing for a working-level meeting, so I would like to report to all the members this time.

That's all.

Then, I would like to start the proceedings.

Today, I would like to have a presentation from everyone, followed by various discussions. Today, I would like to have a talk from three people. I would like to have a talk for about 15 minutes, followed by various discussions for about 30 minutes.

Then, first of all, I would like to ask Mr. Yamashita to make a presentation. Thank you very much.

Member Automobile Association. Nice to meet you.

This time, as it is subtitled below, I would like to talk about the content that the Japan Automobile Manufacturers Association is considering and is currently promoting in the form of "The concept of mobility that connects humans, data connections, and others." Thank you very much.

Today, I would like to talk about four agendas. First of all, the Mobility Smart Passport Initiative, which is being discussed by the Japan Automobile Manufacturers Association, which we call the MSP Initiative. In relation to this, we are considering various specific use cases and demonstration plans, and I would like to collaborate with you in various ways on future expansion. There are various plans such as the Comprehensive Nationwide Development Plan for Digital Lifeline, and I would like to discuss various things together. Finally, it is in the form of a summary. Thank you.

First of all, I would like to talk a little about the background and the overall picture. I believe that there will be various types of mobility in the future, such as car ownership, sharing, and rental. When considering the future of mobility, such as personal drones, small mobility, and, I believe that it is important to think about goods as a starting point amid the diversification and complexity of mobility and relationships with individuals. However, I believe that we need to deliver various necessary services starting from customers and people. I believe that there will be various types of relationship between mobility and people, and we will be riding in various ways, but I would like to use the expression N-to-N instead of the conventional one to-one. We are starting to consider ways to enable users to receive necessary services when they need them, and to connect them with the local infrastructure and other local communities.

Based on this concept, we are currently working on the MSP Concept, which I mentioned at the beginning. With the integration of My Number Card and driver's license card as an opportunity, we believe that we will be able to bring a more authentic authentication infrastructure to the human side. Some objects may have a mobility ID and a vehicle ID. We believe that it is necessary to create a data collaboration infrastructure by organically connecting these. Based on this, we believe that consumers can seamlessly enjoy various services. Therefore, we use the expression Mobility Smart Passport.

In addition, what is important when considering data connections is the scope of each area that needs to be considered. I wonder how to understand this data.

First of all, at the bottom, for example, there are areas that are widely open to society, such as location information that does not identify individuals, and carbon neutrality, which we, as automobile operators, must consider.

Then, in the middle, in order to enjoy the service, there may be an area where the user determines the extent of the release of data in a self-sovereign manner.

This time, it is the top part. There may be highly confidential information that each company uses as marketing for their business.

In this way, it will be important to think about the data at each layer and how to provide it to each other. In a sense, I think it is a concept of self-help, mutual assistance, and public assistance, but the JAMA is currently discussing this based on a three layer structure.

In terms of specific data and how to link them, I believe that there will be various data linked to individuals, including My Number Card. I believe there are some that actually exist. While cooperating with service providers in private sector, there are IDs attached to each vehicle. Or, there may be some that will be attached in the future. By firmly connecting these, for example, travel history, repair history if you go around cars, and data on various cars will be linked. In this way, I would like to consider an environment in which each is convenient and easy to use.

By realizing this concept, the first point is that various public and private certification procedures and social costs can be reduced by working together with you.

In addition, there is a possibility that new services with high convenience in private sector will be created by this. I think that services based on necessary information will be created in order to complement services in various places. New businesses may be created in this way.

Also, in semi-public sector, I think it is necessary to connect with the realization of a safe and secure society.

In order to create such a circulation structure, we need to think about the circle of private sector that can contribute widely to society, not to mention the business of each company in data connections.

Based on that premise, I would like to talk about a demonstration plan and other matters based on a few specific details, and I would like to hear your opinions later.

By the way, our Digital Task Force started its activities in January 2022 at the Japan Automobile Manufacturers Association. Since it is the Japan Automobile Manufacturers Association, we are promoting it together with various transportation manufacturers. As I mentioned earlier, I believe that the integration of My Number Card and driver's license card will come out in the future. Taking this as an opportunity, I think it is necessary for all of us to promote it in response to sharing the Issue of digital transformation in the industry.

In addition, while considering various regions, I think it is necessary for us in the industry to think about firmly cooperating with each other, and I think it is necessary to think openly without being closed to the industry. For that purpose, we need to consider rules and specifications together, so we launched the use cases.

I won't explain this in detail, but as you can see in the materials in front of you later, we have been considering about 10 use cases over the past year. We are considering various procedures for purchasing a car, making mobile services including public transportation seamless, what to do with data connections for users in semi-public sector, for example, in the event of disasters or emergency transportation, and how to encourage drivers to drive safely in various ways. In fiscal 2023 and this fiscal year, we are considering narrowing down the use cases a little, or integrating them a little, and starting a demonstration together. This is the current plan of the Japan Automobile Manufacturers Association.

I will explain the specific content of the demonstration on the next page, but I would like to repeat it a little, but I think it is necessary to consider it firmly in the trinity of consumers, business operators, and area / society. In each case, the green part of consumers may be, for example, various procedures, data connections, and convenience, and for business operators, it may lead to cost reduction or cost reduction. This may be the case not only for business operators but also for relevant ministries and agencies and other government officials. I believe that visualization will occur in various fields by data connections. area / society, I think this is the most important part, but I have once again talked about whether this data can be used for the redesign of area transportation, including public transportation, or whether we are considering contributing to the economy of area based on it.

You just mentioned 10 use cases. At present, we are planning to conduct various demonstration studies with local local government. Let me introduce some. For example, in the middle, there may be a multimodal service that seamlessly connects mobile services in public transportation and private sector. With a data connections infrastructure, it may be possible to connect multiple operators cross-sectionally. For example, advanced route guidance may be possible.

In addition, as described on the right, there may be a cooperative mobility service in area. Not only local mobility operators, but also CtoC, for example, as you have mentioned in the previous meeting, the committee here has been talking about the shortage of drivers in local areas. In this way, we will contribute to the shortage of drivers. However, I believe that there are various systems involved, and I believe that we will need to consult with all of you, systems, and rules in the future. I believe that we can solve Issue in a wide range of ways.

In addition to that, when My Number Card and driver's license card are integrated, for example, there may be a model case of private trade. In the case of tourist spots, rental cars and small mobility are appearing in various forms now, but I think it is necessary to think about how to input information in such a case and how to make things that require licenses and authentication smart. If it is a tourist spot, various things may appear, such as moving based on it and using it at duty-free shops or hotels, or authenticating various things in passports. In such a case, a data connections between private sector and a system in which a baton and a sash can be smoothly crossed by registering once and taking one action may be important.

In this way, I would like to think about this scheme while firmly demonstrating the use cases of how to connect people, mobility, and the ID of the car side.

It is a little easier to understand, but in person, when you rent a car, you will probably fill out quite a few documents. Now, all you have to do is to hand over the key. In the future, it will be common to open the key with a smartphone, so face-to-face document handling will not be necessary, and the insurance you have may be applied as it is.

In addition, each business operator actually has different registration procedures and different operations. If you input such information as one piece of information, you can use mobility smoothly for various things. In a sense, this is the burden on each business operator, or if it can be left as data when registered, there is no need to leave various things in the form of paper, and I would like to thoroughly consider the convenience of such things. I believe that such things will become easier to do, especially as My Number Card and driver's license card are integrated.

In addition, as I mentioned earlier, the data connections will give the plow to each business operator, but it is probably for various uses other than the mobility. For example, I think there is something like payment when you use it. It is not for each time, but if you are authenticated in such a way, you can enter the necessary information, complete the payment procedure, or present what you have registered with the intention of receiving the service. For example, coupons may be the same. In this way, I think it is necessary to consider a mechanism that can be made as smooth as possible for everyone.

In addition, when we go around traffic, I think that people inevitably concentrate on a specific route. Even in such a case, we may be able to devise ways to avoid traffic jams by leveling the flow by giving incentives in various forms or presenting detour routes. So, for example, parking spaces will be the same, and in the future, if battery EVs and other things become available, I think that we will come up with ways to prevent charging spots from being crowded. By linking data in this way, I hope that everyone can take a form that is easy to do.

This will be the last time. Even if I drive in separate cars, I am afraid that the driving history is not stored in humans now. It is not stored in the car itself, but it may be stored in a certain amount of paper data for each business operator. However, this is an extremely wasteful story, and if I try to make it as much as possible for humans, I think that there are probably various incentives and benefits of insurance in evaluating the safety driving of drivers when they drive in different cars. In this way, I think that there are also things that will be seen in response to being linked to humans, so I would like to make plans in various ways that are aware of such things.

As for future expansion, we have not yet been able to verify or consider it, but in terms of future expansion, we are participating in the Mobility Roadmap Summit, and I hope to work together with the people who are working on this initiative.

I believe that mobility will be increasingly interpreted in the future. I believe that various cooperation is necessary, including not only automobiles but also various personal mobility and drones. In addition, as you explained about the Digitada Federation, I believe that how to connect infrastructure, drivers, and pedestrians will also be important. When determining how to realize it in each use cases, we will consider it from a human-centered perspective. I would like to consider a mechanism that can firmly consider how to cooperate between the human-centered perspective and mobility or infrastructure for economic circulation and data circulation, while centering on mobility.

On the JAMA side, we have published the mobility Vision 2050 based on this. The meaning of realizing such a shape is not limited to the mobility industry, but also beyond the framework of the industry, and we would like to cooperate in various ways with partners. We would like to constantly consider what we should do to achieve this.

Finally, I would like to summarize. Considering the cooperation of Mobility Roadmap, I wonder how we need to promote the MSP Concept. First of all, in advancing the consideration of the MSP Concept at the Japan Automobile Manufacturers Association, we would like to consider various demonstrations with a view to implementation at an early stage.

In doing so, I would like to take a flexible approach. The second point is that we need to take into account the expansion of the mobility Wing in the future. It is not only automobiles, but also various mobility, infrastructure, and possibly users who have already returned their licenses.

Third, I believe that the collaboration with Mobility Roadmap this time is a very meaningful opportunity. We believe that standardization will be a very important point for dissemination. Therefore, I believe that various frameworks for collaboration are currently being considered, centered on Mr. Digital Agency, such as identity verification using a Public Personal Authentication, in eID areas, or cooperation in data systems, centered on IPA. We will exchange opinions with us on such matters on a regular basis, and we will create a large blue map based on the concept. We, the Japan Automobile Manufacturers Association, are not considering creating any mechanism or system. In that sense, we would like to enter the examination phase of what should be done with the mechanism while maintaining close cooperation with the people of IPA and DADC, so I would like to take this opportunity to exchange opinions with all of you.

It took only 15 minutes to explain, so we talked about it here. Thank you very much.

Chairman Ishida: I completely agree with you, Thank you very much.

I would like to move on to an exchange of opinions immediately. Please feel free to ask questions and opinions. Thank you very much for expressing your intention to actively cooperate with us. Thank you very much.

Mr. Saito, please.

Saito: What the , thank you very much.

The MSP concept is about the Mobility Smart Passport, and is it an image that someone will issue this passport?

Member I don't have an image of issuing something or an ID. I feel that I would like to do so in the entire scheme.

Saito: What the When I think about it, like the information on things in the current battery passport, for example, various information that the person has is linked to this passport, and in the story of medical care and settlement earlier, the story of settlement when transferring various things is connected from the passport.

In a sense, the license I mentioned earlier has a gate, and in order to get a license after taking an examination, an MSP should be established at a certain timing, and various logs should be linked to it, for example. On the contrary, I asked if I could talk about public services and private services.

Now, I think it is a very good story because it overlaps with the image of personal information being held by individuals and being able to use it. But the architecture of this area is not so much the infrastructure of the digital lifeline promoted by the Ministry of Economy, Trade and Industry as I explained the other day, but rather the area of how to handle personal information in the so-called data strategy centered in Digital Agency, and I feel that it would be good to consider the direction in this Mobility Roadmap.

But now, for example, in terms of digital lifeline, in disaster risk management, people's flow crisis, and distribution crisis, there is talk about how to handle human data. I hope to be able to cooperate with the Japan Automobile Manufacturers Association, including the MSP concept, so I would like to ask for your cooperation.

Member .

As you just pointed out, I believe that sovereignty goes to individuals, so I would like to create an atmosphere in which it is easy for them to call for action. To that end, I believe that one of the triggers, such as the My Number Card Public Personal Authentication, is public relations.

On the other hand, I would like to connect various information, which each customer has in partnership, with something. Or, as you said earlier, I think it is necessary to make it so that you can see what is working in the form of a passport, which you can see on your own. I would like to consider a mechanism in which the various architectures and such things that you are considering are well linked and put into the mechanism, and while independence and sovereignty are held by individuals, it is not necessary to have public, industry, or cross-industry arrangements. I would like to work with various initiatives promoted by Mr. Digital Agency and various passport-like things that DADC is considering. I don't think it is a good idea to create another scheme for this, so I would like to cooperate with you.

.

Chairman Ishida: I completely agree with you, , please.

Member: I'm Suda from University of Tokyo.

Thank you for your explanation. I understand very well that you are taking a very new approach.

There are about three points. The first is that it is used in the automobile industry, so the Japan Automobile Manufacturers Association has an image of new cars and dealers, but in reality, I think various industries such as the maintenance industry, insurance, and rental cars are connected, and I would like to ask what kind of cooperation you are considering in the future.

Second, I had the impression that even personal data was being transferred to automobile manufacturers, so I was concerned about how to PR the benefits of users.

Third, I think it would be better to ask Mr. Digital Agency, but in fact, driver's license card is not an international correspondence. If I had the opportunity, I would like to have an international correspondence, at least in the form of names, dates of birth, etc. being changed into the Western calendar or Roman letters being added. I was curious about what would happen if such a system were created, for example, if foreign people would also use it, so I wanted to know the status of international correspondence.

That's all.

Member .

As you said, the first one, maintenance and insurance, is an absolute requirement when you buy a car, and when you use a car, maintenance is something that cannot be separated.

Based on the vehicle ID, the car side will be able to firmly incorporate the maintenance history by data. Depending on where and how the car was maintained, now, as expected, in the form of cooperation, there is no cooperation with other industries, or even with other manufacturers in the same industry, but for example, in the event of a breakdown, if the person himself is convinced, he will be able to go to another store and receive service based on the same maintenance history.

I believe that cars will become more advanced in the future, so if battery-free products such as batteries become available, charging may become a common thing. In that case, I think cooperation will be necessary. In terms of insurance, although it is not a matter for the insurance industry, in the future, cars will probably come with insurance, but there may be cases where it comes with an individual. In the same way, even if Mr. Suda drives a rental car or another car, he can drive a car under the same conditions if he is with him. Therefore, when the image becomes clear, for example, the method of insurance or maintenance may change, so I think it is necessary to have firm cooperation. We must think about a system in which used car operators and importers can enjoy this service in the same way, so I will have firm cooperation there. In that sense, I have started various discussions with various industry groups.

As for the second user, I believe that one of the entrances is the smartphone, which is very easy to understand. Depending on the object, there may be a physical card. However, when making a digital visualization in various forms, what is the most convenient for customers to view when making a visualization may be a smartphone if it is the smartphone that is usually used at hand, or if it is input in a mechanism that allows visualization of a certain account or something like a passport, it may be viewed without depending on any devices. I think it is necessary to consider this. However, I would like to always be aware of what is the easiest way to use it on a daily basis. In such a case, if the people of Japan will be able to own 100% of a My Number Card in the future, various things may be created with that as an opportunity. I would like to consider this with that in mind.

Mr. Suzuki: In 's third driver's license. Basically, the National Police Agency is doing various things, but I would like to convey the points you pointed out well and do various things that we can cooperate with.

Chairman Ishida: I completely agree with you, and others? Here you are.

Koda Member: Thank you, . This is Koda from AsMama Co., Ltd.

This may be similar to what Dr. Suda said earlier, but the first point is that there may be people in general who are concerned that the connection between mobility and digital technology will not only benefit users, but also that, for example, it will be possible to understand that elderly people are driving in a gray or unsafe manner, so that they cannot rent a car, or that they are not usually driving, so that they are forced to take out insurance when they rent a car, or that data connections is not very friendly to users.

The other thing is, for example, if you enter an address, it would be convenient to hear that you can rent a car, like if you just enter one address, you can rent a key. However, when you make a digitalization like this, it would be bad if a large company or a company belonging to the Japan Automobile Manufacturers Association would respond, but a small or medium-sized company would not. This would create competition between companies and a sense of unfairness. Please tell us your opinion on how you think about this.

Member .

In fact, the timing of the return of licenses has been discussed from a very early stage. There are many elderly people who actually drive cars. When you get to a certain age, you may have to undergo various tests for dementia or other diseases at the time of obtaining or renewing your license. However, as an automobile industry, I think we always have to think about security and safety. I think we need to make it a big filter. When you are worried about factors, including yourself, you must think about how you can receive mobility services in some other way. So, it may be gray where it is said to be gray, but to put it another way, after you return your license or have your license returned with your intention, how we need to provide you with the same freedom to move without difficulty as a service. I think this will be a filter in the opposite sense, a filter that needs to be changed to a positive one. So, we have been discussing it quite a lot, and I recognize that it is necessary to think about how to think about this change.

If you go to a place other than the second major company, there are various industry groups. For example, even if it is a dealer, the place where light cars are sold and the place where standard cars of manufacturers are sold are completely different. Even if it is a way of selling in various ways, it is actually different. There is also a difference in digitalization.

However, we are very aware that we need to set the standard as mentioned earlier, but I think it is most important to proceed with the assumption that it will become an industry standard. Therefore, I think it is necessary to always be aware of the need to provide technology to everyone toward standardization.

Chairman Ishida: I completely agree with you, : Since I am an elderly person, I tend to respond to the return of my driver's license, but advanced driving support systems are developing very rapidly. However, unlike automatic cars, it is not possible to tell just by looking at it. So, whether a car validation has such functions, whether it is properly maintained, and whether a car validation is also electronic, if it is linked by such things, I think that the automobile market for the elderly, which is declining, will reexpand. Are you considering such things?

Member Conversely, I feel that I have received advice, but it has not yet reached that point, but as you said, there are people who really need it, and there are people who can still ride it and have no problems, or I think that it can be done if we can add some positive support, so I think it is very important to prepare while making sure that everyone can confirm this, so I would like to consider this when I think about service and other matters in the future.

: Thank you for your advice.

Chairman Ishida: I completely agree with you, Yamamoto, please.

Member: , thank you very much. I am Mr. Yamamoto from ITS Japan. I have a comment and a question. I think it is wonderful that the Japan Automobile Manufacturers Association really has this concept from the viewpoint of services and users in mobility. This is a comment.

I would like to ask a question. On page 24, the last page, there is a description of how to proceed in the future. I think that we should first try various demonstrations to create this concept. I think that there will be quite a few lessons and learn. I don't know where we are, but if the Japan Automobile Manufacturers Association summarizes and opens this to the public, it will be very useful for society. Is it possible?

Member I would like to do so. I believe that standards must be made open to the public and created together with everyone. So, I would like to take the form of creating standards together with IPA's efforts and Digital Agency's efforts, while firmly cooperating with them. Conversely, if there is a place where our concept can be used well, I would like to ask you to use it. I do not intend to close it.

However, on the other hand, I think there are things that each company needs to do with high confidentiality in each marketing, so I would like to separate the layers of data and do it with high confidentiality, or the industry needs to do it with high confidentiality, and there may be such things. I think we need to have certain rules, but I would like to consider this as openly as possible in various ways.

Chairman Ishida: I completely agree with you, Go ahead.

Acting Member Akimoto: Thank you very much for your explanation, JUTM. I'm on behalf of Mr. Suzuki. Thank you for your explanation.

Regarding the two issues, there has been a lot of discussion since a while ago about the so-called elderly, various levels of driving, and low and high skills, but I also felt that by incorporating various data into the functions of the model and the functions related to safety, for example, for elderly people who drive unsteadily, it is necessary to have a car with such functions, and by collecting data, it will be possible to link not the same car but a car with functions that correspond to your abilities.

I think that what is important at that time is the data of the operation of the car. What kind of data is left in the car now? I don't think there is much left. The video of the Draco will remain for a long time, but if there is a log of what kind of route and how elderly people were driving when they were driving for a long time, and if there is such a log, it will be linked to the My Number, and if there is such a log, for example, at the time of car inspection, or in the event of an accident, it will be OK, but if there is such a log, it will be linked to the My Number, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car inspection or in the event of an accident, and if there is such a log, it will be OK whether it is at the time of car

That's all.

Member .

Today, cars are also called connected cars, and it is easy to make a data connections in various ways, including between mobility. In fact, we are considering a system in which each company can collect data in various forms, and some of them are actually collecting data.

However, since it is data that inevitably comes out of driving, the consent of the user is very important. Therefore, after confirming the consent, the scope of use is firmly determined, and services such as now, various safety support associated with logs, insurance, etc., are actually available. If it is safe even now, the insurance premium will be lowered a little, or there is advice to support safety. Therefore, while preparing it in an environment that is easier for everyone to use, or perhaps it has business value, so based on that, I would like to consider it thoroughly, including the advice I received now. Thank you.

Chairman Ishida: I completely agree with you, Tanaka, please.

Alternate Member Tanaka: I'm Mr. Tanaka on behalf of Mr. Okamoto of Tokyo Electric Power Company Power Grid. Thank you very much.

As MSP progresses, dreams will expand. In the picture on the right on page 22, you mentioned energy. I would like to make a few comments as a story that comes back to my mind.

For example, in Kyushu, where there is a large surplus of renewable energy solar power in the daytime, many trucks for primary industries that transport vegetables and other goods to Tokyo are transported late at night by EVs. In that case, we are very grateful that electricity can be transported at night, and it is said that if data is linked, the expressway toll will be cheaper for that person in Kyushu and Tokyo. In various areas, we can expect that MSP will develop into area matching of demand, like the late night matching of areas with a surplus of solar power or renewable energy and areas with a shortage.

I would like to ask you a favor. In addition to the carbon neutrality of Vision for a Digital Garden City Nation and the Ministry of the Environment, Mr. local government is aware of area, so I would be very grateful if you could make efforts to make MSPs in each area aware of the surplus of renewable energy and the shortage of renewable energy by 2050.

That's all. Thank you.

Member : Thank you for your advice.

That's interesting. I wasn't very honest about the idea of energy being transported. I think it's a very interesting idea, using distribution trucks and the like, and I just thought it would be very applicable to Vision for a Digital Garden City Nation and other regions. It would be very interesting if there were a way to transport energy not only in automated driving, but also in area. As you said, we recognize that local production for local consumption and renewable energy utilization are very important. When we look at various things for demonstration, we see how it is in area, as it was in the middle of area, but we are also thinking that it is better to think in terms of the economy of area as much as possible. I would like to thoroughly consider that, including the advice you just gave me. Thank you very much.

Chairman Ishida: I completely agree with you, , please.

Koshizuka: University of Tokyo. Thank you for your presentation.

It was a very ambitious initiative, and I heard it with interest.

In relation to Mr. Saito's question, it is true that the name Passport is an initiative based on data connections, but since the name Passport is used, I wonder if there is some background service image, and I would like to ask you more about it.

I believe there is a picture of human ID and vehicle ID. Was this the base? Then, since My Number Card is becoming a driver's license, human ID has been developed on the left side. In that case, I wonder if they are thinking mainly about services in the relationship between cars, passenger cars, and Japanese individuals who bought, drove, or used them.

In mobility, there are other logistics, and I wonder if I don't need an ID for things, but it's probably not good to spread it, so I thought it would be okay to start from here.

However, even if I were to do this, if I were to ask from the perspective of building a data connections, I would like to know if there is a perspective that the development of more necessary data, for example, infrastructure may be necessary, the things I mentioned earlier may be necessary, the ID of humans may be limited to individuals, what should corporations do, what should foreigners do, and if there are various problems, it will be difficult if other necessary data maintenance are not developed or coordinated.

The other thing is, after this, I would like to ask you a little bit about your thoughts on the timeline for realization.

Member : Thank you for your questions and comments.

Originally, I think there would be various things such as ID of things. Originally, before the MSP Concept, we said My ID as a human ID, Car ID as a car ID, and My ID Concept as a car ID. However, if we did so, it would be taken as if creating an ID was the purpose. So, under this big concept, I wanted to realize that you can freely travel to and from public transportation, like a passport-like device-free or car-free. So, based on this expansion, I thought it would be better to make it as easy for consumers to understand as possible, like a passport-like story about how you can go abroad freely. For demonstration, I thought it would be easy to understand when I explained that you can go around if you can get a stamp on this passport-like thing. So, I thought it would be as easy as possible for you to imagine, so I decided to give this name after discussing it.

However, in terms of thinking, as you said, expansion is extremely important, and I believe that there will be a variety of individuals and corporations. I recognize that we must take this into consideration. However, if we expand it, there will be no end to it, so I would like to start as simple as possible.

In other words, the story about architecture that you will explain to me today is very interesting, and I may have thought about it on my own, but I was expecting it, but it was in that situation.

Originally, it is said that My Number Card and the driver's license are in 2024 or the twenty twenty-five, but in such a case, I would like to create some environments in which people can easily travel light with such things. Therefore, in that case, I would like to start with the human axis, and I think it will be based on the ID of each individual, but then we will expand it. If structures can be developed in the same way, I think it will appear in things and various things, so in logistics, I think that by having an ID of things, we will be able to see what we are transporting, and the energy I mentioned earlier may also be ID. Therefore, if such expansion can be followed, I would like to consider such a thing. Therefore, I have put the meaning of MSP to expand without closing. In that way, I would like to cooperate with you as much as possible.

Saito: What the This MSP is more of a story of human information, or a passport that a person who rides a car has, and various data are connected centered on the person. I think that vehicle ID is a story in which data such as the value chain, usage history, and recycling of the car are connected, although there is another concept of so-called product passport in the circular economy. I thought that passport and the MSP (Mobility Smart Passport) that I am going to do this time, that is, an individual who will replace a driver's license, are slightly different stories, but is it okay to understand this way?

Member It's a different story, but I think they are structurally the same.

Saito: What the information, car information is held in a car. And a passport is attached to it, and various information is connected. For example, personal information about what to do in a car is carried on a so-called human passport. Information can be connected in a similar structure. And it will be connected N to N. That's the story.

Member Hai.

Saito: What the I understand. Thank you.

Member vehicles, in the future, for example, the user side will have to be aware of recycling and the battery that you just did. So, humans will be involved, and the baton will start to be applied to the raw materials, and recycling will start again. In fact, the JAMA is considering this together.

Chairman Ishida: I completely agree with you, , please.

Kawabata Member: Online.

Regarding the ID of the vehicle side, which was just being discussed, when the vehicle validation became electronic and I was in the committee, the vehicle validation was still empty in terms of data, or there was still a large amount of data, and at that time, it was like a request for ideas on the use of the empty area of the digital vehicle validation. I think it was early in the discussion at that time after the publication of the Pub Comment, but ideas on the use of the ID were not announced at that time, but I asked if such ideas could be used now, several years later.

On the vehicle side, for example, it is not possible to recognize such detailed equipment by the current validation on the ticket, but if it becomes possible to use free space in the digital validation, it will be possible to utilize data such as the level of ADAS and the status of maintenance of the vehicle. At that time, the storage of data on used cars was a topic of discussion in the committee, and I think that if such things can be utilized, the ID of the vehicle will be easier to handle than the My Number if it is not linked to humans. Therefore, I thought that it would be better to consider a platform that can be connected when the data of various parts of the whole is enriched to some extent, and that it can be connected when the data is accumulated to some extent.

Is it all right to understand that the Japan Automobile Manufacturers Association and others are quite considering the matching of physical data and human data?

Member , thank you for your comments and questions.

I am aware that we have to think about it. I think there are various kinds of data that can be collected about car validation and car surroundings. Therefore, I think it is really important to share information as much as possible in the same way on various things. One form of this is car validation, which is always attached to a car, so I think we can look at it in that way.

In addition, as I mentioned earlier, there are environments where it is difficult to link used cars and other various things, and when maintenance operators and all of them cannot get on the same scheme, I think it is possible to make a car validation into one hub. Therefore, I think it is quite important to put one piece of information on what you have, so I would like to make use of such advice in various ways, and I would like to consider this together in various ways. Thank you very much.

Kawabata Member: If we do that, it will be easier to connect to recycling and reuse, and I thought it would be advantageous when Catena-X and other projects come up in the future.

Member .

Chairman Ishida: I completely agree with you, , I would like to talk about the digitalization of car validation. Issue has started this year. However, there is a problem that there is not much space, or if you are caught by a police officer for violating traffic regulations in a place where radio waves do not reach, you will be in trouble if you cannot check, so it seems that the printing of tickets is essential. I think there is still much room for improvement, so I think it is one of the major Issue of mobility working, so I would like to work with you. Thank you very much.

How about others?

Go ahead.

MURAMATSU Member: Thank you for your explanation. I am Muramatsu of the Robofle Organization.

I would like to comment on two points.

First of all, I thought it would be very compatible with digital devices. What I want to say is that there is a sense of inferiority in that only the latest cars can obtain data, but if you can obtain one hundred percent of the data with the latest cars, but you can easily obtain 30% of the data with smartphones, various GPS, gyro sensors, and so on, you will be able to contribute to the data lake.

Another point is a question. I would like to know the current status of discussions on digital-related architecture in this area. What I want to say is as you really say, but I think one important topic is the range of digital activities, who will manage licenses, which company will do what, whether to divide the platform by company, whether to create one platform by waving the flag of Mr. Digital Agency, the proportion of business, self-help, and mutual assistance, and how to organize them in the complex entanglement of many domains related to digital. I would be grateful if you could tell me what you are considering about this.

That's all.

Member .

As you said, I think the second is a particularly big story. We are really hoping that Mr. Digital Agency will take the lead and create a scheme for this part as a big thing, including this kind of meeting. For example, there may be companies, corporate bodies, or groups that receive it on behalf of everyone, but if we don't create a scheme that can create such a scheme, I don't think it will be possible. It is impossible to collect them in one place, and I think it is about how to connect various things that are dispersed, so I really expect this. Therefore, in order to work toward that part, we would like to come up with various ideas or work together.

As I said at the beginning, I will start with what I can do first, but I think that when an environment in which it is easy to do so is established, various information will start to be collected in Lake, so I think that it must be operated as a set, so I would like to proceed with this with considerable awareness.

Chairman Ishida: I completely agree with you, , it's almost time for us to wrap up our discussion. Would you like to make a statement? Thank you very much.

I think it is a very large Issue. In terms of quantity, the number of vehicles, as well as My Number Card, may increase due to new mobility and Micro mobility. Therefore, I think it is a Issue with a really large mobility working. For that reason, as you discussed, I think the basic architecture is really important here, so I would like to ask for your continued support. Thank you very much.

Next, I would like to ask Mr. Umemura of NEXT Logistics Japan to make an announcement.

Mr. Umemura: . My name is Umemura from NEXT Logistics Japan.

Thank you for giving me this opportunity today.

Today, through the efforts of NEXT Logistics Japan, which I would like to explain, I would like to share with you Issue, which is truck distribution, and our efforts to that end, and in that context, I hope to be of some help to Mobility Roadmap.

First of all, NEXT Logistics Japan is a company formed mainly by members of the Issue Group since 2018. We have been working to solve the social Issue of distribution, particularly the Issue of carbon neutrality and white distribution, as well as the shortage of drivers due to the 2024 problem.

However, as you can see here, there are ways to use technology, such as using automated driving to transport goods with fewer truck drivers and electrification to reduce CO2. However, it is quite difficult for automated driving to spread widely and electrification to spread widely from tomorrow, so we are working on the consolidation of goods from different industries by using double articulated trucks and full trailers. This is an initiative to thoroughly increase the productivity of truck logistics by using two car articulated, long trucks like trains to transport goods from various shippers together.

I would like to show you a few examples of mixed loading on page 4. Here, you can see a lot of loading in a truck. As you can see from the top, Nissin Foods and Asahi Breweries are transporting together, Ezaki Glico and Kao are transporting food and Nisso together, and on the right side, Asahi Group Foods, Tires, and Bridgestone are transporting together. In the second row in the middle, Nippon Paper Industries is in front and Nichirei is in the back. These are transporting things in different temperature zones in the same truck. Next to them are Kikkoman and Unilever, and in the middle of the third row, Suntory and P & amp; G, and Toyota Motor and Fujifilm. We are working to increase loading efficiency by transporting together various people across industries and business categories.

What we are working on now is the distribution of this company. The size of the Japanese truck transportation market is said to be 14 trillion yen, but home delivery, which tends to be focused in distribution, is actually only about 2.5 trillion yen. The rest is B-to-B corporate distribution, and I believe that the fact that this market will not be viable is a major Issue, such as the disruption of the supply chain. By transporting this together with various people, we will increase the loading rate.

In fact, it is a feature of Japanese distribution that truck transportation, for example, Toyota Transportation Co., Ltd. for Toyota Motor Corporation and Asahi Logistics Co., Ltd. for Asahi Corporation, have their own distribution subsidiaries and transport goods by themselves. In this situation, there has been little cooperation between industries and business categories, for example, trying to transport Toyota parts on the way home after transporting beverages, or trying to transport other goods on the way home after transporting foods. As a result, the loading rate has decreased in this industry, so I would like to try how to transport goods efficiently. On page 5, we have set up cross-dock stations at two bases, which are the main arteries of Japanese distribution, in the Kanto region and the Kansai region. We have asked various people to bring their goods to these cross-dock stations, and we are carrying them in combination. This is how we do efficiency.

We would like to create a framework in which shippers such as Mr. Asahi and Mr. Glico, who have logo marks, and logistics operators such as Mr. Shibusawa Warehouse, Mr. KRS, and Mr. Gion, who are below, as well as people from various industries such as leasing, finance, and Mr. Mitsubishi HC Capital, and banks, who are invested by our company, can transport together. On the right side, there are several names such as Mr. Ajinomoto, Mr. Kabaya, and Mr. Suntory, but at present, 42 shippers are working to transport together, including the framework of NLJ Plus, which is entered on an annual membership fee basis. As I mentioned earlier, it is unusual even from a global perspective for more than 40 shippers to transport together what they used to transport individually.

Our efforts are still at Step 1. Looking ahead to the next step, in which trucks will become automated driving and those trucks will be electrified, we will create a framework and mechanism to use them.

As you can see on page 7, various beverages, instant noodles, and automobile parts are mixed in one truck, and this is operated on schedule. It is like the Tokaido Shinkansen, which runs between Kanto and Kansai. A truck that leaves the Sagamihara center, Kanto, changes drivers at a relay point called Toyota, another driver goes to Nishinomiya, another truck is loaded with another package, and the truck runs toward Sagamihara. The truck constantly changes drivers. The operating rate approaches 100%. On the other hand, the loading rate, by loading up the inside of the truck, we are trying to increase the productivity of truck transportation, the loading rate times the operating rate.

In our efforts, on the next page, page 8, we have an average loading rate of 63%. As you saw in the loading chart earlier, we are trying to use up both volume and weight. The average is 63%, which is calculated by adding volume and weight and dividing by 2. The maximum value is 89%, and the number of trucks with 80% and 90% loading rates has gradually increased.

On the other hand, how many trucks are running in the world is written in small letters below. This is the load factor of the Ministry of Land, Infrastructure, Transport and Tourism, and 39% is actually the average load factor of trucks in the world. To put it another way, 60% of trucks are carrying air, which is a very serious problem. This shows that Japan is in trouble due to a shortage of truck transportation and drivers, but its productivity is very low.

On page 10, I would like to quantitatively show that the loading rate is low. This is a distribution of the weight of trucks running throughout the country through the ICT equipment on the latest trucks. By subtracting the vehicle weight from the total vehicle weight, we can see how much the truck is loaded. As you can see here, the loading rate is 40%, and there is a mountain. It is an indisputable fact that 60% of the truck is carrying air.

As you can see on the next page, page 11, this is a schematic diagram that shows how companies transport goods. On the left side, for example, please imagine the goods shipped from a factory. If we run five trucks a day, it does not mean that we actually run full from morning to night. In the morning, 80% of the goods are shipped, 50% are shipped during the day, and only about 30% are shipped during the last day. Then, the trucks that have been shipped have to return, but in fact, the shipper does not know what the return cargo is. In fact, 80% of the goods that were shipped in the morning are returned, but the ships that were shipped in the afternoon are empty on the return trip. The last ships are shipped in 30% empty, so there is almost no work.

This is an image of an average loading ratio of 40%, and we need to solve this problem in Issue. As you will see on page 12, corporate distribution, for example, shipments from factories go to wholesalers' temporary warehouses, but the same amount of shipments do not return from the temporary warehouses to the factories of companies. It is basically one way. And corporate distribution, as you are aware, varies a lot. For example, in the summer, beverages and other products are shipped three times as much as in the off-season. As automobiles are also shipped intensively at the end of the fiscal year, in the midst of extremely volatile factories, if logistics operators have transportation capacity in line with them and in line with the peak, there will be a surplus. Actually, everyone has been doing this well so far, so we have not thought about it, but we have not been able to do it well, so it is 40%. As you can see on the next page, we want to transport these things efficiently, and as you can see on the next page, CO2 emissions will also be reduced by consolidated loading using double articulated trucks, and of course by transporting more than two loads per truck. At present, we are reducing CO2 emissions by 28% by our transportation method, and as you can see, companies can reduce CO2 emissions from Scope1 and 2. Scope3, Category4 and 9, and CO2 emissions from transportation can be reduced from tomorrow if we change our operations. We would like to promote these efforts and increase the number of companies involved.

By the way, I just talked about the loading rate, but in fact, trucks on the market now do not have any function to show the loading rate, for example, in the meter. It is a tool for carrying goods, but in fact, we do not know how much is loaded in the truck. In order to understand this, in addition to the vehicle data mentioned earlier, we have attached a 3D sensor to the inside of the luggage compartment to visualize the inside of the luggage compartment as shown on page 14. Based on this, we can see how much CO2 is emitted per piece of luggage, combined with the amount of fuel injected when the vehicle is actually running, and how much can be reduced by bundling it.

As you can see on page 15, we will load the goods in this truck, which are from various industries. In a word, it is easy, but it is difficult to load them together. Whether you are carrying detergent together with, for example, snacks and smelly things, or whether you are allowed to carry oily things such as automobile parts together with food, the lead time is different for each of you, the packaging style, and the size of the pallet are different for each of you. By combining these, we are assembling the puzzle as you saw, but here is a very difficult point.

As shown on the next page, for example, light items, heavy items, the balance between inbound and outbound, and the packaging style are all different. The information on the packaging style ordered is also different for everyone. The lead time is brought at your own pace, so how difficult it is to transport them together. And the cost, in general, the cost of transportation is very low. Under such circumstances, how can we combine them, balance them, and efficiently transport them?

For example, as stated on the next page, in terms of weight balance, considering the inside of the cargo room and the displayed loading rate, for example, 270 kilograms per cubic meter is the best balance, but if there are many beverages, the weight is a little more than the weight, and there is space. As stated on the next page, the packaging style is all different. Pallets have been widely used, but there is no standard for cubic including height. Therefore, for example, as stated on the second page from the right, there are some that are not square in the first place, and it is very difficult to how to combine these.

When we actually try to stack these, they do not fit together, so we cannot stack them on top of each other, or we have great difficulty. As you can see on the next page, over the past three years, we have been Issue solving problems such as how to combine things that are not in the case in the first place and how to transport things that smell together.

As you can see on the next page, if we build a two story cargo room or create a single standard and put it in a box, the loading rate around here will increase. As you can see on the next page, I would like to work with the Ministry of Economy, Trade and Industry to standardize the packaging. We have created nine standards for how much of the packages we handle can be accommodated in a certain size. We have proposed that 86% of the packages in various industries that are actually in circulation can be accommodated in these nine types.

It is page 24. If you use a certain packing style and timing, the loading rate will be reduced by 85% and CO2 emissions by 35%. Our approach is to share this with you not only in the concept but also in the actual implementation.

As you can see on page 25, we have devised a truck with a slightly larger box. In addition to a double-coupled truck with a total length of 25 meters, the height of the cargo room has been increased from 3.8 meters to 4.1 meters. This is a change in law. We have prepared equipment to transport 2.5 large trucks with a capacity of 150 cubic meters in a single truck.

However, what is very important is, from the next page, page 26, how to create the pattern of how to efficiently load in the cargo room. In fact, we have created a new system called NeLOSS, and we are using a quantum computer to solve this complex calculation.

As described on page 27, we select one with a high loading rate from a large number of permutations and combinations of variables, including various dimensions and odors of the package. If we try to do it with a general computer, it takes about 10,000 hours. When people do it, it works well for some reason, and it takes 2 to 3 hours, but as the number of people decreases, we try to solve it using a quantum computer, and we have succeeded in solving it in 40 seconds.

As you can see on the screen, we receive orders such as how many cases of Sanya Cider Shochu from Asahi and how many cases of shampoo from Kao. We feed all the distribution data of hundreds of lines into NeLOSS, and just by pressing one button on the lower right, we can create a combination in this luggage compartment in 40 seconds.

Quantum computers are very strong in such combinatorial calculations, and I believe that various routings and demonstrations are being conducted now. At present, we have been implementation quantum computers since last summer. By actually using them in actual operations, we are taking on the challenge of becoming a truly usable system. In this way, by having both 0 and 1 properties in the qubits, the combinatorial calculation is performed at one time. At present, we are simultaneously performing the loading in the truck and how to allocate them. During this calculation, the results are obtained in 40 seconds, and you can see what the actual loading rate of each flight is.

If you click on it, the inside of each truck will be reduced to a development diagram that says, "Please stack them like this." And in each part, for example, here, in the next part, beverages are stacked in the blue part, shampoo is stacked in the green part, and automobile parts are stacked in the brown part. Since last year, we have been implementation a system that allows us to stack them like this at the site.

If everyone carries it, the loading rate will increase. However, it is difficult to carry it by everyone. Without a system to make this combination, it is difficult to carry it by everyone and make it efficient. This is one thing that is shown.

Another feature of corporate Issue is that it is volatile. In order to solve this problem, we are working on whether it is possible to make predictions using this distribution information. When we carry packages every week, we can see that Asahi Breweries carries this package on Thursdays and Suntory carries this package on Tuesdays. So, at present, we predict the packages to be loaded on trucks for a week in the previous week. We manage the results on a daily basis to see if they have come as expected, and we improve the accuracy. Thus, for example, on Mondays or when the load is small, we can reduce the number of trucks and prevent unnecessary trucks from running.

Through these various efforts, we are working to increase the productivity of trucks. At present, we are engaged in primary long-distance transportation from the plant to the warehouse of the shipper or the wholesaler. In particular, in this field, we are working to solve the problem of the aging society due to the shortage of drivers. We are also working to connect information to retailers and other end users. If we can understand what is sold, how much is produced, and how it is transported in the end, we can make a efficiency.

We are currently working on optimizing the loading and allocation of this system called NeLOSS. We are doing this to ensure that it can be transported well between the Kanto and Kansai regions. At present, we are expanding this system nationwide. For example, we are advancing development as an evolved version of NeLOSS. We are working on the routing of how to bring it from Kyūshū to Hokkaidō, the diagram for driver changes, and the combinatorial optimization of these four elements.

In this case, it would be a waste to use it only for transportation by our double-connected truck, so we would like to open it up now, and we would like to promote development of API and UI. For example, if two or three companies in Hokkaidō want to transport this together, we would like to ask them to use this system. If they could use this system, we would be able to solve this Issue problem.

Beyond that, it will be connected not only to trucks but also to other modes of transportation such as railways and ships. As described on page 33, we are considering the possibility of optimizing multimodal transportation.

Let me explain one more thing. This is an initiative to share the inside of the luggage compartment with everyone. We also think that there will be sharing on the other side, which is the idea of sharing trucks and drivers. Our double-connected truck, which is a truck with a long blue cabin, is not owned by a company called NEXT Logistics Japan, but is leased from us to a partner logistics company. We operate this framework with the drivers there, and to be specific, it is page 35. This truck runs from Kanto to Kansai, but in fact, this truck, which is written at the top, is a truck of a company called Unet Lance, which transports parts for Toyota. However, the driver of another company called Gion, who is holding the wheel, will change the driver at the junction point, and Gion's driver will get off there and return in the company's truck that came from Nishinomiya. This time, the driver of Unet's company will get on the truck and go to Nishinomiya, and Unet will get on Gion's truck. By freeing the combination of truck, driver and luggage, we will thoroughly improve the efficiency of our assets.

As you can see on the next page, this kind of thing is now brought into the cross-dock, and is transported with this kind of aggregation. In addition, since it is a double-connected truck, the front and back are separated, and the front runs forward and the back runs backward, and they are connected. This mode of transportation has also evolved.

Under these circumstances, the routes that can be traveled by double-connected trucks have expanded. Up until now, the route had been one red line, but it has been doubled to the yellow route. In that sense, I believe that we have created a foundation on which trucks that can transport two vehicles by one person can play an active role.

As I have just mentioned, our model basically visualizes waste in distribution. There is a limit to transporting it by each person, so we can increase efficiency by transporting it together. Then, one person can transport two cars, like a double-connected truck, and in the future, it will become a automated driving, so we can transport a lot of them. In this way, we can increase productivity more and more. It is not about reducing the distribution cost of the shipper, but about returning the amount of productivity that has been thoroughly increased to the truck driver. At present, the average annual income of heavy-duty truck drivers is said to be 4.63 million yen, but our driver can make it even if he or she pays 6 million to 8 million yen, which is almost double the annual income. We are working on this model.

In the past three years, we have reduced more than 5,000 drivers and 1,000 tons of CO2 emissions by transporting 100,000 tons of cargo, which is still a small number, to a transportation capacity of 248% and a loading rate of 60%. I would like you to imagine that if we do this, the number of people will decrease and CO2 emissions will decrease.

This is Step 1, and beyond that, I would like to imagine that we will become a automated driving like this. Actually, I used CACC and LKA in the national platooning project. We will install them in this double connection, and the truck behind us will follow them. This will reduce fatigue. In addition, it is not a good idea to automate only the truck, so we will make the forklift truck for loading and unloading unmanned. We will conduct a demonstration of an unmanned forklift truck with Mr. L & amp; F and start a part of the implementation.

In addition, in order to electrify these trucks, we began operating large-size EV trucks powered by fuel cells and hydrogen on a route from Asahi Breweries' plant in Moriya to our cross-dock about three weeks ago.

In this way, we will create various mechanisms and frameworks for how to bundle and transport. In such a situation, for example, a station for cross-docking will be directly connected to an expressway, and people will bring it here. For example, in the future, automated driving and manual operation will be switched, and a station for hydrogen will be created here. I think we can draw up a concept on the infrastructure side.

We are a company that does many things like this, and when I explain it like this, it is often said what kind of company NEXT Logistics Japan is. We are doing business with the image that new technology will be installed in the framework of using double-connected trucks for mixed loading and sharing it with everyone. However, we are essentially a company that creates a mechanism and framework for transporting a large amount of goods with fewer truck drivers. Our idea is to prevent unnecessary trucks from running and ultimately reduce the number of trucks. By reflecting this business and the know-how we have gained through this business in the system called NeLOSS, and having everyone use it, we hope to solve your Issue problems in both real and digital terms and solve the serious Issue of distribution.

It was a rush, but it was our explanation. Thank you very much.

Chairman Ishida: I completely agree with you, Thank you very much.

Then, I would like to ask for another active discussion.

Yes, please.

Acting Member Akimoto: Thank you very much for your explanation, : Thank you for your explanation.

I was very impressed. Since you are doing this kind of activity, I thought it would be great if you could apply this to all kinds of businesses nationwide.

In particular, I think it is corporate logistics. I think there are major delivery companies and other key companies, so for example, they will contract for them, and I think they will contribute to the labor shortage. In addition to that, we can also reduce CO2 emissions in a unified manner, so I think it is good to apply this kind of thing in a very consistent manner.

I hope you will do your best. Thank you very much.

Chairman Ishida: I completely agree with you, Koshizuka, please.

Koshizuka: .

Thank you for your wonderful story.

In the slide, there is a warehouse, and there are cases where goods are transported to the retail side and cases where they are transported to the plant side. On the other hand, looking at the retail side, for example, in the case of recent ordering system at convenience stores and the like, we use a lot of data to prevent shortages, unsold goods, and shortages. I thought it would be unbearable to be in this position. What do you think about this? In the entire transportation process, there is a balance between what goes to the plant and what goes to the retail side, and there is also a question of how much impact there will be, but it is said that orders will not sell well. If we order this tomorrow because it is cold or because it is hot, I think the distribution will be unbearable. What do you think about this?

Mr. Umemura: .

The figure for the loading ratio, which is called the load factor, was actually 60% in the 1990s. It is now less than 40%, and it is decreasing steadily. One of the main reasons for this is that, as you said, due to the IoT and the evolution of ICT, it is possible to place orders in detail in various business practices, and various consumers' needs are segmented, and products are made to meet them, so that packages do not fit together.

In that context, if it continues to fall, and if it really falls any further, there will be only air in the truck, so I think we need to put a brake somewhere. In that sense, the government has issued a new proposal on the Year 2024 issue of logistics. In that context, as consumers and shippers are required to change their behavior, for example, if they mechanically order one product just because it has been sold for a long time, it will end up being impossible to transport it. In that sense, I think it is important to consider together with shippers and logistics whether to order a small number of products at a time or not to order products that are OK to extend the lead time by one day so frequently.

Chairman Ishida: I completely agree with you, Go ahead.

MURAMATSU Member: Thank you for your presentation. I am Muramatsu of the Robofre Institute.

I understand the current Issue and the solution to it very well. Thank you very much.
I would like to make a few comments, but I would like to work with you. In particular, standardization of packaging is very much in the hands of Issue. I think the area you are working in is for ToB, but we are working on solving Issue for ToC. At that time, packaging is completely different from company to company in Issue.

When we made robots, we didn't have a basket that could have been a little larger or two that could have been a little smaller. We are in trouble right now, and we can't take a step forward in mass production of robots. Therefore, we would like to be able to work on this standardization effort with the cooperation of the government, so we would be grateful if you could let us work together.

Thank you very much.

Mr. Umemura: .

Actually, as you said, what we are very conscious of is that there are various new technologies, but how to make them implementation is what we are conscious of. In such a situation, for example, the automatic forklift that I mentioned earlier is a good example, and there is a movement to standardize the pallet size to T11, 1,100, and 1,100. There are many differences in the field, and various things come. When various things come, it is very difficult for the forklift to read and insert them into the hole. Therefore, the implementation is far away, but in that sense, let's make the pallet size into the three major types. If you can unify them properly, the automatic forklift can also make the implementation. That is the way we are asking the shipper's cooperation, and I think that is very important for implementation.

Chairman Ishida: I completely agree with you, It is a quite difficult problem. In terms of where to optimize it, I have seen quite advanced frozen and refrigerated warehouses in Hokkaido. They use T11, which has a unified pallet, but it is slightly out of range. It is the purpose of the handler's life to identify it, the sense of challenge, and the skill. It is possible to barely get into the warehouse and get into the elevator. I think it is quite difficult to change it from that point on, but I think I have to work hard.

Mr. Umemura: In that sense, shippers are involved in this activity because of this part. When shippers ship from their factories, if they can reduce this part by one layer, efficiency will increase greatly. It is the same for truck transportation, but in fact, it is possible to load one more layer in a warehouse. We are gaining understanding while taking form.

Chairman Ishida: I completely agree with you, I think it is very important to make the whole thing visible for that purpose, but I think it is an important issue because people optimize only what is in front of them.

What do you think? Mr. Saito, please.

Saito: What the , thank you for your very good story.

The final concept of the Digital Lifeline is exactly what we call the Distribution Internet. In that sense, we are thinking of systemizing it, creating a proper distribution end-to-end, and optimizing it. We will talk about the architecture necessary for that, how to visualize the data to realize it, and where to get it from. We will do design from now on. My first request is that you participate in it.

In a sense, when we automate a factory, this is exactly what I said earlier. When we try to make a factory so that it can be produced fully automatically, that is, when we try to make a product fully automatically, on the other side of what to do with the equipment of the factory, we need to think about how to structure the product so that it can be automated. In reality, the equipment of the factory becomes complex and it is very difficult to pay. When we make a system, when we make a fully automatic system, we need to take an approach that considers realizing it from the viewpoints of both the equipment to be made and the product to be made. Germany and other countries are talking about doing this through virtual engineering.

Such a story is also common to the pallet story mentioned earlier, and I think that if we persuade people to do this by considering what, where, and how they can be provided at a really low price, for example, where the distribution system will be cheaper, so-called total cost, then you will probably be convinced. I would like to make a distribution system like this so that everyone can use it in a certain sense as a utility and make it easy. Everyone is not provided by one company, but by the same model provided by various people in the open as mentioned earlier. I would like to create a forum where such discussions can be held, and I would like you to participate.

Also, I would like to ask one question about cross-docking. In the end, within the physical constraints, in a sense, when things are flowing, if you put memory-like stocks and store them there, it will flow more smoothly. So, in terms of cross-docking, you just talked about changing drivers and changing shipments. I think if we place a warehouse near here, how can we have a buffer to make the supply side more smooth for the current demand? Is there any consideration on this?

Mr. Umemura: As you said, this picture has a cross-dock center directly connected to the expressway, and there is a multi-tenant warehouse below it. In this way, we have the stock you said here, for example, we have three days' stock here, and within those three days, the truck that actually runs can be delivered, for example, within the next three days. In order to combine what is stocked once in an efficient state here, for example, Nissin, Nichirei, and others have stock points. We are also considering combining them. In that sense, it will be more efficient if we place a public cross-dock station and a corporate logistics stock point at the same place.

Saito: What the Guidelines, the distribution system will really be optimized, the social cost will decrease, and the real annual income of the driver's physical person will increase. I think it is a good story. Thank you very much.

Chairman Ishida: I completely agree with you, , please.

Koda Member: Thank you, Co., Ltd.

Thank you very much for telling us the wonderful story of Issue and the solution to it.

In addition to AsMama, I am founding and serving as a director of the Sharing Economy Association of Japan, an association of more than 300 companies, and I would like you to join us.

Also, in terms of existing mobility, I believe you mentioned that your company has subsidiary logistics. I would like to know if there are any points where the mobility of each company is low.

When I heard that space, people, and trucks would be shared, I thought it would be wonderful, but if there is a Issue or something in the course of coordination with each company, I would like to share as much as possible. That is my second point.

Third, I would appreciate it if you could tell us how these issues are being resolved, or if there are any such issues. I would appreciate it if you could tell us how these issues are being resolved, or if there are any such issues.

Mr. Umemura: .

First of all, in terms of mobility, each company has its own logistics subsidiary and is transporting goods through its own network, so it is probably the most mobile and can be transported when it is convenient for you. However, it is a premise that it has already reached its limit, and by adjusting it a little, we are now operating on schedule. In short, as a lead time, for example, we have been transporting goods for 10 hours, but by adjusting to the same timetable, we have had participants who can tolerate an increase in lead time to 13 hours or 15 hours. As you said, mobility will decrease, but at that time, I was talking about 3 hours, 5 hours, for example, 1 day, and if it is delayed, will it affect the primary transport wholesalers I mentioned earlier? We are using this regular service with the understanding that we can change or review the transportation plan a little more.

Second, there are subsidiaries of each company, and there are cooperating companies in the network, and the companies are firmly protecting the commercial area. We will rearrange them. As I said at the beginning, we are already at our limit. So, unless we rearrange them, we will have to make a framework in which everyone carries. In some cases, the workload may be reduced from 10 to about 8, but if we continue like this, everyone will not be able to operate. In that sense, there may be some friction in such a part, but Japan itself will no longer be able to carry. So, we are talking to gain your understanding. Actually, we are quite persistent and are doing muddy things.

In that sense, it is very important for everyone to have the same awareness of the problem, and I think the starting point is that if only we are good, we will not be able to survive because a crisis is looming in front of us.

The last double-coupled truck is this long, but it actually has a very small turn. The reason is that the front side is an ordinary truck, and there is a pin called a pintle hook, and there is one axle, and the rear side, the front axle on the trailer side is a bogie. There is a three part system in which there is a front truck, a bogie, and a trailer. On top of the bogie, there is a device called a coupler that couples the trailer, and they are connected by two axles. This works well when turning, and the rear trailer follows the trajectory of the front truck. So, if it is an intersection where an ordinary front truck can pass, the rear trailer follows the same trajectory. In that sense, it is very convenient.

However, it is not possible to drive anywhere in the country, so we are assuming that large trucks will be able to enter to some extent in corporate distribution, and we are operating it after confirming that it can be used here while making a validation.

Koda Member: Thank you, On the other hand, can a truck driver drive a normal truck?

Mr. Umemura: This is a heavy-duty plus towing license, so in general, anyone who can drive a semi-tractor or semi-trailer can drive this truck.

Koda Member: Thank you, .

Member : Thank you for your explanation.

I heard a very exciting story, and it was wonderful. I think it is exactly the same as airline code share flights, and dynamic prices will be generated from such places, and if you use the blank space well, you can still fill it. I was a little surprised that it was so empty.

In the meantime, as we mentioned in our discussion, in the last one mile, you mentioned driver matching. There are various things that are transported to a certain point by large-scale logistics and finally delivered to the customer. It seems that the last one mile is also quite tight. In the case of matching, people who can work for a short time want to work and deliver it immediately. In the case of the mechanism using the quantum computer of AI mentioned earlier, you may have various plans for the last one mile, but if there are such places, I would like to ask you.

When it comes to drivers, it is close to the concept we are considering. When it comes to driver entry and recognition of work, with official certification, it is about how much salary is paid for how many hours of work. For example, I thought it would be good to create a visualization in a good sense by creating a visualization for various things such as taxes and working hours. I would like to have various discussions with JAMA in the future, including such things. In terms of distribution, you may have been talking about various things, but first of all, I would like to ask you if you have any plans or thoughts about the last one mile part.

Mr. Umemura: .

Our current initiative is to deliver goods from factories, which is called the primary transportation of corporate distribution, for a long time by trunk line. I think there is a labor shortage in distribution everywhere in the country. Trunk line transportation will be automated driving in the future, and implementation will mean that we will come first. Given this, we hope to reduce the number of people there first to increase productivity, and then automation will be introduced, and the reduced number of people will be transferred to intra-regional transportation or last mile transportation, thereby contributing to resolving the labor shortage of the country as a whole.

In addition, regarding NeLOSS, in fact, it can be used not only for trunk line transportation, but also for last mile transportation in terms of a combination of what and what. In that sense, I would like to realize last mile efficiency by having everyone use the system, so I would like to open up to such places.

Member .

Member: I'm Suda from University of Tokyo.

I have also been doing various things such as platooning, so I understand the difficulty of logistics well, so I admire you for working very hard.

I would like to ask two questions. One is what kind of reputation the drivers have. I have heard before that there is quite a resistance to changing my truck, so I was concerned about that. I had a feeling that I should raise my salary.

In addition, you mentioned that cooperation with railway freight is a future concept. I am also involved in railway transportation, so I would like to ask what concrete progress has already been made.

That's all.

Mr. Umemura: .

First of all, during the transfer, in fact, all of the trucks here, Unetrans and Gion, have the same specifications, and both are semi-automatic and have the same operation system. This means that there is no discomfort at all even if you transfer. It is often said that you should not leave your personal belongings, and in that sense, we have created a system that is really premised on the transfer.

On the other hand, I would like to talk about the motivation of drivers. In a sense, we call such a long car a pilot. They have a sense of pride that they are supporting Japan's logistics. In other words, they have a sense of how much they are supporting their lives with such a long car. That is how they handle the wheel. In that sense, we do not do any of the usual things that drivers do, such as unloading by themselves with a forklift. Drivers just hold the wheel, but they have pride in that. They are really carrying with responsibility, and we are doing this to motivate them. Some drivers want to spend time freely in their own space, and I would like to propose this as a new form.

Also, with regard to rail freight, this is still at the idea level, so I would like to talk about it in more detail. By modal shift, CO2 emissions can be reduced by using railways, but one of the weak points is that if it is cut off by heavy rain in Hiroshima Prefecture, for example, it will not return for about a month. However, I believe that goal will be able to work together by combining it with truck transportation and covering the cut off area with trucks. In that sense, I would like to work with JR Freight and ships more and more.

Chairman Ishida: I completely agree with you, ?

Please let me ask you a few questions. I have heard about you many times, and I always think you are really amazing, but I would like to ask you only three questions.

Logistics is an industry in which there are many small and medium-sized companies, including truck companies, warehouse companies, and shippers. What is your outlook for involvement in this industry?

Also, in addition to that, the shipper. As mentioned in Mr. Koda's talk and Mr. Suda's talk, how much information can be shared about the shipper? This is a very detailed example, but right now, when we evaluate road projects, we are doing a cost-benefit analysis. Logistics is a very big part, but people have a time value, and we do time value things, but the value of luggage is not included at all. Only the personnel costs of the vehicle and the driver are included. The reason is that no matter who I ask, I don't know. In particular, the shipper doesn't tell us about the truck company, so I have asked an insurance company about it. It is difficult, but if such a thing works better, for example, the temporary two lane problem and the narrow road problem, I think there is a possibility that more money will be spent. The second question is what the shipper's feeling is about such a thing.

Third, just this afternoon, the Conference on the Realization of Nationwide Comprehensive Development of Digital Lifeline, which I, Mr. Saito, and Mr. Koda are members of, is being held in Early Harvest. Something like automated driving Support Road is being talked about, so I would appreciate if you could tell me your expectations or what you are thinking.

Mr. Umemura: .

First of all, small and medium-sized companies. As you said, there are 63000 truck transportation companies, and more than 90% of them are small and medium-sized companies. In the sharing industry, there are a few large companies now, but from the beginning, we have an image that, for example, relatively small companies will come here. For example, in the subcontracting structure, there are shippers, distribution subsidiaries, primary subcontractor, secondary subcontractor, and up to seven orders. Six or seven orders are really small companies, and they are actually responsible for the changes in corporate distribution. So, there are people who don't know if they will be working tomorrow.

However, if you join us, it will be a regular work that we will ask you to do Nozomi 1, 2, and 3 every day. There is no doubt that it will not be in the red, so I would like to make a proposal that you can reorganize your business by joining us. In that sense, I would like to invite such people to join us.

As for the second added value, it is true that there is no added value in transporting goods from A to B, but in the future, although it is not the problem of semiconductors, I believe that there is a large risk that we will not be able to transport them. I believe that it is extremely valuable to be able to transport them properly, so that is one thing, and the other is CO2, which we are doing now. By transporting them in bundles, CO2 emissions will be reduced by 30 percent. I believe that there are few items in the activities of companies that reduce CO2 emissions by 30 percent, so I think it would be more interesting if added value could be created by reducing CO2 emissions by this amount just by transporting them together in a bundle, for example, in the form of carbon credits.

Third, I would like to thank you for sharing the matter of Early Harvest. As the Secretariat has been consulting with us, I personally would like to eliminate the situation in which empty trucks run every day in the 100-kilometer section from Numazu to Hamamatsu. Therefore, I would like to have that section as a demonstration of the fact that various people can transport goods together in business. In that part, we are creating an operating system, or an operation system, so I would like to help you drive with a full load of trucks. I would like to send a strong message that automation and efficiency are always a set.

Chairman Ishida: I completely agree with you, .

I would like to do no more than this.

Last but not least, Mr. Koshizuka, please.

Koshizuka: University of Tokyo.

I would like to talk about the background of how we have been building a digital infrastructure, such as connecting the necessary data to each mobility's services, rather than connecting them to each Digital infrastructure's services. I would like to talk about what we are doing now, what we must do, and how to build the region, which is a little bit abstract, as you said about architecture, but I don't think it will be possible to solve the problem only with money unless we consider the mechanism and structure from that point.

Since there are many pages, I think it will take more than 2 hours to talk here, so the point is that the part I want to talk about the most today and the part I want to discuss is the Appendix at the end, and I would like to talk about Appendix1 at the end.

There is a slide. If I were to jump in and talk about it, it is said that we are in the age of data. It is clear that from the age when global megaplatformers were providing various platforms as services and products, what is on the right side of this slide is only the logo of various initiatives in the world to create data infrastructure by linking so-called data. It is clear that the players have changed and the initiatives have changed. What to do with the things on the right is an important point now, and I think that these elements will naturally come into play in mobility and digital lifelines.

One of the paintings that I think is important is this one. Until now, the information and communication field, the Internet, communication, and telephone have been the same from a historical perspective, but there is a global infrastructure in the communication area in cooperative areas. In fact, there is no such thing in the middle of competitive areas, and various services have been provided there, and companies have been doing various businesses there. Perhaps the largest player in competitive areas is the GAFA player, who has been playing in competitive areas.

However, as time goes on, the infrastructure in cooperative areas is too low at the level of sending communication packets, and a global infrastructure is necessary at the layer where data is exchanged a little more. In this modern era, I think that the data infrastructure in mobility this time is also about what to do with this layer.

Then, until now, the lower communication layer has certainly come in cooperative areas, the upper layer has come in competitive areas, and the middle layer has what to do with it. Which one is it? The lower layer is called cooperative areas. How was the telephone built? How was electricity, gas, water, roads, and railways built? When they were first built, they were all built by the state with taxpayers' money. Now, they are being privatized, but they were built in that way at first. But in this day and age, it is unrealistic to say that a cooperative areas can be built in the data area in such a way.

In a place that is a little closer to the present era, the Internet has been successfully creating cooperative areas without establishing such a national system. I think the operation was amazing, but it came out in such a way. There is a big debate over what to do with this area. In the first place, is this cooperative areas or competitive areas? The U.S. says it is competitive areas. I think Japan is relatively trying to do it in cooperative areas, and I think it will be considered as cooperative areas in this plan.

The word "data space" is now used to describe the technology and method of doing this. Up until now, if you want to build a data platform, as shown above, if you want to do business somewhere in competitive areas, it is technically easier to monopolize and collect data somewhere and do it. I don't think the upper method is bad. If it can be done with this, I think it is rather better. However, I think the field of mobility is exactly the same, and it is probably an area where everyone doesn't want to collect or collect data somewhere. Therefore, it seems to be integrated from the viewpoint of users, but it is necessary to have such technology that does not need to be collected. Technology alone is not enough, and if rule-making is necessary for that, a system to support it is also necessary. This is probably what is called Data Space and Europe, and I think the point is how to do this method.

Up until now, we have not been talking about data infrastructure for the first time. It is a story that has been going on for 30 or 40 years. From databases, the Internet and search engines were created a long time ago. All of them are data infrastructure. To classify them a little, how closely they are linked, integrated and standardized, and how closely they are integrated with organization and the rules are tightened. Some are tightened and others are completely relaxed. The most dense system is called a database, which has been around for a long time. The least dense system is called a search engine, which can be done without doing anything on the Internet.

Perhaps the point now is just around the middle of it. There has been nothing about moderate integration, industry integration, data integration, organization's implementation of rules to some extent, and appropriate management. What should Issue do about this? This is the picture when I take a big panoramic view.

In the case of PART3, I think you have already skipped saying that there will be various innovations if you utilize data, and everyone thinks so.

In terms of the history of data infrastructure initiatives, it seems that Europe in particular has made considerable progress. What I would like to say is that Japan taught Europe that it would be better to do this in the first place. In the beginning of 2000, IoT and others became popular. There is an old document that mentions the Internet of Things in Internet Reports on the left side of Europe. Japan was the first country to be mentioned. Europe also said that it would like to do something like Japan. A project like CASAGALAS was launched in which Europe studied Japan. Industry 4.0 came out, and industrial data space gradually came out, and it became international. Data data data, IoT has already gone somewhere, and this time it is data data, IDSA came out, GAIA-X came out, and Catena-X, which is now a topic of conversation, came out. In other words, my impression is that we were not the first to teach data infrastructure initiatives. It was re-imported.

However, there are many places in Europe, but they are quite confused. I thought that the data space surrounding Europe as a whole was determined by GAIA-X, but there were more and more rooftop floors, and I didn't understand why. I had the impression that it was not a monolith.

In addition, although only the framework will be launched, I have the impression that there are still many parts that have not been worked on in terms of the actual systems. Therefore, I believe that it is too late to promote such projects in Japan.

When I look at the Japanese situation, I don't think there are any bad things in that sense. Various data bases have been established in each field, and some of them are related to me, but there are already many data bases in each field. In other words, as will be seen later in mobility, in a situation where a chaos map can be drawn, chaos can be either good or bad. If there is only one, it does not even become chaos. However, it can become chaos. However, it is chaos. Therefore, I think that cooperation here is the biggest Issue of the country.

For example, in the case of open data, there are 1,788 basic local government and local governments, and since the time of the Cabinet Office and the time of Mr. Digital Agency, there have been more and more efforts to promote open data, and there are already 1,200 to 1,300 local local government that are conducting open data. If so, there are 1,270 open data catalogs in Japan. It is chaos. Therefore, we must summarize this. In that sense, just like in Europe, only the framework will be launched first, and only the paper will be developed first. In that sense, I think the reality in Japan is that it is being launched rapidly. In that sense, I think there are various bases.

As for mobility, this is what I was doing. The ODPT and the public transportation Open Data Center, which are only in the Tokyo area, are collecting all the data, providing it to Google, and getting the real-time positions of trains and buses on Google Maps. It is already 10 years ago, and we have sufficient experience in programming testing using railway open data.

I believe that there are people concerned here, but MaaS has been launched quite a lot, and when you look at it like this, it looks like a chaos map. I think that GTFS has been used to create local bus timetables.

Also, from this fiscal year, I think Mr. Ishida talked about it at the first session, so I will just go quickly. I am participating in the Smart mobility Platform in the third phase, and I am particularly focusing on IT. One of the themes is whether MaaS can be reborn as a digital system in a way that EDP can support when a venture company can immediately launch a service, a system that can support start-ups, or a digital system that can support local transportation businesses that are in trouble, rather than being used to lock in MaaS Issue services in the next era or focusing on transportation businesses close to customers.

In addition, at the planning stage of transportation and mobility, for example, it is difficult to obtain local consensus, and it is stacked at the planning stage and it costs a lot of money. Therefore, it is easy to obtain local agreement, and simulations of what will happen if the transportation mobility is changed in this way, and simulators that can properly present evidence, should be created in this way. These efforts are included in this plan.

Among them, the chaotic map that I mentioned earlier, for those who did not have a logo here, I am sorry, but I would like to list all the things that I have come up with. There are so many things in mobility alone, and there are many places where I do not know how to connect them. In that sense, I would like to have a vision like this in SIP, and I would like to create a data space for the entire mobility in SIP. I would like to ask for the support and cooperation of all of you who are here today and participating in SIP. In addition, I believe there are various projects from other countries, including Comprehensive Strategy for the Vision for a Digital Garden City Nation, so I would like to cooperate with them.

Even though there are so many fields in this field, it is still only one field, mobility. There are still many other fields in the world, including medical care and agriculture. In that sense, we have been working for five years until last year on the data connections base in the second phase of SIP, and as a result, I think we have established a technology called CADDE, which is called a connector.

In particular, these connectors have almost been completed, and in terms of improving the findability of data catalogs, hundreds of data catalogs have already been created, and more than 160,000 pieces of data, which are only open data, have been aggregated to create a federated catalog.

In order to make this a social implementation, we have created a organization called the Data Society Promotion Council. In it, we have put forward DATA-EX as a concept to connect all fields of the whole country while utilizing the results of CADDE and SIP. The Data Society Promotion Council is responsible for the construction and operation of the Japan Data Space, and we are working on the concept of connecting various achievements in each field and eventually creating a Japan Data Space that integrates various fields of the whole country in a federal form. This afternoon, we happen to have a general meeting of members, or rather a general meeting, and we are advancing such a project.

We are drawing a picture of a federation using the connector that you mentioned earlier, and about 200 companies are currently participating in the project.

I have a lot of time, so I will skip international cooperation. Finally, I think that we must think about this in order to do this. This is Appendix1. What I would like to propose here is that in order to do this, I believe that it is absolutely essential to create a Japanese version of NIST.

The reason is that it is not so easy to link and integrate data. In Appendix2, there are about five things to do if you want to link and interoperate data. You have to link access, link data format, have interoperability in terms of meaning, have interoperability in terms of tools, and do rules and organization. Because there are so many things, for example, it is not possible to do something by just saying that we will do data connections with money. If there is no organization that guarantees and operates this link responsibly, this kind of thing will probably not go around. Therefore, I think that we will never go around unless we firmly establish a organization that is specialized in this kind of thing, that is, a organization that will be a control tower for this kind of thing.

For this purpose, a Japanese version of NIST is necessary. In addition, as you have mentioned a lot about IDs, it is not enough to just say that we will create a national standard ID. If we are going to create a national standard ID, who will create it and who will operate it. For example, if we are going to issue an ID, we need an issuing organization, an operating organization, and a validation organization. Who will create such an organization, and who will pay for its operation? If we do not firmly build a system that includes these things, chaos will only become chaos. I think this is absolutely necessary.

When I look at the field of mobility, I think that I need to think a little bit beyond what I am doing as a whole architecture. I think that it is about time that the main actors in Japanese public transportation are companies, and I think that it is a country characterized by privatization, and it is time to think carefully about how much public organization will be involved.

In that sense, the situation differs depending on whether it is a country with a large government or a small government. I think that Japanese government is a small government, so social infrastructures, including public transportation, are quite often privatized. Looking at private sector, it is quite often privatized. I feel that the logic of privatization will work when the country is growing. The reason is that while industries are developing and growing, we will use the vitality of private sector in public places. When the country is shrinking, there is competition or something like that in mobility, which is shrinking, and when the country is shrinking, the idea of privatization until now, which is to completely manage it, is extreme, but I think it is time for the way of privatization to be greatly revised, especially in the field of Europe.

In addition, I believe that the fact that vertical data platforms in each Japanese field exist separately is a feature in both positive and negative ways, so I believe that it is necessary to make efforts to firmly cooperate on this, and I believe that what is also necessary is cooperative areas, but how will the business model of the data infrastructure be established?

In addition, I will talk about various things in an ad hoc manner without any context, but I believe that not only mobility but also mobility has been divided up in terms of pedestrians and vehicles, so it is necessary to integrate them. In addition, there is also the integration of distribution and transportation, the real world and the virtual world, and the metaverse, but I believe that it will be necessary to integrate them in the future. I believe that cooperative areas will eventually become the platform of mobility, but who will take charge of it and who will take leadership? There is also the issue of the function of NIST, which I mentioned earlier, but I believe that the chaos that I have mentioned many times will become even more chaos unless the government and the industry clearly set up their tools and architecture. Now, there are many opportunities for you to gather and discuss, so I think it is necessary to do so.

That's all.

Chairman Ishida: I completely agree with you, .

I would like to ask for a discussion.

Saito: What the Koshizuka's Issue awareness. Now, in the talk about IPA reform and what to do with DADC, for example, NIST-like functions, which you mentioned earlier, are necessary after creating the architecture. Although I have not told everyone, I am thinking about standardizing IPA with NIST-like functions. I am talking about the so-called IPA taking charge of the so-called government side of social implementation. If there is no such thing, it will not be chaos as I said earlier, but I don't think it will be the same.

The data space itself can be used in various places, but in the end, the space where the data can be used is, in a sense, shared if it is public data. The ID of the infrastructure part, which is the story of Trust, is used not only in private sector, but also in local government. For example, it is used in EBPM, so I think that part of it is held by the government in public, or part of it is held while investing. Then, for example, there will be a story that the private sector will create a business model for services using data in each area.

If we were to talk about the current mobility Platform as a whole, it would be a story in which all of this is done publicly. Therefore, we are going to use the digital lifeline to discuss whether it would be good to divide this into layers and talk about how the government should take charge of this, local government should take charge of this, and the private sector should take charge of this.

This part is, conversely, not the Ministry of Economy, Trade and Industry, but rather the territory of Digital Agency. This time, IPA will be under the joint supervision of Digital Agency and METI, but such so-called overall architecture, mobility's story will be linked to, for example, disaster risk management's disaster response, and disaster response will also be linked to, for example, health and medical care, so in a sense, I would like to discuss together what to do with the so-called data structures in smart cities and Vision for a Digital Garden City Nation. What to do with what to handle as public data. In a sense, there is real-time information on location information and things like those on Google Maps, but in a sense, we will make such information publicly available to everyone. For example, who is there in the event of a disaster, what kind of damage is caused, and those who need to take action in medical care will urgently provide such information. What to do with services to support the people, and what to do with the architecture for that purpose, I would like to discuss with you in the area of digital lifeline.

In this talk, I think we need to sort out what we should do. Infrastructure is the main part of the digital lifeline today, so we are talking about running automated driving cars, flying drones, and installing and inspecting infrastructure equipment. In fact, the goal of the cover letter is declining birthrate and aging population, the future social Issue, and the final target is whether to create solutions to respond to the crises of people's flow and distribution, for example, and the intensification of disasters. Early harvest of the digital lifeline will first apply infrastructure to a certain domain, and eventually develop it to create the above solutions. I truly agree with the content of this announcement, so let's discuss it together.

Koshizuka: Please join us. The NIST aspect of data has been exposed to a large extent, and not only here but also in other ministries and agencies, when we take measures related to data and digital, we do not have written specifications in the first place, we do not know who is in charge, we do not have a domestic committee, and we do not have a domestic committee, so I think that the relationship with overseas countries has already been exposed.

Another thing I thought is that it is very important to have IPA do the Japanese version of NIST. This is what Mr. Digital Agency is in charge of. However, looking at the current situation of the government, it is becoming everyone's responsibility to ask Mr. Digital Agency to do this. So I think each ministry and agency should have all of them. Each ministry and agency should have all of them, and Digi-cho and IPA should be the ones who bundle them up. Otherwise, the original section, which is attached to the bottom, is much larger. Therefore, the Ministry of Land, Infrastructure, Transport and Tourism should have NIST, and the Ministry of Agriculture, Forestry and Fisheries should have NIST. If we do not make such a system, I feel that it will not be sufficient without such a large amount of NIST.

Saito: What the That's right. So, when we say NIST, it's that model, but on the contrary, we don't do all the standardization. However, there are consortiums and units in Japan that are doing it properly, and I think we have to decide who should do it. So, what I'm saying at IPA is that if NIST doesn't exist now, someone will declare that they will organize it, and if we start to discuss where it should be, if we start to discuss the so-called architecture and framework, we will probably see the appropriate division of labor. But if no one will lead this discussion, I'm saying that IPA will lead anyway. Quite a lot of people are scared, but as Dr. Koshizuka said, in a sense, NIST standards should be held in the same way in this system, so on the contrary, I'd like to summarize the discussion on the same framework. Thank you very much.

Chairman Ishida: I completely agree with you, Go ahead.

Member: ITS Japan. Mr. Koshizuka, thank you for your guidance and your easy-to-understand and very thought-provoking explanation.

You mentioned chaos, but mobility is also chaos. I think you explained that mobility is cooperative areas, but mobility also has cooperative areas and competitive areas. In addition, even within mobility, there are places where we need to collaborate, and there are places where we need to concentrate data. I would like to know who and how we need to proceed with this. I would like to know one thing. I believe it is the place in public transportation where Dr. Koshizuka is working hard, or the field of MaaS, which is one of the fields in mobility. Among them, in public transportation, we collaborated on data in a concentrated manner, or we did it in cooperation, although it was a competition. Could you please tell us more about such specific examples?

Koshizuka: public transportation, we did it separately, but basically it is cooperation, and the base is dispersion. It is impossible to collect it somewhere, and the data-related ideas and rules are all different depending on the company, and the business models are all different, so our consortium itself is a private sector organization, so we don't have any authority or say what we should do. It is a group in the form of private sector companies that supports it, and if we create a organization, we have no choice but to decentralize it. I actually thought that if I could collect it, I would not be able to collect it unless I had a stronger power in a sense.

Therefore, data is just a distributed collection of data from all over the place, or a combination of data. Physically, they may be gathered somewhere, but in terms of rights and other matters, they are all in a separate form, or in a form that respects them. We try to align unnecessary parts as much as possible, but if we do not respect them, it will be difficult to establish such a foundation. I thought very much about this situation.

Member: For example, is the timetable for trains and buses in public transportation cooperative areas?

Koshizuka: , it's difficult. It's the most difficult thing to do. But what do you think? For example, it's strange. From a legal perspective, it is the property of a company, so even if it is said to be cooperation, it is not cooperation institutionally. Because it belongs to the company. For example, when the privatization process was carried out several decades ago, if at that time it was a system in which it was the duty of transportation companies to provide data because it had a public nature, then that would be cooperative areas. However, since it is at the stage where it has been completely privatized, in a sense, I think we have to think about the difficult thing of how to create a cooperative areas in competitive areas. I think that is what MaaS companies are having the most trouble with.

Then, I sometimes want to say that it would be the easiest if the country gave instructions with strong authority. I also hear such voices, so it is a very difficult place.

Chairman Ishida: I completely agree with you, . There are terms such as self-help, mutual assistance, and public assistance for the level of resilience and disaster risk management. Recently, I have been saying that public assistance is necessary in many ways. In mobility and data connections, there is only competition and cooperation, and I don't know if it will be a layer on top of that. I have been wondering if there are words equivalent to cooperation, integration, or strategies, but I can't think of any.

In order not to end up with chaos, I believe it is extremely important for countries and various people to form alliances and create an atmosphere in which such countries can take a step forward. Do you have any good words for that?

Koshizuka: In the middle, although it is not an axis of competition and cooperation, I think that the most keyword is federation. There are both competitive and cooperative parts to be federated, and it is so simple and monolithic. In the past, in our field, it was certainly simple and monolithic cooperation in the age of the telephone, but even the Internet has a more complicated mechanism in which cooperation is possible even with the competitive parts of private sector by combining the resources of various companies. After all, it worked very well, so there is a lesson about that, and beyond that, there is a way to create an infrastructure for this data part. Then, it is a little difficult to understand how to say it.

Saito: What the This method of creation does not separate cooperation and competition. Basically, if they are created with the same model, they can be kept for a certain amount of time, separated, or used. Therefore, it includes the content of cooperation so that the model is the same. It is about how to use the so-called data, the format, and the data model. I think it should be left to each person to decide whether to use it or not. People who create competitiveness can use it to create something, but if they have it, they can do it freely, and they can work together. That is the part. Therefore, it is better to have cooperation and competition together. For example, aside from what they use it for, it would be cleaner to have a table. I will make a connector for the data layer and connect them together. And if they have a data model, they can use it in the same way regardless of who they partner with in the contract. That is one thing.

Another point is about cooperation, self-help, and public assistance. There is a question of whether the government or the private sector will own the information. From the perspective of the private sector, it will be a matter of dealing with personal information in private sector, so it will not be possible to release it outside. For example, it will be a matter of saying that local government actually wants to use the information but cannot use it. Another point is that it will be a matter of saying that it wants to use the information but must pay for it. But if we authorize the release of the information because it is necessary for the public, for example, for social life, residents, and the people, and if we publicly create a space to handle it, everyone will use it and a good society will be created. If we do not make such a division, I think it will be difficult to say which one is better in cooperation or competition.

Chairman Ishida: I completely agree with you, issue is not limited to data at all. It has been discussed in the previous two speakers, or rather, there are various complicated issues such as the pride of the people who are actually working. I wonder how we will think about them. It is a difficult issue, but for example, mobility is still a relatively small world. We are struggling to say let's do our best with SIP, but if such a message is not really sent out at this Study Group or mobility Working, it seems that chaos will continue to be chaos.

Saito: What the Now, I understand that after launching DADC, there will be no one who has the data because everyone's opinions don't match. So, in a sense, I talked about the vision, what kind of society I want to create, and what kind of Issue I want to solve in society. After discussing them, I reached a consensus with everyone in the way that this is better, and then I talked about how to implement this.

From an individual perspective, I think that the extension of the current business is a story that can be said that way. Therefore, it is necessary for everyone to align their awareness with the society they aim for and their vision. New transformation is always about creating an image of what we will do in the next era, what kind of society we will be, and what kind of mobility society we will create. If we do not take steps to realize this, it will be said that the current people will be troubled if such a thing happens, and that you do not have the right to say such a thing. I think that is probably the story.

Therefore, it is really necessary to talk about creating such a movement. Originally, when Society 5.0 is developed in a more specific manner, for example, mobility or smart cities will be like this in a detailed architecture. When various scenes are assumed, it will be good because such a thing can be done, and everyone's vectors will be aligned. It will be a story in which only a shout is done vertically, but even if it is installed, it will not be connected. Overall, I think a big vision is necessary.

Chairman Ishida: I completely agree with you, . Thank you very much. I believe that such things must be done in various places.

What do you think?

Go ahead.

Director-General: The timetable example that Mr. Yamamoto mentioned earlier will be discussed in particular, and I think it will be very easy to understand. In the end, we have been discussing mutual assistance and cooperation for a long time, but to put it bluntly, the conclusion is that real-time demand data should be shared by everyone. This is because the population is decreasing. When the population is increasing, including the demand-side data, the market is divided vertically by service domain, and the data is collected. There was no digital system, but capital profitability was probably achieved even if investment money was transferred there, but now the market is shrinking in absolute terms, so everyone is collecting data separately, and multiple service suppliers are collecting data on the same behavior of the same person in another form. This is a social waste that cannot be overlooked.

In that sense, if we go to Africa or India, where the number of people continues to increase, I think there could be a completely different form of discussion. For us, we cannot reduce efficiency either in terms of capital or productivity in the service industry. Because salaries have fallen, we have already gone to the point where mutual assistance is becoming a hot topic. In that sense, one thing is to avoid duplicate investments to acquire data.

Another point is that we must not degrade the quality of the data at that time. There is a discussion about the standard and quality of the data as mentioned earlier, and another discussion about the reliability of the data, such as when, where, and by whom the data was created. Where is the Trust anchor to guarantee the reliability of the data? And finally, as an added bonus, AI came. Whether or not to utilize AI depends on how much high-quality data is fed to AI. In that sense, if the productivity of the supply side is constrained by the utilization of AI, the problem of data quality will become even more problematic. In this way, I understand that the issue of data strategy will be discussed in terms of the need to eliminate duplicate investment in demand data and the need to supply high-quality data.

At that time, one thing to be aware of is that in the past, it was a centralized picture of creating a large system infrastructure and a platform infrastructure. It can be said that API was just one aspect of this, but in fact, it is difficult for ordinary people to understand this discussion because it is possible to cooperate without collecting data. I think the true nature of what should be mutual assistance is the mechanism for cooperating data and the fact that someone must invest in it by pin without overlapping investment. However, there are still various discussions on the operation of technology, so there is no established theory, but in the abstract, it seems to be the case.

However, there are many people who are not convinced unless they show it in the physical form of a platform. Even if I say that the mechanism to link data is mutual assistance, I think it is now that I am talking about what you are talking about. In Europe, they are excellent in abstraction, and their minds are already organized. Therefore, it may not be limited to demand data, but let's create a data space in each major data area and prepare all the social mechanisms and technologies necessary for that. Yes, I have already made a list of 39. I think we have arrived at a world in which the European Union is rushing 60 billion dollars a year.

So, what will Digital Agency do? In that sense, I have not introduced many moves that I would like to share with you, but there is a move to share the entire data strategy. This time, I will be in charge of the change of jurisdiction from July, so I will include the relationship with IPA, and at the same time, whether it is the NIST concept or not, the unity of IPA, METI, and DigiAgency will be strengthened, and at the same time, it will be done not only for the area under the jurisdiction of METI, but as a whole. So, how will Japan's data strategy be formulated over the next year? I believe it will be based on three pillars: data connections or data space, data quality issues, including standards and Trust anchors, and open data stock, which I do not know how everyone can use, or fully open.

In addition, since the first meeting of the Digital Lifeline will start this afternoon, I believe that the technologies and specifications necessary for the success of the early harvest project will be discussed in advance. In other words, it will be settled by the end of this fiscal year, and some of the projects will start implementation. At the same time, the mobility Working will pick up the projects that need to be discussed for a long period of time, and the projects that need to be discussed over a period of five years will be taken over by Mobility Roadmap and shared with each ministry.

In this context, I would like to sort out how to incorporate the data connections infrastructure that has become a topic of conversation today, how to multiply the Trust infrastructure and the ordering system within the framework that Mr. Umemura is working on, and the world of car IDs as a kind of regional anchor, as I have been consulting with Mr. Yamashita.

Chairman Ishida: I completely agree with you, Go ahead.

Saito: What the government and local government need to think about is the safty and security of the people and the true social Issue such as the global environment. There is a story that the government cannot protect unless it is open. Unless the government properly invests in it, it is difficult to do it because it is done for private sector. So, that is the government's policy, and the digital lifeline is more like a crisis of distribution and people's flow. But, another thing is that the government will be in charge of disaster response when there is a real story like disaster risk management. Conversely, if the digital lifeline is embedded in it, rather than making it different from what is being created now, and the government does not invest in it, it will not be an integrated infrastructure construction that is not only for private sector but also for the government. I would like Digital Agency to take charge of that. Thank you. private sector

Chairman Ishida: I completely agree with you, Thank you very much.

I'd like to call it a day.

In the third round, I believe that we were able to hold discussions with a much higher quality and broader perspective than in the previous round, and I believe that it is going quite well, including the handover to various places. There are two more rounds, so I would like to conclude by saying thank you for your continued support. Thank you very much.

Mr. Suzuki: In , I would like to ask the secretariat to give us some information.

Thank you for your valuable comments today.

As for the future schedule, the next one will be on Wednesday, July 12. As with this time, I would like to have three presentations and discussions. I would like to have your participation again. Thank you very much.

Thank you for your time today.