ISSN 0915-3160

平成三十年七月十日発行（年四回一、四、七、十月の十日発行）通巻百十九号

No.

3

Vol. 30 July 2018
SummerNew Breeze

S pec i a l Feat u re

Towards the Realization of a Connected Car Society
Towards the Realization of a Connected Car SocietyNew Breeze Vol. 30 No.3 Summer

New Breeze

July 2018

C O N T E N T S

ISSN 0915-3160

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		 Special Feature — T owards the Realization of a Connected Car
1

Chairman: Wataru Kameyama
Members: Ministry of Internal Affairs andCommunications, Association of Radio Industries
and Businesses, Communication Line Products
Association of Japan, Fujitsu Limited, Hitachi, Ltd.,
Japan Broadcasting Corporation,
KDDI CORPORATION, Mitsubishi Electric
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NIPPON TELEGRAPH AND TELEPHONECORPORATION, Oki Electric Industry Co., Ltd.,
Panasonic Corporation, Softbank Corp.,
Sony Corporation,
The Japan Commercial Broadcasters Association,
The Telecommunication Technology Committee,
and TOSHIBA CORPORATION

Towards the Realization of a Connected Car Society		Column
17

Editorial Committee

Society= A Serial Introduction Part 4=
Winners of ITU-AJ Encouragement Awards 2017

		 Business Trends
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Cybersecurity Research Ethics and Related Activity in Japan

		 Digital Opportunity
24

Development of Practical Problem-solving Skills: Building Networks
to Bridge the Digital Divide in Regional Communities

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Kaori Ohno
Naoko Ishida

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Towards the Realization of a Connected Car Society
Gaku Nakazato

Director,
New Generation Mobile Communications Office,Radio Department, Telecommunications Bureau
Ministry of Internal Affairs and Communications

1. Introduction

2. Study group report summary

Broadly speaking, the evolution of motor vehicles in recent
years has progressed in two directions: self-driving and connectedvehicles.
With the aim of promoting connected car technology
and creating a connected car society against a background ofdevelopments in the 5th generation (5G) mobile communication
system and other mobile networks, artificial intelligence (AI)and big data processing, we have studied topics including (1)new services and businesses created by the use of data, (2) the
implementation of wireless communication networks to support
a connected car society, and (3) measures for the constructionof a safe and highly reliable platform. To this end, and withthe participation of diverse stakeholders including experienced
academics, automobile manufacturers, communication carriers,
equipment manufacturers and providers of related services(insurance, tourism, home security, etc.), our study group was
founded in December 2016, and has since held six meetings to
discuss these issues.

2.1 What is a connected car?
There are currently about 80 million cars on the road inJapan. Cars perform an essential role in people’s livelihoods andleisure activities. As shown in Figure 1, a variety of useful ITS(intelligent transport system) technologies have been developed
and used in practice, including VICS (Vehicle Information andCommunication System) and ETC (electronic toll collection
system). So far, these ITS technologies have basically operated
independently, resulting in services that cars can without relying
on any kind of network.
However, the world of ITS has recently been changing andexpanding. In particular, in addition to the advances that are
being made in communication networks in preparation for thearrival of 5G, dramatic changes are also being made to the vehicle
environment, including advances in the application of big data intandem with the spread of IoT technology, and the evolution of
AI based on new theories such as deep learning. These changes
are expected to bring about a “Connected Car Society” where■ Figure 1: A connected car society

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■ Figure 2: Connected car concept (1)■ Figure 3: Connected car concept (2)most cars are connected to the network, creating new value andbusiness.
The images brought to mind by the phrase “connected car”
differ from one person to the next. For the purposes of ourstudy, we concentrated on the mode of connection and defineda “connected car” as a vehicle with the ability to communicate
bidirectionally as shown in Figure 2 and 3.
In the data-driven society that is expected to be result from theuse of connected cars, cars will need to be capable of bidirectional
communication so that data can be collected from cars for analysis
and provided to cars as feedback based on the results of theanalysis.
2.2 National and international trends in connected cars
Efforts related to connected cars and automatic driving are

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being actively promoted both in Japanand overseas.
In Japan, work is under way todevelop technology in cooperation withindustry, academia and government
based on “the Public/Private-Sector
ITS Initiative Roadmap”, which
was drawn up by the government’s
IT Strategic Headquarters on June 3,2014 and revised on May 30, 2017. In
2014, the cabinet office created the
Cross-ministerial Strategic Innovation
Promotion Program (SIP), which
included automatic driving systems
among its ten themes. Research anddevelopment efforts were then promotedwith the participation of related
government ministries and agencies.
Connected cars and automatic
driving are also becoming global trends,
especially in developed countries thatare actively pursuing connected cars
and automatic driving as sources ofinnovation.
In 2016 –17, for example, theEuropean Commission invested about€100 million in projects related toautomated driving in a project called“Horizon 2020”, and is working on
projects with practical goals suchas in f rast r uct u re improvements,
demonstrations on public roads, andevaluating the acceptability of this newtechnology.
Meanwhile the US Department ofTransportation is working on programs
based on a 2015–19 ITS Strategic Plan
with strategic themes that include
safety improvements and increasing
the efficiency of mobility systems. Asa specific example, based on the sameplan, they are setting up an ITS research
infrastructure called M-City including a traffic control systemand high precision digital maps, and implementing demonstration
experiments in collaboration with industry, academia andgovernment.
In addition, there is growing interest in the use of mobile
systems such as 4G and 5G in the ITS field, including V2X(Vehicle to everything) which is based on cellular technology.
On the other hand, studies related to the use of radio waves
for connected cars and automated driving are not necessarily
sufficient, and there is currently a need for studies from theviewpoint of what sort of technology will gain popularity in the
future.
Recently, the level of cooperation between the automobile
and ICT industries has been growing at an accelerating pacearound the world. This trend is also occurring in Japan, where themajor automobile manufacturers are increasingly cooperating with
telecommunications carriers and cloud service providers. Similar
moves are taking place at businesses based in other countries,
including Volkswagen in Germany and LG Electronics in South
Korea. In September 2016, three German companies — BMW,
Daimler and Audi — announced that they had established the
5GAA (5G Automotive Association) to collaborate with otherbusinesses including communication equipment manufacturers
and semiconductor manufacturers in the development ofconnected car services using 5G technology. Since then, the
5GAA has been growing, and its members now include dozens
of communication providers and equipment manufacturers,
including some from Japan (Figure 4).

Efforts relating to connected cars include the evolution ofmobile communication systems. 4G is currently in widespreaduse, but efforts are under way to introduce 5G technology from2020. As shown in Figures 5 through 7, this will result in ultrafast communication, support for large numbers of simultaneousconnections, and ultra-low latency. In Japan, R&D anddemonstration trials of 5G are already under way.
Some automobile manufacturers are planning to standardize
in-car communication equipment to make it compatible withalmost all vehicles sold in Japan and US by 2020. One of thebenefits of connected cars is that they are able to communicate at
any time over a wide area, and it is expected that this capability
will contribute to the expansion of services.

■ Figure 4: Collaboration between the automobile industry and the communication industry (5GAA)■ Figure 5: Evolution of mobile communication systems

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Furthermore, if 5G systems become available
at any time for high-speed, large-capacity andlow-latency communication, then further
improvements of services can be expected such as
VR and advanced inter-vehicle communication
available in cars.
As shown in Figure 8, progress is being madein other countries. For example, the automotive
field is one of the main fields of 5G utilization in
Europe and is interested in the 5G development
for vehicles, so it will be interesting to see how 5Gdevelops in this field.
As can be seen from the abovementioned
activities of the 5GAA, the use of 5G in theautomotive field is attracting interest not just inJapan but throughout the world. We must ensurethat Japan plays a key role in the future of theconnected car market by successfully seizing theopportunities presented by the introduction of 5G.
Trends related to AI including automateddriving are also important movements withregard to connected cars. The performance of AI
has recently improved due not only to technicalbreakthroughs such as deep learning but also to theincreased computing power and the decreasing costof memory, and the technology has evolved greatly
over the last few years. For example, although there
was once the accepted opinion that AI would beunable to defeat humans in the game of Go, where
each move has to be selected from a huge numberof possibilities, there have already been cases where
professional Go players have lost to AI systems.
As shown in Figure 9, earlier systems
achieved automated driving by relying on physicalinfrastructure such as tracks or magnetic markers
to estimate the vehicle’s position and performsteering. However, with advances in AI, it has
become possible for vehicles to recognize theirsurroundings by means of on-board equipment
such as sensors and radars, and by combining theinformation with high-precision maps, we cannow expect vehicles to analyze and estimate theirposition and steering by themselves.
AI used in automated driving has the potential
to bring about profound developments in ITS.
As shown in Figure 10, when driving support isperformed using conventional ICT, the road traffic
information is conveyed to the driver, but since itultimately has to be provided to the driver after
it has been transformed into a form that can beunderstood by the driver (e.g., on displays), there
are limits to the amount of information that isavailable. However, in automated driving vehicles,
the AI processing is all performed digitally at highspeed, so the amount of information available canbe dramatically increased.
As a result, in the future ITS centered

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■ Figure 6: 5G requirements■ Figure 7: R&D and integrated demonstration trials
aimed at the realization of 5G■ Figure 8: C ooperation between multiple fields in 5G(European example)

■ Figure 9: The effect of AI on automated driving■ Figure 10: T he potential of automated driving AI and connected cars

on connected cars and automated driving, it is also possible touse information provided through cooperation and integration
between various sensors in roads and cars, and this could makeautomated driving safer than human drivers.
Furthermore, in a connected car society, AI data gathered by
one car can be shared with other cars, thereby increasing the groupawareness of all automated driving vehicles equipped with AI.
It will require medium- to long-term efforts to bring thefunctions of automated driving to the critical point (“singularity”)
where AI will completely overtake humans in terms of safety.
As shown in Figure 11, the levels of automated driving in Japanis currently defined by “the Public/Private-Sector ITS Initiative
Roadmap”. Basically, this roadmap adopts the definition of the
SAE (Society of Automotive Engineers), which specifies six levelsof automated driving from level 0 to level 5.

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■ Figure 11: A utomatic driving levels (from “the Public/Private-Sector ITS Initiative Roadmap”)■ Figure 12: N ew online threats

Vehicles currently on the market in Japan are said to have thefunctions of level 2, where driving is partially automated. A level 2
system supports the longitudinal and lateral movement of vehicles
while assuming that the driver bears the responsibility for any
collisions. Specifically, they include functions such as staying inthe same lane while following the vehicle in front. It is expectedthat a greater level of sophistication will make it possible for avehicle to change lanes based on an instruction provided by thedriver, such as operating the turn signal lever.

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Currently, efforts are under way to develop products thatare compatible with level 3 (conditional automated driving) by
2020. For example, progress is being made in the development oftechnology whereby driving on expressways can be almost entirely
handled by automated driving systems.
Efforts are also being made to implement level 4 (advanced
automated driving) in limited areas, and studies are being madeof the technical and institutional aspects of this technology as a
new means of transport, which is expected to promote regional
development.

■ Figure 13: N ew services for connected cars

■ Figure 14: The potential impact of connected cars on society and lifestyles

Security is becoming an increasingly important consideration
in initiatives related to connected cars. As shown in Figure 12, aconnected car connected to a network can be exposed to diverse
security risks, and these risks have to be properly controlled.
In particular, it is important to have appropriate measures inplace to deal with (1) remote control and cyberattack threats, (2)data authenticity, and (3) privacy protection, which means that
security measures will be an essential feature of the connected carsin the future. Since an attacker launches an attack by scanning theentire system for vulnerabilities, it is essential that the automobileand communication industries cooperate with each other to ensure
the overall security of their systems.
Security-related initiatives in other countries include a joint
effort of the United States Department of Transportation Road
Traffic Safety Authority and 18 automobile manufacturers,
which have agreed to cooperate by sharing information related tocyberattacks (January 2016).
Meanwhile, the automotive and telecommunication industries
in Europe joined forces by holding an EU Industry Dialogue
on automated and connected driving (launched in September

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2015), where they agreed to cooperate on (1) connectivity, (2)standardization, and (3) security.
Other new initiatives are also under way in the private sector.
Tesla, a US electric vehicle manufacturer, has developed a bug
bounty program that rewards people who report software bugs
or vulnerabilities. When vulnerabilities have been detected,
Tesla vehicles can download security patches via mobile phone
networks, thereby keeping them updated at all times.
2.3 Expected services and businesses
This section discusses the new services and businesses thatcan be expected to arise as progress is made in the introductionof connected cars. In the future, as progress is made in big datatechnology, AI technology, and high-speed and large-capacity
mobile networks such as 5G, we can expect to see various newservices by connecting cars to networks (Figure 13).
These services will have the potential to bring about
substantial changes to society and our everyday lives. For example,

as shown in Figure 14, by connecting a vehicle to the home oroffice, the driver can spend time relaxing as if he were at home,or working as he were at office. This has the potential to maketraveling a much more relaxing or productive experience.
2.4 Service typing and modeling
In a connected car society, it is expected that diverse services
will be provided without being limited to services that are directly
related to cars. With further advances in connected car technology
in the future, we can expect developments such as:• creating new services and businesses across a wide range ofsectors including tourism and entertainment,• addressing various social issues in each region, and• forging new ties with diverse stakeholders associated withthese developments.
Assuming that a wide variety of services will be made available
to connected cars, we should consider how to realize a connected
car society. Firstly, it is important to organize and classify these■ Figure 15: Service classification (example)■ Figure 16: Wireless systems used by a connected car society

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■ Figure 17: C ommunication required for the implementation of a connected car
society (role-sharing of communication systems)■ Figure 18: C ommunication requirements of a connected car society(dynamic map)

services.
In this study group, our most important aim in realizing aconnected car society is to address social issues such as ensuring
the safety and security of citizens, and providing them with aconvenient and comfortable lifestyle. We defined one axis ofanalysis as follows:• Is safety a primary objective?
• Is convenience and comfort a primary objective?
Furthermore, since “connected” implies the distribution ofdata, we defined another axis of analysis as follows:• Is data obtained from the surrounding road traffic
environment (vehicles, infrastructure etc.)?
• Is data obtained from external resources such as servers?
By classifying services according to these two axes (safety/
convenience and comfort and data sources), we have grouped thediverse services provided by connected cars into the following four
categories:(1) Safety (driving support services)(2) Car occupant support (data driven services)(3) Infotainment (entertainment services)(4) Agents (driving support services)
Figure 15 shows how the main connected car services can bemapped according to these two axes.
2.5 Communication requirements of a connected car society
To clarify the problems that should be solved in promoting
the connected car society, it is useful to analyze what sort ofcommunication and other technologies are needed by each kind ofservice.

As shown in Figure 16, connected car communication is
expected to involve the use of multiple wireless systems withvarious features, for example, mobile phone networks offering
constant coverage over a wide area, dedicated ITS wireless systems
that are restricted to short range or hot-spot communication, andso on.
Since each wireless system has its own advantages anddisadvantages, they must be appropriately combined to satisfy thediverse communication requirements of connected car services.
When considering the roles of radio communication systems,
their characteristics can be broadly divided into three types:
Hot-spot communication: communication between a car and aserver in a specific place
Dedicated short-range communication: Communication overshort distances, such as between vehicles, or between vehicles andinfrastructure
Wide-area communication: communication between vehicles
and remote servers over a wide area
Figure 17 shows what sort of communication is required foreach field based on the communication requirements of eachindividual service.
Since many different kinds of information are needed torealize and advance a connected car society, it is necessary to use acombination of radio communication systems that are suited to thecharacteristics of each kind of data.
Furthermore, it is expected that further improvements suchas improving information precision and lowering lag times will
also be required to keep up with the enhancement of services as
the connected car society evolves in the future. To achieve this,

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■ Figure 19: Useful forms of communication for an automatic pilot■ Figure 20: D ata needed for the implementation of a connected car society■ Figure 21: T he explosive growth of data derived from vehicles

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■ Figure 22: The diverse players involved in a connected car society

it will also be necessary for the communication systems used byconnected cars to evolve dynamically.
On the other hand, it should be noted that automobiles are
durable consumer goods and are often used for more than 10
years from manufacture to disposal. We must therefore provide
connected cars with future-proof communication systems that can
support the evolution of communication systems while ensuring
compatibility with existing vehicles.
For example, a dynamic map system as shown in Figure 18
consists of four layers of information linked to a high-accuracy
map. These are combined for use inside the vehicle, andcommunication is needed to ensure that these layers accuratelyreflect the current situation in the outside world. Although thisrequires a fairly advanced level of communication, it is likely thateven more advanced communication systems will be necessary
in the future to keep up with the evolution of automated driving
along with the need for information in greater quantities and withgreater precision.
As automated driving systems become more advanced in the
future, it is thought that other communication will also become
necessary in addition to dynamic maps, including the following:
As shown in Figure 19, an automatic pilot is required tocooperate with AI by extending telematics services andenhancing V2I and V2V communication through the use of ITS
communication.
The utilization of data is a major theme of connected cars, andthis data can be classified into the abovementioned four quadrants
as shown in Figure 20. Connected car services can be supported
by using data with these diverse characteristics.
When considering the communication requirements ofconnected cars, it is also necessary to consider how the volume ofdata traffic will increase over time.
As shown in Figure 21, the volume of data is expected to growexplosively due to the increasing number of connected cars withmore sophisticated data requirements.
In Japan, we will have to develop communication and data
storage/processing infrastructures to accommodate the increased
volume of data, based on the recognition that this data will

become a source of considerable added value.
2.6 Cooperation among various players
For the creation of new connected car services, it will beessential for the automobile industry to establish wide-ranging
ties with other industries. For example, Figure 22 shows how
relationships with various industries can be mapped to the four
quadrants of Figure 15.
To realize services that are suitable for a connected car society,we should build frameworks and mechanisms for collaborationand cooperation with other industries while bearing in mind theclear division of roles of automobile manufacturers, equipment
manufacturers, telecommunications carriers and so on.
2.7 Issues to be resolved in order to realize a connected car
society
Our study group has identif ied three issues and one
interdisciplinary issue as problems to be addressed in order torealize a connected car society:[Issue 1] C onstruction of a reliable real-time wireless communication network– Based on the widespread use of LTE as a general-purpose
network, we will consider the technical and businessaspects of various communication technologies (including
newer LTE-based methods such as LTE-V2X) while
keeping an eye on international trends.
– In the future, we will combine 5G and various othertechnologies to support services aimed at ensuring andimproving the safety of communications. This will involve
making improvements to characteristics such as reliability,
robustness and real-time responsiveness in order to satisfy
the individual requirements of these services in the best
way possible.
[Issue 2] Use of data to promote the creation of new industries andbusinesses
– Improving the collection, storage and utilization of data

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handled by connected cars requires not only technicalmeasures but also the creation of a supportive environment(e.g., with bigger incentives to promote data utilization).
[Issue 3] Establishment of an environment for innovation andcreation– To construct a model where the added value of new services
remains in Japan, we need a forum where diverse foreignand domestic stakeholders can meet the challenge of new
initiatives.
– We need to establish an environment where data canbe strategically collected, stored and utilized, andcooperate with local authorities to promote cutting-edge
demonstration trials with diverse stakeholders. This willlead to the development of new services and promotesocial acceptance. By broadening the scope of theseresults, we will secure and strengthen Japan’s international
competitiveness.
[Interdisciplinary issue] Securement of privacy and security forsafe and secure use– It is important to accelerate efforts aimed at ensuring
privacy and security are maintained to facilitate safe andsecure use.
2.8 M
 easures for the implementation of a connected car
society
To build the world’s most advanced connected car society herein Japan, we need to strategically and comprehensively address theissues discussed in the previous section.
Promoting the Connected Car Society Project shown in■ Figure 23: C onnected Car Society Project

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Figure 23 should be an effective way of achieving this.
A specific problem-solving approach could be to set up
projects corresponding to each of the three issues mentioned
above, and to promote collaboration between these projects while
using testbeds to resolve interdisciplinary issues.
To promote each project, we will set up and work from anadvanced model based on the specific use of each technology.
[Responding to the construction of a reliable real-time wirelesscommunication network]• The Connected Network project– Edge computing utilization model for driving support– Infrastructure cooperative driving support model– Vehicle-to-vehicle information sharing model[Responding to the use of data to promote the creation of new
industries and businesses]• The Connected Data project– Efficient data collection model– A cloud data utilization model that offers convenienceand comfort[Responding to establish an environment for innovation andcreation]• The Connected Platform project– System architecture model– Cooperative platform model[Ensure privacy and security for safe and secure use]
Privacy and security are defined as interdisciplinary issues
in each project. We will accelerate initiatives such as using atestbed while developing stronger systems for ensuring privacy andsecurity.
With this Connected Car Society Project, as shown in
Figure 24, we aim to implement a safer, more secure and more
comfortable society with connected cars while achieving our major
goals by solving individual issues.

2.9 Connected car society road map
Figure 25 shows the roadmap for realizing a connected car
society, which was formulated based on the government’s overall
strategy on automatic driving technology in the “2017 Public/
Private-Sector ITS Initiative Roadmap”.
In this roadmap, we decided to promote the Connected■ Figure 24: Measures for the promotion of a connected car society■ Figure 25: Connected
car society roadmap

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■ Figure 26: Conceptual image 1 (concierge service)■ Figure 27: Conceptual
image 2 (smart city)

Various sensors installed in a
vehicle are connected to the networkand seamlessly connected with online
services. As shown in Figure 26, thismakes it possible for the vehicle to offer
concierge services that make various
recommendations to the driver.
Also, by using a supercomputer that
instantaneously processes information
obtained from connected cars andother sources, it could be possible tooptimize traffic flow, avoid congestionand promote safe navigation. It
is expected that this will lead to theemergence of smart cities, where theentire city constantly learns and evolvesautonomously based on this dataprocessing capability (Figure 27).

3. Main points of discussion
and issues raised at themeeting
This section summarizes the discussions on the major issues that arecovered in the study group: infrastructure development, security, costs, andtestbeds.

Car Society Project as a core initiative in conjunction with SIP
activities and standardization activities at the ITU.
Specifically, we have decided that from FY2018 we will workon the development and demonstration of technologies that are
assumed to be necessary for specific usage models, and we will
utilize a test bed where diverse players are able to participate.
Through these efforts, we will implement the world’s mostadvanced safe, secure and comfortable connected car society by2020 by not only enhancing the capabilities of connected cars
themselves, but also by treating them as tools for new mobility
services and businesses, and we will also contribute to therealization of more advanced automated driving technology.
2.10 Conceptual images of a connected car society
For reference, a concrete conceptualization of a connected car
society is described below.

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3.1 Infrastructure development
3.1.1 The role of each player
Bui ld ing and ma inta ining aconnected car society entails theestablishment and operation of a newcommunication infrastructure.
Recently, attention has been drawn
to V2X technology based on the cellular technology used in mobile phones.
In the past, cellular technology withrelatively large latency was basicallyused for infotainment purposes such as
downloading maps. However, due toadvances in technology such as mobile computing and edge computing, the latency has been reduced. Cellular technology is now
starting to be deployed in a wide range of applications including
safety support. However, this raises the question of who installs
and operates the communication infrastructure that makes up
these cellular networks, such as cloud computing and edge computing.
The cost of installing communication infrastructure can beborne by the public sector, or by private business. In a connected
car society, since a very diverse variety of stakeholders are involved, it is essential to sort out the role to be performed by eachstakeholder. For example, it would be reasonable for facilities suchas communication base stations to be installed either by communication carriers or by road administrators. There could also becases where other stakeholders such as traffic managers might beinvolved.

To enable the communication infrastructure itself to develop
soundly, some areas need to be standardized as a common
infrastructure while others need to facilitate competition between
businesses, and this also affects how the facilities are deployed andoperated. From now on, it is important to firmly discuss how roles
will be shared among the public and private sectors.
3.1.2 Improvement of communication infrastructure
The discussion of communication infrastructure for theconstruction of a connected car society was based on the premisethat servers and networks could be used freely. However inother countries, there has been a high degree of specialization ofservers, operating systems, CPUs and the like, and it is becoming
impossible to build systems that can be used freely by combining
general-purpose components. There was also a discussion of how
it is not possible to rule out the possibility of a society where all
the systems related to connected cars in Japan depend on foreigncomponents and are operated in large-scale cloud services situatedoverseas.
In the world of ICT, there is a tendency for a small numberof global players to dominate the industry. This move towards
global consolidation will continue to accelerate. Unless Japan gets
involved in this movement, we run the risk of becoming sidelined.
We must therefore consider what sort of role we are going toplay. As systems are consolidated and moved to cloud, ultimately
all that is left is data. It is vital that each industry and businessconsiders how to protect data in the future.
As for the servers, it is thought that the scale of data collectedfrom vehicles will grow exponentially in the future, which raises
the question of how this data will be stored. The volume ofdata currently being collected corresponds roughly to that of aController Area Network (CAN). But when big data becomeswidespread, data collected from vehicle control information, video
cameras and so on will also be uploaded to data centers. If every
car in the country functions in this way, we will need an enormous
group of servers to handle all the data. It would be difficult for asingle manufacturer to invest in this infrastructure independently.
But if we rely entirely on overseas servers, all the data will go
abroad and we will lose not only the ownership of the data but also
all of its value.
On the other hand, if there is a delay of several milliseconds
in round-trip communication between Japan and the US, it may
not even be possible to use overseas servers from inside Japan. In
fields such as connected cars where response time is particularly
important, it will be necessary to construct certain systems inJapan.
Also, if people depend on foreign operating systems and CPUs
because they are cheap and convenient, there will be nothing left
in Japan in the future. Japan will also have no resources for dealing
with any problems that may develop in the future.
For this reason, it is very important for Japan to maintain acertain level of technology and to create circumstances where it ispossible to supply and operate equipment domestically. Demandfor cloud-based data management will rapidly increase in the
future. Even though some companies may seem to have a large
share now, the absolute size of these shares will seem tiny in 10
years. Instead of depending on overseas providers, it is essentialthat Japan constructs its own technology.
One of the major issues is how to establish a communication
infrastructure at a national level. In realizing a connected car
society, it is important to think about how to build mechanismsthat add value in Japan. From now on, we should reduce the entry
barriers in this field, perform testbed studies, and consider the roleeach stakeholder should play.
3.2 Security
3.2.1 Viruses
In general, cyber criminals use various direct and indirectmeans to attack products and servers. Since a malfunctioning
connected car is potentially a risk to human life, security measures
are particularly important.
Recently, viruses called “cyber debris” have caused problems.
For example, there is a computer virus called Slammer that was
actually released fourteen years ago but is still active. Some viruses
can be very difficult to eradicate once they have made it out into
the wild. Since connected cars usually have a very long life, theymust be able to deal with this sort of threat.
Also, viruses called bots have caused in the telecommunica­
tions industry for a long time. Unlike debris, bots are viruses
that can remain dormant for a period of time without anyone
knowing how or when they entered a system, until some later datewhen they become active and cause problems. By this stage, theycannot be blocked at the entrances to the system because they
have already made it past the system’s defenses. Although it is very
important to apply communication security measures and software
updates as quickly as possible, it is difficult to find bots that havealready made it into the network.
3.2.2 Security
Although connected cars can be thought of as a type of IoT,
cars and their on-board equipment tend to have targets that are
more clearly defined than those of ordinary IoT equipment. As
a result, it can be easier to handle their security requirements.
For example, the world of IoT includes items whose owners
are unknown, whereas a connected car is obviously owned bysomeone, as can be demonstrated by performing proper
authentication. However, viruses are not always delivered byintrusions from the outside. In some cases, backdoors can beformed in the original components of a system, or a bot may be
hidden within its software. Even if no problems arise at the testingstage, a system can still be vulnerable to attack. Therefore it isnecessary to guarantee the origins and authenticity of products andcomponents used in a connected car.
Also, if an incident such as hijacking is detected in a connected
car network, it is possible to adopt a new viewpoint by linking thevehicle’s emergency measures and cybersecurity measures, such as
using the automated driving functions to make the vehicle stopsuddenly at the side of the road. On the other hand, getting the
car to stop may have been the original purpose of the cyberattack,so it is also possible that the vehicle’s emergency stop function
could be targeted and abused.
Security measures generally assume that there will be incidents
that have to be dealt with retroactively after they have takenplace. This is equivalent to the way people resort to surgical or

New Breeze Summer 201815

medical remedies when they get sick or injured. In both cases, it isnecessary to stop before getting back up again. For example, whenassessing a human patient with an unknown condition, a doctor
will collect various data, listen with a stethoscope, look at thepatient’s state of health, and combine this information with many
years of experience and medical knowledge to make a diagnosis
and decide what measures to take. If a similar diagnostic process
can be applied to the big data collected by servers from connectedcars, it might be possible to prevented security incidents before
they actually occur.
Security is an essential factor in the use of data in connectedcars. Since security is an ongoing battle and connected cars takecharge of human life, the security measures must be updated
constantly. From now on, we must engage the public and private
sectors on the issue of connected car security.
3.3 Costs
It is well-known that the free use of data collected byconnected cars in diverse locations will have far-reaching benefits.
However, while the data gathered by connected cars is publicdata, it is also private data collected through the efforts of eachcompany involved. The positioning of the data is therefore very
important. We must consider how to compensate for the social
costs of sharing data within or between industries. However,the connected car society is expected to become an enormous
ecosystem involving vehicle manufacturers, parts manufacturers,
communication carriers, cloud service providers, servicing
companies, and companies that generate and lease out secondary
data. Since the data is expected to be created, stored and used indifferent places, this makes the issue very complicated. We must
discuss how an entire country or industry can cover the cost of
promoting mutual utilization of data collected by connected cars.
The cost of maintaining and updating security and othersystems is expected to be huge, but since this is essential for
ensuring safety, we must also consider how these costs will beshared.
Unless these matters are studied in depth, it will be difficult
for society and individuals to accept a connected car society. It
has been estimated that the infrastructure investment costs of aconnected car society could exceed ¥1 trillion per year. If we are
not conscious of the need to engage in a project of such size inthe future, then we will not progress beyond the discussions oftechnology. In the future, it will also be important for the public
and private sectors to unite and discuss cost sharing.
3.4 Testbeds
The field of connected cars involves various stakeholders
from diverse industries, including automobile industry,
telecommunications industry and service industry, as well as
national and regional governments. These will have to be brought
together in order to resolve issues and make the connected car
society a practical reality.
The automobile industry has traditionally excelled at
implementing its own safety measures such as CO2 reductions
and NCAP safety tests. However, the creation of completely
new technologies and services that cross between different
industries will benefit from the provision of a testbed. A testbed

16

New Breeze Summer 2018is a place where it is possible to try out new approaches one after
another in a short period of time. It is felt that this is a preferable
development environment because it is possible to switch to
the next idea straight away if one idea fails. Since multiple
stakeholders cooperate not only with desktop studies but alsowith actual designs in the testbed, this should promote technicalinnovation, the use of diverse technologies, and the combinationof different use cases to create new ideas that can be used in thecreation of a connected car society.
On the other hand, there are various questions we will haveto answer. Will Japan simply follow other countries who leadbased on the development of connected car networks and cloudtechnology resulting from over a trillion yen of investment? Whatsort of technology will we use, and what will we do with it? Whatsort of characteristics should our testbed have? For example, if
we perform R&D with other businesses and industries using
previously unavailable probe data in new methods, this could
become globally unique. Also, on the infrastructure side of things,
there are, for example, about 200,000 traffic lights in Japan,
only about 100 are currently equipped with sensors that cancommunicate with cars. If all the traffic lights in some region
could be equipped with these sensors, then this would create a
testbed not available anywhere else in the world.
Currently, the Ministry of Internal Affairs and Communica­
tions shares the personal information of volunteer visitors to Japan
with hotels and cultural facilities as part of its “IoT Hospitality
Cloud Business” initiative. We are performing demonstration
trials in which the information is used to provide various services,
and in FY2016 the number of participating tourists reachedapproximately 2,000. However, a number of restrictive andtechnical issues came to light. Unless we proactively engage incharacteristic projects like this, there will be little point in us
repeating the work of studies that are already being performedin other countries. In the future, we hope to discuss the specificdetails of the testbed in more depth, and gather opinions frommany other fields of industry.

4. Future initiatives
Through six study group discussions, we have carried out ananalysis of the current situation and the tasks to be performed inorder to realize a connected car society. The Ministry of Internal
Affairs and Communications also plans to promote efforts towardrealizing a connected car society based on the points raised inthis study. On the other hand, connected cars represent a new
field that combines automobiles and communication, and thestakeholders involved in this technology are far more diverse.
Since we have to trust our cars with our lives, it is not sufficientto pursue the idea of a “best effort” as in other fields. Instead, wemust build systems that reliably ensure the safety of drivers andpedestrians. In this sense, it will become necessary to promote
the development of technology while checking that the technicalrequirements match the actual situation of road users and theirneeds. The government as a whole will go ahead with full-scale
field demonstration tests with the aim of realizing a connected car
society.

= A Serial Introduction Part 4=
Winners of ITU-AJ Encouragement Awards 2017
In May every year, The ITU Association of Japan (ITU-AJ) proudly presents ITU-AJ Encouragement Awards to people who have madeoutstanding contributions in the field of international standardization and have helped in the ongoing development of ICT.
These Awards are also an embodiment of our sincere desire to encourage further contributions from these individuals in the future.
If you happen to run into these winners at another meeting in the future, please say hello to them.
But first, as part of the introductory series of Award Winners, allow us to introduce some of those remarkable winners.

Amane Miura

National Institute of Information and Communications Technology (NICT)
http://www.nict.go.jp/en/

Fields of activity: Satellite Communications

International Standardization of Integrated MSS Systems
It is my great honor to receive the ITU-AJ Encouragement
Award.
Entering the 2000s, satellite operators in Europe and theUnited States drafted specifications for integrated Mobile Satellite
Service (MSS) communication systems, with terrestrial systems
using the same frequency bands as mobile satellite communication
systems in a complementary way. These terrestrial systems arecalled Ancillary Terrestrial Component (ATC) in the UnitedStates and Complementary Ground Component (CGC) in
Europe, but they are both based on the same concept. Both aim
to improve transmission services by operating complementary
services through terrestrial base stations (ATC/CGC) on the same
frequency band as MSS. Several plans were drafted by multiple
satellite operators for MSS/ATC systems using the L/S band, andsatellites were launched in the period from 2008 to 2010 (althoughcommercial services have not yet begun). Recently, the company
Inmarsat proposed a satellite/terrestrial S-band frequency-sharing
mobile communication service for aircraft use in Europe, called
Aviation CGC (ACGC).
Discussions on international standardization of integrated
MSS systems began at the Asia-Pacific Telecommunity Wireless

Dai YamakamiGroup (AWG) and the International Telecommunication Union
Radiocommunication Sector (ITU-R) in around 2013-2014.
During 2008-2012, NICT had conducted R&D on the Satellite/
Terrestrial Integrated Mobile Communications System (STICS),
which is a kind of integrated MSS system, as commissioned
research for the Ministry of Internal Affairs and Communicationsof Japan. I joined both the AWG and ITU-R meetings to promote
STICS technologies.
2013-2014 meetings in AWG included activity to create the
APT Report, “Studies within the Architecture and Performanceof Integrated MSS Systems and Hybrid Satellite/Terrestrial
Systems below the 3 GHz Band.” In ITU-R, 2014-2016 SG4WP4B meetings included similar activity to create the ITU-R
Report on Question 291/4, “System architecture and performance
aspects of integrated MSS systems.” I have continuously
contributed input on the achievement of STICS R&D in both ofthese meetings. These reports have been finalized and publishedsuccessfully, as APT/AWG/REP-57 and ITU-R Report M.2398.
In the future, I would like to continue to contribute tostandardization activities in the field of satellite communications.

NTT East, International Division (On assignment to: Japan
Telecommunications Engineering and Consulting Service)
http://www.jtec.or.jp/english/

Fields of activity: International cooperation activities

Telecommunications cooperation in developing countries
I am honored to have been chosen to receive the ITU-AJ
Encouragement Award.
I was originally sent out to assist in restoration of telecom
services after a devastating hurricane, and working together withlocal counterparts, we engaged in troubleshooting and repair ofsubscriber lines and infrastructure around the capital city of Port

Vila in the Republic of Vanuatu.
The Vanuatu mission was hugely successful, for I was able tomaintain and repair subscriber lines, identify weak points in theinfrastructure thanks to trouble reports submitted by subscribers,
and quickly isolate faults and restore service.
Inspired by this initial assignment to Vanuatu, I participated

New Breeze Summer 201817

in a number of other telecom projects taking me to Cambodia,
Myanmar, and Vietnam. My eight years of service working for
NTT Vietnam are especially memorable. Working in close
collaboration with the Vietnam Posts and Telecommunications
Group (VNPT), we made remarkable progress developing
Vietnam’s telecom infrastructure, deploying FTTH, and rollingout new services.
Looking ahead, I plan to continue working with personnel
from local telcos dealing with problems in developing countries,
struggling to overcome local obstacles, and promoting telecom
cooperation in developing countries.

NTT Corporation, Network Technology Laboratories

Kazuhisa Yamagishi

http://www.ntt.co.jp/qos/eng/person/yamagishi/index.html

Fields of activity: Performance, QoS and QoE

Standardization of quality assessment methodology forvideo communication services
I feel greatly honored to receive the ITU-AJ Encouragement
Award, and would express my appreciation to the Selection
Committee and to all those who helped me along the way. Thisaward recognizes my contribution to standardization of qualityestimation models for video communication services.
Since joining ITU-T SG12 in 2005, my work has focusedon the standardization of quality-estimation methods for videocommunication services. These methods are extremely useful
in designing applications and networks, and for monitoring thequality of services that are up and running.
During the 2004-2008 study period, I worked on a qualityestimation model, called a planning model, for videophoneservices. Designated ITU-T Recommendation G.1070, themodel takes application and network parameters into accountsuch as bitrate and packet-loss ratio. The model is used indesigning applications and networks for videophone services, andis the first quality-estimation model for video communication
services developed by ITU-T SG 12. Being the first model,

it has informed all subsequent standardized video-qualityestimation models. Although this was my first involvementin ITU-T standardization work, I was exposed to the wholeprocess of standards making: I proposed the scope, the termsof reference, identified a candidate model, verified the qualityestimation accuracy of the model, and as editor, I drafted the final
recommendation with support of other SG12 colleagues.
Subsequently, I participated in a study to develop qualitymonitoring tools for IPTV services (ITU-T Recommendation
P.1201) and adaptive-bitrate streaming services (ITU-T
Recommendation P.1203), and helped draft quality-estimation
model proposals and recommendations in the 2009-2012 and2013-2016 study periods, respectively. The range and depth ofthese various activities sharpened my analytical skills and greatly
extended my network of professional colleagues.
I am convinced that these activities will help address theoperational challenges of service providers and promote sounddevelopment of video communication services.

NEC Corporation Transportation and City Infrastructure Division(currently NEC Corporation Safer City Solutions Division)

https://www.nec.com/en/global/solutions/biometrics/index.html

Fields of activity: Face recognition

Contribution to wider utilization of face recognition around the world
It is a great honor for NEC to receive this award. We would
like to thank the ITU Association of Japan (ITU-AJ) and otherorganizations and individuals who have made this possible. NEC
has been involved in research and development on fingerprint
identification and face recognition for over half a century. The
technologies resulting from these initiatives have been used toensure safety and security around the world and have contributed

18

New Breeze Summer 2018

to job creation, human resource development, and other economic
activities in different countries. We are therefore truly honored
to have our efforts recognized through this award. Our facerecognition solutions continue to be deployed by more and morecustomers. We have also continued our research and development
initiatives to not only increase their accuracy and speed, but also
to strengthen measures against identity fraud, and make thesolutions available to a wider range of users. Moreover, sincebiometric technologies have different characteristics, combining
multiple technologies, such as face recognition and fingerprint
identification, enables recognition with higher accuracy and utility
value. NEC, therefore, has pursued research and development

Takaaki Matsushima

on various biometric technologies. One of them, iris recognition,
has been ranked number one in a recent accuracy testing (April2018). Going forward, we will continue these initiatives to makebiometric technologies from Japan available to more users aroundthe world.

KDDI CORPORATION
http://www.kddi.com/english/

Fields of activity: ITU-R SG4 WP4A, SG5 WP5A/5D

Studies of sharing and compatibility between Mobile and Satellite services
It is a great honor to receive the ITU-AJ Encouragement
Award for my studies of sharing and compatibility between
Mobile and Satellite services.
After WRC-15, the decision was made to study thecompatibility of IMT and BSS (sound) in the frequency bandfrom 1,452 to 1,492 MHz in Regions 1 and 3 (Issue 9.1.2 of theWRC-19 Agenda). Normally, only one group is responsible foreach agenda item or issue. But for issue 9.1.2, two responsiblegroups have been assigned. WP 4A is responsible for studies
relating to BSS (sound), and WP 5D is responsible for studies
relating to IMT.
Since 2015, I have been attending the ITU-R WP 4A
meetings as a satellite expert, and the WP 5D meetings as amobile expert in order to discuss sharing and compatibility

between Mobile and Satellite services. After WRC-15, WP 5D
asked WP 4A to provide relevant technical characteristics of BSS(sound) systems and related information to support discussions ofissue 9.1.2 between WPs 5D and 4A. To promote more effective
collaboration between both WPs, I have not only participated in
WP 5D meetings as a DG chairman specializing in MS/BSS
1.5GHz compatibility, but I have also launched a joint study by
two WPs and contributed to studies of BSS (sound) in WP 4A
meetings.
Not many members attend both WPs 4A and 5D. In
particular, there are very few experts on issue 9.1.2. I look forward
to continuing with my participation in both WPs as an expert inboth satellite and mobile technology, and I hope these studies will
have an acceptable outcome for both satellite and mobile members.

Cover Art
Ichikawa Danjuro(Picture of kabuki actor
Ichikawa Danjuro VII(1791-1859).
It is said that heis playing the role ofMatsuomaru in
Sugawara and the Secretsof Calligraphy (1823).)
Utagawa Kunisada (1786–1865)
Collection of the Art Research Center(ARC)
Ritsumeikan University
Object number: arcUY0119

New Breeze Summer 201819

Cybersecurity Research Ethics and Related Activity in Japan

Mitsuaki Akiyama

Distinguished researcher
Secure Platform Laboratories,
Nippon Telegraph and Telephone Corporation

20

Katsunari Yoshioka

Associate Professor
Graduate School of Environment andInformation Sciences, Yokohama National University

1. Cybersecurity Research Ethics

2. Principles of research ethics

The rapid development of the Internet has brought
convenience and efficiency to our daily lives, but it has alsobrought increases in cyberattack occurrences and availability ofsensitive information that can be used to identify individuals.
ICT research, and cybersecurity research in particular, has also
had major effects on our living environments, from both research
results and the research processes themselves.
To conduct cybersecurity research, it is essential to observe
actual incidents on the Internet. However, such measurement
research can deal with a wide range of communications beyond
just that of the attack being observed, so it involves various
security risks related to privacy and other issues. To minimize suchrisks, appropriate planning and accountability for any potential
risks must be achieved before proceeding.
Further, if a security hole (defect) in a particular piece ofsoftware is discovered in the process of such research, there is arisk that it will be exploited maliciously in an attack if it is brought
to light before being dealt with adequately in affected systems andservices.
Since the year 2000 as the Internet has spread, there has beenongoing ICT research on a large scale. However, since there havebeen no appropriate guidelines for ethical research, there is no
doubt that some research has been done without adequate ethicalreview. As such, discussion of research ethics related to ICT andcybersecurity has been on the increase since 2010, particularlyin the USA, new ethical principles have been established, andtechnical research papers are starting to be reviewed from theperspective of research ethics. Research ethics is unavoidable
with any innovative research in cybersecurity, and has become
an essential aspect of work for all researchers and technologists
creating globally competitive technologies.
The importance of research ethics in cybersecurity has also
become more widely recognized in Japan recently. Symposiums
are being held, mainly by academic institutions, and organizations
to develop and promote research ethics in cybersecurity have been
established.
This article describes principles of cybersecurity research
ethics, introduces global trends and recent cases, and discusses thecurrent state and outlook for cybersecurity research ethics in Japan.

No suitable guidelines related to research ethics wereavailable for early ICT research, and in many cases, research
was done without adequate ethical review. This includes
handling of malware, counter attacks for cyberattacks, attacks
on or publication of vulnerabilities, and collection of detailed
vulnerability and attack information. As such, the approach takenin the Belmont Report, which was produced in 1979 to establish
research ethics in the biomedical field, had to be interpreted in
the context of ICT research. Then in 2012, the US Departmentof Homeland Security issued the Menlo Report, compiled mainly
by researchers in the USA. This article introduces the research
ethics principles in the Belmont Report and discusses differences
between biomedical and ICT research, and then introduces new
research ethics principles stipulated by the Menlo Report.

New Breeze Summer 2018

2.1 Belmont Report
The Belmont Report def ines research ethics for thebiomedical field, based on the following general principles.
・ Respect for Persons. Participation in research is decided
freely by each participant, based on informed consent(respecting their right to make decisions based on adequate
explanation of the details).
・ Beneficence. Maximizing the potential benefit andminimizing the potential harm resulting from theresearch. An assessment of risk, harm and benefit isdone.
・ Justice. Individuals must receive fair consideration
for how they are treated. Also benefits of theresearch must be fairly distributed, and the burden
also shared equally among research subjects.
2.2 Differences between biomedical and ICT research
The ethical principles cited in the Belmont Report are a basis
for biomedical research, but they also suggest a basic code of
conduct that can be applied broadly in other fields.
However, it must be noted that ICT research is now being
done based on environmental conditions that could not havebeen imagined at the time the Belmont Report was created.
Specifically, differences between biomedical and ICT research

include the following.
・ ScaleThe Belmont Report assumes biomedical researchin which the researcher and subjects are able tointeract face-to-face, dealing with tens or thousandsof subjects, while ICT research is able to collect andanalyze data from millions of people. In such cases
it is not easy to obtain informed consent from each
person.
・ Speed
Most biomedical research involves manual processes(conducting interviews in a laboratory, etc.), so if
problems occur, research can be suspended before
damage spreads. Conversely, ICT research has thepotential to adversely affect millions of devices in
an instant, so risks and damage must be assessed
rapidly and accurately.
・ Aggregation and interrelation of information
In ICT research, information resources areinterconnected through networks, and are strongly
related. For example, smartphones store information
including email addresses, lists of contacts of friends
and associates, and SNS account information. Thus,
they could leak personal information of not only theowner, but also others connected to the owner.
・ Decentralization
With ICT, various technologies are interdependentand communication content is located in various
locations as text, audio, or video, and is controlled byvarious entities. As such, it can be difficult to identify
from whom informed consent should be obtained.
・ Non-transparency
Biomedical research involves meeting with subjects,
but ICT research is done involving many people
indirectly, via ICT. Subjects are not met directly so it
is difficult to anticipate who will be affected by the
research and how.
Researchers in ICT are obliged to design and execute researchplans ethically, with consideration for these sorts of condition.
2.3 Menlo Report
As the Internet developed, differences between biomedical
and ICT research (Sec. 2.2) become clearer, and it became
necessary to interpret the approach taken in the Belmont Reportin the context of ICT research. As such the Menlo Report[1],modeled after the Belmont Report, was established in 2012. In
addition to interpreting the three main principles in the context of
ICT research, the Menlo Report adds the following new research

ethics principle.
・ Respect for Law and Public Interest. Researchmethods and results must maintain transparency
and take responsibility for such behavior.
This ethical principle interprets the Beneficence principle
from the Belmont Report in the context of ICT research andclarifies new issues that need to be addressed, such as oppositionor ambiguity between laws of different regions, stakeholderspecific difficulties, and discrepancies between laws and public
interest.
If a security hole is discovered in the research process,there is an obligation to practice Responsible disclosure, taking
responsibility to identify the stakeholders that could be affected
and disclose the information in a way that minimizes damage.
Note that the Menlo Report is accompanied by a summary of
discussion and responses based on example cases[2].

3. Global trends
Given the increase in concern for cybersecurity research ethics,
new international academic conferences focusing on cybersecurity
research ethics have been held between 2013 and 2015, including
CREDS, CREDSII, and NS-Ethics[3][4][5]. Activities at these
conferences deal with changing ICT environments and support
better ethical research, including review of past research projects
for which discussion of research ethics was inadequate, sharing ofbest practices, and ethical research design.
Since 2013, there has also been a steadily increase in mentionsof research ethics in calls for papers for conferences, including the
top cybersecurity conferences (IEEES&P, ACM CCS, USENIX
Security, ISOC NDSS). Specifically, calls for papers are asking
for “Clear descriptions of research ethics in papers that could
stimulate discussion on research ethics. Such papers must also
be approved by the research ethics committees of their own
organizations.”
So how is ethical cybersecurity research actually being
practiced around the world? In the results of a survey of research
ethics descriptions in papers at a top international conferencein the past several years (approximately 300 papers presented at
USENIX Security 2012 to 2016), discussion and assertions on
research ethics were classified mainly into the following categories.
・ Obtaining consent/agreement
User (subject) consent, service operator agreement,
research ethics committee (IRB) consent.
・ Legal/legitimate procedures, performance ofanonymization, conformance to policies/guidelines,
asser t ion of lega lit y, no-a lternate opt ions,performance of responsible disclosure.
・ Risk/Damage control. Minimizing risk, preventing
new damage.

New Breeze Summer 201821

・ Benefits, sharing best practices, public benefits.
・ Research application that does not affect otherpersons.
In this way, the experience of earlier researchers with concrete
methods can be used as reference case studies for researchers andtechnologists starting similar research in the future.

4. Research case studies
This section introduces cases of research by organizations inJapan that are particularly relevant to research ethics.
4.1 Sandbox detection
Yokoyama et al. from Yokohama National University hasstudied sandboxes, which are a tool used for analysis and detectionof malware. They provide a run time environment for runninga program being investigated, to study its behavior so it canbe detected, and to analyze its functionality. They have beenable to clarify typical characteristics of sandboxes and identify
the potential to inhibit malware analysis and detection using asandbox[6].
For this study, they first investigated the state of sandboxes
actually in operation. To gather information about the featuresof the sandboxes being used by the services, they created datagathering samples and submitted them to online malware analysis
services that perform sandbox analysis. They used machinelearning based on feature data to show that the sandboxes andordinary user environments can be accurately discriminated, andreported that their discriminator is also effective for commercial
sandbox products.
These test results and test samples were provided to thesandbox product vendors and malware analysis service providers
beforehand, to contribute to improvement of these products
and services. Also, the product names and particular internal
information for these products and providers were anonymized
in papers, and collected features were presented as statistical
data, to minimize any effect on particular products or services.
By publishing research results in this way, effort was made to
maximize the benefits and minimize any damage caused.
4.2 Social account detection
Watanabe et al. from the NTT Secure Platform Laboratories
has discovered a new type of privacy attack able to identify theaccount of any targeted user on a social Web service[7]. This attack
uses the blocking functions that are provided as standard on social
Web services maliciously, so it has the potential to affect social
Web services widely around the world, and users are vulnerable tosuch an attack.
This research involved experiments on real services toverify the attack, and these tests were designed very carefully

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New Breeze Summer 2018

to minimize the risks and other negative effects. In particular,
to avoid attacks on real users, experiments were conducted on
accounts owned by the researchers, and were planned carefully to
avoid any unnecessary increase in load on the service.
They also contacted the 12 service operators and majorbrowser vendors being checked for the vulnerability beforehand,and shared information regarding how to reproduce the attack
method and how to counter it. As a result, service operators andbrowser vendors each changed their specifications, so this researchcontributed to social Web services that are safer for users. These
results were also presented at the international conference, IEEE
Euro S&P 2018, raising awareness of the threat around the world
and contributing to the public good.

5. Current and future state in Japan
Since 2016 in Japan, the sharing of knowledge regarding
cybersecurity research ethics and serious discussion of ethicalresearch practices has begun in a domestic research community
called the “anti Malware engineering WorkShop (MWS)”[8].
Later, cybersecurity experts gathered under one roof anddiscussed awareness of issues and action plans for the future at
the largest security technology symposia in Japan, the Symposiumon Cryptography and Information Security (SCIS)[9], and a
symposium held by the Japan Society for the Promotion of Science(JSPS). However, little research in Japan requires discussion ofresearch ethics, so more research is needed for these initial steps
and to push it further.
5.1 Emerging issues
・ Sharing knowledge and practices
Impact and benefits around the world varies bycase, and cannot be determined in a uniform
way. As such, researchers and technologists
must accumulate more case studies. Responsible
disclosure is particularly complex, from stakeholder
estimates to practical procedures. In Japan, reports
can be submitted to the “Information Security Early
Warning Partnership” operated by IPA and JPCERT/
CC, which provides a mechanism for performing
responsible disclosure of vulnerabilities in products
and software. On the other hand, there are casesthat would not be considered vulnerabilities insoftware or products, but still require responsible
disclosure (examples in Sec. 4). These must be
handled mainly by the researchers themselves. It
is difficult for a single organization to accumulate
enough know-how for this, so a venue for discussion
and knowledge sharing across organizations isneeded.

・ Research significanceIn research requiring discussion of research ethics,
there is research value in the attack methods andvulnerabilities discovered, but also in the computerscience and engineering techniques used to findthem. Spreading these detection techniquesthroughout the world also provides global benefits
such as enabling developers to check for and findthem at the development stages. Clarifying common
pitfalls and the basic ways to deal with them also
has research value. Spreading and popularizingthese issues and solutions throughout the world also
has benefits for the future.
・ University-industry collaboration
Substantial solutions are only possible throughcollaboration between academia and industry. As
such, discussion involving industry is necessary,
since the consensus on issues, such as grace
periods for implementing solutions and methods of
responsible disclosure, could differ in different areasof industry. Researchers must also work to build
trust relationships between academia and industry
so that, for example, responsible disclosure, adequate
information, grace periods, and work-arounds can bepresented.

research in cybersecurity in Japan will contribute to ongoingcreation of advanced and competitive security technologies fromJapan.
References[1] Menlo Report: https://www.caida.org/publications/papers/2012/menlo report actual
formatted/[2] Applying Ethical Principles to Information and Communication Technology Research: http://
www.caida.org/publications/papers/2013/menlo report companion actual formatted/menlo
report companion actual formatted.pdf[3] Cyber-security Research Ethics Dialog & Strategy Work-shop (CREDS 2013): http://www.
caida.org/workshops/creds/1305/[4] Cyber-security Research Ethics Dialog & Strategy Work-shop (CREDS II-The Sequel): http://
www.caida.org/workshops/creds/1405/[5] W orkshop on Ethics in Networked Systems Research (NS-Ethics): https://conferences.
sigcomm.org/sigcomm/2015/netethics.php[6] Y okoyama et al., SandPrint:Fingerprinting malware sandboxes to provide intelligence forsandbox evasion, RAID 2016.
[7] Watanabe et al., User Blocking Considered Harmful? An Attacker-controllable Side
Channel to Identify Social Accounts, IEEE EuroS&P 2018.
[8] anti-Malware engineering WorkShop (MWS): https://www.iwsec.org/mws/[9] S
 ymposium on Cryptography and Information Security (SCIS):
https://www.iwsec.org/scis/2018/[10] 1
 92nd Committee on Cyber Security
in the group of University-Industry Cooperative Research Committees:
https://www.jsps.go.jp/english/e-soc/list/192.html

5.2 Future initiatives
Among the initiatives receiving wide recognition in Japan is
the Cyber Security Research Ethics Working Group, establishedin February 2018 at the 192nd Committee on Cyber Security
in a group of University-Industry Cooperative ResearchCommittees from JSPS[10]. This working group is intended topromote activities supporting the understanding and practice ofcybersecurity research ethics, with a neutral perspective spanning
academia and industry.
Even looking globally, there are still very few research facilities
that maintain a research ethics committee capable of making
proper judgments regarding cybersecurity research ethics. In
light of this, the Computer Security Symposium (CSS) in Japanis considering having a desk for consultation on cybersecurity
research ethics. The desk would enable researchers who havequestions on research ethics to discuss them before proceedingwith their research.

6. Conclusion
The ethical principles stipulated in the Menlo Report are
essential knowledge that researchers and technologists should haveaccess to when conducting research in ICT and cybersecurity.
We anticipate that innovative activities promoting ethical

New Breeze Summer 201823

17. May 2018 at KEIO PLAZA HOTELC e re m o n y a t K e i o P l a z a H o t e l, To k

The ITU Association of Japanyo
A wa rd w i n n e r a n d H o n ora b l e g u e st s

New Breeze
平成三十年七月十日発行（年四回一、四、七、十月の十日発行）第三十巻第三号（通巻百十九号）

50th Celebration of World Telecommunication andInformation Society Day

定価一冊

M I C M i n i st e r’ s A wa rd w i n n e r D r. IN O UE

H o n o ra b l e G u e st : M r. S A K A I,
St a t e M i n i st e r, M I C

H o n o ra b l e G u e st : M r. T S U K
AD A,
D e p ut y A s s i st a nt M i n i st e r, M
O FA

List of the Award Winners on 17 May 2018
MIC Minister’s Award
Yuji INOUE (ITC)ITU-AJ Special Achievement Award
Mahabir PUN (ENRD, Nepal Wireless)Shinji IMAGAWA (HIRAIWA)
Hideyuki IWATA (NTT)
Hiroyo OGAWA (NICT)
Kuniomi KANAI (NTT-East)
Eiji KITO (NEC)
Takatsugu KITO (KDDI)
Kozo SAKAE (NTT DOCOMO)
Ken-ichi SUZUKI (NTT)Lan CHEN (NTT DOCOMO)
Akira NAKAGAWA (FUJITSU-LAB)
Miho NAGANUMA (NEC)Shuichi NISHIMOTO (TOKYO FM)
Toshihiro HATTA (NTT DATA)
Eiichi WATANABE (BHN)

ITU-AJ Encouragement Awards
Motohiro ABE (NTT DOCOMO)
Atsuro ICHIGAYA / Shunsuke IWAMURA /Shimpei NEMOTO (NHK)Koichi ICHIKAWA (NTT-East)
Junichi IWATANI (NTT)Toru UCHINO (NTT DOCOMO)
Nobuo OKABE (Sharp (Retired))
Masaaki OBARA (KDDI)
Ataru KOBAYASHI (NEC)Tomoyuki SHIMIZU (KDDI)
Maho NAKAGAWA (Fujitsu)
Akira NEGISHI (NHK)Kei HARADA (NTT)
Hiroki HARADA (NTT DOCOMO)
Mami MIYAZAKI (NTT-East )Melody International Ltd.
Toru YAMADA (NEC)Achievements of each winner are shown in the following URL.
https://www.ituaj.jp/wp-content/uploads/2014/05/180517wtisd_panf.pdf

六、四八〇円 （本体価格 六、〇〇〇円、消費税 四八〇円）

ITU-AJ Accomplishment Awards

A n n i ve rs a ry K e y n o t e Pre s e nt a t i o n ;D r. T O K U D A, Pre s i d e nt, NI CT

一、六二〇円 （本体価格 一、五〇〇円、消費税 一二〇円） 年間購読料

IT U- AJ S p e ci a l
A c h i e ve m e nt A wardw i n n e r M r. P UN