POTENTIAL CONFLICT AVOIDED BY ALERT FLC RESPONSE AND TCASII TA IN FOREIGN AIRSPACE.

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ACR X WAS CLRED PAPAS 4 DEP FAIRY TRANSITION; MAINTAIN 9000 FT EXPECT FL370. N OF UNCLE INTXN WAS CLRED DIRECT MJE AND CLB FL370. AFTER CLBING AND N OF NIECE INTXN I NOTICED AN ACFT MERGING FROM MY L AT 11 O'CLOCK. I CHKED THE TCASII AND OBSERVED AN ACFT ON TCASII AT 2200 FT CLB AND ABOUT 10 MI. I LOOKED BACK OUT AND ACFT WAS GETTING CLOSER; FAST. LOOKED BACK IN NOW TCASII SHOWED TARGET AT 800 FT HIGHER AND NOT CLBING 7 MI AWAY. I THEN TOLD TOKYO ABOUT THE TFC. RECEIVED A 270 DEG HDG; WENT BY ACR Y AT ABOUT FL330 AND 1 MI TO HIS R. I FEEL ACR Y SHOULD HAVE BEEN GIVEN THE DIRECT TO MJE NOT US - (ACR X). THIS CAUSED US TO CUT THE CORNER AND WITH THE HIGHER WIND AT ALT CAUSED US TO ALMOST COLLIDE/OVERTAKE. WITH A LIGHT 747-400 WHICH WAS CLBING FASTER; AND ACR Y WAS IN THE 100 KT HEADWIND WHICH SLOWED HIM CONSIDERABLY AND THE ACR X DIRECT TO MJE WHILE ACR Y WAS ON THE DEP RTE CAUSED US TO OVERTAKE. I WAS USING VNAV AND HDG SELECT AT THE TIME WITH AUTOPLT IN COMMAND. I'M SURE THAT THE GOOD VISIBILITY AND TCASII HELPED GREATLY IN AVOIDING A COLLISION. THERE WAS A GREAT DEAL OF CONFUSION RESULTING AND 4 ACFT HAD TO ALTER CLB AND/OR CHANGE HDG AS REQUIRED BY DEP CTL/TOKYO CTR. SUPPLEMENTAL INFO FROM ACN 297812: ACR FLT Y - NRT TO HKG (ACR Y DIRECT TO HKG A-1 PAPAS 4 DEP FAIRLY TRANSITION MAINTAIN 9000 FT EXPECT FL330). NORMAL TKOF AND INITIAL DEP. AS WE STARTED TO SLIDE OVER TO THE CVC 179 DEG RADIAL WE WERE RELEASED FROM 9000 FT RESTR (CLB; MAINTAIN FL330). WE REQUESTED DIRECT MJE VOR (UNABLE DUE TO TFC) . WE CONTINUED WITH FULL DEP COMPLIANCE. CLBING THROUGH 30600 FT; WE WERE TOLD TO LEVEL AT FL310. WE THEN SAW AN ACFT AT 12 O'CLOCK AND ALSO ON TCASII AT FL330. THE NEXT ACFT TO LEAVE NRT WAS FLT X NRT-TPE; FOLLOWING US BY MAYBE 2 OR 3 MINS. AS WE LEVELED AT FL310 WE HEARD FLT X CALL CTR AND SAY HE WAS TURNING R DUE TO TFC HE WAS OVERTAKING AT 11 O'CLOCK. UP UNTIL THIS POINT IT HAS BEEN A FEMALE VOICE ON ATC - NOW A MALE VOICE COMES ON AND (ACR X TURN R HDG 270 DEGS) ACR X COMPLIES. ACR X IS A B747-400 HAS BIGGER ENGS AND LIGHTER LOAD AND WAS GIVEN A 'DIRECT' CLRNC TO CUT THE CORNER BEHIND US AND WAS CLBING FASTER THAN US. HE IS CLRED TO FL370. HE HAS US VISUAL AND ON TCASII AND REALIZES HE IS COMING RIGHT UP OUR TAILPIPE. THIS NECESSITATED THE R TURN. AT THIS POINT A THIRD ACFT IS GIVEN A 'CHANGE HDG NOW' CLRNC FOLLOWED VERY SHORTLY BY 'ACR Z TURN R 90 DEG HDG ---.' THIS WAS FOLLOWED ABOUT 10-15 SECONDS LATER WITH ACR Z SAYING 'THAT WAS BLOODY WELL TOO CLOSE! ATC 'YES THANK YOU FOR YOUR COOPERATION.' I DON'T KNOW WHAT STARTED THIS WHOLE FIASCO BUT THIS IS THE 3RD OR 4TH 'INCIDENT' I HAVE HAD WITH TYO CTR IN THE LAST 4-6 WKS. THEY SEEM TO BE DOING CTLR TRAINING BUT DO NOT TELL US AND WHEN THE SUPVR TAKES OVER IT ALWAYS SEEMS TO BE JUST A LITTLE LATE AND THEN OTHER MISTAKES ARE MADE BEFORE THE PROB IS TAKEN CARE OF. IT SOUNDED AS THOUGH TODAY'S INCIDENT COULD HAVE RESULTED IN ANY WHERE FROM 1- 3 MIDAIRS. THE PLT ON ACR X BEING ALERT AND THE ACR Z PLT REACTING OBVIOUSLY KEPT THINGS SAFE. TYO CTR SEEMS TO BE HAVING SOME PROBS AND IF THEY DO NOT CURE THEM SOON - SOMETHING BAD MAY HAPPEN SOON.