II．Approach to Concrete Development

１．Airport development

(1)Development of hub airports in metropolitan areas

In the Seventh 5 year Airport Development Program, in addition to the three major airport construction projects, that is completion of the 2nd stage of the Kansai International Airport project, development of an airport in the Chubu region and the development of another airport in the Tokyo metropolitan area, completion of the construction of the New Tokyo International Airport and extension of the Tokyo International Airport into the Tokyo bay should also get priority. These projects should be promoted as follows.

1) Development of hub airports in metropolitan Tokyo area

(1) With respect to the New Tokyo International Airport, construction of a parallel runway should be promoted on the basis of the agreements reached in the round table conference and in accordance with democratic procedures, in addition to expanding the handling capacity by repairing the existing No.1 passenger terminal. Upon completion of the new parallel runway, which will increase handling capacity, a certain level of domestic flights to the airport should be permitted in order to enhance convenience by introducing connecting flights to domestic destinations.

(2) With respect to the Tokyo International Airport, the 3rd phase of expansion of the airport into the Tokyo bay (Sharing runways B and C) should be completed as soon as possible.

(3) Even after completion of the 3rd phase of expansion of the Tokyo International Airport into the Tokyo bay, the airport is expected to reach capacity early in the 21st century. But further expansion will be extremely difficult, given the problem of aircraft noise and the impact on the function of Tokyo port. Moreover, the present Tokyo International Airport is not considered to be suitable for development as a hub airport, given the problems with aircraft noise.

Under the circumstances, a comprehensive study to explore the possibility of developing a new airport is recommended, assuming that a new offshore hub airport will be required to meet the projected future demand. It is needless to say that this will require close cooperation between the national and local governments. A venue for discussing issues relating to the choice of a site for such an airport should be established and the proje ct should be launched only after a consensus is reached. The issue of the transfer of capital from Tokyo is also an important consideration.

2) Development of hub airports in the Kinki region

With respect to the Kansai International Airport, even if the expansion of facilities built in the 1st phase of the airport project is completed, the airport will still reach capacity early in the 21st century. In view of this forecast, all concerned parties should cooperate to complete the construction of at least one of the two planned parallel runways and related facilities as the 2nd stage of the airport project.
Since, land reclamation for the 2nd stage of the project will be mainly in deeper areas, the cost of construction will naturally be much higher as compared with that of the 1st stage. This will mean that recovery of investment will take that much longer. Under the circumstances, in order to assure sound management and smooth implementation, the project should be split into two, one for the construction of airport facilities and one for land reclamation (breakup into independent projects). Given the scale of investment, financing will take on added importance, as compared with that for the 1st stage. Availability of tax privileges, and a higher level of interest free loans from the national and local governments for land reclamation should be explored.
With the opening of the Kansai International Airport last September, the role of airports in the Kansai region needs another review.

3) Development of hub airports in the Chubu region

The flight handling capacity of the existing runway at the Nagoya airport is expected to reach capacity early in the 21st century. A thorough study and speedy decision on the development of a new airport in the region is, therefore, recommended. All concerned parties should cooperate to promote the development of the proposed airport. Availability of air corridor must also be explored. At the same time agreement of the local community on the transfer of scheduled flights from the existing airport to the new airport should secured. Finally, commitment of the local community to build adequate airport access infrastructure must be secured.
Since the new airport is likely to be built offshore, which means massive investment, a thorough study of the viability of the airport with reference to the demand outlook, against the backdrop of the economy of the Chubu region, is recommended. Additionally, the independent project approach that will allow for integrated development of land for related projects, should be adopted. Policies for implementing the airport development program should be reviewed and decisions taken at the earliest possible date.

(2) Development of regional hub airports and regional airports

(1) Building of new airports and extension of existing runways should be considered to be a continuing program. With respect to new projects, development of regional jet airports at appropriate locations to form an air transportation network linking with the two major metropolitan areas and extension of runways at existing local airports to take jets is underway. In the future, extension of runways etc. for upgrading existing facilities, including increase in flight frequency, should be pursued only if justified by demand factors.
In addition to the establishment of an air transportation network, airport development is also seen as a means of promoting regional development and economic growth. In case an airport is being developed from regional development considerations, the local community should take a higher profile than what has been the case in the past, and transform the project into a hybrid project, integrating other regional development projects.
(2) Expansion of terminal facilities must basically be dictated by demand trends. In case sufficient demand is believed to exist between Japan and the country of destination, construction of CIQ facilities is recommended.

(3) Development of airports on off lying islands and commuter airports

(1) Airports on off lying islands should be upgraded, including the construction of facilities to increase flight frequency, to take jets, in order to enhance public welfare, foster regional development and to meet the needs of rapid transportation.
Particularly with respect to airports not presently serviced by jets, facilities should be upgraded with due consideration to the timing of retirement of currently used propeller aircraft and the choice of replacement aircraft. Moreover, the system of subsidies for the purchase of aircraft, for promoting efficient use of airports on off lying islands and to build airport facilities, should be reformed.

(2) Commuter airports are coming into their from the standpoint of feeding passengers to the hub and for regional transportation. Even if the unique potential of such airports can be tapped, required facilities should be built only after viable schemes for operating such airports at the local level have been firmly established. Construction of public heliports should be studied from the standpoint of local interest in such projects.

(4) Development of air cargo handling facilities

Since facilities for coping with short and medium-term air cargo handling capacity growth are more or less under construction, further capacity addition should be considered depending on changes in emerging demand trends

2. Promotion of environmental measures in for areas in the vicinity of airports

Environmental protection measures, including the construction of noise control facilities, subsidies for relocating residents, and forestation for the absorption of shock waves, should be promoted as a part of environmental protection measures for areas surrounding airports. This is also important from the standpoint of assuring harmonious development of the airport and surrounding region. Involvement of regional government agencies in developing plans for the development of areas made vacant after residents have moved is also important.

3. Development of air safety facilities

In addition to the development of the next generation of air safety systems, including multipurpose satellite based air traffic control system and traffic control data link systems, continuing expansion of existing air corridor and airport facilities, including air corridor monitoring radar, extension of the range of the 2nd generation radar, instrument landing (ILS) and precision approach runway lights to assure smooth transition to the new systems will be a pre-requisite. But this will have to be done along with the establishment of policies for efficient use of air corridors, international coordination with ICAO and neighboring countries, not to mention airlines.

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