opening, Haneda’s market
since then has been restricted largely, but not completely, to domestic routes.
Some international scheduled operations are permitted to destinations within
2,000 km., such as Korea,
while charters have no distance limits.
There is even a small international terminal serving these operations.
However, all that will change when the
new runway and terminal come along.
Major Transformation So substantial is
the transformation expected in Tokyo’s
aviation scene that JAL recently extended its traditional three-year corporate
planning cycle to four years to include
the opening of Haneda, says Fumio
Tsuchiya, JAL board member and senior VP-corporate planning.
The new 2,500-m. runway will be
built on an island to be constructed in
Tokyo Bay starting later this year.
Fishermen, lacking the clout of Narita’s
farmers, still are negotiating compensation for fishing area losses but appear to
pose no threat to the project.
Construction of the new terminal
begins early next year. Together, the ter-
minal and runway will supply sufficient
capacity to add 40,000 operations to
awaits a gov-
what will be allowed in the way of late-
night service. Current government
thinking is that 30,000 operations will
be allocated for international service,
pushing an additional 7 million annual
passengers through HND.
Taking advantage of air cargo’s
attraction to Haneda’s night operations,
the airport will add a cargo area that
will be a 5-min. drive from Tokyo’s
massive distribution center and 20 min.
from the huge fish market. New uses
are being debated for the old maintenance area, now empty, and it might
become a center for corporate or
regional aircraft, now rarely seen at slot-constrained HND, which may arrive
with the new capacity.
Gamo points out that there are only
two other 24-hr. airports in Japan for
large aircraft—Nagoya and Kansai.
While HND has had 24-hr. operations,
late-night flights were limited. Now,
“airlines that have invested heavily in
Narita are facing a difficult decision
about whether to use
Haneda too or switch to
Haneda. But airlines with-
out a big Narita presence
believe Haneda will be a
good opportunity for
them,” Gamo explains.
Isao Takashiro is presi-
dent of Japan Airport Terminal Co.,
which operates HND’s existing termi-
nals and is competing to build and
operate the new facility. The opening
of Terminal 2 changed the airport
from terminal-poor to terminal-rich,
handling the same number of passen-
gers with greatly expanded space and
loading bridges, he says. Nonetheless,
T2 already is adding five loading
bridges to its 15—T1 has 24—to be
followed by three additional bridges
along with a building expansion that
will grow T2 to about the same size as
Meanwhile, Narita International
Airport this year begins constructing a
320-m. extension of the 2,180-m.-long
B runway that opened in 2002, a $282
million project that is to be completed
by April 2010 if not before, says
Tsuneaki Iki, Narita Airport Authority
executive adviser to the president.
“Hopefully before Haneda opens its
new runway,” he adds.
Haneda’s Terminal 1