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Narita International Airport (成田国際空港 - Narita Kokusai Kūkō) (IATA: NRT, ICAO: RJAA) is an international airport located in Chiba, in the eastern portion of the Greater Tokyo Area. It is located 60 kilometers from downtown Tokyo. continue... | | History | |
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The construction and expansion of Narita Airport in Japanese history led to one of the most infamous (and violent) conflicts between the Japanese government and the Japanese population, its bitterness still reflected in prominent cane-armed police at the airport. This conflict perhaps reflects the centrality of land-ownership tradition in Japan. The conflict was a major factor in deciding to build the new Osaka and Nagoya airports (Kansai and Chūbu respectively) offshore on reclaimed land, instead of again trying to expropriate land in heavily populated areas.
Construction
By the early 1960s, Tokyo International Airport (Haneda Airport) was quickly becoming overcrowded. Its location on Tokyo Bay made further expansion difficult, as a large amount of new land would have to be created in order to build more runways and terminals. While this strategy was used for later airport projects in Japan (such as Kansai International Airport), the government believed that landfill in the bay would be too costly and difficult, and would hinder the development of the Port of Tokyo. Haneda also suffered from airspace restrictions due to its central location and proximity to US airbases, so the government feared that further expansion of Haneda would lead to overcrowding in the sky.
In 1962, the Japanese government began investigating possible alternatives to Haneda, and proposed a "New Tokyo International Airport" to take over Haneda's international flights. The rapid postwar growth of Tokyo caused a shortage of available flat land in the Kantō region, so the only viable location for the airport was in rural Chiba Prefecture. Initially, surveyors proposed placing the airport in the village of Tomisato; however, the site was moved 5 km northeast to the villages of Sanrizuka and Shibayama, where the Imperial Household had a large farming estate. This development plan was made public in 1966.
At the time, the socialist movement still possessed considerable strength in Japan, evidenced by the large-scale student riots in Tokyo in 1960. Beside locals who had lived in the area for many years and were unwilling to relinquish their land, many in the "new left" such as Chukaku-ha opposed the construction of Narita Airport, reasoning that the real purpose for the new airport was to provide additional facilities for US military aircraft in the event of war with the Soviet Union. In the late 1960s, a group of local residents combined with student activists and left-wing political parties formed a popular resistance group known as the Sanrizuka-Shibayama Union to Oppose the Airport (三里塚・芝山連合空港反対同盟, Sanrizuka-Shibayama Rengo Kūkō Hantai Dōmei?), which used a combination of popular appeals, lawsuits and actual guerilla warfare tactics to hinder the government's development plan.
Eminent domain power had rarely been used in Japan up to that point. Traditionally, the Japanese government would offer to relocate homeowners in regions slated for expropriation, rather than condemn their property and pay compensation as provided by law. In the case of Narita Airport, this type of cooperative expropriation did not occur: some residents went as far as using terror by threatening to burn down new homes of anyone who would voluntarily move out.
Under the 1966 plan, the airport would have been completed in 1971, but due to the ongoing resettlement disputes, not all of the land for the airport was available by then. Finally, in 1971, the Japanese government began forcibly expropriating land. 291 protesters were arrested and more than 1,000 police, villagers and student militants were injured in a series of riots, notably on 16th September 1971 when three policemen were killed in a riot involving thousands. Some protesters chained themselves to their homes and refused to leave.
Takenaka Corporation constructed the first terminal building, which was completed in 1972. The first runway took several more years due to constant fights with the Union and sympathizers, who occupied several pieces of land necessary to complete the runway. The runway was completed and the airport scheduled to open on March 30, 1978, but this plan was disrupted when, on March 26, 1978, a group armed with Molotov cocktails drove into the airport in a burning car, broke into the control tower and destroyed much of its equipment. This delayed the opening by another two months, to May 20, 1978.
Although the airport did open, it opened under a level of security unprecedented in Japan. The airfield was surrounded by opaque metal fencing and overlooked by guard towers staffed with riot police. Passengers arriving at the airport were (and still are) subject to baggage and travel document searches before even entering the terminal, in an attempt to keep anti-airport activists and terrorists out of the facility. The last anti-airport riot, orchestrated by left wing militants known as Chukaku-ha, took place in 1985.
JAL moved its main international hub from Haneda to Narita, and Northwest and Pan Am also moved their Asian regional hubs from Haneda to Narita. Pan Am sold its Pacific Division, including its Narita hub, to United Airlines in February 1986. ANA began scheduled international flights from Narita to Guam in 1986 and expanded its presence at the airport through the 1990s to become the #2 carrier at the airport after JAL.
Original expansion plans
Under the original plan, New Tokyo International Airport was to have three runways: two parallel northwest/southeast runways 4,000 m in length and an intersecting northeast/southwest runway 3,200 m in length. Upon the airport's opening in 1978, only one of the parallel runways was completed; the other two runways were delayed to avoid aggravating the already tense situation surrounding the airport. The original plan also called for a high-speed rail line, the Narita Shinkansen, to connect the airport to central Tokyo, but this project was also cancelled with only some of the necessary land obtained.
On November 26, 1986, the airport authority began work on Phase II, a new runway north of the airport's original main runway. To avoid the problems that plagued the first phase, the Minister of Transport promised in 1991 that the expansion would not involve expropriation. Residents in surrounding regions were compensated for the increased noise-pollution with home upgrades and soundproofing, although some farmers who refused to give up their land were forced to keep henhouses close to the threshold of the new runway. This runway opened on April 18, 2002, in time for the World Cup events held in Japan and Korea that year. However, its final length of 2,180 m, much shorter than its original plan length (2500m), leaves it too short to accommodate Boeing 747s. Phase II also involved a second passenger terminal, completed by Takenaka Corporation on December 6, 1992.
Through the end of the 1980s, Narita Airport's train station was located fairly far from the terminal, and passengers faced either a long walk or a bus ride (at an additional charge and subject to random security screenings). Transport Minister Shintaro Ishihara, now governor of Tokyo, pressed airport train operators JR and Keisei Railway to connect their lines directly to the airport's terminals, and opened up the underground station that would have accommodated the Shinkansen for regular train service. Direct train service to Terminal 1 began on March 19, 1991, and the old Narita Airport Station was renamed Higashi-Narita Station.
In the late 1980s, the Union to Oppose the Airport constructed two steel towers, 30.8 meters (102 ft) and 62.3 meters (206 ft) respectively, blocking the northbound approach path to the main runway. In January 1990, the Chiba District Court ordered the towers dismantled without compensation to the Union; the Supreme Court of Japan upheld this verdict as constitutional in 1993.
Current issues
On April 1, 2004, New Tokyo International Airport was privatized and officially renamed Narita International Airport, reflecting its popular designation since its opening. Following privatization, the airport has reached record traffic levels, and several construction projects are ongoing.
In addition to the ongoing political disputes, which have lessened in severity over the years, arguments over slots and landing fees have plagued the busy airport. Because so many airlines want to use it, the Japanese aviation authorities have limited the number of flights each airline can operate from this airport, making the airport expensive for both airlines and their passengers.
One of the most constant criticisms of the airport has been its distance from central Tokyo—an hour by the fastest train, and often longer by road due to traffic jams. The distance is even more problematic for residents and businesses in west Tokyo and Kanagawa Prefecture, both of which are much closer to Tokyo International Airport (Haneda Airport). The Narita Rapid Railway, scheduled to open in 2010, will alleviate the problem to some extent by shaving 20 minutes off the travel time. It has been announced that new Skyliner express trains with a maximum speed of 160 km/h will travel on this new line between Tokyo's Nippori Station and Airport Terminal 2 Station in 36 minutes, which compares favourably with other major airports worldwide. Improvements such as the Wangan Expressway have shaved off travel time to Kanagawa Prefecture by bypassing Tokyo.
Several gates at Narita are being refitted with double-decker jetbridges to accommodate the Airbus A380.
Although the Ministry of Land, Infrastructure and Transport has given Narita a monopoly on international air service to the Tokyo region, that monopoly has been gradually weakening. Haneda has had limited international service for some time, beginning with flights to Taiwan and later replaced by flights to Gimpo Airport in Seoul, and Hongqiao Airport in Shanghai. Following the construction of Haneda's Runway D in 2009, the government aims to transfer other international services to Haneda in order to relieve Narita's congestion and expansion problems. The Ministry of Transport continues to investigate the possibility of building a new reliever airport on an artificial island in Tokyo Bay or off the Kujukuri coast of Chiba Prefecture. Tokyo Governor Shintaro Ishihara has proposed redeveloping Yokota Air Base in western Tokyo as a civil airport.
The future Hyakuri Airfield (Ibaraki Airport), opening in 2009, will relieve traffic for domestic passengers destined to/from Ibaraki and Tochigi Prefectures, and potentially those in Gunma. Technically, the runway here is large enough for jumbo jets. Shizuoka Airport, currently under construction, could take away Numazu-Fuji area passengers that would otherwise come to Narita.
Due to environmental concerns raised, in particular from surrounding residents, significant cost in addition to airport construction alone was created. (e.g. approx. 40 billion Yen for noise protection and 20 billion Yen for electromagnetic protection). In total approx. 320 billion Yen have been spent to compensate for environmental impact of the airport since its opening.
On November 20, 2007, Japan's immigration and border management system which is called J-VIS was installed. This system scans index fingerprints from both hands and takes a digital facial photo of landers and checks against the database of the Immigration Bureau of Japan.
Source Wikipédia
http://en.wikipedia.org/wiki/Narita_International_Airport
Texte soumis à la licence GNU : http://www.gnu.org/copyleft/fdl.html | | Description | |
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Narita handles the majority of international passenger traffic to and from Japan, and is also a major connecting point for air traffic between Asia and the Americas. The airport handled 35,478,146 passengers in 2007. It is the second-busiest passenger airport in Japan, busiest air freight hub in Japan, and seventh-busiest air freight hub in the world. It serves as the main international hub of Japan Airlines and All Nippon Airways. It also serves as a hub for Northwest Airlines. Under Japanese law, it is classified as a first class airport.
Terminals and airlines
Narita Airport has two separate terminals with separate underground train stations. Connection between the terminals is by shuttle bus (buses are available both inside and outside the security area) and trains. There is no pedestrian connection.
Terminal 1 uses a satellite terminal design. The landside of the terminal is divided into a North Wing (kita-uingu), Central Building (chūō-biru), and South Wing (minami-uingu). Two circular satellites, Satellites 1 (gates 11-18) and 2 (gates 21-24), are connected to the North Wing, Satellite 3 (gates 26-38) is a linear concourse connected to the Central Building, and Satellite 4 (gates 41-47) is located at the far end of Satellite 3.
Check-in is processed on the fourth floor, and departures and immigration control are on the third floor. Arriving passengers clear immigration on the second floor, then claim their baggage and clear customs on the first floor. Most shops and restaurants are located on the fourth floor of the Central Building. The South Wing includes a duty free mall called "Narita Nakamise", the largest airport duty-free brand boutique mall in Japan.
Terminal 1
North Wing
The North Wing is dominated by SkyTeam carriers (with the exception of China Southern Airlines, which currently uses Terminal 2), as Continental Airlines and Delta Air Lines moved from Terminal 2 in 2007, shortly after a reciprocal move by oneworld carriers American Airlines and Cathay Pacific. British Airways is the only non SkyTeam carrier operating from the North Wing.
South Wing
The South Wing and Satellite 5 opened in June 2006 as a terminal for Star Alliance carriers (except for Air New Zealand and EgyptAir, both currently use Terminal 2). The South Wing has seven stories, and the first floor contains facilities for domestic flights by ANA. It is the first airport terminal in Japan to offer curbside check-in service and baggage reconnecting facilities for passengers connecting from international to domestic flights.
Terminal 2
Terminal 2 is divided into a main building (honkan) and satellite, both of which are designed around linear concourses. The two are connected by the Terminal 2 Shuttle System, which was designed by Japan Otis Elevator and was the first cable-driven people mover in Japan.
Check-in and departures and Immigration control for arriving passengers is on the second floor, and baggage claim and customs are on the first floor.
For domestic flights, three gates (65, 66, and 67) in the main building are connected to both the main departures concourse and to a separate domestic check-in facility. Passengers connecting between domestic and international flights must exit the gate area, walk to the other check-in area, and then check in for their connecting flight.
Japan Airlines is currently the main operator in T2; several Oneworld carriers which used to be in T1 (except British Airways) moved their operations to T2 in early 2007 so as to ease connections to and from flights operated by oneworld's partner Japan Airlines. Air New Zealand and EgyptAir (Star Alliance carriers) and China Southern Airlines (which is a SkyTeam carrier) are the only non Oneworld carriers operating from Terminal 2.
Helicopter service
* Narita Heli Express operates charter flights between Narita, Tokyo Heliport, Saitama-Kawajima Heliport and Gunma Heliport from a dedicated helipad with connecting shuttle service to the two terminals. (NHE offered scheduled service to Haneda Airport and Minato Mirai 21 from 1989 to 1991.) (Tokyo) 260,350 Yen (Saitama-Kawajima) 235,000 Yen (Gunma) 355,580 Yen for 5 passenger charter.
Ground transportation
Rail
The airport was originally planned to be served by the Narita Shinkansen, construction of which was started in 1974, but the same expropriation issues afflicting the airport also hit the new line and the plan was eventually officially abandoned in 1987. Direct train service to the terminal, on ordinary trains using a short spur track from previous right of way, thus only started in 1990, twelve years after the airport opened.
At present, Narita Airport has two rail connections, operated by Keisei Electric Railway and JR East. A third line, the Narita Rapid Railway, is currently under construction and scheduled for completion in 2010. Trains to and from Narita stop at Narita Airport Station (成田空港駅 Narita-kūkō-eki) in Terminal 1 and Airport Terminal 2 Station (空港第２ビル駅 Kūkō-daini-biru-eki) in Terminal 2.
JR East
The most expensive train (and one of the fastest) to the airport is the Narita Express. Journey times between the airport and Tokyo Station in Chiyoda, Tokyo vary from 53 minutes to 70 minutes depending on the time of departure. The price from the airport to Tokyo station is 3,140 yen in ordinary class.
All Narita Express trains serve Narita Airport Terminal 1, Narita Airport Terminal 2 and Tokyo Station. Some trains also make additional stops between the airport and Tokyo - at Narita or at Chiba Station.
After Tokyo Station (when coming from Narita), some trains split into two. One part continues on the Yokosuka Line to Kanagawa Prefecture, stopping at Yokohama Station in Yokohama (90 minutes), Totsuka Station (also in Yokohama, 105 minutes), and Ōfuna Station in Kamakura (110 minutes). One part takes the Yamanote Line to Shinjuku Station in Shinjuku and Shibuya (80 minutes). The other part then either takes the Chūō Main Line, continuing in Tokyo and serving Tachikawa Station in Tachikawa (105 minutes), Hachioji Station in Hachioji (115 minutes) and Takao Station in Hachioji (2 hours), or takes the Saikyo Line to Ōmiya Station in Saitama, Saitama Prefecture (2 hours and 15 minutes).
All seating on the Narita Express trains is reserved. The assigned seat number and car number are indicated on the tickets. Tickets can be purchased from agents in the arrivals hall of each terminal and from automatic ticket vending machines.
JR also offers rapid service Kaisoku Airport Narita trains to Tokyo Station, which take 90 minutes but cost less than the Narita Express. These trains stop at several stations on the Narita Line and Sobu Line en route to Tokyo. Most continue on to stops on the Yokosuka Line, going as far as Kurihama Station in Yokosuka, Kanagawa Prefecture.
Keisei
Keisei's Skyliner limited express travels to Nippori Station in 51 minutes - and Keisei Ueno Station in 56 minutes. The journey between Narita Airport and Nippori has the shortest time of any transportation link between the airport and central Tokyo. However, for travellers whose final destination is in the South of Tokyo or near Tokyo station, it can be quicker to take the Narita Express than to take the Skyliner and then make a connection at Nippori or Ueno. The price of the Skyliner from Narita Airport to Keisei Ueno Station is 1,920 yen (1,000 for base ticket + 920 yen extra for express).
As with the Narita Express, all seating on Skyliner trains is reserved. Seat allocations are indicated on the tickets, which can be purchased from agents in the airport terminal.
Regular Keisei trains cost about half as much as the Skyliner and are the cheapest rail connection to the airport, although they make many stops, are slow and are often crowded.
Keisei also offers connecting and through service from Narita Airport to Haneda Airport, a cooperative service with the Toei Asakusa Line and Keihin Kyuko Railway. There are between six and eight daily direct trains from Haneda to Narita, taking about two hours, with one daily direct service from Narita to Haneda (rather leaving Narita at either 6 :07 or 7 :30 in the morning). In other cases, a transfer of trains must take place at a station along the Keisei line. Trains running through to the Asakusa Line make stops at several subway stations in central Tokyo, including Asakusa, Nihombashi and Shinagawa, making them convenient for some travellers.
Airport Rapid Limited (エアポート快特) trains, which make limited stops on the Asakusa and Keikyu lines, are denoted on signboards by an aircraft icon.
Keisei and Shibayama Railway trains also serve Higashi-Narita Station, located between the two terminals, but this station is currently only useful to travellers moving between the airport and neighborhoods convenient to Shibayama Chiyoda Station immediately east of the airport.
Bus
There are regular bus services to regional transport hubs, although these are often slower than the trains because of traffic jams. Many bus companies operate to and from the airport, charging fares from 3,000 yen for central Tokyo to 4,000 yen for outer suburbs. Operators include :
* Airport Limousine to center-city stations including Yokohama City Air Terminal, Tokyo City Air Terminal, Tokyo International Airport (Haneda Airport) and major hotels
* Keisei Bus to suburban transport hubs
* Chiba Kotsu to Saitama, Yamanashi and Fukushima
There is also overnight bus service to Kyoto and Osaka (operated by Chiba Kotsu), which takes about 12 hours and costs 9,000 to 10,000 yen.
Buses also travel to nearby military bases. Such bases include Yokosuka Navy Base and Yokota Air Base.
Taxi
Taxi service is available, although it is usually prohibitively expensive for single travellers because of the great distance from the airport to the city. Fares are based on a zone system; trips to central Tokyo range from 14,000 to 20,000 yen (plus around 1,450 yen for expressway tolls, also late night/early morning surcharges). Shared ride services no longer operate from Narita.
The main road link to Narita Airport is the Higashi-Kanto Expressway, which connects to the Shuto Expressway network at Funabashi, Chiba.
From Wikipedia
http://en.wikipedia.org/wiki/Narita_International_Airport
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