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Old September 14th, 2010, 04:31 AM   #41
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Kansai-Itami airport integration a test for correcting aviation policy

The Yomiuri Shimbun

This is the second installment of a three-part series on ways to reinvigorate the nation's airports.

It was a sight no one was happy to see--the aircraft parking apron at Kansai Airport on a day in late July, full of empty spaces.

Built offshore in Osaka Bay and offering flights to 34 domestic cities at its peak, Kansai Airport is currently linked to only six Japanese cities, due mainly to Japan Airlines slashing its domestic routes after filing for court protection under the Corporate Rehabilitation Law.

The number of arrivals and departures at Kansai Airport was 110,000 in fiscal 2009, far from the originally projected demand of 160,000. At the time of its opening in 1994, the 24-hour international airport aimed to become a hub for air traffic in the Asian region, but its current situation is completely different.

Now Kansai Airport is trying to attract low-cost Asian carriers to capitalize on rising demand for sightseeing trips to Japan from other countries in Asia.

"We've made the floor space for tax-free shops 1.5 times larger and increased the number of goods that are especially popular among travelers from other Asian nations, such as electric rice cookers and shavers," a public relations official for the airport said.

The Land, Infrastructure, Transport and Tourism Ministry recently kicked off a project said to be its biggest since the 1987 privatization of the country's national railways--the integration of Kansai Airport and Osaka Airport, also known as Itami Airport.

For that purpose, a dozen assistant division chiefs gathered at a meeting room on the seventh floor of the ministry in Kasumigaseki, Tokyo--members of the ministry's team to prepare for the integration.

Based on their discussions, the ministry's conference for growth strategy hammered out a plan in May to combine struggling Kansai Airport and financially robust Itami Airport into one entity and sell its rights of operation to the private sector.

It will be the first time for this country's government to sell such rights to an entity in which it has invested. The deadline for the projected integration is April 2012.

"The first hurdle will be how to convert Itami Airport to a stock corporation. We will proceed under a careful reading of the Company Law," an official in charge of the integration said.

Kansai Airport has incurred a total of 1.05 trillion yen in debt, with interest payments reaching 20 billion yen every year. Without its 7.5 billion yen subsidy from the central government, the airport would fall into the red.

The government wants to rebuild Kansai Airport's management by using profits from the sales of the operation rights of the new entity to repay the debt.

The integration plan shows how the government cannot keep bailing out unprofitable local airports, because its own finances have been deteriorating.

Incheon Airport in South Korea and other large Asian airports have deprived Japanese airports of their international routes. Japan Airlines' bankruptcy accelerated the decline of flight routes within the country.

Furthermore, a maglev train project between Tokyo and Osaka by Central Japan Railway Co. (JR Tokai), is expected to reduce the number of airline passengers between Tokyo and Osaka by 35 percent.

Although the maglev train, which will travel between Tokyo and Osaka in just 67 minutes, is not scheduled to start operations between the two cities until 2045, it will definitely affect the perceived value of the sales price for the integrated airport's operations rights.

"Any delay in negotiations could push down the sales price of the operation rights [as the start of the maglev train operation nears]. In that case, we wouldn't be able to cover Kansai Airport's accumulated debts," a high-ranking official of the ministry's civil aviation bureau said.

The same can be said for Chubu Airport, or Centrair, in Aichi Prefecture.

Although Centrair President Hiroshi Kawakami stressed in May that the airport needs another large runway regardless of its demand projections, Centrair has about 17 million passengers a year, half of the initial projection.

If a maglev train service capable of transporting people from Tokyo to Nagoya in only 40 minutes starts in 2027, the number of passengers using Centrair is expected to decline.

As for air freight, including that from Aichi Prefecture-based Toyota Motor Co., Centrair has handled only 40 percent of its initially projected volume. Fukuoka Airport and Shin-Chitose Airport have already surpassed Centrair in freight volume.

Hajime Tozaki, a Waseda University professor and an expert on transportation policy, criticized the central and local governments for having constructed a number of local airports based upon false demand projections.

"There's been no coordination between airport construction and other means of transportation, including trains, and no grand design for where to position airports," Tozaki said.

Struggling local airports have been a drain on the finances of both the central and local governments.

The Kansai-Itami integration will be a test case of whether the government can put its aviation policy on the right course.

(Aug. 24, 2010)

Last edited by ad50939; September 14th, 2010 at 04:58 AM.
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Old September 14th, 2010, 04:40 AM   #42
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Local airports slash costs, offer subsidies to lure business

The Yomiuri Shimbun

This is the last installment of a three-part series on ways to reinvigorate the nation's airports.

On July 28, a charter plane of the Chinese budget carrier Spring Airlines arrived from Shanghai at the "north Tokyo airport," which recently opened as this country's 98th airport.

"Ibaraki [Prefecture] is only 85 kilometers from Tokyo, so I want to call Ibaraki Airport the 'north Tokyo airport,'" Spring Airlines President Wang Zhenghua said at a press conference that day.

However, many people are doubtful of the wisdom of opening a new airport in the Tokyo metropolitan area, which is already served by Narita and Haneda airports.

The central government estimated in 1999 that 810,000 people annually would use Ibaraki Airport in Omitama, Ibaraki Prefecture. Such airlines as Japan Airlines and All Nippon Airways were supposed to operate regular flights from there to Sapporo, Osaka, Fukuoka and Okinawa Prefecture.

In reality, however, the airport hosts only two regular round-trip flights, one to Seoul by South Korea's Asiana Airlines and the other to Kobe by Skymark Airlines. The flights to Kobe will be suspended for a month in September.

Spring Airlines operates charter flights three times a week, and the annual number of passengers is estimated at about 200,000, just one-fourth of the company's initial assumption.

"[If we get regular flights between Ibaraki and Shanghai], we'll sell a 4,000 yen one-way ticket. I believe 99 percent of Japanese customers will choose us," Wang said.

An Internet search found one-way discount tickets between Tokyo and Shanghai usually cost about 20,000 yen during the summer season.

Many would likely consider a 4,000 yen ticket a bargain even if they had to pay extra transportation costs to get to Ibaraki Airport.

However, experts warn that such ticket discounts are possible only because Ibaraki Airport has set low landing and airport fees. Such measures will push down the airport's revenues, forcing the central government to cover any deficits it may incur.

Shizuoka Airport, which opened in June 2009, has about 630,000 passengers a year, far short of the 1.38 million projected in 2003.

Shizuoka Gov. Heita Kawakatsu defended the prefectural government's projections, saying, "That wasn't a forecast, it was our 'hope.'"

To make up for such gaps between forecasts and actual figures, local airports are trying hard to boost the number of their passengers.

Kitakyushu Airport pays 30 yen per kilogram for imports and exports of international air freight. Okayama Airport provides up to 100,000 yen in subsidies to, among others, companies with more than 20 workers that use the airport and travel agencies that book study tours through the airport.

Of 75 domestic airports for which demand forecasts are still available, the actual number of passengers at 67 airports, or 90 percent of the total, has not met their forecasts, according to a Land, Infrastructure, Transport and Tourism Ministry survey released in March.

Such forecasts were compiled by the Institution for Transport Policy Studies and private consulting companies. Given the huge gaps between expectations and reality, these institutions cannot avoid accusations that, based on the premise that the airports would be built in any event, they made projections favorable to central and local governments.

Only four of the 26 airports that are primarily run by the central government are in the black. No action has been taken to deal with deficit-making airports in which ridiculously optimistic forecasts were made. A vast amount of funds was pooled in the airport improvement account, which contains funds earmarked for regional airport upgrades.

This system is similar to the one under which unprofitable expressways were constructed.

"The government continued wasteful investment by taking advantage of the airport improvement account system," Keio University Prof. Ushio Chujo said. "Individual airports should adopt an independent accounting system, and the government should consider closing some airports that are incurring huge deficits."

"We'll review the airport improvement accounts system and basically stop further airport construction," Land, Infrastructure, Transport and Tourism Minister Seiji Maehara said at a press conference Friday.

However, it will be impossible to rectify distortions in airport administration unless the government changes its current policy of maintaining unprofitable airports to one of consolidating and closing such facilities.

(Aug. 25, 2010)
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Old September 14th, 2010, 05:46 AM   #43
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Expansion Plan of TIAT

Because of the overwhelming response from the industry to the new international passenger terminal at Haneda, due for opening later next month (October 21), plan for expansion of the terminal is already being considered by the concerned ministry of Japan Government.

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Old September 14th, 2010, 06:55 AM   #44
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@ ad50939

Wow, the future financial situation for Japanese airports looks pretty bad.
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Old September 14th, 2010, 09:08 AM   #45
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Not only US airlines, asian airlines are equally eager to squeeze into Haneda!! Expansion of TIAT will inevitably take place sooner than expected.

US airlines squeezed as Haneda goes international
By YURI KAGEYAMA (Associated Press 2010-09-10)

TOKYO — Haneda airport will open up to international flights next month as Japan works to maintain Tokyo's status as an Asian travel hub. But it comes with a big catch for U.S. airlines who've been squeezed into the least convenient time slots.

Opening Haneda to international flights makes a lot of sense for travelers. It's just a 20 minute monorail or cab ride from downtown Tokyo. Narita, the Japanese capital's other airport, requires at least an hour train ride, and the trip can take more than two hours when traveling by car on clogged roads.

With Asia booming compared to the stagnation in other parts of the world, and the airline industry on a recovery track from the hammering it took two years ago, hopes are high that the Oct. 21 start to international flights at Haneda will be a success.

They could bring opportunities in new kinds of travel among Japanese, including to Pacific resort islands, without hurting business at Narita. Tokyo, facing tougher competition from nearby airports such as Incheon in Seoul, also sees Haneda as an opportunity to protect its status as a vital stop for international airlines.

Yet the main beneficiaries from the change at Haneda are the two Japanese carriers, All Nippon Airways and Japan Airlines, which is in bankruptcy protection after years of inefficiency and high costs brought it to the point of collapse. A handful of Asian carriers such as Cathay Pacific and Malaysian Airlines are also benefiting, although to a lesser extent.

U.S. airlines are being restricted to flights that leave or arrive between 10 p.m. and 7 a.m. The limited time slots made available to the Americans put them at a clear disadvantage since flights leaving in the early hours of the morning aren't popular with fliers. It takes two to three hours of maintenance and fueling for an aircraft to be ready for a new takeoff.

The two Japanese airlines, which dominate Haneda's domestic flights, already have many jets coming and going, allowing them to streamline aircraft rotations and efficiently schedule domestic and international flights at Haneda.

An American Airlines flight from New York must stay in Haneda for eight hours before it takes off, complete with airport parking fees. Adding to the unevenly stacked game is the fact that the Japanese can also offer attractive flight connections from other parts of Japan because of their abundant routes to regional airports.

But the grumbling is surprisingly quiet among the U.S. carriers.

Negotiations on airline routes are carried out between the U.S. and Japanese governments and the reasons behind airline selections aren't clearly disclosed. No one wants to rock the boat when Japan's skies are finally starting to open up.

"We'd like other times in the future, obviously. We'd like better times in the future," said Theo Panagiotoulias, Vice President and Managing Director Asia/Pacific for American Airlines, one of three U.S. airlines that won Haneda flights.

"In an ideal world, you'd like to have your flight arrive and then turn the aircraft around as quickly as possible and fly out again to have the aircraft in the air. With the current times, we can't do that," he said in American's Tokyo office. "That's not optimal."

American Airlines received government approval to fly to New York from Haneda, the only flight from Haneda to New York, although it did not get approval to fly to Los Angeles.

Japan Airlines is starting Haneda flights to and from San Francisco, Honolulu, Paris, Bangkok, Shanghai, Singapore, Taipei, Hong Kong, Seoul and Beijing.

Japanese rival All Nippon Airways will fly from Haneda to Los Angeles, Honolulu, Beijing, Seoul, Shanghai, Hong Kong, Taipei, Bangkok and Singapore.

Delta Air Lines President Edward Bastian said he was excited about winning any Haneda slot at all, which took years of negotiations, and noted Delta got two of the four slots awarded American carriers, with direct flights to Detroit and Los Angeles.

"The time slots are going to be a bit of a challenge for the operation," Bastian said during a recent trip to Tokyo. "We will work overtime with the Japanese authorities to hopefully improve those times."

In turning international, Haneda is adding a new runway, train and monorail stations, as well as a terminal, which features Edo-style carpentry for restaurants and shops, to serve 60,000 flights and 7 million passengers a year, according to Tokyo International Air Terminal Corp.

Another 30,000 flights are expected to be added at Haneda, but details are undecided, requiring more U.S.-Japan government talks, said Yoichi Hirai, TIAT vice president of corporate planning.

Hirai says the 10 p.m.-7 a.m. time slots for U.S. carriers stem from an initial Japanese government policy of limiting Haneda to closer destinations and keeping Narita as the main international airport.

"If it takes 2 hours to just get to Narita for a 2-hour flight to Seoul, it doesn't make much sense," he said. "But the government policy is starting to change to make Haneda more of an international hub, and so it's looking into daytime slots for U.S. destinations."

Hawaiian Airlines, which is breaking into the Japanese market for the first time with its Haneda-Honolulu service, is hopeful about another Haneda flight. For now, it sees the near midnight departure for the route it got as a plus in allowing a full day of work for Japanese travelers.

The flight arrives about noon in Hawaii when hotel check-ins start. Departure time is 6:30 p.m. for nearly a full day in Hawaii.

It is also banking on its ability to deliver Hawaiian ambiance enroute to Hawaii, while making adjustments in its menu, adding Japanese-speaking crew and planning surprise giveaways to woo Japanese customers.

"We understand that there is no comprehensive network that any airline could have in Asia without having Japan and Tokyo as its keystone. This represents far more than one more route," Hawaiian president and chief executive Mark Dunkerley told The Associated Press in a telephone interview. "This represents the foundation of our Asia strategy."

Continental Airlines, which along with United failed to secure a Haneda slot, is downplaying its disappointment.

"We have no idea why we didn't get it. We thought we had a strong case that was great for our customers. We're sorry it didn't work out this time," said Continental spokesman Koji Nagata. "But we expect Haneda's international slots to increase."
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Old September 14th, 2010, 04:56 PM   #46
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Preview of TIAT - Level 3 Departure Hall

A very contemporary Japanese "Muji" ambience. Simple, minimalist, monochrome / sanitised white design. Appropriate level of natural daylight. Bright and airy. A upward surging roof profile gives you a sense of flight. The binnacle column looks a bit weird. The junction of the column and the ceiling has a nasty cut. The rainwater downpipe is also visible and odd.

image hosted on flickr

image hosted on flickr

image hosted on flickr

image hosted on flickr

image hosted on flickr

image hosted on flickr

image hosted on flickr

image hosted on flickr

image hosted on flickr

Last edited by ad50939; September 16th, 2010 at 06:52 AM.
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Old September 16th, 2010, 06:51 AM   #47
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Preview of TIAT - Landside Commercial Facilities & Amenities - Edo Market Place at Level 4 & Tokyo Pop Town at Level 5

Level 4 - Edo Market Place

Level 5 - Tokyo Pop Town

Planetarium Cafe

Planetarium Cafe

3000 LED spot lights are installed on the floor of observation deck to create a cozy ambience at night.

Last edited by ad50939; September 16th, 2010 at 08:43 AM.
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Old September 20th, 2010, 06:49 PM   #48
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Haneda Puts Pressure on Narita

Haneda Puts Pressure on Narita
By Geoffrey Tudor in Tokyo (Orient Aviation Sep 2010)

Just a year ago, Japan’s transport minister, Seiji Maehara, created a furore when he announced his plan to turn Tokyo’s Haneda airport into a 24-hour international hub when the new fourth runway opened.

Next month, October 31, the runway will come into operation and Haneda, after a gap of 32 years, will see the re-launch of scheduled international services with great fanfare.

But once the banners and bunting have been cleared away, what does this really mean, not just for Haneda, but especially for Narita Airport, which, until the expansion, has been Tokyo’s sole designated international gateway?

While many international carriers are launching international services from October 31, some involving small shifts from Narita, the two metropolitan airports are working together in harmony, not rivalry, management insists.

Narita, now a commercial corporation, is not, officials say, trying to compete with the state-run Haneda, which despite the new runway has plenty of infrastructural shortcomings.

Landing fees at 2,440 yen per tonne are the highest in Japan and complex manoeuvres are necessary when using the four runways. Although demand to use expanded Haneda could be high, the slot supply for international flights is rather limited, critics point out. Already there are calls for more daytime international slots.

All Nippon Airways (ANA) chief executive, Shinichiro Ito, is among those asking for more daytime slots. At present the slot council advising the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) recommended that of the 90,000 international slots to be allocated from the end of October, 60,000 should be for daytime flights with 30,000 going to late night and early morning flights.

In April, Ito commented that “Haneda will not become a real international airport if it gets only 60,000 daytime slots”.

ANA will be launching five new routes from Haneda: Los Angeles, Honolulu, Singapore, Bangkok and Taipei (Songshan). Additionally, Japan’s number two airline plans to increase its current flights to Seoul’s Gimpo airport, Hong Kong, Beijing and Shanghai, although extra flights to the latter two points may be delayed pending Chinese approval.

Earlier, ANA had requested that it should be granted all four Haneda slots allocated to Japanese carriers for U.S. routes and said it would be unfair for Japan Airlines (JAL) to expand its business while undergoing rehabilitation with “public funds”. The MLIT rejected the demand.

Also, JAL will be inaugurating five new services from Haneda: Honolulu, San Francisco, Bangkok, Taipei (Songshan) and Paris, the only European destination announced so far. No European carrier has declared an interest in a Haneda-Europe service.

Lufthansa German Airlines general manager for Japan, Otto Benz, explained: “From the standpoint of European airlines the situation at Haneda is still very disappointing. While Japanese government strategy describes a hub concept at this airport, the reality shows that European carriers cannot benefit by two-way feed offered by Japanese carriers as EU [European Union] airlines are constrained to operate only between 2200 hours and 0700 hours.

“The only feasible departure time under the given time-window for a European airline from Haneda would be between 0600 hours and 0700 hours and this would mean no connectivity from other Japanese cities, whilst Japanese airlines and Asian hub carriers could easily feed their Haneda flights with their planned flight schedules.”

He pointed out that additionally the early departure time is very inconvenient for local customers who would have to leave home between 3am and 4am in order to catch such flights.

“Therefore, we as European airlines do not support the term Haneda hub, which is misleading as we cannot participate in a fair and equal way”, said Benz.

“It goes without saying that Lufthansa cannot consider an operation under such circumstances and we hope the Japanese government will open at least landing times for European carriers in the late afternoon in order to increase the product on offer to consumers.”

The same goes for U.S. carriers, although Delta, Hawaiian and American Airlines will be operating from the airport: Delta to Detroit and Los Angeles, Hawaiian to Honolulu and American to New York JFK.

So far the MLIT has allocated two daily slots for Canada (Vancouver or Toronto), four for Germany, two for the Netherlands (Amsterdam), two for the United Kingdom (London) and two for France. These remain unallocated except for the single France slot taken up by JAL.

From Haneda to Southeast Asia, there will be four daily slots. Singapore Airlines will have two daily flights, JAL and ANA one each. AirAsiaX and Malaysia Airlines (MAS) will share a daily slot, with the long-haul LCC operating four flights a week and MAS flying to Kota Kinabalu three times a week.

Taiwan’s EVA Air and China Airlines will each fly twice daily to Taipei-Songshan. There will be three slots for Thailand and joining JAL and ANA on the Bangkok route is Thai Airways International.

For North Asia there will be 12 daily slots for South Korea shared by JAL, ANA, Korean Air and Asiana Airlines. Twenty slots will be allocated to China, including four for Beijing (JAL, ANA, Air China – twice daily) and eight daily for Shanghai. But approval by China for the increases has not yet materialized. Until that is forthcoming, the slots will be temporarily assigned to domestic flights. Cathay Pacific will start a new twice-daily service to Hong Kong.

Narita’s reaction to the new international presence at Haneda has been to concentrate on building good relations with the local Narita communities. For many years, strong opposition to the airport halted growth, but this is changing thanks to improvements in airport-community links and communication.

Thanks to these improvements Narita was able to increase annual take-off and landing slots to 220,000 from March this year and an agreement is likely on a 300,000-slot total by March 2015.

Narita also needs local support and understanding in extending the current curfew by an hour at each end to midnight-5am, which would help early birds land without circling - thus saving fuel – and help freight carriers who like late night departures.

The airport is also pursuing new business leads. A study for attracting LCCs is underway and plans are forming for the construction of a dedicated LCC terminal, which could be running by 2013.

So far only one LCC – Jetstar of Australia – is flying into Narita on a daily basis, but the Narita Airport Authority wants to attract more. Shanghai-based Spring Airlines, an operator to nearby Ibaraki airport, flies in once a week due to Self Defence Force operational restrictions at Ibaraki. Eventually LCCs could count for 8%-10% of total traffic.

It also wants to improve services for business jets, possibly sharing customs, immigration and quarantine facilities in the LCC terminal.

An improvement for travellers has been the Narita Sky Access, a new fast train which started running in July connecting Tokyo with Narita in 36 minutes. A new shopping mall with, initially, 100 outlets is due to open in 2013.

If the capacity of Narita is increased to 300,000 slots a year, attracting new airlines is going to be paramount because the airport is no longer a sellers’ market.

There will be several issues facing Narita in the future, apart from the return of Haneda to international business.

There is capacity congestion at peak times in Terminal One, mainly caused by shortages of customs and immigration officials.

Of vital concern is Japan’s air traffic control capacity in the Tokyo metropolitan region, which affects both Narita and Haneda.

One big question remains. In an increasingly tough and more competitive international air transport environment, will airlines still want to come to Narita? The NAA is making every effort to see that they do.

Last edited by ad50939; September 20th, 2010 at 06:55 PM.
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Old September 21st, 2010, 01:39 AM   #49
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Really amazing airport! Very nice interior.
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Old September 21st, 2010, 08:26 AM   #50
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Preview of TIAT - Airside

Airside concourse area after passing through immigration control

Food Court

Pay-in Lounge

Terminal 1 and the new ATC tower is in the far distance.

Last edited by ad50939; September 23rd, 2010 at 06:52 AM.
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Old September 21st, 2010, 08:44 AM   #51
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Preview of TIAT - Arrival

Sign message in 4 languages, namely Japanese, English, Korean and Chinese

Last edited by ad50939; September 23rd, 2010 at 07:11 AM.
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Old September 21st, 2010, 07:18 PM   #52
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^Soon to be top 10 best airport terminal in the world!
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Old September 22nd, 2010, 04:02 AM   #53
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However, I am not so sure if the transfer between terminals will be smooth, given the distance between the international terminal and the domestic terminals.
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Old September 22nd, 2010, 04:05 AM   #54
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Haneda Airport - Flight Schedule for North America Routes

Japan Airlines (From 2010-10-30)

San Francisco – Haneda JL001 17:50 – 22:35 (+1 day)
San Francisco – Haneda JL089 17:55 – 22:30 (+1 day)

Haneda – San Francisco JL002 00:05 – 16:05 (-1 day)
Haneda – San Francisco JL080 22:30 – 10:25 (same day)

All Nippon Airlines, ANA (From 2010-10-31)

2010-10-31 to 2010-11-07; 2011-03-14 to 2011-03-26
Los Angeles – Haneda NH1005 0055: – 05:00 (+1 day)
Haneda – Los Angeles NH1006 00:05 – 17:55 (-1 day)

2010-11-08 to 2011-03-13
Los Angeles – Haneda NH1005 00:10 – 05:15 (+1 day)
Haneda – Los Angeles NH1006 00:05 – 16:55 (-1 day)

Honolulu – Haneda NH1061 18:15 – 22:30 (+1 day)
Haneda – Honolulu NH1062 00:30 – 12:40 (same day)

Delta Airlines (From 2011-01-30)

Los Angeles – Haneda DL635 00:10 – 05:00 (+1 day)
Haneda – Los Angeles DL636 01:00 – 18:40 (-1 day)

Detroit – Haneda DL627 19:30 – 23:00 (+1 day)
Haneda – Detroit DL628 06:55 – 04:50 (-1 day)

American Airlines (From 2011-01-20)

New York – Haneda AA135 18:15 – 22:20 (+1 day)
Haneda – New York AA134 06:40 – 05:15 (-1 day)

Air Canada (From 2011-01-31)

Vancouver – Haneda AC005 19:30 – 23:00 (+1 day) 1256
Vancouver – Haneda AC005 19:00 – 22:30 (+1 day) 347
Haneda – Vancouver AA006 00:30 – 16:25 (-1 day)

Hawaiian Airlines

Honolulu - Haneda HA457 18:05 - 22:05 (+1 day)
Haneda - Honolulu HA458 23:59 - 12:05 (same day)

Last edited by ad50939; September 23rd, 2010 at 07:46 AM.
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Old September 22nd, 2010, 04:13 AM   #55
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WOW that is a clean looking terminal. I never seen a shower in a airport terminal before. What lounge access did you have? Put some pics on soon.
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Old September 22nd, 2010, 04:47 AM   #56
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Originally Posted by GTR66 View Post
WOW that is a clean looking terminal. I never seen a shower in a airport terminal before. What lounge access did you have? Put some pics on soon.
The terminal is not open yet but due to open on Oct 21.

The pictures show the facilities in the pay-in lounge, that is, every traveller who is willing to pay a fee can enjoy the services in the lounge. This kind of pay-in lounge is becoming more and more popular in major international airports.

Last edited by ad50939; September 22nd, 2010 at 06:24 PM.
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Old September 22nd, 2010, 05:08 AM   #57
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Flight Schedule for Asia Routes

Japan Airlines (From 2010-10-31)

Seoul Gimpo – Haneda JL091 08:30 – 11:00
Seoul Gimpo – Haneda JL091 15:30 – 18:00
Seoul Gimpo – Haneda JL095 19:45 – 22:15
Haneda – Seoul Gimpo JL090 08:00 – 10:05
Haneda – Seoul Gimpo JL092 12:10 – 14:15
Haneda – Seoul Gimpo JL094 19:35 – 21:40

Taipei Songshan – Haneda JL030 10:00 – 13:45
Taipei Songshan – Haneda JL032 15:15 – 19:00
Haneda – Taipei Songshan JL031 08:10 – 11:15
Haneda – Taipei Songshan JL039 17:55 – 21:00

Hong Kong – Haneda JL028 15:45 – 20:25
Haneda – Hong Kong JL027 10:00 – 14:05

Beijing – Haneda JL024 16:40 – 21:00
Haneda – Beijing JL023 09:45 – 12:50

Shanghai Hongqiao – Haneda JL082 13:05 – 16:45
Haneda – Shanghai Hongqiao JL081 09:25 – 11:50

Singapore – Haneda JL036 22:00 – 05:45 (+1 day)
Haneda – Singapore JL035 23:50 – 06:30 (+1 day)

Bangkok – Haneda JO034 23:00 – 06:55 (+1 day)
Haneda – Bangkok JO033 01:10 – 06:20

All Nippon Airlines, ANA (From 2010-10-31)

Seoul Gimpo – Haneda NH1162 12:30 – 14:45
Seoul Gimpo – Haneda NH1164 16:35 – 18:30
Seoul Gimpo – Haneda NH1166 20:20 – 22:15
Haneda – Seoul Gimpo NH1611 08:55 – 11:30
Haneda – Seoul Gimpo NH1613 13:00 – 15:30
Haneda – Seoul Gimpo NH1665 16:20 – 18:50

Taipei Songshan – Haneda NH1186 14:30 – 18:25
Taipei Songshan – Haneda NH1188 16:45 – 20:40
Haneda – Taipei Songshan NH1185 10:25 – 13:30
Haneda – Taipei Songshan NH1187 12:40 – 15:45

Hong Kong – Haneda NH1172 14:30 – 19:15
Haneda – Hong Kong NH1171 08:55 – 12:55

Beijing – Haneda NH1256 15:55 – 20:15
Haneda – Beijing NH1255 09:25 – 12:35

Shanghai Pudong – Haneda NH1260 14:05 – 17:40
Haneda – Shanghai Pudong NH1259 10:25 – 12:50

Singapore – Haneda NH1152 22:00 – 06:00 (+1 day)
Haneda – Singapore NH1151 23:30 – 06:20 (+1 day)

Bangkok – Haneda NH174 22:40 – 06:00 (+1 day)
Haneda – Bangkok NH173 00:30 – 06:00

Eva Air (From 2010-10-31)

Taipei Songshan – Haneda BR192 07:30 – 11:15
Taipei Songshan – Haneda BR190 16:00 – 19:50
Haneda – Taipei Songshan BR189 10:45 – 13:30
Haneda – Taipei Songshan BR191 12:15 – 15:00

China Airlines (From 2010-10-31)

Taipei Songshan – Haneda CI220 09:15→ 12:55
Taipei Songshan – Haneda CI222 18:15→ 21:55
Haneda – Taipei Songshan CI223 07:00→ 09:45
Haneda – Taipei Songshan CI221 14:15→ 17:15

Cathay Pacific Airways (From 2010-10-31)

Hong Kong – Haneda CX548 08:30 – 13:25
Hong Kong – Haneda CX542 16:05 – 21:05
Haneda – Hong Kong CX534 10:45 – 15:00
Haneda – Hong Kong CX549 16:25 – 20:40

Singapore Airlines (From 2010-11-01)

Singapore – Haneda SQ634 15:40 – 23:05
Singapore – Haneda SQ636 21:50 – 05:15 (+1 day)
Haneda – Singapore SQ633 00:30 – 06:55
Haneda – Singapore SQ635 06:25 – 12:50

Thai International (From 2010-10-31)

Bangkok – Haneda TG660 14:50 – 22:30
Haneda – Bangkok SQ633 00:20 – 05:20

Korean Air

Seoul Gimpo – Haneda KE2707 09:00 – 11:05
Seoul Gimpo – Haneda KE2709 16:30 – 18:35
Haneda – Seoul Gimpo KE2708 12:20 – 14:40
Haneda – Seoul Gimpo KE2710 19:55 – 22:15

Asiana Airlines

Seoul Gimpo – Haneda OZ1025 08:45 – 10:45
Seoul Gimpo – Haneda OZ1045 15:55 – 17:55
Seoul Gimpo – Haneda OZ1085 20:00 – 21:55
Haneda – Seoul Gimpo OZ1075 10:00 – 12:20
Haneda – Seoul Gimpo OZ1015 12:05 – 14:25
Haneda – Seoul Gimpo OZ1035 19:35 – 21:55

Air China

Beijing – Haneda CA181 08:40 – 12:50
Beijing – Haneda CA183 17:35 – 21:45
Haneda – Beijing CA184 08:30 – 11:30
Haneda – Beijing CA182 13:50 – 16:50

China Eastern Airlines

Shanghai Hongqiao – Haneda MU537 08:55 – 12:30
Haneda – Shanghai Hongqiao MU538 13:30 – 16:10

Shanghai Airlines

Shanghai Hongqiao – Haneda FM815 09:45 – 13:30
Haneda – Shanghai Hongqiao FM816 14:30 – 16:30

Air Asia X (From 2010-12-09)

Kuala Lumpur - Haneda (3 times weekly)
Haneda - Kuala Lumpur (3 times weekly)

Last edited by ad50939; September 22nd, 2010 at 06:44 PM.
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Old September 22nd, 2010, 11:37 AM   #58
ताज़ा समाचार
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Originally Posted by GrEEnPeAS1 View Post
^Soon to be top 10 best airport terminal in the world!
I will second that, what a structure.
The Athletes' Village for the Commonwealth Games in New Delhi has been officially opened and described as "better than the Beijing Olympics" by Craig Hunter, the Chef de Mission for England's team.
The dates for the Games are 3 - 14 October 2010, inclusive of the Opening and Closing Ceremonies. Weather wise the city experiences an October mean temperature of a minimum 17.2 degrees centigrade and maximum 31.3 degrees centigrade with humidity ranging from 31 to 78% for the October and November months.
Punjab Aviation in India
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Old September 22nd, 2010, 12:09 PM   #59
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A few pieces of news regarding Haneda's International Destinations:

Goal to make Haneda Airport international hub faces scheduling obstacles
(Mainichi Daily News Japan) July 20, 2010

The rough schedule for regular international flights at Haneda Airport, which are to be inaugurated in late October, suggests that the government is unlikely to achieve its goal of making the airport an international hub.

An outline of the international flight schedule at Haneda has been worked out ahead of the airport's opening to international flights in less than 100 days. Slots for flights to and from the West Coast of the United States and Southeast Asia have almost been filled. In sharp contrast, most slots for 10 round-trip European flights a day remain vacant. One Japan Airlines (JAL) round-trip daily flight between the airport and Paris will be the only scheduled European flight to and from Haneda.

This is because slots set between 11 p.m. and 7 a.m. at Haneda are extremely inconvenient for European airlines. The government has restricted international flights from late at night and early in the morning to prevent them from adversely affecting the operations of domestic flights during the daytime.

While many air travelers welcome the inauguration of international flights at Haneda, which is close to downtown Tokyo, European airlines view the limitation as "unrealistic." Lufthansa Airlines and Air France decided not to launch flights to and from Haneda.

"Our passengers would be forced to stay at the airport or check in late at night," said Lufthansa Chairman Wolfgang Mayrhuber, who visited Japan in June. He added that he will urge the Japanese government to ease the restrictions on the period for international flights at Haneda.

An aircraft that arrives at Haneda early in the morning cannot take off until after 11 p.m. To arrive at Haneda late at night, a plane must leave an airport in Europe before dawn.

Air France had planned to inaugurate a flight leaving Paris at 3 a.m. and arriving at Haneda after 11 p.m., but French civil aviation authorities would not approve such an early morning departure. British Airways is aiming to start a flight to depart Haneda early in the morning, but the carrier is at odds with British authorities over slots. All Nippon Airways (ANA) has decided to forgo the inauguration of a flight between Haneda and Europe in October, because it does not have enough aircraft at present. JAL intends to inaugurate a flight that will leave Haneda late at night, arrive in Paris early in the morning, leave Paris some four hours later and come back to Haneda at 6:55 a.m. shortly before the time limit.

Instead of inaugurating flights to and from Haneda, European carriers have chosen to increase the capacity of their Narita flights. In June, Lufthansa replaced the aircraft on some of its Narita routes with the Airbus A-380, the world's largest passenger aircraft, while Air France will also introduce the same model to its Narita service in September.

"We'll focus on the sales promotion of our Narita flights as the number of seats available on each flight will increase," said an Air France official.

British Airways: Haneda Holiday

British Airways is today announcing the launch of a new route to Haneda in Japan in a push to open up the domestic Japanese market to UK travellers.

The five-a-week service from Heathrow to Haneda will begin on February 19, 2011. The route will be served by a Boeing 777, with a four-class configuration enabling customers to choose from First, Club World (business class), World Traveller Plus (premium economy) or World Traveller (economy). Prices will start from 721 pounds.

As well as offering an excellent domestic network Haneda Airport is located near the business centre in Tokyo, which is ideal for premium customers.

The airline's daily service to Tokyo's Narita airport will continue. The route is performing well and operating from two airports in Tokyo provides customers with greater flexibility.

Government OKs Hawaiian Airlines' Haneda-Honolulu Route
The Nikkei (September 23, 2010)

The Transport Ministry on Wednesday cleared US-based Hawaiian Airlines planned route between Tokyo's Haneda airport and Honolulu. The nonstop Haneda-Honolulu flights will begin Nov 18, operating daily on Boeing 767 aircraft.

The ministry approved Hawaiian Airlines' filing to operate international routes, paving the way for the carrier's first regularly scheduled flights to Japan.

Last edited by ad50939; September 23rd, 2010 at 07:44 AM.
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Old September 24th, 2010, 01:31 PM   #60
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Beautiful place

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east asian hub airport, japan, tokyo

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