Callin’ All Politicos: The Airport Problem

Boasting one of the worlds most extensive and modern railway systems, Japan is not frequently seen as a major air hub, but in fact the archipelago nation is host to around 100 airports. Hyogo JETs are fortunate to enjoy a wide range of convenient air travel options. Three domestic airports (Itami, Kobe, Tajima) are located entirely or partially inside of Hyogo, with international flights to Asia, Europe and North America, and the Middle East flying out of Kansai International Airport.

When the construction of Kansai was completed, all international flights were moved from Itami, which then became a domestic only airport. Despite the lack of international flights, Itami has remained a popular airport due to its close proximity to Kobe-Kyoto-Osaka and the wide range of Japanese cities it flies to. Kobe airport was built as a rival to Itami, and though its destinations are comparatively limited, it offers service to major destinations like Okinawa (Naha), Tokyo-Haneda, and Sapporo (New Chitose). The discount Japanese airline Skymark is currently planning to begin long haul international routes, and may introduce a Kobe-Narita route to coincide. Drivers who leave their car at Kobe Airport and take the bay shuttle to Kansai International receive free parking. Even those living in rural northern Hyogo can enjoy the benefits of fast, cheap air travel. A very quick commuter flight from Tajima Airport to Itami and a transfer can have you in downtown Tokyo in about three hours.

The benefits, however, do not come without problems or controversies. Many questioned the wisdom of building Kobe Airport when Itami already existed, but now that it is built, the argument has turned to whether or not Itami should remain. Located in a dense residential area and subject to strict operating time restrictions to limit noise pollution, expansion of Itami is almost impossible. Rail access to the airport is limited to the Osaka monorail which only runs to the northern suburbs. Osaka’s governor, Toru Hashimoto, has vigorously argued that Itami should be closed and its domestic flights moved to Kansai and Kobe.

The issues in Kansai are reflected throughout all of Japan in what has been called “the airport problem” (空港問題). With a tepid economy and a glut of transportation options, can Japan really afford all of these airports? Even when the economics make sense, limited space, operating restrictions, and heavy competition from competing air hubs in neighboring countries all make maximizing the potential very challenging.

The most famous airport problem is Narita Airport, Japan’s leading international airport. As the Japanese economy was approaching its boom in the 1970’s, the strain on Tokyo Haneda airport was evident, and with no feasible options for expansion, the decision was made to build a new airport. Planners eventually settled on rural Narita city, an hour away from central Tokyo. Local resistance to the airport was fierce, marked by several armed skirmishes with police and some deaths. To avoid a repeat of that chaos, future airports such as Kansai were constructed on artificially built islands away from land. Though this solved the space issue, it did not relieve the access problem, as the airports are still located some distance away from the major metropolitan centers.

Service has also been a headache. Long plagued by complaints about the travel time between Narita and Tokyo, regulators finally relented and allowed Haneda airport to offer limited international service again last year. At the same time, a renovated Ibaraki Airport began offering service to some international and domestic locations. With such an array of airports in the Tokyo region there is concern that the spreading out of service will dilute Japan’s air hub capabilities to such an extent that Seoul’s Incheon Airport will establish an overwhelming position as the major air hub in East Asia. For many air travelers in Japan, it is already cheaper and quicker to make an international connection at Incheon rather than at Haneda or Narita.

Airlines in Japan are also saddled with mounting troubles. The two major network carriers, Japan Airlines (JAL) and All Japan Airlines (ANA), have been hit hard by fuel price increases and competition from low cost carriers. JAL, once the national carrier of Japan, was forced to slash routes, lay off employees, and seek government assistance to avoid financial collapse. ANA has responded to the increased competition by getting into the act with plans to establish its own low cost airline.

Innovation is coming in technology as well. ANA will take the first delivery in 2011 of Boeing’s new long range 787 “Dreamliner,” constructed of composite materials designed to reduce fuel consumption. Skymark will be the first Japanese customer of the huge Airbus A380, capable of hauling over 500 people. Not to be outdone, Japan’s rail system may take a huge leap forward if the long planned Chuuou Shinkansen – a one hour linear motor shinkansen between Tokyo and Osaka – is realized. Add to this the plan to make Japan’s expressways toll free and it becomes evident that competition in the Japanese transportation industry will remain fierce.

Regardless of the outcome of that struggle, Japan will be forced to reexamine how it approaches transportation infrastructure development and what models will be essential for success in the future. Perhaps more difficult than deciding what should be built is determining what ought to be done with what has already been built. The airport problem looks to be a puzzle that will perplex well into this decade and beyond.