平成30年度（第18回）電子航法研究所研究発表会㸳⚟ᒸ ),5 ࡜㞄᥋ ),5 㛫ࡢ஺㏻ὶゎᯒ㸯㸬ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ⯟✵஺㏻⟶⌮㡿ᇦ ࣐࣮ͤࢡࣈࣛ࢘ࣥ㸪ᖹᯘ ༤Ꮚ⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊ1. INTRODUCTION
ࡣࡌࡵ࡟
1The
Fukuoka Flight Information Region (FIR),
shownᖹᡂ in
27 Figureᖺ 12 ᭶࡟⯟✵ἲࡢᨵṇࡀ᪋⾜ࡉࢀ1, is situated between Asia and࡚࠿ࡽ
2ᖺ㏆ࡃࡀ⤒㐣ࡋ㸪ከࡃࡢ↓ே⯟✵ᶵ
North America and has significant cross-boundary air࣮ࣘࢨ࣮ࡀ㣕⾜ࡢ࣮ࣝࣝ㸪㣕⾜ྍ⬟࡞✵ᇦ࡟traffic that is expected to increase by around 80%ࡘ࠸࡚ㄆ㆑ࡍࡿࡼ࠺࡟࡞ࡗ࡚ࡁࡓࠋ↓ே⯟✵
between 2013 and 2030 [1]. It will therefore beᶵࡢ฼ά⏝ࡣ㸪㛵ಀ┬ᗇ㐃⤡఍㆟࡟࠾ࡅࡿᐁ
necessary to increase en route airspace capacity whileẸ༠㆟఍࡟࠾࠸࡚㸪ᢏ⾡㛤Ⓨ࡜⎔ቃᩚഛ࡟㛵
also offsetting the environmental impact of the[1]㸪ᑠᆺ↓ேᶵࡢ
ࡍࡿ࣮ࣟࢻ࣐ࢵࣉࡀ♧ࡉࢀ
increased traffic by improving flightefficiency. We฼⏝ࢆಁ㐍ࡋࡘࡘᏳ඲☜ಖࢆࡍࡿࡓࡵࡢไᗘ
have begun a research project looking at applyingసࡾࡢ᳨ウࡀ㐍ࡵࡽࢀ࡚࠸ࡿࠋ᳨ウ࡟࠾࠸࡚free routeing concepts to achieve this.
ࡣ㸪ไᗘタィ࡟㛵ࡋ࡚ࡣ㸪฼⏝ಁ㐍࡜Ᏻ඲☜ಖࡢࣂࣛࣥࢫࢆ࡜ࡿࡇ࡜ࡀ㔜せ࡜ࡉࢀ࡚࠸ࡿ
[2]ࠋࡋ࠿ࡋ㸪ᨵṇ⯟✵ἲ࡟ࡼࡾ↓ே⯟✵ᶵ࡜⯟✵ᶵࡢ㣕⾜⠊ᅖࡀ࠶ࡿ⛬ᗘศ㞳ࡉࢀࡘࡘ࠶
ࡿ୍᪉࡛㸪౛እ࡜࡞ࡿ㣕⾜ࡣከࡃᏑᅾࡋ㸪✵ᇦ฼⏝⪅ࡢᏳ඲ࢆ☜ಖࡍࡿࡓࡵ࡟ࡣ࠸ࡃࡘࡶ
ࡢㄢ㢟ࡀ࠶ࡿࠋ ᮏ✏࡛ࡣ㸪ࡇࢀࡽࡢㄢ㢟ࡢࡦ࡜ࡘ࡜⪃࠼ࡽࢀࡿ㸪᫖௒ࢻ࣮ࣟࣥ࡜࿧ࡤࢀࡿࡼ࠺࡞ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡛ࡢ⯟✵ᶵ㐠⯟࡟ࡘ࠸࡚⪃ᐹࡍࡿࠋ✵ እࡢప㧗ᗘࢆ㣕⾜ࡍࡿ⯟✵ᶵ࡜ᑠᆺ↓ேᶵࡢ㣕⾜࢚ࣜ࢔ࡀ➇ྜࡍࡿྍ⬟ᛶ
Figure 1: Major Fukuoka FIR cross-boundary air
ࡀ࠶ࡾ㸪ᑠᆺ↓ேᶵࡢ㣕⾜ᩘࡀቑຍࡍࢀࡤ᥋
traffic flows㏆ࡍࡿ☜⋡ࡶ㧗ࡃ࡞ࡿࠋ௒ᚋ฼ά⏝ࡀಁ㐍ࡉ
We consider the difference between a flight’sࢀ㣕⾜㟂せࡀ㧗ࡲࡿ࡜ᛮࢃࢀࡿᑠᆺ↓ேᶵࡀ
planned route and a corresponding ideal minimum㣕⾜ࡍࡿ࢚ࣜ࢔ࡢᏳ඲☜ಖࡢࡓࡵ࡟ࡶ㸪᪩ᛴflight time route as an indicator of its efficiency.
࡟ྲྀࡾ⤌ࡲ࡞ࡅࢀࡤ࡞ࡽ࡞࠸ㄢ㢟ࡢࡦ࡜ࡘ࡛
Currently, most flight planned routes are based on a࠶ࡿࠋ
network of Air Traffic Service (ATS) routes which2 ᨵṇ⯟✵ἲ࡟ࡼࡿチྍᢎㄆ࡟ࡘ࠸࡚
concentrate traffic along them (Figure 2). Enabling ᨵṇ⯟✵ἲ࡟ࡼࡾ㸪↓ே⯟✵ᶵࡀᐃ⩏ࡉࢀflights to operate closer to their ideal routes will㣕⾜ࡢ࣮ࣝࣝࡀᩚ⌮ࡉࢀࡓࠋ⯟✵ἲ࡛ࡣ㸪↓
increase individual flight efficiency, but on the otherே⯟✵ᶵࡢ㣕⾜ࡀ㸪᭷ே⯟✵ᶵࡢ㣕⾜㸪ேཬ
hand could increase route dispersion andࡧ≀௳➼࡟ᙳ㡪ࢆཬࡤࡉ࡞࠸ࡇ࡜ࢆ┠ⓗ࡟ᐃ
consequently airspace complexity, which makesࡵࡽࢀ࡚࠸ࡿࠋ
airspace
harder to manage and can thereby reduceᨵṇ⯟✵ἲࡢᴫせ
2.1
There
is therefore
a balance to be made
capacity.
⯟✵ἲ➨
2 ᮲➨
22 㡯࡟࠾࠸࡚↓ே⯟✵ᶵࡣ
betweenalleviating route constraints for efficiency
ḟࡢࡼ࠺࡟ᐃ⩏ࡉࢀ࡚࠸ࡿࠋ
and imposing structure on air traffic flows for air
traffic management reasons.

ࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
ࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘ ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
Figure 2: ATS Routes around Fukuoka FIR. Routes࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲare coloured according to their designators᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼA=Amber, G=Green, R=Red, M=Magenta. RNAVࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
routes are in light blue.
 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨ 132 ᮲㸦㣕⾜Highlighted routes are discussed in this paper.
ࡢ⚗Ṇ✵ᇦ㸧㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪
Even if132
route
efficiency
is improved within an FIR,ཬࡧ➨᮲ࡢ
3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉however,cross-boundarytraffic
flow constraints can౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪
reduceend-to-end flight efficiency. Currently, many୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
flightsare constrained to cross FIR boundaries at᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
fixed“co-ordination” points, causing bottlenecks.
࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
Reasonsforsuchconstraintsinclude⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ࠸࡚ㄝ᫂ࡍࡿࠋ
differing
communication/navigation/surveillance
2.1.1 㣕⾜ࡍࡿ✵ᇦ(CNS)
capabilities
and
air
traffic↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせmanagement(ATM) procedures in adjacent࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
FIRs,
and
lack
of
communication and(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
integration
between ATM systems that canࢀࡢ࠶ࡿ✵ᇦ
allow automated coordination of flights and cross࣭✵ ➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦboundary
flow management. Europe has been࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ
introducing blocks of ‘Free150m
Route௨ୖࡢ㧗ࡉࡢ✵Airspace’ [2] thatᇦ
increase route flexibility and eliminate the need to(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵cross
FIR boundaries at fixed points within the࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
blocksby harmonising ATM procedures andཱྀ㞟୰ᆅ༊ࡢୖ✵increasingsystem integration, and has a crossborder network
flow
management
function.
Similar initiatives are needed in the Asia-Pacificregion.
-1-29-

平成30年度（第18回）電子航法研究所研究発表会

平成30年度（第18回）電子航法研究所研究発表会

Before suggesting ways to improve air traffic flows,

2.2 Major Traffic Flowsࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ
we must first understand the current situation and

ࡀ᪋⾜ࡉࢀ
↓ே⯟✵ᶵ
⬟࡞✵ᇦ࡟
ࠋ↓ே⯟✵
࡟࠾ࡅࡿᐁ
ቃᩚഛ࡟㛵
ᆺ↓ேᶵࡢ
ࡓࡵࡢไᗘ
ウ࡟࠾࠸࡚
㐍࡜Ᏻ඲☜
ࡉࢀ࡚࠸ࡿ
ே⯟✵ᶵ࡜
ࡉࢀࡘࡘ࠶
Ꮡᅾࡋ㸪✵
ࡣ࠸ࡃࡘࡶ

ࡘ࡜⪃࠼ࡽ
࠺࡞ᑠᆺ↓
⯟࡟ࡘ࠸࡚
ࡍࡿ⯟✵ᶵ
ࡍࡿྍ⬟ᛶ
ຍࡍࢀࡤ᥋
⏝ࡀಁ㐍ࡉ
ᆺ↓ேᶵࡀ
࡟ࡶ㸪᪩ᛴ
ࡢࡦ࡜ࡘ࡛

ࡘ࠸࡚
ࡀᐃ⩏ࡉࢀ
ἲ࡛ࡣ㸪↓
㣕⾜㸪ேཬ
ࢆ┠ⓗ࡟ᐃ

ே⯟✵ᶵࡣ

We consider traffic flows across the (radar
constraints. A preliminary analysis [1] identified
controlled)boundaries with Incheon, Shanghai,⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ
some of the major air traffic flows in the Fukuoka
Taipei and Manila FIRs, the boundary points of┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊFIR and potential boundary choke points; inwhich are shown in Figure 3, and along the oceanic
particular, we identified air traffic flows between
NOPAC routes to and from Anchorage FIR shown inࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟South Korea and Japan, China and southeast Asia as
Figure 4.
✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿the densest cross-boundary traffic flows in the
For NOPAC traffic, traffic passing the significant⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
Fukuoka FIR. We then analysed their characteristics
points NIPPI (on ATS route R220), OMOTO (R580),
ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
and identified the key FIR boundary points in
POXED (A590), ADGOR (R591) and KALNA
ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪radar-controlled airspace [3]. We have also started to(G344), that is, the entry points into Fukuoka FIR㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ
look at oceanic airspace, and have analysed traffic
NOPAC airspace along the respective routes, were࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
along the North Pacific (NOPAC) fixed ATS routes
classified as NOPAC traffic. Because theࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
between Fukuoka FIR and Anchorage FIR [4].
distributions of traffic between the NOPAC routesࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
This paper presents a summary of our analyses of
can vary from day to day, the routes are aggregated inୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
cross-boundary flows in radar controlled airspace andthe analysis. Traffic was classified as eastbound orࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛
NOPAC oceanic airspace. Section 2 presents the
westbound according to the prefix of the Internationalᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘
methodology and the traffic flows considered, andCivil Aviation Organization (ICAO) code of thesection 3 outlines their analyses. Section 4 concludes
destination airport in the flight plan.
 ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
the paper.
࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ
2. ᪋⾜つ๎㸦௨ୗ㸪
METHODOLOGY ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
2.1 Source
Information㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨132 ᮲㸦㣕⾜
These
analyses 㸪➨used 132
data ᮲ࡢ
from2㸦㣕⾜ࡢ᪉ἲ㸧
the Japan Civil 㸪ࡢ⚗Ṇ✵ᇦ㸧
Aviation
Bureau’s(JCAB)
Flight Data Managementཬࡧ➨
132 ᮲ࡢ
3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉
System(FDMS)
which are provided
to the Electronic౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪
Navigation
Research
Institute(ENRI)
for research୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
purposes.
FDMS data contain flight plan and᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
operational
information for each air transportation࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
flight⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ
operating in the Fukuoka FIR under Instrument࠸࡚ㄝ᫂ࡍࡿࠋ
FlightRules. In particular, the analyses used
2.1.1 㣕⾜ࡍࡿ✵ᇦabeam-waypoint
information in the Segment Data
Block ↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせrecords which contain abeam times and࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
altitudes
at certain significant points derived from(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
surveillancedata. For the non-oceanic traffic flows inࢀࡢ࠶ࡿ✵ᇦ
this analysis, data for Japanese Fiscal Year 2016
Figure 3: FIR boundary points with Incheon,࣭✵➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦ
(FY2016:
1 April
2016—31 March 2017) were used.
Shanghai, Taipei and Manila FIRs
150m௨ୖࡢ㧗ࡉࡢ✵For the࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ
NOPAC analysis, data forthe one-year
periodᇦ2016—30 June 2017 were used.
from 1 July(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
ཱྀ㞟୰ᆅ༊ࡢୖ✵

-1-

-30-

平成30年度（第18回）電子航法研究所研究発表会㸯㸬ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊ1 ࡣࡌࡵ࡟
ࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟ ᖹᡂ 27 ᖺ 12 ᭶࡟⯟✵ἲࡢᨵṇࡀ᪋⾜ࡉࢀ✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿࡚࠿ࡽ 2 ᖺ㏆ࡃࡀ⤒㐣ࡋ㸪ከࡃࡢ↓ே⯟✵ᶵ⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
࣮ࣘࢨ࣮ࡀ㣕⾜ࡢ࣮ࣝࣝ㸪㣕⾜ྍ⬟࡞✵ᇦ࡟ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
ࡘ࠸࡚ㄆ㆑ࡍࡿࡼ࠺࡟࡞ࡗ࡚ࡁࡓࠋ↓ே⯟✵ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪ᶵࡢ฼ά⏝ࡣ㸪㛵ಀ┬ᗇ㐃⤡఍㆟࡟࠾ࡅࡿᐁ
㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇẸ༠㆟఍࡟࠾࠸࡚㸪ᢏ⾡㛤Ⓨ࡜⎔ቃᩚഛ࡟㛵࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
[1]ࡍࡿ࣮ࣟࢻ࣐ࢵࣉࡀ♧ࡉࢀ 㸪ᑠᆺ↓ேᶵࡢࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
฼⏝ࢆಁ㐍ࡋࡘࡘᏳ඲☜ಖࢆࡍࡿࡓࡵࡢไᗘ
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
సࡾࡢ᳨ウࡀ㐍ࡵࡽࢀ࡚࠸ࡿࠋ᳨ウ࡟࠾࠸࡚ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
ࡣ㸪ไᗘタィ࡟㛵ࡋ࡚ࡣ㸪฼⏝ಁ㐍࡜Ᏻ඲☜ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ಖࡢࣂࣛࣥࢫࢆ࡜ࡿࡇ࡜ࡀ㔜せ࡜ࡉࢀ࡚࠸ࡿ
ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘
Figure 4: North Pacific (NOPAC) routes in the Fukuoka FIR[2]ࠋࡋ࠿ࡋ㸪ᨵṇ⯟✵ἲ࡟ࡼࡾ↓ே⯟✵ᶵ࡜⯟✵ᶵࡢ㣕⾜⠊ᅖࡀ࠶ࡿ⛬ᗘศ㞳ࡉࢀࡘࡘ࠶ ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
3.
ANALYSISࡿ୍᪉࡛㸪౛እ࡜࡞ࡿ㣕⾜ࡣከࡃᏑᅾࡋ㸪✵࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲᇦ฼⏝⪅ࡢᏳ඲ࢆ☜ಖࡍࡿࡓࡵ࡟ࡣ࠸ࡃࡘࡶ
᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼ
3.1
Traffic Flow Statisticsࡢㄢ㢟ࡀ࠶ࡿࠋ
ࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
Figure 5 shows statistics of numbers of flights ᮏ✏࡛ࡣ㸪ࡇࢀࡽࡢㄢ㢟ࡢࡦ࡜ࡘ࡜⪃࠼ࡽ 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨ 132 ᮲㸦㣕⾜
passing selected significant points and NOPACࢀࡿ㸪᫖௒ࢻ࣮ࣟࣥ࡜࿧ࡤࢀࡿࡼ࠺࡞ᑠᆺ↓ࡢ⚗Ṇ✵ᇦ㸧㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪
eastbound and westbound flows each Japan Standardேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡛ࡢ⯟✵ᶵ㐠⯟࡟ࡘ࠸࡚ཬࡧ➨ 132 ᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉Time day (00:00–24:00 JST) in the one year analysis⪃ᐹࡍࡿࠋ✵ እࡢప㧗ᗘࢆ㣕⾜ࡍࡿ⯟✵ᶵ౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪
periods. The tops and bottoms of boxes indicate the࡜ᑠᆺ↓ேᶵࡢ㣕⾜࢚ࣜ࢔ࡀ➇ྜࡍࡿྍ⬟ᛶ୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
25th and 75th percentile values and the whiskersࡀ࠶ࡾ㸪ᑠᆺ↓ேᶵࡢ㣕⾜ᩘࡀቑຍࡍࢀࡤ᥋᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
indicate maxima and minima, while the green lines
Figure 5: Selected daily traffic statistics㏆ࡍࡿ☜⋡ࡶ㧗ࡃ࡞ࡿࠋ௒ᚋ฼ά⏝ࡀಁ㐍ࡉ࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
indicate the median (50th percentile) values. (Onlyࢀ㣕⾜㟂せࡀ㧗ࡲࡿ࡜ᛮࢃࢀࡿᑠᆺ↓ேᶵࡀ⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘdays with traffic were counted in the statistics.)
㣕⾜ࡍࡿ࢚ࣜ࢔ࡢᏳ඲☜ಖࡢࡓࡵ࡟ࡶ㸪᪩ᛴ࠸࡚ㄝ᫂ࡍࡿࠋ
Figure 6 similarly shows statistics of traffic counts࡟ྲྀࡾ⤌ࡲ࡞ࡅࢀࡤ࡞ࡽ࡞࠸ㄢ㢟ࡢࡦ࡜ࡘ࡛
2.1.1 㣕⾜ࡍࡿ✵ᇦduring the peak hour at selected significant points. (In↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせ࠶ࡿࠋthe case of the NOPAC routes, these are the counts of࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
2 ᨵṇ⯟✵ἲ࡟ࡼࡿチྍᢎㄆ࡟ࡘ࠸࡚
traffic crossing the entry waypoints into Fukuoka FIR ᨵṇ⯟✵ἲ࡟ࡼࡾ㸪↓ே⯟✵ᶵࡀᐃ⩏ࡉࢀ(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑNOPAC airspace.)㣕⾜ࡢ࣮ࣝࣝࡀᩚ⌮ࡉࢀࡓࠋ⯟✵ἲ࡛ࡣ㸪↓ࢀࡢ࠶ࡿ✵ᇦ
It can be seen from the figures that someே⯟✵ᶵࡢ㣕⾜ࡀ㸪᭷ே⯟✵ᶵࡢ㣕⾜㸪ேཬ࣭✵ ➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦsignificant points can be regarded as “pairs”. SALMIࡧ≀௳➼࡟ᙳ㡪ࢆཬࡤࡉ࡞࠸ࡇ࡜ࢆ┠ⓗ࡟ᐃ࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ 150m ௨ୖࡢ㧗ࡉࡢ✵and ATOTI both lie on the B576 route that carriesࡵࡽࢀ࡚࠸ࡿࠋ
ᇦtraffic between Incheon FIR and SE Asia, so their
Figure 6: Selected peak hour traffic statistics
2.1 ᨵṇ⯟✵ἲࡢᴫせ(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵characteristics are very similar. LANAT and SAPRA ⯟✵ἲ➨ 2 ᮲➨ 22 㡯࡟࠾࠸࡚↓ே⯟✵ᶵࡣ࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
are respectively on eastbound and westbound thatḟࡢࡼ࠺࡟ᐃ⩏ࡉࢀ࡚࠸ࡿࠋ
ཱྀ㞟୰ᆅ༊ࡢୖ✵carry traffic between Tokyo and Seoul. BULAN and-1-31-

平成30年度（第18回）電子航法研究所研究発表会

平成30年度（第18回）電子航法研究所研究発表会

Table 1 Summary of Main Fukuoka FIR Inter-FIR Traffic Flows:ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ

ࡀ᪋⾜ࡉࢀ
↓ே⯟✵ᶵ
⬟࡞✵ᇦ࡟
ࠋ↓ே⯟✵
࡟࠾ࡅࡿᐁ
ቃᩚഛ࡟㛵
ᆺ↓ேᶵࡢ
ࡓࡵࡢไᗘ
ウ࡟࠾࠸࡚
㐍࡜Ᏻ඲☜
ࡉࢀ࡚࠸ࡿ
ே⯟✵ᶵ࡜
ࡉࢀࡘࡘ࠶
Ꮡᅾࡋ㸪✵
ࡣ࠸ࡃࡘࡶ

ࡘ࡜⪃࠼ࡽ
࠺࡞ᑠᆺ↓
⯟࡟ࡘ࠸࡚
ࡍࡿ⯟✵ᶵ
ࡍࡿྍ⬟ᛶ
ຍࡍࢀࡤ᥋
⏝ࡀಁ㐍ࡉ
ᆺ↓ேᶵࡀ
࡟ࡶ㸪᪩ᛴ
ࡢࡦ࡜ࡘ࡛

ࡘ࠸࡚
ࡀᐃ⩏ࡉࢀ
ἲ࡛ࡣ㸪↓
㣕⾜㸪ேཬ
ࢆ┠ⓗ࡟ᐃ

ே⯟✵ᶵࡣ

Radar-controlled boundary points and NOPAC routes⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ
Significant Points
ATS Routes
Main traffic flows┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊRegion A-> Region B
Region B-> Region A

Prop.

LANAT/
G597/G585
KOR-JP
28,502 JP-KOR
30,097 51%
ࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟SAPRA
CHN-JP
16,030 JP-CHN
16,317 28%✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿
KOR-NAM
8,636 NAM-KOR
5,828 15%⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
ONIKU
A593
CHN-JP
42,367 JP-CHN
42,951 74%ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
CHN-NAM
13,049 NAM-CHN
4,201 15%ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪
ATOTI/B576
ASEAN-KOR
23,428 KOR-ASEAN
28,586 52%
㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ
SALMI
CHN-KOR
12,049 KOR-CHN
13,576 25%
࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
TW-KOR
10,080 KOR-TW
12,049 22%ࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
BULAN/
Y751/M750
TW-JP
31,441 JP-TW
31,852 42%ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅMOLKA
CHN-JP
20,440 JP-CHN
19,084 26%ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
CHN-NAM
11,470 NAM-CHN
5,257 11%ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛JP-NAM
11,367 NAM-JP
15,867 36%
R220, R580/
NIPPI, OMOTO /ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘
A590, R591,
POXED, ADGOR,
CHN-NAM
15,773 NAM-CHN
7,411 31%
G344
KALNA
KOR-NAM
8,071 NAM-KOR
6,201 19% ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ(NOPAC)
TW-NAM
4,187 NAM-TW
5,043 12%࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼ
individual states or groups of states aggregated
MOLKA
similarly
associatedwithࡾ㸪㔜㔞are200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
according to economic characteristics, from oursouthwest-boundand northeast-boundtraffic
 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨132 ᮲㸦㣕⾜
respectively
on parallel
between Fukuoka 㸪 earlier study [1]: KOR (South Korea), JP (Japan),ࡢ⚗Ṇ✵ᇦ㸧
㸪➨ ATS
132 routes
᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧
FIR ཬࡧ➨and Taipei
FIR.
132
᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉ CHN (China including Macao and Hong Kong but
excluding Taiwan and Mongolia), TW (Taiwan),For
somesignificant points㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪
with relatively high౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪
NAM (North America: Canada, Alaska and the୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
mediandaily traffic, the difference between the᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
contiguous United States), OCE (Oceania, including
medianand minimum daily count values is much࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
Australia, New Zealand, Hawaii, Guam and Saipan),greater than the difference between the median and⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ
ASEAN (Association of Southeast Asian Nations),
maximum(e.g. ONIKU, ATOTI, SALMI, BULAN
SWASIA (Southwest Asia, including India and theand ࠸࡚ㄝ᫂ࡍࡿࠋ
MOLKA), while the reverse is true for some
2.1.1
Middle East). The figures for each region show thepointswith 㣕⾜ࡍࡿ✵ᇦrelatively low median daily traffic↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせnumber of flights in each flow over the one-year(e.g. ANDOL,APELA, RUGMA, BORDO, SEDKU
analysis periods, and the “Prop.” column shows theand ࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
IGURU). This is thought to the due to(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
ratios of specific inter-regional traffic flows in bothphenomenasuch as severe weather or volcanic ashࢀࡢ࠶ࡿ✵ᇦ
directions to the total flow traffic. Inter-regional
clouds forcing traffic from normally high traffic࣭✵➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦ
flows with less than 10% of total traffic on a flow areroutes onto less frequently used routes.
࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ
150m
௨ୖࡢ㧗ࡉࡢ✵omitted.
We identify the primary traffic boundary flows asᇦassociated with significant points or ATS routes with
3.2 Inter-Regional Traffic Flow Asymmetry(b) dailyேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵mediantraffic of more than 100 flights/day and
For the traffic flows in Table 1 we would expect
traffic ࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
peaks of 9 flights/hour or more. The main
the traffic flow from region A to region B to be veryཱྀ㞟୰ᆅ༊ࡢୖ✵traffic flows,with inter-regional breakdowns in eachsimilar to that from region B to region A. However,direction, are listed in Table 1. The ‘regions’ are

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平成30年度（第18回）電子航法研究所研究発表会

the analysis identifies an asymmetry regarding flights
restricted airspace during the day. At night, a con㸯㸬ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ
between North America and Asia. Table 2 shows theditional route allows a short cut, but traffic is low
number of flights transiting the Fukuoka FIR between
during that time period. Initiatives to allow more⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ
North America and each other region in FY2016.
flexible use of such restricted airspace, such as┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊEspecially for flights between North America andimproved military/civil co-ordination, could increase
KOR, CHN and ASEAN, there are significantly more
efficiency.
ࡣࡌࡵ࡟1ࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟
eastbound flights than westbound flights that transittheᖹᡂ
27ᖺ
12᭶࡟⯟✵ἲࡢᨵṇࡀ᪋⾜ࡉࢀ✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿Fukuoka FIR. We speculate that one reason is that࡚࠿ࡽ
2 ᖺ㏆ࡃࡀ⤒㐣ࡋ㸪ከࡃࡢ↓ே⯟✵ᶵ⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
eastboundtrans-Pacific flights select Northern Pacific࣮ࣘࢨ࣮ࡀ㣕⾜ࡢ࣮ࣝࣝ㸪㣕⾜ྍ⬟࡞✵ᇦ࡟ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
oceanic tracks to take advantage of the easterly Polarࡘ࠸࡚ㄆ㆑ࡍࡿࡼ࠺࡟࡞ࡗ࡚ࡁࡓࠋ↓ே⯟✵ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪
Jet Stream winds, and return via routes that do notᶵࡢ฼ά⏝ࡣ㸪㛵ಀ┬ᗇ㐃⤡఍㆟࡟࠾ࡅࡿᐁ
㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇpass through the Fukuoka FIR to avoid headwinds.
Ẹ༠㆟఍࡟࠾࠸࡚㸪ᢏ⾡㛤Ⓨ࡜⎔ቃᩚഛ࡟㛵࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
[1] and each region
Table
2
Traffic
between
NAMࡍࡿ࣮ࣟࢻ࣐ࢵࣉࡀ♧ࡉࢀ 㸪ᑠᆺ↓ேᶵࡢࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
passing through Fukuoka FIR in FY2016฼⏝ࢆಁ㐍ࡋࡘࡘᏳ඲☜ಖࢆࡍࡿࡓࡵࡢไᗘ
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
సࡾࡢ᳨ウࡀ㐍ࡵࡽࢀ࡚࠸ࡿࠋ᳨ウ࡟࠾࠸࡚ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
RegionTo NAM
From NAM
Figure 7: Hourly traffic flow at ATOTIࡣ㸪ไᗘタィ࡟㛵ࡋ࡚ࡣ㸪฼⏝ಁ㐍࡜Ᏻ඲☜ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛CHN
26,087
10,559ಖࡢࣂࣛࣥࢫࢆ࡜ࡿࡇ࡜ࡀ㔜せ࡜ࡉࢀ࡚࠸ࡿ
ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ
࠘ Korea andAnothermajor traffic 㸧ࢆ࠸࠺ࠋ
flow is between
JP21,441
21,559[2]ࠋࡋ࠿ࡋ㸪ᨵṇ⯟✵ἲ࡟ࡼࡾ↓ே⯟✵ᶵ࡜
SE Asia, Taiwan and Hong Kong along the B576
KOR
12,4957,717⯟✵ᶵࡢ㣕⾜⠊ᅖࡀ࠶ࡿ⛬ᗘศ㞳ࡉࢀࡘࡘ࠶ ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
routethat passes through Fukuoka FIR between
TW
8,126
7,402
ࡿ୍᪉࡛㸪౛እ࡜࡞ࡿ㣕⾜ࡣከࡃᏑᅾࡋ㸪✵࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ
ATOTI
and SALMI. Figure 7 shows the per hour
ASEAN
2,023
1,446
ᇦ฼⏝⪅ࡢᏳ඲ࢆ☜ಖࡍࡿࡓࡵ࡟ࡣ࠸ࡃࡘࡶ
᪋⾜つ๎㸦௨ୗ㸪㸧࡟ࡼ
statistics of traffic ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ
passing ATOTI in FY2016.
The
SWASIA128
0ࡢㄢ㢟ࡀ࠶ࡿࠋ
ࡾ㸪㔜㔞
200ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
bars indicate median per-hour counts, while the
OCE
32
75
 ᮏ✏࡛ࡣ㸪ࡇࢀࡽࡢㄢ㢟ࡢࡦ࡜ࡘ࡜⪃࠼ࡽ 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨132 ᮲㸦㣕⾜
Traffic
whiskers
indicate the 25th and 75th percentiles.
Total
70,442
48,758ࢀࡿ㸪᫖௒ࢻ࣮ࣟࣥ࡜࿧ࡤࢀࡿࡼ࠺࡞ᑠᆺ↓ࡢ⚗Ṇ✵ᇦ㸧
㸪➨132
᮲ࡢ
2㸦㣕⾜ࡢ᪉ἲ㸧
flow exceeds 9 flights/hour for more than 20 hours㸪of
3.3 KOR traffic flowsேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡛ࡢ⯟✵ᶵ㐠⯟࡟ࡘ࠸࡚ཬࡧ➨᮲ࡢpeaks3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉theday, 132
and hasof more than 15 flights/hour
By
far
the
majorityofflights
to
and
from
Korea
⪃ᐹࡍࡿࠋ✵ እࡢప㧗ᗘࢆ㣕⾜ࡍࡿ⯟✵ᶵ౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪
twice a day. Regarding in-trail
separation (that is,thattransittheFukuokaFIRistraffic
toorfrom࡜ᑠᆺ↓ேᶵࡢ㣕⾜࢚ࣜ࢔ࡀ➇ྜࡍࡿྍ⬟ᛶ୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
longitudinal
separation between two successive
Seoul. Traffic flows are to and from Japan, NAM,
ࡀ࠶ࡾ㸪ᑠᆺ↓ேᶵࡢ㣕⾜ᩘࡀቑຍࡍࢀࡤ᥋᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
flights
travelling on the same route at the same
Oceania, SE Asia, Taiwan and Hong Kong.
㏆ࡍࡿ☜⋡ࡶ㧗ࡃ࡞ࡿࠋ௒ᚋ฼ά⏝ࡀಁ㐍ࡉ࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
altitude) around 30% of traffic was 12 min. or less in
The parallel ATS routes G597 and G585 primarilyࢀ㣕⾜㟂せࡀ㧗ࡲࡿ࡜ᛮࢃࢀࡿᑠᆺ↓ேᶵࡀ⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ
trail
and 10% were 8 min. or less in trail at SALMI.
carry traffic between Seoul and Tokyo, Kansai㣕⾜ࡍࡿ࢚ࣜ࢔ࡢᏳ඲☜ಖࡢࡓࡵ࡟ࡶ㸪᪩ᛴ࠸࡚ㄝ᫂ࡍࡿࠋ
Compared to the 30NM (approximately 4 min.) radar(Osaka) and Chubu (Nagoya) airports (around 50%),࡟ྲྀࡾ⤌ࡲ࡞ࡅࢀࡤ࡞ࡽ࡞࠸ㄢ㢟ࡢࡦ࡜ࡘ࡛
2.1.1 㣕⾜ࡍࡿ✵ᇦseparation
minimum, this indicates there is still room
as well as traffic between Tokyo and Beijing (nearly↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせ࠶ࡿࠋ
for capacity growth. However, airspace capacity is
30%).
SAPRA is almost on the Great Circle betweenᨵṇ⯟✵ἲ࡟ࡼࡿチྍᢎㄆ࡟ࡘ࠸࡚
࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
2
typically
constrained by controller workload rather
Kansaiᨵṇ⯟✵ἲ࡟ࡼࡾ㸪↓ே⯟✵ᶵࡀᐃ⩏ࡉࢀ(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
and Incheon airports, while LANAT isthan physical separation limits. Most of the traffic㣕⾜ࡢ࣮ࣝࣝࡀᩚ⌮ࡉࢀࡓࠋ⯟✵ἲ࡛ࡣ㸪↓ࢀࡢ࠶ࡿ✵ᇦ
slightly north of the Great Circle between Incheon
between SALMI and ATOTI is “straight through” theே⯟✵ᶵࡢ㣕⾜ࡀ㸪᭷ே⯟✵ᶵࡢ㣕⾜㸪ேཬ࣭✵ ➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦ
and Chubu airports. These ATS routes therefore seem
Fukuoka FIR, but there is some branching andࡧ≀௳➼࡟ᙳ㡪ࢆཬࡤࡉ࡞࠸ࡇ࡜ࢆ┠ⓗ࡟ᐃ࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ 150m ௨ୖࡢ㧗ࡉࡢ✵a reasonable compromise of shortest distancemerging of flights between Taipei and Japan atࡵࡽࢀ࡚࠸ࡿࠋ
ᇦ
between Seoul and major Japanese metropolitan areas.
BOLOD between them. Also, the flight time betweenᨵṇ⯟✵ἲࡢᴫせ
2.1(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵However,Table 1 indicates that almost traffic
SALMI and ATOTI is less than 15 min. at 500KT
between⯟✵ἲ➨
22 㡯࡟࠾࠸࡚↓ே⯟✵ᶵࡣ࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
KOR2 ᮲➨to NAMon the NOPAC routes passand the traffic is handled by a single sector, whichḟࡢࡼ࠺࡟ᐃ⩏ࡉࢀ࡚࠸ࡿࠋ
ཱྀ㞟୰ᆅ༊ࡢୖ✵through LANAT and SAPRA, which is longer than
implies a significant controller handoff workload at
the most efficient route due to the need to avoid-1-33-

平成30年度（第18回）電子航法研究所研究発表会

平成30年度（第18回）電子航法研究所研究発表会

peak times. As traffic increases in the future, it is thisaccommodate north-south

traffic crossing withࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹhandoff workload that will have to be addressed first.
east-west traffic and also some turning traffic means

ࡀ᪋⾜ࡉࢀ
↓ே⯟✵ᶵ
⬟࡞✵ᇦ࡟
ࠋ↓ே⯟✵
࡟࠾ࡅࡿᐁ
ቃᩚഛ࡟㛵
ᆺ↓ேᶵࡢ
ࡓࡵࡢไᗘ
ウ࡟࠾࠸࡚
㐍࡜Ᏻ඲☜
ࡉࢀ࡚࠸ࡿ
ே⯟✵ᶵ࡜
ࡉࢀࡘࡘ࠶
Ꮡᅾࡋ㸪✵
ࡣ࠸ࡃࡘࡶ

ࡘ࡜⪃࠼ࡽ
࠺࡞ᑠᆺ↓
⯟࡟ࡘ࠸࡚
ࡍࡿ⯟✵ᶵ
ࡍࡿྍ⬟ᛶ
ຍࡍࢀࡤ᥋
⏝ࡀಁ㐍ࡉ
ᆺ↓ேᶵࡀ
࡟ࡶ㸪᪩ᛴ
ࡢࡦ࡜ࡘ࡛

ࡘ࠸࡚
ࡀᐃ⩏ࡉࢀ
ἲ࡛ࡣ㸪↓
㣕⾜㸪ேཬ
ࢆ┠ⓗ࡟ᐃ

ே⯟✵ᶵࡣ

B576 is prone to disruption by severe weather inthat only a limited number of flight levels are⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅcertain seasons. The data appear to suggest that whenavailable, as Figure 9 shows. The position of the FIR┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊtyphoons affect B576 (which tend to move southeast
boundary is disputed, and while the chart in Figure 8
to northwest in that area), traffic tends to use moreshows that the airspace between ONIKU andࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟easterly tracks via BORDO, SEDKU and IGURU,LAMEN is in Incheon FIR, traffic is handed off✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿which Figure 5 shows tend to have relatively low
directly between Shanghai and Fukuoka FIR⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
median daily traffic during normal times but highcontrollers, and traffic between Seoul and Shanghaiࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
maximum traffic.
are coordinated through Fukuoka Air Trafficࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪
The Great Circle routes between Seoul and HongManagement Center (ATMC).
㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ
Kong, Singapore, Bangkok, Kuala Lumpur and
ONIKU had a median 315 flights/day in FY2016,࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
Jakarta are further west than B576, passing throughmaking it the Fukuoka FIR’s busiest cross-boundaryࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
Shanghai FIR, but the airspace in the vicinity of
traffic flow point. As shown in Figure 10, the medianࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
Shanghai is highly congested, as will be discussed
hourly traffic flow reached 25 flights/hour or moreୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
later. There is significant traffic between Seoul andduring peak periods, and was greater than 15ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛holiday destinations Guam and Saipan, via APELA.
flights/hour for 10 hours each day. Analysis suggestsᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘
This traffic was not investigated since the volume isthat the Akara corridor occasionally operates at closecomparatively low, but its interaction with crossing
to minimum in-trail separation, at least during peak ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
traffic flows should be examined in the future.
times, with a significant proportion of flights with࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ
in-trail separations of 3–9 minutes. (Three minutes
3.4 ᪋⾜つ๎㸦௨ୗ㸪
CHN and TW trafficflowsࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ
㸧࡟ࡼ
corresponds to around 18NM at 500KT, while typicalࡾ㸪㔜㔞
200followingࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
We
identify the
major traffic origins anden route radar separations might be 20NM.) 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨132 ᮲㸦㣕⾜
destinations
in mainland China and Taiwan:
Approximately 75% of traffic on the Akara㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪x ࡢ⚗Ṇ✵ᇦ㸧
Beijingcorridor is between Shanghai and Japan, and 15% isx ཬࡧ➨Hong 132
Kong᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉between CHN and NAM (primarily Los Angeles and࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪x ౛㸧
ShanghaiAnchorage). Just under two thirds of traffic isx ୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
TaipeiShanghai arrivals and departures, while the remainder
᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
Traffic
between Tokyo and Beijing accounts foris mainly traffic to and from Guangzhou. It is noted࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
nearly30% of traffic on the G597/G585 routes asthat there is only 116NM along A593 between the⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ
discussed
above. Traffic between Hong Kong/Taipei
end of the Akara corridor at LAMEN and Pudongand ࠸࡚ㄝ᫂ࡍࡿࠋ
Korea largely uses the B576 route, also as
VOR, making it close to the top of descent for㣕⾜ࡍࡿ✵ᇦ
2.1.1above.
discussed
Shanghai arrivals. Shanghai controllers have to↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせMuchof the traffic flow between Japan/NAM andhandle traffic not only along the East-West Akara࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
Shanghaiand Guangzhou passes through ONIKU(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ corridor, but also on ATS routes B221 to the northalong a single bidirectional route A593 through the(traffic to/from Qindao and Dalian) and W13 to theࢀࡢ࠶ࡿ✵ᇦ
Akara-Fukue Corridor (Figure 8), a 50NM-widesouth.
࣭✵ ➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦcorridor between Fukuoka and Shanghai FIRs. The
Increasing Shanghai area congestion is thought to࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ 150m ௨ୖࡢ㧗ࡉࡢ✵
airspace and traffic flows in this vicinity are quite
be responsible for a sharp increase in flow controlᇦcomplex. The north-south B576 route between Seoul(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵ restrictions imposed on westbound aircraft on A593
and SE Asia crosses the Akara corridor at NIRAT.
࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே in recent years, including altitude restrictions andThere is also traffic between Shanghai and Seoul that
increased minimum in-trail separations. Recently,ཱྀ㞟୰ᆅ༊ࡢୖ✵“turns the corner” at NIRAT. The need tocoordination between Japan, Korea and China at the

-1-

-34-

平成30年度（第18回）電子航法研究所研究発表会㸯㸬ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊ1 ࡣࡌࡵ࡟
ࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟ ᖹᡂ 27 ᖺ 12 ᭶࡟⯟✵ἲࡢᨵṇࡀ᪋⾜ࡉࢀ✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿࡚࠿ࡽ 2 ᖺ㏆ࡃࡀ⤒㐣ࡋ㸪ከࡃࡢ↓ே⯟✵ᶵ⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
࣮ࣘࢨ࣮ࡀ㣕⾜ࡢ࣮ࣝࣝ㸪㣕⾜ྍ⬟࡞✵ᇦ࡟ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
ࡘ࠸࡚ㄆ㆑ࡍࡿࡼ࠺࡟࡞ࡗ࡚ࡁࡓࠋ↓ே⯟✵ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪ᶵࡢ฼ά⏝ࡣ㸪㛵ಀ┬ᗇ㐃⤡఍㆟࡟࠾ࡅࡿᐁ
㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇẸ༠㆟఍࡟࠾࠸࡚㸪ᢏ⾡㛤Ⓨ࡜⎔ቃᩚഛ࡟㛵࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
[1]ࡍࡿ࣮ࣟࢻ࣐ࢵࣉࡀ♧ࡉࢀ 㸪ᑠᆺ↓ேᶵࡢࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
฼⏝ࢆಁ㐍ࡋࡘࡘᏳ඲☜ಖࢆࡍࡿࡓࡵࡢไᗘ
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
సࡾࡢ᳨ウࡀ㐍ࡵࡽࢀ࡚࠸ࡿࠋ᳨ウ࡟࠾࠸࡚ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
ࡣ㸪ไᗘタィ࡟㛵ࡋ࡚ࡣ㸪฼⏝ಁ㐍࡜Ᏻ඲☜ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ಖࡢࣂࣛࣥࢫࢆ࡜ࡿࡇ࡜ࡀ㔜せ࡜ࡉࢀ࡚࠸ࡿ
ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘
[2]
Figure8:
Akara-Fukue
Corridor(fromJapan AIP ENR 3.5.1)
ࠋࡋ࠿ࡋ㸪ᨵṇ⯟✵ἲ࡟ࡼࡾ↓ே⯟✵ᶵ࡜⯟✵ᶵࡢ㣕⾜⠊ᅖࡀ࠶ࡿ⛬ᗘศ㞳ࡉࢀࡘࡘ࠶ ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
coordination
between Shanghai and Fukuoka FIRs,
ࡿ୍᪉࡛㸪౛እ࡜࡞ࡿ㣕⾜ࡣከࡃᏑᅾࡋ㸪✵࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ
including establishing data communication betweenᇦ฼⏝⪅ࡢᏳ඲ࢆ☜ಖࡍࡿࡓࡵ࡟ࡣ࠸ࡃࡘࡶ
᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ
㸧࡟ࡼ
Shanghaiand Fukuoka
Air Traffic Managementࡢㄢ㢟ࡀ࠶ࡿࠋ
ࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
Center.
 ᮏ✏࡛ࡣ㸪ࡇࢀࡽࡢㄢ㢟ࡢࡦ࡜ࡘ࡜⪃࠼ࡽ 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨ 132 ᮲㸦㣕⾜
Traffic between Japan and Taiwan/Hong Kong,ࢀࡿ㸪᫖௒ࢻ࣮ࣟࣥ࡜࿧ࡤࢀࡿࡼ࠺࡞ᑠᆺ↓ࡢ⚗Ṇ✵ᇦ㸧㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪and between NAM and Taiwan/Hong Kong, uses theேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡛ࡢ⯟✵ᶵ㐠⯟࡟ࡘ࠸࡚ཬࡧ➨ 132 ᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉pair of unidirectional ATS routes Y751/M750 via⪃ᐹࡍࡿࠋ✵ እࡢప㧗ᗘࢆ㣕⾜ࡍࡿ⯟✵ᶵ౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪
BULAN and MOLKA. Around 42% of the flow࡜ᑠᆺ↓ேᶵࡢ㣕⾜࢚ࣜ࢔ࡀ➇ྜࡍࡿྍ⬟ᛶ୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
comprises Japan-Taiwan traffic, of which 75% is toࡀ࠶ࡾ㸪ᑠᆺ↓ேᶵࡢ㣕⾜ᩘࡀቑຍࡍࢀࡤ᥋᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
and from Taipei. 26% of the flow is between Japan
Figure 9: Altitude distribution of traffic crossing㏆ࡍࡿ☜⋡ࡶ㧗ࡃ࡞ࡿࠋ௒ᚋ฼ά⏝ࡀಁ㐍ࡉ࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
and Hong Kong. The flows between JP-TW andONIKUࢀ㣕⾜㟂せࡀ㧗ࡲࡿ࡜ᛮࢃࢀࡿᑠᆺ↓ேᶵࡀ⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ
JP-Hong Kong and TW-NAM are largely㣕⾜ࡍࡿ࢚ࣜ࢔ࡢᏳ඲☜ಖࡢࡓࡵ࡟ࡶ㸪᪩ᛴ࠸࡚ㄝ᫂ࡍࡿࠋ
symmetrical, but others are not; in FY2016, 6,347
࡟ྲྀࡾ⤌ࡲ࡞ࡅࢀࡤ࡞ࡽ࡞࠸ㄢ㢟ࡢࡦ࡜ࡘ࡛
2.1.1 㣕⾜ࡍࡿ✵ᇦflights from Kota Kinabalu, Singapore and the↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせ࠶ࡿࠋPhilippines to Seoul operated on M750 but there were࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
2 ᨵṇ⯟✵ἲ࡟ࡼࡿチྍᢎㄆ࡟ࡘ࠸࡚
only eight reciprocal flights on Y751.
 ᨵṇ⯟✵ἲ࡟ࡼࡾ㸪↓ே⯟✵ᶵࡀᐃ⩏ࡉࢀ(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
3.5 ࢀࡢ࠶ࡿ✵ᇦNOPAC Traffic㣕⾜ࡢ࣮ࣝࣝࡀᩚ⌮ࡉࢀࡓࠋ⯟✵ἲ࡛ࡣ㸪↓ே⯟✵ᶵࡢ㣕⾜ࡀ㸪᭷ே⯟✵ᶵࡢ㣕⾜㸪ேཬࡧ≀௳➼࡟ᙳ㡪ࢆཬࡤࡉ࡞࠸ࡇ࡜ࢆ┠ⓗ࡟ᐃࡵࡽࢀ࡚࠸ࡿࠋ
2.1 ᨵṇ⯟✵ἲࡢᴫせ
Figure 10: Hourly traffic flow at ONIKU ⯟✵ἲ➨ 2 ᮲➨ 22 㡯࡟࠾࠸࡚↓ே⯟✵ᶵࡣ
NARAHG(North Asia Regional AFTM Harmonizationḟࡢࡼ࠺࡟ᐃ⩏ࡉࢀ࡚࠸ࡿࠋ
Group) forum has resulted in steps to improve࣭✵North➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦ
The
Pacific fixed ATS routes (NOPAC) are࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽa set of five parallel tracks 150m
between௨ୖࡢ㧗ࡉࡢ✵
Fukuoka FIR andᇦ
Anchorage FIR (Figure 4). From Table 1, just over a(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵thirdof the traffic is between Japan and NAM, a little࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
under a third is between CHN and NAM (withཱྀ㞟୰ᆅ༊ࡢୖ✵significantly
more eastbound than westbound traffic)
and the remainder is between NAM and Korea and-1-35-

平成30年度（第18回）電子航法研究所研究発表会

平成30年度（第18回）電子航法研究所研究発表会

NAM and Taiwan.

free routeing concepts should be explored. The ATMࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹAs shown in Figure 5 and Figure 6, the aggregatedsystems of Taiwan, Korea and Japan are linked

ࡀ᪋⾜ࡉࢀ
↓ே⯟✵ᶵ
⬟࡞✵ᇦ࡟
ࠋ↓ே⯟✵
࡟࠾ࡅࡿᐁ
ቃᩚഛ࡟㛵
ᆺ↓ேᶵࡢ
ࡓࡵࡢไᗘ
ウ࡟࠾࠸࡚
㐍࡜Ᏻ඲☜
ࡉࢀ࡚࠸ࡿ
ே⯟✵ᶵ࡜
ࡉࢀࡘࡘ࠶
Ꮡᅾࡋ㸪✵
ࡣ࠸ࡃࡘࡶ

ࡘ࡜⪃࠼ࡽ
࠺࡞ᑠᆺ↓
⯟࡟ࡘ࠸࡚
ࡍࡿ⯟✵ᶵ
ࡍࡿྍ⬟ᛶ
ຍࡍࢀࡤ᥋
⏝ࡀಁ㐍ࡉ
ᆺ↓ேᶵࡀ
࡟ࡶ㸪᪩ᛴ
ࡢࡦ࡜ࡘ࡛

ࡘ࠸࡚
ࡀᐃ⩏ࡉࢀ
ἲ࡛ࡣ㸪↓
㣕⾜㸪ேཬ
ࢆ┠ⓗ࡟ᐃ

ே⯟✵ᶵࡣ

eastbound and westbound NOPAC routes carriedelectronically and could be further integrated and⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ
medians of 114 and 102 flights/day between from 1
ATM procedures could be harmonised to alleviate┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊJuly 2016 to 30 June 2017, with peak hour flows of 9
cross-boundary routeing constraints. Aside fromand 16 flight/hour, respectively. While these figurespolitical
issues,challenges
will
includeࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟seem low compared to the other ATS routes in thisaccommodating restricted airspaces reserved for✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿paper, it should be borne in mind that NOPAC routes
defence purposes, connecting airspaces with different⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
are in oceanic airspace, without radar surveillance
CNS performance (radar controlled and oceanicࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
and lacking VHF voice communication, so minimum
airspaces), integrating domestic and internationalࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪
separations are greater than in radar controlled
traffic flows, and addressing the balance between㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ
airspace. Due to increasing traffic, restructuring ofroute flexibility to improve individual flight࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
the NOPAC airspace is being discussed at theefficiency and the need to impose structure toࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
Informal Pacific ATC Co-Ordinating Group (IPACG)
increase capacity.
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
forum, which has members including airlines, JCAB
In mainland China, ATS routes are sparse butୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
and the Federal Aviation Administration. Options
traffic volumes are growing. Bottlenecks exist on theࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛being considered including reducing lateral
Akara corridor (A593) and between Incheon andᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘
separation between tracks to allow expansion of the
Shanghai FIRs (G597), and congestion at Shanghai
North Pacific flexible tracks area and introducing
and Beijing causes flow restrictions. Free routeing on ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
bidirectional ATS routes. Since NOPAC is oceanic
the Shanghai FIR boundary will be hard to apply for࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲairspace, reducing separation minima requires
political reasons as much as technical, but᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼsatellite-based CNS systems that might not becross-boundary flow control and collaborativeࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ
supported by older aircraft, so equipage policy must
decision making might be feasible to implement in a 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨ 132 ᮲㸦㣕⾜be considered.
few years even if airspace or route restructuringࡢ⚗Ṇ✵ᇦ㸧㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪cannot be achieved. Regional, sub-regional andཬࡧ➨ 132 ᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉4. CONCLUSION
inter-regional fora will be critical for tackling ATM౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪This paper presented an analysis showing the stateissues.
୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ
of some of the cross-boundary air traffic flows in the᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀACKNOWLEDGEMENT
Fukuoka
FIR. Many of the major traffic flows are on࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕
a North-Southaxis (between Taiwan, Hong Kong,
The authors thank JCAB for providing the FDMS
⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘSW ࠸࡚ㄝ᫂ࡍࡿࠋ
Asia and ASEAN and Korea, Japan and North
data for this study, and Jeppesen Inc. for providing
America),there are also East-West traffic flows
the ATS route data used in Figure 2.
㣕⾜ࡍࡿ✵ᇦ
2.1.1while
betweenBeijing, Shanghai and Seoul and North↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせREFERENCES
Americaand Oceania. There are also east/west traffic࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
[1] M. Brown, H. Hirabayashi, “An Analysis offlows
the Pacific which we have not yet(a)across⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
ATM Resource Demand in Fukuoka FIR for
analysed.ࢀࡢ࠶ࡿ✵ᇦ
2013,” APISAT 2016, Toyama, October 2016.
To ࣭✵
increase➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦroute efficiency and capacity, we[2] EUROCONTROL, “Free route airspace (FRA)”,
intend ࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ
to explore whether “freerouteing”
concepts
150m
௨ୖࡢ㧗ࡉࡢ✵http://www.eurocontrol.int/articles/free-route-airs
can be appliedᇦ to the Fukuoka FIR. Japan already haspace. Retrieved July 2017.
a densenetwork of ATS routes that allow efficient(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵[3] M. Brown, H. Hirabayashi, “An Analysis ofrouteings
for many domestic city pairs. On the other࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
Major Cross-Border Air Traffic Flows in thehand, given
the projected 80% increase inཱྀ㞟୰ᆅ༊ࡢୖ✵international traffic in the Fukuoka FIR, cross-FIR

-1-

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平成30年度（第18回）電子航法研究所研究発表会

Fukuoka FIR,” APISAT 2017, Seoul, October㸯㸬ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ
2017.
[4] M. Brown, “Flight Altitude Distributions in
NOPAC Airspace within Fukuoka FIR,” 21st
Meeting of the Informal Pacific ATC
Co-Ordinating Group Providers Meeting,1 ࡣࡌࡵ࡟
Fukuoka, March 2018.
 ᖹᡂ 27 ᖺ 12 ᭶࡟⯟✵ἲࡢᨵṇࡀ᪋⾜ࡉࢀ࡚࠿ࡽ 2 ᖺ㏆ࡃࡀ⤒㐣ࡋ㸪ከࡃࡢ↓ே⯟✵ᶵ࣮ࣘࢨ࣮ࡀ㣕⾜ࡢ࣮ࣝࣝ㸪㣕⾜ྍ⬟࡞✵ᇦ࡟ࡘ࠸࡚ㄆ㆑ࡍࡿࡼ࠺࡟࡞ࡗ࡚ࡁࡓࠋ↓ே⯟✵ᶵࡢ฼ά⏝ࡣ㸪㛵ಀ┬ᗇ㐃⤡఍㆟࡟࠾ࡅࡿᐁ
Ẹ༠㆟఍࡟࠾࠸࡚㸪ᢏ⾡㛤Ⓨ࡜⎔ቃᩚഛ࡟㛵ࡍࡿ࣮ࣟࢻ࣐ࢵࣉࡀ♧ࡉࢀ [1] 㸪ᑠᆺ↓ேᶵࡢ฼⏝ࢆಁ㐍ࡋࡘࡘᏳ඲☜ಖࢆࡍࡿࡓࡵࡢไᗘ
సࡾࡢ᳨ウࡀ㐍ࡵࡽࢀ࡚࠸ࡿࠋ᳨ウ࡟࠾࠸࡚ࡣ㸪ไᗘタィ࡟㛵ࡋ࡚ࡣ㸪฼⏝ಁ㐍࡜Ᏻ඲☜ಖࡢࣂࣛࣥࢫࢆ࡜ࡿࡇ࡜ࡀ㔜せ࡜ࡉࢀ࡚࠸ࡿ
[2]ࠋࡋ࠿ࡋ㸪ᨵṇ⯟✵ἲ࡟ࡼࡾ↓ே⯟✵ᶵ࡜⯟✵ᶵࡢ㣕⾜⠊ᅖࡀ࠶ࡿ⛬ᗘศ㞳ࡉࢀࡘࡘ࠶
ࡿ୍᪉࡛㸪౛እ࡜࡞ࡿ㣕⾜ࡣከࡃᏑᅾࡋ㸪✵ᇦ฼⏝⪅ࡢᏳ඲ࢆ☜ಖࡍࡿࡓࡵ࡟ࡣ࠸ࡃࡘࡶ
ࡢㄢ㢟ࡀ࠶ࡿࠋ ᮏ✏࡛ࡣ㸪ࡇࢀࡽࡢㄢ㢟ࡢࡦ࡜ࡘ࡜⪃࠼ࡽࢀࡿ㸪᫖௒ࢻ࣮ࣟࣥ࡜࿧ࡤࢀࡿࡼ࠺࡞ᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ✵ᇦ࡛ࡢ⯟✵ᶵ㐠⯟࡟ࡘ࠸࡚⪃ᐹࡍࡿࠋ✵ እࡢప㧗ᗘࢆ㣕⾜ࡍࡿ⯟✵ᶵ࡜ᑠᆺ↓ேᶵࡢ㣕⾜࢚ࣜ࢔ࡀ➇ྜࡍࡿྍ⬟ᛶࡀ࠶ࡾ㸪ᑠᆺ↓ேᶵࡢ㣕⾜ᩘࡀቑຍࡍࢀࡤ᥋
㏆ࡍࡿ☜⋡ࡶ㧗ࡃ࡞ࡿࠋ௒ᚋ฼ά⏝ࡀಁ㐍ࡉࢀ㣕⾜㟂せࡀ㧗ࡲࡿ࡜ᛮࢃࢀࡿᑠᆺ↓ேᶵࡀ㣕⾜ࡍࡿ࢚ࣜ࢔ࡢᏳ඲☜ಖࡢࡓࡵ࡟ࡶ㸪᪩ᛴ࡟ྲྀࡾ⤌ࡲ࡞ࡅࢀࡤ࡞ࡽ࡞࠸ㄢ㢟ࡢࡦ࡜ࡘ࡛࠶ࡿࠋ2 ᨵṇ⯟✵ἲ࡟ࡼࡿチྍᢎㄆ࡟ࡘ࠸࡚ ᨵṇ⯟✵ἲ࡟ࡼࡾ㸪↓ே⯟✵ᶵࡀᐃ⩏ࡉࢀ㣕⾜ࡢ࣮ࣝࣝࡀᩚ⌮ࡉࢀࡓࠋ⯟✵ἲ࡛ࡣ㸪↓ே⯟✵ᶵࡢ㣕⾜ࡀ㸪᭷ே⯟✵ᶵࡢ㣕⾜㸪ேཬࡧ≀௳➼࡟ᙳ㡪ࢆཬࡤࡉ࡞࠸ࡇ࡜ࢆ┠ⓗ࡟ᐃࡵࡽࢀ࡚࠸ࡿࠋ
2.1 ᨵṇ⯟✵ἲࡢᴫせ ⯟✵ἲ➨ 2 ᮲➨ 22 㡯࡟࠾࠸࡚↓ே⯟✵ᶵࡣḟࡢࡼ࠺࡟ᐃ⩏ࡉࢀ࡚࠸ࡿࠋ

⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
ࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘ ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨ 132 ᮲㸦㣕⾜ࡢ⚗Ṇ✵ᇦ㸧㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪ཬࡧ➨ 132 ᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ࠸࡚ㄝ᫂ࡍࡿࠋ
2.1.1 㣕⾜ࡍࡿ✵ᇦ↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせ࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
ࢀࡢ࠶ࡿ✵ᇦ࣭✵ ➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦ࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ 150m ௨ୖࡢ㧗ࡉࡢ✵ᇦ(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
ཱྀ㞟୰ᆅ༊ࡢୖ✵-1-37-

平成30年度（第18回）電子航法研究所研究発表会

平成30年度（第18回）電子航法研究所研究発表会ࡍࡿ✵ᇦ࡟࠾ࡅࡿ⯟✵ᶵ㐠⯟࡟㛵ࡍࡿ⪃ᐹ⯟✵஺㏻⟶⌮㡿ᇦ ͤᖹᯘ༤Ꮚ㸪⹡㇂኱ᆅ┘ど㏻ಙ㡿ᇦ ἙᮧᬡᏊࠗࡇࡢἲᚊ࡟࠾࠸࡚ࠕ↓ே⯟✵ᶵࠖ࡜ࡣ㸪⯟✵ࡢ⏝࡟౪ࡍࡿࡇ࡜ࡀ࡛ࡁࡿ㣕⾜ᶵ㸪ᅇ㌿⩼⯟✵ᶵ㸪⁥✵ᶵ㸪㣕⾜⯪ࡑࡢ௚ᨻ௧࡛ᐃ
ࡵࡿᶵჾ࡛࠶ࡗ࡚ᵓ㐀ୖேࡀ஌ࡿࡇ࡜ࡀ࡛
ࡁ࡞࠸ࡶࡢࡢ࠺ࡕ㸪㐲㝸᧯సཪࡣ⮬ື᧯⦪㸦ࣉࣟࢢ࣒ࣛ࡟ࡼࡾ⮬ືⓗ࡟᧯⦪ࢆ⾜࠺ࡇ࡜ࢆ࠸࠺ࠋ㸧࡟ࡼࡾ㣕⾜ࡉࡏࡿࡇ࡜ࡀ࡛ࡁࡿ
ࡶࡢ㸦ࡑࡢ㔜㔞ࡑࡢ௚ࡢ஦⏤ࢆ຺᱌ࡋ࡚ࡑ
ࡢ㣕⾜࡟ࡼࡾ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲୪ࡧ࡟ᆅ
ୖཬࡧỈୖࡢேཬࡧ≀௳ࡢᏳ඲ࡀᦆ࡞ࢃࢀ
ࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࢆ㝖ࡃࠋ㸧ࢆ࠸࠺ࠋ࠘

ࡀ᪋⾜ࡉࢀ
↓ே⯟✵ᶵ
⬟࡞✵ᇦ࡟
ࠋ↓ே⯟✵
࡟࠾ࡅࡿᐁ
ቃᩚഛ࡟㛵
ᆺ↓ேᶵࡢ
ࡓࡵࡢไᗘ
ウ࡟࠾࠸࡚
㐍࡜Ᏻ඲☜
ࡉࢀ࡚࠸ࡿ
ே⯟✵ᶵ࡜
ࡉࢀࡘࡘ࠶
Ꮡᅾࡋ㸪✵
ࡣ࠸ࡃࡘࡶ

 ࡞࠾㸪Ᏻ඲ࡀᦆ࡞ࢃࢀࡿ࠾ࡑࢀࡀ࡞࠸ࡶࡢ
࡜ࡋ࡚ᅜᅵ஺㏻┬௧࡛ᐃࡵࡿࡶࡢࡣ㸪⯟✵ἲ᪋⾜つ๎㸦௨ୗ㸪ࠕ᪋⾜つ๎ࠖ࡜ࡍࡿࠋ㸧࡟ࡼࡾ㸪㔜㔞 200 ࢢ࣒ࣛᮍ‶࡜ࡉࢀ࡚࠸ࡿࠋ 㣕⾜ࡢ࣮ࣝࣝ࡟㛵ࡋ࡚ࡣ㸪➨ 132 ᮲㸦㣕⾜ࡢ⚗Ṇ✵ᇦ㸧㸪➨ 132 ᮲ࡢ 2㸦㣕⾜ࡢ᪉ἲ㸧㸪ཬࡧ➨ 132 ᮲ࡢ 3㸦ᤚ⣴㸪ᩆຓ➼ࡢࡓࡵࡢ≉౛㸧࡟ᐃࡵࡽࢀ࡚࠾ࡾ㸪㣕⾜⚗Ṇ✵ᇦࡢヲ⣽㸪୪ࡧ࡟㣕⾜⚗Ṇ✵ᇦ࡟࠾ࡅࡿ㣕⾜ࡢチྍཬࡧ᪉ἲࡢヲ⣽࡟㛵ࡋ࡚ࡣ㸪᪋⾜つ๎࡛ᐃࡵࡽࢀ
࡚࠸ࡿࠋᨵṇ⯟✵ἲ࡟࠾࠸࡚↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ✵ᇦཬࡧ㣕⾜ࡢ᪉ἲ࡟㛵ࡍࡿᴫせ࡟ࡘ࠸࡚ㄝ᫂ࡍࡿࠋ
2.1.1 㣕⾜ࡍࡿ✵ᇦ↓ே⯟✵ᶵࡀ㣕⾜ࡍࡿ࡟࠶ࡓࡾチྍࢆᚲせ࡜ࡍࡿ✵ᇦࡣ㸪ḟࡢ㏻ࡾ࡛࠶ࡿࠋ
(a) ⯟✵ᶵࡢ⯟⾜ࡢᏳ඲࡟ᙳ㡪ࢆཬࡰࡍ࠾ࡑ
ࢀࡢ࠶ࡿ✵ᇦ࣭✵ ➼ࡢ࿘㎶ࡢୖ✵ࡢ✵ᇦ࣭ᆅ⾲ཪࡣỈ㠃࠿ࡽ 150m ௨ୖࡢ㧗ࡉࡢ✵ᇦ(b) ேࡲࡓࡣᐙᒇࡢᐦ㞟ࡋ࡚࠸ࡿᆅᇦࡢୖ✵࣭ᅜໃㄪᰝࡢ⤖ᯝࢆཷࡅタᐃࡉࢀ࡚࠸ࡿே
ཱྀ㞟୰ᆅ༊ࡢୖ✵

ࡘ࡜⪃࠼ࡽ
࠺࡞ᑠᆺ↓
⯟࡟ࡘ࠸࡚
ࡍࡿ⯟✵ᶵ
ࡍࡿྍ⬟ᛶ
ຍࡍࢀࡤ᥋
⏝ࡀಁ㐍ࡉ
ᆺ↓ேᶵࡀ
࡟ࡶ㸪᪩ᛴ
ࡢࡦ࡜ࡘ࡛

ࡘ࠸࡚
ࡀᐃ⩏ࡉࢀ
ἲ࡛ࡣ㸪↓
㣕⾜㸪ேཬ
ࢆ┠ⓗ࡟ᐃ

ே⯟✵ᶵࡣ

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-38-