Embed Size (px)
Citation preview
Electronic Navigation Research Institute Report (2011) on R&D Long-term Vision
March 2011
Electronic Navigation Research Institute
R&D Long-Term Vision Study Committee
1
1. Introduction
Electronic Navigation Research Institute (ENRI), an independent administrative agency, was
founded in 1967. Since then, ENRI, as Japan’s only national organization conducting research
related to electronic navigation, has been contributing to air traffic safety, sophistication, and
efficiency improvement. While ENRI was keeping track of the world’s air traffic trends and issues,
ENRI was convinced that the advancement of air traffic management (ATM) would become a key
research project meeting the needs of society in the future. Therefore, ENRI reorganized itself during
the implementation period of its second-year medium-term plans that started in 2006. Consequently,
ENRI’s research projects related to ATM increased in number. Recently, the number of
software-oriented projects handled by ENRI has been exceeding that of hardware-oriented research
projects conventionally implemented by ENRI for infrastructural maintenance.
In order for ENRI to become a core organization for ATM research, it is essential for ENRI to
conduct research leading or in synchronization with ATM-related research and development
conducted in the world, attain results of high quality to be transmitted throughout the world, and
develop and propose an ATM system suitable for Japan. As an independent administrative
organization under the jurisdiction of the Ministry of Land, Infrastructure, Transport and Tourism
(MLITT), it is necessary for ENRI to conduct research that precisely responds to social and
governmental needs and attain results that will be utilized in society, thus contributing to the
development of society. Therefore, ENRI came to the conclusion that it must determine the basic
policies and long-term orientation of research first, have all the project members share them, and
gain the understanding and cooperation of all other parties concerned with the implementation of the
research.
Therefore, ENRI prepared a report entitled ENRI’s R&D Long-term Vision (2008 edition) in July
2008 [1], made it public to the world, and has been disseminating it. Since then, the R&D Long-term
Vision has been contributing to the Collaborative Actions for Renovation of Air (CARATS)
program of by the Civil Aviation Bureau, an agency under the MLITT, and development plans based
on CARATS. Meanwhile, the vision has been influencing the creation of Japan’s future plans on
aviation technology being studied by the Japan Society for Aeronautical and Space Sciences
(JSASS), the Japan Aerospace Exploration Agency (JAXA), and the New Energy and Industrial
Technology Development Organization (NEDO) as well. Furthermore, ENRI prepared a research
plan with the R&D Long-term Vision in mind, which unified the overall direction of ENRI’s
research.
The R&D Long-term Vision needs to be reviewed from time to time in response to social changes
surrounding ENRI and technologies and knowledge newly developed by ENRI. Such social changes
include a great increase in Japan’s air traffic from and to neighboring Asian countries as a result of
the recent economic development of these countries, a further concentration of traffic in
2
metropolitan area, and the traffic conditions of airports as a result of the development and operation
of a multilateration system. Therefore, a review of the R&D Long-term Vision this time has been
made with consideration of such social changes and new research results in order to achieve a more
concrete consideration over the advancement of research projects in the future.
Furthermore, with consideration of the great increase in Japan’s air traffic from and to
neighboring Asian countries, ENRI will research and develop technologies contributing to the
realization of smooth and efficient air traffic in Asia in cooperation with research institutions in Asia
and the rest of the world so that ENRI will function as a core research organization in Asia.
2. Circumstances Involved to This Point
2.1 Overview of Current R&D Long-term Vision (2008 Edition)
ENRI created and publicized a report entitled the ENRI’s R&D Long-term Vision in July 2008.
As shown in Fig. 1, this report sets five items as R&D projects on which ENRI should work in the
future.
Fig. 1. R&D Fields Set
Here, item (1) is set for the precise analysis of trail data and the extraction and elimination of the
bottlenecks of traffic to facilitate smooth traffic and efficiency improvements in traffic. Item (2) is
related to airspace settings that enable flexible flight route settings that are less likely to cause traffic
congestion along with the development of trajectory prediction models and utilization techniques for
the models. Item (3) is set for the establishment of information communications infrastructures that
are indispensable to dynamic trajectory control and the information sharing of aircraft, carriers, and
controllers. Item (4) is set for monitoring and displaying technologies to realize the smooth traffic
control of airport surfaces. Item (5) refers to satellite navigation technologies, such as the
high-category Ground-Based Augmentation System (GBAS) and the Multi-functional Transport
Satellite (MTSAT) Satellite-based Augmentation System (MSAS), which enable flexible
high-precision flights in the vicinity of airports.
ENRI decided to focus on researches in the above priority areas, and classified and analyzed the
(2) Functional airspace settings and trajectory management
(5) High-precision, high-reliable, and flexible aviation technologies
(4) Advanced operation of airports/airport surfaces
(3) Information communications infrastructures for aircraft, carriers, and controllers
(1) Performance analysis to extract bottlenecks for efficiency improvements
3
purposes, contents, and expected outcomes of ENRI’s current research projects, based on which
ENRI created a research roadmap. The roadmap systematically shows research projects that ENRI
should undertake by around 2020. Table 1 shows the research roadmap. The summary of each
individual research project listed in the roadmap is well described in the report [1]. In addition, the
report describes research projects that should be continued though they do not require intensive
research. Thus, the R&D Long-term Vision has become a very useful guide that indicates researches
on which ENRI should work on in the future.
2.2 Activities after Creation of R&D Long-term Vision
(1) Announcement and Dissemination of R&D Long-term Vision
In order to conduct researches based on the R&D Long-term Vision and construct a new ATM
system suitable to Japan, the understanding and cooperation of ENRI’s research members, the
administration, carriers, external research institutions, enterprises, and other organizations are
indispensable.
Table 1 Research Roadmap (July 2008) 2009 2010 2011 2012 2013 2014 2014 2015 2017 2018 2019 2020
Performance analysis to extract bottlenecks for efficiency improvements
ATM performance evaluation and analysis
Performance analysis of trajectory control
Analysis of workloads on air traffic controllers
Human error reduction technology Safety maintenance with consideration of human factors
Functional airspace settings and trajectory management
Technique of terminal airspace evaluation
Settings for functional terminal airspace
Strategic and integrated airspace designing and route management
Improvements in oceanic airspace management systems
Promotion of dynamic operation of flight routes
RNAV route safety assessment Development of safety analysis tools
Safety evaluation of all flight phases and safety improvements
Development of trajectory models
Realization of practical trajectory model
Operational efficiency improvements in trajectory control in high-density airspace Supplement to trajectory control with onboard monitoring Information
communications infrastructures for aircraft, carriers, and controllers
Traffic information exchange through onboard monitoring
Control interval maintenance with onboard monitoring
Development of monitoring data link for air traffic controllers
Motion information exchange for trajectory management
ATN aeronautical communications network
SWIM information management between systems
Evaluation of air-ground data link media
Development of high-speed communications technology for aviation
Monitoring information system (sensor coupling, integration of relative information, and trajectory control support)
Radio environment and interference problems (continuous action assignments common to each field) Advanced operation of airports/airport surfaces
Realization of practical multilateration
Advanced airport management with trajectory control
Practical use of ASMGCS Realization of airport surface navigation
Practical use of CAT-IIIc GBAS
Practical use of CAT-I GBAS Practical use of CAT-II/III GBAS High-precision, high-reliable, and flexible aviation technologies
Requirements for GNSS curve approaches
Settings for GBAS dynamic approach routes in conformity with trajectory control
MSAS practical performance and precision approaches
Advancement of ABAS Practical use of CAT-1 ABAS
4
Table 2 Meetings etc. Held for Public Relations Activities and Time
Names of conferences and academic societies Time (1) R&D Long-Term Vision Presentation (near
Mitaka Station) September 2008
(2) Research Result Briefing (Civil Aviation Bureau)
September 2008
(3) Japan Society for Aeronautical and Space Sciences―Aircraft Symposium
October 2008
(4) Korea Navigation Institute―Workshop October 2008
(5) The Fifth Meeting of the Harmonization of Future Air Transportation Systems Working Group, JCAB, FAA, and JPDO
November 2008
(6) 2008 KSAS-JSASS Joint International Symposium on Aerospace Engineering
November 2008
(7) EUROCONTROL Experimental Centre December 2008
(8) ENRI’s International Workshop on ATM/CNS March 2009
(9) Journal of the Japan Society for Aeronautical and Space Sciences
April 2009
Therefore, first, ENRI explained the R&D Long-term Vision and operational concept of ATM as the
background of the R&D Long-term Vision to ENRI’s researchers and the Civil Aviation Bureau.
Subsequently, ENRI dispatched its staff members to a large number of meetings, briefings, and
academic conferences and aggressively conducted public relations activities.
Table 2 shows main meetings etc. held for ENRI’s public relations activities and the time of each
meeting. In this table, the R&D Long-Term Vision Presentation (1) was held near Mitaka Station for
the purpose of finding nearby research institutions, enterprises, and other organization expected to
agree to ENRI’s R&D Long-term vision and cooperate with ENRI’s research. ENRI’s International
Workshop on ATM/CNS (EIWAC) (8) was held when ENRI introduced mainly its concept of the
R&D Long-term Vision and policies to over 300 domestic and overseas participants [2].
(2) Research Planning and Evaluation Use
The R&D Long-term Vision has been used for ENRI’s research planning and evaluation of its
researches as well. For example, at the time of creating new research plans for fiscal 2009, ENRI
used Table 1 Research Roadmap as evaluation material and checked if the plans were included in
the roadmap. As a result, all the projects started in fiscal 2009 fit into the category of the research
roadmap. This arrangement has been consolidating ENRI’s entire researches along with the R&D
Long-term vision.
(3) Contribution to Aviation-related Organization’s Future Planning
In the aim of attaining the drastic innovation of the current air traffic system, the Civil Aviation
Bureau established the Study Group of Fiscal 2009 for Next-generation Air Transportation Systems,
the results of the discussions of the Study Group were summarized into Collaborative Actions for
Renovation of Air Traffic Systems (CARATS) [3]. ENRI supports the Study Group by providing the
latest overseas technical documents and ENRI’s research results and through the dispatch of ENRI’s
5
executive members and secretarial members to the Study Group. As a result, a large number of
CARATS are based on the concept of and data on the R&D Long-term Vision.
Following the activities of the Study Group, the Civil Aviation Bureau established the CARATS
Promotion Committee and its work group (W/G) in the aim of maintenance planning for the
construction of future air traffic systems based on the CARATS of fiscal 2010. ENRI dispatches a
large number of researchers to the Committee and its W/G activities, thus contributing to concrete
system construction planning.
Future planning for the aviation field has been advanced by the JSASS, JAXA, and NEDO as well.
ENRI sends its researchers to participate in the future planning activities of these organizations, thus
supporting their activities by providing information and knowledge obtained in the process of
creating the R&D Long-term Vision. As a result, the project Practical Application of
Next-generation Air Transportation Systems was added for the first time in its report of fiscal 2009,
which will be utilized in its technology development in the future.
3. Review of R&D Long-term Vision
3.1 Concept of Review
The concept of the current R&D Long-term Vision describes the necessity of continuously
reviewing the R&D Long-term Vision based on social changes surrounding ENRI. The current R&D
Long-term Vision was prepared in accordance with ENRI’s investigation and scrutiny of
international trends and social needs from 2006 to 2008 without consideration of knowledge and
technologies that ENRI acquired later. The relation between research projects and their short-,
medium- and long-term targets are not clear in the current research roadmap, and it is desirable to
respond to these projects with the R&D Long-term Vision reviewed.
Therefore, the Review Committee for the R&D Long-term Vision, which was chaired by the
Office of the Deputy Director-General, was reorganized in April 2009 to review the current R&D
Long-term Vision. The Committee decided to make proposals for concrete projects and short-,
medium-, and long-term goals based on reviews of (1) recent social changes and problems awaiting
solution and (2) the world’s trend of technical development and new knowledge and technologies
that ENRI acquired, developed, or introduced.
3.2 Information as Basis for Review
(1) Recent Social Changes and Challenges
The following recent social changes are related to aviation.
• Expansion of Haneda and Narita Airports.
• A rapid growth of air traffic between Japan and neighboring countries.
• The creation of the Civil Aviation Bureau’s Collaborative Actions for Renovation of Air
6
Traffic Systems.
• An increase in competition in the transport sector with the development of high-speed rail
development
With these, the following issues became prominent recently in Japan.
• Overconcentration of flights at metropolitan airports
Fig. 2 shows the number of recent domestic routes and the average annual number of flights
per route [4]. This graph shows a decrease in the number of routes with an increase in the
number of flight times per route, which indicates a growing tendency of air traffic to
concentrate in and around major airports and air traffic routes. Fig. 3 shows the number of
passengers at Tokyo (Haneda Airport) and Osaka (Itami Airport and Kansai International
Airport) on a decade basis from fiscal 1978 to 2008 [5]. The number of tourists who used
Haneda Airport in fiscal 2008 was approximately 60 million, which amounted to approximately
67% of the total number of aviation users. This was a significant increase from 18 million, an
approximately 50% increase, in 1978. From this, it can be said that the overconcentration of
domestic flights at Haneda Airport, the surrounding airspace, and major routes has been
progressing.
200
220
240
260
280
2200
2600
3000
3400
1998 2000 2002 2004 2006 2008
路線数
年 度
1 路線あたり の年間平均運航回数１路線あたりの年間平均運航回数
路
線
数
Fig. 2 Number of Domestic Routes and Average Number of Flights per Route
Ave
rage
ann
ual n
umbe
r of
fli
ghts
per
rou
te
Average annual number of flights per route
Number of routesN
umbe
r of
rou
tes
Fiscal year
7
0
20
40
60
80
100
2008199819881978年 度
羽田 -大阪， 関西
大阪， 関西便（ 除 羽田 -大阪， 関西）
その他空港
羽田便（ 除 羽田 -大阪， 関西）
旅客
数 （
百万
人）
Fig. 3 Number of Passengers at Haneda, Itami, Kansai, and Other Airports
• An increase in overflights and international flights in number
Fig. 4 shows the numbers of domestic flights, international flights, and overflights from 1997
to 2007 in Japan [6], among which, the number of overflights recorded the highest increment
ratio (provided that the ratio in 1997 is 1), followed by the number of international flights and
that of domestic flights. The number of overflights in 2007 reached 2.3 times as large as that in
1997. This means that there has been a significant increase in the number of direct flights
between Asian countries and the Americas. The increment ratio of international flights was
high as well. As shown in Fig. 5, the number of passengers on domestic flights did shown an
increase, but the number of flights increased. This means the number of flights of downsized
aircraft was increasing in Japan.
Recently, the Japan-U.S. Open Skies Agreement was concluded in response to the expansion
of Haneda Airport and Narita Airport. Therefore, a further increase in the number of such
flights should be expected.
Fig. 4 Numbers of Domestic Flights, International Flights, and Overflights
and Increment Ratios
0 200 400 600 800 1000 1200 1400
2.331.431.31
1.0 1.0 1.0
2007
2005
2003
2001
1999
1997
国内線（着陸回数）
我が国の飛行回数 （千回）
年
度 国際線（発着回数)
上空通過
Num
ber
of p
asse
nger
s (x
mil
lion
)
Flights to and from other airports
Flights to and from Osaka Airport and Kansai International Airport (except flights to or from Haneda) Flights between Haneda Airport and Osaka Airport or Kansai International Airport
Flights to and from Haneda Airport (except flights to or from Osaka Airport or Kansai International Airport
Fiscal year
Fis
cal y
ear
Domestic flights (Number of landings)
International flights (Number of departures and arrivals)
Overflights
Number of flights in Japan (x 1,000 times)
8
• An increase in competition in the field of traffic and traffic sharing
Fig. 5 shows the transition of domestic flight passengers and high-speed rail (Shinkansen)
passengers in number from 1996 to 2008 [7]. The number of Shinkansen passengers was
approximately three times as large as that of domestic flight passengers, and the increment ratio
of Shinkansen passengers is greater. There is a report that the performance of air transportation
excels that of high-speed rail transportation if the distance where both means of transportation
compete is greater than approximately 750 km (i.e., the approximate distance between Tokyo
and Osaka) [8]. A service distance expansion of the Shinkansen with an increase in speed is
making further progress in Japan, and it will be possible that the dominant area of the
Shinkansen will further expand in the future.
Fig. 5 Transition of Domestic Flight Passengers and Shinkansen Passengers in Number
High-speed rail transportation is considered to contribute to the mitigation of traffic
congestion in the metropolitan area and the suppression of global warming. The proper
competition and traffic sharing of air transportation and high-speed rail transportation are
considered to be future challenges.
(2) World’s trend of technical development and new knowledge and technologies that ENRI
acquired, developed, or introduced
• World’s trend of technical development (NextGen and SESAR)
The Next Generation Air Transportation System (NextGen) is a large-scale project aimed at
the sophistication of U.S. air traffic systems. According to the recent technical development
data of NextGen, the project is making maximum use of existing assets and promoting
activities to attain its medium-term goals, such as the mitigation of traffic congestion in
terminal airspace, the final approach phase of airports, and airport surfaces [9].
Single European Sky ATM Research (SESAR) is a large-scale project aimed at the
facilitation of air traffic within Europe. According to the recent data, SESAR has been actively
0
1
2
3
1996 2000 2004 2008
新幹線
国内航空
年 度
旅客
数 （
億人
）
Shinkansen
Domestic flights
Num
ber
of p
asse
nger
s (x
100
mil
lion
)
Fiscal year
9
promoting technological development to be shared with the System Wide Information
Management (SWIM) program [10].
• Aircraft Running Data on Airport surfaces by Multilateration (MLAT)
The introduction of MLAT to major Japanese airports has made it possible to observe the
running conditions of aircraft and vehicles on the airport surfaces with high precision and at a
high updating rate of data [11]. ENRI is engaged in traffic flow analysis on the airport surfaces
based on the data, which has made it possible to conduct research that will solve the
bottlenecks of traffic, predict the airport traffic of the future, and contribute to the mitigation of
congestion on the airport surfaces.
• Development of Secondary Surveillance Radar (SSR) Mode-S with a function to acquire
Downlink Aircraft Parameters (DAPS)
ENRI recently developed SSR Mode-S, which incorporates a function to acquire DAPS. By
using SSR Mode-S, scheduled flight information (dynamic information) recorded on the Flight
Management System (FMS) on board aircraft downlinks to the ground, thus making it possible
to share the data in the sky and on the ground. The use of SSR Mode-S has greatly improved
the accuracy of trajectory prediction and eased the promotion of research related to the
trajectory operation of aircraft in the future [12].
• Electromagnetic environmental data in aviation frequency band
In the case of aiming for an increase in air-ground data-link speed, sophisticated monitoring
functions, and improvements in the integrity of satellite navigation systems in the future, the
aviation frequency band will be much more often used, which may degrade the performance
and reliability of Communications, Navigation, and Surveillance (CNS) systems owing to
radio interference. ENRI developed a device to measure the radio waves in the aviation
frequency band highly precisely at high speed and collected electromagnetic environmental
data on major airspace [13]. This facilitates ease of evaluating the electromagnetic
performance of CNS systems and the development of research on the construction of ATM
systems is expected.
• Extensive observation data on ionosphere including low-latitude region
It is well known that radio waves from Global Navigation Satellite Systems (GNSS) are
refracted or scattered in the ionosphere, which can lead to the degradation of the precision and
reliability of location information. These effects of the ionosphere are so great in the
low-latitude region that they become major obstacles to the practical use of the Ground-Based
Augmentation System (GBAS) and Satellite Based Augmentation System (SBAS) in the
region. ENRI has been working to deepen its cooperation with institutions in Southeast Asia,
such as ionosphere observation institutions, thus advancing the accumulation and analysis of
data on the ionosphere in a wide range including the low-latitude region [14], and the
10
promotion of research on the GBAS and SBAS and the practical use of these systems
worldwide are expected.
3.3 Reification of Projects Implemented and Settings for Short-, Medium- and Long-term
Goals
The long-term goal of air traffic is the realization of the smooth and efficient operation of flights
with no delay. The current R&D Long-term Vision report shows a research roadmap focusing on
deciding flight trajectory and minimizing the divergence from actual trajectory. However, there is a
necessity for attaching importance to the following items as a result of recent social changes
worldwide.
• Reinforcement of specific technical development toward the realization of short- and
medium-term goals
• Proposal and evaluation of new operation methods supported by current technologies
• Research organizations’ concentration of resources on projects that are important and in
which the research organizations are specialized
ENRI thinks that it needs to focus on research on the following themes with consideration of new
knowledge and technical development results obtained by ENRI.
• Mitigation of congestion near metropolitan airports and airport surfaces with capacity
expansion of the airports
• Smooth takeoff and landing operations of domestic flights and coexistence of the domestic
flights with overflights
• Improvement and maintenance of punctuality under increased traffic environments
• Expanded operation of satellite navigation systems
• Operation efficiency improvements contributing to fuel saving
• Sophistication of ATM that can be achieved with existing technologies
For the short-, medium, and long-term goals in addressing these challenges, the setting of the
following items is considered desirable with consideration of new knowledge and new technologies
that ENRI developed or introduced, the continuity of ENRI’s research, and use of its research
resources.
• Short-term goals: Technical development that enables the comprehensive and high-precision
traffic flow analysis and evaluation of the present flight routes, airport vicinities, and airport
surfaces and the evaluation of systems that will come into practical use soon, such as the
GBAS
• Long-term goals: Proposal for solutions of the above issues based on the traffic flow analysis
and evaluation and the theoretical verification of the solutions
• Long-term goals: Development and evaluation of software and hardware technologies for the
11
realization of the proposed solutions and support to the practical use of the technologies
ENRI reviewed the current R&D Long-term Vision and revised the research roadmap for the
attainment of the above goals.
4. Revised Research Roadmap
ENRI kept the following items in mind at the time of reviewing the R&D Long-term Vision and
creating the revised roadmap.
• Narrowing research projects to be focused on
• Review of classification of research projects
• Consideration of relations between researches
• Clarification of short-, medium- and long-term goals
Fig. 6 shows the revised research roadmap. This roadmap roughly divides research and
development to be conducted from 2010 to 2022 and typical effects expected from the research and
development into three fields. That is, the fields of aircraft in advanced in-flight operation (airway
capacity expansion), aircraft in advanced operation in the vicinities of airports (processing capacity
expansion of congested airports), and air-ground linking technology and safety improvement
technology (realization of the safe and efficient operation of aircraft). In the main aim of airway
capacity expansion, operation efficiency improvements in aircraft, and punctuality improvements in
flights for aircraft in advanced in-flight operation, ENRI will make researches on efficient flight
Fig 6. ENRI’s Revised Research Roadmap
ENRI’s Research Roadmap
2010 2014 2018 2022 Aircraft in advanced in-flight (airway capacity expansion)
Efficiency improvements in flight routes Dynamic creation of efficient flight routes
Development of trajectory prediction technique Development of trajectory management technology
Establishment of trajectory management technology covering high-density airspace and airport surfaces
Evaluation of ATM performance and flight safety Evaluation of the performance and safety of new operation systems
Mode-S communications technology Flight information exchange Onboard maintenance of aircraft intervals
Airway capacity expansion Capacity expansion of terminal airspacePunctuality improvements Mitigation of congestion Fuel efficiency improvements
Air-ground linking technology and safety improvement technology (realization of the safe and efficient operation of aircraft)
Advancement of monitoring technology (Integrated) monitoring technology based on performance requirements
Evaluation of aviation data link Application of general-purpose high-speed communications technology to next-generation air communication systems
Analysis of radio propagation and interference issues Radio resource issues and radio applications
Analysis of workloads on air traffic controllers Human error reduction technology Safety maintenance with consideration of human factors
Situation recognition performance improvements Efficiency improvements Convenience improvements Safety improvements
Aircraft in advanced operation in the vicinities of airports (processing capacity expansion of congested airports)
Advancement of MSAS and research of ABAS Advancement of ABAS Practical use of CAT-1 ABAS
Practical use of CAT-1 GBAS High-category operation of aircraft in GNSS
Consideration of requirements for GNSS curve approaches
GNSS-employed curve approaches GBAS dynamic approach route settings
Traffic analysis of airport surface Development of trajectory prediction techniques for airport surfaces
Trajectory management technology for airport surfaces
Capacity expansion at take-off/landing stages Capacity expansion of airports Noise suppressionCongestion mitigation Fuel efficiency improvements
Operation efficiency improvements
Trajectory-based operation
Related to monitoring and communication
Related to satellite navigation
12
routing, precise orbit prediction, and bottleneck extraction based on ATM performance analysis. For
aircraft in advanced operation in the vicinities of airports, ENRI will make researches on the
introduction of satellite navigation systems including the GBAS, curve approach settings, and
bottleneck extraction based on traffic flow analysis on airport surfaces for the capacity expansion,
congestion reduction, and noise suppression of the airspace in the vicinities of airports and airport
surfaces. The air-ground linking technology and safety improvement technology cover air-ground
information sharing that is indispensable to the efficient operation of flights, air-ground linking and
sophisticated monitoring technology for collaborative decision making, research on radio
propagation and interference underlying air-ground linking technology and safety improvement
technology, and research on human factors for safety improvements.
The present research roadmap (see Table 1) contains five R&D fields including the field of
performance analysis to extract bottlenecks for efficiency improvements and 16 research projects
(FY 2009) while the revised roadmap summarizes them into three R&D fields and twelve research
projects. The right-hand side of the roadmap describes the effects of the researches, such as research
on punctuality improvements. Furthermore, the research projects were classified into respective
categories, such as the category related to operation efficiency improvements and that related to
monitoring and communication, according to content to display the character and purpose of each
category. Appendix 1 shows an overview of each research project described on the roadmap and the
expected results of the project.
Fig. 7 is an explanatory diagram showing the relations between research projects and additional
Fig. 7 ENRI’s Reviewed Roadmap (added with Description of Relevance to Researches and Additional Researches Useful to Solution of Japan’s Issues)
ENRI’s Research Roadmap
2010 2014 2018 2022 Aircraft in advanced in-flight operation (airway capacity expansion)
Efficiency improvements in flight routes (1) (2) (1) (2) Dynamic creation of efficient flight routes Establishment of trajectory management technology covering high-density airspace and airport surfacesDevelopment of trajectory prediction technique (2) (3) (2) (3) Development of trajectory management technology
Evaluation of ATM performance and flight safety Evaluation of the performance and safety of new operation systems
Mode-S communications technology (3) (3) Flight information exchange Onboard maintenance of aircraft intervals
Air-ground linking technology and safety improvement technology (realization of the safe and efficient operation of aircraft)
Advancement of monitoring technology (1) (3) (Integrated) monitoring technology based on performance requirements
Evaluation of aviation data link (4) (4) Application of general-purpose high-speed communications technology to next-generation air communication systems
Analysis of radio propagation and interference issues (4) (5) Radio resource issues and radio applications
Aircraft in advanced operation in the vicinities of airports (processing capacity expansion of congested airports)
Analysis of workloads on air traffic controllers Human error reduction technology Safety maintenance with consideration of human factors
Advancement of MSAS and research of ABAS (5) Advancement of ABAS Practical use of CAT-1 ABAS
Practical use of CAT-1 GBAS (1) (5) (5) (4) High-category operation of aircraft in GNSS
Consideration of requirements for GNSS curve approaches (1) (5) GNSS-employed curve approaches GBAS dynamic approach route settings
Traffic analysis of airport surface (3) (3) Development of trajectory prediction techniques for airport surfaces Trajectory management technology for airport surfaces
(1): Overconcentration (2): Overflight (3): Punctuality (4): Electromagnetic environment (5): Ionosphere
13
researches expected to be helpful in solving Japan’s key issues. This roadmap makes it possible to
clarify the relations of the relevant research projects and other research projects for which the results
of the relevant research projects may be utilized. Figures in parentheses indicate researches that
support Japan’s key issues, such as overconcentration. Besides, the roadmap provides an
easy-to-understand explanation that most of the research projects are related to other researches and
that the results of a research project connect to the development of other researches. For example,
the roadmap shows that the solution of overconcentration (1) requires sophisticated monitoring
technology for the highly frequent, high-precision monitoring of Japan’s metropolitan airspace and
the traffic in the vicinities of the airports. Consequently, the roadmap tells that researches are
required on the practical use of the Category 1 (CAT-I) GBAS for the mitigation of congestion and
reduction of noise, GNSS curve approaches, and efficiency improvements in flight routes.
Appendix 2 is an example of the measures proposed by the Civil Aviation Bureau’s CARATS
program. The CARATS program shows the directions of changes in eight items including the
realization of trajectory-based operation of flights and approximately 35 measures. However, due to
the limited number of ENRI’s researchers, the research projects listed in ENRI’s roadmap (Fig. 6),
cannot respond to all the proposed measures of the CARATS program, but aim to contribute to the
promotion of many measures proposed.
5. Conclusion
ENRI reviewed the present R&D Long-term Vision to reflect recent social changes and the new
knowledge and technologies that ENRI acquired. This review started in April 2009 with importance
attached to the clarification of short-, medium- and long-term research goals, the narrowing down of
research projects to be focused on, the clarification of the relations between research projects, and
proper response to challenges facing Japan. ENRI will work on research and development based on
the revised R&D Long-term Vision. At the time of setting research projects, ENRI will keep in mind
that ENRI should show its concrete way of research that will contribute to air transport systems in
the future by referring to the research roadmap.
In addition, ENRI took the viewpoint of inevitable improvements into consideration with regards
to the research capabilities of its researchers when it reviewed the R&D Long-term Vision in the aim
of becoming a core organization for ATM research in Asia. To improve research capabilities, it is
considered important for researchers to work on each project from a long-term viewpoint. This
review was made with the continuity of the research projects described in the research roadmap
taken into consideration.
There are many R&D themes that are considered necessary for the sophistication of air traffic
systems in the future though such themes are not included in the latest R&D Long-term Vision. This
is because the numbers of research fields and projects that ENRI can conduct should be limited with
14
consideration of the number of researchers and their expertise. ENRI, however, would like to
collaborate with the world’s R&D organizations with sufficient knowledge and capabilities to
conduct R&D projects that are considered necessary for the promotion and utilization of researches
already conducted by ENRI.
The R&D projects that ENRI will work on will be greatly affected by surrounding social
situations. Therefore, ENRI would like to continue reviewing the R&D Long-term Vision with
course corrections.
References
[1] ENRI, R&D Long-term Vision (2008 edition),
http://www.enri.go.jp/news/osirase/pdf/choki_ver1_1.pdf, July 2008
[2] Nagaoka S., ENRI’s R&D Long-term Vision, Proceedings of ENRI International Workshop on
ATM/CNS (EIWAC 2009, Japan), vol.1, (ISSN2185-1334), March 2009, pp. 13-17
[3] Workshop on Future Air Traffic Systems (Civil Aviation Bureau), Long-term Vision for the
Future Air Traffic Systems–Transformation into Strategic Air Traffic Systems–,
http://www.mlit.go.jp/koku/koku_CARATS.html, September 2010
[4] MLITT, FY 2009 White Paper on Land, pp. 126, April 2010
[5] MLITT, FY 2008 Annual Report on Air Transportation Statistics, Table 10 Passenger Flow on
Domestic Scheduled Flights between Airports (FY), April 2009
[6] MLITT, FY 2006 Research Report of Passenger Flow on Trunk Lines, pp. IV-37 - IV-38,
March 2007, Annual Survey on Rail Transport Statistics, FY 2008, Annual Survey on Air
Transport, FY 2008
[7] MLITT, FY 2008 White Paper on Land, pp. 58 - 59, April 2008
[8] Air Traffic Services Systems Planning Division, Civil Aviation Bureau, MLITT, Current Status
and Problems of Japan's Air Traffic System, pp. 27, April 2009
[9] Ward D., NextGen Effort and Global Interoperability, EUROCAE Symposium and General
Assembly, May 2010
[10] D. Bowen, SESAR and Standards (Evolving the European ATM system in the Global context),
EUROCAE Symposium and General Assembly, May
[11] Hayashi K., Evaluation of Introduction of Multilateration Monitoring System at Narita
International Airport, FY 2009 Summary of ENRI Conferences, pp. 103-108, June 2009
[12] Senoguchi A., Koga T., Ueshima K., Acquisition of Aircraft Dynamics Information in SSR
Mode-S, FY 2010 Summary of ENRI Conferences, pp. 47-50, June 2010
[13] Ozeki S., Otsuyama T., Koga T., Signal Environmental Measurement of Radio Navigation
Frequencies and Applications, FY 2010 Summary of ENRI Conferences, pp. 101-104, June
2008
15
[14] Saitou A., Sakai T., Fujii N., Monitoring of Low-latitude Ionosphere Abnormalities for
Advanced Use of GNSS, FY 2010 Summary of ENRI Conferences, pp. 31-34, June 2010
16
Appendix 1 Overview of Research Projects on R&D Roadmap
(Short term)
Term Project Overview Expected result
Short Efficiency
improvements in
flight routes
Considering efficiency improvement
techniques for flight routes including
terminal and ocean flight routes.
Improving the efficiency of air
traffic through the effective use
of airspace.
Short Development of
trajectory
prediction
techniques
Developing a model to predict the
trajectory of aircraft and evaluating
the prediction with actual flight data
used.
Allowing the high-precision
prediction of aircraft positions.
Short to
medium
ATM
performance
Measuring ATM performance based
on operational achievement data to
develop analysis techniques and a
performance evaluation system.
Achieving the objective and
quantitative understanding of
ATM performance.
Short to
medium
Evaluation of
flight safety
Developing safety evaluation
techniques for RNAV/RNP routes.
Enabling the safety evaluation
of RNAV/RNP routes.
Short Mode-S
communications
technology
Improving communications
technology for monitoring
information utilizing Mode-S
transponder units that have been
disseminated. Organizing issues,
such as DAPS, expansion scatter
ADS-B, air-to-air S-crosslink, and
countermeasure techniques.
Utilizing Mode-S transponder
units that have been used
onboard almost all airplanes,
and establishing technology to
support the sophisticated
economical operation of flights.
Short to
medium
Sophisticated
monitoring
technology
Developing and improving
monitoring technology to support
new operating systems to combine
systems different in performance,
such as the SSR, WAM,
ADS-B/TIS-B, and MS-PSR,
according to performance
requirements.
Developing basic technology to
obtain technical performance
requirements for monitoring
systems based on the
performance and safety
requirements of the new
operating systems.
Short Evaluation of
aviation data link
Making a proper performance
evaluation of various aviation data
links that may be introduced in the
near future.
Solving technical issues over
the introduction and migration
of aviation data links to Japan
and the operation of the same in
Japan.
Short to
medium
Analysis of radio
propagation and
interference
problems
Developing radio propagation and
anti-interference technology as a
common issue to new radio systems.
Developing and improving
evaluation technology for radio
propagation and interference to
realize the frequency sharing of
new and old systems and the
smooth introduction of the new
systems with interference
17
prevented. This technology will
be the basics of the signal
designing, development, and
improvement of radio systems
in the future.
Short Analysis of
workloads on air
traffic controllers
Developing techniques to measure
and visualize the performance of air
traffic controllers in order to utilize
the result of the measurement for
education and training purposes.
Enabling the streamlined
training of air traffic
controllers.
Short MSAS
sophistication and
ABAS research
Attempting performance
improvement in MSAS as a
GPS-employed safety radio system
for aviation. Furthermore, clarifying
the expected performance of ABAS
as a simpler reinforcement system.
Allowing high-precision
approaches by MSAS.
Clarifying the expected
performance and problems of
ABAS for practical use.
Short Practical use of
CAT-I GBAS
Developing an algorithm to
countermeasure against threats to the
ionosphere in order to acquire
necessary safety analysis techniques
and integrity requirements for the
practical use of CAT-IGBAS.
Enabling CAT-I high-precision
approaches by the GNSS and
the conversion of the ILS into
the GNSS.
Short Requirements for
GNSS curve
approaches
Studying a high-precision approach
system for curved routes that will be
realized with GBAS in the future.
Specifically, studying necessary
items including obstacle clearance
requirements reflecting the
characteristics of GBAS.
Furthermore, studying the feasibility
of high-precision approaches on
curved routes.
Improving the processing
capabilities of congested
airports by realizing
high-precision approaches
through flexible route settings
utilizing the features of the
GNSS.
Short Traffic analysis of
airport surface
Analyzing aircraft taxiing and
considering the causes of traffic
congestion on airport surfaces.
Obtaining guidelines to
mitigate traffic congestion on
airport surfaces.
(Medium term)
Term Project Overview Expected result
Medium Dynamic creation
of efficient flight
routes
Developing techniques for the
operation of dynamic routes in
domestic airspace that reflects the
needs of carriers to improve the
operation efficiency of aircraft.
Improving the operation
efficiency of aircraft.
Medium Development of
trajectory
management
Developing techniques to utilize a
trajectory prediction model for
control support functions and air
Improving prediction
performance and efficiency.
18
technology traffic flow control.
Medium Traffic
information
exchange
Developing an information exchange
system for air traffic controllers and
data link to realize the exchange of
FMS information and adjustment
requests between aircraft and the
ground.
Enabling high-precision
trajectory control.
Medium
to long
(Integrated)
monitoring
technology based
on performance
requirements
Researching integrated techniques of
monitoring technology for the
operation of flights in new airspace.
Economically realizing an
optimal monitoring system that
will satisfy the performance
requirements of airspaces that
are different from one another
in operating method or
environment. Economically
achieving a monitoring system
supporting a new operating
method.
Medium
to long
Application of
general-purpose
high-speed
communications
technology to
next-generation
aeronautical
communication
Developing a high-capacity aviation
data link that can process an
Internet-class volume of data by
utilizing general-purpose high-speed
communications technology, because
the volume of communication
required by air traffic is expected to
increase explosively in the future.
Providing a network that will
operate comfortably onboard
aircraft and withstand an
Internet-class volume of data
by providing high-speed,
high-capacity data link, since
the conventional data link is a
bottleneck of aeronautical
communication.
Medium
to long
Radio resource
issues and radio
application
Developing a radio application
technique to make effective use of
limited radio resources for CNS radio
equipment.
Developing a technique to
improve the performance of
CNS radio equipment that will
share frequencies with
conventional CNS radio
equipment. This will be a base
of improving existing radio
systems and developing
improved radio systems in the
long run.
Medium Human error
reduction
technology
Developing a task analysis technique
to reduce the human errors of air
traffic controllers.
Improving flight safety.
Medium ABAS
sophistication
Considering ABAS sophistication
responding to an increase in available
positioning satellites.
Enabling the widespread use of
ABAS with performance
improvement.
Medium High category
operation with the
GNSS employed.
Developing the CAT-III GBAS to
enable aircraft to land safely on
runways using the GNSS under
CAT-III weather conditions.
Enabling the operation of flight
in all phases with the GNSS.
Improving the processing
capabilities of congested
19
airports by introducing a
variety of new operation
methods by utilizing the
features of the GNSS with the
conversion progress of the ILS
to the GBAS.
Medium An approach
method through
curved routes by
using a GNSS
system
Conducting research and
development on landing approaches
through efficient curved routes by
utilizing the capabilities of aircraft in
the aim of developing onboard
equipment supporting landing
approaches through curved routes
utilizing the GBAS.
Improving the freedom of
approach route settings by
enabling GBAS-employed
curved approaches that cannot
be attained by conventional ILS
approaches.
Medium Development of
techniques of
trajectory
prediction on
airport surfaces
Developing a model to predict
aircraft taxiing on airport surfaces as
part of trajectory and evaluating the
model by using actual flight data.
Improving prediction efficiency
in the operation of airport
surfaces.
(Long term)
Term Project Overview Expected result
Long Establishing
trajectory
management
technology
covering
high-density
airspace and
airport surfaces
Aiming for the realization of the
trajectory management of all aspects
of heavy air traffic including
high-density airspace.
Making capacity and efficiency
improvements.
Long Performance of
new operating
system
Developing performance evaluation
techniques for trajectory management
Realizing the objective and
quantitative understanding of
more diversified ATM
performance.
Long Safety evaluation
of new operating
system
Developing safety evaluation
techniques for trajectory management
and others. Advancing the
standardization of safety evaluation
techniques for airspace at the same
time.
Enabling the safety evaluation
of airspace before and after the
introduction of trajectory
management. Realizing
efficient evaluation by the
standardization of safety
evaluation including evaluation
techniques for qualitative
safety.
Long Maintenance of
aircraft distance
onboard
Developing techniques to maintain
aircraft-to-aircraft distance
autonomously.
Capacity and efficiency
improvements. Reducing CO2
emissions.
20
Long Operating system
considering
human factors
Improving the safety of air traffic
controllers by obtaining requirements
for system development with
consideration of the human factors of
air traffic controllers.
Making safety improvements.
Long Practical use of
the CAT-I ABAS
Studying the realization of
ABAS-employed high-precision
approaches.
Clarifying conditions that
enable ABAS-employed
high-precision approaches.
Long GBAS dynamic
approach routing
Like the ILS, the present route data
specifications of the GBAS are set on
the assumption the approach route is
fixed for a certain period, and are not
provided with a function to make
route settings according to the
aircraft. Studying requirements to
utilize the functions of the GBAS as a
trajectory-based operation tool.
Realizing the feasibility of the
4D trajectory-based operation
of flights at the landing and
approach stage with the GBAS
utilized.
Long Trajectory
management
technology for
airport surfaces
Developing techniques to control
aircraft taxing on airport surfaces as
part of trajectory.
Realizing comprehensive
trajectory management.
21
Appendix 2 Measures Specified in CARATS
Direction of Change Short term Mid term Long term
1. Realization of trajectory-based operations
(1) Introduction of time management in flight phases
(2) Introduction of trajectory-based operations in the descent phase
(3) Realization of 3.5-D trajectory-based operations (trajectory-based operations with the transition time of a point specified)
(4) Time-management phased introduction of airport surfaces
(6) Realization of four-dimensional trajectory-based operations (Realization of 4DT on all trajectories with dynamic trajectory corrections)
(5) Formation of a schematic traffic flow with phased-schedule adjustmentsand others
2. Improvement in prediction capabilities
(1) Promoting the use of weather forecasting information
(2) Improvement in the accuracy of weather forecasting through the use of airborne observation data
(3) Use of airborne weather forecast information
(4) Prediction of the appropriateness of trajectory-based traffic volume and capacity
3. Promotion of performance-conformance operation
(2) Improvement in situational awareness onboard in linking with the ground (utilization of aircraft dynamics information and control information)
(2) Efficient use of airspace with high-precision RNP (e.g., RNP2)
(4) Realization of flexible optimal flight trajectories (random routes not restricted by airways or FIX)
(3) Performance compliance-type navigation system with high-precision time axis (4D-RNAV)
7. Thoroughness of information sharing and collaborative decision-making
(2) Realization of satellite-employed high-precision approaches
(1) Navigation services in low-altitude airspace (utilization of GNSS)
(3) Flexible route settings with the realization of high-precision curved approaches
5. Improvement in situational awareness on the ground and onboard
(1) Improvement in the capabilities of monitoring airport surfaces and blind areas (MLAT and wide-area MLAT)
(1) Improvement in the capabilities of monitoring airport surfaces and blind areas (MLAT and wide-area MLAT)
(3) Improvement in situational awareness by air-to-air monitoring (maintenance of inter-aircraft distance)
6. Maximizing the capabilities of man and machine
(1) Sophistication of traffic control assistance functions (e.g., avoidance of intermediate conflicts and support to sequential ordering)
(4) Sophistication of control support functions (including coordination with aircraft)
(6) Expansion of traffic control support functions for 4DT
(2) Improvement in processing capabilities by automating communication in standard format (introduction of data link)
(3) Prevention of human errors by control support functions (prevention of wrong entrance to runways, e.g., RWSL )
(5) Role-sharing of man and machine (promotion of automated processing in standard format)
(7) Role-sharing of man and machine (with an automated system centered on manual surveillance)
4. Implementation of satellite navigation in all flight phases
(1) Information sharing among stakeholders at airports (airport-type CDM)
(3) Real-time information sharing among common users of airspace and cooperative training airspace adjustment
(4) Construction of the SWIM network from which necessary information can be accessed.
(2) Route of airspace settings by airspace management under international cooperation (international CDR)
(5) International information sharing and cooperative decision-making (e.g., ATM International)
8. Realization of high density flights at congested airports and air congestion
(2) Effective use of airspace by dynamic airspace management (dynamic management of variable sectors and training airspace)
(1) Advancement of airport management (e.g., support to spot management and taxiing)
(3) High-precision RNP for routing interval shortening
(5) 4D trajectory-based high-density flight operations
(4) Capacity and noise reduction through flexible routing (high-precision curved approaches)
(*1): The cost-effectiveness of each project will be examined closely and judged before starting the project. (*2): All projects listed are typical ones, and actual projects implemented may not be limited to these projects. (*3): Short-, medium-, or long-term indicators are guidelines only, and may be subject to change according to the progress
of technology or changes in circumstances. Each project classified by the term will start during the term, which does not mean that the project will be completed
during the period.
22
Appendix 3 Explanations of Abbreviations (in Alphabetical Order)
ABAS Aircraft-Based Augmentation System An onboard reinforcement system of aircraft for satellite navigation. This system enhances the reliability of satellite navigation with a receiver installed in the aircraft, and detects GPS satellite errors from data obtained from a number of GPS satellites.
ADS-B
Automatic Dependent Surveillance–Broadcast A function to broadcast high-precision information automatically on the location of aircraft measured with satellite information used. There are three types of methods used according to the broadcast equipment. Generally, a method using 1090-MHz expansion scatters are used for large aircraft and a universal access transceiver (UTA) is used for small aircraft.
ASMGCS Advanced Surface Movement Guidance and Control System A system to provide necessary guidance to maintain safe taxiing intervals and prevent wrong approaches to runways for airports with heavy air traffic or in operation under low-visibility conditions.
ATN Aeronautical Telecommunication Network A network that enables efficient and economic data communication without being restricted by transmission paths at the time of end-to-end communication between users' terminals, on the condition that Internet lines are secured for aviation communication by interconnecting an airborne communication system, air-to-ground data link, and ground communication system.
CNS Communication, Navigation, Surveillance The surveillance of communication and navigation as basic technology that enables the smooth and safe operation of aircraft.
DAPS Downlink Aircraft Parameters A technology to obtain dynamic information proposed in Europe in the 1990's as a data link application that enables the acquisition of detailed information on the ground on the selected altitude, speed to the ground, and speed to the air of aircraft.
FAA Federal Aviation Administration A U.S. governmental aviation administration.
GBAS Ground-Based Augmentation System A GNSS-employed navigation system reinforced by ground radio stations for aircraft landing.
GNSS Global Navigation Satellite Systems A navigation system utilizing satellites, such as the GPS, based on the concept of the next-generation traffic control system of the International Civil Aviation Organization (ICAO).
ILS Instrument Landing System A system that guides aircraft safely to runways of airports regardless of poor visibility by transmitting directional guiding radio waves from facilities on the ground around the airports to the aircrafts approaching and landing.
JPDO Joint Planning and Development Office An organization established for the creation and realization of the national vision of U.S. air traffic, where a number of governmental agency officials, such as FAA and NASA officials, participate.
MSAS MTSAT Satellite-based Augmentation System A system that provides aircraft with positional error information through the Multi-functional Transport Satellite (MTSAT) of MLITT based on data measured by satellite signal receivers (reference points) installed widely on the ground. A similar system that uses geostationary satellites to transmit global positioning errors is called the Satellite Based Augmentation System (SBAS). MSAS is a type of SBAS.
MS-PSR Multi-Static Primary Surveillance Rader A next-generation primary radar that calculates the position of aircraft by receiving
23
reflected waves from the aircraft. Several methods, including those using dedicated transmitters or utilizing existing radio waves such as those of terrestrial digital broadcasting, are researched.
NextGen Next Generation Air Transportation System An idea of a U.S. next-generation air transportation system.
RNAV Area Navigation A navigation method that enables aircraft to fly flexible paths within the covering area of navigation aid facilities or the capabilities of onboard navigation equipment or a combination of them.
SBAS Satellite Based Augmentation System A system to provide aircraft with GPS error correction information and integrity information through geostationary satellites by analyzing the measurement data on each GPS receiver (reference station) located widely on the ground.
SESAR Single European Sky ATM Research An idea of a European next-generation air traffic system.
SWIM System-Wide Information Management An environment that allows the use of necessary information whenever necessary by reinforcing information sharing in order to realize the safe operation of aircraft and airports with the effective use of airspace and ensuring a safe and smooth air flow under the cooperation of stakeholders. The introduction of SWIM will effectively reduce the cost of information sharing as a result.
TIS-B Traffic Information Service–Broadcast A function to broadcast air traffic information grasped by offices in air traffic control located on the ground.
WAM Wide Area Multilateration A system that uses MLAT technology to monitor aircraft that is in flight. It has a merit that allows the designing of a flexible surveillance range by allocating a number of receiving antennas.
24
Appendix 4 R&D Long-Term Vision Study Committee's Meetings in the Past
1st April 28, 2009 12th February 12, 2010 2nd June 4, 2009 13th March 5, 2010 3rd July 9, 2009 14th April 9, 2010 4th August 6, 2009 15th May 17, 2010 5th September 10, 2009 16th June 25, 2010 6th October 2, 2009 17th August 2, 2010 7th October 15, 2009 18th September 13, 2010 8th October 20, 2009 19th October 4, 2010 9th November 27, 2009 20th October 18, 2010 10th December 18, 2009 21th December 6, 2010 11th January 15, 2009
Appendix 5 List of Committee Members
Chair Kazuo Yamamoto
Executive members: Katsuyuki Nakatsubo, Kota Kageyama, Takeyasu Sakai, Yasuto Sumiya,
Shinji Saito, Takuya Otsuyama, and Kenichi Saito
Secretariat: Planning Division
Research Planning: Naoki Arai (April 1, to June 30, 2009), Naoki Kaneda (July 1, 2009 to June 5,
2010) and Eri Ito (July 1, 2010)
