This article describes the steps contemplated by the airport authorities of Amsterdam, Frankfurt, London, and Paris, to meet the problem of increased traffic flow. (Annual growth rates have been projected of 7.8 percent for passenger traffic and 9.2 percent for cargo.) In Amsterdam, the present capacity of 19 million is expected to hold good until 1986, when several new facilities would be needed, including a new passenger terminal, a fifth runway and extra bonded warehouses. However, because of the the need for lead time, construction of the second terminal must commence in 1981 if the airport does not want to be caught with a capacity shortage in the late 1980s. Although the airport is already reasonably well connected to the city center, a new railway link to Amsterdam will also be opened in 1978, with one to the Hague scheduled for 1981. Frankfurt Airport has capacity to spare room to expand, excellent passenger services, and for the number of passengers handled, ranks among the most efficient European international airports. However, th runway threshold at the eastern end is not suitable for the installation of advanced equipment, due to the presence of a highway. The airport is awaiting a government decision on the shifting of both runway thresholds to the west and on the building of a new west runway perpendicular to the present two and of the same length (13,000 feet). In London, air traffic is expected to increase from the present 31 million a year to over 70 million by 1990, and increasing the capacity of the area's four airports may be difficult. Heathrow, the areas principal airport, is currently operating close to capacity and has a layout (The facilities are placed between the runways) which precludes easy expansion. A proposed new terminal would, if built, have to be sited away from the central area. The other three airports have greater potential for expansion, but there are complications. While Gatwick has excellent facilities which can be easily expanded it is hampered by its having only one runway. Stansted can be greatly expanded, but there would be considerable opposition to such development on environmental grounds (as would be the case with adding a runway at Gatwick). Luton can also be expanded, but it is under the jurisdiction of the Luton Town Council which would not necessarily agree to the proposals of the British Airports Authority, which manages the other three. In Paris, the new (opened in 1974) De Gaulle Airport is, by virtue of the Modular design of the terminal, capable of considerable expansion at comparatively little cost. The first section of a second terminal and a second runway are due for completion in 1981. There is a problem due to the lack of demarcation between types of operation at De Gaulle and Orly, with different airlines running flights to the same points from different airports.

Media Info

  • Features: Photos;
  • Pagination: p. 513
  • Serial:
    • Interavia
    • Volume: 33
    • Publisher: Jane's Information Group
    • ISSN: 0020-5168

Subject/Index Terms

Filing Info

  • Accession Number: 00178733
  • Record Type: Publication
  • Source Agency: Interavia
  • Files: TRIS
  • Created Date: Sep 14 1978 12:00AM