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Aviation History
1973
1973 - 2439.PDF
494 AIRTRANSPORT the airlines regard as satisfactory, the number of aircraft movements [will] fall in the same proportion as the num ber of passengers diverted, and the number of passengers per plane [will] remain unaffected. "In the 1980s, total passenger air-transport movements at London-area airports are predicted to grow at about 1-6 per cent per year. On the assumption outlined [above], the effect of a Mark I Tunnel on passenger air-transport movements is therefore equivalent to something over 4 years' growth. . . . This implies that the date at which London-area airports would reach a given aircraft move ment rate would be about four years earlier than our central estimates if there were no Tunnel. "It does appear likely, however, that in the relatively short run the diversion of air traffic to rail by a Tunnel would reduce air frequencies on some of the thinner cross- Channel routes below the acceptable minimum. Conse quently, on some routes one would expect a substantial transitional period in which the reductions in the number of aircraft movements would be less than proportional to the fall in passenger numbers. Moreover, the average numbers of passengers per aircraft on the denser routes which would be affected by the Tunnel can be expected to be larger than the average of all routes, so that the Progress at Roissy A "Flight" report from Paris on the city's new third airport at Roissy, due to open next March P REPARATIONS ARE UNDER WAY by UTA to move by March its entire operation, including maintenance, from Le Bourget to the third Paris airport at Roissy-en-France, 15 miles north-east of Paris. Other airlines which are also likely to start to use the airport from this opening date include TWA, Pan Am, JAL, Air Canada and, of course, Air France. Air France will quickly switch all its long-distance inter national traffic plus many of its European and internal services to Roissy from Orly. Some 40 per cent of British Airways European Division traffic passing through Paris will also go via Roissy by the end of next year. British Caledonian is among the carriers fighting to get into the airport, because of the advantages to passengers connecting with long-range flights for which Roissy will become the almost exclusive French terminal. Which airlines go to Roissy is a matter for the Paris Airports Authority. Le Bourget, Orly and Roissy will co exist until 1978 when Le Bourget closes to other than perhaps Stol traffic because of its proximity to the new airport. Roissy at present has a single island-site circular Below right, the Roissy terminal. Below, the general layout of the airport, which at present has only one runway. The second terminal is now apparently to be built to the north of the originally planned location shown here FLIGHT International, 27 September 1973 reduction in the numbers of air-transport movements would be correspondingly reduced. On the other hand, some routes might disappear completely in face of Tunnel competition. The net effect is that it might be expected that, in the absence of a Tunnel, our 1985 figures for demand in terms of air-transport movements could be expected to show themselves around 1983. It should be noted, however, that in time air traffic will grow and come to justify minimum desirable frequencies on all routes, including even the thinner routes which are most affected by Tunnel competition. Then the tendency would be that the full effects of the absence or presence of a Tunnel.. .would show themselves. This means that the rate of growth of air-transport movements would be significantly faster in the 1980s than on the central esti mates if there were no Tunnel and significantly slower if there were a Mark II Tunnel. One might expect practically all of these long-run effects to have shown themselves by the end of the 1980s, if . . . [the Tunnel is] opened by 1980." EFFECTS OF TUNNEL ON LONDON-AREA MOVEMENTS No Channel Tunnel Mark 1 Tunnel (1,000 movements) 1980 Total London area 506 488 1985 Total London area 554 534 terminal with seven satellite terminals spaced around it and connected to it by underground tunnels with moving walkways. Satellite one and the corresponding segment of the main-terminal arrival and departure concourses will be rented by UTA, Air France and British Airways; satel lite No 2 by TWA and JAL; No 3 by Pan Am and Air Canada; and satellites four, five, six and seven by Air France and Air Inter. There are positions for 37 aircraft and terminal capacity is 10 million passengers a year (7 million in the first year). At present there is just one east-west runway, but even tually four major ones will be built in widely separated parallel pairs astride the terminal area, plus a general- aviation strip. Ultimate capacity is 70 million passengers a year. In terms of total passenger numbers to be handled, the estimated requirements for the London and Paris areas are not dissimilar up to 1985: London 1972, 27 million; 1980, 49 million; 1985, 79 million (CAA central forecast). Paris 1975, 23 million; 1978, 33 million; 1985, 75 million. The Orly limit is 20 million passengers and Le Bourget 3 million, so as Le Bourget closes in 1978 the second Roissy terminal will start to be needed. The Paris Airports Authority is already committed to building it and it will not be circular. Originally a series of circular terminals were planned. It appears that the next terminal may be on the northern edge of the airport and not still at the original site marked on the accompanying drawing. Yet more terminals will
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