FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1989
1989 - 0087.PDF
*'*" The growth of regional airports in Germany ran in parallel with the spread of industrial regions, which needed convenient export facilities Federal Republic of Germany »Westerlan(1 airport/airfield map &&gt; r -^_^L '<o\ * ^ ^ <* \ Flensburg/i e •V~N-V . tr^f Kiel • c /"\__2=^. Lubeck of* & **" \ /v \ ^. • Hamburg \j i Hamburg f ^ * Fmkenwerder S I Lemwerder o J • Bremen —\ •Hannover I Braunschweig o jS • Munster/Osnabruck * r.j5 " BteWeki V S • Marl-Loemuhle \ \ DortmundB Amsberg f*J J • Essen-Mitfheim _,. _. BKasselr-^ f m • Dusseldort • Meschede •«»»£ *f Monchengladbach ^? s m Koln/Bonn *j ^\ o Siegerland f I Frankfurt* V. • Egelsbach ^V • Mannheim \ m Saarbrucken • Speyer y*" Karlsruhe |f^ • International airport <ADV member) 12 including Berlin O Airport or special use airport (ADV member) D Airport or special use airport (non ADV member) • Airfield or special use airfield (ADV member) A-jTegel 7 Berlin / C r* (West) ^J £ Tempelhof HofS • Bayreuth ^^ • Nomberg \ Oberpfaffenhofen a •MOnchen \ ) •Freiburg \ ^ 73^^—-v. • Friedrichshafen modern export facilities and closely located air transport forced the regional airports to upgrade their inadequate facilities. Throughout the 1970s German regional airports suffered under Government restraints common to most European coun tries. The Federal Government was reluctant to issue new traffic rights to these airports, and environmental concerns delayed the necessary approval for development. Consequently, the early 1980s saw only a small number of German regional airports equipped with operational and terminal facilities which could be classified as stan dard for regional scheduled services. These "standard" airports included Arnsberg, Kassel, Minister/Osnabriick, Lubeck, Paderborn / Lippstadt, and Siegerland. At this stage, German regional airports were prompted to expand because of the increasing growth of commuter and regional air traffic. Smaller, more economical aircraft were being utilised from regional airports for commuter routes, and the "big" airlines were looking at the regional operations to bridge the gaps to the major hubs. By the end of 1985, small airliners serving the regional airports flew 65 domestic and European routes, and by 1987 more than 2 million passengers were flying on scheduled commuter routes. Flights to and from regional airports averaged load factors of more than 50 per cent for the year. Schmidt says that regional airports have been investing considerable sums in installa tions to serve regional-scheduled flight oper ators. New terminals have been built in Bayreuth, Friedrichshafen, Kiel, Mbnchen- gladbach, and Dortmund. Existing facilities in Augsburg, Braunschweig, Essen /Miil- heim, Hof, Mannheim, and Westerland/Sylt were upgraded and modernised to cope with scheduled passenger flight handling. Air traffic control services including instrument landing systems are now installed at 11 airports in Germany. "The future development of Germany's regional airports is largely based on the assumption that the industrial and commer cial activities in the surrounding areas will continue to develop and generate demand," Schmidt says. He adds that, under this assumption, a 15 to 20 per cent increase in passenger numbers is expected on regional scheduled routes, and an appreciable increase in charter/ tourist and cargo traffic is also anticipated during the next 10 to 15 years. Plans for the future, according to Schmidt, include Egelsbach Airport taking over part of the GA traffic from Frankfurt Rhein/Main. Essen/Miilheim and Mbchengladbach are being discussed as satellite airports for Diisseldorf, and development plans have already been approved for Braunschweig, Essen, Karlsruhe, Monchengladbach, and Siegerland. Schmidt says it is expected that Germany's regional airports will play a major role in the development of an efficiently organised and managed European air transport system well into the next century. France prepares France is another European country gear ing its regional airports for an increase in traffic. The authority governing Lyon Satolas International Airport, France's fourth- ranking airport, has embarked on an exten sive development programme to meet the challenges of the EC's single market and the Winter Olympics, which are being held in the region in 1992. A second runway, new terminals, new aircraft parking areas, and a major activity services centre is planned to double Lyon Satolas' capacity to seven million passengers a year. Lyon Satolas is considered to be France's third airport after Paris Charles de Gaulle and Nice-Cote d'Azur in respect of aircraft movements, and second in terms of inter national traffic. Work at this regional airport is indicative of the ambitions of the regional airports at Versailles, Toulouse, Strasbourg, and a score of other centres. Located 25km from Lyon, in the heart of the Rhone Alpes area in central France, Lyon Satolas intends to play a major role in the development of the region. Like most of France's international airports, it is owned by the French Chamber of Commerce and Industry and, like most provincial and regional airports, it benefits from large tracts of land for expansion, and is free from any serious environmental problems, Satolas' present runway is already at satur ation point, with 37 movements an hour. The second runway, currently under construction, will increase movement capa bilities by at least 35 per cent to 50 move ments an hour. A third runway is planned for the year 2000. Nice-Cote d'Azur is the exception to the rule in France. Further development is limited because the area suffers from an unstable sea bed which makes expansion difficult. Despite this, a vital second terminal has been built to cope with growing national and international traffic. One major undertaking which will effect botri. French and UK air traffic is the Chan nel Tunnel development, and France's plans for high-speed trains linked to the European railway network. The Charles de Gaulle, Orly, and Le Bourget governing body, Aeroports de Paris FLIGHT INTERNATIONAL, 14 January 1989 29
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
