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Hubs
Last updated June 2020. The drastic breakdown in passenger traffic during the coronavirus crisis in 2020 hit all the airports and expansion projects, not yet included in this chapter. In the past, pompous railway stations and port terminals were the meeting-points, symbols of travel and progress. Then airports have taken over that part, when jets changed flying to a common means of transport. “Modern airports are not just landing strips, but true microcosms that reflect and influence the character of their respective cities”, has said Yannis Paraschis, CEO of Athens International Airport.  New York JFK and Aer Lingus B.747-100 in 1987 (WS) Mega carriers with their “hub-and-spokes” network have replaced the “round-the-world routes” of the past and concentrated on mega hubs. The ICAO statistics “show that more than three quarters of the world’s international travelers fly between only 25 of the world’s major airports” (R.E.G. Davies: Airlines of the Jet Age). Inefficient route sectors were closed down and passengers had to change plane on the hubs. The ‘Super Jumbo’ Airbus A380 was built for the classic mega hubs’ traffic and it was assumed that its services would be confined to the 60 most important hubs mainly in North America, Europe, Mideast and the Asia/ Pacific region. The importance of a hub is not only shown by its annual passenger numbers, but by its share in long-haul traffic, mostly international. London Heathrow, New York JFK, Tokyo Narita, Hong Kong, Shanghai Pudong and mainly Dubai have become examples. But disappointing sale figures of the A380 and the B.747-8 dampened the “hub-and-spokes” optimism. And traffic fragmentation away from the top-ten airlines, registered during half a century, called the hub-and-spokes creed into question.
North America With the hub-and-spokes system, Atlanta Hartsfield-Jackson (ATL) had become the busiest airport for decades, but then it was rivaled by Beijing. Atlanta’s airport, first known as Candler Field, had been built in 1925. A new terminal was opened in 1961. In 2000 Atlanta was leading with 80 million passengers, followed by Chicago O’Hare (ORD) and Los Angeles International (LAX). At Atlanta with its 5 parallel runways, steadily new concourses were built, the latest project being the South Terminal Complex, rising the capacity of this Atlanta International Airport to more than 100 million passengers annually. In Chicago the old airport has needed a relief. In 1955 the airfield O’Hare had been opened for public traffic (according to Brigitte Rothfischer: Flughaefen der Welt) and in 1959 construction of the new terminal complex began (according to Roy Allen: Great Airports of the World), helping Chicago to become a global leader. After the USA had recovered from an economic slowdown, Chicago O’Hare re-entered traditional rank 2. Its initial system of non-parallel runways was replaced by more efficient and safe parallel runways, ready or under construction in the first decade of the 21st century. The New York International Airport, planned in 1942, was opened in 1948, built on the Idlewild Golf Concourse. After the assassination of John F. Kennedy, it was renamed in honor of the President. Towards the end of the 20th century, New York JFK had dropped back to rank 20, lacking Pan Am and TWA for its mega hub function. During the first decade of the 21st century, JFK with 8 terminals advanced, but the crossing third runway remained a danger. Newark Liberty International (EWR), opened in 1928, was temporarily among the top 30. Already at the turn of the century, New York JFK, Newark and the traditional LaGuardia together had 92.2 million passengers, what meant New York’s second ranking behind London at that time. Los Angeles has appointed in 1928 the little Mines Field to become its municipal airport. As the main hub for trans-Pacific traffic, Los Angeles International with its 4 runways in pairs has left San Francisco far behind. In 2013 the new Tom Bradley International Terminal was opened and in 2015 LAX registered 75 million passengers. Dallas-Fort Worth (DFW) has been opened in 1974 for American Airlines as the lead carrier, but fast-growing Southwest Airlines started from the old Love Field. Only 10% of DFW flights were international (according to Flughaefen der Welt). Also the Denver International Airport of 1995 had still free space. For amalgamated United Continental, Houston George Bush Intercontinental of 1969 was chosen as a main hub. In Canada, Toronto (YYZ) of 1937 is the most important hub, steadily extended, but it was surpassed by roughly a dozen US airports. In 2000 Mexico City occupied rank 44. The initial Balbueno military base was replaced by a civilian airport in 1928. After 1970 the crossing runways had to make room for two parallel runways. A new airport project was cancelled in 2002, but in 2014 (according to Wikipedia) building a new airport east of Ecatepec was announced. In Nov 2018 however, the government shocked investors “by confirming plans to scrap a partially built $13bn airport…” (so reported by Financial Times). President Obrador confirmed to improve Toluca and the Santa Lucia military base.
United Kingdom Considering the big cities, London with Heathrow and Gatwick was in 2000 the leader with 96.7 million passengers, even without including Stansted of 1930 and Luton. With an annual average of c.65 million passengers during the first decade of the 21st century, London Heathrow (LHR), opened in 1946, made forget the old Croydon airport of the pioneers’ decades. The temporary advance of Heathrow to rank 2 global shows that London was still the center of the Commonwealth. British Midland reportedly had been chosen to become a Star Alliance member on account of its precious Heathrow slots. A treasure for Olympic Airways had been the Heathrow slots, too. Terminal 4 was opened in 1986 and Terminal 5 in 2008. A terminal 6 in the north became envisioned. With five terminals, but only 2 operational runways, Heathrow urgently has needed additional runways on safety reasons, opposed by some international group. “The UK’s new coalition government has shown its intentions not to allow any additional runways to be built at London’s three main airports”, reported ‘Airports of the World’ in July 2010, continuing: “Government policy now favours new high speed rail links between London and several English cities, (being) of limited benefit since the vast majority of Heathrow’s traffic is long-haul.” That’s the explanation why LHR could handle a traffic of 75 million passengers e.g. in 2015 mainly with “heavy” or “super heavy” (H or J category) planes. London Gatwick, founded in 1930, was confined to one usable runway. A London City Airport for premium class flights could not be a relief. Southend was adapted for the London Olympics in 2012. After a completely new hub in the Thames Estuary was rejected by the parliament, enlarging Heathrow became envisioned (by Flight Intl, May 2013) and in 2016 the government decided for building the third runway. Opposition continued…
Continental Europe Paris Charles de Gaulle (CDG), built near Roissy as Paris Nord and opened in 1971, took over the international hub function from Orly (ORY), which was created after WWI like Le Bourget. The latter became a museum, while Orly continued to serve as the second airport, during the coronavirus crisis in 2020 temporarily closed. With 4 parallel runways for a restricted simultaneous use, CDG was conceived for up to 90 million passengers per annum. However, the runways are positioned in closely-spaced pairs. Amsterdam Schiphol (AMS) opened passenger service to London in 1920 and it became important in international traffic. Opening an additional Amsterdam Lelystad in 2020 was planned, disputed. Frankfurt Rhein-Main (FRA), its roots going back to the age of the Zeppelin, dropped back behind Paris CDG. The 2 parallel runways and a crossing 3rd one for takeoff (its construction had been combated by anarchist initiatives) cannot be used simultaneously. Terminal 2 had been erected adjacent to Terminal 1, linked by a people-mover train. Then a 4th runway for short-to-medium haul flights was built. Together with Terminal 3 on the southern side, concluded in 2014, it was to raise the capacity to 88 million passengers, but political struggles and noise rules proved a disadvantage for German traffic.
The limit in capacity was one reason for Lufthansa to choose Munich (MUC) as its second hub. Building that airport close to the traditional city of Freising had been pushed through by the conservative Bavarian minister president Franz Josef Strauss against a pessimistic opposition. In 1992 it replaced Riem, which had been opened in 1939 as the successor of Oberwiesenfeld, where now the nice Olympia-Park is situated. After Lufthansa’s decision for Munich, Terminal 2 was erected, used by Star Alliance cooperators. With a satellite Terminal 3, connected by a subterranean people-mover, opened in 2016, and with a full-length 3rd runway, all for simultaneous use, Munich would be capable of operating more long-distance flights than Frankfurt. And it would be suitable, last not least by geography, to relocate more South America and Africa flights to Munich. The 3rd runway however was delayed after c.28% of the electorate (for some media being the “majority”) had voted against it. In the meantime the airport built a satellite to Terminal 2 and a new concourse at Terminal 1. In 2014 the parliament of Bavaria had decided for the 3rd runway, but political joking continued. Nevertheless in 2018 the passenger numbers had risen beyond 46 million. CEO Dr. Michael Kerkloh and successor Jost Lammers pointed out the demand for the third runway. The German reunited capital Berlin, lacking behind in air traffic, had to rely on noisy midtown-situated Berlin-Tegel (TXL), where a runway was opened in 1948 and a new terminal in 1974. It has replaced traditional Tempelhof, closed in 2008. Schoenefeld was opened in 1947 in East Berlin for the Soviets. After the end of their “DDR” in 1990, both (with only 15 resp. 7 million pax around 2010) were to be replaced by Berlin-Brandenburg (BER), initially to be named after “Western” chancellor Willy Brandt, using a Schoenefeld runway and a new southern runway for simultaneous operation. In 1996 the government concluded it. Construction work with a midfield terminal started in 2008, costs were estimated at 2.5 billion euro and the opening ceremony was prepared for 2012. However, it became delayed with steadily new arguments. The new boss Hartmut Mehdorn (renowned for rationalizing German railways) said: “The airport is a political building-site” (Spiegel, Sept01, 2014), and he threw away his job. BER had cost the taxpayer already 5.34 billion euro (according to SZ, June03, 2017) and still more. The local OVG court has condemned the airport company to pay 730 million euro to house-owners for noise-protecting measures. Initiatives emerged for maintaining noisy TXL for ever and more than 200,000 citizens voted for TXL, opposed by the local senate. The plan for using the former Tegel airport area for a futuristic new city quarter was prepared. On 31 October 2020 BER was opened, also a Willy Brandt label appeared and Tegel had its last regular flight on 8 November. And Brandenburg advanced with Elon Musk’s Tesla factory.
Madrid Barajas (MAD), opened in 1931, temporarily has leapt forward from rank 21 global within the first decade of the new century, its success being based mainly on its hub function for Latin American traffic. With its new terminals T4 and T4S, opened in 2006, and with its new system of 4 runways (not for simultaneous use) it is conceived for a future traffic growth. At Lisbon, the plan of competing by building a new airport outside the town was stopped, but adapting the military base Montijo as a secondary airport was announced for 2019. The roots of Barcelona El Prat are going back to 1916. In 2006 it got a full-length new runway parallel to the old one, in addition to a crossing one. Rome Leonardo da Vinci (FCO), completed in 1961 at Fiumicino close to the Mediterranean Sea, lost after the first decade of the 21st century its position among the top 30. The old hub of Ciampino survived as a secondary airport. Milan is the center of economy, but Milano Malpensa, modernized in 1948, was not granted the position to be the main hub of Italy. In Zurich the new airport at Kloten was opened in 1948 as successor of the military base Dubendorf. The airport of Vienna Schwechat was founded in 1938 (according to Brigitte Rothfischer). With end of WWII the city was occupied by the rivaling superpowers and the USAF used the base Langenlebarn. After the Soviets had left in 1955, Vienna airport Schwechat profited from Austria’s neutrality. A third runway was to be opened in 2014, causing disputes between courts. Russia Among the Moscow hubs, Vnukovo is the airport which dates from pre-war time. In the 50s the new Sheremetyevo has taken over international services. Then Domodedovo was opened in 1963. It had the honor of being the airport of departure for the short-lived regular Tu-144 supersonic flights. Though having become the leader, Domodedovo (DME) was placed (e.g. in 2013) only on rank 50 global. Sheremetyevo (SVO) has come under criticism and Transaero, Lufthansa, JAL and American Airlines have changed to Domodedovo. Then a new terminal at Sheremetyevo was completed in 2010 and the state as its owner added a 3rd runway in 2019. Aeroflot had targeted to get Sheremetyevo exclusively for its partners and stayed at Sheremetyevo. Moscow Vnukovo became state-owned, too, and Putin has proposed to relocate low-cost and charter flights to Zhukovsky, to be handed over by the air force. Unlucky Transaero had transferred more and more flights from Domodedovo to Vnukovo. Arkady Rotenberg, an old friend of the president, was described (by Financial Times) part-owning Domodedovo, while Oleg Deripaska and Viktor Vekselberg owned others. In consideration of Russia’s size, Moscow airports could develop further.
Turkey The Ataturk International airport of Istanbul was opened in 1953 close to a military site, where already in 1925 passenger flights have started. Upgraded, it has achieved rank 20 global in 2012. Temporarily overcrowded, replacement by a new airport north of Istanbul was conceived, for 150 million passengers per annum rather optimistically, to be named Recep Tayyip Erdogan. Despite the slowdown it was built with 3 runways for 90 million passengers, its name not yet being defined, to be opened in 2019, officially on Oct29, 2018. Initially, no additional name was added and it was assumed that later the name of president Erdogan would become obligatory. A secondary Sabiha Gokcen east of the Bosporus served mainly charter and low-cost traffic. Middle East Dubai International Airport (DXB), opened in 1963, is the base of Emirates and the hub for long-distance flights. Between 1999 and 2002 it achieved the highest growth rate global. During three years, its passenger traffic rose from 10.7 to 16 million. Towards 2010, Dubai’s annual passenger numbers culminated further to more than 40 million. The rise of Dubai is a work of the ruling family Al-Maktoum, using the yield from oil export. As DXB has only 2 runways, positioned close together, a new airport Al Maktoum International or Dubai World International (DWC) for up to 190 million passengers per annum at an estimated cost of $33 billion was optimistically conceived. In July 2010 an Emirates cargo B.777F was the first commercial plane to land there. In the same year however, the media informed about the debt burden of the state-owned holding Dubai World and a stop or a postponement of the project was rumored. In 2013 Wizz Air started passenger flights from Budapest to DWC. Flight International (Sep 2014) stated that the first phase of DWC is to be expected within eight years, optimistically envisioned for 130 million passengers per annum, and a second phase with 5 parallel runways for simultaneous use and 2 terminals by the mid 2020s, rather daring. In 2019 the project was interrupted. Compared to these extreme ambitions of Dubai, the announcement of raising the capacity of Etihad base Abu Dhabi by 27 million passengers until 2016 has appeared modestly realistic. In the meantime, Doha in Qatar had participated in the growing long-distance traffic and in 2013 the new Hamad International Airport of Doha with 2 runways was opened, managed by Qatar Airways. Also for other airports, e.g. Muscat as a hub for Asia flights, new plans were realized. A contrast to Dubai International was during decades the airport Imam Khomeini International of Tehran. Planned still under the Shah, the modern terminal for up to 47 million passengers per annum was described as “a spaceship in the desert”. However - “only about a dozen planes daily are arriving or departing at the new airport” had reported Der Spiegel in 2006. But in the case of a change of politics, a hub function for Asia flights became envisioned after 2015. A different matter is the pilgrims’ traffic, the task of Jeddah in Saudi Arabia. For all the uncertainties in the Middle East compare the chapter The Flight/Conflicts.
Japan The country had become a forerunner in economy, but between 1972 and 1978 anarchists prevented opening the Tokyo Narita (NRT) international airport, causing $50 million losses. At the turn of the century, traditional Tokyo Haneda (HND) of 1931 has been the leader in the Asia/ Pacific region. Haneda and Narita together handled 83.3 million passengers in the year 2000, ahead of Paris CDG and Orly with 73.6 million. In 2010 a MoU was signed for opening Haneda to airlines from the USA, and the hub under the label Tokyo International Airport occupied number 4 global. In the same year a 4th runway and a third terminal were opened. The daring idea of a third Tokyo airport was reported (e.g. by Flughaefen der Welt), however 150km distant. More realistic appeared the idea to establish a third parallel runway at Narita and to lengthen all the runways to 3.5km.  Tokyo Haneda, Japan Airlines, DC-10, 2005 (WS) China Most convincing is the rise of state-owned Beijing Capital International Airport (PEK) from an average airport during communist time to number 2 global in 2010. The old building of 1958 was replaced in 1980 by Terminal 1, joined in 1999 by Terminal 2 and in 2008 by the mega Terminal 3. So the hub’s capacity was doubled for the Olympics 2008. The 3 runways are in a parallel position with space for a 4th one. “But the big action may be in China, where Beijing opens a second airport in September”, reported Flight Intl (Jan01, 2019), continuing: “State-owned airlines China Eastern and China Southern will anchor Daxing International (…), which is around 67km from the current airport and 46km from the city center (and) will have the capacity to handle 72 million passengers by 2025 and, eventually, 100 million.” This Beijing Daxing International Airport (PKX) was opened in 2019, built within only 4 years, and to its 4 runways can be added more ones. Hong Kong Chek Lap Kok (HKG), better known as Hong Kong International Airport, has become China’s ‘number two’. In 1998 it has replaced the old Kai Tak of 1929, which in 1958 had got a runway extended in the Kowloon Bay, extremely dangerous with a difficult approach, nevertheless attaining 30 million passengers per annum. Building HKG had been started still under British rule, which ended in 1997. The Midfield Concourse was to increase the capacity to 61 million passengers. Guangzhou Bayun (CAN) arose as the main competitor, opened in 2004 with 2 parallel runways for simultaneous use, then a third, and with space for more. The regional system comprises Shantou, Zhanjiang and Meixian. Competitors for Hong Kong are also Shenzhen Baoan, opened in 1991, and Macau. Shanghai Pudong (PVG) of 1999, known for its commercially important international flights, showed in 2010 the top growth rate of almost 30%, rivaling in passenger numbers with Guangzhou and Hong Kong, necessitating a 4th and a 5th runway. Nevertheless also the renovated Shanghai Hongqiao of 1921 placed itself among the top 50, showing Shanghai’s success as a global trading center.
East Asia In South Korea, Seoul Incheon International Airport (ICN), 70km distant from the capital Seoul, was opened in 2001, degrading traditional Gimpo International (GMP) to a secondary airport. Though in 2010 it ranked among the top 20 only in international flights, an extension with 4 runways and two terminals for 62 million passengers per annum envisioned to place it among the top-ten global. Bangkok Suvarnabhumi (BKK) is a great success, built under president Thaksin. It was completed in 2006, in the same year when the president was ousted. It surpassed the 50 million passengers per annum and a 3rd runway is to raise capacity. Additionally, the old Bangkok Don Muang is necessary as a secondary airport. Bangkok has been surpassed by Singapore Changi (SIN), which contributes almost 10% to the state’s gross domestic product. It had been opened in 1981, regarding the insufficiency of Paya Lebar, which in 1965 had replaced Kallang. The new Terminal 3 was followed by a Terminal 4, and a capacity of 100 million passengers became envisioned. Nevertheless a revival of Seletar was announced in 2014. Kuala Lumpur has got in 1965 a new Subang and in 1998 the new Kuala Lumpur International Airport. To its 2 parallel runways was added a 3rd one, and for the 2020s 120 million passengers had became envisioned. In Vietnam after the country’s recovery, international traffic developed in former Saigon, renamed Ho Chi Minh. Additionally to its Tan-Son-Nhat airport, the new Long Than International Airport was announced for 2025, intended optimistically for a final capacity of 100 million passengers per annum.
Pacific Rim In 2010 the second-highest growth rate global with more than 20% achieved the Soekarno Hatta International Airport (CGK) of Jakarta, demonstrating Indonesia’s importance. In 1984 it has replaced the old Kemayoran, nevertheless a new airport became studied. In Taipeh the new hub, now Taiwan Taoyuan International Airport (TPE) with 2 runways for simultaneous use, was opened in 1979. It advanced to join the top 50, ahead of the old Songshan Airport (TSA), dangerously placed within the city. Overcrowded Manila Ninoy Aquino (MNL), its history going back to 1937, needed a Terminal 3, delayed, but completed. The former Clark Air Base is a secondary airport. Generally, airports in the Asia/ Pacific region leapt ahead also in cargo business (not dealt with here), while in Europe many hubs are hampered by a night flight ban. India and Neighbors Within the first decade of the 21st century, no airport of India was placed among the top 30, but with the advance in economy, airports leapt forward, e.g. Delhi to rank 21 in 2016. Delhi and Mumbai had run out of slots, and it was prime minister Manmohan Singh who pushed through an extension. Indira Gandhi Delhi International (DEL) with 2 parallel runways got a 3rd, for simultaneous use. In 1962 Palam Airport had taken over the traffic from Safdarjung of 1930 and in 1986 Palam had got the name of Indira Gandhi. With a 4th parallel runway and new terminals, a future capacity of 100 million passengers per annum has become a target. Mumbai Chhatrapati Shivaji (BOM) has been built in 1981, but with 2 crossing runways and nearby townships it has become handicapped. In 2012 Flight Intl (March06) reported: “A lack of capacity in the country’s economic heart – Mumbai – restricts connectivity, while development of the new Navi Mumbai airport seems to incur a fresh roadblock at every stage of its development.” Nevertheless in 2018 work on Navi airport has started. Already there were plans to build or rebuild c.30 airports in India, including new international hubs at Hyderabad and at Bangalore, the country’s fast-growing information technology center. Bangladesh started to build a new airport, situated 100 km north of its capital Dhaka.
Southern Hemisphere During the first decade of the 21st century, Sydney Kingsford-Smith International (SYD) has advanced temporarily to rank 28 global. Its predecessor Mascot Aerodrome had the first regular flights in 1924. No other airport in the southern hemisphere was yet among the top 30. Nevertheless air traffic, mainly in Brazil, developed. Sao Paolo Guarulhos (GRU) temporarily had leapt to rank 33, but in 2016 it was no longer among the top 50. Opened in 1985, it has taken over international traffic from Viracopos-Campinas. Midtown-situated Congonhas could keep domestic traffic. As Guarulhos is limited to 2 runways, a new Viracopos airport project became a target for handling 60 million passengers. Sao Paolo is ahead of Rio de Janeiro International, which had been built in 1941 at Galeao air force base in addition to traditional Santos Dumont. Buenos Aires and others lacked behind. The new Buenos Aires Ezeiza was not connected by a suitable mass transport system and even some international flights were relocated to the old Aeroparque. A step forward made Santiago de Chile with a new international pier, announced for 2019-20. In South Africa the new airport Durban King Shaha was opened in 2010 right in time for the football world championship. The most important hub however is Johannesburg (JHB), opened in 1953, serving also the capital Pretoria, but in the first decade of the 21st century it had not joined the top 50. Lagos, the commercial center of Nigeria, has got a new international terminal in 1979 and a new national one in 2007.
Lead Carriers + Fragmentation The prosperity of a hub generally depends on its leading airline. In 2000, among the top 10 airports half a dozen were dependent on a lead carrier with a share of frequencies higher than 50%. In the 20th century, Dallas-Fort Worth was listed as an extreme ensemble with Airlines plus American Eagle. Atlanta has become another example, dependent on Delta Air Lines with a 74% traffic share. Guangzhou Baiyun prospered with China Southern, and Shanghai Pudong with China Eastern Airlines. Frankfurt with a Lufthansa share of 60% and Paris CDG with an Air France traffic share of 54% in the year 2000 had been other examples And Moscow Sheremetyevo was reported (in 2015) being dependent by 95% on Aeroflot. In the Asia-Pacific region, Tokyo Haneda had a share of frequencies by ANA with 40%, and Tokyo Narita had been a traditional international hub with Japan Airlines as the main carrier. Dubai, temporarily the fastest growing hub in passenger traffic, achieved that assessment by Emirates’ “one-stop flights”. With opening non-stop South America flights in 2007, Emirates “became the first carrier to serve six continents non-stop from a single hub” (Flight Intl). In Australia, Sydney traditionally depended on Qantas. The long-term leader in Latin America, Mexico City, was dominated by Aeromexico and Mexicana with a combined share of 61%. Dependence on one leading carrier means always a danger. With the collapse of Sabena, Brussels lost 27% of its passengers and with the end of original Swissair, Zurich had lost 15% or more. After the slowdown, caused by 9/11, the Boston Consulting Group BCG had criticized the planned investment of $200 billion in airports global until 2010, seeing it justified only for nine mega hubs among the 200 big airports. However, among insiders the BCG study was controversial from the beginning. Boeing with the ‘Dreamliner’ relied on traffic fragmentation and Airbus joined that view with the A350. High landing fees, which at Tokyo Narita reportedly have attained up to $10,000, are another argument against some traditional mega hubs. Certain hubs are criticized by the media, being overcrowded and sometimes unreliable. Finally, with an exaggerated hub-and-spoke system many passengers have to fly longer circuitous routes. A liberated market that allows flying from A to B without an intermediate stop in the airline’s home country C is good for the environment. The predicted air traffic growth in India and China could not be confined to the classic standard carriers and their hub-and-spoke system. During the first three years of the 21st century, 40 new terminal buildings came into operation in China and 50 new airports were announced for the next years. Low-cost carriers “discovered” cheaper airports, such as Stansted and Luton for London, Charleroi for Brussels, Beauvais or even Vatry for Paris, Skavsta for Stockholm, Cologne for Dusseldorf, Nurnberg and Memmingen for Munich, Gerona and Reus for Barcelona, Bergamo for Milan, Pardubice for Prague, Modlin for Warsaw, Sabiha Gokcen for Istanbul, Johor Bahru for Singapore, Toluca for Mexico City, Carlsbad as “San Diego North” and some places never heard before. Who knew a few years ago, that “Frankfurt” Hahn is closer to Luxembourg than to Frankfurt? After Ryanair had announced flights to “Airport Dusseldorf prefecture Weeze”, in reality a place near the Dutch border, the court imposed a fine of half a million euro (SZ, April19, 2005). The former Soviet military base Cochstedt near Magdeburg, 180km distant from Berlin, was in 2010 renamed “Magdeburg-Berlin International”, but that name was forbidden by lawsuit. The press criticized subsidized provincial airports also for payments to airlines. When Ryanair shocked media in late 2016 by entering Frankfurt, it could signal a movement of low-cost carriers to standard hubs. Tourism necessitates suitable airports. Among the big airports, Las Vegas, Miami, Orlando and Honolulu, in the year 2000 occupying ranks 12, 19, 24 and 39, can be considered of special importance for tourism. But Honolulu with its 22.7 million passengers in 2000 was rivaled by Palma de Mallorca with around 20 million. Palma has got a completely new terminal, built almost exclusively for tourist traffic. Many other airports, from Puerto Vallarta to Bali, have grown with tourism. Antalya has approached 30 million passengers, but in 2016 it suffered under the Turkish setback. Macau, for long time empty, wanted to become a hub for tourists entering China. At least, Macau tried to copy the gamblers’ paradise Las Vegas. Airport Companies During decades, airports had been financed as public institutions, but more and more they developed into public enterprises, which can be hit by strikes. Nevertheless also tradition was remarkable, e.g. in the case of the New York hubs, controlled by the Port Authority of New York and New Jersey. This traditional institution was after WWII extended to include also airports, generating fee. In the UK, Margaret Thatcher has changed tradition. The biggest airport company had become BAA Ltd, founded in 1986, with the hubs in London, airports in Scotland, the Budapest airport and sharing airports in Italy, Australia and in the USA. About the Spanish owner Ferrovial, Wikipedia reported that they had in 2005 purchased Swissport International, in 2006 BAA, and in 2007 they sold the stake in Sydney. About Ferrovial, the International Herald Tribune (March11, 2008) informed: “Autogrill paid Ferrovial 715 million pound for World Duty Free funds which should help the Spanish company towards refinancing of 9 to 10 billion pounds in debt burden related to its purchase of BAA in 2006”. Autogrill, controlled by Italy’s Benetton family, had in 2008 become the top airport retailer with a global reach from Canada to India. In France, president Macron’s rationalization politics envisioned for 2019 full privatization of the Paris ADP airport group. Non-aviation has become a business, contributing e.g. for Munich’s FMG 50% of turnover (SZ, April12, 2018). Rank two in Europe was achieved by Fraport AG. “The local GMR and Germany’s Fraport last month won a $1.3 billion contract to modernize and run New Delhi airport, while GVK and Airports Company South Africa were awarded a $1.2 billion contract for Mumbai airport”, has informed the Financial Times in 2006 (Feb13), continuing: “Aircraft circled interminably as Communist-dominated unions went on strike in their latest attempt to scupper the privatization of India’s decrepit airport network”. And other initiatives emerged. Among the Moscow airports, Sheremetyevo is state-owned by tradition. Vnukovo was majority-owned by the city of Moscow. After Moscow’s mayor and ruler Lushkov retreated in 2010, the airport was taken over by the Russian state. Domodedovo has got under private control by East Line Group. Building a 3rd runway was prevented by the state in favor of Sheremetyevo. In February 2016 the Domodedovo boss was arrested. A context with privatization also of the other two hubs was reported by LJ (March 2016), assuming that “the Kremlin therefore possibly has appointed a new oligarch …” In that year the former military base Zhukovsky has got the Ramenskoye terminal. In 2020 it was reported that Aeroflot relocated more international flights to Terminal C of Sheremetyevo. Describing all the big airport companies and updating their data would go beyond this survey. A modern example in Europe is Athens El. Venizelos, built by German contractors Hochtief and opened in 2001. Otherwise Athens would have to stay with its insufficient and dangerous old airport Ellinikon. Hochtief kept a 40% stake, sold in 2013. A problem for many airports was pointed out by Financial Times (Dec29, 2018), quoting chief executive Alderslade of Airlines UK, who stated that airports were “skimming off millions in dividends”, while “airlines – many of whom are operating in the red – expect airports to keep landing charges down.” Names Sometimes airports were named after historic personalities. John F. Kennedy of New York is surely the best known example, followed by Charles de Gaulle of Paris. A proposal of 1996 to name LHR “Churchill Airport” did not come true (reported by LJ). Konrad Adenauer (for Cologne/ Bonn) and Willy Brandt (first chosen for the new Berlin airport) are the names of the two German chancellors who brought about reconciliation with the neighboring countries. Leonardo da Vinci of Rome reminds of the genius who envisioned flying five hundred years ago. The Chiang Kai-shek International Airport of Taipei had to be rebranded Taiwan Taoyuan, when the relations with China were improved. Manila’s hub was renamed Ninoy Aquino in 1987, after the politician Benigno ‘Ninoy’ Aquino had been murdered on the airport. Lagos Murtella Mohammed International got this name of a popular president after he was murdered, too. When Greek politicians disputed about the name “Macedonia” of their neighboring country, it responded by naming its airport “Alexander the Great” – only temporarily. “Frederic Chopin” of Warsaw is a more peaceful name. “Don Quijote” was an airport in Spain, opened in 2008, closed in 2011. Formerly German Koenigsberg was named Kaliningrad by the Soviets. After the end of the Soviet Union, there were already proposals to get rid of this name of Stalin’s helper and to rename it Kantgrad. Indeed an aviation training center BFU was called ‘Immanuel Kant’ – the name of the honored philosopher who has lived in Koenigsberg. The worst name of an airport was reported by New York Times: In Guiana “the main airport was long named ‘Rochambeau’ after the father of a French general who used dogs to suppress a slave uprising in Haiti … In 2012, the airport was renamed after Felix Eboue, a descendant of enslaved people.” The author admires the name of ‘Louis Armstrong New Orleans International Airport’, for he still had heard Louis Armstrong live.  Rio de Janeiro, TAM approaches Santos Dumont, 2010 (Anton Soelch)
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