- Airport Location Problems for Warsaw Metropolis    196 kb by    Fiedorowicz, Kazimierz & Zagrzejewska Fiedorowicz, Magdalena & Fiedorowicz, Jacek | jkmfiedorowicz@wp.pl    Short Outline The paper presents the history of development and location of airports serving Warsaw, with particular respect to the choice of their localisation. Abstract Location of airports servicing Warsaw metropolis is considered on the background of 3 periods. The first period lasted from beginning of aviation till the World War II. The second period started after the WW II. The third period has started recently and is still continued in the form of searching for appropriate localisation for new Warsaw airport. Kazimierz Fiedorowicz, Magdalena Zagrzejewska-Fiedorowicz,Jacek Fiedorowicz E-mail: jkmfiedorowicz@wp.pl Częstochowa University of Technology, Poland 40th World Congress IsoCaRP, 18-22 September, 2004,Geneva, Switzerland Parallel Session No.1 PROBLEMS OF LOCATION OF AIRPORTS FOR WARSAW METROPOLIS Abstract The paper presents history of development and location of airports servicing Warsaw, with particular respect to choice of their localisation. The first localisation of the Warsaw airport was on Mokotowskie Fields, some 3 kilometres from the city centre. It was before the World War I. Location of airports servicing Warsaw metropolis can be considered on the background of 3 periods. The first period lasted from beginning of aviation till the World War II. The second period started after the WW II. The third period has started recently and is still continued in the form of searching for appropriate localisation for new Warsaw airport. In the first period Warsaw was serviced by several airports: at Mokotowskie Fields as well as at Gocław, Okęcie, Bielany and Bemowo. Their average distance from the city centre was 6 kilometres. The Okęcie Airport was the main one, located there in 1936. It still fulfils its function of the main airport for Warsaw and for the whole country, being extended a couple of times in meanwhile. Its maximum capacity is estimated at 10 million passengers yearly. It is located 8 kilometres from the city centre. The Okęcie Airport is the only one remaining of original 5 units. The rest were absorbed by city expansion and disappeared. It was described the post-war period as the second one in history of Warsaw airports. After the World War II some military airports were constructed around Warsaw. View the fact that Okęcie Airport was the only one to service civil communication, in 1972 a study for new airport localisation was elaborated. Within its framework eleven options for localisation were initially examined. Detailed analyses were carried out for 5 of them. They were as follows: Okęcie (extension of the existing airport), Wrona, Modlin, Mroków and Złotokłos. The study suggested enlargement of Okęcie Airport and this option was chosen. Additionally, area of Wrona localisation (45 kilometres north of Warsaw) was reserved, with a view of building there a new airport about the year 2000. Constructing stage has never been commenced due to much lower dynamics of civil air traffic growth than forecasted. At that time choice of localisation option was based on assessment of construction costs for each option and relevant cost of communication between the planned airport and the city centre, taking into account costs of time. The choice was based on minimum total unit costs per 1 passenger. 30-year period of airport’s operation was assumed. The average distance from the city centre for 4 analysed locations (except of Okęcie) was 33 kilometres. The third period of development of Warsaw airport concept is now (in 2004) under way. It is characterised by the search going on for new localisation of the second airport for Warsaw metropolis. This time seven following options were analysed: Babsk, Modlin, Mszczonów, Nowe Miasto n/Pilicą, Radom, Sochaczew and Wołomin. The airport’s surface is assumed to cover 1300 ha. Two parallel 4 km long runways are planned. Target capacity is planned at the level of 500,000 operations annually. Multi-criteria method of analysis was used. Actually, five criteria for choice of localisation were analysed: possibility for the new airport to be serviced by an external public transportation system, environmental considerations, meteorological conditions in the context of air traffic management, financing of the project, national defence requirements. Two equivalent proposals for localisation were indicated: Modlin (34 km north of the city centre) and Mszczonów (43 km south of the city centre). Final choice will be made basing upon two separate feasibility studies to be carried out for each of locations. The average distance from the city centre of the a/m 7 analysed locations is 55 km. To sum up, 15 various airport’s locations have been considered for the metropolitan area of Warsaw (in fact, total of 22 localisation concepts have been studied, including these analysed on preliminary stages). Three separate periods of analyses have occurred, at the interval of some 30 years. The average distance of airport’s locations to Warsaw city centre has risen: from initial 6 km to 33 km and 55 kilometres. This is an evidence of the fact that functions of civil aviation services are transferred from the metropolitan city to its surroundings. Keywords problems of location, airport, functions Case Study presented on the ISOCARP Congress 2004: Management of Urban Regions   Click to open the full paper as pdf document   Click to send an email to the author(s) of this paper