Internationale benchmark capaciteit luchthavens - Kennisinstituut ...

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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure S.1 Number of aircraft movements by airport in 2007 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure S.2 Number of domestic, transit and international passengers by airport in 2007. (Transit passengers have a layover at the airport in question, but do not change planes. At most airports, these passengers account for less than 0.5 percent of the total.) 21
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure S.3 Cargo volume by airport in 2007 Annual capacity The competitiveness of a given airport in the future depends on the initial situation, i.e. the current volume, as well as on the degree to which the airline network development can be facilitated by means of free capacity. Important indicators for this are the total number of available slots and the difference with the number of slots already in use (i.e. residual capacity). Table S.2 ranks the airports according to these indicators. Airports that still have a lot of room to expand will find it easier to remain competitive than airports with little or no room for growth. The impact on relative competitiveness will depend on local market conditions, the strategies of the airlines, airports and governments and the degree to which airport networks complement each other. Just because an airport has the resources to expand considerably does not necessarily mean it will become a major competitor. Based on the figures shown above and below, the following conclusions can be drawn about Schiphol: Schiphol was Europe’s fifth largest airport in terms of aircraft movements (436,000) in 2007. In 2007, Schiphol was tenth as regards the number of available slots (450,000). Based on the current system, Schiphol’s ability to expand is comparatively limited. Schiphol ranks 22 nd amongst the airports with the most residual capacity. Implementation of the ‘Alders recommendations’ (Aldersadvies, a report compiled by a committee chaired by Hans Alders) in the medium term will allow Schiphol to increase its capacity to 510,000 aircraft movements by 2020. This will also change Schiphol’s ranking in respect of both indicators. If the capacity of the other airports remains 22 Internationale benchmark capaciteit luchthavens
Page 1 and 2: Internationale benchmark capaciteit
Page 3 and 4: Meer weten over mobiliteit. Het Ken
Page 5 and 6: Bijlage D Het geluidsnormenstelsel
Page 7 and 8: Desalniettemin is het realistisch o
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Page 11 and 12: Frankfurt is de tweede luchthaven v
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Page 15 and 16: Heathrow en Frankfurt, flink wat ru
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Page 19 and 20: In alle landen is de relatie van de
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Page 29 and 30: the Dutch government are pursuing a
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Page 35 and 36: netwerkmaatschappijen, zoals KLM, d
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Page 58 and 59: 2.7 Overzicht knooppuntontwikkeling
Page 60 and 61: Köln/Bonn - Zesde luchthaven van D
Page 62 and 63: - Huidige terminalcapaciteit: 50 mi
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Luchthaven Algemeen beleid Stansted
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1995 werd vastgelegd dat de vijfde
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egionale luchthavens Lelystad en Ei
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een van de alternatieven is. Hoewel
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Binnen het systeem zijn mogelijkhed
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dat tot nog toe circa 17,6 miljoen
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vliegveld was. Orly ontwikkelde zic
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Procedure De verantwoordelijkheid v
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vliegbewegingen per jaar en het is
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echter bij de deelstaten. In de ‘
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daarom in met een voorstel van het
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urgerluchthaven. Halverwege de jare
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Omwonenden Net als in de andere lan
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elangrijke draaischijf in het inter
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moet beperken. Deze maatregelen zij
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Eurocontrol (2008a). Long-term fore
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SEO Economisch Onderzoek (2009). Im
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Bijlage A Onderbouwing keuze luchth
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20 Charleroi* A 21 Düsseldorf* A 2
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Bijlage D Het geluidsnormenstelsel
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Bijlage E Luchthavensystemen . . .
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Bijlage F Weging operationele beper
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