China's Beijing New International Airport (BNIA) selected NACO Netherlands Airport Consultants to design Beijing's second international airport (Airport-World, 07-Jul-2011). The company, a member of the DHV Group, was awarded the tender for the airport which will have an eventual capacity to handle up to 130 million passengers p/a with eight runways. BNIA, scheduled to open in 2017, is being constructed to complement the current Beijing Capital International Airport, which is expected to reach its maximum capacity within the next few years. The planned capacity for the second capital airport is at least 60 million passengers p/a, although phase I will have initial capacity for around 40 million passengers p/a. According to NACO, the master plan focusses on sustainability and the design incorporates all modes of public transport - including high-speed trains, metro and inter-airport trains - all of which will be based in a Ground Transportation Centre in front of the new terminals.
NACO Netherlands Airport Consultants selected to design Beijing New International Airport
You may also be interested in the following articles...
Global airport construction review 1Q2017 – focus on Latin America and Africa
The annual airport construction overview report for 2017 focuses on Latin America and Africa, two regions that are often overlooked but which make their contribution to the global total of activity. One of them, Africa, is surprisingly strong in new airport construction, as long as the funding can be found, which is no easy task.
The total known global investment on airport projects continues to grow, and hovers close to the USD1 trillion mark; and with Asia Pacific the overall leader.
There are, however, anomalies, with some regions witnessing many projects but small investment figures, and vice versa. This report attempts to explain those anomalies while offering a breakdown of the biggest projects in each region.
US-China open skies: a window in 2019 – alignment of airline partnerships & airport infrastructure
The year 2019 presents a possible opening for China and the United States to sign an open skies agreement. This would principally lift restrictions on flights between the countries – important, since both nations have saturated primary traffic rights and there have been unsuccessful negotiations to expand the allotment.
Most importantly, open skies is a prerequisite for US approval of US-China airlines' joint ventures with antitrust immunity. These partnerships permit airlines to coordinate networks and pricing jointly – which, they say, increases consumer choice, but which other groups worry reduces competition, after experience in the trans-Atlantic market.
Perhaps paradoxically, the lure of a JV will mean that the airlines lobby their governments for open skies that might eventually reduce competition. US airlines will want greater slot availability at Shanghai and Beijing, which could occur in 2019.
Finally, airlines will need to have confidence in a shared future with their partner. China Eastern is close to Delta, while China Southern has a young partnership with American Airlines. Air China, however, does not feel close to United Airlines, which has the highest presence of its own metal in the market. Air China questions whether United actually wants open skies. There is unlikely to be any government deal without the support of Air China, the flag carrier, and a major airline that enjoys a close relationship with the regulator.