in Europe the development of airports has been driven by the different states<\/strong>. It has always been almost a matter of national pride, image and prestige. All the efforts made by the aeronautical industry in the military career were subsequently focused on commercial aviation. In fact, even today, the countries that were the focus of this activity back then are still the main players in the European aviation industry: Germany, the United Kingdom, Spain and France.<\/p>\n\n\n\nVeamos los casos m\u00e1s significativos que constituyeron el punto de partida de esta tipolog\u00eda en Europa:\u00a0 las aeroplazas de las grandes capitales europeas.<\/p>\n\n\n\n
<\/p>\n\n\n\n
The first terminals on the old continent<\/strong><\/p>\n\n\n\nThe Croydon Airport<\/strong>, en Londres (Reino Unido), fue el principal aeropuerto del Reino Unido durante el per\u00edodo de entreguerras y su influencia en el desarrollo de la aviaci\u00f3n civil, tal y como hoy la conocemos, est\u00e1 fuera de toda duda.<\/p>\n\n\n\nOperational as an airport since 1920, Croydon<\/em> was the home base of Imperial Airways, the first British airline, the forerunner of the British Airlines<\/em>since its creation in 1924. Two years later, the British Parliament approved the first major redevelopment of the airfield, marking a very significant milestone in the development of airports and terminal areas in particular. For the first time, two new types of functional programme were designed and built: the passenger terminal of an airport and the air traffic control tower<\/strong>.<\/p>\n\n\n\nThis is a huge step forward, as operations have never before been segregated between departures and arrivals, producing a highly efficient sequencing of all key processes in both operations<\/strong>. All this, of course, without prior reference of any kind.<\/p>\n\n\n\nCroydon<\/em> The airport architecture was the starting point for everything that was to happen in the following years in a rushed manner in terms of airport architecture.<\/p>\n\n\n\nAs with virtually all similar examples in these early years of evolution, the rapid technological advances in the aviation industry, which meant ever-larger aircraft, and the physical impossibility of expansion due to London's southward expansion, meant that Croydon<\/em> The new building became obsolete and was finally closed in September 1959.<\/p>\n\n\n\nA pesar de ello, la primera terminal de pasajeros de la historia se conserva en perfecto estado y a\u00fan hoy en d\u00eda se cuenta con la oportunidad de visitarla.<\/p>\n\n\n\n
The Barajas airport<\/strong>, en Madrid (Espa\u00f1a), es un caso significativo de ausencia de visi\u00f3n a largo plazo. En 1929 se convoc\u00f3 un concurso de ideas que gan\u00f3 el arquitecto Luis Guti\u00e9rrez Soto. Fruto de la convulsa situaci\u00f3n pol\u00edtica, as\u00ed como de la posici\u00f3n tangencial que en ese momento ocupaba Madrid respecto de los aeropuertos mediterr\u00e1neos (monopolizados por las l\u00edneas aeropostales francesas), no se supo ver las posibilidades futuras que la aviaci\u00f3n comercial traer\u00eda consigo.<\/p>\n\n\n\nGuti\u00e9rrez Soto proyect\u00f3 una terminal de tama\u00f1o muy modesto, \u00fanicamente dirigida a las \u00e9lites que se pod\u00edan permitir volar. Concebido como \u201cAeroclub\u201d, el edificio presentaba una est\u00e9tica naval, algo recurrente en los primeros edificios aeroportuarios. Sin embargo, pasados los dos grandes conflictos b\u00e9licos, cuando las circunstancias permitieron de nuevo la expansi\u00f3n de los vuelos civiles, el aeropuerto pronto qued\u00f3 obsoleto y se demoli\u00f3, dando paso a una nueva terminal en 1953.<\/p>\n\n\n\n
The case of France is radically different. As early as 1914, the airport at Le Bourget<\/strong>, en Par\u00eds (Francia), funcionaba como aer\u00f3dromo militar y en 1919, se inauguraron los primeros vuelos regulares entre Par\u00eds y Londres. Sufri\u00f3 una primera ampliaci\u00f3n 5 a\u00f1os m\u00e1s tarde y en 1927 fue all\u00ed donde tom\u00f3 tierra Charles Lindbergh. <\/em>The airport was a national icon, being the busiest air traffic hub in Europe. On the occasion of the Universal Exhibition of 1937, the government decided to call for tenders to expand the airport.<\/p>\n\n\n\nThe result was an astonishing exercise in foresight, at the hands of the architect Georges Labro<\/em>, quien plante\u00f3 una estructura modular de b\u00f3vedas de hormig\u00f3n, situada entre unos hangares existentes, y que se repet\u00eda a lo largo de la plataforma. La intenci\u00f3n era muy clara: permitir el desarrollo de posteriores ampliaciones.<\/p>\n\n\n\nDel mismo modo, el proyecto tuvo\u00a0un car\u00e1cter visionario al separarse las dependencias de carga y equipajes de las de los pasajeros<\/strong>, proyect\u00e1ndose incluso un hotel en esta zona.<\/span> Como muestra, el gran hall principal es un anticipo por sus dimensiones del concepto de gran contenedor multifuncional tan repetido en nuestros d\u00edas.<\/p>\n\n\n\nThe airport was in service until the late 1980s, when it was reconfigured as an air museum.<\/p>\n\n\n\n
The Tempelhof airport<\/strong>in Berlin (Germany), is contemporary to the previous ones. In this case, mainly for political reasons, the approach is radically different, with a very significant leap in scale. In fact, Tempelhof <\/em>stood as the largest building constructed in its time.<\/p>\n\n\n\nThe airport owed its existence to an airfield for sports and air shows and in 1929 it already had a simple terminal, the work of the architects Paul <\/em>and Klaus Enger<\/em>. Apenas 4 a\u00f1os despu\u00e9s, la llegada al poder del Partido Nacional Socialista supuso un cambio radical en el modo de entender la aviaci\u00f3n, que pas\u00f3 a considerarse como un arma perfecta de poder propagand\u00edstico. Aun siendo este el motivo principal de la toma de decisiones, no es menos cierto que su capacidad para anticipar el tama\u00f1o y la complejidad de los aeropuertos futuros fue m\u00e1s que evidente.<\/p>\n\n\n\nThe building described below was calculated to serve 30 times the number of passengers it processed in the early 1930s. This is why it remained in operation until 70 years later with hardly any modifications.<\/p>\n\n\n\n
Responsible for its design was Ernst Sagebiel<\/em><\/strong>, quien apenas unos meses antes, a\u00fan bajo la disciplina de Erich Mendelsohn<\/em>The project for the building that housed the newly formed Air Ministry had been completed. Sagebiel<\/em> designed a building for the airport on a monumental scale, with a functional programme that was surprising for the time, totally in line with what would be found in an airport many years later. It integrated spaces such as the check-in hall, with differentiated counters, security and customs controls in the arrivals and departures circuits. Boarding areas, and technical and administrative spaces. And it also presented a decisive novelty for future developments: baggage handling on the ground floor.<\/p>\n\n\n\nThe main protagonist of the complex, however, was the\u00a0an immense metal canopy 1,200 metres long<\/strong>\u00a0(la actual T4 de Madrid tiene 1.400 metros de longitud) que, ya en el lado del aire, proteg\u00eda a los pasajeros en el acceso a los aviones.<\/span> Adem\u00e1s, la cubierta pod\u00eda albergar hasta 65.000 espectadores, como no, pensando en los multitudinarios actos de propaganda del mism\u00edsimo F\u00fchrer<\/em>.<\/p>\n\n\n\nThe architectural language, very much in line with aesthetics Nazi<\/em>, era una mezcla de clasicismo y racionalismo. En el \u201clado tierra\u201d se creaba un inmenso atrio de acogida, rodeado de los vol\u00famenes aplacados en piedra, con una r\u00edtmica composici\u00f3n de las ventanas y pilastras. En el lado aire, sin embargo, no hay concesiones a la est\u00e9tica: la enorme estructura met\u00e1lica de la gran marquesina recuerda la era de la aviaci\u00f3n.<\/p>\n\n\n\n <\/p>\n\n\n\n
In conclusion<\/strong><\/p>\n\n\n\nA pesar de las diferencias iniciales entre los modelos americanos y europeos, en un mundo globalizado como el actual,\u00a0the most successful airport developments are quickly replicated from airport to airport<\/strong>.<\/span> De hecho, existen numerosos explotadores aeroportuarios que gestionan aeropuertos en ambos continentes. \u00a0The business model seems to have become unified and operators are seeking a difficult balance between efficiency and entertainment.<\/strong>. Agility in the process and \"wow\" effect. This is supported by the increasingly common mixed investment models, the PPP (public-private partnership).<\/p>\n\n\n\nThis public-private duality guarantees (or at least it should) that such an investment will be profitable and that it has a viable financial model. But, at the same time, it is also a guarantee that a terminal is not being designed as if it were an \"IKEA\", where the only important thing is the passengers' journey through a commercial space whose entrance ticket, in this case, is our own boarding pass.<\/p>\n\n\n\n
<\/p>","protected":false},"excerpt":{"rendered":"
En los aeropuertos, el modelo de negocio parece haberse unificado y los operadores buscan un dif\u00edcil equilibrio entre eficacia y espect\u00e1culo:\u00a0agilidad en el proceso y efecto \u201cwow\u201d. Como contraposici\u00f3n al modelo americano que se ilustraba en la primera entrega de este art\u00edculo (ver aqu\u00ed), en Europa el desarrollo de los aeropuertos ha estado traccionado por […]<\/p>\n","protected":false},"author":22,"featured_media":5133,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"content-type":"","footnotes":""},"categories":[1],"tags":[42,10,40,36,28,69,38,45,39],"class_list":["post-5132","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-blog","tag-aerolineas","tag-aeropuertos","tag-cliente","tag-confort","tag-ingenieria","tag-innovacion","tag-lineas-aereas","tag-pasajero","tag-terminales"],"_links":{"self":[{"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/posts\/5132","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/users\/22"}],"replies":[{"embeddable":true,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/comments?post=5132"}],"version-history":[{"count":2,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/posts\/5132\/revisions"}],"predecessor-version":[{"id":12732,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/posts\/5132\/revisions\/12732"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/media\/5133"}],"wp:attachment":[{"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/media?parent=5132"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/categories?post=5132"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aertecsolutions.com\/en\/wp-json\/wp\/v2\/tags?post=5132"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}