Dublin Airport

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Dublin Airport (IATA: DUB, ICAO: EIDW) is operated by Dublin Airport Authority plc and is the busiest airport in Ireland. More than 18.4 million passengers travelled through the airport in 2005 (a 1.3 million/8% increase over 2004). This figure is predicted to grow to around 21.4 million for 2006 with the announcement that 16.2 million passengers passed through during the first nine months of the year. A major milestone for the airport occurred in June 2006 when passenger numbers passed the two-million mark for the first time in one month. This was repeated in July, August and September. An even bigger milestone occurred on 8 December 2006 when Dublin welcomed its 20,000,000th passenger of 2006. The airport is nearly four times as busy as the second busiest airport on the island of Ireland, Belfast International Airport in Northern Ireland, which had less than 5 million passengers in 2005. The airport is located approximately 10 kilometres north of Dublin City in an area properly known as Collinstown. The airport is the headquarters of Ireland's flag carrier Aer Lingus, and Europe's largest no-frills airline Ryanair. Ireland's third airline, CityJet, is based in the nearby town of Swords. Ireland's domestic and regional airline, Aer Arann, provides several domestic and UK flights from Dublin, but its base is Galway Airport in the west of Ireland.

Dublin Airport has an extensive short and medium-haul route network: several domestic Irish routes, around thirty routes to its nearest neighbour, the United Kingdom, and a vast network of routes to Continental Europe. The Dublin-London international air corridor is the second busiest in the world (after Hong Kong-Taipei) with flights from Dublin to all five London airports: Heathrow, Gatwick, Stansted, Luton, and London City. Aer Lingus and several US and Canadian carriers provide services to many destinations in the United States and Canada. Dublin and Shannon (on the west coast of Ireland) are the only two European airports with U.S. border preclearance facilities which saves passengers a lot of time upon arrival in the United States (only immigration checks are performed, with customs and agriculture inspections still done on arrival in the U.S. — therefore passengers from the Republic of Ireland must still land at international terminals). There are also non-stop flights to the Middle East (Bahrain and Dubai).

Dublin Airport is the 5th fastest growing European airport, the 14th busiest airport in Europe, the 89th busiest airport in the world, and the 19th busiest in the world for international flights.

In 1936 the Irish Government established a new civil airline, Aer Lingus, which began operating from the military aerodrome at Baldonnel to the south of Dublin. However, the decision was made that a civil airport should replace Baldonnel as the city's airport. Collinstown, to the north of Dublin, was selected as the location for the new civil aerodrome. Construction of the new airport began in 1937. By the end of 1939 a grass runway, internal roads, car parks and electrical power and lighting were set up. The inaugural flight from Dublin took place on January 19, 1940 to Liverpool. In 1940 work began on a new airport terminal building. The terminal building, opened in 1941, was modeled on the bridge of a luxury liner and was awarded the Triennial Gold Medal of the Royal Hibernian Institute of Architects and is today a listed building. Services were severely curtailed at Dublin Airport due to World War II; however, afterwards three new concrete runways were built and completed by 1947.

Throughout the 1950s Dublin Airport expanded with virtually uninterrupted traffic growth. Runway extensions and terminal enhancements were carried out to deal with the influx of traffic and passengers. New airlines began serving the airport also. These included British European Airways, Sabena and BKS. In 1958 a new transatlantic service was started by Aer Lingus via Shannon Airport. During the 1960s the number of scheduled carriers continued to grow and aircraft continued to evolve with technological, advancement. By the close of the sixties, a sizeable number of Boeing 737, BAC1-11, Boeing 707, Hawker-Siddeley Tridents and Boeing 720s were using Dublin Airport on a regular basis. By 1969 1,737,151 passengers travelled through Dublin Airport.

The advent of wide-bodied aircraft posed opportunities and challenges for aviation. In 1971 Aer Lingus took delivery of two new Boeing 747 aircraft (a third Boeing 747 was delivered later that decade). To cope with this a new passenger terminal capable of handling five million passengers per year was opened in 1972. The growth which was anticipated at the airport (and provided for through heavy investment by the airport and Aer Lingus) during the 1970s did not materialise. This was due to the "Troubles" in Northern Ireland, and two energy crises which sparked off a major worldwide economic recession.

In 1983 Aer Lingus opened its 'Aer Lingus Commuter' division which took delivery of Shorts, Saab, and Fokker turboprop aircraft to open regular daily domestic services to and from Ireland's smaller regional airports for the first time, as well as to serve existing routes to regional airports in the United Kingdom. At various stages of its operations, flights were operated to several Irish regional airports to feed passengers into Aer Lingus's international network. These domestic destinations included Cork Airport, Shannon Airport, Kerry Airport, Galway Airport, Knock Airport, Waterford Airport, Sligo Airport, and City of Derry Airport in Northern Ireland. (Although there is a huge volume of journeys made between Dublin and Belfast, several attempts at a Dublin-Belfast air route have failed because both the motorway linking the two cities, and the high speed 'Enterprise' rail service, offer travellers a comparable city-centre-to-city-centre journey time of around two hours). Aer Lingus Commuter has since been re-absorbed into the main company, and the domestic routes (as well as the City of Derry service) have been taken over either by Aer Arann or British Airways, whilst Aer Lingus has continued with the Dublin-UK flights.

During the 1980s, major competition, especially on the Dublin-London routes, resulted in passenger numbers swelling to 5.1 million in 1989. In the same year a new 8,650-foot runway and a state-of-the-art air traffic control centre were opened. Dublin Airport continued to expand rapidly in the 1990s. Pier A, which had been the first extension to the old terminal building, was significantly extended. A new Pier C, complete with air bridges, was built and as soon as this was completed, work commenced to extend it to double its capacity. The ground floor of the original terminal building, which is today a listed building, was returned to passenger service after many years to provide additional departure gates.

In 1993 a major milestone for the airport was the signing of a new United States-Republic of Ireland bilateral agreement which allowed airlines to operate some direct transatlantic services for the first time to/from Dublin Airport instead of touching down en route at Shannon Airport on the west coast of Ireland (Shannon had once been a major transatlantic refuelling stop for pre-jet aircraft, and this agreement was designed to protect the interests of the Shannon region when modern jets no longer required a refuelling stop and Shannon saw a fall-off in traffic). Airlines still had to provide an equal number of flights either to or through Shannon as to Dublin. A gradual further watering down of Shannon's so-called 'stopover' status will come into effect in November 2006 when more direct flights to Dublin will be allowed, until the stopover requirement disappears completely in 2008. At that time, airlines will be allowed to fly direct to the US from Dublin without having to match these with any to/from Shannon. It is expected that this will result in a huge increase in services between Dublin and the US. Indeed Aer Lingus, which is currently in very aggressive mood regarding the expansion of its long-haul network, has identified 16 destinations that it would like to serve direct from Dublin.

This of course casts doubt on the future of transatlantic flights to Shannon. However, there is definitely a large demand, and up until now, the 'stopover' has not deterred Aer Lingus and several US airlines from offering either dedicated Shannon-US flights to allow them to fly to Dublin direct, or stopping at Shannon on one leg of their Dublin-US flights. Either way, the business community in Ireland believes that the removal of the 'stopover' is long overdue and has long prevented Dublin, with its perfect location at the western end of Europe, from becoming a major hub between that continent and North America. One counter-argument to that has been that Dublin did not generate sufficient traffic of its own to support this 'hub' theory. However that is certainly no longer the case.

With the extraordinary success of the Republic of Ireland's 'Celtic Tiger' economy, Dublin Airport has seen phenomenal growth in the 1990s and 2000s. This demand has been driven by a huge increase in business travel to and from the country, together with an increase in inward tourism, and a surge in demand for foreign holidays and city breaks from the Irish, who are now one of the wealthiest populations in the world. In January 2006, the number of trips abroad taken by the Irish outnumbered the number of inbound trips for the first time since records began; media reports were common towards the end of 2005 of the Irish descending on New York in their droves for Christmas shopping weekends (although London is still the top destination from Dublin). A further source of demand has been for flights to holiday homes and investment properties which have been snapped up by the property-hungry Irish across southern European holiday hotspots, the emerging economies of Eastern Europe, and beyond. And finally, the demand from Ireland's migrant workers, principally those from Eastern Europe, has resulted in a large number of new routes opening to destinations in the EU accession states. To give just one example of the 'Eastern Europe' effect, both LOT Polish Airlines and Aer Lingus separately opened a Warsaw-Dublin route in 2004 operating a patchy schedule to test demand, but both airlines have since gone daily with this route, with LOT even operating twice daily several days a week. As of early 2006 there are direct flights to seven cities in Poland alone, with a choice of two or even three airlines on some routes. The Baltic states of Estonia, Latvia, and Lithuania are also connected with direct flights to Dublin, as are the Czech Republic, Hungary, Slovakia, and Slovenia.

Like almost all international airports, Dublin Airport felt the effect of the September 11th atrocities in 2001, but was one of the few European airports not to record a decline in passenger numbers that year (the last year a decline in traffic was recorded was during the Gulf War). Security, which has always been a high priority, has been heightened. There was a serious decline in transatlantic travel (leading Aer Lingus and Delta Air Lines to pull their services to Baltimore and JFK Airport, New York respectively) but this sector has since recovered and 2006 promises to be a record year for transatlantic traffic. Aer Lingus will be serving its existing destinations of JFK Airport New York (three flights daily), Boston Logan, Chicago O'Hare, and Los Angeles, but capacity constraints have forced them to discontinue the popular charter service to Orlando, Florida. (This may be re-opened in the future as more US routes are expected from Aer Lingus who are awaiting delivery of additional Airbus A330 long-haul aircraft in 2007 for this purpose.) The Dublin-Baltimore route, which was axed following 9/11 (and had been even busier than British Airways' London Heathrow-Baltimore route), may also re-open when these aircraft are delivered. Aer Lingus is facing stiff competition however from the American carriers. Continental Airlines' existing year-round Newark service is so busy that it is operating twice daily, and Delta Air Lines are resuming their daily year-round service to JFK Airport (discontinued following 9/11) to supplement its existing daily to Atlanta-Hartsfield (which will celebrate its 20th anniversary this year). American Airlines will be flying daily to Chicago O'Hare; US Airways has resumed its daily Philadelphia service and Air Canada will again be flying to Toronto. For 2007, Northwest Airlines have announced a Dublin-Detroit service, and flyglobespan have announced a Dublin-Toronto-Hamilton service (begins May 2007). Meanwhile, it is rumoured that United Airlines are looking at introducing a service to Dublin - they have an existing codeshare arrangement on the US Airways Philadelphia-Shannon service.

In October 2004, Aer Rianta (which means 'Air Ways' or 'Air Tracks' in the Irish language) was renamed the Dublin Airport Authority plc, following the State Airports Act 2004. All assets and liabilities previously owned by Aer Rianta were transferred to Dublin Airport Authority plc. The State Airports Act 2004 also established new airport authorities at Shannon and Cork Airports. The Shannon Airport Authority plc and the Cork Airport Authority plc have separate boards of directors and have been authorised under the Act to prepare business plans, which may in time lead to their full separation from the Dublin Airport Authority plc.

As the largest gateway to Ireland, over 18.4 million passengers travelled through the airport in 2005, a 1.3 million (or 8%) increase over 2004, and Dublin Airport is expected to welcome in excess of 21 million passengers for the first time in 2006 (to put this into context, the population of Greater Dublin is approx. 1.6 million, that of the Republic of Ireland just over 4 million, and Ireland's as a whole just below 6 million.). The main contributors to the growth in traffic in 2005 were the airport's routes to continental Europe and North America. Domestic and UK traffic showed a small decline, due to a reduction in connecting traffic between Ireland's regional airports and the UK. This is as a result of a growing direct network of routes between those airports and the UK and continental Europe, dispensing with the need to transit at Dublin. It is also estimated that Dublin Airport welcomes approximately one million passengers per annum from across the border in Northern Ireland.

It is thought that with the abolition of the Shannon stopover in 2007 that Dublin Airport will grow to become a major transatlantic hub. Aer Lingus are already looking at the possibility of adding Dallas, Miami, Philadelphia and San Francisco to their route network. Northwest Airlines have also confirmed that a flight to Detroit from Dublin will also start around this time. It is also thought that there may be more destinations to new continents, as planes will no longer have to stop at Shannon.

Due to the phenomenal growth experienced at Dublin Airport in recent years, the facility is chronically congested^[1]. 'Catch-up' has been a feature of how the authorities have been dealing with the growth in demand. One part or another of the airport has been a building site for the past two decades. Despite massive building works and extensions, it is widely accepted that the existing terminal building and infrastructure are insufficient to deal with the volume of passengers. Both the Irish Government and the Dublin Airport Authority have come under pressure from airlines and passengers alike once-and-for-all to provide a realistic increase in capacity for the future. As a result, a new pier (Pier D) is being added to the original terminal which will add significant additional airside capacity, providing gate lounges to serve 14 aircraft stands. This pier will be operational on 28 October 2007. Terminal 2 is to be built and operational by 2009, as will a new pier (Pier E) to Terminal 2. A third terminal is provided for in the blueprint for the future development of the airport. In the interim, space in the basement of the terminal building will be used to create Check-in Area 14 from late 2006. Concerns remain that the airport's road network will become further congested until the Metro to the airport is up and running (see below) and the new road network is completed in 2011.

Also at the planning stages is a new runway to be built parallel to the existing runway 10/28 (opened in 1989). Detailed proposals and planning permission were submitted to Fingal County Council (under whose jurisdiction Dublin Airport lies) and approved in April 2006. The decision was welcomed by Dublin Airport Authority who will take time to assess the specifics of the decision in greater detail. An appeal to An Bord Pleanála (The Irish Planning Appeals Board), which determines appeals and other cases under the national planning acts, is to be heard in September 2006. According to the Dublin Airport Authority the new parallel runway needs to be operational within six to seven years to ensure that the airfield at Dublin Airport continues to operate effectively and airline operations are not subjected to growing delays on arrival and departure. In the meantime, the Authority has invested heavily in extending aprons and creating rapid exit taxiways to derive maximum efficiency from the existing main runway. At peak hours smaller aircraft make use of one of the two older runways.

On August 30 2006, Dublin Airport Authority revealed its plans for the €395 million Terminal Two at Dublin Airport. The new terminal will be capable of handling 15 million passengers a year (the current terminal will handle 20 million in 2006), thereby allowing the airport to handle 35 million passengers a year. The new terminal is scheduled to be built and operational by 2009. The second terminal will be over twice the size of Cork Airport's new second terminal, which opened in 2006. According to the airport, Aer Lingus and other transatlantic and intercontinental airlines will be the primary users of the new facility. [1]

On 25 October 2006, Fingal County Council approved planning permission for the second terminal at the airport. [2][3]

Terminal Two is planned to be fully built and operational by Autumn 2009. [4]

Dublin Airport is located just off the M1 motorway (Dublin-Belfast road) approximately 10 km north from the city centre and 2 km south of the town of Swords.

With no rail link, the main transport options to the city are taxi or buses. A taxi ride to Dublin city centre will cost from €18-€40 depending on the time of day, traffic, etc. There are several express and local bus routes from the airport.Dublin Bus operate 2 express routes (747 & 748) to Busáras, the long-distance bus station, with a combined frequency of every 10 minutes. Route 748 operates every 30 minutes and also serves Heuston station. Both routes charge €5.00 one-way. Dublin Bus also operate several local services which are considerably cheaper (and slower) than the express buses. Most useful of these for visitors are probably routes 41, to the city centre, route 746 which runs from the airport to Dun Laoghaire via the city centre and University College Dublin, and route 16A which runs across the city centre to Rathfarnham in the south suburbs. A number of other bus companies operate local services to and from the airport. The buses are at the same level as the arrivals, whereas Taxis are at the above level.

For visitors arriving at Dublin airport but heading further afield, there are several long-disance bus services direct from the airport. Bus Eireann operate direct services to Belfast, Drogheda, Dundalk, Monaghan, Letterkenny and Derry with connections to all other destinations in Ireland from the central Bus Station Busáras in Dublin City centre. Many other destinations in Ireland can be reached either by taking the 747/748 bus and changing at Busáras or Connolly or Heuston rail stations. Aircoach also offer an hourly service to Newry, Hillsborough, Banbridge and Belfast in Northern Ireland and express services to Dublin City Centre.

For many years, it was expected that Irish Rail, the state railway company, would extend the DART (Dublin Area Rapid Transit) with a rail spur off the Dublin to Belfast line that would serve the airport and Swords. However these plans have been replaced with plans for an underground, which would bypass the DART line and run from the city centre to the town of Swords, via the Airport. Following public consultation, the route for the new line, to be called 'Metro North' was announced on 19 October 2006 and is designed to connect with several other modes of transport.

At St Stephen's Green, on Dublin's south city centre, 'Metro North' will connect with the Luas (Dublin's light rail tram system) Green line, as well as to the underground between Heuston and Connolly inter-city railway stations. From there 'Metro North' will run through the city centre, with a stop at O'Connell Bridge, providing access from both sides of the River Liffey, and a connection with the Luas Red line. There will be a possible stop in the north city centre, at Parnell Square, in an area which the city council hopes to rejuvenate into a new cultural/museum quarter.

The line will then take in a stop at the Mater, one of Dublin's major hospitals, and then Drumcondra railway station, which will provide a connection with the line to Maynooth, a commuter and university town. Dublin City University and the suburb of Ballymun are also on the route. Ballymun, Ireland's only example of high-rise social housing, was developed in the 1960s and widely accepted to have been a disaster; the area was featured in such movies as 'The Commitments' and 'Into the West' in pre-Celtic Tiger Ireland. However, the area is at the advanced stages of a massive €2.5bn award-winning regeneration and is soon to be home to a huge IKEA store.

From there, 'Metro North' will continue to the Airport and onwards to the burgeoning commuter town of Swords, which has many business links with the airport and where thousands of workers at the airport choose to live. There will also be a number of 'Park & Ride' stops along the route.

Although Dublin will benefit tremendously from an airport rail link, 'Metro North' is designed to be much more. It will be a major addition to Dublin's public transport infrastructure and will provide many travel possibilities, whether they are to include the airport or not.

Together with the proposed extensions to the Luas Green and Red tram lines, the metro to Dublin Airport will connect seamlessly with Dublin's bus and rail termini giving access to all major modes of transportation in and from the city: Dublin Bus's vast bus network, Bus Éireann's nationwide bus network, Luas light rail, DART electrified overground railway, 'Arrow' outer suburban rail services, as well as Irish Rail's inter-city rail services to Rosslare, Waterford, Cork, Tralee, Limerick, Galway, Westport, Ballina, and Sligo, and the high-speed cross-border 'Enterprise' service to Belfast.

The line will bring huge social and cultural benefits to the city. Journey time between the airport and St Stephen's Green will be 17 minutes (or 18 minutes if a stop at Parnell Square is included).

• The top 10 busiest international routes from Dublin are -

1. London, UK
2. Paris, France
3. Manchester, UK
4. New York, USA
5. Birmingham, UK
6. Amsterdam, The Netherlands
7. Frankfurt, Germany
8. Glasgow, UK
9. Malaga, Spain
10. Edinburgh, UK

• There are around 22,000 car parking spaces at the airport (18,000 long term and 4,000 short term).
• There are 73 aircraft stands at the airport.
• The airport operates 24 hours a day, every day of the year.
• The busiest long-haul route from the airport is to New York.
• The country with the most flights from the airport is the UK.
• Around 86% of the flights are scheduled and 14% are chartered.
• There are around 186,000 aircraft movements a year at the airport.
• The airport is the fifth fastest growing in Europe.
• The airport is the 66th busiest in the world, or 19th in terms of international flights.
• Over 88 airlines serve the airport, with over 150 destinations.
• There are three runways at the airport, and 142 check-in desks. [5]

The following airlines operate to Dublin on a regular basis.

• Adria Airways (Ljubljana)
• Aer Arann (Cardiff, Cork, Donegal, Galway, Inverness, Isle of Man, Kerry, Knock, Shannon, Sligo)
• Aer Lingus (Alicante, Almería, Amsterdam, Athens [Starts June 2007], Barcelona, Berlin-Schönefeld, Bilbao, Birmingham, Bologna, Bordeaux, Boston, Bristol [Ends March 24 2007], Brussels, Budapest, Chicago-O'Hare, Dubai, Dubrovnik, Düsseldorf, Edinburgh, Faro, Frankfurt, Fuerteventura, Geneva, Glasgow, Gran Canaria, Hamburg, Jersey, Kraków, Lanzarote, Las Palmas, Lisbon, London-Heathrow, Los Angeles, Lyon, Madrid, Malaga, Manchester, Marseille, Milan-Linate, Milan-Malpensa, Munich, Naples, Newcastle, New York-JFK, Nice, Palma de Mallorca, Paris-Charles de Gaulle, Poznań, Prague, Rennes, Riga, Rome-Fiumicino, Salzburg, Santiago de Compostela [Starts March 2007], Seville, Shannon, Tenerife, Toulouse, Turin, Valencia, Venice, Vienna, Vilnius [Starts May 2007], Warsaw, Zürich)
• Air Canada (Toronto-Pearson) [seasonal]
• Air Europa (Las Palmas)
• Air France
  • operated by CityJet (London-City, Paris-Charles de Gaulle)
• Air Malta (Malta)
• Air Southwest (Newquay)
• Air Transat (Toronto-Pearson)
• airBaltic (Riga, Vilnius)
• Ajet (Larnaca, Paphos)
• American Airlines (Chicago-O'Hare)
• Austrian Airlines (Vienna)
• Blue1 (Helsinki)
• bmi (London-Heathrow)
• British Airways (London-Gatwick)
  • British Airways operated by Loganair (Derry)
• Futura (Alicante, Faro, Malaga, Nice, Reykjavík, Tenerife)
• Bulgaria Air (Bourgas, Sofia)
• Centralwings (Gdansk, Katowice, Wroclaw)
• Clickair (Barcelona)
• Continental Airlines (Newark)
• Czech Airlines (Prague)
• Delta Air Lines (Atlanta, New York-JFK)
• Estonian Air (Tallinn)
• Eurocypria Airlines (Paphos)
• Finnair (Helsinki)
• Flybe (Exeter, Norwich, Southampton)
• FlyGibraltar (Gibraltar [commencing soon - date to be decided])
• Flyglobespan (Hamilton [starts 4 May 2007])
• FlyLal (Palanga, Vilnius)
• Gulf Air (Bahrain)
• HLX.com (Stuttgart)
• Iberia (Barcelona, Madrid)
• LOT Polish Airlines (Warsaw)
• LTE International Airways (Las Palmas, Lanzarote)
• Lufthansa (Frankfurt)
• Luxair (Luxembourg, Manchester)
• Malév Hungarian Airlines (Athens, Budapest)
• Norwegian Air Shuttle (Warsaw)
• Ryanair (Aberdeen, Alghero [Starts February 2007], Almeria, Berlin-Schönefeld, Biarritz, Billund, Birmingham, Blackpool, Bologna-Forli [Starts February 2007], Bournemouth, Bratislava, Bristol, Brussels-Charleroi, Bydgoszcz [Starts May 2007] , Carcassonne, Cork, Doncaster/Sheffield, Durham-Tees Valley, Edinburgh, Eindhoven, Faro, Frankfurt-Hahn, Friedrichshafen, Fuerteventura [Starts February 2007], Gdańsk [Starts May 2007], Girona, Glasgow-Prestwick, Gothenburg-City, Grenoble, Kaunas, Karlsruhe-Baden, Kraków, La Rochelle, Leeds/Bradford, Liverpool, Łódź, London-Gatwick, London-Luton, London-Stansted, Lübeck, Madrid [Starts February 2007], Malaga, Malmö, Manchester, Marseille, Milan-Bergamo, Murcia, Nantes, Newcastle, Nottingham/East Midlands, Oslo-Torp, Paris-Beauvais, Pisa, Porto, Poznań, Pula [Starts February 2007], Reus, Riga, Rome-Ciampino, Rzeszow, Salzburg, Seville [Starts January 2007], Stockholm-Vasteras [Starts February 2007], Tampere, Tenerife-North [Starts February 2007], Trapani [Starts February 2007], Valencia, Venice, Vitoria, Warsaw [Starts February 2007], Wroclaw)
• Scandinavian Airlines System (Copenhagen, Stockholm-Arlanda)
  • SAS Braathens (Oslo)
• SkyEurope (Bratislava, Kraków)
• Spanair (Alicante, Barcelona, Lanzarote, Las Palmas, Madrid, Malaga, Palma de Mallorca, Tenerife-South)
• Swiss International Air Lines (Zürich)
• TAP Portugal (Faro, Lisbon)
• Turkish Airlines (Istanbul-Atatürk)
• US Airways (Philadelphia)

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