Trondheim Airport

Coordinates: 63°27′27″N 010°55′27″E / 63.45750°N 10.92417°E / 63.45750; 10.92417
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Source: Wikipedia, the free encyclopedia.
"Værnes" redirects here. For other uses, see Værnes (disambiguation).
For other airports previously serving Trondheim, see Trondheim Airport (disambiguation).

Trondheim Airport

Trondheim lufthavn
Focus city
for
Elevation 
AMSL
17 m / 56 ft
Coordinates63°27′27″N 010°55′27″E / 63.45750°N 10.92417°E / 63.45750; 10.92417
Websiteavinor.no
Map
TRD is located in Norway
TRD
TRD
Runways
Direction Length Surface
m ft
09/27 3,000 9,839 Asphalt
14/32 1,472 4,829 Asphalt/concrete
18/36 1,275 4,183 Concrete
Statistics (2019)
Passengers4,381,921
Source: Norwegian AIP at Avinor[1]
Statistics from Avinor[2][3][4]

Trondheim Airport (Norwegian: Trondheim lufthavn; IATA: TRD, ICAO: ENVA), more commonly known as Værnes, is an international airport serving Trondheim, a city and municipality in Trøndelag county, Norway. The airport is located in Værnes, a village in the municipality of Stjørdal in Trøndelag county, 10 nautical miles (19 km; 12 mi) east of Trondheim. Operated by the state-owned Avinor, it shares facilities with Værnes Air Station of the Royal Norwegian Air Force. In 2018, the airport had 4,441,870 passengers and 58,273 air movements, making it the fourth-busiest in the country. The airport has two terminals; A dates from 1994 and is used for domestic traffic, while B is the renovated former main terminal from 1982, and is used for international traffic. The airport features a main east–west 2,999-metre (9,839 ft) runway, a disused northwest–southeast 1,472-metre (4,829 ft) runway, an integrated railway station and an airport hotel.

The main airlines at the airport are

Mediterranean. In total, it connects to 15 domestic and 15 international destinations, as well as 18 charter destinations.[5]

Værnes was taken into use by the

Royal Norwegian Army in 1887. The first flight was made in 1914, and aerodrome facilities were gradually installed. The first main installations, including three concrete runways, were built during World War II by Luftwaffe. After the war, the Air Force Pilot School moved to Værnes, although in 1954 most of the other air force activities for Central Norway were moved to Ørland Main Air Station. Civilian aviation started in 1951, when half a barracks was taken into use as a terminal, with the whole building being utilized from 1958. Jet aircraft started serving Værnes from 1963, and the second terminal opened in 1965. The third (the current international Terminal B) was opened in 1982, and the fourth, Terminal A, was opened in 1994, along with the train station. From 1956 to 2004, Braathens
was one of the largest airlines at the airport.

Facilities

The five westernmost gates at Terminal A

Trondheim Airport is a joint military and civilian airport located in the municipality of Stjørdal in

Norwegian Ministry of Transport and Communications.[8]

Terminals

The civilian sector consists of two terminals—A and B—which combined are 20,000 square metres (220,000 sq ft), of which 13,500 square metres (145,000 sq ft) is passenger facilities. Terminal A is used for domestic traffic, while Terminal B is used for international services. The check-in facilities for domestic, international and charter are all fitted together at second floor at terminal A. The terminal contains an array of stores and dining places; these include a book store, convenience stores; clothing, crafts and cosmetics; diners, restaurants and pubs; and a 560 square metres (6,000 sq ft)

automatic teller machines and a Radisson Blu hotel with 180 rooms and 11 conference rooms. Scandic Hell operates another hotel, the 400-room Rica Hell Hotel, within walking distance of the airport.[9] The airport administration is located in Terminal B, while the administration for airlines and handling agents is located in annexes of Terminal A.[10]

The terminal has stands for 24 aircraft, of which eight of sixteen at Terminal A have

regional aircraft. International flights all use the eight non-bridged gates at Terminal B (gates 42–49). The Air Force has six stands for military freight planes up to the size of a Lockheed C-5 Galaxy (code F), although one is permanently used for deicing.[11]

An Antonov An-124 Ruslan cargo aircraft parked at the military sector

Cargo, general aviation and VIP

Southeast of Terminal B is a collection of hangars and facilities belonging to various airlines. The largest is a 2,750 square metres (29,600 sq ft) hangar belonging to Scandinavian Airlines, dating from 1979, and a 1,440 square metres (15,500 sq ft) hangar from 1992 which is used by SAS Cargo. The airline also has two smaller buildings, at 200 and 300 square metres (2,200 and 3,200 sq ft). This area contains the main gate, which is also used for VIP passengers. There are six additional hangars, used by Helitrans (780 and 1,650 square metres or 8,400 and 17,800 square feet), built in 1984 and 1991, a 500-square-metre (5,400 sq ft) hangar belonging to Auticon, a 300-square-metre (3,200 sq ft) hangar belonging to Hilmar Tollefsen and two smaller hangars, one of which belongs to Værnes flyklubb.[12] Værnes handles the largest amount of general aviation in Central Norway, including executive jets.[13]

Runway and air control

Dash 8 Q400 taxies while a Lufttransport Beechcraft King Air
approaches Runway 09

The main runway is 2,999 metres (9,839 ft) long, and runs east–west at 09/27. It is 45 metres (148 ft) wide, plus shoulders of 7.5 metres (25 ft) on each side. The runway is equipped with instrument landing system category 1. The main radar, a combined primary and secondary, is placed at Vennafjell, 9 nautical miles (17 km; 10 mi) south of the airport. Other radars are located at Kopparen, Tronfjell and Gråkallen.[14] The taxiway runs parallel to the full length of the main runway. It is 23 metres (75 ft) wide, with 7.5 metres (25 ft) wide shoulders on each side. The center-distance between the runway and taxiway is 184 metres (604 ft), allowing simultaneous use by code E aircraft (such as Boeing 747).[15] Værnes has a theoretical capacity of 40 air movements per hour, but this is reduced during bad weather, so the airport has a registered capacity of 25.[16]

The airport also has a diagonal runway, which runs 14/32, roughly northwest–southeast. It is 1,035 metres (3,396 ft) long, plus end section of 293 metres (961 ft) on Runway 14 and 126 metres (413 ft) on Runway 32. The runway is closed for traffic, in part because of bad asphalt quality.

control tower is 55 metres (180 ft) tall and dates from 2005.[18]

C-5 Galaxy
unloading cargo at Værnes Air Station

Military

Main article: Værnes Air Station

Værnes Air Station is one of two air stations in Central Norway, the other being

C-5 Galaxy and barracks to house 1,200 soldiers. The Ring Road connects the northern to the southern installations and passes the main runway on the east side.[19]

History

Værnes in 1936

Military establishment

Værnes is first recorded in the tenth century as the seat for one of eight chieftains in Trøndelag. The first military activity in the area was as a base for

parliament passed legislation to move the division to Rinnleiret from 1930, but this was later annulled. With the delivery of Fokker aircraft in 1930, the runway was again upgraded and extended.[21]

Værnes in 1936

Værnes was surrendered to Luftwaffe on 9 April 1940, during the German occupation of Norway. On 24 April 350 civilians started construction at Værnes, and within a few days 2,000 people were hired. On 28 April, a new 800 metres (2,600 ft) wooden runway was completed. The expansion was part of the plans for Festung Norwegen and was used as a bomber base for attacks on Northern Norway. By May, there were 200 aircraft stationed at Værnes. During the war, particularly in April 1940, the airport was subject to several bombings from the Royal Air Force (RAF). In June, work was started to clear the forests near the airport, and graves from the Viking Age were found. Construction was halted for several weeks while German and Norwegian archaeologists conducted research. In July, work started on building concrete runways, and by 1942 all three runways were finished. The east–west was made 1,620 metres (5,310 ft) long, the north–south was made 1,300 metres (4,300 ft) while the northwest–southeast was made 1,275 metres (4,183 ft) long. A number of taxiways were also constructed and a branch line of the railway was built to the hangars. By 1945, Luftwaffe had built about 100 buildings at Værnes. The land expropriated was estimated at between 1.6 and 3.0 square kilometres (0.62 and 1.16 sq mi).[22] Luftwaffe had also finished the control tower that had been under construction since 1939.[23]

Erhard Milch visits Luftwaffe troops on 23 April 1940

After the war ended, the airport was initial taken over by the Royal Air Force, but they soon withdrew leaving the Norwegian military in charge. Numerous squadrons, including 332, 331 and 337 were stationed at Værnes in the post-war years. In 1952, the pilot school was moved to Værnes, but in 1954 Ørland Main Air Station became the main air force base in Central Norway, and the majority of the armed air forces (with the exception of the school) moved to Ørland.[24]

Previous airports

Civilian aviation in Trøndelag started in 1937, when

Vestlandske Luftfartsselskap continued to use Hommelvik for an additional year.[25] Braathens SAFE started their route from Oslo Airport, Fornebu via Hamar Airport, Stafsberg and Røros Airport on 18 August 1953. However, they chose to operate their de Havilland Herons from Trondheim Airport, Lade, just a few kilometers outside of the city center, in days with clear weather. Braathens SAFE moved all services to Værnes in 1956.[26]

Civilian establishment

The second terminal, from 1965, as it stands in 2009

After World War II, there was only general aviation at Værnes, organized by two clubs, Værnes flyklubb and NTH flyklubb. From 1 August 1946 to 31 July 1947, there were 1,221 take-offs from Værnes, mostly during the summer. During parts of 1946 and 1947, the airport was used as a pasture for sheep. The first scheduled service was introduced with a Douglas DC-3 operated to Oslo by DNL during the winter of 1947–48. While there were initially many customers, the lack of sufficient deicing caused low regularity and fewer customers through the season. The route was not reopened the following year.[27]

The air traffic control at Værnes was established in 1946, after the air force had sent personnel to the United Kingdom for training. The Telecommunications Administration took over the responsibility for the radio installations, and the responsibility for the meteorological services became the responsibility of the Norwegian Meteorological Institute. Trondheim Air Traffic Control Center was also established to monitor all air space over Central Norway. In 1955, a glass dome was built on top of the control tower, giving a much better view of the air field.[28]

Prior to World War II,

Parliament, several members of the Standing Committee on Transport and Communications focused on the long distance to Trondheim, but the low investment needs (stipulated to NOK 1.3 million for necessary navigation and air control investments) convinced parliament, who passed legislation in favor of Værnes on 10 June 1952.[29]

Runway 09; the civilian terminals are located to the right (south). The runway was extended to its current length in 1961, after artificial land had been built into the fjord.

In 1956, NATO approved the plans for Værnes to be financed through its infrastructure investment plan, after rejecting proposals for Heimdal. The costs were estimated at NOK 27.4 million and would allow the runway to be extended to support jet aircraft. Such an extension had already been done at Ørland Main Air Station, but NATO wanted to have two military air station of such dimensions in Central Norway. The east–west runway was to be extended to 2,400 metres (7,900 ft); initial proposals had called for the extension to occur on the east side, but the Ministry of Defence instead wanted the expansion of the fjord-side to reduce expropriation costs. This called for a complex civil engineering program, as the railway and highway would have to pass under the runway in tunnels and an artificial island would have to be built in the fjord and the mouth of the Stjørdal River be diverted.[30]

SAS moved its seaplane services to Værnes in 1952, and two-year later started flying the route from

Fokker F-27 turboprops, at first on the Oslo-route, but later also on the West Coast route. When they were taken fully into use, the service to Hamar was terminated.[34]

The old control tower in 1999, since demolished.

In 1957, parliament started a new process to consider Heimdal as the primary airport, in part because the airlines and the Civil Aviation Administration stated that they felt Værnes was insufficient. However, higher costs—due to bad ground conditions and existing infrastructure at Værnes, valuated at NOK 150 million—caused parliament to support Værnes. Construction of the new runway therefore commenced in January 1959, with the work subcontracted to Selmer. First the artificial peninsula was built, then the delta of the Stjørdal River was moved, before a tunnel was built around the highway and railway. Finally, the runway could be built on top, and construction completed on 21 October 1961.[35] In 1963, the airport had 115,000 passengers, increasing to 195,000 the following year. That year, SAS started using the Sud Aviation Caravelle jet aircraft on their route.[36]

Parliament passed legislation for the construction of a new 2,000-square-metre (22,000 sq ft) terminal in 1964, which opened on 5 December 1965. the following year, Widerøe started a seaplane route from Værnes to

Fokker F-28 jet aircraft on the West Coast services.[39] In 1975, a third control tower was built, located right in front of (the yet to be built) Terminal A.[40]

Old check-in at Terminal B. Last used for charter flights until 2013, it was the main check-in from 1982 to 1994.

In 1976, charter planes started operating to Trondheim, after a barracks was rebuilt to facilitate a border control. Several plans for a larger terminal were made, but these were delayed. In the late 1970s, the tarmac was expanded and a new taxiway built.

Fokker F-27, and later Fokker 50, aircraft.[43] In 1992, SAS Cargo built a 1,440-square-metre (15,500 sq ft) facility.[12] After Busy Bee's bankruptcy, the regional services were taken over by Norwegian Air Shuttle from 22 January 1993.[44][45]

Fourth terminal and deregulation

The fourth and current domestic terminal was opened on 15 November 1994. With 15,000 square metres (160,000 sq ft) of floor space it had seven gates, of which five had jetbridges. The two remaining gates were fitted with jetbridges in July 2012.[46] Værnes became the first airport in the Nordic countries with a train station in the terminal, when Trondheim Airport Station opened. In March 1996, the old terminal was named Terminal B and all international flights were moved there. A new taxiway, which extended the full length of the runway, was opened in 1999, after more artificial land has been created and a second tunnel built for the highway and railway.[47]

The new terminal

Boeing 737-300 aircraft.[48] SAS and Braathens also saw the opportunity to increase the frequency on the route, and the three airlines between them introduced 39 daily flights. This made the route the fourth-busiest in Europe in terms of the number of aircraft. During this period, there were 84 daily departures to all destinations from Værnes.[49] Color Air filed for bankruptcy on 27 September 1999,[50] ending a price war which had cost the airlines NOK 3 billion.[51]

By April 2000, the number of services by the main airlines was reduced to less than the level before the opening of Gardermoen, with 75 daily departures. Braathens had 33 daily departures, SAS had 22 and Widerøe had 20. Of Braathens' services, 14 were to Oslo, 15 to cities on the West Coast (of which four were operated by Norwegian Air Shuttle) and four were to Bodø, Harstad/Narvik and Tromsø. SAS operated 15 daily flights to Oslo, while eight were operated to Bodø, Harstad/Narvik and Tromsø. One flight was to their main hub in Copenhagen. This was the last year that SAS used DC-9s to Trondheim, phasing in Boeing 737 Next Generation aircraft, supplemented by occasional MD-80s. Widerøe had 15 daily flights to STOLports in Helgeland, and five flights to Sandefjord.[49]

Dash 8
aircraft at Terminal A; a Q400 used to Sandefjord and a -100 used to Mo i Rana

In 2002, SAS acquired Braathens, and the two companies coordinated their routes. All flights from Trondheim to Oslo-Gardermoen were taken over by SAS, who increased to 23 departures per day in each direction. This included a 30-minute headway from 06:30 to 09:30 and from 15:30 to 19:00. This made the route Trondheim–Oslo the busiest in the country. The routes northwards were taken over by Braathens, who increased to six daily trips to Bodø with connections northwards. The daily trip with Braathens to Harstad/Narvik was replaced by a two-round trips with SAS Commuter. Braathens retained the routes to the West Coast, with two flights to Ålesund and seven to Bergen. In addition, Norwegian Air Shuttle continued with two flights to Molde.[52] In 2004, SAS and Braathens merged to form SAS Braathens.[53] The airline changed its name back to Scandinavian Airlines in 2007.[54]

From 1 September 2002, Norwegian Air Shuttle converted from a regional airline to a low-cost carrier and started competing on the route to Oslo.

duty-free store for both departing and arriving passengers.[60] A new 55-metre (180 ft) tall control tower was also built.[18]

Gates 33 and 34 at Terminal A

From 7 January 2006, Norwegian started a seasonal winter service to

Sun Air of Scandinavia.[67][68]
On 22 February 2010,
London Gatwick Airport.[70] From 10 June to 30 August 2010, Icelandair operated two weekly services to their hub Keflavík International Airport using Boeing 757 aircraft.[71]

Among international destinations operating in 2018 but not 2010 are Tallinn, Kraków and Gdańsk.[citation needed]

Future

Departure area at Terminal A

In a master plan from 2006, Avinor has identified several key development issues to increase the capacity of the airport. For Terminal A, the plans call to keep the existing structure, and gradually expand it westwards, eventually passing over the railway on a culvert. Along the area between the railway and the highway, a south pier is planned to be constructed, with the inside facing immediately towards the railway and the outside having aircraft stands. In the short term, this is planned with six stands for regional aircraft, with a single-story building. The remaining stands currently used for regional aircraft will then be converted to international gates. While Avinor states that there is need for an expansion of Terminal B, no concrete solution has been found, in part because of the lack of space in the area, although this can partially be fixed by removing the general aviation from the area.[72]

At both ends of the runway, the taxiway ends 150 metres (490 ft) from the start of the runway, forcing aircraft which need the full length to backtrack. An extension of the taxiways would help with this problem.[73] Both at Terminal A and B, there will be a need for double taxiways. This will result in insufficient space for general aviation at its current location, and this has been proposed moved eastwards past the military installations. Several airlines, in particular Helitrans, has indicated need for more space. Proposals have been made to establish a heliport to allow flight to oil platforms on the Norwegian continental shelf.[74] The military has suggested to fill in a large section of the river delta at the west end of the runway, and move some of the cargo and helicopter operations there, but environmental concerns have been raised by among others Avinor. The cost of establishing access to the artificial land is also high.[75] By 2050, there may be need for a second, parallel runway to meet demand, and initial plans call for a 1,199 metres (3,934 ft) runway which would be used by general aviation, regional airlines and helicopters.[73]

Boeing 737-600 of Scandinavian Airlines

Between 2009 and 2011, Avinor is extending the runway with 150 metres (490 ft) into the fjord. The masses used for this are coming from the construction of the nearby Gevingåsen Tunnel on the Nordland Line, which will help shorten the travel time of the airport rail link to Trondheim and increase frequency.[74][76] Once finished, the line may be electrified. Work has commenced on building the E6 northwards to a four-lane highway 5 kilometres (3.1 mi) from Værnes past Stjørdal. This is scheduled for completion in 2013.[77][needs update]

In 2016 some politicians suggested a name change to Hell International Airport, given that Æ could be less suitable in the name of an international airport with the same problem if using the name of municipality and nearby village of Stjørdal, so using the name of the nearest village Hell, which is easily writable on foreign keyboards, could be a good idea.[78] A web vote on a newspaper site gave support for that.[79] The name has not been changed (as of 2021), but in English the airport mostly call itself "Trondheim Airport".[80]

Airlines and destinations

Overview

Widerøe is a

Boeing 737 MAX 8 aircraft. It provides a range of international flights. Most operate only a few times a week. Norwegian flies to eleven European destinations in eight countries.[84][85]

A320 and A321
aircraft. The airport is also served by numerous charter airlines.

Ground handling is provided by Aviator Airport Alliance, Widerøe Ground Handling.[87][88]

Passenger

AirlinesDestinations
Aegean Airlines Seasonal charter: Chania,[89] Rhodes[89]
Braathens International Airways Seasonal charter: Preveza/Lefkada (begins 20 May 2024)[90]
Finnair Helsinki[91]
Freebird Airlines Seasonal charter: Antalya[89]
KLM Amsterdam
Lufthansa Munich (begins 28 April 2024)[92]
Norwegian Air Shuttle Alicante, Bergen, Copenhagen, Kraków, London–Gatwick, Málaga,[93] Oslo, Riga[94]
Seasonal: Berlin, Gran Canaria, Nice, Split
Seasonal charter: Burgas,[89] Chania,[89] Gran Canaria,[89] Larnaca,[89] Palma de Mallorca,[89] Rhodes[89]
Stavanger, Stockholm–Arlanda, Tromsø
Seasonal: Alicante, Split[95]
Seasonal charter: Alicante (begins 30 April 2024),[96] Burgas, Chania,[90] Gran Canaria,[89][90] Larnaca (resumes 5 May 2024),[90] Rhodes,[90] Santorini[90]
Sunclass Airlines[97] Seasonal charter: Antalya, Chania, Gran Canaria, Larnaca (resumes 10 May 2024), Palma de Mallorca, Rhodes, Tenerife–South, Varna
Stavanger,[99] Tromsø
Wizz Air Gdańsk

Cargo

AirlinesDestinations
Oslo

Statistics

Part of the check-in area at Terminal A

Trondheim Airport is the only primary airport in

Stavanger Airport, Sola.[101] The busiest route is to Oslo, which was the busiest domestic route and the tenth-busiest route within the European Economic Area in 2008.[102]


Annual passenger traffic at TRD airport. See Wikidata query.
Busiest European Routes from Værnes (2008)
Rank City Passengers Airline
1
Oslo-Gardermoen, Oslo
 1,618,940 Norwegian Air Shuttle, Scandinavian Airlines
2
Bergen-Flesland, Hordaland
 408,897 Norwegian Air Shuttle, Scandinavian Airlines
3 Bodø, Nordland 296,878 Norwegian Air Shuttle, Scandinavian Airlines, Widerøe
4 Copenhagen, Denmark 114,381 Norwegian Air Shuttle, Scandinavian Airlines
5 Ålesund-Vigra, Møre og Romsdal 94,726 Krohn Air, Scandinavian Airlines, Widerøe
6
Oslo-Torp, Vestfold
 92,195 Norwegian Air Shuttle, Widerøe
7
Amsterdam, Netherlands
 90,836
KLM CityHopper
8 Brønnøysund-Brønnøy, Nordland 69,590 Widerøe
9
Stavanger-Sola, Rogaland
 65,260 Scandinavian Airlines
10 Mosjøen-Kjærstad, Nordland 47,046 Widerøe

Ground transport

NSB Class 93 train; in the background is the airport's Radisson Blu
hotel.

Rail

Rail transport is offered from Trondheim Airport Station. The platform is about 190 metres (620 ft) from the check-in at the terminal,[103] and the station is 33.0 kilometres (20.5 mi) from Trondheim Central Station.[104] There is a vending machine for tickets in the airport terminal.[105] Staffed ticket sale is available on board for an extra fee, not at the station.

Class 93 trains, while the Bodø-services are operated with Di 4-hauled trains.[108]

The

Class 92 trains.[110]

Trains from Östersund, Sweden (Meråker Line/Central Line) stop at Hell station, where passengers can change trains or walk 1.5 km (1 mile) to the airport terminal.

Road

Airport Coach in dated livery with the former logos of SAS Braathens (renamed SAS Norge) and Klæburuten (merged into Nettbuss)

The airport is located along

Europark, both indoor and outdoor.[112] Car rental is available,[113] as are taxis.[106]

NOR-WAY Bussekspress coaches to Namsos.[115] Rica Hell Hotel operates a shuttle bus from the terminal to the hotel, although the hotel is within walking distance (800 m/2500 ft).[9]

Accidents and incidents

  • Boeing 737-200 from Braathens SAFE en route from Værnes to Oslo Airport, Fornebu was hijacked by a drunk student who demanded to talk to the prime minister and minister of justice. The plane landed at Fornebu, and the hijacker eventually surrendered his gun in exchange for more beer. No-one was injured in the incident.[116][117]
  • On 23 February 1987, a
    Douglas DC-9 from Scandinavian Airlines landing at Værnes en route from Bodø Airport was written off after a hard landing on the runway. This was caused by a high sink rate caused by the pilot interrupting the landing checklist and forgetting to arm the spoilers. No-one was killed in the accident.[118]
  • On 14 October 2012 Corendon Airlines Flight 733, a Boeing 737-800 operating between Antalya Airport and Trondheim on a scheduled passenger flight, suffered a hull loss after the plane caught fire during pushback from the gate in Antalya. 27 passengers were injured during the evacuation. The cause was determined to be a short circuit in the captain's cockpit panel near an oxygen tank.[119]

References

Citations

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  45. ^ Valderhaug, Rune (28 January 1993). "Nytt selskap flyr fra Bergen". Bergens Tidende (in Norwegian).
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Bibliography

External links

Media related to Trondheim Airport, Værnes at Wikimedia Commons

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