The pre-war and wartime Okęcie (1934–45) In 1924, when urban development around Warsaw's
aerodrome at
Mokotów Field (Pole Mokotowskie) began affecting air traffic, the Ministry of Railways purchased land near the village of
Okęcie to construct a new airport. On 29 April 1934, the
Polish president,
Ignacy Mościcki, opened Central Airport (Okęcie), which from then on took over the handling of all traffic from the former civilian aerodrome at Pole Mokotowskie. In the weeks after its opening, a journalist from the magazine
Flight and Air Defence of Poland reported the following: "In a large pastel-coloured hall, we see a ticket office, a customs post, telegraph and post office, police station and a kiosk with various newspapers etc... On the first (upper) floor, there is a restaurant and viewing terrace, from where one can see the entire territory of the airport." flight from Warsaw to London waiting alongside a LOT
Junkers Ju 52 at Okęcie in April 1939 With the building finished in 1933, the new
modernist premises of the Warsaw airport cost the
State Treasury around
zl 10 million. The new complex included three hangars, exhibition space, garages, and of course a large, modern terminal building with a concrete taxiway complete with stands for a number of aircraft. Warsaw thus received an airport befitting of any European capital city. In its first year of operation, Okęcie served over 10,000 passengers. After the aerodrome's civilian buildings were finished, the military potential of the site began to be developed, with a
Polish Air Force base opening soon after; later followed the buildings of the
Institute of Aviation,
PZL aircraft-building plant and other pieces of aviation infrastructure. As air traffic and the number of aircraft movements grew greatly year on year, the authorities identified the need to develop a new system for air traffic navigation and control. The state, as a result, marked a number of air corridors for use by civil airlines, whilst radio stations were established to regulate such traffic and divert it away from sensitive and restricted areas. By 1938, the airport was equipped with 16 immigration checkpoints for passengers both departing and arriving on international flights. These posts were then manned by the
Polish Border Guard. By 1937, the airport had also received new radio navigation equipment and was using
Lorenz beam technology to assure the safety of landings and approaches over
Warsaw, during periods of poor visibility or bad weather. On the eve of
World War II, Okęcie airport was connected by regular scheduled flights with 6 domestic and 17 foreign airports, among which were
Tel-Aviv (then in
Palestine) and
Beirut in Lebanon; there were also plans to soon begin transatlantic service to the United States. During World War II, Okęcie was often used as a battleground between the
German Army and
Polish resistance and was almost completely destroyed. From the very first day of the war in Poland, Okęcie became a target for bombing by the German
Luftwaffe. Later, once Warsaw was occupied by the German army, the airport became the base for two German aviation schools and a
Junkers aircraft repair works. During this period, the airport also received its first concrete runway and taxiways; these were left undamaged until the very final days of the war, despite numerous attacks by both the
Home Army and
Soviet Armed Forces. However, with the German withdrawal from the city, both Okęcie's remaining buildings and ground infrastructure (including the runway) were intentionally destroyed in order to deny their use to the advancing
Red Army and
Polish First Army.
Rebuilding Okęcie in the years 1945–1989 works at Warsaw Okęcie in 1939 After the war,
LOT Polish Airlines resumed operations at Okęcie using what was left of the pre-war infrastructure; the airline was also responsible for initiating reconstruction efforts at the airport, and soon, within two years, a new terminal, control tower and a number of stands for aircraft based at and visiting the new Okęcie had been completed. By the end of the 1940s, the airport had been reconnected with most of Poland's most important cities and a number of international services, including those to Moscow, Belgrade, Berlin, Bucharest, Budapest, Brussels, Copenhagen, Prague and Stockholm. In the first half of the 1950s, this development continued and the airport authorities continued to hold talks with many international airlines on the subject of opening routes to Warsaw. In 1956, maintenance of Okęcie was transferred from
LOT Polish Airlines to state administration, then later in 1959, on the government's initiative, a decision was made to reconstruct the airport's main terminal; this, however, did not actually take place until 1964. The new civil aviation authority began to exercise control over airports, air corridors and routing, ground aviation infrastructure and the responsibility for entering into and signing aviation accords with other states. This gave the authority effectively complete control over Warsaw's airport. In 1969, the new terminal officially became operational, with it celebrating, just one year later, its first million passengers served. However, it soon became apparent that the new terminal was too small. As a result of this situation, and to alleviate the problems it was causing, part of the airport's administrative office was moved to the south of the terminal and into makeshift buildings and the old airport premises on Ul. 17 Stycznia. A new separate, temporary arrival hall was then built. Meanwhile, domestic flights continued to operate from the facilities built on the site of the pre-war terminal. Some years later, in 1978, a new arrivals hall, the so-called 'Finnish Hall' opened. Thereafter, there was a further upgrade to the airport's runways, and after the renovation of runways 1 and 3, runway 2 was re-designated as taxiway 'Delta'; this was because of its location on the same axis as a number of major obstacles, most notably the
Palace of Culture and Science and
Raszyn radio transmitter. Political events of the early 1980s caused a decline in passenger traffic, but already by 1983, there was renewed growth, especially on international routes. However, it turned out that the existing airport infrastructure was not able to handle as much traffic as the airport was dealing with by this period; thus, in November 1986, the Government decided to expand the airport. In the face of economic reform in the late 1980s, there was also a need to create a new managing body for airports and air traffic in Poland. In October 1987, a new company, the State Enterprise "Polish Airports" (PPL), an independent, self-governing and self-financing entity of the national economy, replaced the state aviation administration as the manager of the airport. The company was managed under the authority of the minister responsible for communications and transport.
Post-communist development (since 1989) It was only in 1990, after the
fall of communism, that a new terminal started to be built at Okęcie. A year later, a tender for the construction of a new passenger terminal at Warsaw airport was announced, this was then won by the Polish-Spanish consortium of
Ferrovial Agromán, Budimex and
Estudio Lamela, who joined in 2004 to implement the largest Polish investment in civil aviation history, Chopin Airport's long-awaited 'Terminal 2'. By 2006, the arrivals level of this new terminal had been inaugurated, with the departures level finally, after a long delay due to certification issues, being opened in late 2007. In this same year, the low-cost Etiuda terminal was also opened; this, however, was closed again just two years later in 2009, with all operations being transferred to terminals 1 and 2. The final and most recent developments in the airport's history came in the period covering 2010–2011, when the airport's new central and south piers were finished (left unfinished until the possibility of connecting them with the north pier appeared) and opened along with a redesigned terminal complex which saw the airport's two terminals merged to form a single 'Terminal A' complex. Despite this, work continues on reconstructing taxiways, ramps and access roads, the most important projects of which will see the airport connected to Poland's expressway network via the
S79 Airport Expressway and
S2 Southern Warsaw Bypass. An underground railway station connected to Warsaw's
suburban rail system was opened in June 2012 in time for the
UEFA Euro 2012 football championships. As of July 2015, the airport is managed by the State Enterprise "Polish Airports" (PPL), which has existed since 1987 and deals with construction and operation of airports and provision of services to passengers and airlines. PPL is owned and managed by the Ministry of Infrastructure and Development, in line with the 1987 Act. ==Runways==